MAN Diesel

Technical Documentation
Engine
Operating Instructions

Engine............................ L48/60B
Works No. of engine........ 1130493
Plant No.......................... 4300570

010.005

6703 B1-1 EN 1 (2)

 MAN Diesel

MAN Diesel SE
86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-49 4180
primeserv-aug@mandiesel.com
www.mandiesel.com/primeserv

Copyright © MAN Diesel

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.

2 (2) 6703 B1-1 EN

MAN Diesel

Table of contents

Table of contents
1 Introduction
1.1 Preface
1.2 Manufacturer's liability
1.3 Structure and use of the operating instructions
1.4 Addresses/Telephone numbers

2 Engineering
2.1 Scope of supply /Technical specifications
2.1.1 Scope of supply of MAN Diesel SE
2.2 Engine
2.2.1 Characteristic features
2.2.2 Photos/Drawings
2.3 Components/Assemblies
2.3.1 Engine in standard design
2.3.2 Engine in standard design
2.3.3 Engine in standard design
2.3.4 Special versions of the engine
2.3.5 Additional engine devices
2.4 Systems
2.5 Technical data
2.5.1 Power and consumption information
2.5.2 Temperatures and pressures
2.5.3 Weights
2.5.4 Dimensions/clearance/tolerances - Part 1
2.5.5 Dimensions/clearance/tolerances - Part 2
2.5.6 Dimensions/clearance/tolerances - Part 3

3 Operation/Operating media
3.1 Prerequisites
3.1.1 Prerequisites/Guarantee
3.2 Safety
3.2.1 General remarks
3.2.2 Destination/Suitability of the Engine
3.2.3 Risks/Dangers
3.2.4 Safety Instructions
3.2.5 Safety Regulations
3.3 Operating media
3.3.2 Quality of marine diesel fuels (MDO)
3.3.3 Quality of heavy fuel oil (HFO)
3.3.4 Viscosity-temperature (VT) diagram of fuel oil
3.3.6 Quality of lube oil (SAE 40) for heavy fuel oil operation (HFO)

6703 B1-1 EN 1 (3)

 MAN Diesel

3.3.7 Quality of engine cooling water

Table of contents

3.3.8 Examination of operating materials

3.3.11 Quality of intake air (combustion air)
3.4 Operative management I - Putting engine into operation
3.4.1 Starting preparations/Starting and stopping the engine
3.4.2 Switching from diesel oil to heavy fuel and vice-versa
3.4.3 Permissible outputs and speeds
3.4.4 Engine run-in
3.5 Operative Management II - Monitoring Operating Data
3.5.1 Engine Monitoring /Performing Routine Duties
3.5.2 Engine Log Book/Engine Diagnosis/Engine Management
3.5.3 Load curve during acceleration/manoeuvring
3.5.4 Part-load operation
3.5.5 Calculation of the engine power and the status of the working point
3.5.6 Operation at reduced speed
3.5.7 Equipment for engine modification for special operating conditions
3.5.8 Bypass charge air
3.5.9 Condensate water in charge air pipes and pressure tanks
3.5.10 Load Application
3.5.11 Exhaust gas blow-off
3.6 Operative Management III - Operating faults
3.6.1 Faults/Defects and their causes (fault finding)
3.6.2 Emergency operation when a cylinder fails
3.6.3 Emergency operation upon failure of a turbocharger
3.6.4 Failure of the power supply (blackout)
3.6.5 Failure of cylinder lubrication
3.6.6 Failure of the speed control system
3.6.7 Response in the event that operating values are exceeded when
alarms occur
3.6.8 Response in the event of an oil mist alarm
3.6.8 Response in the event of a splash oil alarm
3.6.10 Failure of the injector cooling system
3.7 Operative Management IV - Shutting Down the Engine
3.7.1 Shutting down/preserving the engine

4 Maintenance/Repairs
4.1 General remarks
4.2 Maintenance schedule (explanatory notes)
4.3 Tools/Special tools
4.4 Spare parts
4.5 Replacement of Components by the New-for-Old Principle
4.6 Services/repair work
4.7 Maintenance schedule (signs/symbols)
4.7.1 Maintenance schedule
4.7.2 Maintenance schedule

2 (3) 6703 B1-1 EN

MAN Diesel

Table of contents
5 Appendix
5.1 Designations/Terms
5.2 Formulae
5.3 Conversion of units
5.4 Symbols and abbreviations
5.5 Brochures

6703 B1-1 EN 3 (3)

MAN Diesel

Introduction
1 Introduction
2 Engineering
3 Operation/Operating media
4 Maintenance/Repairs
5 Appendix

6703 1-1 EN 1 (1)

 MAN Diesel 1.1

Preface

Introduction
Preface
Engine systems - Their char- Engine units produced by MAN Diesel SE are the result of decades of con-
acteristics, justified expecta- tinuous successful research and development work. They cope admirably
tions, assumptions with high levels of demand and have reserves in hand to cope with inter-
fering and damaging influences. In order to be able to fulfil expectations they
must be used as intended and must be maintained properly. You can expect
uninterrupted performance and a long life if these requirements are met.
Intent and purpose of the The operating and work instructions (work cards) will help you to familiarise
operating and working yourself with the engine. They are intended to provide answers to questions
instructions which arise at a later date and to be a handbook for operation of the engine
and during maintenance work. We consider the understanding of the meth-
ods of action, the promotion of cause and effect and the passing on of
experience to be an aim of equal value. Last, but by no means least, the
handover of the operating instruction manual and working instructions sig-
nifies our fulfilment of the legal obligation to provide advice concerning the
dangers arising from the engine or its components - despite its high level of
development and despite all design endeavours - or which arise from han-
dling which is improper and in contravention of the instructions.
Condition 1 The operating personnel and the persons executing the servicing and over-
hauling activities must be familiar with the operating instructions and work
instructions (Work Cards), which must be available at all times for reference.

Lack of information
Lack of information and non-observance of information can cause
serious injury to persons and serious damage to property and the
environment! Please therefore: observe Operating and Work
Instructions!

Condition 2 The maintenance and overhaul of modern four stroke engines requires prior
comprehensive training of the personnel. The operating instructions and
working instructions (Work Cards) assume the skills relevant to this training.
Guarantee and liability claims cannot be accepted resulting from the lack of
relevant instructions.

Untrained staff
Untrained persons can cause serious personal injury and serious
material and environmental damage! Do not assign any tasks that
exceed the level of knowledge and experience! Refuse entry /
involvement to unauthorised persons!

Condition 3 The technical documentation is tailored to the specific installation. This

means that there can be considerable differences in comparison with other
installations. Information that is valid in one specific case could cause prob-
2008-11-06

lems in another product.

Introduction
General

6680 1.1-01 EN 1 (2)

1.1 MAN Diesel

Scope of technical documents

Introduction

Technical documents have system-specific validity! The use of

information for another system or from an outside source can cause
malfunctions or damage! Only use the relevant information, not
information from an external source!

Also observe... Please also observe the tips concerning product liability provided in the next
section, as well as the safety regulations in section 3.

2008-11-06
Introduction
General

2 (2) 6680 1.1-01 EN

 MAN Diesel 1.2

Manufacturer's liability

Introduction
Manufacturer's liability
Safe efficient operation of the engine system presupposes comprehensive
knowledge. In a similar way, functionality can only be maintained or recre-
ated by maintenance or repair work if these tasks are carried out by trained
personnel having technical understanding and skill. The rules of sound
technical practice must be observed to preclude negligence.

The Technical Documentation supplements this skill with special informa-

tion, draws attention to hazards and points out the safety regulations which
are to be observed. MAN Diesel SE requests that you observe the following
rules:

Non-observance of the technical documentation

Non-observance of the technical documentation, especially of the
operating and work instructions and the safety stipulations, use of the
system for a purpose not intended by the manufacturer, or any other
improper use or negligent application, can cause serious damage to
property and serious personal injury, for which the manufacturer rejects
all liability.

The parts package supplied by MAN Diesel SE must be erected and fixed
in position in accordance with tried and tested engineering practice. This
must include the observance of the binding stipulations quoted in the fol-
lowing documents in the sequence given:
▪ Engineering documents provided for the order by MAN Diesel SE
▪ Assembly documents from our subcontractors for accessories
▪ Operating instructions for engines, turbochargers and accessories
▪ MAN Diesel SE Project Guides
Any deviation from the principles specified in the documentation quoted
above requires our prior approval. Fitting brackets and/or supporting equip-
ment to the parts package supplied by us, which are not illustrated or men-
tioned in the above documents, and which are not approved by us is not
permitted. We accept no responsibility for damage which may arise as a
result.
2008-11-06

Introduction
General

6680 1.2-01 EN 1 (1)

 MAN Diesel 1.3

Structure and use of the operating instructions

Introduction
Tips for use
The operating instructions contain information in words and images: Some
which are useful and some which it is imperative to follow. This information
is meant to expand the current knowledge and existing skills of those who
▪ are familiar with the operative management,
▪ with monitoring and checking,
▪ with the maintenance and repair
of the engine. Training received at school or practical experience is not
adequate.
The operating instructions must be accessible to this group. In turn, the
persons in charge have the task of familiarising themselves with the struc-
ture of the operating instructions to such an extent that they can find the
required information without having to search for long periods.
We will also try to provide you with a clearly organised structure in an easy-
to-understand language.
Structure and special features
The operating instruction is comprised of 5 sections:
1. Introduction
2. Engineering
3. Operation/Operating media
4. Maintenance/Repairs
5. Appendix
It is mainly oriented to the understanding of complex
▪ functions and contexts,
▪ Starting and stopping the engine,
▪ Planning engine operation, controlling according to operating results
and economic criteria,
▪ maintaining the engine in operational readiness, carrying out preventive
or scheduled maintenance.
The following are not covered:
▪ Transport, assembly and disassembly of the engine or major parts of it,
▪ Working steps and checks at the time of the initial start-up of the engine,
▪ Repairs requiring special tools, facilities and experience,
▪ Actions to be taken during and after a case of fire, water penetration,
2008-12-05

Introduction

serious damage and disaster.

What is also important

General

Engine version The operating instructions are continually updated to be state-of-the-art

and to be matched to the ordered version of the engine. There may be

6680 1.3-01 EN 1 (2)

1.3 MAN Diesel

apparent gaps in the chapter numbering of the operating and working

Introduction

instructions as a result of the version of engine purchased. This situation

does not represent an error and is governed by the structuring system. Even
so, there may be differences between the pages with the primary described/
represented content and the the actual execution.
There is normally a thematic differentiation between main marine engines,
auxiliary marine engines and engines for stationary applications. In positions
where the differences in content are slight, the treatment is kept to a general
mode. Read such points selectively, keeping in mind the listed limitations.
Technical data You will find technical data for your engine

▪ in section 2 under "Technical data",

▪ in the Volume 010.005 Engine - Working Instructions in the Work Card
000.30,
▪ in Volume 010.330 in the Trial Run protocol as well as in the start-up
protocol,
▪ in Volume 070 Control and Monitoring System in the list of the measur-
ing, control and regulating devices,
▪ in the Volume 000 Plant Information in the mounting drawing.
All the documents referred to are matched to the individual engine.
Maintenance schedule/Work The maintenance schedule is closely allied to the Work Cards in Volume
Cards 010.005 Engine - Working Instructions. The Work Cards describe how to
carry out a task and which tools and auxiliary equipment are required. The
maintenance schedule in turn contains the repeat intervals and the average
personnel and time requirement.

2008-12-05
Introduction
General

2 (2) 6680 1.3-01 EN

 MAN Diesel 1.4

Addresses/Telephone numbers

Introduction
Addresses/Telephone numbers
Addresses Table 1 contains the addresses of the MAN Diesel SE factories and the
Technical Office in Hamburg. The addresses of MAN Diesel SE Service
Center, the agencies and authorised repair workshops can be taken from
the booklet "World-Class-Service" in volume "About Us".
Location Address
Augsburg Works MAN Diesel SE
86224 Augsburg
Telephone (0821) 322 0
Telefax (0821) 322 3382
Hamburg Works MAN Diesel SE
Service Center, Hamburg Works
Rossweg 6
D-20457 Hamburg
Telephone (040) 7409 0
Telefax (040) 7409 104
Technical Office Hamburg MAN Diesel SE
Representative Office
Baumwall 5
D-20459 Hamburg
Telephone (040) 378515 0
Telefax (040) 378515 10
MAN Diesel SE Service See printed booklet
Center, Agencies and "World-Class-Service"
authorised
repair workshops
Table 1: Locations and addresses of MAN Diesel SE
Contact person Table 2 contains the names, telephone and fax numbers of the contact per-
sons who are at your service when required.
Subject Contact person
Augsburg Works Hamburg Works MAN Diesel SE
Telephone (0821) 322 ..... Service Center Service Center,
Telefax (0821) 322 ..... Telephone (040) 7409 ..... Agencies and authorised
Telefax (040) 7409 ..... repair workshops
Service engines Holst AE-AUG Ruthenberg AE4-AUG See printed booklet
Telephone ..... 3930 Telephone ..... 273 "World-Class-Service"
Telefax ..... 3838 Telefax ..... 277
Service Turbocharger Litzenberg AT
Telephone ..... 4272
Telefax ..... 3998
Service Spare parts Stadler AC-AUG
Telephone ..... 3580
Telefax ..... 3720
Table 2: Contact person, Telephone and Fax numbers
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Introduction
General

6680 1.4-01 EN 1 (1)

MAN Diesel

Engineering
1 Introduction
2 Engineering
3 Operation/Operating media
4 Maintenance/Repairs
5 Appendix

6703 2-1 EN 1 (1)

MAN Diesel 2.1

Scope of supply /Technical specifications

2.1 Scope of supply /Technical specifications
2.2 Engine
2.3 Components/Assemblies
2.4 Systems
2.5 Technical data

6703 2.1-1 EN 1 (1)

 MAN Diesel 2.1.1

Scope of supply of MAN Diesel SE

Scope of supply /Technical specifications

Technical specifications

Scope of supply of MAN Diesel SE/Technical specifications

Supplied items A list of that which we have supplied contains the following page. This list
is intended to ensure that you are looking for information/support from the
correct contact person.
For all the parts we have sup- For any queries regarding parts we have supplied, your contact persons are
plied...
▪ MAN Diesel SE in Augsburg
and especially for service queries,
▪ the MAN Diesel SE Service Center,
▪ the agencies and
▪ the authorised repair workshops around the world.
For all parts we have not sup- For all the parts we have not supplied, please contact the respective sup-
plied... pliers directly, unless the parts/ systems supplied by MAN Diesel SE are
seriously affected or it is pertinent to do so for other reasons.
Technical specifications The order confirmation, the technical specifications for order confirmation
and the technical specifications of the engine contain supplementary infor-
mation.
2008-11-06

Engineering
General

6680 2.1.1-01 EN 1 (1)

MAN Diesel 2.2

Engine
2.1 Scope of supply /Technical specifications
2.2 Engine
2.3 Components/Assemblies
2.4 Systems
2.5 Technical data

6703 2.2-1 EN 1 (1)

 MAN Diesel 2.2.1

Characteristic features

Engine
Characteristic features
Engine 48/60 B - an important Engines having the designation 48/60 B are turbocharged 4 stroke engines
member of the medium speed in inline and V formation having a cylinder bore of 480 mm and a piston
family stroke of 600 mm They are used as energy generators in ships and in sta-
tionary power stations.
Features in keywords Inline engines 48/60 B consist basically of static elements such as the
crankcase, cylinder bushing and cylinder heads and of moving elements
such as the crankshaft with pistons, gear drive system and camshaft and
fuel pump and valve actuators. The turbocharger is used to compress the
fresh air. When looking onto the coupling, the exhaust gas ducting is on the
right hand side (exhaust gas side AS) and the air charging ducting is on the
left hand side (side opposite to the exhaust gas side AGS).
The camshaft is located in a trough on the opposite side to the exhaust gas
side. It serves to actuate the inlet and exhaust valves and provides the drive
for the injector pumps. An electrical setting unit allows alteration of the
injection point in time.
The turbocharger and charging air cooler are normally on coupling side in
the case of propeller operation and, in the case of generator operation they
are on counter coupling side. A drive unit on counter coupling side can be
used to drive the coolant and lubrication oil pumps.
The engine is suitable for fuels up to 700 mm2/s at 50°C up to and including
CIMAC H/K 55. The engine can be equipped for operation with MDO on
request.
Engines in the range 48/60 B have a larger stroke/bore ratio and a higher
compression ratio. These values simplify optimum combustion chamber
design and contribute to improved part load performance and to high levels
of effectivity.
The engines are equipped with MAN Diesel turbochargers from the TCA
series.
2007-12-10

Engineering
48/60B

6703 2.2.1-01 EN 1 (1)

2.2.2 MAN Diesel
Engine

Figure 2: 3D graphics, 7-cylinder engine L 48/60 B, view from the coupling side

2007-05-04
Engineering
L48/60B

Figure 3: 3D graphics, 7-cylinder engine L 48/60 B, view from the counter coupling side

2 (2) 6703 2.2.2-01 EN

MAN Diesel 2.3

Components/Assemblies
2.1 Scope of supply /Technical specifications
2.2 Engine
2.3 Components/Assemblies
2.4 Systems
2.5 Technical data

6703 2.3-1 EN 1 (1)

 MAN Diesel 2.3.1

Engine in standard design

Components/Assemblies
Crankcase up to cylinder head

Cylinder crankcase

Figure 1: Cylinder crankcase, viewed from the coupling side

Cylinder crankcase/crank- The engine cylinder crankcase (4) is a single-piece design and has large
shaft main bearing/tie rod openings to the crank area. Tie rods (3) extend from the lower edge of the
suspended main bearings up to the top edge of the crankcase and from the
top edge of the cylinder head (1) to the intermediate base. The main bearing
caps (6) are additionally braced with the casing using cross tie rods (7).
L48/60B;L48/60CR
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Engineering

6703 2.3.1-02 EN 1 (8)

2.3.1 MAN Diesel
Components/Assemblies

1 Cylinder head
2 support ring
3 Tie rod
4 Cylinder crankcase
5 Crankshaft
6 Main bearing cap
7 Cross tie rod

Figure 2: Main components

Oil sump/Foundation frame
The oil sump or the foundation frame collects the oil that drips from the
engine parts and feeds it to the lubricating oil tank which is located lower
down.
In engines with rigid or semi-elastic suspension, an oil sump in standard
design is used. In engines with elastic suspension, a reinforced oil sump is
used. If the engine is located on the foundation frame this is also used as
the lubricating oil tank.
Main bearing/Locating bearing
Bearing cap/tie rod The crankshaft main bearings are comprised in each case of an upper and
lower bearing shell and the main bearing cap. The main bearing cap in the
suspended position is braced to the crankcase using tie rods and lateral tie
rods .
L48/60B;L48/60CR

2008-11-06
Engineering

2 (8) 6703 2.3.1-02 EN

 MAN Diesel 2.3.1

Components/Assemblies
3 Tie rod
4 Crankcase
5 Crankshaft
6 Main bearing cap
7 Borehole for lateral tie rod
8 Lower bearing shell
21 Drive gear

Figure 3: Crankshaft with main bearing (locating bearing)

Locating bearing The locating bearing, which determines the axial position of the crankshaft,
is mounted on coupling side.
It consists of the two-part drive wheel on the crankshaft and of butting rings
which are supported on the first thrust blocks.
Crankshaft
Crankshaft/balance weights/ The forged crankshaft is mounted in a suspended position and has two
drive wheel balance weights per crank which serve to balance the oscillating masses.
The drive gear for the camshaft drive is comprised of two segments and is
mounted on the crankshaft by tangentially arranged bolts.

L48/60B;L48/60CR

Figure 4: Crankshaft with balance weights attached

Flywheel The flywheel is fitted to the coupling flange of the crankshaft. Its toothed
2008-11-06

ring can be used during maintenance work to turn the engine using a turn-
Engineering

over gearbox.

6703 2.3.1-02 EN 3 (8)

2.3.1 MAN Diesel

Torsion vibration damper

Components/Assemblies

Figure 5: Torsion vibration damper with leaf spring assemblies

Torsional vibrations from the crankshaft are reduced by using a torsional
vibration damper (see Figure)
The torsion vibration damper fitted on the free engine end ensures that
unwanted torsional vibrations are transmitted from the inside to axially
arranged leaf spring assemblies and damped there by oil displacement. The
internal arrangement is such that coolant and lubricating oil pumps can be
driven by a toothed ring (not shown in the figure) bolted in position.
L48/60B;L48/60CR

2008-11-06
Engineering

4 (8) 6703 2.3.1-02 EN

 MAN Diesel 2.3.1

Connecting rod

Components/Assemblies
Figure 6: Connecting rod
Connecting rod with parting The connecting rod has a parting line between the connecting rod eye and
line the big-end bearing. When retracting the piston the big-end bearing need
not be split. Moreover, this design reduces the height required for piston
removal. The piston pin bush is a pressed fit.
Piston

L48/60B;L48/60CR
2008-11-06

1 Piston crown 4 Piston skirt

Engineering

2 Undercut bolt 5 Oil control ring

3 Piston pin 6 Piston ring
Figure 7: Piston two-piece, oil-cooled
Design characteristics The piston comprises fundamentally of two components, the crown and the
skirt of the piston. The piston crown includes the ring grooves for the com-

6703 2.3.1-02 EN 5 (8)

2.3.1 MAN Diesel

pression rings whilst the connecting rod is held on the piston skirt by the
Components/Assemblies

piston pin. The piston pin is supported in the piston in a floating manner and
axially fixed in position using retaining rings. The piston crown and skirt are
connected to each other using undercut bolts.
Piston rings Piston rings and an oil control ring are used for sealing the piston to the
cylinder liner.
Cooling Lubricating oil is used for cooling the piston crown. The lubricating oil is fed
to the piston crown via the connecting rod and with the help of a spring-
mounted funnel.
"Stepped piston" The piston crown has a slightly smaller diameter than the rest of the running
surface. Pistons with this design are referred to as stepped pistons.
Cylinder liner

Figure 8: Cylinder liner with support ring and top land ring
Cylinder liner/support ring/ In the top area, the cylinder liner is centred by the support ring (see Figure).
top land ring In the lower area, the cylinder liner is guided by the crankcase. The top land
ring fits on the joint of the cylinder liner.
Interaction stepped piston/top The top land ring which projects above the cylinder liner bore works together
land ring with the recessed piston crown of the stepped piston to ensure that burnt
carbon deposits on the piston crown do not come into contact with the
running surface of the cylinder liner.
Cooling The coolant reaches the cylinder liner via the support ring. From here the
top part of the cylinder liner is cooled. The coolant then flows through the
top land ring and via holes in the support ring to the cooling chambers in
the cylinder head. The cylinder head, support ring and top land ring can be
L48/60B;L48/60CR

drained together.
Top land ring, cylinder liner and cylinder head can be checked by using
2008-11-06
Engineering

check boreholes in the support ring for gas tightness and coolant leaks.

6 (8) 6703 2.3.1-02 EN

 MAN Diesel 2.3.1

Components/Assemblies
1 Cylinder head
2 Support ring
14 Top land ring
15 Cylinder liner

Figure 9: Cylinder liner, top land ring and support ring

Cylinder head/ rocker arm casing

L48/60B;L48/60CR

Figure 10: Cylinder head with inlet and exhaust valves

2008-11-06

Rocker arm casing/valve

Engineering

The cylinder head is sealed off to the top from the rocker arm housing and
actuation a cover, through which the inlet and exhaust valves are easily accessible.

6703 2.3.1-02 EN 7 (8)

2.3.1 MAN Diesel
Components/Assemblies

Figure 11: Cylinder head with rocker arm housing and valve actuation
L48/60B;L48/60CR

2008-11-06
Engineering

8 (8) 6703 2.3.1-02 EN

 MAN Diesel 2.3.2

Engine in standard design

Components/Assemblies
Camshaft drive to injection valve

Control drive/camshaft drive

1 Crankshaft 2 Camshaft
Figure 1: Camshaft drive
Arrangement of the camshaft The camshaft drive is integrated in the crankcase (see Figure 1). It is moun-
drive and the intermediate ted on the coupling side between the first main bearings. The camshaft drive
gears goes via an intermediate gear onto the toothed ring to the crankshaft.

Lubricating oil supply The lube oil supply to the bearing bush of the intermediate gear is effected
through the shaft, whilst the supply to the gear mesh is by spray jets.
Camshaft
2008-10-23

Engineering

Figure 2: Camshaft
Camshaft The engine has a multipart camshaft, which actuates the inlet and exhaust
L48/60B

valves and the injection pumps (see figure 2).

6703 2.3.2-01 EN 1 (8)

2.3.2 MAN Diesel
Components/Assemblies

3 Injection cams 6 Starter cams

4 Inlet cams 8 Cam followers
5 Outlet cams
Figure 3: Camshaft with cam followers
The camshaft and cam followers are housed in a shaped trough. The bearing
caps on the camshaft are mounted in a suspended mode. The suspension
is in bearing bushes. Each cylinder has an injection cam (3), an inlet cam (4),
an outlet cam (5) and a starter cam (6) (see Figure 3).
Thrust bearing One thrust bearing is provided on the coupling side for positioning the cam-
shaft.
Valve actuation

2008-10-23
Engineering
L48/60B

Figure 4: Rocker arm casing

2 (8) 6703 2.3.2-01 EN

 MAN Diesel 2.3.2

Camshaft-Cam followers- The drive for the inlet and outlet valve actuation is from the camshaft via the

Components/Assemblies
Push rods inlet and outlet cam followers to the push rods. The cam lift is picked up by
the cam follower roller and then transmitted via ball cups from the cam fol-
lower to the push rod.
Valve actuation The movement of the push rods is transmitted through rocker arms to the
valves. The rocker arms are also carried in ball cups.
Valves

10 Cylinder head 12 Exhaust valve

11 Inlet valve 15 Valve guide
Figure 5: Cylinder head
Valves/valve guides Each cylinder head has two inlet and two exhaust valves. They are guided
by the press-fit valve guides.
Valves/seat rings The exhaust valve cone and the corresponding seat ring are fitted with rein-
forcement. The exhaust valve seat ring is also designed to be water-cooled.
In the case of the inlet valve, only the valve cone is reinforced.
Rotators The inlet valves are turned via valve rotators. The exhaust valves have pro-
pellor blades above the valve plate which rotate the valves by the gas flow-
ing over them. The rotators counteract high temperature loading at individ-
ual points and guarantee gas-tight valve seats.
Speed governor
A mechanical-hydraulic, mechanical-electronic or fully electronic speed
governor is used, depending on the application and engine operating mode.
System components for the ... The mechanical-hydraulic speed and output control system comprises the
... mechanical-hydraulic mechanical speed controller with the hydraulic actuator, the remote speed
2008-10-23

speed control system setting device and the shutdown device. The rotation sensors are required
Engineering

for emergency shutdown.

L48/60B

... electronic-hydraulic speed An electronic-hydraulic speed and output control system also has an elec-
control system trical-hydraulic converter, an electronic speed governor and an oil cooler.

6703 2.3.2-01 EN 3 (8)

2.3.2 MAN Diesel

... electronic speed regulation The electronic speed and output control system comprises an electronic
Components/Assemblies

system control device, and electrical-mechanical actuator, a remote speed setting

unit, and speed pick-ups, which record the current engine speed.
Working principle in ... The difference between the target speed and the actual value is evaluated
... mechanical-hydraulic by the mechanical speed controller or by the electronic control unit. If there
speed control system or is a difference between the two, the connecting rod is adjusted hydraulically,
... electronic-hydraulic speed thus moving the control shaft and the control rods of the injection pumps,
control system i.e. the amount of fuel injected into the cylinder is changed.

... electronic speed regulation In the electronic control device, the difference between the set and real
system speed value is evaluated. A correction signal is created if there is a difference
between the two. The setting unit moves the control rods on the injection
pumps and thus changes the amount of fuel injected into the cylinder.
Injection timing adjusting device

1 Drive engine
2 Worm drive
3 Limit switch
4 Hydraulic brake

Figure 6: Injection timing adjusting device

The point of injection can be adjusted for different fuel qualities with the
injection timing adjusting device. The cam followers of the injection pumps
are moved by eccentric shafts.

2008-10-23
Engineering
L48/60B

4 (8) 6703 2.3.2-01 EN

 MAN Diesel 2.3.2

Fuel injection pump

Components/Assemblies
8 Cam followers 30 Fuel injection pump
23 Control rod 33 Ram with roller
Figure 7: Fuel injection pump
Arrangement/drive The fuel injection pumps are mounted on the control shaft trough. The
actuation by the fuel cams is via rocker arm. The lifting movement of the
rocker arm is transmitted via a ram with roller on the pump plunger of the
fuel injection pump.
Operating mode The fuel is delivered to the pump cylinder of the fuel injection pump via a
ring chamber. The baffle screws are also located here. The pump cylinder
is locked at the top through the valve body. The pressure equalisation valves
(GDE valves) are fitted here. The GDE valves provide virtually complete
elimination of cavitation and pressure fluctuations in the fuel system.
Fill adjustment The delivery quantity is achieved on the basis of the required power-speed
combination by twisting the pump plunger and the control edges. Each
injection pump has an emergency stop piston.
2008-10-23

Engineering
L48/60B

6703 2.3.2-01 EN 5 (8)

2.3.2 MAN Diesel

Filling/regulation rods
Components/Assemblies

18 Control shaft 24 buckling lever

23 Control rod 30 Injection pump
Figure 8: Control shaft with cranked lever
Setting unit actuates control The filling linkage is actuated by the speed regulator or the relevant control
shaft unit. Its lever action is transmitted to the control shaft. It is carried in bearing
blocks which are bolted to the crankcase in front of the injection pumps.
The control rods of the injection pumps are displaced by the rotary move-
ment.
buckling lever The spring-loaded tilting mechanism of the buckling levers allows switching
off and starting the engine if a cylinder regulating rod is blocked.

2008-10-23
Engineering
L48/60B

6 (8) 6703 2.3.2-01 EN

 MAN Diesel 2.3.2

Injection pipes

Components/Assemblies
18 Control shaft
19 Fuel pipe
24 Buckling lever
25 Fuel injection pipe
30 Fuel injection pump

Figure 9: Injection pump with fuel injection pipe

The fuel is fed to the injection valves through the fuel injection pipes via the
lances.
Fuel injection valve

26 Lance
27 Cylinder head
28 Nozzle body
29 Combustion chamber
32 Injection nozzle
2008-10-23

Engineering
L48/60B

Figure 10: Fuel injection valve

Fuel delivery The fuel injection valve is mounted centrally in the cylinder head. The fuel
supply is via the lance which goes through the cylinder head and is bolted

6703 2.3.2-01 EN 7 (8)

2.3.2 MAN Diesel

to the nozzle body. The fuel is injected directly from the injection valve into
Components/Assemblies

the combustion chamber.

Cooling The injection valves are cooled via a separate nozzle coolant system. The
coolant inlet and outlet are located in the central area of the valve.

2008-10-23
Engineering
L48/60B

8 (8) 6703 2.3.2-01 EN

 MAN Diesel 2.3.3

Engine in standard design

Components/Assemblies
Supercharger system to engine control

Supercharged system/Turbocharger

1 Turbocharger 3 Charge air cooler

2 Diffusor
Figure 1: Turbocharger with charge air cooler
Turbocharger The turbocharger is fitted longitudinally in the engine. Turbochargers from
the TCR series are used, i.e. turbochargers with radial compressors and
axial turbines (see Figure 2).
2008-04-30

Engineering
L48/60B

6703 2.3.3-01 EN 1 (8)

2.3.3 MAN Diesel
Components/Assemblies

6 Radial compressor 9 Plain bearing

7 Axial turbine 19 Compressor housing
8 Silencer 20 Turbine housing
Figure 2: TCA series turbocharger
The fresh air intake is via a silencer or inlet spigot. The turbocharger rotor
runs in floating plain bearings on both sides. These are connected to the
engine lubricating oil system.
Charge air pipe/charge air cooler

2008-04-30
Engineering
L48/60B

Figure 3: Charge air pipe

The fresh air drawn in and compressed by the turbocharger reaches the
charge air cooler through the double diffuser. In the charge air cooler, the

2 (8) 6703 2.3.3-01 EN

 MAN Diesel 2.3.3

compressed fresh air is recooled and fed via the charge air pipe to the cyl-

Components/Assemblies
inders. The charge air cooler has a 2-stage design.
The charge air pipe is comprised of sections which are connected to each
other using special clamps. The charge air pipe section and rocker arm
housing thus form one unit.
Exhaust pipe

Figure 4: Exhaust pipe with expansion joints

The common exhaust pipe is connected to the cylinder heads using fixing
clips. The exhaust pipe is fitted with expansion joints between the cylinders
and in front of the turbocharger.
The exhaust pipe covering is comprised of elements which extend over one
cylinder in each case. The metal sheets have insulating mats on the inside
and can be removed after releasing a few screws.
Supply of lubricating oil/cylinder lubrication
lube oil pipe/lube oil routing All lubricating points in the engine are supplied with pressurised oil by a
lubricating oil pipe located on the control side. The lubricating oil inlet flange
is located on the counter coupling side. Stub lines are used to transport the
lubricating oil to the crankshaft main bearings and through the crankshaft
to the torsion vibration damper and to the connecting rod bearings. The
connecting rod finally takes the lubricating oil to the piston crown and then
returns to the oil sump.
Other stub lines supply oil to the camshaft bearings, the cam followers, the
injection pumps and the rocker arms.
The injection nozzles for the camshaft drive gears, the turbocharger and the
speed governor are supplied with lube oil from a distributing pipe on the
2008-04-30

coupling side.
Engineering

Cylinder liner lubrication The cylinder liner lubrication is by injected oil and oil mist. The piston ring
L48/60B

pack is supplied with oil via holes in the cylinder liner. The engine is fitted
with a cylinder lubricating oil pump which feeds lubricating oil to the indi-
vidual cylinder liners via a hydraulically controlled block distributor. The

6703 2.3.3-01 EN 3 (8)

2.3.3 MAN Diesel

pump distributor unit is located on the end of the engine on counter coupling
Components/Assemblies

side.

Figure 5: Cylinder lube oil pump with block distributor

Valve seat lubrication An additional pump distributor unit is fitted on the coupling side. It is pro-
vided to lubricate the inlet valve seats.
Fuel pipes

Figure 6: Fuel pipes and fuel injection pumps

Fuel supply/fuel return The fuel reaches the injection pumps via a common supply line. Excess fuel
is removed via the return line which runs in parallel. The connections of both
pipes are located on the engine end on counter coupling side. The buffer
pistons in both lines serve to reduce the pressure surges within the fuel
system.
2008-04-30
Engineering
L48/60B

4 (8) 6703 2.3.3-01 EN

 MAN Diesel 2.3.3

Coolant pipes

Components/Assemblies
Figure 7: Coolant pipes
The charge air cooler stage 1 (HT) is first supplied with fresh water. The water
flowing out is then used to cool the cylinder liners and heads via the support
rings. The charge air cooler stage 2 (NT) can be primed with fresh water,
untreated water or seawater. The cooling of the fuel injection nozzles is by
a separate fresh water system.
Bleeding/drainage Continuous bleeding pipes are connected to the uppermost points of the
cylinder heads and of the charge air cooler.
Condensed water pipe
The water which is deposited in the charge air pipe as a result of compres-
sion and cooling of the air after the charge air cooler, is removed via a drain
valve.
Crank area bleeding
2008-04-30

Engineering
L48/60B

Figure 8: Crank area bleeding

6703 2.3.3-01 EN 5 (8)

2.3.3 MAN Diesel

Air bleed valve The crank area bleeding connection is located on counter coupling side of
Components/Assemblies

the engine and is used for pressure compensation with the atmosphere.
Relief valves Other relief valves are arranged in the casing covers of the crankcase. They
permit rapid pressure reduction in the case of an explosion in the crankcase.
Starting device
The engine is started by means of compressed air.

Figure 9: Main starting valve

Main starting valve The connection from the air cylinders to the starter valves in the cylinder
heads is opened or closed by the intermediate main starter valve. The main
starter valve is mounted on the engine end of the crankcase on counter
coupling side. The starting air pipe is mounted directly on the support rings.
Starting valve The starting air is taken from the starting air pipe via the support ring to the
starting valve in the cylinder heads. Opening and closing the starting valves
is by control pistons which are actuated by the starting air pilot valves.
Starting air pilot valve The starting air pilot valves are arranged next to the injection pumps and are
comprised mainly of a pipe with control pistons and a starter cam on the
camshaft.
Operating and monitoring system
In marine engines: Standar- In the case of marine engines the control and monitoring is carried out using
dised switch cabinet pre-assembled system components which are mounted in a switch cabinet.
Depending upon the limitation of the scope of supply this consists of the
following components:
▪ The remote operation system with a device for manual remote start /
remote stop including the start blocking / start release and coupling
control,
▪ the safety system, including devices for manual/automatic emergency
stop, automatic power reduction and override command,
▪ The alarm system with threshold value, wire fracture and device fault
2008-04-30

monitoring,
Engineering

▪ The display system for operating values and operating status,

L48/60B

▪ Various controllers for auxiliary devices, e.g. for charge air bypass, cyl-
inder lubrication, temperature control etc.

6 (8) 6703 2.3.3-01 EN

 MAN Diesel 2.3.3

▪ Serial interfaces to the ship's alarm system (protocol printer, common

Components/Assemblies
alarm, hooter etc.) and to the MAN Engine Diagnostics System EDS.

Figure 10: Internal view of the standardised switch cabinets

Figure 11: Display unit (PGA-EG speed governor)

Display panel for operating The data processing for these input and output signals takes place in pro-
and monitoring grammable control elements. The engine can be operated and monitored
and the listed functions can be controlled by means of a panel (operating
2008-04-30

station) built into the switch cabinet structure. Two keypads and a display
Engineering

are available for the purpose. The display shows operating values as well
as the operating and control status.
L48/60B

6703 2.3.3-01 EN 7 (8)

2.3.3 MAN Diesel
Components/Assemblies

Figure 12: Panel (operating station) with key pads and display
On stationary engines ... In stationary systems, these prefabricated systems, which can be tried out
partly with the engine, are used only in exceptional cases. Here it is appro-
priate to summarise the control and monitoring section of the engine with
the complete installation. For this reason it is usual to provide just one ter-
minal box with the required control system for the auxiliary devices.

2008-04-30
Engineering
L48/60B

8 (8) 6703 2.3.3-01 EN

 MAN Diesel 2.3.4

Special versions of the engine

Components/Assemblies
"Jet Assist" acceleration device
The device supports the rapid run-up in part load mode of ship's main
engines. This involves blowing compressed air onto the compressor rotor
of the turbocharger to increase the charging air pressure.
Turbocharger attachment on the opposite side
Turbocharger fitted on the counter coupling side instead of the coupling
side in the case of propellor drive mode. In a similar way, the turbocharger
is fitted on the coupling side rather than on counter coupling side when
operating in generator mode.
Charge air blower unit

Figure 1: Charge air blower unit

With the charge air blower unit the charging air is extracted after the charge
air cooler and blown into the machine room. This is required under certain
circumstances in order to limit the ignition pressure under full load or over-
load conditions.
2008-04-30

Engineering
L48/60B

6703 2.3.4-01 EN 1 (3)

2.3.4 MAN Diesel

Charge air bypass device

Components/Assemblies

Figure 2: Charge air bypass device

The charge air bypass device serve to increase the charge pressure in part
load operation mode of ship's main engines. It consists basically of a con-
nection pipe between the charge air pipe and the exhaust pipe which can
be controlled by an electro-pneumatic flap.
Exhaust gas blow-off device

2008-04-30

Figure 3: Exhaust gas blow-off device

Engineering

The exhaust gas blow-off device serves to protect the turbocharger from
excess speed, especially under part load operating mode. It consists basi-
L48/60B

cally of a connecting pipe between the exhaust pipe in front of the turbo-
charger and the exhaust pipe after the turbocharger together with an elec-
tro-pneumatic flap and its control system.

2 (3) 6703 2.3.4-01 EN

 MAN Diesel 2.3.4

Injection timing adjusting device

Components/Assemblies
Figure 4: Injection timing adjusting device
The ignition pressure can be adjusted for different fuel qualities with the
injection timing adjusting device. This involves altering the position of the
eccentric shafts of the injection pump rocker arms using an electric actua-
tor. This adjustment has an influence on the injection timing and thus on the
ignition pressure.
Slow turn device
The device permits the engine to turn slowly over for approx. 2 rotations
with the objective of ascertaining whether all cylinder areas are free of liquids
for the subsequent starting procedure. The device is mounted on the exist-
ing starting system and operates at a reduced starting pressure of approx.
8 bar.
Engine certification according to IMO
The engine certification conforming to IMO comprises a package of meas-
ures to guarantee the IMO specifications concerning noxious emissions.
CoCoS products
The concept CoCoS comprises software products, order-related data sets
and, in case of CoCoS-EDS, sensors and hardware components as well.
CoCoS-EDS Engine Diagnostics System
CoCoS-PLC Spare Parts Catalogue
CoCoS-MPS Maintenance Planning System
CoCoS-SPO Spare Parts Ordering System

Please refer to the printed material in Section 5.

2008-04-30

Engineering
L48/60B

6703 2.3.4-01 EN 3 (3)

 MAN Diesel 2.3.5

Additional engine devices

Components/Assemblies
Gallery
Galleries on the engine are necessary for the safe execution of maintenance
work. Galleries attached to engines are therefore available for marine
engines as are free-standing galleries for stationary engines.
Engine support

Figure 1: Direct resilient engine support

Rigid support The support of the engine on the foundations is by rigid connection in the
simplest case, both for stationary installations and for ship's installations.
In this solution the free mass forces and torques as well as the mechanical
vibration are transferred to the foundations.
Indirect resilient support In the case of indirect elastic support of stationary installations the engine/
generator unit is often supported on a resilient foundation block. In this way
the vibration stimulations and mechanical vibration transmission on the
periphery are reduced.
Semi-resilient support In case of the semi-resilient support, the engine, in marine drives, is con-
nected to the foundation with steel membranes
Direct resilient support Direct resilient support is the most expensive solution. The foundation pro-
vides vibration-insulated separation of the engine, and a highly resilient
coupling also separates the elements to be driven.
48/60B;48/60CR
2008-11-06

Engineering

6706 2.3.5-01 EN 1 (5)

2.3.5 MAN Diesel

Crankshaft extension
Components/Assemblies

Figure 2: Crankshaft extension

The crankshaft extension permits power take-off at counter coupling side.
It is fitted with a free shaft-end and support bearing.
Auxiliaries drive

Figure 3: Auxiliaries drive for pumps attached to the engine

The auxiliaries drive, mounted on the free engine end, is required for the
drive of coolant and/or lubrication oil pumps. It consists of a gearwheel
mounted to the free end of the crankshaft before the torsion vibration
damper.
48/60B;48/60CR

2008-11-06
Engineering

2 (5) 6706 2.3.5-01 EN

 MAN Diesel 2.3.5

Pumps attached to the engine

Components/Assemblies
Figure 4: Pumps attached to the engine (coolant top/ lube oil bottom)
Each auxiliaries drive can operate two coolant and two lube oil pumps.
Attachment is on the covering on the free engine end. The lube oil pumps
are attached below and the coolant pumps above.
Temperature monitoring of the crankshaft main bearing

Figure 5: Temperature monitoring of the crankshaft main bearing

The temperatures of the main bearings are measured just underneath the
bearing shells in the bearing caps. This is carried out using oil-tight resist-
ance temperature sensors (Pt 100).
48/60B;48/60CR
2008-11-06

Engineering

6706 2.3.5-01 EN 3 (5)

2.3.5 MAN Diesel

Oil mist detector

Components/Assemblies

Figure 6: Arrangement of the oil mist detector

Bearing damage, piston seizure and blow-by in the combustion chamber
produce increased oil mist formation. The oil mist detector monitors the oil
mist concentration in the crankcase.
Splash-Oil Monitoring System

Figure 7: Arrangement of the Splash-Oil Monitoring System

The Splash-Oil Monitoring System is a constituent part of the safety system.
Sensors are used to monitor the temperature of each individual drive unit
(or pair of drive units on V engines) indirectly via the splash oil.
48/60B;48/60CR

2008-11-06
Engineering

4 (5) 6706 2.3.5-01 EN

 MAN Diesel 2.3.5

Exhaust temperature - Mean value monitoring

Components/Assemblies
Figure 8: Temperature sensor, shown with cylinder head removed
The mean exhaust temperature monitoring unit consists of thermocouples
in the exhaust pipe (see figure 8) and a monitoring and display unit.
Tools
A range of other useful tools is available to supplement the set of tools
included in the standard supply of the engine. This includes a valve cone
grinder, a valve seat turning unit, a grinding and milling set for the seat sur-
faces in the cylinder head, a grinding unit for the sealing surfaces in the
cylinder head/ top land ring and a pneumatic honing unit for the cylinder
liners. These tools are needed for, or can facilitate, maintenance work.

48/60B;48/60CR
2008-11-06

Engineering

6706 2.3.5-01 EN 5 (5)

MAN Diesel 2.4

Systems
2.1 Scope of supply /Technical specifications
2.2 Engine
2.3 Components/Assemblies
2.4 Systems
2.5 Technical data

6703 2.4-1 EN 1 (1)

MAN Diesel 2.5

Technical data
2.1 Scope of supply /Technical specifications
2.2 Engine
2.3 Components/Assemblies
2.4 Systems
2.5 Technical data

6703 2.5-1 EN 1 (1)

 MAN Diesel 2.5.1

Power and consumption information

Technical data
Designations and plant numbers
Engine 8L 48/60 B
Plant number 1 130 493
Turbocharger TCA 66 - 41141
Plant number 7 000 388
Charging method Accumulation mode
Accepting company/Plant acceptance BV

Operation and drive type

Application concerning
Stationary engine
Marine main engine X

Drive configuration concerning

Variable-pitch propeller X
Generator
Other

Fuel concerning
Diesel oil
Heavy fuel 700 mm2 /s X

Operation/Monitoring concerning
Remote control X
Central control/Operation without X
supervision

Power and consumption information

according to ISO
According to
Continuous duty/Standard operating 3046/I
MCR ISO3046/I
conditions (Standard operating
(at set-up location)
conditions)
Power output 9 000 kW
Air temperature 20 °C
Charge air cooler water tempera- 25 °C
ture
2009-05-08

Engineering

Air pressure 1 bar

L48/60B

Installation height 0 m above sea-level

Speed of engine rotation 500 1/min
Direction of rotation of the engine Anticlockwise -

00570 2.5.1-01 EN 1 (3)

2.5.1 MAN Diesel

according to ISO
According to
Technical data

Continuous duty/Standard operating 3046/I

MCR ISO3046/I
conditions (Standard operating
(at set-up location)
conditions)
Turbocharger speed See trial run -
log
Mean effective piston pressure 24.9 bar
Ignition pressure 190 bar
Mean piston speed 10.0 m/s
Compression ratio ε 15.3 -

according to ISO
According to
3046/I
Fuel consumption MCR ISO3046/I
(Standard operating
(at set-up location)
conditions)
Heavy fuel 175 g/kWh
Diesel oil/MDF g/kWh

Lube oil consumption 0.8 g/kWh

kg/h
Cylinder oil used see trial run -
log

Technical data
Main dimensions
Cylinder diameter 480 mm
Stroke 600 mm
Stroke volume of a cylinder 108.57 dm3
Cylinder pitch 820 mm

Firing sequence Cyl. Clockwise rotation * Anticlockwise rotation * concerning

6 A 1-3-5-6-4-2-1 1-2-4-6-5-3-1
7 C 1-2-4-6-7-5-3-1 1-3-5-7-6-4-2-1
8 B 1-4-7-6-8-5-2-3-1 1-3-2-5-8-6-7-4-1 X
9 B 1-6-3-2-8-7-4-9-5-1 1-5-9-4-7-8-2-3-6-1

* Direction of rotation seen from coupling side

Control times
Inlet valve opens 60 °CA before TDC
closes 14 °CA after BDC
Exhaust valve opens 54 °CA before BDC
2009-05-08

closes 57 °CA after TDC

Engineering

Overlap 117 °CA

L48/60B

Starter valve opens 2-3 °CA after TDC

closes 132±2 °CA after TDC
in 6 cylinder engine

2 (3) 00570 2.5.1-01 EN

 MAN Diesel 2.5.1

Control times

Technical data
closes in 116±2 °CA after TDC
7- to 9-cylinder
engine
Starter air pilot valve opens/closes See trial run log
Start/End of delivery of the injection pump See trial run log

Sealing areas and emissions

Sealing areas/
power restrictions
1. Normal operation (all cylinders are firing equally)
No restrictions.
2. Misfiring condition (one cylinder against compression)
The plant should be operated preferably at nominal speed with pitch control
and maximum 60% output of the main engine.
3. Total failure of one cylinder (one running gear removed)
Due to the semi-resilient mounting of the engine several arrangements are
necessary. Please see the operating manual of the engine.
4. Operation with torsional limit device (main elastic coupling broken)
In this case the engine output has to be reduced to 25% MCR. The main elastic
coupling has to be repaired as soon as possible.
Please also refer to sections 3.4.3 and 3.6.2.

Emissions dB(A)
Sound (air pressure)
according to
Sound (structure-borne noise)
according to
Noxious substances in the exhaust
NOx
according to IMO MARPOL 73/78, Annex VI (NOX)
2009-05-08

Engineering
L48/60B

00570 2.5.1-01 EN 3 (3)

 MAN Diesel 2.5.2

Temperatures and pressures

Technical data
Operating temperatures*
Air Air before compressor max. 45 °C 1)
Charge air Charge air before cylinder 45 ... 58 °C 2)
Exhaust Exhaust after cylinder max. 500 °C
Permissible deviation of individual cylinders from the mean ±50 °C
value
Exhaust before turbocharger max. 570 °C
Cooling water Engine cooling water after engine 90, max. 95 °C
Engine cooling water preheating ≥60 °C
Cooling water before injection valve 55 ... 60 °C
Cooling water before LT stage max. 38 °C 1)
Lubricating oil Lubricating oil before engine/Before turbocharger 50 ... 55 °C
Lube oil preheating before start ≥40 °C
Fuel Fuel (MDF) before engine max. 50 °C
Fuel (HFO) before engine (see Table 1) 3)

Operating pressures (excess pressures)*

Air Air before turbocharger (negative pressure) max. -20 mbar
Starting air/control air Starting air min. approx. 15, max. 30 bar
Control air 8, min. 5.5 bar
Charge air Charge air before/after charge air cooler (pressure max. 50 mbar
difference)
Cylinder Rated ignition pressure 190 bar
Permissible deviation of individual cylinders from the ± 5 bar
mean value
Safety valve (opening pressure) 230 +7 bar
Crank area Crank area pressure max. 5 mbar
Safety valve (opening pressure) 50 mbar
Exhaust Exhaust gas after turbocharger New state max. 30 mbar
Service mode max. 50 mbar
Coolant Engine coolant and charge air cooler HT 3 ... 4 bar
Nozzle coolant 3 ... 5 bar
Charge air cooler NT 2 ... 4 bar
2008-11-26

Lube oil Lube oil before engine 4 ... 5 bar

Engineering

Lube oil before turbocharger 1,5 ... 1.7 bar

L48/60B

6703 2.5.2-02 EN 1 (2)

2.5.2 MAN Diesel

Fuel Fuel before engine (in case of pressure sys- 4 ... 8 bar
Technical data

tem)
Fuel injection valve (opening pressure) 350 +10 bar
(Opening pressure for new springs) 370 bar

Required pressure in the fuel system depending on the fuel viscosity and injection viscosity
Temperature after pre- Required system pres-
Fuel viscosity Injection viscosity Evaporation pressure
heater sure
(mm2/s at 50 °C) (mm2/s) (°C) (bar) (bar)
180 12 124 1,4 2,4
320 12 137 2,4 3,4
380 12 140 2,7 3,7
420 12 142 2,9 3,9
500 14 140 2,7 3,7
700 14 146 3,2 4,2

Test pressures (excess pressures)

Control air Control air pipes 12 bar
Cooling chambers/Water Cylinder head 10 bar
side
Cylinder liner 7 bar
Charge air cooler 4 bar
Injection valve 20 bar
Cooling system cylinder cooling 7 bar
Cooling system injection valve cooling system 7 bar
Fuel chambers Fuel admission pipes 20 bar
Lubricating oil Lubricating oil pipes 10 bar

*
Valid for nominal output and nominal speed. For mandatory reference values, see test run or commissioning
protocol in Volume 010.330 and "list of measuring and regulating equipment" in Volume 010.290 Engine Control
and Monitoring.
1)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2)
Aim for a higher value in conditions of high air humidity (condensed water production).
3)
Dependent upon the fuel viscosity and injection viscosity. See Section 3.3.4 - Operating Media.
90 Regulated temperature
2008-11-26
Engineering
L48/60B

2 (2) 6703 2.5.2-02 EN

 MAN Diesel 2.5.3

Weights

Technical data
Weights of the most important components
Components - from top to bottom
Rocker arm housing with rocker arms 729 kg
Rocker arm casing 470 kg
Cylinder head with valves 1,208 kg
Cylinder head 1,016 kg
Inlet valve 22 kg
Exhaust valve 24 kg
Cylinder liner 663 kg
Support ring of the cylinder liner 632 kg
Top land ring 106 kg
Piston with connecting rod small end and piston 592 kg
pin
Piston without piston pin 353 kg
Piston pin 100 kg
Connecting rod (connecting rod shank, small 655 kg
end, bearing cap)
Connecting rod small end 139 kg
Connecting rod shank 289 kg
Big-end bearing cap 152 kg
Main bearing cap 350 kg
Main bearing shell (half shell) 8 kg
Crankshaft with balance weights 6L 48/60 B 14,200 kg
7L 48/60 B 16,250 kg
8L 48/60 B 18,300 kg
9L 48/60 B 20,350 kg
Balance weight of the crankshaft 321 kg
Crankshaft gear (2 part) 554 kg
Torsional vibration damper (crankshaft) 6L 48/60 B 2,300 kg
7L 48/60 B 3,640 kg
8L 48/60 B 3,760 kg
9L 48/60 B 2,300 kg
2007-08-31

Engineering
L48/60B

6703 2.5.3-01 EN 1 (3)

2.5.3 MAN Diesel

Crankcase/Tie rod
Technical data

Crankcase 6L 48/60 B approx. 37,500

kg.
7L 48/60 B approx. 42,600
kg.
8L 48/60 B approx. 47,800
kg.
9L 48/60 B approx. 53,100
kg.
Tie rod 96 kg
Tie rod (external bearing) 15 kg
Cross tie rod 14 kg
Cylinder head bolt 33 kg

Injection system
Camshaft 6L 48/60 B approx. 2,200
kg.
7L 48/60 B approx. 2,400
kg.
8L 48/60 B approx. 2,700
kg.
9L 48/60 B approx. 3,000
kg.
Fuel injection pump 104 kg
Fuel injection valve 22 kg

Charge air and exhaust system

Turbocharger TCA 55 approx. 3,300
kg.
Turbocharger TCA 66 approx. 5,500
kg.
Charge air cooler approx. 2,550
kg.
Exhaust pipe (section) approx. 75 kg.

Miscellaneous
Oil pump for cylinder lubrication 7 kg
Block distributor for cylinder lubrication 5 kg
Oil pump for valve seat lubrication 20 kg
Injection timing adjusting device approx. 220
kg.
Speed governor approx. 160
kg.
2007-08-31
Engineering

Weights of complete engines

L48/60B

6L 48/60 B approx. 106 t.

7L 48/60 B approx. 119 t.
8L 48/60 B approx. 135 t.

2 (3) 6703 2.5.3-01 EN

 MAN Diesel 2.5.3

9L 48/60 B approx. 148 t.

Technical data
2007-08-31

Engineering
L48/60B

6703 2.5.3-01 EN 3 (3)

 MAN Diesel 2.5.4

Dimensions/clearance/tolerances - Part 1

Technical data
Explanations
The table below has been organised according to the MAN subassembly group system, i.e. the subassembly group
numbers in bold entered in the intermediate titles.

Dimensions and clearance are quoted in accordance with the following

schematic:
X Bore diameter
Y clearance
Z Shaft diameter

For printing reasons, tolerances are not quoted in the normal manner
+0.080
200
+0.055
but as described below.
200 +0.080/+0.055

Tie rod /lateral tie rod 012

Dimension/Measuring point Rated dimension (mm)
A 2487 +1,0/-1,0 Tie rod
B/C M80x4
A 796 +1,0/-1,0 Tie rod (external bearing)
B/C M56x4
A 645 +1,0/-1,0 Lateral tie rod
B/C M64x4
L48/60B;L48/60CR
2008-11-06

Engineering

6703 2.5.4-02 EN 1 (5)

2.5.4 MAN Diesel

Crankshaft 020
Technical data

Clearance when new

Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A * -- **

A Web deflection (crankshaft)

* See acceptance record
** See Work Card 000.10

main bearing/Locating bearing 021

Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A 415 -0,040 -- --
B -- 0,360 ... 0,500 *
C 330 -0,100 -- --
D -- 0,500 ... 0,760 0,95

* Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
L48/60B;L48/60CR

2008-11-06
Engineering

2 (5) 6703 2.5.4-02 EN

 MAN Diesel 2.5.4

Torsional vibration damper (crankshaft) 027

Technical data
Dimension/Measuring point Rated dimension (mm)
A 1360 ... 1500* Diameter
B 430* Width (total)

* Depending on design

Big-end bearing/Piston pin bearing 030

Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A 415 -0,040 -- --
B -- 0,460 ... 0,600 *
C 220 +0,320/+0,250 -- --
D -- 0,210 ... 0,320 0,40
E 220 -0,025 -- --
F -- 1,500 ... 2,100 --
G 175 -- --
H 1370 -- --
J 660 -- --
K 1914 -- --

L48/60B;L48/60CR

* Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
2008-11-06

Engineering

6703 2.5.4-02 EN 3 (5)

2.5.4 MAN Diesel

Piston 034
Technical data

Clearance when new

Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A 220 +0,110/+0,070 -- --
B -- 0,070 ... 0,135 0,15
C 220 -0,025 -- --
D 380 -- --
E 709 -- --
F 480* -- --
G ** -- --

* The outer diameters are to difficult to check due to the convex oval shape. The listing of exact dimensions
has been omitted since the life of the piston is normally determined by the wear of the ring grooves.
** Compression distance - see acceptance record

Piston rings 034

Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A 8 +0,230/+0,200 -- --
B -- 0,213 ... 0,265 0,70
C 8 -0,013/-0,035 -- --
D 8 +0,200/+0,170 -- --
E -- 0,183 ... 0,235 0,32
F 12 +0,060/+0,040 -- --
G -- 0,056 ... 0,100 0,12
H 12 -0,016/-0,040 -- --
J* -- 1,500 ... 2,000 --
J** -- 2,200 ... 2,800 --
J*** -- 0,800 ... 1,350 --
L48/60B;L48/60CR

2008-11-06
Engineering

* Impact play ring 1

** Impact play ring 2.3
*** Impact play ring 4

4 (5) 6703 2.5.4-02 EN

 Technical data
2.5.4

5 (5)
Engineering
L48/60B;L48/60CR

6703 2.5.4-02 EN
MAN Diesel
2008-11-06
 MAN Diesel 2.5.5

Dimensions/clearance/tolerances - Part 2

Technical data
Cylinder liner 050
Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A 480 +0,063 -- --
B2* -- -- 1,440
B4* -- -- 0,384
B5* -- -- 0,144
C** -- -- 0,720
D 652 -- --
E 570 -- --
F 1189 -- --
G 835 -- --
H 563 -- --
K 126 -- --

* Maximum permissible wear on the measuring point of the gauge bar (see Work Card 050.02)
** Ovality, C = (A1 - A2)

Dimension A, B, C valid for cylinder liner, not for top land ring.
The dimension A is measured at the top reversing point of the first piston ring laterally and longitudinally to the
longitudinal axis of the engine.
L48/60B;L48/60CR
2008-08-01

Engineering

6703 2.5.5-01 EN 1 (3)

2.5.5 MAN Diesel

Cylinder head/Cylinder head bolts 055

Technical data

Clearance when new

Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A 675 -- --
B 816 -- --
C 1050 -- --
D 670 -- --
E 1866 -- --
F/G M56x4 -- --

Camshaft drive 100

Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A* -- 0,252 ... 0,442 --
B* -- 0,215 ... 0,396 --
L48/60B;L48/60CR

* Backlash
2008-08-01
Engineering

2 (3) 6703 2.5.5-01 EN

 MAN Diesel 2.5.5

Clearance when new

Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)

Technical data
(mm)
C 180 +0,223/+0,164 -- --
D -- 0,184 ... 0,268 0,34**
E 180 -0,020/-0,045 -- --
F -- 1,000 ... 1,500 --

** Increase in play normally slight. For replacement criteria see Work Card 000.11

Camshaft bearing 102

Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A 200 -0,029 -- --
B -- 0,178 ... 0,266 *
C -- 0,183 ... 0,281 *
D 200 +0,252/+0,183 -- --
E -- 0,200 ... 0,450 --

L48/60B;L48/60CR

* Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
2008-08-01

Engineering

6703 2.5.5-01 EN 3 (3)

 MAN Diesel 2.5.6

Dimensions/clearance/tolerances - Part 3

Technical data
Rocker arm bearing /Inlet valve/exhaust valve 111/113/114
Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A1) -- 0,2 +0,100 --
B2) -- 0,9 +0,100 --
C 32 +0,025 -- --
D -- 0,100 ... 0,165 **
E 31,88 +0,020/-0,020 -- --
K 160 -- --
L*** 38 -- --
M 821,5 -- --

1)
Valve clearance for inlet valves*
2)
Valve clearance for exhaust valves*
* Measured on cold or hot engine
** Wear edge on valve guide - see Work Card 113.06 / 114.03
*** Valve stroke
2008-01-16

Engineering
L48/60B

6703 2.5.6-03 EN 1 (6)

2.5.6 MAN Diesel

Inlet and exhaust cam follower 112

Technical data

Clearance when new

Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A 110 -0,011/+0,052 -- --
B -- 0,061 ... 0,159 0,16
C 110 -0,072/-0,107 -- --
D -- 0,058 ... 0,157 0,16
E 110 +0,034/+0,012 -- --
F 60 +0,120/+0,100 -- --
G -- 0,061 ... 0,100 0,12
H 60 +0,039/+0,020 -- --
K -- xxxx ... xxxx --
L -- 0,300 ... 0,500 --

Governor drive 140

Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A* -- 0.160 ... 0.242 --

* Backlash
2008-01-16
Engineering
L48/60B

2 (6) 6703 2.5.6-03 EN

 MAN Diesel 2.5.6

Starting air pilot valve 160

Technical data
Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A -- 0,30 ... 0,40 --

Fuel injection pump 200

Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A 15 +0,100/+0,080 -- --
B -- 0,080 ... 0,120 --
C 14,95 +0,030/-0,030 -- --
D 46 +0,062 -- --
E1) -- 0,020 ... 0,024 --
F (46) -- --
G 78 +0,046 -- --
H -- 0,030 ... 0,106 0,15
J 78 -0,030/-0,060 -- --
N2) 50 -- --
Q 925 -- --
2008-01-16

Engineering

1)
Clearance at the head of the pump plunger 0.024 ... 0.028 mm
L48/60B

2)
Punch stroke

6703 2.5.6-03 EN 3 (6)

2.5.6 MAN Diesel

Drive of fuel injection pump 201

Technical data

Clearance when new

Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A 135 +0,230/+0,087 -- --
B -- 0,087 ... 0,270 0,30
C 135 -0,040 -- --
D 75 +0,305/+0,265 -- --
E -- 0,226 ... 0,285 0,31
F 75 +0,039/+0,020 -- --
K -- 0,500 ... 0,650 --
L 200 +0,046 -- --
M -- 0,050 ... 0,142 0,18
N 200 -0,050/-0,096 -- --
O -- 0,200 ... 0,400 --

Clearance when new

Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
D 75 +0,305/+0,265 -- --
E -- 0,226 ... 0,285 0,31
F 75 +0,039/+0,020 -- --
G 75 +0,100/+0,079 -- --
H -- 0,040 ... 0,080 0,10
J -- 0,500 ... 1,000 --
K -- 0,500 ... 0,650 --

2008-01-16
Engineering
L48/60B

4 (6) 6703 2.5.6-03 EN

 MAN Diesel 2.5.6

Fuel injection valve 221

Technical data
Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A* -- 1,2 +0,050/-0,050 --
B** -- -- --
C 531 -- --
D 87,7 -- --

* Needle rise
** Nozzle specification - see acceptance record

Drive for the pumps attached to the engine 300/350

Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A* -- 0,400 ... 0,650 --
B* -- 0,330 ... 0,530 --
2008-01-16

Engineering

* Backlash
L48/60B

6703 2.5.6-03 EN 5 (6)

2.5.6 MAN Diesel

Speed pick-up 400

Technical data

Clearance when new

Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A -- 1,0 ... 3,0 --

Buffer piston 434

Clearance when new
Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A 75 +0,046 -- --
B -- 0,030 ... 0,106 0,12
C 75 -0,030/-0,060 -- --

2008-01-16
Engineering
L48/60B

6 (6) 6703 2.5.6-03 EN

MAN Diesel

Operation/Operating media
1 Introduction
2 Engineering
3 Operation/Operating media
4 Maintenance/Repairs
5 Appendix

6703 3-1 EN 1 (1)

MAN Diesel 3.1

Prerequisites
3.1 Prerequisites
3.2 Safety
3.3 Operating media
3.4 Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine

6703 3.1-1 EN 1 (1)

 MAN Diesel 3.1.1

Prerequisites/Guarantee

Prerequisites
Effects from the past
Many prerequisites for successful operation of the engine/the engine instal-
lation are met very early. Others can/must be influenced immediately.
The fundamental principles, which can no longer be subject to direct influ-
ence, include
▪ the origin of the engine,
▪ qualified production under the supervision of the monitoring authorities/
classification companies and
▪ expert mounting and the exact setting of the engine during the trial run.
The factors affecting later events also include
▪ the care exercised in planning, designing and erecting the system,
▪ interaction circumstances of the customer with the designers and sup-
pliers and
▪ consistent target-oriented work during the start-up and running-in
phase.

Prerequisites - To be practised daily

Prerequisites that must be always met in everyday operation include
▪ the selection of suitable personnel and their instruction and training,
▪ availability of Technical documentation for the system, especially oper-
ating instructions and safety regulations,
▪ ensuring operational readiness and operating reliability, oriented
towards operating objectives and operating results,
▪ the organisation of inspections, maintenance and repair activities,
▪ The commissioning of the systems, auxiliary facilities and engines
according to a chronologically ordered checklist and
▪ the determination of the operating targets whilst striking a balance
between expenditure and benefit.
The following sections provide information on the above-mentioned topics.
Guarantee
Operation/Operating media

Questions regarding the guarantee are treated in accordance with the "Gen-
eral Supply Conditions" of MAN Diesel SE. We would like to draw your
attention to an important extract to ensure that you can orient your daily
decisions / actions according to these basic principles. The full text or the
agreements made in the individual cases are binding.
2008-11-06

Clause 1 "MAN Diesel SE guarantees to maintain expressly promised characteristics

as well as the faultless design and manufacture and non-defective material
such that the parts that may become unusable, or their usability consider-
General

ably adversely affected as a result of such shortfall, would be, at its discre-
tion, rectified free of charge or new parts supplied at its own cost and risk."

6680 3.1.1-01 EN 1 (2)

3.1.1 MAN Diesel

Clause 4 "The guarantee does not cover natural wear and tear and parts which have
Prerequisites

suffered premature wear because of their material consistency or the

method of their application; also it does not cover damage caused by inap-
propriate storage, treatment or application, overloading, inappropriate
operating materials, faulty construction work or foundations, unsuitable
subsoil, chemical, electro-chemical or electrical influences".
Clause 5 "The customer can make a guarantee claim on MAN Diesel SE only if

▪ the erection and start-up of the object of delivery was carried out by
personnel of MAN Diesel SE,
▪ the confirmation of the eligibility for a guaranteed claim was reported in
writing to MAN Diesel SE without delay, at the latest 2 months after the
expiry of the guarantee period,
▪ the customer has observed the specifications of MAN Diesel SE on the
handling and maintenance of the object of delivery and has instituted
any specified checks properly,
▪ no rework has been carried out without the approval of MAN Diesel SE,
▪ no spare parts of any other origin have been installed."
Operation/Operating media

2008-11-06
General

2 (2) 6680 3.1.1-01 EN

MAN Diesel 3.2

Safety
3.1 Prerequisites
3.2 Safety
3.3 Operating media
3.4 Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine

6703 3.2-1 EN 1 (1)

 MAN Diesel 3.2.1

General remarks

Safety
Safety-related basic principles/their fulfillment
Hazard-free use German laws and standards and European Union (EU) Directives require
that technical products must have the necessary safety features to protect
the users and must conform to the general recognised technical regulations.
It must be stressed, that hazard-free use and the safety of the machines
must be guaranteed through expert planning and design, and cannot be
achieved through restrictive rules of behaviour.
Intended use The technical documentation must contain statements regarding "intended
use" and concerning restrictions of use.
Persistent risks Persistent risks must be disclosed, sources of danger/critical situations
must be marked/labelled. These notes should enable the operating person-
nel to carry out safe actions and to avoid dangers.
Signals, symbols, text or illustrations must be used as communication ele-
ments which point out such sources of danger/critical situations. They must
be applied to the product and inserted in the technical documentation in an
agreed manner. A multi-stage system is to be used for safety instructions.
Contribution from MAN Diesel MAN Diesel SE complies with these requirements by special endeavours in
SE the development, design and execution and by corresponding structuring
of the technical documentation, especially with regard to the instructions in
this section. This partially key-word structuring does not, however, absolve
from the observance of the individual sections of the technical documen-
tation. Please note also that inappropriate actions can lead to the loss of
guarantee cover.

Operation/Operating media
2008-11-06

General

6680 3.2.1-02 EN 1 (3)

3.2.1 MAN Diesel

Warning sign, dangerous locations on the engine

Safety

Figure 1: Warning sign

This warning sign must be clearly visible on the engine as well as at all
Operation/Operating media

access points to the engine room or engine house.

Personnel who need to enter the danger area 2.5 m around the machine for
operational reasons must be informed of the existing dangers. Access to
the danger area is only permitted when the operating mode of the engine is
in order and if suitable protection equipment is being worn. Unnecessary
loitering in the danger area is prohibited.
2008-11-06

Explanations for the warning sign, meaning of the symbols in the warning notes
General

Attention!
Warning of a dangerous location!

2 (3) 6680 3.2.1-02 EN

 MAN Diesel 3.2.1

Flammable materials!

Safety
Warning of hand injuries
Danger of crushing!

Hot surface!

Explanations of the warning sign, significance of the prohibitive symbols

Fire, open flame and smoking prohibited!

Entry not allowed to unauthorised persons!

Explanations of the warning sign, meaning of the command symbols

Wear ear protection!

Wear safety helmet!

Use eye protection!

Wear protective clothing!

Wear safety shoes!

Wear safety gloves!

Operating instructions/
Operation/Operating media

Observe working instructions!

2008-11-06

General

6680 3.2.1-02 EN 3 (3)

 MAN Diesel 3.2.2

Destination/Suitability of the Engine

Safety
Intended use
The four-stroke diesel engine delivered is intended for operation under the
following constraints:
▪ of the technical data, section 2.5.1,
▪ the technical specifications, section 2.1,
▪ the order confirmation,
▪ operation using the specified operating media,
▪ taking into account a layout/arrangement of the supply, measuring,
control and regulating systems as well as a determination of the con-
straints (e.g. disassembly areas/crane capacities) according to the rec-
ommendations by MAN Diesel SE or state-of-the-art technology.
▪ starting, operating and stopping according to the usual technical oper-
ating rules, exclusively by authorised, qualified, trained personnel who
are familiar with the system.
Moreover:
Situation/Characteristic on condition of
(Marine engine) travelling with a full load in arctic waters or (stationary Charge air blow-off device
engine) operation at times with overload
Part load with improved acceleration power Charge air bypass device
Safe operation in the upper load range with part load optimised turbo- Exhaust blow-off device
chargers
Quick and extensive soot-free run-up Jetassist device
Part load operation with improved combustion and low residue formation 2stage LLK
Operation with optimised part load operating values by adjusting the con- Control times adjusting device
trol times (only engine 32/40)
Operation with optimised injection timing Injection timing adjusting device
Slow turning over prior to starting (in case of automatic operation) Slow turn device
Low vibration and structure-borne sound operation Semi-resilient/resilient support
Power take-off on the free engine end Crankshaft extension
Cleaning of the turbocharger(s) (during operation) Cleaning device/s
Cleaning of the charger air cooler(s) Cleaning device
Operation/Operating media

The engine is intended/suitable for

The engine is conditionally intended/suitable for:
▪ operation at operating values for which there is an alarm situation,
2007-04-13

▪ operation with forced speed (marine main engines),

▪ passing through barred speed ranges,
General

▪ blackout test,
▪ idling or low load operation,

6680 3.2.2-01 EN 1 (2)

3.2.2 MAN Diesel

▪ operation with generator in "return output" (in network parallel opera-

Safety

tion),
▪ Operation with reduced maintenance expenditure,
▪ accelerated run-up/sudden loading and unloading to a moderate extent,
▪ operation without cylinder lubrication,
▪ operation with speed governor failure (only marine main engines 32/40),
▪ Operation in the case of failure of the electronic-hydraulic speed control
system after switching over to mechanical-hydraulic speed governor
(40/45 ... 58/64),
▪ emergency operation with 1 or 2 blocked/partly dismantled turbo-
charger(s),
˗ fuel pumps switched-off,
˗ dismantled drive mechanisms,
˗ dismantled rocker arms/push rods.

Not intended/suitable for

The engine is not intended/suitable for
▪ operation with operating values which caused an engine stop or load
reduction,
▪ putting into operation of the engine/of parts without running in,
▪ operation in case of black out
▪ operation in case of failure of supply equipment (air, compressed air,
water, ..., electric voltage supply, load reduction),
▪ operation within barred speed ranges,
▪ operation in case of failure of mechanical-hydraulic speed governor,
▪ operation without appropriate monitoring/supervision,
▪ operation without, or significantly reduced, maintenance costs
▪ unauthorised modifications,
▪ use of non-original spare parts,
▪ long-term shutdown without adopting preservation measures.
Operation/Operating media

2007-04-13
General

2 (2) 6680 3.2.2-01 EN

 MAN Diesel 3.2.3

Risks/Dangers

Safety
Dangers due to insufficient personnel/Training
Expectations in case of Propeller operation/generator operation (normal operation/operation in road stead):
marine engines Chief engineer on board. Operation led by technical officer.

Maintenance work/repair work in harbour:

Implementation by engineers, technical assistants or fitters and helpers.
Instruction and, in difficult cases: technical officer or chief engineer.
Generator operation (in port):
Operation conducted by technical officer.
Maintenance work/repair work in port:
As above.
Also applicable Company managers must have a certificate of qualification / patent which
corresponds to national regulations and international agreements (STCW).
The number of people required and their minimum qualifications are gen-
erally stipulated by national regulations or by international agreements
(STCW).
Expectations for stationary During operation:
plants (power plants)
Plant manager (engineer) available. Company management/monitoring of
the engine and the relevant supply systems by trained and specially instruc-
ted engineer or technical assistant.
Maintenance work/repair work:
Implementation by engineers, technical assistants or fitters and helpers.
Instruction and, in difficult cases: engineer or chief engineer.
Also applicable For company managers and those who carry out/monitor maintenance work
and repairs it must be proven in accordance with the Energy Law (EnWG)
in Germany that technical management is guaranteed by an adequate num-
ber of qualified employees. In other countries comparable laws/guidelines
must be observed. Insufficient personnel/training cannot be compensated
by other endeavours.
Dangers due to components/systems
By the nature of things there are specific dangers associated with technical
products, operating situations and interventions. This is, in spite of all
efforts, also applicable to the development, design and manufacture of
Operation/Operating media

engines and turbochargers. In normal operation, and even under certain

unfavourable conditions, they can be operated safely. Nevertheless, resid-
ual hazards remain which cannot be avoided completely. Some of these are
merely potential hazards and some only appear in specific circumstances
or during unplanned actions. Others are particularly current.
L40/54;L48/60

Table 3, Figures 1 and 2 See Table 3 and Figures 1 and 2. These pages are designed to instil the
2008-11-27

danger points in the subconscious.

6700 3.2.3-01 EN 1 (7)

3.2.3 MAN Diesel
Safety

Figure 1: Hazardous areas on the engine in accordance with EU machinery

directive (Part 1)
Operation/Operating media
L40/54;L48/60

2008-11-27

2 (7) 6700 3.2.3-01 EN

 MAN Diesel 3.2.3

Safety
Figure 2: Hazardous areas on the engine in accordance with EU machinery directive (Part 2)
Dangers from operation management/from improper use
Tables 4 and 5 Dangers can arise not only from components and systems, but even from
certain operating situations or interventions. Hazards of this type are com-
piled in tables 4 and 5. These provide further indications regarding the key-
words listed in section 3.2.2.
Dangers due to emissions
Emission Danger Defensive/Protective measure
Treated cooling water, lube oil, Dangerous to the skin and health, Use/Disposal in accordance with the
hydraulic oil, fuel water-contaminating instructions from the manufacturers
or suppliers
Cleaning and auxiliary agents According to the manufacturer's Use/Disposal in accordance with the
information instructions from the manufacturers
or suppliers
Exhaust with harmful components Harmful to health1), environmentally Carry out maintenance work accord-
NOx, SO2, CO, HC, soot contaminating when exceeding ing to the maintenance schedule,
threshold values plan the operation taking into consid-
eration the dangers, observe opera-
Operation/Operating media

tion results critically, replace compo-

nents with IMO marking only by
equivalent items.
Air noise Harmful to health, environmentally Wear hearing protection, limit expo-
contaminating when exceeding sure to the absolutely essential
threshold values
L40/54;L48/60
2008-11-27

Noise transmitted by solid objects Harmful to health, environmentally Limit exposure to the absolutely
contaminating when exceeding essential
threshold values
Vibrations Harmful to health, maximum permit- Avoid an increase in process-related
ted threshold value see section 2.5.1 vibrations from additional sources

1) Information for clients in California:

6700 3.2.3-01 EN 3 (7)

3.2.3 MAN Diesel

California
Safety

Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to the State
of California to cause cancer, birth defects, and other reproductive harm.
Table 1: Dangers from emissions originating from the engine and turbocharger
Planned workstations
Engines are usually operated by remote control. Regular tours of inspection
according to the rules of "observance-free operation" are required. In this
case priority is given to overseeing measuring, control and regulating devi-
ces as well as other areas of the plant particular worthy of attention. Per-
sonnel are not intended to remain continuously in the immediate vicinity of
the engine or turbocharger while it is running.
Servicing and maintenance activities are, as far as possible, not to be carried
out with the engine(s) running in the dangerous zones listed in Table 1 or in
Figures 1 and 2.
Personal protection measures
The accident prevention regulations (APR) and other regulations issued by
the responsible trade association or comparable institutions must be strictly
observed.
This includes wearing work protection clothes and safety shoes, the use of
safety helmets, goggles, hearing protection and gloves.
The general protection equipment must comply, as a minimum, with the
following standards and working descriptions:
Subject Standard / Issue date Workstation description
Hearing protection DIN EN 352-1 / 04.2003 for the noise range up to 110 dBA
Head protection DIN EN 397 / 05.2000 Sharp edges and corners, danger from falling
objects, high surface temperatures <220°C
Eye protection DIN EN 166 / 04.2002 Danger from oil splashes and hot liquids at tem-
peratures of around 200°C
Indications:
Facial protection shield against fire jets
Protective clothing DIN EN 340 / 03.2004 High surface temperatures <220°C, sharp edges
and corners
Foot protection DIN EN ISO 20345 / 10.2004 Presence of oils, fuels, chemicals and similar
substances, hot surfaces <220°C, sharp edges
and corners, danger of falling objects, danger of
impacts
Operation/Operating media

Hand protection DIN EN 420 / 12.2003 Presence of oils, fuels, chemicals and similar
DIN EN 388 / 12.2003 substances, hot surfaces <220°C, sharp edges
DIN EN 407 / 11.2004 and corners
Indications:
hot surfaces < 350°C
Table 2: Protection equipment standards and working descriptions
L40/54;L48/60

2008-11-27

Moreover, the special protection equipment which is stipulated in the indi-

vidual Work Cards (see Volume 010.005 Engine - Working Instructions) must
be observed!
The relevant sections of the technical documentation must be read and
understood.

4 (7) 6700 3.2.3-01 EN

 MAN Diesel 3.2.3

Hazardous areas on the engine (during designated use)

Safety
Danger zone Source of hazard Possible consequences
Total engine (1) Insufficient/impaired operating Danger for ship and crew or emer-
safety gency situation due to insufficient
electrical voltage
Flywheel (2) Toothed ring/Fixing bolts Body / limbs can be caught, crushed,
struck
Turning gear (3) Toothed ring/Area of gear mesh Body/limbs can be caught, crushed
Area in front of the running gear on Danger of explosion/danger of run- Parts could be ejected/could fly off
longitudinal engine sides (4) ning gear parts being thrown out
Turbocharger, especially area radial Parts under internal pressure, parts Parts can break, can fly off
to the rotor (5) rotating at high speeds
Piping/pressure tank/pressurised Parts under internal pressure, filled Spurting/leaking of media, danger of
and liquid or gas filled parts/systems with liquids/gases injury, danger of fire, loss of service
(6) fluids, contamination possibly dan-
gerous to health and the environment
Crank covering (7) Moved parts, hot/swirling oil In the case of bearing or piston seiz-
ures danger of explosion, fire and
accident risk through spurting oil,
danger to personnel
Covering of camshaft, cam followers Intervention cam/camshaft, move- Clothes/limbs can be caught/
and push rods (8) ment of cam followers and push rods crushed, leaking oil
Insulation and jacketing of fuel and Hot surfaces, flammable medium, Burning, squirting out of fuel, under
injection pipes (9) parts under high internal pressure certain circumstances in piercing jets
Exhaust pipe and covering of the Hot surfaces, parts under internal Burning, escape of hot gases, fire
exhaust pipe (10) pressure, filled with hot gas hazard
Measuring, control and regulation Electrically live electric shock, burning, welding flash
devices/systems (electrical) (11) (arc eye), in the event of negligence,
functional impairment
Measuring, control and regulation Parts under internal pressure, filled Danger of injuries through spurting/
devices/systems (hydraulic/pneu- with liquids/gases leaking media, release of pressure, in
matic) (12) the event of negligence functional
impairment
Regulation linkage on the fuel pumps Moving, spring tensioned parts Crushing, injury from released spring
(13) tension
Screwed connections (14) Parts under high compressive/tensile Danger from breaking/flying bolts/
stress nuts
Adjusting devices (15) Sensitive to damage/adjustment, Functional faults
partially pressurised
Safety valves, pressure setting valves Functional error/Inoperability and Injuries from parts bursting or flying
Operation/Operating media

(cylinder head, crank area, measur- consequential error off, or escaping media
ing, control and regulation systems)
(16)
Special tools (17) In accordance with the application Personal injury and material damage
cases there is varied, and at times,
high potential for danger
L40/54;L48/60
2008-11-27

Hydraulic tensioning tools, high pres- Parts under high internal pressure Injuries from projected/parts coming
sure hoses, high pressure pump (18) can rip, break, leak, leaking hydraulic loose or from leaking hydraulic oil
oil in penetrating jets possible,
hydraulic oil is harmful to health
Table 3: Hazardous areas on the engine (during designated use)

6700 3.2.3-01 EN 5 (7)

3.2.3 MAN Diesel

Danger situations during proper designated use

Safety

Danger zone Source of hazard Possible consequences

Engine operation at reduced speed Increase in torque, negative influence Contamination, wear, overloading of
(main marine engine) on operating values components, pumping of the turbo-
charger
Idling operation or low-load opera- Operation outside the operation Incomplete combustion, residues in
tion range, deterioration of operating val- the combustion chamber
ues
Operation with generator in "return Generator is operated as a motor, Unintended operating mode
output" (in the network parallel oper- internal combustion engine is being
ation), driven
Accelerated running up to speed or Increased thermal and mechanical Unintended operating mode
load shedding loads, exhaust clouding, turbo-
charger overload
Operation without cylinder lubrica- Insufficient lubricating oil Deterioration in the lubrication con-
tion ditions.
At power >50%, maximum operating
time 250 hours.
At power <50%, no time limitations.
Emergency operation with blocked/ Output power of the engine impaired,
partly dismounted turbocharger overload threat
Emergency operation with fuel pump Reduction in output required, oper-
switched off ating values could be exceeded
Emergency operation with running Reduction in output required, oper- Increased attention required
gear removed ating values could be exceeded,
starting difficulties threat, critical
vibrations can occur
Emergency operation with disman- Reduction in output required, oper- Increased attention required
tled rocker arms/push rods ating values could be exceeded
Table 4: Danger situations during proper designated use
Danger situations during improper use
Danger zone Source of hazard Possible consequences
Operation with operating values Operation outside the operating Danger to components/the engine
which caused an engine stop or load range/with operating parameters for
reduction which operation is not intended
Putting the engine or components Predamage of components, negative Increased wear, permanent damage,
into service without running in impact of running surfaces impact on the oil consumption, pis-
ton seizure in extreme cases
Operation with impaired operating Failure of operational material or Overheating through insufficient
Operation/Operating media

material/energy supply (including power supply cooling or air, seizure from insuffi-
Black out and Black-out-Test cient lube oil
Operation within restricted speed Increased, in some circumstances, Danger from components and
ranges resonance-type reinforcing vibra- screwed connections
tions and mechanical loads
Operation in case of failure of speed Speed control not possible Switching off overspeed relay
L40/54;L48/60

2008-11-27

governor through emergency stop unit or

freezing when filling close to zero
Operation without appropriate super- Reaction to uncertain events Various
vision

6 (7) 6700 3.2.3-01 EN

 MAN Diesel 3.2.3

Danger zone Source of hazard Possible consequences

Safety
Operation with significantly reduced Impairment of operating safety, Cumulative effects, guarantee void-
maintenance efforts spontaneous failures to be assumed, ing
compulsion to improvisation, special
action at unfavourable times
Unauthorised modifications Danger from the deterioration in Failure of parts with subsequent
operating safety caused by inappro- damage, loss of guarantee
priate solutions
Use of non-genuine spare parts Combination with other parts not Failure of parts with subsequent
guaranteed, deterioration in operat- damage, loss of guarantee
ing safety and spontaneous failures
to be expected
Long-term shutdown without preser- Corrosion, and seizing of parts Corrosion damage, accumulation of
vation corrosion products, start and operat-
ing difficulties
Table 5: Danger situations during improper use

Operation/Operating media
L40/54;L48/60
2008-11-27

6700 3.2.3-01 EN 7 (7)

 MAN Diesel 3.2.4

Safety Instructions

Safety
Marking/danger scale
Marking Attention is to be drawn to the dangers by the safety instructions, in con-
formance with the relevant laws, guidelines and standards. This applies for
marking on the product and in the technical documentation. This should
indicate the following information:
▪ Type and source of the danger,
▪ Immediacy/magnitude of the danger,
▪ Possible consequences
▪ Measures for avoidance.
The explanations and tables in section 3.2.3 follow this specification, as do
the other safety instructions in the technical documentation.
Scale of danger The immediacy/magnitude of the danger is identified using a 5-stage scale
as shown below:

Identification of danger
Immediately threatening danger
Possible consequences: Death or very serious injuries, property
destruction

Identification warning
Potentially dangerous situation
Possible consequences: Serious injuries

Identification Attention
Possibly dangerous situation
Possible consequences: Minor injuries, possible damage to property

Identification Caution
For indication of fault sources/ handling errors
Possible consequences: Possible damage to property
Operation/Operating media

Identification Note
For notes on use and supplementary information
Possible consequences: No injuries or damage to property is expected

Examples
2008-11-06

Example of danger
General

Flywheel can catch, crush, hit body/limbs.

Do not remove covering. Do not reach into the danger area.

6680 3.2.4-01 EN 1 (2)

3.2.4 MAN Diesel

Example Attention
Safety

Commissioning the engine/ components without running-in can damage

components.
Follow the regulations, run the engine in again after a long period of low
load operation.
Operation/Operating media

2008-11-06
General

2 (2) 6680 3.2.4-01 EN

 MAN Diesel 3.2.5

Safety Regulations

Safety
Prerequisites
Personnel The engine and the systems required for its operation may only be put into
operation, operated and switched off by authorised personnel. The person-
nel must be trained, instructed and must be familiar with the system and the
potential dangers.
Technical documentation They must be familiar with the technical documentation pertaining to the
system, especially the operating instructions for the engine and for the
accessories required for the operation of the engine. The relevant safety
regulations must receive particular attention.
Operations log It is advisable, and may be required to meet the regulations of monitoring
authorities, to keep an operations log, where all the important work with the
completion dates, operating results and special events are recorded. When
the personnel is changed the new person should be able to continue the
operation in a proper manner based on this documentation. The machine
log also permits limited analysis of trends and tracing the cause of opera-
tional malfunctions.
Accident prevention regula- When operating the engine, and during maintenance and overhauls, the
tions valid accident prevention regulations must be observed. It is advisable to
hang these specifications up in the engine room and to repeatedly indicate
the accident hazards.
Instructions below The instructions below cover the measures to counteract the movement of
drive unit components and to the general precautions for work/events on
the engine, its neighbouring systems and in the machine room. They do not
claim to be comprehensive. Safety instructions at other points in the tech-
nical documentation are supplementary and are equally valid and must be
observed in a similar way.
Securing the crankshaft and components linked to it against movement
Before starting work on the running gear area or on components, which also
move with the rotating crankshaft, ensure that the crankshaft cannot be
turned over/the engine cannot be started.

Crankshaft
The non-observance of this warning could be life-threatening!
Operation/Operating media

Causes There could be an unintended rotation of the crankshaft and movement of

the components coupled to it:
▪ In the case of marine drive systems, due to the ship's motion or due to
water flow against the propeller in the case of a stationary ship,
▪ In generator units due to operating faults when the mains voltage is
2008-03-14

present,
▪ due to unintended or negligent starting of the engine,
General

▪ due to the unintended or negligent actuation of the engine turning

mechanism (turning gear).

6680 3.2.5-01 EN 1 (5)

3.2.5 MAN Diesel

Protective measures Adopt the following protective measures:

Safety

▪ Close/secure against opening, the isolation valves of the starter air and
control air vessels. Open the drain cocks in the air lines/on filters. Open
the release cocks on the main starter valve.
▪ Engage engine turning mechanism, secure against switching on.

Engine turning mechanism

The engine turning mechanism must not be used as a holding brake in
double and multiple engine systems with the second engine running!

The resistance of the engine turning mechanism is not adequate reliably to

prevent rotation of the crankshaft. However, with the turning mechanism
engaged, starting is electrically blocked and the control air feed to the main
starter valve is interrupted.
▪ Fix the instruction sign to operating devices which are used to start the
engine.
▪ In the case of generator units and in shaft alternators:
▪ Secure the generator switch against switching on (especially on asyn-
chronous generators). Fix warning sign. As far as possible, the fuses/
fuse elements should be opened.
▪ In marine main engines with variable-pitch propeller:
▪ Set climb gradient with engine at rest to zero thrust, not to zero.
▪ On single engine installations with fixed or variable-pitch propellers:
The above measures must be carried out. No other measures are nec-
essary.
▪ In the case of multiple engine systems with reduction gear(s), on which
work is carried out on one engine, while the other one runs:
˗ When using elastic couplings their rubber elements should be
removed.
˗ When using elastic couplings with intermediate rings, the latter must
be removed, whereby the resultant free space must never be
bridged under any circumstances. Released coupling parts should
be supported if necessary.
˗ If couplings are used between the engine and gearbox, they should
be completely removed. The switching off/opening of the coupling
and turning off the switching medium compressed air/oil is not suf-
ficient.
Operation/Operating media

˗ If using couplings in the gearing, elastic couplings are to be partially

removed as described in the first two points.
▪ In the case of engines with a mechanical excavator pump drive, in which
work is carried out on the excavator pump gear or on the excavator
pump, while the engine is running, the measures to be taken should be
in accordance with the above points.
2008-03-14

Precautions for other work on the engine

General

Putting down of tools/auxili- When using tools/auxiliary equipment, e.g. during fitting, repair and main-
ary equipment tenance work, the following warning must be observed.

2 (5) 6680 3.2.5-01 EN

 MAN Diesel 3.2.5

Danger! Severe material damage and personal injury!

Safety
Items (fitting tools, rags, lamps etc.) which are put down in the engine
space or onto the engine, can be snatched up by moving components
and thrown out. This can cause severe material damage and personal
injury.
Never place items in the engine space or onto the engine!

Opening the crankcase cover Crankcase covers may only be opened 10 minutes after an alarm or engine
stop because of the elevated bearing temperatures or high oil mist concen-
trations.

Danger of explosion
Danger of explosion by incoming atmospheric oxygen, given that the hot
components and the operating fluids surrounding them could be at
ignition temperature.

Turning the engine over with When turning the engine over using the turning gearbox, amongst other
turning gear things, the following danger warning must be observed.

Danger to life
Reaching into open engine spaces whilst the engine is being turned over
with the turning gearbox can lead to severe personal injury or to death.
Danger of death! Do not reach into the motor space when the engine is
being turned over.

For further information also see the documentation of the installation.

Opening of pipes/pressure Before opening pipes, flanges, cable glands or fittings, check that the sys-
vessels tem is pressure-free or has been drained.

Danger of burning
Danger of burning from hot fluids, fire hazard from fuel leaks, injuries from
stop plugs being ejected or similar on release under pressure.

Removal and fitting of pipes When removing, all pipes that are to be re-fitted, especially those for fuel,
lube oil and air must be closed off carefully. New ones that are to be fitted
must be checked carefully for cleanliness and must be flushed out if
required. You must ensure that, under no circumstances, foreign bodies
enter the system. If stored for a long time all individual parts must be pre-
served.
Operation/Operating media

Use of hydraulic tensioning When using hydraulic tensioning tools, the special safety regulations on
tools Work Card 000.33 must to be observed.

Risk of injury
Danger of injuries from needle-sharp or razor-sharp hydraulic jets (jets
can penetrate your hand) or from tool parts being flung out if bolts should
2008-03-14

break.

Dismantling/removal of heavy When dismantling or removing heavy components you must always ensure
General

components that the transport equipment is in perfect condition and has the required
carrying capacity. The location where the items are to be put down must

6680 3.2.5-01 EN 3 (5)

3.2.5 MAN Diesel

also be capable of supporting the weight. This is not always the case on
Safety

galleries, stair landings or grid work covers.

De-tensioning compression In order to release the pressure from compression springs use the devices
springs provided for the purpose (see the relevant Work Card).

Risk of injury
Danger of injury due to the sudden release of spring forces/components.

Coverings After assembly work, ensure that all coverings on moving parts as well as
insulation on hot parts are back in place. Engine operation with the cover-
ings removed is permitted only in special cases e.g. during the functional
check of the valve rotation device.

Fire hazard.
Loose clothing and long hair could be snatched up. If you lose your
balance, instinctively supporting yourself on moving parts can cause
serious injuries.

Using self-locking hexagon Use self-locking hexagon nuts only once.

nuts
They must be replaced after use in assembly by new self-locking hexagon
nuts.
Using cleaning agents When using cleaning agents, follow the manufacturer's instructions relating
to the application, possible dangers and disposal.

Danger of chemical burns

Danger of chemical burns to the skin or eyes and also to the respiratory
tract if gases are produced.

Danger of explosion
If you use diesel fuel as a cleaning agent there is a danger of fire or even
explosion. Internal combustion fuel (petrol) or chlorinated hydrocarbons
must not be used for cleaning purposes.

Using anti-corrosion agents

Danger of explosion
Operation/Operating media

Anti-corrosion agents can contain inflammable solvents which can form

explosive mixtures in enclosed spaces (see Work Card 000.14).

Using high pressure cleaning When using high pressure cleaning devices ensure that they are used prop-
devices erly. Shaft exits (even those with lip-type sealing rings), governors, splash-
proof monitoring systems, cable sockets as well as noise and heat insulation
2008-03-14

under non-waterproof coverings must be covered or not cleaned using high-

pressure cleaning.
General

4 (5) 6680 3.2.5-01 EN

 MAN Diesel 3.2.5

Other precautions

Safety
Failure of speed governor/ If the speed governor or the overspeed protection fails shut off the engine
Overspeed protection immediately. Operation with a malfunctioning governor or overspeed pro-
tection should be tolerated only in exceptional situations, and the owner
bears the responsibility.

Fracture of running gear parts

A sudden release of the engine due to the release of the driving coupling
or de-excitation of the generator causes inadmissibly high speed if the
speed governor or overspeed protection is faulty, resulting in the fracture
of running gear parts or the total destruction of the driven machine.

Maintenance and repair work Only trained staff should be allowed to carry out work on the alarm and
on the alarm and safety sys- safety system (electrical/ pneumatic/ hydraulic). It is also absolutely imper-
tem ative to conduct a thorough and complete functional check of the alarm and
safety systems after carrying out this work, especially if reconditioned or
new spare parts have been fitted. This functional check must ensure that the
entire signal chain has been checked! The emergency stop functions of the engine
are of particular importance!
Fire hazard The use of fuel and lube oil produces a potential danger of fire in the engine-
room. Fuel and oil pipes must not be routed next to uninsulated engine
components (exhaust piping/turbocharger). After overhaul work on exhaust
piping and turbochargers all insulation and coverings must be re-fitted
carefully and completely. All fuel and oil pipes must be regularly checked
for leaks. Leaks should be rectified immediately.
Fire extinguishing units must be to hand. They must be checked regularly.
If fire breaks out the supply of fuel and oil must be stopped immediately
(stop the engine, turn the feed pumps off, close the valves) and you should
try to extinguish the fire using the hand fire extinguishers. If this is unsuc-
cessful, or if the engine-room is no longer accessible, then all openings must
be closed off to prevent the entry of air and thus to smother the fire. The
prerequisite is that all openings are sealed off (doors, roof-lights, ventilator
and extractor fans must be switched off, close-off chimneys as far as pos-
sible). A large volume of oxygen is required for fuel to burn. Isolation of the
fire source is thus one of the most effective methods of fire-fighting.

Danger to life
A carbon dioxide extinguishing system must only be put into operation
if it is absolutely certain that there is no-one remaining in the engine
room. Non-observance of this warning could be life-threatening! Non-
Operation/Operating media

observance causes danger to life!

Temperatures in the engine The temperature in the engine-room must not fall below +5 °C. If the tem-
room perature falls below this temperature the coolant chambers must be drained
- in any case if the coolant does not contain antifreeze. Freezing could oth-
erwise cause material cracks/damage to components.
2008-03-14

General

6680 3.2.5-01 EN 5 (5)

MAN Diesel 3.3

Operating media
3.1 Prerequisites
3.2 Safety
3.3 Operating media
3.4 Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine

6703 3.3-1 EN 1 (1)

MAN Diesel 3.3.2

Quality of marine diesel fuels (MDO)

Operating media
Marine diesel fuel
Other designations Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.

Origin Marine Diesel Oil (MDO) is offered as a heavy distillate (Designation ISO-F-
DMB) or as a mixture of distillate and small amounts of remnant oil (Desig-
nation ISO-F-DMC), exclusively for shipping purposes. The most often used
term for the brown or black mixture is "Blended MDO". MDO is manufac-
tured from mineral oil and must be free from organic acids and non-mineral
oil products.
Specification
The suitability of a fuel depends upon the design of the engine and the pos-
sibilities of cleaning as well as the maintenance of the main properties in the
following table which refer to the delivery condition.
The main properties have been defined on the basis of the standard ISO
8217-2005 and CIMAC-2003. The main properties have been determined
with the quoted test procedures.
Properties Unit Test procedure Designation
Specification ISO-F DMB DMC
Density at 15 °C kg/m3 ISO 3675 900 920
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 >2.5 >4
<11 <14
Solidifying point winter quality °C ISO 3016 <0 <0
Solidifying point summer quality °C <6 <6
Flash point (Pensky Martens) °C ISO 2719 >60 >60
Total sediment content % by weight ISO CD 10307 0,10 0,10
Water content Vol. % ISO 3733 <0,3 <0,3
Sulphur content % by weight ISO 8754 <2.0 <2.0
Ash content % by weight ISO 6245 <0,01 <0,03
Carbon residue (MCR) % by weight ISO CD 10370 <0,30 <2.5
Cetane number - ISO 5165 >35 >35
Copper strip test - ISO 2160 <1 <1
Vanadium content mg/kg DIN 51790T2 0 <100
Operation/Operating media

Aluminium and silicon content mg/kg ISO CD 10478 0 <25

Visual inspection - * -
Other specifications:
British Standard BS MA 100-1987 Class M2 Class M3
ASTM D 975 2D 4D
ASTM D 396 No. 2 No. 4
General

Table 1: Marine diesel oil (MGO) - parameters to be maintained

*)
With good lighting and at room temperature the fuel should be transparent and clear.

6680 3.3.2-01 EN 1 (2)

3.3.2 MAN Diesel

Additional information
Operating media

At transshipment facilities and in transit MDO is handled like residual oil.

Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or
interfuel, for example with remainders of such fuels in the bunkering boat,
which may adversely affect the key properties considerably.
The fuel shall be free of used lubricating oil (ULO). A fuel can be considered
to be free of ULO if one or more of the elements Zn, P and Ca are below the
specified limits (Zn: 15 ppm, P: 15 ppm, Ca: 30 ppm).
The pour point indicates the temperature at which the oil will refuse to flow.
The lowest temperature the fuel oil may assume in the system, should lie
approx. 10 °C above the pour point so as to ensure it can still be pumped.
The recommended fuel viscosity at the inlet of the injection pump is 10 ...
14 mm2/s
When using "Blended MDOs" (ISO-F-DMC) from different bunkers, that are
mixed together, incompatibility can arise because of the formation of sludge
in the fuel system, it may be that there is heavy sludge formation in the
separator, blocking of the filter, inadequate atomisation and to considerable
deposition of combustion products. We therefore recommend that the fuel
storage tank in question be drained as far as possible before loading new
fuel.
Sea water, in particular, tends to increase corrosion in the fuel oil system
and hot corrosion of exhaust valves and in the turbocharger. It is also the
cause of insufficient atomization and thus poor mixture formation and com-
bustion with a high proportion of combustion residues.
Solid foreign matter increase the mechanical wear and formation of ash in
the cylinder space.
If the engine is operated primarily with "Blended MDO", i.e. with ISO-F-
DMC, we recommend mounting a centrifugal separator in front of the fuel
filter. Separator throughput 65 % of the nominal throughput. Deposition
temperature 40 – 50 °C. Solid particles (sand, rust and catalytic converter
particles) and water can thus be removed as far as possible, and the clean-
ing intervals of the filter elements can be extended considerably.
Examinations
Fuel analyses are carried out in our chemical laboratory for our customers.
For examination a sample of approx. 0.5 litre is required.
Operation/Operating media
General

2 (2) 6680 3.3.2-01 EN

MAN Diesel 3.3.3

Quality of heavy fuel oil (HFO)

Operating media
Prerequisites
MAN Diesel four-stroke engines can be operated on any crude-oil based
heavy fuel oil meeting the requirements listed in Table “Fuel oil specifica-
tions and associated characteristic values”, provided the engine and the fuel
treatment plant are designed accordingly. In order to ensure a well-balanced
relation between the costs for fuel, spare parts and maintenance and repair
work, we recommend bearing in mind the following points.
Heavy fuel oil (HFO)
Provenance/refining process The quality of the heavy fuel oil is largely determined by the crude oil grade
(provenance) and the refining process applied. This is the reason why heavy
fuel oils of the same viscosity may differ considerably, depending on the
bunker places. Heavy fuel oil normally is a mixture of residue oil and distil-
lates. The components of the mixture usually come from state-of-the-art
refining processes such as visbreaker or catalytic cracking plants. These
processes may have a negative effect on the stability of the fuel and on its
ignition and combustion properties. In the essence, these factors also influ-
ence the heavy fuel oil treatment and the operating results of the engine.
Bunker places where heavy fuel oil grades of standardized quality are
offered should be given preference. If fuels are supplied by independent
traders, it is to be made sure that these, too, keep to the international spec-
ifications. The responsibility for the choice of appropriate fuels rests with
the engine operator.
Specifications Fuels that can be used in an engine have to meet specifications to ensure
a suitable quality. The limiting values for a heavy fuel oil are listed in Table
“Fuel oil specifications and associated characteristic values”.
Please note the entries in the last column in Table “Fuel oil specifications
and associated characteristic values”, because they provide important
background information.
Several international specifications for heavy fuel oils are existing. The most
important specifications are ISO 8217-2005 and CIMAC-2003. These two
specifications are more or less equivalent. Table “CIMAC recommendations
for residual fuels for Diesel engines (as bunkered)“ shows the specifications
CIMAC-2003. All qualities of these specifications up to K700 can be used,
provided the fuel treatment system is designed for these fuel grades e.g.
fuels with a maximum density of 1,010 kg/m3 can only be used with modern
separation.
Operation/Operating media

Important Fuel oil characteristics as stated in analysis results - even if they meet the
above mentioned requirements – may be not sufficient for estimating the
combustion properties and the stability of the fuel oil. This means that serv-
ice results depend on oil properties which cannot be known beforehand.
This especially applies to the tendency of the oil to form deposits in the
combustion chamber injection systems, gas passages and turbines. It may,
therefore, be necessary to rule out some oils that cause difficulties.
Blends The admixing of engine oils (ULO: used lube oil), of non-mineral oil constit-
General

uents (such as coal oil) and of residual products from chemical or other
processes, (such as solvents, polymers or chemical waste) is not permitted.
The reasons are, for example: the abrasive and corrosive effects, the

6680 3.3.3-01 EN 1 (10)

3.3.3 MAN Diesel

adverse combustion properties, a poor compatibility with mineral oils and,

Operating media

last but not least, the negative environmental effects. The order letter for the
fuel should expressly mention what is prohibited, as this constraint has not
yet been incorporated in the commonly applied fuel specifications.
The admixing of engine oils (ULO: used lube oil) to the fuel involves a sub-
stantial danger because the lube oil additives have an emulsifying effect and
keep dirt, water and catfines finely suspended. Therefore, they impede and
preclude the necessary cleaning of the fuel. We ourselves and others have
made the experience that severe damage induced by wear may occur to
the engine and turbocharger components as a result.
The fuel shall be free of used lubricating oil (ULO). A fuel can be considered
to be free of ULO if one or more of the elements Zn, P and Ca are below the
specified limits (Zn: 15 ppm, P: 15 ppm, Ca: 30 ppm).
The admixing of chemical waste materials (such as solvents) to the fuel is
for reasons of environmental protection prohibited by resolution of the IMO
Marine Environment Protection Committee of 1st January 1992.
Leaked oil collectors Leaked oil collectors, into which leaked oil and residue pipes lead as well
as overflow pipes of the lube oil system, in particular, must not have any
connection to fuel tanks. Leaked oil collectors should empty into sludge
tanks.
Fuel system related characteristic values
Viscosity (at 50 °C) mm2/s (cSt) max. 700 Viscosity/injection
viscosity
Viscosity (at 100°C) max. 55 Viscosity/injection
viscosity
Density (at 15°C) g/ml max. 1,010 Heavy fuel oil treat-
ment
Flash point °C max. 60 Flash point
(ASTM D-93)
Pour point (summer) max. 30 Low-temperature
behaviour
(ASTM D-97)
Pour point (winter) max. 30 Low-temperature
behaviour
(ASTM D-97)
Engine-related characteristic values
Coke residues (Con- % wt. max. 22 Combustion proper-
radson) ties
Sulphur 5 Sulphuric acid corro-
Operation/Operating media

4.5 in marine application sion

Ash 0.20 Heavy fuel oil treat-
ment
Vanadium mg/kg 600 Heavy fuel oil treat-
ment
Water % vol. 1 Heavy fuel oil treat-
ment
Sediment (potential) % wt. 0.1
General

Supplementary characteristic values

2 (10) 6680 3.3.3-01 EN

MAN Diesel 3.3.3

Aluminium and sili- mg/kg max. 80 Heavy fuel oil treat-

Operating media
con ment
Asphalts % wt 2/3 of the coke residues (Conrad- Combustion proper-
son) ties
Sodium mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil treat-
Sodium<100 ment
Cetane number of low viscosity constituent minimum 35 Ignition quality
Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils; free of tar oil and lubricating
oil (used oil), free of any chemical waste and of solvents or polymers.
Table 1: Fuel oil specifications and associated characteristic values

Operation/Operating media
General

6680 3.3.3-01 EN 3 (10)

3.3.3 MAN Diesel
Operating media
Operation/Operating media

Figure 1: CIMAC Recommendations for residual fuels for Diesel engines (as bunkered)
General

4 (10) 6680 3.3.3-01 EN

MAN Diesel 3.3.3

Supplementary remarks

Operating media
The following remarks are thought to outline the relations between heavy
fuel oil grade, heavy fuel oil treatment, engine operation and operating
results.
Selection of heavy fuel oil
Economic operation on heavy fuel oil with the limit values specified in Table
“Fuel oil specifications and associated characteristic values“, is possible
under normal service conditions, with properly working systems and regular
maintenance. Otherwise, if these requirements are not met, shorter TBO’s
(times between overhaul), higher wear rates and a higher demand in spare
parts must be expected. Alternatively, the necessary maintenance intervals
and the operating results expected determine the decision as to which
heavy fuel oil grade should be used.
It is known that as viscosity increases, the price advantage decreases more
and more. It is therefore not always economical to use the highest viscosity
heavy fuel oil, which in numerous cases means the lower quality grades.
Heavy fuels oils ISO-RM A/B 30 or CIMAC A/B 30 ensure reliable operation
of older engines, which were not designed for the heavy fuel oils that are
currently available on the market. ISO-RMA 30 or CIMAC A30 with low pour
point should be preferred in cases where the bunker system cannot be
heated.
Viscosity/injection viscosity
Heavy fuel oils having a higher viscosity may be of lower quality. The max-
imum permissible viscosity depends on the existing preheating equipment
and the separator rating (troughput).
The specified injection viscosity of 12 – 14 mm2/s (for GenSets 16/24, 21/31,
23/30H, 27/38 and 28/32H: 12 - 18 cSt) and/or fuel oil temperature upstream
of the engine should be adhered to. Only then will an appropriate atomisa-
tion and proper mixing, and hence a low-residue combustion be possible.
Besides, mechanical overloading of the injection system will be prevented.
The specified injection viscosity and/or the necessary fuel oil temperature
upstream of the engine can be seen from the viscosity temperature diagram.
Heavy fuel oil treatment
Trouble-free engine operation depends, to a large extend, on the care which
is given to heavy fuel oil treatment. Particular care should be taken that
inorganic, foreign particles with their strong abrasive effect (catalyst resi-
dues, rust, sand) are effectively separated. It has shown in practice that with
the aluminium and silicon content >15 mg/kg abrasive wear in the engine
Operation/Operating media

strongly increases.
The viscosity and density will influence the cleaning effect, which has to be
taken into consideration when designing and setting the cleaning equip-
ment.
Settling tank The heavy fuel oil is precleaned in the settling tank. This precleaning is all
the more effective the longer the fuel remains in the tank and the lower the
viscosity of the heavy fuel oil is (maximum preheating temperature 75 °C to
prevent formation of asphalt in the heavy fuel oil). One settling tank will gen-
General

erally be sufficient for heavy fuel oil viscosity below 380 mm2/s at 50 °C. If
the concentration of foreign matter in the heavy fuel oil is excessive, or if a
grade according to ISO-F-RM, G/ H/K380 or H/K700 is preferred, two set-

6680 3.3.3-01 EN 5 (10)

3.3.3 MAN Diesel

tling tanks will be required, each of which must be adequately rated to

Operating media

ensure trouble-free settling within a period of not less than of 24 hours. Prior
to separating the content into the service tank, the water and sludge have
to be drained from the settling tank.
Separators A centrifugal separator is a suitable device for extracting material of higher
specific density, such as water, foreign particles and sludge. The separators
must be of the self-cleaning type (i.e. with automatically induced cleaning
intervals).
Separators of the new generation are to be used exclusively; they are fully
efficient over a large density range without requiring any switchover, and
are capable of separating water up to heavy fuel oil density of 1.01 g/ml at
15 °C.
Table “Obtainable contents of foreign matter and water (after separa-
tion),“ shows the demands made on the separator. These limit values are
guaranteed by the manufacturers of these separators.
The manufacturer’s specifications have to be adhered to in order to achieve
an optimum cleaning effect.

Marine and stationary application: connec-

ted in parallel
1 separator for 100 % throughput 1 separator (stand-by) for
100 % throughput
Figure 2: Heavy fuel oil cleaning/separator arrangement
Layout of the separators is to be in accordance with the latest recommen-
dations of the separator manufacturers (Alfa Laval and Westfalia). In partic-
ular, the density and viscosity of the heavy fuel oil are to be taken into con-
Operation/Operating media

sideration. Consulting MAN Diesel is required if other makes of separators

come up for discussion.
If the cleaning treatment prescribed by MAN Diesel is applied, and if the
correct separators are selected, it can be expected that the results given in
Table “Obtainable contents of foreign matter and water (after separation)“,
for water and inorganic foreign particles in the heavy fuel oil are reached at
the entry into the engine.
The results obtained in practical operation reveal that adherence to these
values helps to particularly keep abrasive wear in the injection system and
General

in the engine within acceptable limits. Besides, optimal lube oil treatment
must be ensured.

6 (10) 6680 3.3.3-01 EN

MAN Diesel 3.3.3

Definition Particle size Quantity

Operating media
Inorganic foreign particles < 5 µm < 20 mg/kg
including catalyst residues Al+Si content< 15 mg/kg
Water -- < 0.2 % by volume
Table 2: Obtainable contents of foreign matter and water (after separation)
Water Attention is to be paid to very thorough water separation, since the water is
not a finely distributed emulsion but in the form of adversely large droplets.
Water in this form promotes corrosion and sludge formation also in the fuel
system, which has an adverse effect on the delivery and atomisation and
thus also on the combustion of the heavy fuel oil. If the water involved is
seawater, harmful sodium chloride and other salts dissolved in the water
will enter the engine.
The water-containing sludge must be removed from the settling tank prior
to each separating process, and at regular intervals from the service tank.
The venting system of the tanks must be designed in such a way that con-
densate cannot flow back into the tanks.
Vanadium/sodium Should the vanadium/sodium ratio be unfavourable, the melting tempera-
ture of the heavy oil ash may drop into the range of the exhaust valve tem-
perature, which will result in high-temperature corrosion. By precleaning the
heavy fuel oil in the settling tank and in the centrifugal separators, the water,
and with it the water-soluble sodium compounds can be largely removed.
If the sodium content is lower than 1/3 of the vanadium content, the risk of
high-temperature corrosion will be small. It must also be prevented that
sodium in the form of sea water enters the engine together with the intake
air.
If the sodium content is higher than 100 mg/kg, an increase of salt deposits
is to be expected in the combustion space and in the exhaust system. This
condition will have an adverse effect on engine operation (among others,
due to surging of the turbocharger).
Under certain conditions, high-temperature corrosion may be prevented by
a fuel additive, that raises the melting temperature of the heavy fuel oil ash
(also refer to "Additives to heavy fuel oils" ).
Ash Heavy fuel oils with a high ash content in the form of foreign particles such
as sand, corrosion and catalyst residues, promote the mechanical wear in
the engine. There may be catalyst fines (catfines) in heavy fuel oils coming
from catalytic cracking processes. In most cases, these catfines will be alu-
minium silicate, which causes high wear in the injection system and in the
engine. The aluminium content found multiplied by 5 - 8 (depending on the
catalyst composition) will approximately correspond to the content of cat-
Operation/Operating media

alyst material in the heavy fuel oil.

Homogeniser If a homogenizer is used, it must not be installed between the settling tank
and the separator on any account, since in that case, harmful contaminants,
and in particular sea water, cannot be separated out sufficiently.
Flash point (ASTM D-93)
National and international regulations for transport, storage and application
of fuels must be adhered to in respect of to the flash point. Generally, a flash
point of above 60 °C is specified for fuels used in Diesel engines.
General

6680 3.3.3-01 EN 7 (10)

3.3.3 MAN Diesel

Low-temperature behaviour (ASTM D-97)

Operating media

Pour point The pour point is the temperature at which the fuel is no longer fluid (pump-
able). Since many of the low-viscosity heavy fuel oils have a pour point
above 0 °C, too, the bunkering system has to be preheated unless fuel in
accordance with CIMACA30 is used. The entire bunkering system should
be designed so as to permit preheating of the heavy fuel oil to approx. 10
°C above the pour point.
Pump ability
Difficulties will be experienced with pumping if the fuel oil has a viscosity
higher than 1,000 mm2/s (cSt) or a temperature less than approx. 10 °C
above the pour point. Also refer to “Low-temperature behaviour (ASTM
D-97)".
Combustion properties
An asphalt content higher than 2/3 of the carbon residue (Conradson) may
lead to delayed combustion, which involves increased residue formation,
such as deposits on and in the injection nozzles, increased smoke forma-
tion, reduced power and increased fuel consumption, as well as a rapid rise
of the ignition pressure and combustion close to the cylinder wall (thermal
overloading of the lube oil film). If the ratio of asphaltenes to carbon residues
reaches the limit value 0.66, and the asphaltene content also exceeds 8 %,
additional analyses of the heavy fuel oil by means of thermogravimetric
analysis (TGA) must be performed by MAN Diesel to evaluate the usabilty.
This tendency will also be promoted by the blend constituents of the heavy
fuel oil being incompatible, or by different and incompatible bunkering being
mixed together. As a result, there is an increased separation of asphalt (also
see "Compatibility" ).
Ignition quality
Cracked products which nowadays are preferred as low-viscosity blend
constituents of the heavy fuel oil in order to achieve the specified reference
viscosity may have poor ignition qualities. The cetane number of these con-
stituents should be >35. An increased aromatics content (above 35 %) also
leads to a decrease in ignition quality.
Fuel oils of insufficient ignition qualities will show extended ignition lag and
delayed combustion, which may lead to thermal overloading of the oil film
on the cylinder liner and excessive pressures in the cylinder. Ignition lag and
the resulting pressure rise in the cylinder are also influenced by the final
temperature and pressure of compression, i.e. by the compression ratio, the
charge-air pressure and the charge-air temperature.
Preheating the charge-air in part-load range and output reduction for a limi-
Operation/Operating media

ted period of time are possible measures to reduce detrimental influences

of fuels of poor ignition qualities. More effective, however, are a high com-
pression ratio and the in-service matching of the injection system to the
ignition qualities of the fuel used, as is the case in MAN Diesel trunk piston
engines.
The ignition quality is a key property of the fuel. The reason why it does not
appear in the international specifications is the absence of a standardised
testing method. Therefore, parameters such as the Calculated Aromatic
General

Index (CCAI) are resorted to as an aid, which are derived from determinable
fuel properties. We have found this to be an appropriate method of roughly
assessing the ignition quality of the heavy fuel oil used.

8 (10) 6680 3.3.3-01 EN

MAN Diesel 3.3.3

A test instrument utilizing a constant-volume combustion technology (fuel

Operating media
ignition analyser FIA), has been developed and is currently being evaluated
at a number of testing laboratories. The ignition quality of a fuel is deter-
mined as an ignition delay in the instrument that is converted to an instru-
ment-related cetane number (FIA-CN or ECN). It has been observed that
fuels with a low FIA cetane numbers or ECN could, in some cases, lead to
operational problems.
As the fluid constituent in the heavy fuel oil is the determining factor for its
ignition quality and the viscous constituent is decisive for the combustion
quality, it is the responsibility of the bunkering company to supply a heavy
fuel oil grade of quality matched to the Diesel engine. (Please refer to Figure
“Nomogram for the determination of CCAI - assignment of CCAI ranges to
engine types” ).
CCAI can also be calculated with the aid of the following formula:
CCAI = D - 141 log log (V+0.85) - 81
Sulphuric acid corrosion
The engine should be operated at the cooling water temperatures specified
in the operating manual for the respective load. If the temperature of the
component surface exposed to the acid combustion gases is below the acid
dew point, acid corrosion can no longer be sufficiently prevented even by
an alkaline lubricating oil.
If the lube oil quality and engine cooling meet the respective requirements,
the BN values (see Chapter “Quality of lube oil (SAE 40) for heavy fuel oil
operation” ), will be adequate, depending on the sulphur concentration in
the heavy fuel oil.
Compatibility
The supplier has to guarantee that the heavy fuel oil remains homogenous
and stable even after the usual period of storage. If different bunker oils are
mixed, separation may occur which results in sludge formation in the fuel
system, large quantities of sludge in the separator, clogging of filters, insuf-
ficient atomisation and high-residue combustion.
In such cases, one refers to incompatibility or instability. The heavy fuel oil
storage tanks should therefore be emptied as far as possible prior to rebun-
kering in order to preclude incompatibility.
Blending heavy fuel oil
If, for instance, heavy fuel for the main engine and gas oil (MGO) are blended
to achieve the heavy fuel oil quality or viscosity specified for the auxiliary
engines, it is essential that the constituents are compatible (refer to ”Com-
Operation/Operating media

patibility” ).
Additives to heavy fuel oils
MAN Diesel engines can be economically operated without additives. It is
up to the customer to decide whether or not the use of an additive would
be advantageous. The additive supplier must warrant that the product use
will have no harmful effects on engine operation.
The use of fuel additives during the guarantee period is rejected as a matter
of principle.
General

Additives currently in use for Diesel engines are listed in Table “Additives to
heavy fuels – Classification/effects”, together with their supposed effect on
engine operation.

6680 3.3.3-01 EN 9 (10)

3.3.3 MAN Diesel

Pre-combustion additives ▪ Dispersants/stabilis-

Operating media

ers
▪ Emulsion breakers

▪ Biocides

Combustion additives ▪ Combustion cata-

lysts
(fuel economy, emis-
sions)

Post-combustion additives ▪ Ash modifiers (hot

corrosion)
▪ Carbon remover
(exhaust system)

Table 3: Additives to heavy fuels - Classification/effects

Low sulphur HFO
From an engine manufacturer’s point of view there is no lower limit for the
sulphur content of HFO. We have not experienced any trouble with the cur-
rently available low-sulphur HFO, that is related to the sulphur content or
specific to low-sulphur HFO. This may change in the future if new methods
are applied for the production of low-sulphur HFO (desulphurisation,
uncommon blending components). MAN Diesel will monitor developments
and inform our customers if necessary.
If the engine is not operated permanently on low-sulphur HFO, then the
lubricating oil should be selected according to the highest sulphur content
of the fuels in operation.
Examinations
Sampling To be able to check as to whether the specification indicated and/or the
stipulated delivery conditions have been complied with, we recommend a
minimum of one sample of each bunker fuel to be retained, at least during
the guarantee period for the engine. In order to ensure that the sample is
representative for the fuel oil bunkered, a sample should be drawn from the
transfer pipe at the start, at half the time and at the end of the bunkering
period. “Sample Tec”, supplied by Messrs Mar-Tec Hamburg, is an appro-
priate testing kit for taking samples continuously during the bunkering.
Analyse samples The samples received from the bunkering company are frequently not iden-
tical with the heavy fuel oil bunkered. Thus it is appropriate to verify the
heavy fuel oil properties stated in the bunker documents, such as density
and viscosity. If these values should deviate from those of the heavy fuel oil
Operation/Operating media

bunkered, one runs the risk that the heavy fuel oil separator and the pre-
heating temperature are not set correctly for the given injection viscosity.
The criteria for an economic engine operation with regard to heavy fuel oil
and lubricating oil may be determined with the help of the MAN Diesel Fuel
and Lube Analysis Set.
Our department for fuels and lube oils (Augsburg Works, Department GQC)
will be glad to furnish further information if required.
Analyses of fuel oils are carried out in our chemical laboratory for our cus-
General

tomers. For examination a sample of approx. 0.5 litre is required.

10 (10) 6680 3.3.3-01 EN

 MAN Diesel 3.3.4

Viscosity-temperature (VT) diagram of fuel oil

Operating media
Explanations of the viscosity-temperature (VT) diagram

Figure 1: Viscosity-temperature diagram (VT diagram)

The diagram shows the fuel temperatures along the horizontal and viscosity
along the vertical scales.
The diagonal lines correspond to the viscosity-temperature curve of fuels
with different reference viscosity. The vertical viscosity scales in mm2/s =
(cSt) apply to 40 °C, 50 °C or 100 °C.
Operation/Operating media

Determination of the viscosity-temperature curve and the preheating temperature required

Example: Heavy fuel oil of 180 Specified injection viscosity Required heavy fuel oil temperature
mm²/s at 50 °C in mm²/s before engine inlet1 in °C
≥ 12 126 (Line c)
2008-12-04

≤ 14 119 (Line d)
Table 1: Determination of the viscosity-temperature curve and the preheating
General

temperature
1
The temperature drop from the final preheater to the fuel injection pump is not
covered by these figures

6680 3.3.4-01 EN 1 (2)

3.3.4 MAN Diesel

A heavy fuel oil of 180 mm2/s at 50 °C reaches a viscosity of 1,000 mm2/s

Operating media

at 24 °C (line e), which is the maximum permissible viscosity with respect

to the pump ability of the fuel.
Using a state of the art final preheater a heavy fuel oil outlet temperature of
152 °C will be obtained for 8 bar saturated steam. Higher temperatures
involve the risk of increased formations of residues in the preheater, result-
ing in a reduction of the heating power and a thermal overload of the heavy
fuel oil. This causes formation of asphaltenes i.e. a deterioration of quality.
The fuel pipes from the final preheater outlet up to the injection valve must
be insulated adequately to ensure that a temperature drop will be limited to
a maximum of 4 °C. Only then can the required injection viscosity of max.
14 mm2/s be achieved with a heavy fuel oil of a reference viscosity of 700
mm2/s at 50 °C (representing the maximum viscosity as referred to in inter-
national specifications such as ISO, CIMAC or British Standard). If a heavy
fuel oil of a lower reference viscosity is used, an injection viscosity of 12
mm2/s should be aimed at, ensuring improved heavy fuel oil atomisation and
thus fewer residues from combustion.
The transfer pump is to be designed for a heavy fuel oil viscosity of up to
1,000 mm2/s. The pump ability of the heavy fuel oil also depends on the pour
point. The design of the bunkering system must permit heating up of the
heavy fuel to approx. 10 °C above its pour point.

Gas oil or Diesel oil (Marine Diesel Oil) must have a viscosity of at least
2 mm2/s before engine. With a too low viscosity, insufficient lubricity may
cause the seizure of the pump plungers or the nozzle needles.

This can be avoided if the fuel temperature is controlled. The maximum

allowed temperature is dependent on the fuel viscosity but must never
exceed:
▪ max. 50 °C for gas oil operation and
▪ max. 60 °C for MDO operation
Therefore a fuel oil cooler has to be installed.
In case of fuel viscosities < 2.5 cSt, consultation with the technical depart-
ment of MAN Diesel SE in Augsburg is required.
Operation/Operating media

2008-12-04
General

2 (2) 6680 3.3.4-01 EN

MAN Diesel 3.3.6

Quality of lube oil (SAE 40) for heavy fuel oil operation (HFO)

Operating media
Quality of lube oil (SAE 40) for heavy fuel oil operation (HFO)
The specific power output offered by today’s Diesel engines and the use of
fuels which more and more often approach the limit in quality increase the
requirements placed on the lube oil and make it imperative that the lube oil
is chosen carefully.
Medium-alkaline lube oils have proven to be suitable for lubricating the run-
ning gear, the cylinders, the turbocharger and for the cooling of the pistons.
Medium-alkaline oils contain additives which, amongst other things, provide
them with a higher neutralising capacity than blended (HD) engine oils have.
No international specifications exist for medium-alkaline lube oils. An ade-
quately long trial operation in compliance with the manufacturer’s instruc-
tions is therefore necessary.
Only lube oils which have been approved by MAN Diesel, are to be used.
These are listed in Table “Lubricating oils approved for the use in MAN Die-
sel four-stroke engines running on heavy fuel oil”.
Specifications
Base oil The base oil (medium-alkaline lube oil = base oil + additives) must be a
narrow distillation cut and must be refined in accordance with modern pro-
cedures. Bright stocks, if contained, must neither adversely affect the ther-
mal nor the oxidation stability.
The base oil must meet the limit values given in Table “Lube oil (HFO oper-
ation) – target values“, particularly as concerns its ageing tendencies.
Properties/characteristics Unit Testing method Characteristic value
Structure - - preferably paraffin-based
Behaviour at low temperatures, still flowing °C ASTM-D2500 -15
Flash point according to Cleveland °C ASTM-D92 > 200
Ash content (oxides ashes) % by wt ASTM-D482 < 0.02
Coke residue according to Conradson % by wt ASTM-D189 < 0.50
Ageing tendency after 100 hrs heating to 135°C - MAN Diesel ageing -
cabinet *
n-heptane unsolubles % by wt ASTM-D4055 < 0.2
or DIN 51592
Operation/Operating media

Evaporation losses % by wt - <2

Drop sample (filter paper) - MAN Diesel test may not show any segrega-
tion of resin or asphalt-like
ageing products
Table 1: Lube oil (HFO operation) - target values
* in-house method

Medium-alkaline lube oil The finished oil (base oil with additives) must demonstrate the following
General

characteristics.

6680 3.3.6-01 EN 1 (5)

3.3.6 MAN Diesel

Additives The additives must be dissolved in the oil and must be of such a composition
Operating media

that an absolute minimum of ash remains as residue after combustion, even

though the engine were run on distillate fuel temporarily.
The ash must be soft. If this prerequisite is not complied with, increased
deposits are to be expected in the combustion spaces, especially at the
exhaust valves and on the inlet housing of the turbocharger. Hard additive
ash promotes pitting on the valve seats, as well as burnt-out valves and
increased mechanical wear in the cylinder liners.
Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
Detergency The detergency must be so high that coke and tar-like residues from fuel
combustion must not build up.
The lube oil must be able to avoid fuel derived deposits.
Dispersancy The dispersancy must be selected such that commercially available lube oil
cleaning equipment can remove the detrimental contaminations from the
used oil, i.e. the used oil must have good separating and filtering properties.
Diesel performance The Diesel performance (without taking the neutralisation ability into con-
sideration) must, at least, comply with MIL-L 21014 D resp. API-CD.
Neutralisation capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic
products which result during combustion are neutralised at the lube oil con-
sumption rate that is specific for the engine. The reaction time of the addi-
tives must be matched to the process in the combustion chamber. Hints
concerning the selection of the BN are given in Table “Determining the Base
Number for operating conditions”.
Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
Further conditions The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASDM-D1410 test after one hour.
The foaming behaviour (ASTM-D892) must meet the following conditions:
Less than 20 ml after 10 minutes.
The lube oil must not contain agents to improve viscosity index. Fresh oil
must not contain any water or other contamination.

Lube oil selection

Engine SAE-class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Operation/Operating media

Table 2: Viscosity (SAE-class) of lubricating oils

Neutralisation property (BN) Medium-alkaline lube oils having differently high levels of neutralisation
capacity (BN) are available on the market. According to the present-day
state of knowledge, operating conditions to be expected and BN can be
correlated as shown in Table “Determining the Base Number for operating
conditions”. The operating resulting will in the essence be the decisive cri-
terion as to which BN will ensure the most economic mode of engine oper-
ation.
General

2 (5) 6680 3.3.6-01 EN

MAN Diesel 3.3.6

Approx. BN
Engines/Operating conditions

Operating media
(mg KOH/g oil)
20 Marine Diesel oil (MDO) of poor quality (ISO-F-DMC) or heavy fuel oil with a sulphur content of
< 0.5 %
30 23/30H and 28/32H in general. 23/30A, 28/32A and 28/32S under normal operating conditions.
16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF in pure HFO mode
only if sulphur content is < 1.5 %.
51/60 DF in alternating mode (Gas/HFO).
40 23/30A, 28/32A and 28/32S in case of severe operating conditions and in case of necessity
regarding oil life and engine cleanliness.
16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF in pure HFO mode
generally provided the sulphur content is > 1.5 %.
50 32/40, 32/44CR, 40/54, 48/60 and 58/64 if BN 40 is inadequate in terms of oil life or engine
cleanliness (high sulphur content of the fuel, very low lube oil consumption).
Table 3: Determining the Base Number for operating conditions
Operation on low sulphur fuel In order to meet the emission regulations, fuels with different sulphur con-
tent are used today. In environmental-sensitive areas (SECA) a low sulphur
fuel must be used. Outside the SECA zones a fuel with a high sulphur con-
tent can be used. In this case the lube oil BN should be selected to meet
the requirements of the operation on high sulphur fuel. Only for permanent
operation on low sulphur fuel, the lube oil with the lower BN should be
selected. Ultimately, the operating results are the decisive criterion as to
which content of additives ensures the most economic mode of engine
operation.
Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and
cylinder liners are supplied with lube oil by means of a separate oil pump.
The oil supply rate is factory-set to conform to both the quality of the fuel
to be used in service and to the anticipated operating conditions.
A lube oil as specified above is to be used for the cylinder and the lubricating
circuit.
Speed governor In case of mechanic-hydraulic governors with separate oil sump, multigrade
oil 5W-40 is preferably used. If this oil is not available for topping-up, an oil
15W-40 may exceptionally be used. In this context it is not important,
whether multigrade oils based on synthetic or mineral oils are used. (Des-
ignation for armed forces of Germany: O-236)
The oil quality specified by the manufacturer is to be used for the remaining
equipment fitted to the engine.
For the engine L27/38 (propulsion) service experience have shown that the
operation temperature of the Woodward governor UG10MAS and the cor-
responding actuator for UG723+ can exceed 93 °C. In such case we rec-
Operation/Operating media

ommend to use a synthetic oil like Castrol Alphasyn HG150. Engines deliv-
ered later than March 2005 are already filled with this oil.
Lube oil additives It is not allowed to add additives to the lube oil, or mixing the different makes
(brands) of the lube oil, as the performance of the carefully matched package
of additives which is suiting itself and adapted to the base oil, may be upset.
Also, the lube oil company (oil supplier) is no longer responsible for the oil.
Selection of lube oils/war- Most of the mineral oil companies are in close and permanent consultation
ranty with the engine manufacturers and are therefore in a position to quote the
General

oil from their own product line that has been approved by the engine man-
ufacturer for the given application. Independent of this release, the lube oil
manufacturers are in any case responsible for quality and performance of

6680 3.3.6-01 EN 3 (5)

3.3.6 MAN Diesel

their products. If you have questions, we are more than willing to provide
Operating media

you with further information.

Oil in service There are no defined oil change intervals for MAN Diesel medium-speed
engines. The oil has to be analysed on a regular basis. As long as the oil
characteristics are within the specified limits (see Table “Limit values” ) the
oil is suitable for further use. An oil sample has to be analysed every one to
three months (see maintenance schedule). The quality of the oil can only be
maintained if the oil is cleaned by an appropriate device (e.g. a separator).
Limit value Method
Viscosity at 40 °C 110 - 220 mm²/s ISO 3104 or ASTM D445
Base Number (BN) min. 50 % of fresh oil BN ISO 3771
Flash Point (PM) min. 185 °C ISO 2719
Water Content max. 0.2 % (for a short period max. ISO 3733 or ASTM D1744
0.5 %)
n-Heptane Insoluble max. 1.5 % DIN 51592 or IP 316
Metal Content Dependent upon the engine type and
operating conditions
Only for guidance
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Si max. 10 ppm
Table 4: Limit values
Examinations
We carry out the investigations on lube oil in our laboratories for our cus-
tomers. A representative sample of about 0.5 litre is required for the exami-
nation.
Base Number (mgKOH/g)
Manufacturer
20 30 40 50
AGIP —— Cladium 300 Cladium 400 ——
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
Operation/Operating media

CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA —— Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40
(Texaco, Caltex)
EXXON MOBIL —— Mobilgard M430 Mobilgard M440 Mobilgard M50
—— Exxmar 30 TP 40 Exxmar 40 TP 40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 ——
General

REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 ——

SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40

4 (5) 6680 3.3.6-01 EN

MAN Diesel 3.3.6

Base Number (mgKOH/g)

Manufacturer

Operating media
20 30 40 50
TOTAL LUBMAR- Aurelia XL 4025 Aurelia XL 4030 Aurelia XL 4040 Aurelia XL 4055
INE Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
Table 5: Lubricating oils, approved for the use in MAN Diesel four-stroke engines running on heavy fuel oil.

MAN Diesel SE do not take any responsibility for difficulties that might
be caused by these oils.

Operation/Operating media
General

6680 3.3.6-01 EN 5 (5)

MAN Diesel 3.3.7

Quality of engine cooling water

Operating media
Preliminary remarks
The engine cooling water, like the fuel and lubricating oil, is a medium which
must be carefully selected, treated and controlled. Otherwise, corrosion,
erosion and cavitation may occur on the walls of the cooling system in con-
tact with water and deposits may form. Deposits impair the heat transfer
and may result in thermal overload on the components to be cooled. The
treatment with an anti-corrosion agent has to be effected before the first
commissioning of the plant. During subsequent operations the concentra-
tion specified by the engine manufacturer must always be ensured. In par-
ticular, this applies if a chemical additive is used.
Requirements
Limiting values The characteristics of the untreated cooling water must be within the fol-
lowing limits:
Property/feature Characteristics Unit
Type of water Distillate or freshwater, free from foreign mat- -
ter.
Not to be used:
Sea water, brackish water, river water, brines,
industrial waste water and rain water.
Total hardness max. 10 °dH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l**
Table 1: Cooling water – characteristics to be adhered to
*) 1°dH (German hard- ≙ 10 mg CaO/litre ≙ 17.9 mg CaCO3/litre
ness)
≙ 0.357 mval/litre ≙ 0.179 mmol/litre
**) 1 mg/l ≙ 1 ppm
Test device The MAN Diesel water test kit includes devices permitting the determination
of the above mentioned water characteristics in a simple manner. Moreover,
the manufacturer of anti-corrosion agents, are offering test devices that are
easy to operate. As to checking the cooling water condition, refer to Chapter
“Checking cooling water”.
Supplementary information
Operation/Operating media

Distillate If a distillate (from the freshwater generator for instance) or fully desalinated
water (ion exchange) is available, this should preferably be used as engine
cooling water. These waters are free from lime and metal salts, i.e. major
deposits affecting the heat transfer to the cooling water and worsening the
cooling effect cannot form. These waters, however, are more corrosive than
normal hard water since they do not form a thin film of lime on the walls
which provides a temporary protection against corrosion. This is the reason,
why water distillates must be treated with special care and the concentration
of the additive is to be periodically checked.
General

Hardness The total hardness of the water is composed of temporary and permanent
hardness. It is largely determined by calcium and magnesium salts. The
temporary hardness is determined by the carbonate content of the calcium

6680 3.3.7-01 EN 1 (7)

3.3.7 MAN Diesel

and magnesium salts. The permanent hardness can be determined from the
Operating media

remaining calcium and magnesium salts (sulphates). The decisive factor for
the formation of calcareous deposits in the cooling system is the temporary
(carbonate) hardness.
Water with more than 10°dGH (German total hardness) must be mixed with
distillate or be softened. A rehardening of excessively soft water is only
necessary to suppress foaming if an emulsifiable anti-corrosion oil is used.
Damage in the cooling water system
Corrosion Corrosion is an electro-chemical process which can largely be avoided if
the correct water quality is selected and the water in the engine cooling
system is treated carefully.
Flow cavitation Flow cavitation may occur in regions of high flow velocity and turbulence. If
the evaporation pressure is fallen below, steam bubbles will form which then
collapse in regions of high pressure, thus producing material destruction in
closely limited regions.
Erosion Erosion is a mechanical process involving material abrasion and destruction
of protective films by entrapped solids, especially in regions of excessive
flow velocities or pronounced turbulences.
Corrosion fatique Corrosion fatigue is a damage caused by simultaneous dynamic and cor-
rosive stresses. It may induce crack formation and fast crack propagation
in water-cooled, mechanically stressed components, if the cooling water is
not treated correctly.

Treatment of the engine cooling water

Formation of a protective film The purpose of engine cooling water treatment is to produce a coherent
protective film on the walls of the cooling spaces by the use of anti-corrosion
agents, so as to prevent the above mentioned damage. A significant pre-
requisite for the anti-corrosion agent to develop its full effectively is that the
untreated water which is used satisfies the demands mentioned under
“Requirements”.
Protective films can be produced by treating the cooling water with a chem-
ical anti-corrosion agent or emulsifiable anti-corrosion oil.
Emulsifiable anti-corrosion oils fall more and more out of use since, on the
one hand, their use is heavily restricted by environmental protection legis-
lation and, on the other hand, the suppliers have, for these and other rea-
sons, commenced to take these products out of the market.
Treatment before operating Treatment with an anti-corrosion agent should be done before the engine
Operation/Operating media

the engine for the first time is operated for the first time so as to prevent irreparable initial damage.

It is not allowed to operate the engine without cooling water treatment.

Cooling water additives

General

No other additives than those approved by MAN Diesel and listed in the
tables under “Permissible cooling water additives” are to be used.

2 (7) 6680 3.3.7-01 EN

MAN Diesel 3.3.7

Permission required A cooling water additive can be approved for use if it has been tested

Operating media
according to the latest rules of the Forschungsvereinigung Verbrennung-
skraftmaschinen (FVV), Testing the suitability of coolant additives for cooling
liquids of internal combustion engines. The test report is to be presented if
required. The necessary testing is carried out by Staatliche Materialprüfan-
stalt, Department Oberflächentechnik, Grafenstraße 2, D-64283 Darmstadt
on request.
In case the cooling water additive has been successfully tested at FVV, an
engine test for the final approval has to be conducted.
To be used only in closed cir- Additives can only be used in closed circuits where no appreciable con-
cuits sumption occurs except leakage and evaporation losses.

Chemical additives
Additives based on sodium nitrite and sodium borate, etc. have given good
results. Galvanised iron pipes or zinc anodes providing cathodic protection
in the cooling systems must not be used. Please note that this kind of cor-
rosion protection, on the one hand, is not required since cooling water
treatment is specified and, on the other hand, considering the cooling water
temperatures commonly practiced nowadays, it may lead to potential inver-
sion. If necessary, the pipes must be dezinced.
Anti-corrosion oil
This additive is an emulsifiable mineral oil mixed with corrosion inhibitors. A
thin protective oil film which prevents corrosion without obstructing the
transfer of heat and yet preventing calcareous deposits forms on the walls
of the cooling system.
Emulsifiable anti-corrosion oils have nowadays become less important. For
reasons of environmental protection legislation and because of occasionally
occurring emulsion stability problems, they are hardly used any more.
Anti-freeze agent
If temperatures below the freezing point of water may be reached in the
engine, in the cooling system or in parts of it, an anti-freeze agent simulta-
neously acting as a corrosion inhibitor must be added to the cooling water.
Otherwise, the entire system must be heated. (Designation for armed forces
of Germany: Sy-7025).
Sufficient corrosion protection will be achieved by admixing the products
listed in Table Anti-freeze agents with corrosion inhibiting effect, taking care
that the specified concentration is observed. This concentration will prevent
freezing down to a temperature of about -22 °C. The quantity of anti-freeze
actually required, however, also depends on the lowest temperatures
Operation/Operating media

expected at the site.

Anti-freeze agents are generally based on ethylene glycol. A suitable chem-
ical additive must be admixed if the concentration of the anti-freeze speci-
fied by the manufacturer for a certain application does not suffice to afford
adequate corrosion protection or if, due to less stringent requirements with
regard to protection from freezing, a lower concentration of anti-freeze
agent is used than would be required to achieve sufficient corrosion pro-
tection. The manufacturer must be contacted for information on the com-
patibility of the agent with the anti-freeze and the concentration required.
General

The compatibility of the chemical additives in Table Chemical additives -

containing nitrite with anti-freeze agents based on ethylene glycol is con-
firmed. Anti-freeze agents may only be mixed with each other with the sup-

6680 3.3.7-01 EN 3 (7)

3.3.7 MAN Diesel

plier’s or manufacturer’s consent, even if the composition of these agents

Operating media

is the same.
Prior to the use of an anti-freeze agent, the cooling system is to be cleaned
thoroughly.
If the cooling water is treated with an emulsifiable anti-corrosion oil, no anti-
freeze may be admixed, as otherwise the emulsion is broken and oil sludge
is formed in the cooling system.
For the disposal of cooling water treated with additives, observe the envi-
ronmental protection legislation. For information, contact the suppliers of
the additives.
Biocides
If the use of a biocide is inevitable because the cooling water has been
contaminated by bacteria, the following has to be observed:
▪ It has to be ensured that the biocide suitable for the particular applica-
tion is used.
▪ The biocide must be compatible with the sealing materials used in the
cooling water system; it must not attack them.
▪ Neither the biocide nor its decomposition products contain corrosion-
stimulated constituents. Biocides whose decomposition results in chlor-
ide or sulphate ions are not permissible.
▪ Biocides due to the use of which the cooling water tends to foam are
not permissible.

Prerequisites for efficient use of an anti-corrosion agent

Clean cooling system
Before starting the engine for the first time and after repairs to the piping
system, it must be ensured that the tanks, pipes, coolers and other equip-
ment outside the engine are free from rust and other deposits because dirt
will considerably reduce the efficiency of the additive. The entire system has
therefore to be cleaned using an appropriate cleaning agent with the engine
shut down (see MAN Diesel Work Card 000.03 and Chapter ”Cleaning cool-
ing water” ).
Loose solid particles, in particular, have to be removed from the system by
intense flushing because otherwise erosion may occur at points of high flow
velocities.
The agent used for cleaning must not attack the materials and the sealants
in the cooling system. This work is in most cases done by the supplier of
Operation/Operating media

the cooling water additive, at least the supplier can make available the suit-
able products for this purpose. If this work is done by the engine user it is
advisable to make use of the services of an expert of the cleaning agent
supplier. The cooling system is to be flushed thoroughly after cleaning. The
engine cooling water is to be treated with an anti-corrosion agent immedi-
ately afterwards. After restarting the engine, the cleaned system has to be
checked for any leakages.
Periodically checks of the condition of the cooling water and the cooling
system
General

Treated cooling water may become contaminated in service and the additive
will loose some of its effectively as a result. It is therefore necessary to check

4 (7) 6680 3.3.7-01 EN

MAN Diesel 3.3.7

the cooling system and the condition of the cooling water at regular inter-

Operating media
vals.
The additive concentration is to be checked at least once a week, using the
test kit prescribed by the supplier. The results are to be recorded.

The concentrations of chemical additives must not be less than the

minimum concentrations stated in Table “Chemical additives – contain-
ing nitrite”.

Concentrations that are too low may promote corrosive effects and have
therefore to be avoided. Concentrations that are slightly too high do not
cause damages. However, concentrations more than double as high should
be avoided.
A cooling water sample is to be sent to an independent laboratory or to the
engine supplier for making a complete analysis every 2 - 6 months.
For emulsifiable anti-freeze agents, the supplier generally prescribes
renewal of the water after approx. 12 months. On such renewal, the entire
cooling system is to be flushed, or if required to be cleaned (see also Chapter
“Cleaning cooling water” ).
The fresh charge of water is to be submitted to treatment immediately.
If chemical additives or anti-freeze agents are used, the water should be
changed after three years at the latest.
If excessive concentrations of solids (rust) are found, the water charge has
to be renewed completely, and the entire system must be thoroughly
cleaned.
The causes of deposits in the cooling system may be leakages entering the
cooling water, breaking of the emulsion, corrosion in the system and cal-
careous deposits due to excessive water hardness. An increase in the
chloride ion content generally indicates sea water leakage. The specified
maximum of 50 mg/kg of chloride ions must not be exceeded, since other-
wise the danger of corrosion will increase. Exhaust gas leakage into the
cooling water may account for a sudden drop in the pH value or an increase
of the sulphate content.
Water losses are to be made up for by adding untreated water which meets
the quality demands according to section “Requirements”. The concentra-
tion of the anti-corrosion agent has subsequently to be checked and cor-
rected if necessary.
Checks of the cooling water are especially necessary whenever repair and
servicing work has been done in connection with which the cooling water
Operation/Operating media

was drained.
Protective measures
Anti-corrosion agents contain chemical compounds which may cause
health injuries if wrongly handled. The indications in the safety data sheets
of the manufacturers are to be observed.
Prolonged, direct contact with the skin should be avoided. Thoroughly wash
your hands after use. Also, if a larger amount has been splashed onto the
General

clothing and/or wetted it, the clothing should be changed and washed
before being worn again.

6680 3.3.7-01 EN 5 (7)

3.3.7 MAN Diesel

If chemicals have splashed into the eyes immediately wash with plenty of
Operating media

water and consult a doctor.

Anti-corrosion agents are contaminating load for the water in general. Cool-
ing water must therefore not be disposed off by pouring it into the sewage
system without prior consultation with the competent local authorities. The
respective legal regulations have to be observed.
Marine GenSets
If a marine auxiliary engine of the type 16/24, 21/31, 23/30H, 27/38 or
28/32H shares the cooling water system with a two-stroke main engine MAN
B+W Diesel type, the cooling water recommendation from the main engine
has to be followed.
Examinations
Examination We carry out the investigations on cooling water in our laboratories for our
customers. A representative sample of about 0.5 litre is required for the
examination.
Permissible cooling water additives
Chemical additives (chemi-
cals) - containing nitrite

Initial Minimum concentration ppm

Manufacturer Product designation dose per 1,000 Nitrite Sodium nitrite
litre Product (NO2) (NaNO2)
Ashland Water Technologies Liquidewt 15 l 15,000* 700 1,050
Drew Marine Maxigard 40 l 40,000 1,330 2,000
One Drew Plaza DEWT-NC 4.5 kg 4,500* 2,250 3,375
Boonton, New Jersey 07005
USA
Unitor Chemicals Rocor NB Liquid 21.5 l 21,500 2,400 3,600
KJEMI-Service A.S. Dieselguard 4.8 kg 4,800 2,400 3,600
P.O. Box 49
3140 Borgheim
Norway
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500
Chemicals (9-108) 10 l 10,000 1,000 1,500
P.O. Box 11 Nalfleet EWT 9-111 30 l 30,000 1,000 1,500
Northwich Nalcool 2000
Cheshire CW8DX, UK
Maritech AB Marisol CW 12 l 12,000 2,000 3,000
Operation/Operating media

P.O.Box 143
29122 Kristianstad
Sweden
Uniservice N.C.L.T. 12 l 12,000 2,000 3,000
Via al Santuario di N.S. Colorcooling 24 l 24,000 2,000 3,000
della Guardia 58/A
16162 Genova, Italy
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400
64 Sfaktirias Street Non-Chromate
18545 Piraeus, Greece
General

The values in the marked areas can be determined with the test kit provided by the chemical manufacturer.
1)

Table 2: Chemical additives - containing nitrites

6 (7) 6680 3.3.7-01 EN

MAN Diesel 3.3.7

Chemical additives (chemi- Product des- Initial dosing Minimum concentra-

Manufacturer

Operating media
cals) – free from nitrite ignation in 1,000 litres tion
Arteco Havoline XLI 75 l 7.5 %
Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants WT Supra 75 l 7,5 %
Paris, France
Ashland Water Technologies Drewgard 8l 1%
Drew Marine CWT
One Drew Plaza
Boonton, New Jersey 07005
USA
Table 3: Chemical additives - free from nitrite
Emulsifiable anti-corrosion Manufacturer Product designation
oils BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
Herts HP2 4UL, UK Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
Deutsche Shell AG, Überseering 35, Oil 9156
22284 Hamburg, Germany
Table 4: Emulsifiable anti-corrosion oils
Anti-freeze agents with cor- Manufacturer Product designation Minimum concentration
rosion-inhibiting properties BASF Glysantin G 48 35%
Carl-Bosch-Str. Glysantin 9313
67063 Ludwigshafen, Glysantin G 05
Rhein
Castrol Int. Antifreeze NF, SF
Pipers Way
Swindon SN3 1RE, UK
BP, Britannic Tower Antifreeze X2270A
Moor Lane,
London EC2Y 9B, UK
Deutsche Shell AG Glycoshell
Überseering 35
22284 Hamburg
Höchst AG Genatin extra (8021 S)
Werk Gendorf
84508 Burgkirchen
Mobil Oil AG Frostschutz 500
Steinstraße 5
20095 Hamburg
Operation/Operating media

Arteco, Technologiepark Havoline XLC 50%

Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants Glacelf Auto Supra
Paris, France Total Organifreeze
Table 5: Anti-freeze agents with corrosion-inhibiting properties
General

6680 3.3.7-01 EN 7 (7)

MAN Diesel 3.3.8

Examination of operating materials

Operating media
Monitoring is important
The engine oil and coolant must be monitored during use since contami-
nation and acidification limits the use of the lube oil, and if the quality of the
water is inadequate or the proportion of coolant additive in the coolant is
too low this can cause damage to the engine.
With engines using heavy fuel oil it is also important to monitor the specific
heavy fuel oil characteristics for optimum heavy fuel oil treatment. You can-
not always be sure that the values stated in the bunkering papers are appli-
cable to the delivery.
Test case
For comprehensive chemical and physical investigation of the operating
media, we recommend the following MAN Diesel Test case:
Medium Type Designation
Heavy fuel and lube oil A Fuel and lube oil analysis equip-
ment
Coolant concentrate B Coolant test equipment
Table 1: Test case for the investigation of operating media

Operation/Operating media

Figure 1: Test case A for investigating fuel and lube oil

General

6680 3.3.8-01 EN 1 (4)

3.3.8 MAN Diesel
Operating media

Figure 2: Test case B for investigating coolant

Parameter gives information Test -
Parameter Fuel Water Lube oil
or has influence on case
Density X X Separator setting A
Viscosity X X Separating temperature, injection vis- A*
cosity, lube oil dilution
Ignition behaviour CCAI/CII X Ignition and combustion behaviour, A
ignition pressure, pressure rise rate,
starting behaviour
Water content X X Fuel delivery and atomisation, corro- A
sion tendency
Test on sea water X X A
Total Base Number (TBN) X Neutralisation capability still available A
pH value X B
Pour point X X Suitability for storage and pumping A
Water hardness X Coolant treatment B
Chloride ion content X Salt deposits in the cooling system B
Anti-corrosion oil content X Corrosion protection in the cooling **
in the coolant system
Drop sample X Lube oil total contamination A
Operation/Operating media

Spot Test (ASTM-D2781) X Compatibility of the heavy fuel oil mix- A

ing components
Table 2: Parameters which can be investigated with the test cases
* Test case A contains the Viscomar device, by means of which the viscosity at various reference temperatures can
be measured. In combination with the Calcumar computer, the viscosity-temperature relationship can be deter-
mined (e.g. injection and pump temperature).
** Not included. It is provided by the supplier of the anti-corrosion agent.

Top-up sets are available for the chemicals used. Each test case includes
General

an extensive instruction manual which provides all details for use.

2 (4) 6680 3.3.8-01 EN

MAN Diesel 3.3.8

Other test equipment

Operating media
Lube Oil Tec For determining the water content, the Total Base Number (TBN) and the
viscosity of lubricating oils (limited alternative to test case A)

Figure 3: Lube Oil Tec

Port-A-lab For testing lube oil. Test scope comparable with Lube Oil Tec.

Refractometer For monitoring the metering of antifreeze agents (for stationary systems).

Sources of supply
Product Item number Source of supply
A Fuel and lube oil analysis equipment 09.11999-9005 1, 2
Chemical top up set for A 09.11999-9002 1, 2
B Coolant test equipment 09.11999-9003 1, 2
Chemical top up set for B 09.11999-9004 1, 2, 3
Lube Oil Tec 2
Port-A-lab 3
Operation/Operating media

Measuring equipment for determination of the con- 4

centration of nitrite containing corrosion preventa-
tives
Refractometer for determination of the concentra- 5
tion of antifreezes

Addresses
General

Source of supply Address

1 MAN Diesel SE, Augsburg, Department A-AUG

6680 3.3.8-01 EN 3 (4)

3.3.8 MAN Diesel

Source of supply Address

Operating media

2 Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg

3 Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg
4 Corrosion preventative supplier
5 Müller Gerätebau GmbH, Rangerdinger Straße 35, 72414 Höfendorf
Operation/Operating media
General

4 (4) 6680 3.3.8-01 EN

 MAN Diesel 3.3.11

Quality of intake air (combustion air)

Operating media
General
The quality and condition of the intake air (combustion air) exert great influ-
ence on the engine output. In this connection, not only the atmospherical
condition is of great importance, but also the pollution by solid and gaseous
matter.
Mineral dust particles in the intake air will result in increased wear. Chemical/
gaseous constituents, however, will stimulate corrosion.
For this reason, effective cleaning of the intake air (combustion air) and reg-
ular maintenance/cleaning of the air filter are required.
When designing the intake air system, it has to be kept in mind that the total
pressure drop (filter, silencer, piping) must not exceed 20 mbar.
Requirements
The concentrations after the air filter and/or before the turbocharger inlet
must not exceed the limiting values given in Table “Intake air (combustion
air) – characteristic values to be observed”.
Characteristic
Properties/feature Unit 1)
value
Particle size max. 5 μm
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/m3 (STP)
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 15
m (STP) cubic metre at standard temperature
1) 3

and pressure
Table 1: Intake air (combustion air) - characteristic values to be observed

Operation/Operating media
2008-11-10

General

6680 3.3.11-01 EN 1 (1)

MAN Diesel 3.4

Operative management I - Putting engine into operation

3.1 Prerequisites
3.2 Safety
3.3 Operating media
3.4 Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine

6703 3.4-1 EN 1 (1)

 MAN Diesel 3.4.1

Starting preparations/Starting and stopping the engine

Operative management I - Putting engine into operation

Preparations for start after short downtimes
Activate/check the systems In the case of short downtimes, the fuel pumps must remain in operation or
be put into operation if required. Start up pumps for lubricating oil and cool-
ant, if not fitted to the engine. Prime the engine lubrication. After a downtime
exceeding 12 hours, also open the indicator cocks and turn the running gear
with turning-over gearbox by approx. 3 rotations. In engines which are star-
ted in automatic mode, the slow-turn device can be activated instead.
Check whether the coolant and lubricating oil are preheated (if possible).
Set the shut-off elements in all systems to the operating position. The engine
is then ready to be started.
Checking fuel viscosity In the case of engines running on heavy fuel, check that the fuel viscosity
corresponds to the operating viscosity (see section 3.3).
Engine start is initiated by a pulse transmitted through the valve M 388/1 to
valve M 329/1 in the operating device on the engine. In an emergency, valve
M 329/1 can be actuated manually.
Moreover, the regulations for the remote control of marine engines must be
observed.
Preparations for starting with heavy fuel
If the required heating devices are available, the engine can also be started
with heavy fuel. When doing so, observe the conditions of piertopier oper-
ation:
Piertopier operation When in piertopier operation, the ship is moored or cast off in heavy fuel
operation without having to switch to diesel oil operation.
Starting the engine in heavy The following steps must be carried out for starting the engine in heavy fuel
fuel operation with piertopier operation:
operation
▪ In accordance with the conditions for piertopier operation, the tank
heating, fuel feed pump, final preheater and, if required, trace heating
and the preheating pumps in the fuel system must already be in oper-
ation.
▪ Switch on pump for cylinder coolant, followed by the preheating device,
if required. Required temperature approx. 60 °C.
▪ Switch on pump for nozzle coolant and then the preheating device.
Operation/Operating media

Required temperature approx. 55 °C.

▪ Switch on the preheating device for lubricating oil (Heating coil in the
service tank) or preheat lubricating oil in the bypass (Separator circuit).
48/60;L40/54;L58/64

Required temperature approx. 40 °C.

lube oil operation or standby pump must not be switched on until approx.
2008-11-25

10 min. prior to engine start in order to prevent the turbochargers from

being covered with lubricant due to insufficient sealing air when idle.

▪ In accordance with the conditions for pier-to-pier operation, the follow-

ing components must already be operational: the fuel feed pump, the

6640 3.4.1-03 EN 1 (9)

 3.4.1 MAN Diesel

heaters for the mixing tanks (if available), the heavy fuel pipes and the
Operative management I - Putting engine into operation

final preheater. The required temperature for heavy fuel in the service
tank is approx. 75 °C.
▪ The engine may be started when the required temperatures are reached,
and when the viscosity of the heavy fuel before entering the injection
pumps corresponds with the regulation (see section 3.3).

Starting preparations after a prolonged standstill or after overhaul work

After overhaul work, or a prolonged standstill (several weeks), the following
work has to be carried out before the engine is started:
Fuel oil system ▪ Drain and top up the settling tank and service tank.

▪ Empty filters and clean inserts.

▪ Set all the shut-off elements to the operating position.
For engines with heavy fuel operation when starting with diesel oil:
Switch on three-way cock such that supply starts from the diesel oil
service tank to the mixing tank (see plant side fuel oil system in Volume
000 Plant Information - Drawings).
▪ Switch on feed pump, vent injection pumps, pipes and filters.
▪ Check zero charge on the control rod of each injection pump and the
ease of movement of the rod.
▪ For heavy fuel operation: Start the heating equipment (unless perma-
nently on) and check it.
▪ Switch off the feed pump and the heating for the final preheater again
(danger of overheating).
coolant System ▪ Deslurry the coolant tank, coolers, pumps and pipes (engine, injection
valves, charge air cooler).
▪ Fill with coolant, check concentration of the corrosion inhibitor.
▪ Switch on coolant pumps or standby pumps (engine and injection
valves).
▪ Check coolant chambers and all connections for tightness.
▪ Check or open the leak water flow in the cylinder liner seal in the support
ring and in the charge air cooler housing to check for leaks.
▪ Check coolant pressure and water volume in the expansion tank.
▪ Check the expansion tank for deposited corrosion inhibitor oil (cylinder
cooling) and separated out fuel (injection valve cooling).
Operation/Operating media

▪ Switch off coolant pumps.

Lube oil system ▪ Pump out lubricating oil (from the sump and) from the reservoir tank and
48/60;L40/54;L58/64

clean oil chambers (do not forget exhaust turbocharger).

▪ Clean oil filter, separators and oil cooler.
2008-11-25

Add fresh lube oil or separate the existing fill.

▪ Put all cocks into the operating position and switch on the electrically
driven lubricating oil pump or standby pump.
▪ Check the running gear, the injection pumps and valve drive to ensure
that all bearing points are supplied with oil.

2 (9) 6640 3.4.1-03 EN

 MAN Diesel 3.4.1

▪ Check pipe connections and pipes for leaks.

Operative management I - Putting engine into operation

▪ Control lubricating oil pressure in front of the engine and in front of the
exhaust turbocharger.
▪ Disengage the turning-over gearbox again and shut off the lube oil
pump.
Combustion chamber moni- ▪ When the indicator valves are open, turn running gear with turning gear
toring by two rotations or activate "slow turn" instead. Ensure that there is no
escape of liquid at the indicator valves.
Starting system ▪ Drain compressed air tank and check, or fill if required.

▪ Check shut-off valves for ease of movement.

▪ Check tightness of the starting valves in the cylinder heads (see Work
Card in Volume 010.005 Engine - Working Instructions).
Clearances Check valve clearance.

Test run If possible, carry out short test run as follows:

▪ Start heating equipment for lubricating oil and cooling water, if available.
If the preheating temperatures have been reached, put the shut-off ele-
ments to the operating position, switch on the fuel, lubricating oil and
cooling water pumps, provided these are not fitted to the engine, and
start the engine. Operate the engine at low speed for approx. 10
minutes.
▪ Monitor the display devices during operation.
▪ Once the engine is running properly it should be loaded or shut down.
Avoid idling for a prolonged period. The engine should reach the oper-
ating temperature as quickly as possible since it is subject to increased
wear when cold.

Operation/Operating media
48/60;L40/54;L58/64
2008-11-25

6640 3.4.1-03 EN 3 (9)

 3.4.1 MAN Diesel

Start engine (with PGG speed governor)

Operative management I - Putting engine into operation

1 Display 3 Button
2 Filling lever 4 Actuating lever
Figure 1: Operating device (PGG speed governor)
Working steps ▪ Switch actuating lever (4) to "ON SITE" .

▪ Adjust the target speed value (if possible) to lowest value.

▪ Check that the display (1) "DO NOT START" does not light up
(if the display lights up, the engine cannot be started).
▪ Slide filling lever (2) to 50% ... 60%.
▪ Press key (3) "START", until the engine is running.
▪ Set filling limiter to desired value using the filling lever (2) (e.g. 100% as
shown in Fig. 1).
▪ Increase the target speed value.

Observe instructions in section 3.4 to 3.7 (Operative management I - IV) !

Operation/Operating media
48/60;L40/54;L58/64

2008-11-25

4 (9) 6640 3.4.1-03 EN

 MAN Diesel 3.4.1

Start engine (with PGG-EG speed governor)

Operative management I - Putting engine into operation

1 Display 4 Actuating lever
3 Button
Figure 2: Operating device (PGG-EG speed governor)
Working steps ▪ Switch actuating lever (4) to "NORMAL OPERATION WITH ELECTRICAL
GOVERNOR".
▪ Regulate target speed value to about 30% before starting by using the
setting knob.
▪ Check that the display (1) "DO NOT START" does not light up
(if the display lights up, the engine cannot be started).
▪ Press key (3) "START", until the engine is running.
▪ Adjust the target speed value on the existing setting knob.

Observe instructions in section 3.4 to 3.7 (Operative management I - IV) !

Operation/Operating media
48/60;L40/54;L58/64
2008-11-25

6640 3.4.1-03 EN 5 (9)

 3.4.1 MAN Diesel

Start engine (with PGA speed governor)

Operative management I - Putting engine into operation

1 Display 4 Actuating lever

2 Filling lever 5 Fine regulating valve
3 Button
Figure 3: Operating device (PGA speed governor)
Working steps ▪ Switch actuating lever (4) to "ON SITE" .

▪ Regulate set speed value to about 30% before starting by using the fine
regulating valve.
▪ Check that the display (1) "DO NOT START" does not light up
(if the display lights up, the engine cannot be started).
▪ Slide filling lever (2) to 50%
▪ Press key (3) "START", until the engine is running.
▪ Set filling limiter to the desired value using the filling lever (2).
▪ Adjust the target speed value on the fine regulating valve (5).

Observe instructions in section 3.4 to 3.7 (Operative management I - IV) !

Operation/Operating media
48/60;L40/54;L58/64

2008-11-25

6 (9) 6640 3.4.1-03 EN

 MAN Diesel 3.4.1

Start engine (with PGA-EG speed governor)

Operative management I - Putting engine into operation

1 Display 4 Actuating lever
3 Button 5 Fine regulating valve
Figure 4: Operating device (PGA-EG speed governor)
Working steps ▪ Switch actuating lever (4) to "NORMAL OPERATION WITH ELECTRICAL
GOVERNOR".
▪ Regulate target speed value to about 30% before starting by using the
fine regulating valve.
▪ Check that the display (1) "DO NOT START" does not light up
(if the display lights up, the engine cannot be started).
▪ Press key (3) "START", until the engine is running.
▪ Adjust the target speed value on the fine regulating valve (5).

Observe instructions in section 3.4 to 3.7 (Operative management I - IV) !

Shut down the engine

Operation/Operating media

If a longer downtime of the engine is planned after heavy fuel operation, the
engine should run under partial load for sufficient time in diesel fuel opera-
48/60;L40/54;L58/64

tion prior to shutdown until typical diesel fuel temperatures and viscosities
have been achieved.
Working steps ▪ Check whether there is enough compressed air in the compressed air
2008-11-25

tanks.
▪ Remove load from engine and operate it at low load.
▪ Shut down the engine.

6640 3.4.1-03 EN 7 (9)

 3.4.1 MAN Diesel

▪ If the operability of the engine is to be maintained for being started again

Operative management I - Putting engine into operation

soon, the fuel pumps must be kept operative and the coolant, lubricating
oil and fuel, if using heavy fuel, must be maintained at the operating
temperature. End recooling.
▪ Otherwise switch off the fuel feed pump.
▪ Allow the pumps for coolant and lubricating oil to continue running and
the engine to cool down at a standstill for 10 min. (if pumps are electri-
cally driven).
▪ Close all stop valves, especially the ones on the compressed air tanks.
Check the pressure gauges!
▪ Open all indicator cocks in the cylinder heads.
▪ Engage turning-over gearbox and attach warning sign to the control
station.
▪ Clean engine on the outside and carry out the required checks. Resolve
potential defects immediately, even if they do not seem to be important.

In the event of a frost hazard where no frost inhibitor is used, ensure that
the coolant is completely drained to prevent the cooling areas from
bursting as a result of freezing.

Shutting down the engine from heavy fuel operation

Switching off the engine in The following steps must be carried out for shutting down the engine in
heavy fuel operation during heavy fuel operation:
piertopier operation
▪ Engine cooling circuits remain in operation until the engine has cooled
down.
˗ HT coolant pump switched off, preheating pump remains in opera-
tion.
˗ Nozzle coolant pump switched off.
˗ lube oil pumps switched off.
▪ LT coolant pump remains operative. Engine preheating is carried out via
an auxiliary engine.
▪ Tank heaters, fuel feed pump, final preheater and trace heating in the
fuel system (if available) remain in operation. The required temperature
for heavy fuel in the service tank is approx. 75 °C.

Emergency stop
Operation/Operating media

Engine after emergency stop In order to be able to switch the engine off as quickly as possible in the event
48/60;L40/54;L58/64

of an emergency, each injection pump comes equipped with a built-in

pneumatic shutdown piston which, upon actuation with compressed air,
switches to a zero charge.
2008-11-25

Simultaneously, the speed governor is affected in such a way that the con-
trol linkage of the governor is also set to a zero charge.
This emergency stop device is triggered in two ways, as follows:

8 (9) 6640 3.4.1-03 EN

 MAN Diesel 3.4.1

1. Automatically, by a monitoring device (oil pressure detector, coolant

Operative management I - Putting engine into operation

temperature detector, speed transmitter etc. varies depending on the
engine).
2. Manually, by pressing an emergency button on the control station or
engine control station in the remote control.
In both cases, the emergency stop is displayed by a light in the control
station and possibly an acoustic signal.

In the event of emergency, when the manoeuvrability of the ship is more

important than avoiding engine damage, the emergency stop pulse can
be suppressed by pressing the override button in the switch cabinet or
engine control station.

Engine in heavy fuel operation If the engine has to be shut down directly from heavy fuel operation, the
Engine start after emergency following points must be taken into consideration (see plant side fuel dia-
stop gram in section 2):

▪ If the engine is restarted after a few minutes it is sufficient if the heating

equipment and one feed pump are kept in operation.
▪ If the engine standstill lasts longer, position the three-way cock (15) to
diesel oil operation and the three-way cock (16) to flushing. The feed
pump must be kept in operation until the heavy fuel is pumped back to
the heavy fuel service tank and the pipe system is filled with diesel oil.
Proceed to position the three-way cock (16) to normal operation and
switch off the feed pump.

If the cock (16) remains in the flushing position, diesel oil is pumped into
the heavy fuel service tank when the engine starts again.

▪ The injection pipes from the injection pump to the injection valves and
the injection nozzles themselves cannot be flushed. Sooner or later the
heavy fuel residues inside congeal, depending on the viscosity used.
Before the engine is put into operation again, these parts may have to
be removed, heated and drained if there are no special heating systems
available for starting the engine with heavy fuel.
Operation/Operating media
48/60;L40/54;L58/64
2008-11-25

6640 3.4.1-03 EN 9 (9)

 MAN Diesel 3.4.2

Switching from diesel oil to heavy fuel and vice-versa

Operative management I - Putting engine into operation

Switching from diesel fuel operation to heavy fuel operation
Preliminary Remarks During long-term diesel fuel operation the user should closely monitor the
diesel fuel temperature. Under these circumstances, the maximum temper-
ature limit may be exceeded in engines equipped with a fuel pressure sys-
tem for heavy fuel operation, due to the return flow of hot diesel oil into the
mixing tank. A temperature which is too high indicates low viscosity and
lubrication capacity with corresponding danger to the injector pumps. For
this reason, in this case, the stop-cocks in the return line must be set so that
the diesel oil returns to the diesel oil service tank, and not to the mixer tank
(see section 2.4 or plant-specific fuel schematic drawing).

Setting fuel return

When the system is changed over to heavy fuel, the fuel return must also
be switched back to the mixing tank. The heavy fuel will otherwise end
up in the diesel fuel service tank.

Prerequisites ▪ Engine is running on diesel fuel. Components are at operating temper-

ature.
▪ Heater system is operational. Heavy fuel temperature in the service tank
is continuously kept at approx. 75 °C.
Working steps ▪ Turn on the available heater systems for the mixing tank and heavy fuel
pipes.
▪ Switch three-way cock to heavy fuel operation (see system-specific fuel
pipe diagram).
▪ In systems with a viscosity measuring device and manual control of the
preheating temperature: Regulate the heating power of the final pre-
heater according to the data of the viscosity measuring device, so that
the desired viscosity is available at the injection pumps. The viscosity
value may be determined in the viscosity temperature diagram. (It is
dependent on the heavy fuel used).
▪ In systems with automatic regulation of the heavy fuel viscosity: The
viscosity regulating unit is set when the system is put into operation.
Under normal circumstances these settings should not be altered.
▪ Coolant output from the cylinders should be kept at approx. 80 °C.
These values should be taken as the absolute minimum requirement in
Operation/Operating media

case heavy fuel with a high sulphur content is used.

▪ Engine power must be reduced to ≤ 70%.

Switching from heavy fuel operation to diesel fuel operation

Preliminary Remarks On engines which are designed primarily for heavy fuel operation, the fuel
2007-04-17

injection valves are cooled during heavy fuel operation. When operating with
diesel oil for a longer period (MGO and MDO) of more than 72 hours, the
nozzle cooling must be switched off and the supply pipe must be closed off.
General

The return flow pipe, however, should be kept open.

6680 3.4.2-01 EN 1 (2)

 3.4.2 MAN Diesel

Working steps ▪ Approximately 30 minutes prior to turning off the engine the three-way
Operative management I - Putting engine into operation

cock should be switched to diesel fuel (see system-specific fuel pipe

diagram).
▪ Turn off the final preheater for systems with a manual control of the final
preheater.
▪ The engine may be turned off as soon as the heavy fuel in the supply
pipes has been consumed and substituted by diesel fuel.
▪ Turn off all heater units (if necessary).

Recommendation: Stop the engine during diesel fuel operation

Switching to diesel fuel has the advantage that the engine can always be
started without the necessity of having to preheat the system for hours.
Maintenance and overhaul work is substantially easier when the pipes
and the injection system are filled with diesel fuel.
Operation/Operating media

2007-04-17
General

2 (2) 6680 3.4.2-01 EN

 MAN Diesel 3.4.3

Permissible outputs and speeds

Operative management I - Putting engine into operation

Principles
Power, speed ... The following correlation exists between engine power, speed, torque and
the mean effective pressure:

and

the following applies:

pe mean effective pressure [bar]
Pe effective engine power [kW]
VH stroke volume [dm3]
n speed [1/min]
z Number of cylinders
Md torque [Nm]

Mean pressure The mean effective pressure corresponds to the mean value of the cylinder
pressures of the full four-stroke cycle. It is proportional to power and torque
and inversely proportional to the speed. It is possible to calculate it, based
on the known mechanical efficiency ηmech from the mean value of the indi-
cated pressures:

Synchronous speeds Three-phase generators are bound to the synchronous speed values:
Operation/Operating media

the following applies:

N Engine rated speed [1/min]
2008-11-06

F mains frequency [Hz]

P Number of generator pole pairs
Operating points/characteris- Stable working points of the engine are only the result of a balance of power,
General

tic curves speed and the quantity setting of the fuel feed pumps (charge). The supplied
energy must match the energy demand.

6680 3.4.3-01 EN 1 (5)

 3.4.3 MAN Diesel

When driving flow machines, such as propellers and pumps, the power
Operative management I - Putting engine into operation

demand increases approximately with the third power of the speed (P~n3).
At the higher power levels it is relatively difficult to achieve an increase in
the speed values. This is also applicable to increases in speed since the
ship's speed is directly related to the rpm value (n~v). The slope of the
power-speed-curve (of fixed-pitch propellers) or the location of the working
point range (of variable-pitch propellers) is determined by the propeller gra-
dient and the ship's resistance. Or, with pumps, it is determined by the
impeller setting.
In generator systems, changes of the pump charge will only result in a
change in power. With marine drive systems they only result in a different
power-speed combination.
Permissible outputs and speeds
During operation, the maximum speed and torque should be limited to 100
% in the first instance. Continuous power in diesel operation should be limi-
ted within ranges from 0 to 100 % in heavy fuel operation it should be limited
from 151) to 100 %. This occurs partly through design measures. These must
be supplemented by operating regulations.
Operation within the power range below 15 or 20 % is only permitted for a
short time. The recommended operating range is 60 - 90 % of the rated
power.
The permitted operating ranges of marine engines are shown in illustrations
1 and 2.
Operation/Operating media

2008-11-06
General

2 (5) 6680 3.4.3-01 EN

 MAN Diesel 3.4.3

Operative management I - Putting engine into operation

Figure 1: Permitted power-speed-range for single engine systems with fixed-
pitch propellers

1. Range II: Temporary permissible operating range, e.g. during accelera-

tion, when manoevering (torque limiting)
2. Range I: Operating range for continuous operation assumes a propellor
ease of movement of 1.5 - 3 %, whereby the lower value should be
strived for.
3. The theoretical propellor curve applies to a fully loaded vessel after an
extended operating period and for a possible acceptance run with zero
Operation/Operating media

thrust propellor.
4. FP design range of the fixed propellor operating range during shipyard
test run under conditions agreed in the contract (e.g. weather, load con-
ditions, water depth etc.) whereby the engine speed range between
103% and 106% may only be used for a maximum period of 1 hour.
5. MCR Maximum Continuous Rating (blocked power)
2008-11-06

1)
15 % not applicable to L/V 20/27 and 25/30. These have 20 % as the lower
General

limit of continuous part load operation.

6680 3.4.3-01 EN 3 (5)

 3.4.3 MAN Diesel
Operative management I - Putting engine into operation

Figure 2: Permitted power-speed ranges for single engine systems with

variable-pitch propeller without shaft generator
Concept Comment Concept Comment
Rating Effective engine power (Pe) I Operating range for continuous power operation
Speed RPM (n) II Temporarily permitted operating range, e.g. for
acceleration/manoeuvring
bmep Mean effective pressure (pe) 1 Load limit
2 Recommended combiner curve
3 zero thrust curve
MCR Maximum continuous power (blocked Installation range for variable-pitch propeller drive
Operation/Operating media

power) with combiner

Table 1: Key to illustrations 1 and 2 (texts abbreviated - not suitable for propeller arrangement or its inspection)
Other limitations
▪ Engines which serve mechanically as the main drive system for fixed-
pitch or variable-pitch propellers are blocked at 100 % power. Fixed-
2008-11-06

pitch propellor systems can be operated for short periods at max. 10%,
variable-pitch propellors at max. 5%, speed depression.
General

▪ Engines serving as a diesel-electrical main drive system for fixed-pitch

or variable-pitch propellers, are blocked at 110 % power. However,

4 (5) 6680 3.4.3-01 EN

 MAN Diesel 3.4.3

output power levels >100 % may only be used for a short period during

Operative management I - Putting engine into operation

acceleration and regulation processes.
▪ Engines which act as the power source for earthmovers are blocked,
depending upon the size of the engine, between 100 ... and 90 % and
must be operated at maximum 30 % speed depression.
▪ Engines serving as the drive system for fishing boats or tug boats are
blocked at 100 % performance and may be run at a speed reduction of
20 %.2)
These data are non-binding approximate values. The definitive stipulations
for operation are the conditions that were agreed between the purchaser,
the shipyard/planning agency and engine manufacturer.

Blocks/Limitations may not be removed without consultation with MAN

Diesel SE.

2)
Only applicable to engines 20/27 to 32/40

Operation/Operating media
2008-11-06

General

6680 3.4.3-01 EN 5 (5)

 MAN Diesel 3.4.4

Engine run-in

Operative management I - Putting engine into operation

Prerequisites
Engines require a run-in period:
▪ when put into operation on-site, if after test run the pistons or bearings
were dismantled for inspection or if the engine was partially or fully dis-
mantled for transport.
▪ after fitting new drive train components, such as cylinder liners, pistons,
piston rings, crankshaft bearings, big-end bearings and piston pin bear-
ings.
▪ after the fitting of used bearing shells.
▪ after long-term low-power operation (> 500 operating hours)

Supplementary Information
Adjustment required During the run-in procedure the unevenness of the piston-ring surfaces and
cylinder contact surfaces is removed. The run-in period is completed once
the first piston ring perfectly seals the combustion chamber. I.e. the first
piston ring should show an evenly worn contact surface. If the engine is
subjected to higher loads, prior to having been run in, then the hot exhaust
gases will pass between the piston rings and the contact surfaces of the
cylinder. The oil film will be destroyed in such locations. The result is material
damage (e.g. burn marks) on the contact surface of the piston rings and the
cylinder liner. Later, this may result in increased engine wear and high oil
consumption.
The time until the run-in procedure is completed is determined by the prop-
erties and quality of the surfaces of the cylinder liner, the quality of the fuel
and lube oil, as well as by the engine's load and speed. The run-in periods
indicated in illustrations 1 or 2 may therefore only be regarded as approxi-
mate values.
Operating media
Fuel The run-in period may be carried out using diesel fuel or heavy fuel. The fuel
used must meet the quality standards (section 3.3) and the design of the
fuel system.
For the run-in of gas four-stroke engines it is best to use the gas which is
to be used later in operation. Diesel-gas engines are run in using diesel
Operation/Operating media

operation with the fuel intended as the ignition oil.

Lube oil The run-in lube oil must match the quality standards (see section 3.3), with
regard to the fuel quality.

Flushing the lube oil system

Thorough flushing of the total lube oil system must be carried out prior
2008-11-06

to the engine's initial operation. (See Work Card 000.03).

General

Engine run-in
Cylinder lubrication The cylinder lubrication must be switched to "Running In" mode during
completion of the run-in procedure. This is done at the control cabinet or at

6680 3.4.4-03 EN 1 (4)

 3.4.4 MAN Diesel

the control panel (under "Manual Operation"). This ensures that the cylinder
Operative management I - Putting engine into operation

lubrication is already activated over the whole load range when the engine
starts. The run-in process of the piston rings and pistons benefits from the
increased supply of oil. Cylinder lubrication must be returned to "Normal
Mode" once the run-in period has been completed.
Checks Inspections of the bearing temperature and crankcase must be conducted
during the run-in period:
▪ The first inspection must take place after 10 minutes of operation at
minimum speed.
▪ An inspection must take place after operation at full load.
The bearing temperatures (camshaft bearings, big-end bearings and main
bearings) must be determined in comparison with adjoining bearing. For this
purpose an electrical sensor thermometer may be used as a measuring
device.
At 85% load after having reached full power, the operating data (ignition
pressures, exhaust gas temperatures, charge pressure, etc.) must be tested
and compared with the acceptance report.
Standard run-in programme The run-in programme may be carried out with fixed-pitch, variable-pitch,
or zero thrust propellers. The engine power should be within the marked
power range under the theoretical propeller curve during the run-in period
Illustration 1 or. 2. Critical speed ranges are thus avoided.
Running in during commis- Barring exceptions, four-stroke engines are always subjected to a test run
sioning on site in the manufacturer's premises. As such, the engine has usually been run
in. Nonetheless, after installation in the final location, another run-in period
is required if the pistons or bearings were disassembled for inspection after
the test run, or if the engine was partially or fully disassembled for transport.
Running in after fitting new If during revision work the cylinder liners, pistons, or piston rings are
drive train components replaced, then a new run-in period is required. A run-in period is also
required if the piston rings are replaced in only one piston. The run-in period
must be conducted according to Figure 1 and 2 or according to the asso-
ciated explanations.
The cylinder liner may be rehoned according to Work Card 050.05, if it is
not replaced. A transportable honing machine may be requested from one
of our Service and Support Locations.
Running in after refitting used When used bearing shells are reused, or when new bearing shells are instal-
or new bearing liners (crank- led, these bearings have to be run in. The run-in period should be 3 to 5
shaft, connecting rod and pis- hours under progressive loads, applied in stages. The instructions in the
ton pin bearings) preceding text segments, particularly the ones regarding the "Inspections",
and Figure 1 or 2 must be observed.
Operation/Operating media

Idling at higher speeds for long periods of operation should be avoided if at

all possible.
Running in after low load Continuous operation in the low load range may result in substantial internal
operation pollution of the engine. Residue from fuel and lube oil combustion may
cause deposits on the top land ring of the piston exposed to combustion,
2008-11-06

in the piston ring channels as well as in the inlet channels. Moreover, it is

possible that the charge air and exhaust pipe, the charge air cooler, the
turbocharger and the exhaust gas tank may be polluted with oil.
General

Since the piston rings have adapted themselves to the cylinder liner accord-
ing to the running load, increased wear resulting from quick acceleration

2 (4) 6680 3.4.4-03 EN

 MAN Diesel 3.4.4

and possibly with other engine trouble (leaking piston rings, piston wear)

Operative management I - Putting engine into operation

should be expected.
After a longer period of low load operation (≥ 500 hours of operation) a run-
in period should be performed again, depending on the power, according
to Figure 1 or 2.
Also see instructions in Section 3.5.4 "Low Load Operation".

Further information
For further information, you may contact the MAN Diesel SE customer
service or the customer service of the licensee.

A Variable-pitch propellor (engine speed) D Run-in period in [h]

B Fixed propellor (engine speed) E Engine speed and engine
power in [%]
C Engine power (prescribed range)
Figure 1: Standard running in programme for ship's main engines (variable
speed), engine type 32/40 + 32/44 CR

Operation/Operating media
2008-11-06

General

6680 3.4.4-03 EN 3 (4)

 3.4.4 MAN Diesel
Operative management I - Putting engine into operation

A Variable-pitch propellor (engine speed) D Run-in period in [h]

B Fixed propellor (engine speed) E Engine speed and engine
power in [%]
C Engine power (prescribed range)
Figure 2: Standard running in programme for ship's main engines (variable
speed), engine type 40/54 48/60 58/64
Operation/Operating media

2008-11-06
General

4 (4) 6680 3.4.4-03 EN

MAN Diesel 3.5

Operative Management II - Monitoring Operating Data

3.1 Prerequisites
3.2 Safety
3.3 Operating media
3.4 Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine

6703 3.5-1 EN 1 (1)

 MAN Diesel 3.5.1

Engine Monitoring /Performing Routine Duties

Operative Management II - Monitoring Operating Data

Engine Monitoring/Performing Checks
Modern engine systems are generally operated automatically using intelli-
gent control systems. Hazards and damage are precluded to a large extent
by internal testing routines and monitoring equipment. Nevertheless, regular
controls are required to ensure that the causes of potential problems are
detected as early as possible and promptly resolved. Moreover, the required
maintenance work must be performed within the periods required.
The checks described below pertain, at least during the guarantee period,
to the owner's duty of care. However, they should be continued after the
warranty term expires. The time and costs required are low in comparison
to those generated by troubleshooting failures or damage, which are unde-
tected or detected too late. Results, observations and handling of such
monitoring measures must be recorded in a machine log. In order to enable
an objective assessment of the observations, reference values must be
defined.
Continuous checks(hourly/ The continuous checks should extend to the following measures:
daily)
▪ Assess the operating status of the propulsion system, check for alarms
and shutdowns
▪ Visual and audible assessment of the systems,
▪ Check of output and consumption values,
▪ Check of the filling level of all service fluid tanks,
▪ Check of the most essential engine operating data and ambient condi-
tions,
▪ Check of the engine, turbocharger and generator/propeller for smooth
running.
Periodic checks(daily/weekly) In somewhat longer intervals the scope of the continuous checks should be
supplemented according to the following points.
▪ Checking the progress of the operating hours and the conformance of
the operating hours in multiple engine systems,
▪ Evaluation of the progress of the number of starts,
▪ Check the printers or recording instruments,
Operation/Operating media

▪ Check all of the relevant engine operating data,

▪ Evaluation of the stability of the speed governor and control linkage,
▪ Check for unusual vibrations and strange running noises,
▪ Check of the functionality of all systems, units and main components ,
Check of the condition of the operating media.
2008-11-26

Routine jobs
General

The following routine jobs must be performed at intervals in accordance with

requirements:

6680 3.5.1-03 EN 1 (5)

 3.5.1 MAN Diesel

Fuel System ▪ Check and fill the service tank (Diesel oil and heavy fuel) as required.
Operative Management II - Monitoring Operating Data

Drain this tank before switching to another tank.

▪ Never completely drain the service tank, since air would fill the fuel pipes
and the injection system would have to be bled.
▪ Regularly drain or suck water and slurry from the reservoir tanks since
otherwise sediment could accumulate up to the level of the drain pipe.
▪ Regularly clean filters and separators.
▪ Check for cleanliness when taking on fuel. Perform a spot test of the
fuel at each bunkering (see Work Card 000.05) and keep these together
with the engine operating data logs. The fuel must comply with the
quality requirements.
Engines with heavy fuel operation:
▪ Heat the heavy fuel until the required viscosity is obtained for the injec-
tion pumps. See figure 1. Supplementary information is included in the
viscosity temperature diagram in Section 3.3.4.

Figure 1: Viscosity temperature diagram (summarised version)

▪ Do not mix heavy fuels with varying viscosity or heavy fuel with distillate.
This could cause instability and lead to failures in the operation of the
engine.
Operation/Operating media

▪ Separate heavy fuel in single or double stages, depending on the sys-

tem.
Lube oil system ▪ Check the lubricating oil level in the service tank and top up with oil if
required.
▪ Check lubricating oil temperatures in front of and after the cooler.
2008-11-26

▪ Monitor the lubricating oil pressure at the control station and set to the
stipulated operating pressure if required. It is not significant if the oil
pressure exceeds the normal value after starting a cold engine, since,
General

as the oil warms up, it will decrease to the set operating pressure.

2 (5) 6680 3.5.1-03 EN

 MAN Diesel 3.5.1

Oil pressure

Operative Management II - Monitoring Operating Data

If the oil pressure drops, switch the engine off immediately!

▪ Check lubricating oil at the stipulated intervals (see maintenance sched-

ule, section 4) for water content.
▪ Use lubricating oil which corresponds to the stipulated quality require-
ments (see section 3.3).
▪ Regularly clean filters and separators.
Coolant System ▪ Check the coolant level in the expansion tanks (cylinder and injection
valve cooling) and top up if required. Check corrosion inhibitor concen-
tration (see quality requirements sheet 3.3.7 and Work Card 000.07).
▪ Check coolant outflow temperatures. If the temperature should rise
above the stipulated highest value and cannot be adjusted, the engine
load must be reduced and the failure remedied. Only cool down slowly
in order to prevent heat stress inside the engine.
▪ Set the coolant outflow temperature according to the stipulated value
(see section 2.5). If the engine is run whilst cold there is increased cyl-
inder liner wear and corrosion as a result of the sulphur content in the
heavy fuel. Fuel consumption will also increase.
▪ When, for marine engines, manoeuvres are performed in heavy fuel
operation (Pier-to-pier-operation), cooling should be monitored so that
the coolant temperatures remain as high as possible.

Engine coolant
In the event of failures in the engine cooling circuit, especially if the
coolant pump fails, the engine must be switched off immediately!

Starting air system ▪ After starting the engine, the compressed air tanks must be refilled
immediately in order to have the required compressed air available at
all times.
▪ The pipes from the distributing pipe to the starting valves must be
checked for heat build-up after starting the engine. If a pipe becomes
too hot the valve in question is not tight. The valve should be overhauled
as soon as possible or replaced. The valve seat and valve cone could
otherwise be destroyed.
Charge air system ▪ High air humidity may cause large amounts of condensed water to
Operation/Operating media

accumulate in the charge air pipe (refer to Section 3.5). The outflow of
the existing leak water pipe on the charge air cooler must be checked.
If condensed water is drained via a float valve, check that it is functioning
properly.
▪ The charge air pressure in the test run record is to be compared with
2008-11-26

the one on the engine. It permits conclusions to be drawn concerning

the condition of the exhaust gas turbocharger and the charge air cooler.
The charge air pressure in front of and after the charge air cooler, dis-
General

6680 3.5.1-03 EN 3 (5)

 3.5.1 MAN Diesel

played on a differential pressure gauge, is a yardstick for the contami-

Operative Management II - Monitoring Operating Data

nation of the cooler air side.

See technical documentation Volume 010.005 Engine - Working Instruc-
tions, Work Card 000.40.

Additional work/instructions
Operating values ▪ The exhaust temperatures can vary slightly, despite the fact that the
cylinders all produce the same power. Do not set the cylinders to the
same exhaust temperatures.
▪ The cylinders must be loaded as evenly as possible. This may be deter-
mined by matching the ignition pressures and the control linkage posi-
tions of the injection pumps.
▪ The exhaust temperatures must be controlled and compared with the
values measured previously (acceptance record). If greater differences
are detected, the cause must be ascertained and the failure remedied.
▪ Check the exhaust clouding. Oil in the combustion chamber makes the
exhaust bluish, poor combustion or overload makes the exhaust dark
or black.
▪ The engine output must be reduced if the intake air temperatures deviate
from the values stipulated for the pipe definition.
Indicator diagrams (not valid All cylinders should be indexed at the indicated intervals (see maintenance
for gas engines) schedule in Section 4). For this indexing at ignition pressures ≤ 160 bar, a
mechanical device (e.g. an indicator by Maihak) can be used. At higher igni-
tion pressure ratings, an electronic measuring device may be used. Pres-
sure-stroke diagrams can be produced using an electronic ignition pressure
measuring device, e.g. by Baewert, Meerane (See supplementary sheet
3.5.2). The shape of the compression/expansion line permits the ignition
point and the ignition pressures to be determined, providing a useful com-
parison of the loading of the individual cylinders. The ignition pressures may
only deviate slightly from the average value ( 5 %) and must not exceed the
stipulated value. Higher pressures indicate premature injection or an exces-
sive injection volume whilst lower pressures indicate late injection or exces-
sively low injection volumes. A comparison of diagrams with those taken
from the new engine permits potential irregularities to be detected. For later
comparisons the following values should be noted on each diagram: Turbine
speed, charge air pressure, exhaust temperature per cylinder, engine speed
(rpm), injection pump charge, marking gauge and possibly the fuel con-
sumption during the indexing.
Determination of output The performance output of marine engines may be determined based on
Operation/Operating media

the measured operating data concerning the charge of the injection pumps.
In the case of Diesel generator sets, the engine output can be determined
from the generator output. Please refer to Section 3.5.
Running gear bearings In order to quickly detect bearing damage and to avoid subsequent damage,
various safety devices are fitted to the engine. The following systems are
used:
2008-11-26

The oil mist detector checks the oil mist density in the crankcase of each
cylinder (for V-engines of one cylinder pair) and triggers an audible and visi-
General

ble alarm in case of smoke development due to evaporating lube oil due to
high bearing temperature or prospective piston damage.

4 (5) 6680 3.5.1-03 EN

 MAN Diesel 3.5.1

The bearing temperature monitoring system uses resistance thermometers

Operative Management II - Monitoring Operating Data

fitted in the bearing bodies of the crankshaft main bearings. These ther-
mometers pass corresponding pulses to the safety system, thereby releas-
ing audible and visible alarms or shutting down the engine automatically.
The splash oil monitoring system indirectly calculates the temperatures of
each individual running gear (or running gear pair in the case of V engines)
via the splash oil. In case a defined maximum value or the admissible devi-
ation from the mean value is exceeded, the safety system initiates an engine
shutdown. This device enables initial damage to the running gear parts and
bearings to be detected at a very early stage.

Operation/Operating media
2008-11-26

General

6680 3.5.1-03 EN 5 (5)

 MAN Diesel 3.5.2

Engine Log Book/Engine Diagnosis/Engine Management

Operative Management II - Monitoring Operating Data

Engine Log Book
Classification Bodies and many Monitoring Authorities require that an
engine log book be kept. We also recommend that you record the checking
procedures in an engine log book, in spite of having printing devices avail-
able. In the log you may also record observations and activities as well as
the necessary actions. The following information should also be entered into
the engine log book:
▪ Measurement and test results,
▪ Fuel change and refuelling,
▪ Experiences/conclusions from maintenance and repair work.
It depends on the measurements taken by the Manager/Chief Engineer, to
turn the engine log book into a useful tool or an important instrument of
operative management.
Since opinions regarding the form of the engine log book differ substantially,
we have not provided a sample log. We are, however, willing to provide you
with support and to help you, in particular, in recording reference values.
The primary sources of information should be the test run and commission-
ing protocol as well as the "List of Measuring and Control Devices".
Valuable experience/information for decisions can be collected when
important operating data, service life data or actions are not only recorded,
but also represented in the course of time. For this purpose, diagrams sim-
ilar to figure 1 may be useful. This approach provides a simple tool for trend
analysis.

Operation/Operating media
2008-11-06

Figure 1: Diagrams for Trend Analysis

Engine diagnosis with electronic ignition pressure measuring devices
General

Visual/acoustic checks of the engine, entries in the engine log book and
interpretations over operating time are used, in a conventional way, for the

6680 3.5.2-04 EN 1 (5)

 3.5.2 MAN Diesel

assessment of the current or expected condition. Information at a higher

Operative Management II - Monitoring Operating Data

level may be gained using a mobile ignition pressure and injection pressure
meter, e.g. the Baewert HLV-2000. Pressure at the indexing connection is
measured with the device (if necessary of several engines) and displayed
on a LCD as a diagram over the crankshaft angle or as a table. The corre-
sponding mean indexed pressures are also calculated. The measured data
may also be printed out using a connecting cable or be made accessible to
a PC via a COM1 or COM2 interface. The injection pressure can be meas-
ured and displayed in a similar way. DMS sensors are required for this which
have to be installed in the injection pipes.
Electronic firing pressure measuring devices permit the person in charge to
draw reliable conclusions regarding the load distribution from cylinder to
cylinder and the deviations from normal combustion and injection circum-
stances, based on the measured values, pressure behaviour and diagrams.
They provide the basis for decisions (depending on the performance spec-
trum) concerning the correction measures and maintenance or repair work
which, in turn, may reduce operating expenses and breakdown times.

Figure 2: Baewert firing pressure measuring device type HLV 2000

System Company
Indicator system HLV 2000 Baewert GmbH
Postfach 177
D-08393 Meerane
Operation/Operating media

Digital Pressure Indicator DPI Leutert GmbH & Co.

Schillerstraße 14
D-21365 Adenhofen
Peak pressure indicator LEMAG-PRE- Lehmann & Michels GmbH
MET LS Marlowring 4
D-22525 Hamburg
2008-11-06

Table 1: Electronic Indicator Systems

Engine Diagnosis with CoCoS EDS
General

CoCoS EDS (Engine Diagnosis System) is an engine diagnosis and trend

analysis system which presents the current measured data of the diesel
engine on a PC. It was developed by MAN Diesel SE and is a component

2 (5) 6680 3.5.2-04 EN

 MAN Diesel 3.5.2

of the CoCoS engine management system. The diagnosis system, which

Operative Management II - Monitoring Operating Data

makes available the skills of outstanding technical experts, allows perma-
nent diagnosis of
▪ the function of charge, combustion and injection,
▪ the temperatures and pressures of air, gas, oil and water systems,
▪ the temperature of the components,
▪ the condition of the air filter, compressor, charge air cooler, turbine and
exhaust gas tank.
EDS offers three user levels which are available at any time:
▪ Monitoring,
▪ Trend and
▪ Diagnosis
Monitoring EDS receives the operational data from the engine alarm system. The values
are captured for an interval of 3 seconds. The values can be displayed using
different freely configurable views.
A 60 minute history of the captured operational data is always available to
the user at any time. When the engine stops the history is saved on the
diagnosis PC and is available for later evaluation, e.g. in the event of an
emergency stop.

Operation/Operating media

Figure 3: CoCoS EDS Monitoring-Visualisation of measured data

EDS transforms the measured values in such a way that the detected values
describe the engine's actual condition, under observance of physical and
2008-11-06

thermodynamical procedures. The measurement protocols can be called

up in various presentation formats.
Trend In addition to this, the user can extend his trend database by another meas-
General

urement database by regular measurements, including ignition pressure

measurements using the HLV-2000. The depth of the measurement trend

6680 3.5.2-04 EN 3 (5)

 3.5.2 MAN Diesel

is not limited in time. The measurements can be displayed and printed out
Operative Management II - Monitoring Operating Data

both graphically as a trend, and as a report / measurement protocol.

Figure 4: CoCoS EDS Trend - Operating data are displayed over a specific time
period.
Diagnosis The so-called diagnosis is carried out every 5 minutes. This diagnosis is able
to detect any deviations in the operating data from their normal value, irre-
spective of current load and external influences.
On demand, the user receives the following information:
▪ Date and time of the first distinctive and most recent occurrence of the
malfunction,
▪ The type of malfunction and
▪ The cause of the malfunction.
Operation/Operating media

2008-11-06
General

4 (5) 6680 3.5.2-04 EN

 MAN Diesel 3.5.2

Operative Management II - Monitoring Operating Data

Figure 5: CoCoS EDS Diagnosis
CoCoS EDS provides the user with the necessary information concerning
the engine's actual condition as well as the comprehensive experience of
the MAN Diesel SE engine developers and service engineers.

Operation/Operating media
2008-11-06

General

6680 3.5.2-04 EN 5 (5)

 MAN Diesel 3.5.3

Load curve during acceleration/manoeuvring

Operative Management II - Monitoring Operating Data

Acceleration and load times of diesel engines in marine systems
Diesel engines must not be subjected to quick acceleration and decelera-
tion. The following aspects must be taken into account.
▪ Thermal and mechanical loads,
▪ Exhaust gas clouding,
▪ Power output of the turbocharger.
The shortest possible acceleration and deceleration of marine driving
motors is correspondingly defined in Figure 1.

Time (min.) with preheated engine Time (min) with engine at preheating temperature
(Oil temperature ≥ 40°C, fresh water tem- (lube oil temperature ≥ 40°C, freshwater temperature ≥
Operation/Operating media

perature ≥ 60°C) 60°C)

Figure 1: Load curve during manoeuvring
Acceleration In the AHEAD direction, 60 % of the power may not be released until 15
seconds have passed for emergency manoeuvres or before 30 seconds
have passed for normal manoeuvres. At least 30 seconds or 3 minutes
2008-11-06

should have passed before acceleration to 100 % power. Diagram part 3.

In the ASTERN direction, 70 % of the power may not be released before 15
seconds or 40 seconds have passed. Higher power output is not available
General

because of the propeller characteristics. Diagram part 2.

Deceleration In case of deceleration from FULL SPEED AHEAD to STOP at least 15 sec-
onds should pass, from FULL SPEED ASTERN to STOP at least 10 seconds

6680 3.5.3-01 EN 1 (2)

 3.5.3 MAN Diesel

should pass. Diagram part 1/4. With faster deceleration the turbocharger
Operative Management II - Monitoring Operating Data

may start pumping.

Moreover, you should con- As far as possible, marine main engines in preheated condition should not
sider ... be operated at a speed of more than approx. 75 % speed or approx. 40 %
load. Only having reached the operating temperature may they be subjected
to full load.
In determining the acceleration and deceleration times it must be consid-
ered that the time constants for the dynamic characteristics of the engine
vis-à-vis the ship's drive system are very different. For marine driving motors
ratios from 1:100 are common. This means that the engine responds much
more quickly than the ship. Higher acceleration and deceleration speeds of
the engine, therefore, have little effect on the ship's manoeuvring charac-
teristics (apart from e.g. tug boats and ferry boats).
For normal manoeuvring characteristics, therefore, we strongly advise users
to observe the normal time sequences and to only run emergency manoeu-
vres as an exception. This may provide a substantial contribution to long-
term reliable operation.
For engines that are operated locally, the acceleration and deceleration
sequences should be observed by the engine room personnel. For engines
that are operated remotely, the acceleration and deceleration times, as well
as the load controlling programmes for normal and emergency manoeuvres
must be integrated in the remote control system. This requires mutual
agreement between the purchaser, shipyard and engine manufacturer.
Operation/Operating media

2008-11-06
General

2 (2) 6680 3.5.3-01 EN

 MAN Diesel 3.5.4

Part-load operation

Operative Management II - Monitoring Operating Data

Part-load operation
Definition ▪ In principle, the following load conditions are differentiated:

▪ Overload: > 100 % of the full load power

▪ Full load: 100 % of the full load power
▪ Partial load: < 100 % of the full load power
˗ Low load: < 25 % of the full load power
Correlations The best operating conditions for the engine are dictated by an even load
ranging from 60 % to 90 % of full load power. The engine's controls and
system design are based on full load performance.
During idling or engine operation at a low load, combustion in the combus-
tion chamber is incomplete. This may result in the creation of deposits in
the combustion chamber, which will lead to increased soot emission and to
increasing cylinder contamination.
In part-load operation, and during the manoeuvring of ships, the coolant
temperatures cannot be controlled in such a way that they remain high dur-
ing all load conditions. This is, however, especially important during oper-
ation with heavy fuel.
More favourable conditions From the outset, those engine designs best equipped for low load operation
are those that are equipped with
▪ a two-stage charge air cooler, where the second stage may be turned
off to improve the operating data.
▪ a two-stage charge air cooler and an HT-LT switch that allows LT stage
to be supplied with HT water.
HT: High Temperature LT: Low Temperature

Operation on heavy fuel Based on the above, the low load operation with heavy fuel in the range of
< 20 % of the full load may not be extended without limitation. According
to Figure 1, the engine must be transferred to Diesel fuel operation after a
phase of low load operation or, it must be operated, immediately after the
low load phase, at a higher load on heavy fuel (> 70 % of full load) in order
to reduce the deposits in the cylinders and the exhaust gas turbocharger.
If a low load operation is scheduled to take place for a longer duration than
depicted in Figure 2, then the engine should be transferred to Diesel oil
operation.
Operation/Operating media

A long-term operation with heavy fuel in the load range < 25 % of the full
load should definitely be discussed with MAN Diesel SE.
Operation on Diesel fuel The following regulations apply to low-load operation on Diesel fuel:

▪ Continued operation under 15 % of the full load should be avoided if

possible.
2009-01-13

If this cannot be avoided, extraordinary measures (e.g. the use of partial-

load injection nozzles) should be discussed with MAN Diesel SE.
General

▪ An idling operation, particularly with a nominal speed (generator oper-

ation) is only permissible for a period of 1 to 2 hours at the most.

6680 3.5.4-01 EN 1 (2)

 3.5.4 MAN Diesel

No limitations apply to power delivery in excess of 15 % of the full load,

Operative Management II - Monitoring Operating Data

provided that the engine's required operating data are observed.

P: Full load performance in % t: Operating time in hours (h)

Figure 1: Time limitations for part-load operation with heavy fuel (left), duration of "recovery operation" (right)
Explanations Left-hand Figure: Time limitation for the part-load operation with heavy fuel.

Right-hand Figure: Required operating time with > 70% full load power after
low load operation with heavy fuel. Acceleration time from running power to
70 % of full load power at least 15 minutes.
Example Line a At 10 % full load: max. 19 hours of heavy fuel operation permitted fol-
lowed by transfer to Diesel oil or
line b operate engine approx. 1.2 hours at a minimum of 70 % of the full load
in order to burn off deposits. Subsequently, part-load operation with
heavy fuel may be continued.
Operation/Operating media

2009-01-13
General

2 (2) 6680 3.5.4-01 EN

 MAN Diesel 3.5.5

Calculation of the engine power and the status of the working point

Operative Management II - Monitoring Operating Data

Preliminary Remarks
The engine power is one of the most important operating values. It serves
as a standard for the assessment of the engine's operating efficiency and
reliability. However, it also serves as a reference value in the assessment of
other operating data. Working points are combinations resulting from per-
formance and related speeds, or from speeds and the related fuel pump
charges. The position of the working points allows conclusions to be drawn
concerning the following points:
▪ Changed resistance factors (of the ship),
▪ Losses, leaks, damage
▪ Effectiveness of the injection system, the charging system and the load
changing system.
For older systems (> 30,000 hours of operation) a reliable evaluation is only
possible for working points for which all of the three above-mentioned
parameters are known. Under certain circumstances other relevant operat-
ing data must be considered in order to reach a reliable conclusion.
Fundamental Options
For marine driving engines With marine driving engines the effective engine power Pe is not easily
measurable. This would require a torque measurement. Even from indicator
diagrams, the indicated power of medium-speed, 4-stroke diesel engines,
Pi, cannot be determined.
Alternatively, the working point may be calculated based on the speed and
the mean value of the pump charges. Based on these figures, the related
effective power output may be found. A prerequisite is the use of the same
fuel at the same fuel temperature.
For generator units For generator units, the effective engine power output may be determined
fairly accurately based on generator performance PW, which is measured
continuously, and on the generator's efficiency ηgen, which does not alter
much over the standard operating range. This approach, however, does not
permit any assessment of possible modifications in the engine or generator.
Alternatively, or additionally, working points may be obtained as indicated
above, and the performance values compiled may be compared.
Preparations
Operation/Operating media

During the engine's run-in period at the factory, the mean value of the pump
charges over the power output are recorded and presented in the form of a
graph in the acceptance report. This applies in the same way to marine
engines and stationary engines. For marine engines, the values are entered
on an additional sheet in relation to 3 propeller charts. The diagram corre-
2008-12-02

sponds to Figure 1. For the calculation of the working point and the engine
power output one should, therefore, refer to the respective diagram in the
acceptance report.
General

With these tools it is possible to determine engine output power and to

assess the working points. For this reason, on marine driving engines, dur-
ing the maiden voyage and immediately afterwards with a loaded ship, it is

6680 3.5.5-01 EN 1 (4)

 3.5.5 MAN Diesel

necessary to simultaneously record the engine speed as well as the pump

Operative Management II - Monitoring Operating Data

charges. This should take place under different engine power conditions,
normal operating and weather conditions and with the fuel intended for
continuous operation. For ships with variable-pitch propellers, you must
ensure that the pitch is the same. The working points determined in this way
must be entered on the diagram. They will serve as reference values for
parameters that will be evaluated in the future. In the meantime, they should
be interpreted in accordance with the diagram in the acceptance report.
For stationary engines, it is only necessary to copy the pump charges from
the acceptance report to the form.

Engine Test Run

The engine test run is normally performed with diesel oil (MDO) or gas oil
(MGO). In case of operation with heavy fuel oil (HFO) the pump charges
are almost the same.

Calculation of working point and engine power

Example (marine driving The calculation of the working point and the engine output is done in a
engine) manner similar to that in the example in Figure 1. In this case, the charac-
teristic values are:
Engine type XY
Rated power 6200 kW
Rated speed 450 rpm

Working steps Required procedure:

▪ Measure the speed and the fuel pump charge. The following values were
determined:
Speed 432 rpm
Pump charge 59 mm

▪ Convert the measured speed into a percentage of the rated speed. The
result in this case is 96 %.
▪ Locate the speed value (96%) on the speed axis and extend this point
upwards, perpendicular to the axis.
▪ Locate the charge value (59 mm) on the charge scale and extend parallel
to the nearest charging line (arrow) to the speed line.
The point of intersection = working point.
▪ Draw a horizontal line through the point of intersection to the power axis
Operation/Operating media

and check the value. The result in this case is 86%.

▪ Calculate the related engine power output.
2008-12-02
General

2 (4) 6680 3.5.5-01 EN

 MAN Diesel 3.5.5

Operative Management II - Monitoring Operating Data

Operation/Operating media
2008-12-02

1 Limiting curve for power output 6 Line of constant charge

General

2 Recommended combiner curve 7 Range of blow-over flap, open

4 Blow-off flap, open 8 Range of charge air preheating
5 Line 100% torque and 100% mean effective pressure
Figure 1: Sample diagram to determine the working point and engine output

6680 3.5.5-01 EN 3 (4)

 3.5.5 MAN Diesel

Prerequisites Diagram of the characteristics, correspondingly prepared, characteristic

Operative Management II - Monitoring Operating Data

working points supplemented, adjusted to the normal fuel.

Generator units For generator units, the procedure should be applied in a similar way. Work-
ing points can only be found here at the 100% speed line, or immediately
next to it.
Evaluation of the results
The determined working point must be located within the permitted oper-
ating range. For marine driving engines, therefore, at least in a new ship and
with a new engine, to the right of the theoretical propeller curve.
The design of the drive system is correct if the following charge values apply
at the rated speed when the equipment is new:
Fixed-pitch propeller 85 - 90 %
Variable-pitch propeller 85 - 100 %
Generator units 100 %

See section 3.4 - Permissible power and speed.

Displacement of working points to the left may, under the same initial con-
ditions, be attributed to higher ship resistance, propeller changes (larger
diameter, increased pitch) or propeller damage.
Upward displacement of working points (higher charge values) may be
attributed to lighter fuels, higher preheating temperatures, functional
defects or wear in the injection system or functional defects in the charging
system/load change system. The wear of injection pump plungers and
actuators with normal fuels and effective preheating and cleaning devices
occurs only after a substantial operating period (> 30,000 operating hours).
Since the number of possible influential factors is great and their influence
not easily evaluated, we recommend that, if in doubt, you contact the near-
est customer service facility or service referral site of MAN Diesel SE, Augs-
burg.
Profitable performance, rpm values and speeds
The usual test run and commissioning programme of marine main engines
does not only includes the calculation of the engine speeds and pump
charges as described in the "Preparations" section, it also includes estab-
lishing the achieved speeds and the related fuel consumption figures.
The following related values are required for operational/economical deci-
sions.
▪ Engine speed/charge,
Operation/Operating media

▪ Ship speed and

▪ Fuel consumption
With your assistance, the following questions can be answered reliably.
▪ How much fuel is required to cover route A at speed B?
2008-12-02

▪ At what rpm/speed (economical speed) does the ship have the greatest
range with a specific amount of fuel?
General

4 (4) 6680 3.5.5-01 EN

 MAN Diesel 3.5.6

Operation at reduced speed

Operative Management II - Monitoring Operating Data

Changes in operating conditions
Marine driving systems are subject to external influences which may effect
a shift of the working points. A working point or propeller curve/character-
istic propeller field shift to the left, in the direction toward lower speeds are,
for example:
▪ increased drive resistance factors or
▪ increased ship resistance factors
These are caused, for example, by encrustation and increased roughness,
inappropriate propeller design, propeller modifications (larger diameter/
higher pitch) or propeller damage.
Limits of operation at reduced speed
Under the stated conditions, the engine does achieve its full torque as
before, but it does not reach full speed - it no longer reaches the permissible
rated power, in any case. Engine operation at a reduced/limited speed in
this way is limited as follows:
Application Permissible speed reduction1) Related rated power (blocked)
Marine main engine with variable- -- 100 %
pitch propeller
Marine main engine with fixed-pitch ≤ 10% 90%
propeller
Suction dredger / mechanical pump ≤ 30% 90%
drive ≤ 30% 90%
Engine 20/27, 25/30
Engine 32/40 - 58/64
Table 1: Maximal permissible speed reduction
These details are approximate values. The definitive stipulations for operation are the conditions that were agreed
1)

between the purchaser, the shipyard/planning agency and engine manufacturer.

Based on the following points, operation at a greater speed reduction at full

torque is not permitted.
▪ decreasing surplus air for combustion (tendency to contamination/car-
bon deposits on parts exposed to gases),
Operation/Operating media

▪ increasing component temperatures, which endanger important com-

ponents (exhaust valves, cylinder heads, pistons, etc.)
▪ Danger, since a contaminated turbocharger will reach the pumping limit
of the compressor.
Since sustained operation at a reduced speed is unfavourable, not only for
2008-11-06

engine technology reasons, but also due to the lower speed of the ship,
everything should be done to reduce or remove avoidable resistance. The
most effective starting point for counter-measures are the above types of
General

resistance.

6680 3.5.6-01 EN 1 (1)

 MAN Diesel 3.5.7

Equipment for engine modification for special operating conditions

Operative Management II - Monitoring Operating Data

Overview
MAN Diesel four-stroke engines and turbochargers are designed in such a
way that the best results are obtained, e.g. with regard to fuel consumption
and emissions, under normal service conditions. Special operating situa-
tions can, however, be better accommodated using supplementary or alter-
native equipment.
Table 1 shows such equipment for adapting the engine the special operating
conditions/for optimising the operation behaviour. It contains the preferred
fields of application. The table is intended to provide you with an overview
of the existing possibilities and their definition.
Definition/
Equipment/Measure Ship Stationary
Load condition
Blow off charge air Full load X X
Bypass charge air Part load X
Preheating the charge air tempera- Part load X
ture
(charge air cooler 2 stage)
Control the charge air temperature Part load/ X X
(CHATCO) Full load
Blow off waste gas Full load X
(Waste Gate)
Accelerate turbocharger Manoeuvring X X
(jet assist) application of load
Adjust injection timing Part load X X
Table 1: Equipment for optimising operating behaviour
X= Availability

Brief descriptions
Device for blowing off charge When operating engines with a full load at a low intake temperature there is
air a danger, due to the high air density, that the charge pressure, and therefore
the ignition pressure, increases excessively. In order to avoid such condi-
tions, excess charge air in front of or after the charge air cooler is removed
and released to the machine room. This is achieved by means of an elec-
tropneumatic throttle flap. Please refer to Section 3.5.12.
Operation/Operating media

Device for bypassing charge The charge air pipe is connected via a pipe with a smaller diameter and a
air bypass flap to the exhaust pipe. The flap is closed in normal operation.
During propeller operation with 25 and 60 % load, the offer of air for the
engine is relatively small or the charge air pressure relatively low. In order
to provide the engine with more air in these conditions, charge air is blown
into the exhaust pipe. For this purpose the bypass flap opens. The higher
2007-10-08

pressure forming in the exhaust pipe leads to an increase in the turbine

output and, as such, to an increase in the charge pressure.
The throttle flap is controlled by a pneumatic actuator cylinder depending
48/60B

on the engine speed and the filling setting of the fuel pumps. See section
3.5.8.

6703 3.5.7-01 EN 1 (2)

 3.5.7 MAN Diesel

Device for heating the charge High air temperatures in part-load operation improve the combustion as well
Operative Management II - Monitoring Operating Data

air temperature as the exhaust gas pollution. This condition can be achieved by fitting a two-
(2 stage charge air cooler) stage charge air cooler and preheating the charge air in part load operation
(20 ... 60 % load) by the low temperature (NT) stage.
Control of the charge air tem- The charge air temperature control CHATCO reduces the amount of con-
perature (CHATCO) densed water that accumulates during engine operation under tropical con-
ditions. In this connection, the charge air temperature is kept constant, up
to a specific intake temperature. If this value is exceeded, the charge air
temperature is constantly raised.
Device for accelerating the This equipment is used where special demands exist for rapid acceleration
turbocharger (jet assist) and/or load application. In such cases, the compressed air from the starting
air cylinders is reduced to 4 bar (relative) , directed to the compressor casing
of the turbocharger and blown to the compressor wheel through inclined
apertures. In this way, additional air is supplied to the compressor which, in
turn, is accelerated, thus increasing the charge air pressure. Operation of
the accelerating system is initiated by a control system, and limited to a fixed
load range.
Releasing the exhaust gas By blowing-off exhaust gas before the turbine, and its return to the exhaust
(Waste gate) pipe behind the turbine, exhaust gas pressure reduction at the turbocharger
takes place, or there is a turbine speed reduction at full load. This measure
is necessary when the turbocharger is designed for an optimised part-load
operation. Please refer to Section 03/05/2011.
Equipment for adjusting the On engine 48/60 B the adjustment takes place by displacement of the cam
injection timing followers which are located between the cam track and the fuel pump cyl-
inder, or by rotating the eccentric shaft which carries the cam followers. By
using this equipment the ignition pressure and the fuel consumption may
be affected when adjusting in the direction "early ignition". When adjusting
in the direction "late ignition", nitrogen emissions may be reduced.
Operation/Operating media

2007-10-08
48/60B

2 (2) 6703 3.5.7-01 EN

 MAN Diesel 3.5.8

Bypass charge air

Operative Management II - Monitoring Operating Data

Design of the equipment
The equipment to bypass the charge air consists mainly of the connection
between the charge air pipe (1) and the exhaust gas pipe (13), the throttle
flap (4) and its pneumatic control.

4 Charge air pipe 9 Switch (emergency actuation)

5 Orifice 10 Shaft end with hexagon (emer-
gency actuation)
6 Connection pipe 11 Electromagnetic 5/2 way valve
(M367)
7 Throttle flap with pneumatic 12 Expansion joint
drive
8 Stroke limiting screw 13 Exhaust pipe
Figure 1: Device for bypassing charge air (schematic diagram)
The throughput of air through the connection pipe can be limited by an ori-
fice (5). The throttle flap is pneumatically actuated. The end positions of the
drive cylinders can be determined by the stroke limiting screws (8). The
expansion joint (12) serve to absorb the deformations/movement in the
connecting pipe.
Operation/Operating media

Operating mode
The air supply to the pneumatic drive system is controlled by the 5/2-way
valve (11) and its solenoid valve. The route 1 - 2 to open the flap is free when
the solenoid valve is activated. The way valve is switched to the route 1 - 4
2008-11-06

to close the flap when the solenoid valve is not activated. The switch con-
dition of the solenoid valve (excited) is determined by whether the momen-
tary operating point of the engine lies within or outside the set bypass range.
General

The bypass range is defined by the following limits:

Engine speed: Lower speed threshold value for bypass to upper speed
threshold value for bypass.

6680 3.5.8-02 EN 1 (3)

 3.5.8 MAN Diesel

Pump charging/Charge index CR: Lower fill level threshold value for bypass
Operative Management II - Monitoring Operating Data

to upper fill level threshold value for bypass.

Engine is not started/Engine is not engaged (stable load condition).
The range is selected in an optimum manner for each individual engine
according to its equipment level and application. The actual switching
points can be taken from the acceptance protocol for the engine in question.
In order to guarantee these conditions, and for the electrical control of the
solenoid valve, there is a speed transmitter/speed relay and a shared cam
in the control station, with which the charge points are switched (engines
40/45 to 58/64). On engine 32/40, the charge points are formed in an eval-
uation unit using the fuel index transmitter's analogue signal. The switching
points on CR engines are determined via the charge index from the Common
Rail Control System. Using this equipment, the bypass of air is limited to a
power-speed range corresponding to figure 2.
Operation/Operating media

1 Range for bypassing charge air 3 Theoretical propeller

curve
2008-11-06

2 Limit of the maximum permitted operating

range
Figure 2: Power-speed range for bypassing charge air (example applicable to
General

fixed-pitch propeller drive)

2 (3) 6680 3.5.8-02 EN

 MAN Diesel 3.5.8

By bypassing charge air into the exhaust gas pipe the charge air pressure

Operative Management II - Monitoring Operating Data

and the specific air and exhaust gas volume is increased. The exhaust gas
temperature before and after the turbine is reduced.
Setting
The setting of all elements occurs during the engine test run or during the
maiden voyage/commissioning. During the guarantee period this setting
may only be altered in consultation with MAN Diesel SE.
Emergency Operation
The 5/2 way valve can, in an emergency, be changed over manually using
the switch (9) mounted on the side of the way valve. The throttle flap can be
turned at the end of the shaft (10). See Image 3.

Operation/Operating media

9 Switch for 5/2 way 10 Shaft end with hexagon

Valve
Figure 3: Emergency actuation of the 5/2 way valve and the throttle flap
2008-11-06

General

6680 3.5.8-02 EN 3 (3)

 MAN Diesel 3.5.9

Condensate water in charge air pipes and pressure tanks

Operative Management II - Monitoring Operating Data

Principles
Air contains water in extremely fine distribution - as water vapour. During
compression and cooling of air some of this water will separate from the air.
This applies to the compression and cooling of the charge air by the turbo-
charger and charge air cooler and it applies to the behaviour of compressed
air in air cylinders. The volume increases:
▪ with increasing air temperature,
▪ with increasing air humidity,
▪ with increasing charge air pressure, and
▪ with decreasing charge air temperature.
After the charge air cooler, i.e. in the charge air pipe, 1,000 kg of water per
hour may be produced under certain circumstances. This is due to the great
volumes of air and the relatively high charge air pressures. At tropical tem-
peratures the effect is even greater.
The amount of water produced in compressed air cylinders is much less. It
hardly ever exceeds 5 kg per charge.
The condensation water volume must be reduced as far as possible. Water
must not enter the engine.

Drainage
The drainage of the charge air pipe must function perfectly. Compressed
air cylinders must be drained after they are filled and before use.

Nomogram for calculating the water condensate volume

By means of the nomogram in Figure 1 the water quantity which arises dur-
ing the compressing and cooling of air in the charge air pipe or in a pressure
vessel can be determined . The principles of the procedure are described
using two examples.
Operation/Operating media
2008-11-06

General

6680 3.5.9-01 EN 1 (4)

 3.5.9 MAN Diesel
Operative Management II - Monitoring Operating Data

Figure 1: Nomogram for establishing the water condensate volume in the charge air pipes and compressed
air tanks
Example 1 - Establishing the water volume produced in the charge air pipe
1. Step Ambient air temperature 35 °C
relative humidity 90%
In the diagram this results in intersection point I
Operation/Operating media

i.e. the original water content with 0.033 kg water/kg air

2. Step Charge air temperature after cooler 50 °C

Charge air pressure (Overpressure) 2.6 bar
In the diagram this results in intersection point II
2008-11-06

i.e. the reduced water content with 0.021 kg water/kg air

General

3. Step The difference between I and II is the water condensate quantity A:

A = I – II = 0.033 – 0.021 = 0.012 kg water/kg air

2 (4) 6680 3.5.9-01 EN

 MAN Diesel 3.5.9

4. Step Multiplied by the engine power and the specific air consumption produces the water volume

Operative Management II - Monitoring Operating Data

per hour QA:
Engine power P 12,400 kW
specific air flow ratee* 7.1 kg/kWh
QA = A · P · Ie = 0.012 · 12,400 · 7.1 = 1,055 kg water/h ~1t water/h

Example 2 - Establishing the water volume arising in a pressure tank

1. Step Ambient air temperature 35 °C,
relative humidity 90%.
In the diagram this results in intersection point I,
i.e. the original water content with 0.033 kg water/kg air.

2. Step Temperature T of the air in the tank 40 °C = 313 K,

Pressure in the tank (overpressure) pü 30 bar, corresponding to
absolute pressure Pabs 31 bar or 31 · 105 N/m2
In the diagram this results in intersection point III,
i.e. the reduced water content with 0.0015 kg water/kg air.

3. Step The difference between I and III is the condensate quantity B:

B = I – III = 0.033 – 0.015 = 0.0315 kg water/kg air.

Operation/Operating media
2008-11-06

General

6680 3.5.9-01 EN 3 (4)

 3.5.9 MAN Diesel

4. Step Multiplied with the air mass m in the tank produces the water volume QB, which arises when
Operative Management II - Monitoring Operating Data

filling the pressure tank:

QB = B·m
m is calculated as follows:

In this equation:
the absolute pressure in the tank pabs 31∙105 N/m2
Volume of the pressure tank V 4,000 dm3 = 4 m3,
Gas constant for air R 287 Nm/kg · K,
Temperature T of the air in the tank 40 °C = 313 K.

Resulting in the following:

QB = B · m = 0.0315 · 138 kg = 4.35 kg water

* The specific air flow rate depends upon the type of engine and the engine load. Approximate determination of
the volume of water condensate can use the following approximate values:
Four-stroke engines approx. 7.0 ... 7.5 kg/kWh.
Two-stroke engines approx. 9.5 kg/kWh.
Operation/Operating media

2008-11-06
General

4 (4) 6680 3.5.9-01 EN

 MAN Diesel 3.5.10

Load Application

Operative Management II - Monitoring Operating Data

Stand-alone operation
Load application depending Greater load applications which may occur in marine auxiliary engines in the
on mean pressure on-board mains, or in stationary engines in stand-alone operation cannot
be handled in a single step. Corresponding to the International Association
of Classification Societies (IACS) and the internationally valid standard ISO
8528-5, the load applications must be carried out in steps. See Figure 1.
Number of steps and the height of the steps are dependent on the effective
mean pressure of the engine.

1 1. Step Pe Load application in % of continuous power

2 2. Step pe mean effective pressure with continuous power
3 3. Step
Figure 1: Load application in steps according to IACS and ISO 8528-5
For the engines 32/40, 40/54, 48/60, 51/60 DF and 58/64 with mean pres-
sures ranging from 17.7 and 25.8 bar the following load application steps
apply:
1. Step 33%,
2. Step 23%,
Operation/Operating media

3. Step 18%,
4. Step 26%

For gas engines (32/40 DF and 51/60 DF) load steps must be reduced as
possible.
Greater load application steps may be posible using special equipment. This
2009-04-23

requires written permission from MAN Diesel SE.

Load application dependent For load applications depending on the current value, please consult the
on the current power diagram in Figure 2.
General

6680 3.5.10-01 EN 1 (2)

 3.5.10 MAN Diesel
Operative Management II - Monitoring Operating Data

A Load Application ------- Standard

B Base load - - - - Engine with Jet Assist
Figure 2: Load application dependent on the current power
Observance of these maximum load application rates means that the
requirements of the classification associations can definitely be met. They
are as follows (status 11/97):
Dynamic speed change in % of the rated speed ≤ 10%,
Enduring speed change in % of the rated speed ≤ 5%,
readjustment time until reaching the tolerance range ≤ 5 sec.
+/- 1% of the rated speed

Load reduction Even with load reductions of up to 100% of the rated power, the following
can be guaranteed:
Dynamic speed change in % of the rated speed ≤ 10%,
Enduring speed change in % of the rated speed ≤ 5%.

Details of the load application and load reduction should be discussed with
MAN Diesel at the planning stage. Approval is required.
Mains parallel operation
Operation of engines in parallel with other power generators of greater out-
put there will be no substantial load jumps. The load behaviour of the
engines is not determined by external circumstances, but by the user's own
judgement. The possibilities for load application and relief of the engine are
controlled by the stipulations in section 3.5.3.
Operation/Operating media

2009-04-23
General

2 (2) 6680 3.5.10-01 EN

 MAN Diesel 3.5.11

Exhaust gas blow-off

Operative Management II - Monitoring Operating Data

Design of the equipment
The device for blowing off exhaust air mainly consists of the connection
between the exhaust pipe before the turbocharger (11) and the exhaust pipe
after the turbocharger (9), the blow-off flap (1) and its electro-pneumatic
control.

1 Blow-off flap with pneumatic 7 Redirection housing C Control air 8 bar

drive
2 Intake silencer 8 Blow-off pipe G Fresh air
3 Turbocharger 9 Exhaust gas pipe after turbo- H Charge air
Operation/Operating media

charger
4 Compressor 10 Expansion joint J Exhaust gas after engine
5 Turbine 11 Exhaust gas pipe before tur- P Exhaust gas after turbo-
bocharger charger
6 Double diffuser M367 Electro-pneumatic 5/2-way
valve
2007-10-01

Figure 1: System for blowing off exhaust air (schematic diagram)

General

Brief description
According to the design of the turbocharger, particularly with part-load
operation, it is possible that excessive speed is produced in the higher load

6680 3.5.11-01 EN 1 (3)

 3.5.11 MAN Diesel

range. In order to prevent this from happening, before the turbocharger

Operative Management II - Monitoring Operating Data

exhaust gas is taken from the exhaust pipe and taken via a bypass pipe
directly into the smoke stack or into the exhaust gas tank system. Thus, the
system achieves an exhaust gas pressure reduction as well as a turbine
speed reduction at full load. If required, the bypass pipe is opened/closed
by means of an electro-pneumatically controlled flap.

1 Blow-off flap with pneumatic 9 Exhaust gas pipe after turbocharger

drive
8 Blow-off pipe 12 Exhaust gas pipe with covering
(before turbocharger)
Figure 2: The actual design of the exhaust bypass pipe (Figure shows engine
type V 48/60) may differ from the version shown in the figure.
Operation/Operating media

2007-10-01

1 Blow-off flap with pneumatic drive 8 Blow-off pipe

Figure 3: The actual design of the exhaust bypass pipe (Figure shows engine
General

type V 48/60) may differ from the version shown in the figure.

2 (3) 6680 3.5.11-01 EN

 MAN Diesel 3.5.11

Operating mode

Operative Management II - Monitoring Operating Data

The air supply for pneumatic actuation of the flap is controlled by the 5/2-
way solenoid valve (M367). The route 1 - 4 to open the flap is free when the
solenoid valve is activated. In the non-activated status the route 1 - 2 for
closing the flap is free.
The speed of the turbocharger is the criterion for the control of the blow-off
flap. When the speed transmitter fails, the control operates depending on
the charge. If the turbocharger speed, or the charge, is in the threshold
range, the active flap position will be maintained in order to prevent contin-
uous switching (hysteresis) of the blow-off flap. If the threshold value is
either not reached or is exceeded, the flap control system triggers switching
of the blow-off flap.

Operation/Operating media
2007-10-01

General

6680 3.5.11-01 EN 3 (3)

MAN Diesel 3.6

Operative Management III - Operating faults

3.1 Prerequisites
3.2 Safety
3.3 Operating media
3.4 Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine

6703 3.6-1 EN 1 (1)

 MAN Diesel 3.6.1

Faults/Defects and their causes (fault finding)

Operative Management III - Operating faults

Preliminary Remarks
Fault finding by means of Tables 1-3 contain a selection of possible operating faults and their causes.
tables 1-3 They are intended to contribute to reliable fault diagnosis and rapid resolu-
tion of their cause.
Groupings The faults are grouped into 3 categories:

▪ Engine start / running engine

▪ Operating data and
▪ other problems.
Firstly, the possible causes of the faults are not usually limited to a single
issue. Quite often several possibilities should be considered. The most likely
cause can be determined from the points listed, with consideration of
▪ the appearance characteristics,
▪ the time-related and factual aspects and
▪ the operator's own experience.
"Info" and "Code" Columns The "Info" column contains references to sections in the manual and Work
Cards. With the assistance of the key numbers in the "Code" column the
table may also be employed for questions, such as "What happens if...?".
Example For example, key number 15 is found in three areas in the table (character-
ised by ●). This means: If the injection timing is too far in the direction "late",
the following consequences are possible:
▪ The engine does not reach its full power/speed,
▪ The exhaust gas temperatures are too high and
▪ The exhaust fumes are visible and have a dark colour.
Fault finding with the turbo- Please note that the instruction manual for the turbocharger has its own
charger fault-finding table.

Sequence of the entries The sequence of the entries has no bearing on the probability of a certain
cause. The sequence is based on: Firstly, causes related to operating media
and their systems, then engine, turbocharger and possibly the ship.
Fault finding "engine start /running engine"
Operation/Operating media

Error/System Causes Info Code

Crankshaft does not turn when starting. Crankshaft turns too slowly, swings back
Compressed air system Pressure in the compressed air tank too low 01
Main inlet valve faulty 162.xx 02
Inlet valve faulty 161.xx 03
2007-04-17

Starting air pilot valve faulty 160.xx 05

Control and monitoring system Error in pneumatic or electronic control system 63
General

Turning-over gear Switching device not fully disengaged 79

6680 3.6.1-02 EN 1 (9)

 3.6.1 MAN Diesel

Error/System Causes Info Code

Operative Management III - Operating faults

Engine reaches ignition speed, ignition does not occur

Fuel Fuel quality inadequate 3.3 09
Fuel System Fuel tank empty 06
Fuel system not bled 07
Injection pumps fail to pump 2.4, 200.xx 08
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 12
pump faulty
Fuel filter blocked 13
Injection pump/injection pump Excessive play between injection pump piston and 2.5, 200.xx 16
drive pump cylinder
Speed control system Speed governor/booster faulty/interference/incor- 140.xx 56
rectly adjusted
Pick-up faulty (Engine 32/40) 140.xx, 400.xx 78
Control and monitoring system Charge release fails/insufficient 65
Error in pneumatic or electronic control system 63

Error/System Causes Info Code

Cylinders ignite irregularly
Fuel Fuel quality inadequate 3.3 09
Water in fuel 3.3, 000.05 10
Fuel System Fuel system not bled 07
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 12
pump faulty
Fuel filter blocked 13
Injection valve Injection valves faulty 221.xx 20
Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx 26
ken, valves leaky

Error/System Causes Info Code

The engine does not reach its full power/speed,
Fuel Fuel quality inadequate 3.3 09
Water in fuel 3.3, 000.05 10
Fuel viscosity insufficient, fuel overheated 3.3 66
Fuel System Fuel system not bled 07
Operation/Operating media

Fuel pressure in front of injection pump too low, feed 2.4, 2.5 12
pump faulty
Fuel filter blocked 13
Injection timing adjusting Injection time too late (only for engines with automatic 2.4, 200.xx, 15 ●
device injection timing adjusting device) 120.xx (32/40),
202.xx
2007-04-17

(40/45 ... 58/64)

Injection pump/injection pump Excessive clearance between injection pump piston 2.5, 200.xx 16
drive and pump cylinder
General

Injection pump piston sticking, spring broken 200.xx 17

Control rod, regulating sleeve or pump element are 200.xx 18
sticking

2 (9) 6680 3.6.1-02 EN

 MAN Diesel 3.6.1

Error/System Causes Info Code

Operative Management III - Operating faults

Leaky pressure valve in the injection pump 200.xx 19
Injection valves Injection valves faulty 221.xx 20
nozzle openings or injection pipes blocked 221.xx 21
Speed governor/ Speed governor/booster faulty/interference/incor- 140.xx 56
Control linkage rectly adjusted
Governor or control linkage misadjusted 2.4, 140.xx 22
Control linkage stiff or jammed 203.xx 23
Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx 26
ken, valves leaky
Control and monitoring system Charge release fails/insufficient 65
Speed release too low 89
Turbocharger Turbocharger contaminated or faulty 500.xx 49
Ship for marine main engines: Propeller damaged or fouling 45
on the hull

Error/System Causes Info Code

Engine running unevenly, knocks
Fuel System Fuel system not bled 07
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 12
pump faulty
Fuel filter blocked 13
Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25
Injection timing adjusting Injection time too early (only for engines with auto- 2.4, 200.xx, 14
matic injection timing adjusting device) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Injection pump/injection pump Injection pump piston sticking, spring broken 200.xx 17
drive
Injection valves Injection valves faulty 221.xx 20
Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx 26
ken, valves leaky
Excessive valve clearance 111.xx 90

Error/System Causes Info Code

Engine running at fluctuating speeds
Fuel Air in fuel 75
Operation/Operating media

Fuel System Fuel pressure in front of injection pump too low, feed 2.4, 2.5 12
pump faulty
Speed governor/ Governor misadjusted, control linkage worn 2.4, 140.xx 22
Control linkage
Speed governor/booster faulty/interference/incor- 140.xx 56
rectly adjusted
2007-04-17

Control linkage stiff or jammed 203.xx 23

Pick-up faulty (Engine 32/40) 140.xx, 400.xx 78
General

Injection pump/injection pump Control rod, regulating sleeve or pump element stick- 200.xx 18
drive ing

6680 3.6.1-02 EN 3 (9)

 3.6.1 MAN Diesel

Error/System Causes Info Code

Operative Management III - Operating faults

Control and monitoring system Speed reference value unstable (air leak/electrical sig- 58
nal)

Error/System Causes Info Code

Engine speed drops, engine stops
Fuel Water in fuel 3.3, 000.05 10
Fuel System Fuel tank empty 06
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 12
pump faulty
Fuel filter blocked 13
Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25
Speed governor/ Target speed value failed 59
Control linkage
Control linkage stiff or jammed 203.xx 23
Control and monitoring system Shutdown system triggered 2.4 24

Error/System Causes Info Code

Overspeed protection triggered
Speed governor/ Speed governor/booster faulty/interference/incor- 140.xx 56
Control linkage rectly adjusted
Speed governor - Setting of the "dynamics" incorrect 140.xx 57
Control linkage stiff or jammed 203.xx 23
Control and monitoring system Overspeed relay faulty 85

Error/System Causes Info Code

Exhaust smoke sooty, dark
Fuel Fuel quality inadequate 3.3 09
Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25
Charge air system Charge air too cold 2.5 73
Injection timing adjusting Injection time too late (only for engines with automatic 2.4, 200.xx, 15 ●
injection timing adjusting device) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Injection pump/injection pump Fuel injection pump, baffle screws worn 200.xx 69
drive
Injection valves Injection valves faulty 221.xx 20
Operation/Operating media

Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx 26
ken, valves leaky
Control and monitoring system Charge limit too high (marine main engines - only in 64
manoeuvring operation)
Turbocharger Turbocharger contaminated or faulty 500.xx 49
Air intake filter clogged (lack of air) 91
2007-04-17

Error/System Causes Info Code

General

Exhaust smoke blueish

Fuel Water in fuel 3.3, 000.05 10
Lube oil system Oil level in oil sump too high (wet sump) 34

4 (9) 6680 3.6.1-02 EN

 MAN Diesel 3.6.1

Error/System Causes Info Code

Operative Management III - Operating faults

Piston/Piston rings Excessive piston ring clearance or shock 2.5, 034.xx 28
Piston rings stuck or broken 034.xx 32
Turbocharger Turbocharger over-lubricated 500.xx 92

Error/System Causes Info Code

Noise from valve or injection pump drive system (noise speed-related)
Injection pump/injection pump Injection pump piston sticking, spring broken 200.xx 17
drive
Drive roller faulty or broken spring 200.xx (32/40, 46
40/45), 201.xx
(40/54 ... 58/64)
Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx 26
ken, valves leaky
Excessive valve clearance 111.xx 90

Error/System Causes Info Code

Fumes from crankcase/crankcase ventilation, muffled noises originating from crankcase
Lube oil Water content too high 3.3, 000.05 81
Engine Crankcase ventilation blocked 93
Piston/Piston rings Excessive piston ring clearance or joint too big 034.xx 32
Running gear/crankshaft Piston or bearing running hot or starting to show 2.4, 3.5 31
excessive wear

Error/System Causes Info Code

Oil mist detector triggered
Oil mist detector Sensitivity incorrectly set 76
Water condensate in measuring unit (if engine-room 77
fans blowing cold air onto detector)
Lube oil lube oil - water content too high 3.3, 000.05 81
Piston/Piston rings Excessive piston ring clearance or joint too big 2.5, 034.xx 28
Running gear/crankshaft Piston or bearing running hot or starting to show 2.4, 3.5 31
excessive wear

Error/System Causes Info Code

Splash oil monitoring system triggered
Lube oil lube oil - Temperature too high 104
lube oil - temperature deviation from the mean value 105
Operation/Operating media

too high
Running gear/crankshaft Piston or bearing running hot or starting to show 2.4, 3.5 31
excessive wear
Table 1: Errors and their causes/Fault finding – Part 1 – " Engine Start /Running Engine"
Fault finding "Operating data"
2007-04-17

Error/System Causes Info Code

General

Coolant temperature too high

Coolant system Coolant shortage or air in the coolant system 42
(HT system)

6680 3.6.1-02 EN 5 (9)

 3.6.1 MAN Diesel

Error/System Causes Info Code

Operative Management III - Operating faults

Coolant chambers and/or radiator contaminated 000.08 43

Coolant pump faulty 44
Temperature control faulty 47
Preheating device active 87
Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25
Control and monitoring system Indicating device or connection pipe faulty 39

Error/System Causes Info Code

Coolant pressure too low
Coolant system Coolant level in the tank too low 70
(HT system)
Leakage in system 71
Pipes blocked, components blocked 74
Coolant pump faulty 44
Stand-by pump not started 82
Control and monitoring system Indicating device or connection pipe faulty 39
Pressure switch/measuring transducer faulty 61

Error/System Causes Info Code

lube oil temperature too high
Coolant system (recooling sys- Coolant shortage or air in the coolant system 42
tem)
Coolant chambers and/or radiator contaminated 000.08 43
Coolant pump faulty 44
Temperature control faulty 47
Preheating device active 87
Control and monitoring system Indicating device or connection pipe faulty 39

Error/System Causes Info Code

lube oil pressure too low
Lube oil system Low oil level in the service tank 35
Pressure relief valve of the lube oil pump, broken 36
spring
Pressure regulating valve faulty 60
Operation/Operating media

lube oil pipes leaky 37

lube oil pipes blocked 80
lube oil filter clogged 38
lube oil pump faulty 41
Stand-by pump not started 82
2007-04-17

Control and monitoring system Indicating device or connection pipe faulty 39

Error/System Causes Info Code

General

Exhaust gas temperature (level control deviation or mean value change)

Fuel System Fuel pressure in front of injection pump too low, feed 2.4, 2.5 12
pump faulty

6 (9) 6680 3.6.1-02 EN

 MAN Diesel 3.6.1

Error/System Causes Info Code

Operative Management III - Operating faults

Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25
Charge air system Charge air temperature too high, charge air pressure 2.5 48
too low
Error in the bypass system 62
Injection time Injection time too late (only for engines with automatic 2.4, 200.xx, 15 ●
maladjustment injection timing adjusting device) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Injection valves Injection valves faulty 221.xx 20
Injection pump Fuel injection pump - incorrect setting 200.xx 67
Fuel injection pump faulty 200.xx 68
Cylinder head Cylinder head - inlet duct soiled 055.xx 88
Inlet and exhaust valves Inlet or exhaust valves are sticking, valve springs bro- 113.xx, 114.xx 26
ken, valves leaky
Control and monitoring system Indicating device or connection pipe faulty 39
Temperature sensor faulty 84
Cabling/connections defective/faulty 86
Turbocharger Turbocharger contaminated or faulty 500.xx 49
Ship for marine main engines: Propeller damaged or fouling 45
on the hull

Error/System Causes Info Code

Charge air temperature too high
Intake air system/ Intake temperature too high 2.5 50
Charge air system
Charge air cooler contaminated (pressure difference 2.5, 322.xx 53
too great)
Leakage on air and exhaust side 52
Exhaust gas system Exhaust gas counterpressure too high (exhaust gas 2.5 54
tank contaminated)
Injection time Injection timing too early (only for engines with auto- 2.4, 200.xx, 14
maladjustment matic injection timing adjusting device) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Control and monitoring system Indicating device or connection pipe faulty 39
Turbocharger Air filter, compressor/turbine side of the turbocharger 500.xx 51
contaminated /damaged
Operation/Operating media

Error/System Causes Info Code

Charge air pressure too low
Intake air system/ Intake temperature too high 2.5 50
Charge air system
2007-04-17

Charge air cooler contaminated (pressure difference 2.5, 322.xx 53

too great)
Leakage on air and exhaust side 52
General

Exhaust gas system Exhaust gas counterpressure too high (exhaust gas 2.5 54
tank contaminated)

6680 3.6.1-02 EN 7 (9)

 3.6.1 MAN Diesel

Error/System Causes Info Code

Operative Management III - Operating faults

Injection time Injection time too early (only for engines with auto- 2.4, 200.xx, 14
maladjustment matic injection timing adjusting device) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Control and monitoring system Indicating device or connection pipe faulty 39
Turbocharger Air filter, compressor/turbine side of the turbocharger 500.xx 51
contaminated /damaged

Error/System Causes Info Code

Crankshaft main bearing - temperature too high
Main bearings Bearing damaged, faulty lubrication 021.xx 72
Engine Alignment/foundation faulty 000.09, 012.xx 95
Control and monitoring system Temperature sensor faulty 84
Cabling/connections defective/faulty 86
Table 2: Errors and their causes/fault finding – Part 2 – "Operating Data"
Fault finding - "other problems"
Error/System Causes Info Code
Stiff/blocked movement of the control linkage of the injection pumps
Speed governor/ Governor or control linkage misadjusted 2.4, 140.xx 22
Control linkage
Control linkage stiff or jammed 203.xx 23
Control and monitoring system Shutdown system triggered 2.4 24

Error/System Causes Info Code

Injection pump delivers unevenly
Fuel Fuel viscosity insufficient, fuel overheated 3.3 66
Fuel System Fuel system not bled 07
Fuel too cold, solidified in the fuel pipes (heavy fuel) 3.3 11
Fuel pressure in front of injection pump too low, feed 2.4, 2.5 12
pump faulty
Fuel filter blocked 13
Injection pump/ Injection pump piston sticking, spring broken 200.xx 17
injection pump drive
Leaky pressure valve in the injection pump 200.xx 19
Operation/Operating media

Control rod, regulating sleeve or pump element stick- 200.xx 18

ing

Error/System Causes Info Code

Starting pipe to cylinder head getting hot
Cylinder head Starting valve leaky 161.xx 04
2007-04-17

Error/System Causes Info Code

Safety valve in the cylinder head blows off
General

Engine Engine or individual cylinders severely overloaded 2.5, 3.5 25

Cylinder head Safety valve, spring broken 057.xx 27

8 (9) 6680 3.6.1-02 EN

 MAN Diesel 3.6.1

Error/System Causes Info Code

Operative Management III - Operating faults

Injection time Injection time too early (only for engines with auto- 2.4, 200.xx, 14
maladjustment matic injection timing adjusting device) 120.xx (32/40),
202.xx
(40/45 ... 58/64)
Table 3: Errors and their causes/fault finding – Part 3 – "Other Problems"

Operation/Operating media
2007-04-17

General

6680 3.6.1-02 EN 9 (9)

 MAN Diesel 3.6.2

Emergency operation when a cylinder fails

Operative Management III - Operating faults

Emergency operation when one or two cylinders fail
Emergency operation when Even with careful operative management the following serious malfunctions
one or two cylinders fail cannot be completely ruled out:

▪ In the injection system or injection pump drive,

▪ At the inlet or exhaust valves or their drive,
▪ At the cylinder head or
▪ at the connecting rod, piston or cylinder liner.
If a malfunction of this kind occurs, the engine must be stopped and the
damage rectified. If this is not possible then please check the options for
emergency operation and, if possible, take the necessary precautions.
Under certain conditions, mostly at reduced power, the engine may be put
back into operation again. If the engine is not allowed to stop for an impor-
tant reason, then at least all possibilities for reducing consequential damage
must be utilised.
Table 1 shows such emergencies with their conditions and countermeas-
ures. The texts in the following table describe the example emergencies in
more detail and contain supplementary information.
Conditions/
Malfunction Operation possible /impossible measures/
hazards
Key: Engine type
✔:Operation possible
L40/54 L48/60 L58/64 code
☎:Consultation with
MAN Diesel SE required Case 1 ✔ ✔ ✔ 1, 6-8, 10
Injection pump
switched off
Case 2 ✔ ✔ ✔ 1, 2, 6-8, 10
Rocker arm and
push rods dis-
mantled, injec-
tion pump
switched off
Case 3 ✔ ✔ 1-3, 5-11
Piston and con-
necting rod ✔ 1-4, 6-11
removed
Operation/Operating media

Case 4 ☎ ☎ ☎ 12
2 pistons and
connecting rods
removed
Table 1: Emergency operation in case of a failure of one or two cylinders for engines with semi-resilient engine
support
2007-10-29

Explanations - type of malfunction

General

Case 1 Operating faults which require the injection pump to be switched off (charge
to zero) but allow an operation of the affected cylinder/piston against the
normal compression resistance, e.g.

6680 3.6.2-02 EN 1 (4)

 3.6.2 MAN Diesel

▪ Malfunction in the injection system due to a faulty nozzle,

Operative Management III - Operating faults

▪ Malfunction in the cylinder head due to a faulty valve, gas leakage at the
cylinder head, broken cylinder head bolt.
Case 2 Operating faults making it necessary to dismantle the rocker arms and the
push rods and to turn the injection pump off (charge to zero), but which allow
the operation of the affected cylinder/piston against the normal compres-
sion (closed valves), e.g.
▪ Malfunction on the valve control,
▪ Malfunction in the cylinder head due to gas leaks on the seals,
▪ due to a maximum of 2 broken cylinder head bolts.

Case 1 and case 2 are less problematic with respect to vibration when
compared with case 3, since the running gear parts remain in place.

With operating faults which do not allow operation of the piston against the
compression, proceed as per case 3 if possible, or switch the engine off.
Case 3 Operating faults which make it necessary to remove the entire running gear
(piston, connecting rod, push rods).

Cases 1 to 3 are taken into account in the calculation of torsional

vibration. Operating limitations which may be required are indicated by
restricted area signs on the operating devices.

Case 4 Operating faults which make it necessary to remove two entire running
gears (piston, connecting rod, push rods).
Conditions/measures - what action must be taken?
Code Conditions/Measures/Hazards
1 Turn off injection pump according to Work Card 200.02 (engine types L40/54 and L48/60) or Work
Card 200.01 (engine type L58/64).
2 ▪ Dismantle rocker arms in accordance with Work Card 111.01.

▪ Dismantle both push rods in accordance with Work Card 112.01, swivel the cam followers
upwards and secure in this position with wire rope and clamping screw from the inventory3).
Seal lube oil bores.
▪ Close oil pipe to the rocker arm lubrication.
Operation/Operating media

3 ▪ Remove piston and connecting rod.

▪ Seal the lube oil bores in the crank pin in accordance with Work Card 020.04.

▪ Close starting control air pipe on the cylinder that has been shut down.

4 For substantial equalisation of the rotating mass torques, dismantle one balance weight from the
2007-10-29

offset of the faulty cylinder (only engine type L58/64) in accordance with Work Card 020.01.
5 For substantial equalisation of the rotating mass torques, dismantle two counterweights from the
offset of the faulty cylinder (engine types L40/54 and L48/60) in accordance with Work Card
General

020.01.

2 (4) 6680 3.6.2-02 EN

 MAN Diesel 3.6.2

Code Conditions/Measures/Hazards

Operative Management III - Operating faults

6 Reduce engine power (and speed) in accordance with the warning sign on the control station.
Theoretically available power or speed according to the interactions that will be explained in more
detail below.
7 Observe the operating data. Exhaust temperatures and turbocharger speeds may not exceed the
permitted values.
8 Do not ignore the danger of the turbocharger "pumping".
9 If the piston has been removed, difficulties may be encountered when starting up at specific main
bearing positions.
10 The engine must be supervised at all times. For safety reasons, move or manoeuvre from the
engine room. Restrict operation to emergency cases/limit operating time.
11 Mass compensation faulty. Critical vibrations can arise in the engine or in the ship even outside
the speed ranges that are blocked because of rotational vibration calculations. These ranges
should be avoided/passed through rapidly. Engine power must be reduced to 50 %.
12 Mass compensation highly disturbed. Engine operation is only permitted after consulting MAN
Diesel SE.
3)
Cams and rollers must not come into contact when the camshaft is turning.

Power and speed reduction

The engine power, and possibly also the engine speed, must be reduced in
order to avoid the unaffected/remaining cylinders from being overloaded.
The following theoretical correlations apply:
Variable-pitch propeller or Maximum permitted power
generator drive (n = const.)

Fixed-pitch propellor drive Maximum permissible speed

Where:
PN Rated power nN Rated speed Z Number of cylinders
Operation/Operating media

The value of the square root expression is shown in Table 2.

Z 5 6 7 8 9 10 12 14 16 18
0,89 0,91 0,93 0,94 0,94 0,95 0,96 0,96 0,97 0,97
2007-10-29

Table 2: Factors for the calculation of the speed reduction in the event of the failure of one cylinder
General

The primary condition is that the maximum permitted exhaust temperature

is observed, and that the turbocharger does not "pump".

6680 3.6.2-02 EN 3 (4)

 3.6.2 MAN Diesel

Notes on vibration
Operative Management III - Operating faults

Blocked areas/Vibrations Due to shutting off the injection pump on one cylinder, critical speeds may
occur which require limitations of the operating range. The limitations for
this abnormal operating condition can be taken from the warning signs.
If it is necessary to dismantle the running gear of the cylinder concerned
(case 3) then the engine power must be reduced to 50 %. Moreover, the
mass compensation is considerably disrupted. Free mass forces and free
mass torques can be created. This, in turn, can create anormal vibrations in
the engine and in the ship. In this case it is necessary to impose further
blocked ranges based on a subjective impression.
The disruption of the mass equalisation is only partly compensated for by
dismantling counterweights in order to counterbalance the rotating mass of
the dismantled connecting rod.
If it is necessary to interrupt the ignition, not only on one cylinder but on
several cylinders, then consultation with MAN Diesel SE at the Augsburg
factory is required.
Operation/Operating media

2007-10-29
General

4 (4) 6680 3.6.2-02 EN

 MAN Diesel 3.6.3

Emergency operation upon failure of a turbocharger

Operative Management III - Operating faults

Preliminary Remarks
General Turbochargers are flow machines that are subject to high stress. They oper-
ate at extremely high speeds and also relatively high temperatures and
pressures.
Despite careful operations management, faults may develop that require the
equipment to be operated in an emergency.
Breakdown of a turbocharger. The turbocharger may be damaged or may have broken down if the follow-
ing occurs:
▪ sudden drop in turbocharger speed,
▪ the turbocharger is vibrating intensely or is emitting noise,
▪ high exhaust gas temperatures that are not consistent with the engine
loading conditions.

Investigate/eliminate the fault!

In these case the fault must be investigated/eliminated without delay!

If it is necessary to continue operating the engine in an emergency with this

defective turbocharger (only possible with reduced engine output) special
measures must be taken.
Available equipment Turbocharger (see Volume 010.200 Turbocharger):

▪ Sealing cover for closing the rear face of the compressor and turbine
once the rotating components have been removed.
▪ Holding device for blocking rotating components from the compressor
side (intake cross-section remains open).
All auxiliary equipment must be designed to allow a through-flow at the air
intake and exhaust gas sides of the turbocharger.
Engine (see Volume 010.005 Engine - Work Instructions):
Cover device(s) (dirt-trapping mesh) on the side of the charge air line(s) fac-
ing away from the turbocharger (cover device(s) should assist the engine's
suction operation).
Blind flange(s) for sealing of partially-detached charge air bypass pipe (if
Operation/Operating media

installed).
Emergency engine operation with turbocharger failure
Engine must not be stopped
for mandatory reasons
2009-03-30

Restricted operation of engine in emergency

Note that even if the following measures are taken, there is still a risk of
General

destroying the turbocharger! This poses an acute danger to persons and

property! Emergency operation of the engine is only permitted in order
to avert an emergency!

6680 3.6.3-02 EN 1 (3)

 3.6.3 MAN Diesel

Action to be taken:
Operative Management III - Operating faults

▪ Reduce the performance of the engine to ensure the following:

˗ maximum exhaust gas temperature downstream of the cylinder is
not exceeded,
˗ maximum exhaust gas temperature upstream of the turbocharger is
not exceeded,
˗ increased exhaust gas opacity is minimised.

Stay clear of the turbocharger!

It is prohibited to remain in the vicinity of the turbocharger during
emergency operation of the engine!

▪ Carefully prepare fire-extinguishing measures!

▪ Take steps to ensure the damage is checked and the fault dealt with as
soon as possible.
Engine may be provisionally
stopped

Limited operation of engine in emergency

The engine's emergency operation must not last for any longer than is
absolutely necessary!

Action to be taken:
▪ Stop engine
▪ Carry out work on turbocharger.
˗ Remove turbine rotor (see Volume 010.200 Turbocharger) (recom-
mended by turbocharger manufacturer)
˗ or
˗ Block turbine rotor (see Volume 010.200 Turbocharger) (only if there
is not enough time to remove the turbine rotor).
▪ Make adjustments to engine (see Volume 010.005 Engine - Work
Instructions).
▪ Limit the maximum output once the engine has been restarted to ach-
ieve the following:
˗ maximum exhaust gas temperature downstream of the cylinder is
not exceeded,
˗ maximum exhaust gas temperature upstream of the turbocharger is
not exceeded,
Operation/Operating media

˗ increased exhaust gas opacity is minimised.

Stay clear of the turbocharger!

It is prohibited to remain in the vicinity of the turbocharger during
emergency operation of the engine!
2009-03-30

▪ Carefully prepare fire-extinguishing measures!

General

▪ Take steps to ensure the damage is checked and the fault dealt with as
soon as possible.

2 (3) 6680 3.6.3-02 EN

 MAN Diesel 3.6.3

Maximum power that can be achieved

Operative Management III - Operating faults

The following criteria place a limit on the engine load which can be achieved
in emergency engine operation
▪ the maximum exhaust temperature after the cylinder,
▪ the maximum exhaust temperature in front of the turbocharger,
▪ Exhaust clouding.
The following information is only a guideline.
L 32/44 CR
L 32/40
Turbocharger failure 48/60 B V 32/40
48/60 CR:
L 58/64
Engine operation at variable speed 15% of the rated 40% of the rated
power at the associ- power at the associ-
ated speed ated speed
Engine operation at constant speed 20% of the rated 40% of the rated
power at rated speed power at rated
speed
Table 1: Emergency operation with turbocharger failure - maximum achievable
power/speeds
The above power values are only reference values. If required, the power
must be reduced further.

Operation/Operating media
2009-03-30

General

6680 3.6.3-02 EN 3 (3)

 MAN Diesel 3.6.4

Failure of the power supply (blackout)

Operative Management III - Operating faults

Failure of power supply
Blackout means a sudden electrical power failure. A blackout causes the
coolant, lube oil and fuel pumps to fail if these are not powered by the engine
itself. Other important supply units and the measuring control and regulating
devices are also affected.
If the blackout occurs while operating at a high engine power level, the
coolant which stops circulating is heated by the engine components which
are subject to high thermal forces and steam bubbles may form. For this
reason: Exercise care near the venting and drain pipes!
Immediately stop the engine.

In the event of a blackout, be sure to stop the engine immediately, both

in the case of automatically controlled engines as well as for engines
which are manually controlled.

This also applies in those cases where pumps do not resume operation
within a few seconds, which may happen if the power supply is automati-
cally taken over by a standby power unit. For marine main engines, this
emergency stop operation can be temporarily bypassed in extreme cases
where "ship before the machine" applies. The engine must be disengaged
on engines fitted with a disengaging coupling. For ships with a variable-pitch
propeller, if possible, the gradient must immediately be set to zero so that
the engine is not dragged by the propeller. These operations must be trig-
gered automatically if the lube oil pressure decreases.
Relubrication unit For engines which are equipped with a directly coupled, engine-powered
lube oil pump (and an electrically powered standby pump), the engine oil
supply will be kept running by this pump in case of a blackout.
Marine engines which are equipped with 2 electrically driven lube oil pumps
and for which there is a risk of drag being exerted on the engine while the
ship is drifting, must be equipped with a post-lubrication tank. The oil supply
from the overhead tank during this phase (in emergencies) must be ensured.
Stationary engines which are equipped with 2 electrically driven pumps are
set to "zero" charge in case of a blackout. Relubrication of the engine does
not normally take place during the relatively short (1 ... 3 minutes) load-free
run-down period.
Operation/Operating media

Regardless of how the lube oil system is otherwise designed, during run-
out the turbocharger(s) is/are supplied for a period of time with oil from a
top-mounted oil tank (rigid engine support) or by a separately positioned oil
tank (resilient engine mounting).
Systems with automatic oper- After restoring the electrical power supply, the pumps and fans must restart
ation automatically in the order indicated:
2008-05-06

1. Lube oil pump and fuel pump,

2. Coolant pump,
General

3. Engine room ventilation,

4. Sea water pump.

6680 3.6.4-01 EN 1 (2)

 3.6.4 MAN Diesel

The engine must never start automatically after a Blackout.

Operative Management III - Operating faults

The blocking of the fuel pump is disengaged as soon as the coolant and the
lube oil pumps have started up. The drive lever of the automatic control must
be set to STOP and only after doing so may the engine be restarted and
slowly have load applied to it in accordance with the power-up drive pro-
gram.
Systems with manual opera- In manual mode the engine must be stopped immediately after a Blackout
tion in order to prevent severe damage caused by lubrication failure or by ther-
mal overload. After restoring the electrical energy supply proceed as per
automatic operating mode. Here, too, it is important that the engine is
restarted and only gradually has load applied to it.
Blackout test When commissioning engine systems, a blackout is often provoked inten-
tionally to test the engine behaviour and the activation of the shutdown
equipment. To reduce wear on the engine, this test may only be carried out
at an engine speed below approx. 50 % or with a power at approx. 15 %.
Resuming operation of the Depending on the power level operated at prior to suddenly powering down,
engine after a blackout the coolant no longer circulating is heated up substantially by the hot engine
components, which in some cases may lead to the formation of steam in
the cooling spaces in the cylinder head.
It is therefore advisable to wait until the engine has cooled down before
restarting. Given that it is only rarely possible to do this, when resuming
operation, follow these steps to prevent damage from occurring as a result
of thermal shocks:
1. Shut off recooling by bypassing the fresh water cooler.
2. Only briefly turn on the coolant pump so that colder water from the pipes
slowly mixes with the hot water in the engine.
3. Turn the coolant and lube oil pumps on.
4. Start the engine.
5. Turn the recooling on again
Operation/Operating media

2008-05-06
General

2 (2) 6680 3.6.4-01 EN

 MAN Diesel 3.6.5

Failure of cylinder lubrication

Operative Management III - Operating faults

Failure of cylinder lubrication
Emergency operation with Supplying lube oil to the piston surfaces, piston rings and cylinder liners is
failure of the cylinder lubrica- ensured by the splash lubrication of the crankcase and by the additional
tion cylinder lubrication unit. If the cylinder lubrication unit completely or partially
fails, the engine can continue to be operated for a limited time (approx. 250
h). It is recommended to reduce engine power to below 70% to minimize
wear rates of cylinder liners, piston rings and piston ring grooves.

Cylinder lubrication unit

In case of failure of the cylinder lubrication unit, the unit must be serviced
or replaced as quickly as possible.

The following measures must be carried out before re-commissioning the

cylinder lubrication after operating the engine without cylinder lubrication in
order to clean the bores in the cylinder lubrication system:
1. Switch the pump for pre-lubrication on when the engine is stopped.
2. Switch the pump for cylinder lubrication to manual mode.
3. Turn the engine over slowly for approx.10 minutes (the pump for cylinder
lubrication must be switched on again after 5 minutes).

Operation/Operating media
2008-11-06

General

6680 3.6.5-01 EN 1 (1)

 MAN Diesel 3.6.6

Failure of the speed control system

Operative Management III - Operating faults

Start the engine in manual operating mode (using PGG EG speed governor)
Starting position Failure of the remote control or electronic governor.

1 Display 4 Actuating lever

3 Button
Figure 1: Operating device, PGG EG speed governor installation (these steps
are valid for older models where they apply)
Working steps ▪ Switch actuating lever (4) to "Emergency operation with mechanical
controller" (see Fig 1).
▪ Turn the charge limiting knob (2) on the regulator to position 4 ... 5 (see
Fig 2).
▪ Regulate the set speed value down to the minimum setting using the
rotary knob (5) (counterclockwise until limit stop is reached).
▪ Check whether all systems are in operation (oil, coolant, lube oil) and
whether or not the display (1) lights up.
▪ Press the "Start" button (3) until the engine fires.
Operation/Operating media

▪ Specify the required setting for the filling limiter using the filling limiter
knob (2) (normally "full").
▪ Adjust the set speed value using the rotary knob (5).
In the case of twin engine systems that drive one shaft, only one engine
operates in manual operating mode.
2007-04-20

General

6680 3.6.6-06 EN 1 (3)

 3.6.6 MAN Diesel

Observe operating instructions

Operative Management III - Operating faults

Observe the information in Sections 3.4 to 3.7, Operative Management!

To ensure a reliable interaction between the engine and downstream
system components (coupling and propeller or generator), in manual
operating mode the corresponding information in the operating
instructions by the relevant manufacturer must be observed.

Starting the engine manually

It is recommended that the engine is started in manual operating mode
at regular intervals.

1 Filling limiter knob 5 Rotary knob

Operation/Operating media

Figure 2: PGG EG speed governor (example for L 58/64)

Mechanical-hydraulic speed governor

The engine stops in the event of a total failure of the mechanical-hydraulic
2007-04-20

speed governor, e.g. caused by breakage of the speed governor drive shaft.

Starting the engine

General

The engine can only be started once the governor has been repaired.

2 (3) 6680 3.6.6-06 EN

 MAN Diesel 3.6.6

Electronic-hydraulic speed control system

Operative Management III - Operating faults

The governor output signal to the actuator falls to zero when the electronic
speed governor fails as a result of an internal fault or power failure.
A differentiation is made between two cases:
▪ rising current signal (direct acting) for more filling
▪ falling current signal (reverse acting) for more filling
Direct Acting If the signal is rising, the charge is set to "zero". The engine is stopped.

Starting the engine

The engine can only be started again electronically once the fault has
been repaired.
Continued operation with the mechanical governor is possible following
a changeover to "emergency operating mode with mech. governor". .

Reverse Acting If the signal is falling, the charge is set to "full". The speed increases. Once
a specific speed has been reached, the mechanical-hydraulic speed gov-
ernor controls the speed.

Operation/Operating media
2007-04-20

General

6680 3.6.6-06 EN 3 (3)

 MAN Diesel 3.6.7

Response in the event that operating values are exceeded when alarms occur

Operative Management III - Operating faults

Basic information
Operating data/Limit values Operating data, e.g. temperatures, pressures, resistance to flow and all
other safety-relevant values/characteristics must be kept within the target
range. Limit values must not be exceeded. The mandatory reference values
contain the test run and commissioning protocol in Volume 010.330 and the
"List of measuring and regulation equipment" in Volume 070 Control and
Monitoring System.
Alarms, reduction and stop Alarms, reduction or stop signals are triggered by the most important oper-
signals ating data, depending on the level of excess and risk potential. This is ach-
ieved with the help of the alarm system and safety control system. Reduc-
tion signals reduce the engine output in marine systems. This is achieved
by reducing the pitch in controllable-pitch propeller plants. Stop signals
cause the engine to stop.
Response in the event of Acoustic or visual warnings can be reset. The displays remain active until
emergencies - technical the fault has been eliminated. Reduction or stop signals can be suppressed
options in marine systems (with the exception of "overspeed" signal) using the over-
ride function with the value "ship before machine". This option is not avail-
able in stationary systems.
Classification of alarm and The guidelines of the classification associations and the operator's own
limit values assessment apply when defining the alarm values and safety-relevant limit
values.
Examples Stop criteria are (for example): overspeed, excessively low lubrication oil
pressure and excessively high temperatures at main bearings. If the oil mist
detector responds it is normal also for a stop to be effected. If the cooling
water temperature in ship's systems is too high a power reduction is initi-
ated.
Legal situation
The purpose of alarm, reduction and safety signals is to warn against or
eliminate dangers. Due care must be observed when investigating their
causes. The malfunction sources must be consistently eliminated. They
must not be ignored or suppressed, unless instructions to do so are given
by the management, or in cases where the cause represents a high degree
of danger.

Ignoring or suppressing alarms

Operation/Operating media

It is extremely dangerous for persons and technical equipment to ignore/

suppress alarms or override reduction and stop signals.

Liability claims for damage caused by exceeding target values and/or sup-
pressing/ignoring alarm and safety signals will not be recognised under any
circumstances.
2008-12-05

General

6680 3.6.7-01 EN 1 (1)

 MAN Diesel 3.6.8

Response in the event of an oil mist alarm

Operative Management III - Operating faults

What action should be taken?
Oil mist The oil mist concentration in the crankcase is monitored by an oil mist
detector. It increases if bearings are damaged and in the event of piston
seizure and blow-bys from the combustion chamber. In these cases an
alarm is triggered and the red alarm LED starts flashing on the oil mist
detector.
Danger to persons and dam-
age to property!

Danger caused by high concentrations of oil mist

If the oil mist concentration is too high this poses an acute danger to
persons and property. It may cause an explosion in the crankcase which
could severely damage the engine, crankshaft and running gear parts.

Switch the engine off imme-

diately!

Stopping the engine due to high concentrations of oil mist

If the oil mist concentration is too high the engine is switched off by the
safety control system. If this does not occur, or if this feature is not
provided, the engine must be switched off manually. This must be carried
out within seconds.

The engine is not monitored when the oil mist detector is inoperative. In this
case, initial signs of damage cannot be detected or will not be detected in
time.
Checks to be carried out following an oil mist alarm/engine stop
Check of the oil mist detector After the actuation of an oil mist alarm the oil mist detector must be checked
for functionality using the operating instructions provided by the manufac-
turer. The engine must not be taken back into operation to do so.
When performing these checks the measuring chamber must be checked
for traces of water. Water vapour may trigger a false alarm. If there are traces
of water you must clean the measuring chamber. The engine must then be
blown through with compressed air. In so doing, check whether the running
gear moves easily when turned. If water is the cause of the alarm additional
Operation/Operating media

checks must be carried out as follows:

Check of the running gear Once the waiting period of 10 minutes has elapsed (this is necessary as
interior there is danger of explosion due to the entry of air (see safety regulations))
all crankcase covers must be removed. The subsequent checks include the
following: The other work/working steps include:
2008-11-06

▪ measurement of all bearing temperatures,

▪ visual inspection of the running gear parts and the sump for swarf, dis-
colouration and warping of materials and
General

6680 3.6.8-01 EN 1 (2)

 3.6.8 MAN Diesel

▪ visual inspection of all piston skirts and cylinder liners. Aluminium alloy
Operative Management III - Operating faults

piston skirts suffer pick-up damage at an earlier stage, grey cast iron
skirts are less sensitive.
Running gear check, external Once the control shaft cover has been opened, the checks to be carried out
include:
▪ measurement of the temperatures of all control shaft bearings and the
external bearing,
▪ visual inspection of camshaft(s), fuel injection pump drives, cam follow-
ers and rollers for wear/seizure.
Check of combustion cham- To carry out this check, the cylinder head covers must be opened and the
bers combustion chambers, particularly the cylinder liner contact surfaces, must
be inspected either using an endoscope once the injection valves have been
removed or with a mirror following removal of one inlet valve cage and one
exhaust valve cage (if installed).
If no damage is found during this inspection the previously unchecked
points in the troubleshooting list should then be checked. If necessary con-
tact the nearest service support location.

Starting engine
The engine may only be restarted after you ensure that no damage exists
or that the original damage has been rectified.
Operation/Operating media

2008-11-06
General

2 (2) 6680 3.6.8-01 EN

 MAN Diesel 3.6.8

Response in the event of a splash oil alarm

Operative Management III - Operating faults

General
Running gear temperature The running gear temperatures in the crankcase are transferred to the sur-
monitoring rounding lube oil. Damage to big end bearings, piston seizure and blow-bys
from the combustion chamber cause a change in the lube oil temperature.
For the splash oil monitoring system some of the splash oil in each big-end
bearing pin is collected; the temperatures of the splash oil are monitored
and compared. If the maximum temperature is exceeded, or if the temper-
ature differential between the individual running gears is too great, initially
an alarm is triggered followed by an automatic engine stop if necessary.
Danger to persons and dam-
age to property!

Oil mist formation

Bearing damage, piston seizures and blow-bys encourage oil mist to
form; this poses an acute risk to the health of personnel and damages
property. It may cause an explosion in the crankcase which could
severely damage the engine, crankshaft and running gear parts.

The engine is not monitored when the splash-oil monitoring system is inop-
erable. In this case, initial signs of damage cannot be detected or will not
be detected in time.
Checks following a splash-oil alarm/engine stop
Checking the alarms Once an alarm has occurred, the splash oil temperatures must continue to
be monitored. If the temperature value causing the alarm does not fall back
to the normal value after a short period the engine must be stopped and the
relevant running gear must be checked. A check of the running gear must
be carried out after an automatic engine stop.
Running gear check Once the waiting period of 10 minutes has elapsed (this is necessary as
there is danger of explosion due to the entry of air (see safety regulations))
all crankcase covers must be removed. The subsequent checks include the
following: The other work/working steps include:
▪ measurement of all bearing temperatures,
▪ visual inspection of the running gear parts and the sump for swarf, dis-
colouration and warping of materials and
Operation/Operating media

▪ visual inspection of all piston skirts and cylinder liners. Aluminium alloy
piston skirts suffer pick-up damage at an earlier stage, grey cast iron
skirts are less sensitive.
If no damage is found during this inspection the previously unchecked
points in the troubleshooting list should then be checked. If necessary con-
tact the nearest service support location.
2008-11-06

Starting engine
The engine may only be restarted after you ensure that no damage exists
General

or that the original damage has been rectified.

6680 3.6.8-02 EN 1 (1)

 MAN Diesel 3.6.10

Failure of the injector cooling system

Operative Management III - Operating faults

Failure of the injector cooling system
Restoring the injector cooling In the event that the injector cooling system fails while the engine is being
system run with heavy fuel oil, it is very important that it is restored immediately.

Operation without injector cooling for longer than 48 hours

Operation with heavy fuel oil for longer than 48 hours without injector
cooling must be avoided.

Checking an injector After restoring the injector cooling following a period of running the engine
on heavy fuel oil without injector cooling for longer than 12 hours, check one
of the injectors to ensure that it has not already been adversely affected by
excessive deposits.
Cleaning in the nozzle orifice If any unusual deposits become evident during the inspection of an injector
area or abnormalities become apparent during operation of the engine (increased
exhaust gas opacity, abnormal exhaust gas temperatures etc.), then all of
the injectors should be removed and cleaned in the area of the nozzle orifice.

Operation/Operating media
2009-03-03

General

6680 3.6.10-01 EN 1 (1)

MAN Diesel 3.7

Operative Management IV - Shutting Down the Engine

3.1 Prerequisites
3.2 Safety
3.3 Operating media
3.4 Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.6 Operative Management III - Operating faults
3.7 Operative Management IV - Shutting Down the
Engine

6703 3.7-1 EN 1 (1)

 MAN Diesel 3.7.1

Shutting down/preserving the engine

Operative Management IV - Shutting Down the Engine

Shutting down/preserving the engine
If the engine is shut down for longer than 1 week it must be turned over once
a week for approximately 10 minutes. To do this, the lube oil pumps for the
running gear and cylinder lubrication must be put into operation (oil tem-
perature approximately 40 °C).
For longer downtimes (e.g. storage) the engine must be emptied, cleaned
and preserved. The necessary instructions are contained in Work Card
000.14 - "Corrosion protection/preservation of diesel engines". The neces-
sary preliminary work, the preservation itself and suitable preserving agents
are described in this Work Card.

Operation/Operating media
2008-11-06

General

6680 3.7.1-01 EN 1 (1)

MAN Diesel

Maintenance/Repairs
1 Introduction
2 Engineering
3 Operation/Operating media
4 Maintenance/Repairs
5 Appendix

6703 4-1 EN 1 (1)

 MAN Diesel 4.1

General remarks

Maintenance/Repairs
General remarks
Meaning and purpose of Alongside regular checks, maintenance work is one of the operator's obli-
maintenance work/prerequi- gations and serves to maintain the operational readiness and reliability of
sites the system. This work must be carried out in accordance with the mainte-
nance schedule in a timely manner by competent personnel.
Maintenance work helps operating personnel detect emerging malfunctions
in good time. It provides the persons responsible with information on nec-
essary reconditioning work or repairs and influences the planning of down-
times.
Maintenance and repair work can only be carried out properly and correctly
if the required spare parts are available. In addition to spare parts, it is also
expedient to keep a stock of parts in reserve to cater for unexpected failures.
Please ask MAN Diesel SE to submit a quotation if required.
Maintenance schedule/main- The necessary work is listed in the maintenance schedule. This contains
tenance intervals/personnel
and time requirements
▪ a brief description of the work,
▪ the repetition intervals,
▪ the personnel and time requirements and
▪ refers to the relevant Work Cards/working instructions.
Work Cards in Volume The Work Cards, summarised in Section 010.005 or 010.200 of the Tech-
010.005 Engine - Working nical Documentation, give a brief description of the meaning and purpose
Instructions or 010.200 Tur- of the work.
bocharger
They also contain information on
▪ required tools/auxiliary equipment
▪ detailed descriptions and drawings of the work sequences and steps.
Maintenance schedule for the A dedicated maintenance schedule is provided for the turbocharger(s). This
turbocharger can be found in Volume 010.200. Maintenance/Repairs
2008-12-05

General

6680 4.1-03 EN 1 (1)

 MAN Diesel 4.2

Maintenance schedule (explanatory notes)

Maintenance/Repairs
Preliminary Remarks
Maintenance schedules
Systems 4.7.1
Engine 4.7.2
Turbocharger 4.7.3

The maintenance schedule for the engine includes work on components of

peripheral systems and on engine components/subassemblies (see Section
4.7). The maintenance schedule for the turbocharger is part of Volume C1
of the Technical Documentation.
Obligation and possibilities for adaptation
Validity of the maintenance Maintenance schedules 4.7.1 and 4.7.2 are jointly applicable. They sum-
schedule marise work that is to be carried out at regular intervals or within a range of
intervals.
After 30,000 or 36,000 operating hours, a thorough examination of the main
components must be carried out. In particular, the cylinder heads and
valves, the cylinder liners and pistons and the running gear parts and bear-
ings should be checked for wear and renewed if necessary. It is recom-
mended that extensive work such as this and the general overhaul is carried
out by one of our customer service locations.
Adapting the maintenance The maintenance schedules apply to average operating conditions. The
schedule stipulations are non-binding recommendations and guideline figures. In
order to obtain data based on experience, it is recommended that the lower
interval ranges are used initially as a guideline. The repeat intervals must be
shortened following a critical analysis, if the operating results and operating
conditions require it, and if the operating schedules permit it (ship timeta-
bles/inspection periods for power stations). It is possible to extend the
intervals if the operating results and operating conditions are favourable.
Favourable operating conditions are:
▪ uniform loading within the range of 60 to 90 % of rated power,
▪ observance of the specified temperatures and pressures for operating
media,
▪ use of specified lube oil and fuel qualities,
▪ careful separation of fuel and lube oil.
Unfavourable operating conditions are:
Maintenance/Repairs

▪ prolonged operation at peak loads or low loads, long periods of idling,

frequent severe load changes,
▪ frequent engine starts and repeated warm-up phases without sufficient
2008-11-06

preheating,
▪ high engine loads before the specified operating temperatures have
General

been reached,
▪ lube oil, coolant and charge air temperatures too low,

6628 4.2-02 EN 1 (2)

4.2 MAN Diesel

▪ use of insufficient fuel qualities and inadequate separation,

Maintenance/Repairs

▪ insufficient intake air filtering (particularly with stationary engines).

Maintenance/Repairs

2008-11-06
General

2 (2) 6628 4.2-02 EN

 MAN Diesel 4.3

Tools/Special tools

Maintenance/Repairs
Preliminary Remarks
Standard Tools The engine is equipped with a comprehensive set of tools. It consists of

▪ hydraulic tensioning tools, and

▪ Special tools.
It enables normal maintenance work to be carried out. Volume B6 of the
technical documentation includes a list of the tools and their designations.
The tool set for the turbocharger is contained in one case and a table of
contents is also included.
Moreover, tools are offered
▪ for work which is often of a more difficult nature or which is seldom
required,
▪ which facilitate the work, or
▪ which help to overcome plant difficulties.
Tools upon the customer's Such tools are supplied upon request. Please ask MAN Diesel SE to submit
request a quotation if required. The table below shows which tools are available to
supplement the standard set of tools for the engine.
Special tools Certain jobs, which are classified as repairs as opposed to maintenance
tasks, require special expert knowledge, experience and supplementary
equipment/accessories. For such work we provide our service support
points or authorised workshops, where required, with other special tools.
We therefore recommend that you consult these partners, or ask them to
do jobs for you whenever your own capacities in terms of time, qualification
or personnel are inadequate.
Tools supplied upon customer's request
Tool Comment

Basic tools General hand-tools are required for all work on the engine (open-ended
spanners, screwdrivers etc.). For scope of basic tools see Sheet 1.3 in Vol-
ume 010.005 Engine - Operating Instructions.
Endoscope The endoscope can be used for the inspection of internal chambers of all
types. It consists of an ocular unit with a sleeved flexible light cable and
exchangeable objective lens. These provide a direct view onto the lit object
or a side view.
Maintenance/Repairs
48/60B;48/60CR
2008-12-05

6706 4.3-02 EN 1 (7)

4.3 MAN Diesel
Maintenance/Repairs

Figure 1: Endoscope
Digital pressure gauge for The digital pressure gauge can be used to safely and comfortably measure
pressure and differential differential pressures in the charge air cooler and in the crankcase. Special
pressure measurement connections are provided. The instrument can also be used at other meas-
uring points.
Maintenance/Repairs
48/60B;48/60CR

2008-12-05

Figure 2: Digital pressure gauge

Protective strap for crank- When the running gear is dismantled, the protective strap protects the crank
shaft pin pin from damage.

Crankshaft test instrument The crank web deflection indicates the alignment of the main bearings and
the bearing of the driven shaft. A crankshaft test instrument is needed to

2 (7) 6706 4.3-02 EN

 MAN Diesel 4.3

measure the crank web deflection. The crankshaft test instrument consists

Maintenance/Repairs
of a measuring clock and diverse extension rods.
electronic crankshaft test The crank web deflection indicates the alignment of the main bearings and
instrument the bearing of the driven shaft. A crankshaft test instrument is needed to
measure the crank web deflection. Special connections are available.

Figure 3: Crankshaft test instrument

Tool for removing/fitting the During maintenance work, such as checking the crankshaft main bearing or
crankshaft main bearing cap replacing the bearing shells, the main bearing cap is just lowered, not
removed. The main bearing cap only needs to be removed in special cases.
Device for removal and fitting A removal and fitting device is available for replacing the complete rotational
of the rotational vibration vibration damper. This work can be handed over to a service support loca-
damper (on the crankshaft) tion or you can carry it out yourself using the removal and fitting device.

Tool for removing/fitting the A removal and fitting device is available for removal and fitting of the piston
piston pin pin.

Maintenance/Repairs
48/60B;48/60CR
2008-12-05

Figure 4: Removal and fitting device for the piston pin

6706 4.3-02 EN 3 (7)

4.3 MAN Diesel

Device for measuring the The cylinder liners must be checked at regular intervals in order to avoid
Maintenance/Repairs

inner diameter of the cylinder sealing problems and overloading of the piston rings. In order to measure
liner the cylinder liners at the same positions a measuring instrument is available.
The instrument consists of a measuring rail with specified measuring points
and an internal vernier scale,

Figure 5: Measuring rail

Pneumatic honing tool for the Cylinder liners require rehoning when piston rings are replaced or if the
cylinder liner roughness of the running surface has become insufficient. This job can be
contracted to service support points or be performed by the user himself
using the honing device.
Tool for regrinding the sealing Regrinding of the sealing groove in the top land ring or the cylinder head is
groove in the top land ring or required when the sealing ring is no longer able to provide adequate com-
in the cylinder head pensation for deformation/material losses.

Assembly and turning tool for The turning tool can be used to rotate the cylinder heads into favourable
the cylinder head working positions. This makes work on the top and on the valves/valve seats
easier.
Maintenance/Repairs
48/60B;48/60CR

2008-12-05

Figure 6: Assembly and turning device for cylinder heads

4 (7) 6706 4.3-02 EN

 MAN Diesel 4.3

Electric valve seat turning Valve seats exhibiting small deficiencies can be reground by hand using

Maintenance/Repairs
machine grinding paste. If an acceptable outcome is not produced in this way,
mechanical machining must be employed.
Electric valve cone grinder Valve cones exhibiting small deficiencies can be reground by hand using
grinding paste. If an acceptable outcome is not produced in this way,
mechanical machining must be employed.

Figure 7: Valve cone grinder

Pressure pipe grinding tool The device is used for grinding the seats on the fuel injection pipe in the
event of sealing problems.

Maintenance/Repairs
48/60B;48/60CR
2008-12-05

Figure 8: Pressure pipe grinding tool

6706 4.3-02 EN 5 (7)

4.3 MAN Diesel

Device for removal and fitting Lube oil pumps driven directly from the diesel engine require regular main-
Maintenance/Repairs

of the lube oil pump tenance. The lube oil pump must be removed to allow this work to be carried
out. A removal and fitting device is available for this purpose.
Cleaning the charge air cooler Installed charge air coolers can be flushed for cleaning on the air side. Blind
flanges are required for isolation of the charge air cooler.
Renoval and fitting device for Installed charge air coolers can be flushed for cleaning on the air side. If this
the pipe bundle of the charge cleaning process does not provide the desired results, the cooler insert must
air cooler be dismantled using this tool and cleaned using a more suitable process.

Figure 9: Renoval and fitting device for the pipe bundle of the charge air cooler
Cleaning the charge air cooler Installed charge air coolers can be flooded for cleaning on the air side and
using ultrasound be cleaned by using an ultrasound generator. This cleaning process means
that most of the air side deposits on the charge air cooler bundle can be
removed.

Figure 10: Parts for cleaning the charge air cooler using ultrasound
Maintenance/Repairs

Device for pulling the drive Coolant pumps driven directly by the diesel engine do not require regular
gear off driven coolant pumps maintenance. If a coolant pump needs to be dismantled, the drive gear must
48/60B;48/60CR

be removed.
2008-12-05

6 (7) 6706 4.3-02 EN

 MAN Diesel 4.3

Maintenance/Repairs
Figure 11: Pull-off device for coolant pumps
Measuring instrument for col- Precise collation and evaluation of the ignition pressures (and injection
lation and evaluation of igni- pressures) using the ignition pressure measuring instrument, consisting of
tion and injection pressures. a quartz-crystalline sensor and evaluation unit, provides valuable informa-
tion concerning the condition of the engine and the possibilities for improve-
ment. Computer-aided evaluation by means of a serial interface and a PC
program is possible. For equipment from other manufacturers, please see
Section 3.5.2.

Maintenance/Repairs

Figure 12: Ignition pressure measuring instrument

48/60B;48/60CR
2008-12-05

Tools for the engine and system accessories

Information regarding tools for the engine accessories, e.g. for the oil mist
detector and for the system accessories e.g. for filters, separators, fuel and
lubrication oil preparation modules, water-softening plants etc. can be con-
sulted in the documents in Volume 015.030 Plant Tools.

6706 4.3-02 EN 7 (7)

 MAN Diesel 4.4

Spare parts

Maintenance/Repairs
Tip
Because of its importance we have repeated a sentence here that we have
already used:

Availability of required spare parts

Maintenance and repair work can only be carried out properly and
correctly if the required spare parts are available.

The following notes should help you to confidently use the right information
source for identifying and ordering spare parts when required.
Spare parts for engines and turbochargers
Spare parts for engines and turbochargers can be identified with the aid of
the spare parts catalogues in Volumes 010.005 Engine - Spare Parts Cata-
logue or 010.200 Turbocharger. An illustrated sheet is provided in each case
to guide you, using the item number to direct you to the order number.

Figure 1: Spare parts catalogue for engine components - illustrated sheet

Maintenance/Repairs
2008-12-05

General

6680 4.4-01 EN 1 (3)

4.4 MAN Diesel
Maintenance/Repairs

Figure 2: Spare parts catalogue for engine components - text sheet

Spare parts for tools/Ordering of tools (engine and turbocharger)
Complete tools can be ordered with the aid of the tool list in Volume 015.010
Engine Tools of the Technical Documentation or with the aid of the contents
list in the turbocharger tool box. The ordering numbers can also be taken
from the specific Work Card in the Volumes 010.005 Engine - Working
Instructions or 010.200 Turbocharger. It is also possible to order individual
parts for tools in this way.
When ordering tools you must, as usual, quote the engine type, the engine
factory reference number and the 6 digit tool number, which also serves as
the ordering number. The first 3 digits of the tool number refer to the sub-
assembly where the tool is used. General tools have a number below 010
instead of the number of the sub-assembly.
To avoid queries, we require the information listed under 1, 2 and 5, as per
the following example.
Explanatory notes
1 Number required
2 Designation
3, 4 Assembly group
5 Tool number = Order number
Maintenance/Repairs

2008-12-05
General

2 (3) 6680 4.4-01 EN

 MAN Diesel 4.4

Maintenance/Repairs
Figure 3: Information for ordering tools and parts. Figure - Work Card for sub-assembly 030.
Spare parts for measuring, control and regulation systems and for engine and system
accessories
Information about spare parts for the following systems (accessories) can
be found in the documents in Volumes 010.290 Engine Control and Moni-
toring or the Volumes 030 ...
▪ Measuring, control and regulation devices, e.g. temperature sensors,
relays, measuring transducers (unless contained in the spare parts cata-
logue for the engine),
▪ engine accessories, e.g. oil mist detector and
▪ system accessories, e.g. filters, separators, water-softening plants and
similar equipment.
Maintenance/Repairs
2008-12-05

General

6680 4.4-01 EN 3 (3)

 MAN Diesel 4.5

Replacement of Components by the New-for-Old Principle

Maintenance/Repairs
New-for-old
Components of high value which have become faulty or worn and the
reconditioning or repair of which requires special know-how or equipment
can be replaced in the “New-for-Old" process. This is applicable to
▪ piston crowns,
▪ valve cages and valves,
▪ fuel injection nozzles and injection pumps,
▪ speed governors,
▪ compressed air starter/Starter and
▪ completely assembled rotors of turbochargers (cartridges).
These parts can generally be delivered ex-stock. If not, they will be recon-
ditioned/repaired and returned to you. Please ask MAN Diesel SE or the
nearest Service Center to submit a quotation tailor-made to your needs
whenever required.

Maintenance/Repairs
2007-04-20

General

6680 4.5-01 EN 1 (1)

 MAN Diesel 4.6

Services/repair work

Maintenance/Repairs
Services/repair work
The following organisations provide a wide range of services and specialist
advice to assist you with both routine matters and with more difficult cases:
▪ MAN Diesel SE, Augsburg plant,
▪ MAN Diesel SE, Hamburg Service Center,
▪ MAN Diesel Pte. Ltd., Singapore Service Center,
▪ service support locations and authorised repair workshops.
a wide range of services and expert advice is available.
The range of services includes spare parts supply, advice and assistance
on operation, maintenance and repair issues, identifying and clarifying
cases of damage and dispatching mechanics and engineers to all parts of
the world. Some of these services form part of the standard range of serv-
ices offered by manufacturers, shipyards, repair workshops or specialist
companies. Some, however, are only possible thanks to decades of expe-
rience in diesel engine construction and in the operation, maintenance and
repair of diesel engine installations. The latter is a result of a particular pro-
fessional obligation we feel we owe to the operators of our engines and to
our products.
Please observe the supplementary information contained in the brochures
in Volume "About us" of the technical documentation. This includes the
addresses and telephone numbers of the nearest support locations that you
can contact.

Maintenance/Repairs
2008-12-05

General

6680 4.6-01 EN 1 (1)

 MAN Diesel 4.7

Maintenance schedule (signs/symbols)

Maintenance/Repairs
Explanation of signs and symbols
The header of the maintenance schedule contains signs and symbols
instead of bilingual entries. They denote the following:
1, 2, 3 Sequential number of the maintenance work.
The number sequence includes gaps for any necessary
changes/additions.
Brief description of the maintenance work

Associated Work Cards.

The Work Cards listed contain detailed information on
the work steps required.
___.xx These Work Cards summarise a group of
Work Cards
A No Work Card required/available
B See maintenance instructions from the man-
ufacturer (see Volume 030 Auxiliary Systems,
Engine Related)
C Have this work carried out by a MAN Diesel
SE Service Support Location or a specialist
company
D See associated maintenance work
Personnel required

Labour time in man-hours

per Reference value for stating the time requirement

24 ... 36000 Repeat interval in operating hours
X, 1 ... 4 Signs used in the interval columns.
The explanatory note is repeated on each sheet.
Where the signs and symbols used in the header are
concerned, however, we have assumed that they are
sufficiently clear and do not need to be repeated contin-
uously.
Table 1: Explanation of signs and symbols used in the maintenance schedule
Maintenance work groups The maintenance work is grouped together in the maintenance schedule
(systems) by system/function group, whilst in the maintenance schedule
(engine) they are grouped together by sub-assembly.
Maintenance/Repairs
2008-12-05

General

6680 4.7-03 EN 1 (1)

 MAN Diesel 4.7.1

Maintenance schedule

Maintenance/Repairs
(systems)

Maintenance schedule
1, per
2,

10-15*
20-24*
25-30*
30-40*
3

1-2*
3-4*
5-6*
150
250
500
24
Fuel System
002 Analyse fuel sample (all characteristics of 000.05 1 0,15 Engine X
the specification)
003 Analyse the fuel sample for acid content 000.04 1 0,3 Engine X
(TAN)
004 Check system components for tightness A 1 0,2 Engine X
(visually)
005 Day tank: Check fuel level: drain water from A 1 0,2 Engine X
day tank and settling tank
006 Check Viscosimat (carry out comparative B 1 0,1 Unit X
temperature measurement)
007 Clean fuel filter (depending on the differen- B 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
tial pressure)
008 Overhaul the fuel pump B 1 1 Pump 3 3 3 3 3 3 3 3 3 3 3
009 Check/overhaul buffer pistons 434.04 1 1 Unit X
Lube oil system
011 Check system components for tightness A 1 0,2 Engine X
(visually)
012 Service tanks for engine and cylinder lubri- A 1 0,1 Engine X
cation: Check oil level
014 Examine oil sample (drip test) 000.05 1 0,2 Engine X
015 Have the oil sample analysed 000.04 1 0,3 Engine X
016 Change oil filling (depending on results of 000.04 Engine 1 1 1 1 1 1 1 1 1 1 1
analysis), clean the tank
017 Check oil drain from piston, connecting rod A 1 0,2 Unit;Cyl. 2 X
big-end and crankshaft main bearings,
from the gearbox and the turbocharger
(visually) - see also 401
018 Check oil drain (visually) from camshaft A 1 2 Engine 2 X
bearings, injection pumps and valve gear
(in the rocker arm casing) - see also 401
Maintenance/Repairs

020 Overhaul the lube oil pump 300.02 2 10 Pump 1 1 1 1 1 1 1 1 1 1 1

B
30-40* ... Repetition interval in operating hours
2008-02-18

X Maintenance work due

* x 1000 h
1 As required/depending on condition
2 Checking of new or overhauled parts required (once after the mentioned time)
48/60B

3 According to specification of manufacturer

4 If component/system is given

6706 4.7.1-02 EN 1 (4)

4.7.1 MAN Diesel

1, per
Maintenance/Repairs

2,

10-15*
20-24*
25-30*
30-40*
3

1-2*
3-4*
5-6*
150
250
500
24
022 Overhaul the cylinder lube oil unit or pump, A 1 4 Unit 1 1 1 1 1 1 1 1 1 1 1
the block distributor and the monitoring
systems
023 Clean the lube oil service filter (depending B 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
on scavenging intervals)
024 Clean the lube oil indicating filter (depend- B 1 2 Filter 1 1 1 1 1 1 1 1 1 1 1
ing on differential pressure)
025 Clean lube oil preheater (depending on B 1 4 Unit 1 1 1 1 1 1 1 1 1 1 1
separation temperature for required flow
rate). Cleaning possibly by a specialist
company
026 Check, clean and overhaul the lube oil sep- B 1 4 Unit 1 1 1 1 1 1 1 1 1 1 1
arator (residue self-discharging)
027 Clean lube oil cooler, possibly by specialist C Unit 1 1 1 1 1 1 1 1 1 1 1
company
Coolant system (cylinder and nozzle cooling)
031 Expansion tank: Check the coolant level A 1 0,2 Engine X
032 Check the injection valve coolant drain (for A 1 0,1 Engine X
unhindered flow and possible traces of
fuel)
033 Cooling water: Check the corrosion pro- 000.07 1 0,5 Engine 2 X
tection - refer to 401
035 Check cooling spaces, chemically clean 000.08 Engine 1 1 1 1 1 1 1 1 1 1 1
the system (cylinder and nozzle cooling).
Cleaning possibly by a specialist company
036 Coolant heat exchanger: Clean the cooling C Unit 1 1 1 1 1 1 1 1 1 1 1
spaces, possibly by specialist company
Compressed air and control air system
042 Drain the compressed air tank (if there is no A 1 0,1 Unit X
automatic drain)
043 Compressed air tank: clean the inside, B 2 10 Unit 1 1 1 1 1 1 1 1 1 1 1
overhaul valves (according to specifica-
tions issued by the classification associa-
tion)
044 Control air system: Drain the water sepa- 125.10 1 0,1 Engine X
rator and the air filter
045 Control air system: Clean the water sepa- 125.10 1 0,5 Engine X
rator and the air filter
Charge air system
Maintenance/Repairs

052 Charge air cooler/charge air pipe: Check A 1 0,1 Pipe X

condensed water discharge for quantity/
free flow
2008-02-18

30-40* ... Repetition interval in operating hours

X Maintenance work due
* x 1000 h
48/60B

1 As required/depending on condition
2 Checking of new or overhauled parts required (once after the mentioned time)
3 According to specification of manufacturer
4 If component/system is given

2 (4) 6706 4.7.1-02 EN

 MAN Diesel 4.7.1

1, per

Maintenance/Repairs
2,

10-15*
20-24*
25-30*
30-40*
3

1-2*
3-4*
5-6*
150
250
500
24
053 Clean charge air cooler on both water and 322.01 2 15 Radiator 1 1 1 1 1 1 1 1 1 1 1
air sides, possibly by specialist company 322.03
054 Charge air bypass/blow-off device: Check 280.02 1 0,5 Engine 1 1 1 1 1 1 1 1 1 1 1
system components for leaks (visually). A
Check control and monitoring elements for
proper function
Exhaust gas system
062 Exhaust gas blow-off device: Check sys- 289.02 1 0,5 Engine 1 1 1 1 1 1 1 1 1 1 1
tem components for leaks (visually). Check A
control and monitoring elements for proper
function
063 Exhaust pipe: Check flange connections 289.01 1 0,2 Pipe X
and expansion joints for tightness (visually)
Measuring, control and regulation systems
072 Switching and shut-off devices: Check A 2 6 Engine 2 X
switch points and proper function - see
also 402
073 Dismantle the control valves in the 10 and 125.xx 1 24 Engine X
30 bar system, replace wear parts
074 Accumulator: Check charge condition and A 1 0,5 Engine 4
electrolyte level
075 Check/overhaul oil mist detector B 1 1 Engine 3 3 3 3 3 3 3 3 3 3 3
076 Check exhaust gas temperature measur- A 1 6 Engine 3
ing system
Engine foundation/pipe connections
082 Foundation bolts: Check preload. Check 012.01 2 8 Engine 2 X
firm seating of stoppers, brackets and
resilient elements (in case of marine
engines also after collision or grounding) -
see also 402
083 Resilient mount: Check amount of settling 012.01 2 3 Engine 4
of resilient elements
084 Flexible pipe connections: Check all hoses A 1 1 Engine 4
085 Flexible pipe connections: Replace hoses A 2 14 Engine 1 1 1 1 1 1 1 1 1 1 1
for fuel, lube oil, coolant, steam and com-
pressed air
086 Bolted connections: check for tight fit/ 000.30 2 10 Engine 2 X
proper preload (e.g. on exhaust gas and
charge air pipe, charge air cooler and tur-
Maintenance/Repairs

bocharger) - see also 402

Flexible coupling/turning-over gearbox
30-40* ... Repetition interval in operating hours
2008-02-18

X Maintenance work due

* x 1000 h
1 As required/depending on condition
2 Checking of new or overhauled parts required (once after the mentioned time)
48/60B

3 According to specification of manufacturer

4 If component/system is given

6706 4.7.1-02 EN 3 (4)

4.7.1 MAN Diesel

1, per
Maintenance/Repairs

2,

10-15*
20-24*
25-30*
30-40*
3

1-2*
3-4*
5-6*
150
250
500
24
092 Flexible coupling: Check alignment and 000.09 2 8 Engine 4
rubber elements
093 Coupling bolts: check for tight fit/proper 020.02 1 1 Engine 2 X
preload - see also 402
094 Check/overhaul the turning-over gearbox B 1 1 Unit 3 3 3 3 3 3 3 3 3 3 3
Additionally required
401 Check parts installed in new or recondi- D Unit X
tioned condition and new operating media
once after the period specified - applies to
017, 018, 033
402 Check parts installed in new or recondi- D Unit X
tioned condition and new operating media
once after the period specified - applies to
072, 082, 086, 093
30-40* ... Repetition interval in operating hours
X Maintenance work due
* x 1000 h
1 As required/depending on condition
2 Checking of new or overhauled parts required (once after the mentioned time)
3 According to specification of manufacturer
4 If component/system is given
Maintenance/Repairs

2008-02-18
48/60B

4 (4) 6706 4.7.1-02 EN

 MAN Diesel 4.7.2

Maintenance schedule

Maintenance/Repairs
(engine)

Maintenance schedule
1, per

80-100*
2,

10-12*
15-18*
30-40*
50-60*
60-80*
3

1-2*
3-4*
5-6*
250
24
Operating values 000
102 Check exhaust smoke (visually) A 1 0,1 Engine X
103 Check ignition pressures, regulate engine 000.25 1 0,1 Cyl. X
104 Record operating data 000.40 1 0,1 Engine X
Running gear/crankshaft 020
112 Check the running gear (visually). See also A 2 0,2 Cyl. 2 X
404
113 Crankshaft: Measure crank web deflection 000.10 2 0,2 Cyl. 2 X
(in the case of marine engines also after
collision or grounding) See also 405
Main bearings 021
122 Locating bearing: Check axial clearance. 021.03 2 0,5 Bearing 2 X
See also 405
123 Lower one bearing cap and inspect lower 000.11 2 6 Bearing X
bearing shell. If bearing shell cannot be 012.02
used any longer, check all the bearings. 012.03
Check pressure for releasing bearing bolts. 021.01
021.02
124 Replace all bearing shells 021.01 2 6 Bearing X
021.02
Torsion vibration damper 027
132 Remove vibration damper of the crank- 027.02 2 30 Engine X
shaft, check and replace the sealing rings 027.04
133 Crankshaft vibration damper: Replace 027.02 2 30 Engine X
134 Remove vibration damper on the cam- A 2 6 Unit 4
shaft, check and replace sealing rings.
Have maintenance work carried out by
authorized workshop/service personnel.
135 Remove vibration damper on the cam- A 2 6 Unit 4
shaft.
Have maintenance work carried out by
authorised workshop/service personnel.
Maintenance/Repairs

Connecting rod bearing 030

3-4* ... Repetition interval in operating hours
X Maintenance work due
2008-02-20

* x 1000 h
2 Checking of new or overhauled parts required (once after the mentioned time)
3 According to specification of manufacturer
4 If component/system is given
48/60B

6706 4.7.2-04 EN 1 (5)

4.7.2 MAN Diesel

1, per
Maintenance/Repairs

80-100*
2,

10-12*
15-18*
30-40*
50-60*
60-80*
3

1-2*
3-4*
5-6*
250
24
142 Remove and check one bearing shell. If 000.11 2 4 Bearing X
bearing shell cannot be used any longer, 030.02
check all the bearings - including the 030.03
crankshaft bearings. Check pressure for 030.04
releasing bearing bolts.
143 Renew all bearing shells 030.03 2 4 Bearing X
030.04
Piston/piston pin 034
152 Remove, clean and check one piston (per 030.01 3 2 Cyl. X
cylinder bank in the case of V engines). 034.01
Measure piston rings and ring grooves. 034.02
Check pressure for releasing bolts on con- 034.05
necting rod shank. Document recorded 034.07
data.
153 Remove, clean and check all pistons. 034.01 3 2 Cyl. X
Measure ring grooves. Replace all piston 034.02
rings. Attention: If piston rings have been 050.05
replaced, the cylinder liner must be reh-
oned. Document recorded data.
154 Remove one gudgeon pin, check gudgeon 034.03 2 0,3 Cyl. X
pin bushing, check clearance.
155 Dismantle one piston. Clean the compo- 034.02 3 2 Cyl. X
nents. Check the coolant chambers and 034.03
bores for carbon deposits. If the layer 034.04
thickness exceeds 1 mm, dismantle all pis-
tons.
156 Disassemble all pistons. Clean compo- 034.02 3 2 Cyl. X
nents. Replacement of piston head 034.03
depends on ring groove wear and general 034.04
condition.
157 Dismantle all pistons. Clean the compo- 034.02 3 2 Cyl. X
nents. Fit new piston crowns and piston 034.03
skirts. 034.04
158 Renew all gudgeon pin bushes. Have 034.03 3 2 Cyl. X
bushing change carried out by authorised C
workshop / service personel.
Cylinder liner 050
162 Measure one cylinder liner (per cylinder 050.02 2 0,3 Cyl. X
bank in the case of V engines). Document
recorded data.
163 Measure and rehone all cylinder liners. 050.02 2 3 Cyl. X
Document recorded data. 050.05
Maintenance/Repairs

164 Remove, clean and check all cylinder lin- 050.03 3 4 Cyl. X
ers. Replace the sealing rings 050.04
165 Replace all cylinder liners and sealing 050.03 3 4 Cyl. X
2008-02-20

rings. 050.04
3-4* ... Repetition interval in operating hours
X Maintenance work due
48/60B

* x 1000 h
2 Checking of new or overhauled parts required (once after the mentioned time)
3 According to specification of manufacturer
4 If component/system is given

2 (5) 6706 4.7.2-04 EN

 MAN Diesel 4.7.2

1, per

Maintenance/Repairs
80-100*
2,

10-12*
15-18*
30-40*
50-60*
60-80*
3

1-2*
3-4*
5-6*
250
24
Cylinder head 055
172 Remove, clean and check one cylinder 055.01 3 3 Cyl. X
head (per cylinder bank in the case of V 055.02
engines). Check pressure for releasing the
cylinder head bolts
173 Remove, clean and check all cylinder 055.02 3 3 Cyl. X
heads
Safety valves 057/073
182 Safety valve on drive chamber covers: 073.01 1 0,1 Valve X
Check all valves for ease of movement.
183 Safety valve on cylinder heads: Remove all A 1 2 Valve X
valves and replace.
Camshaft drive 100
202 Check gearwheels, measure the backlash 100.01 2 1 Engine 2 X
- see also 406
Camshaft/camshaft bearing/cam follower 101/102/112
212 Check cams, rollers and cam followers 201.01 1 0,5 Cyl. 2 X
(visual check) - with in-line engines. See 209.01
also 405
213 Check cams, rollers and cam followers 201.01 1 1 Cyl. 2 X
(visual check) - with V-engines. See also 209.01
405
214 Check bushes of cam follower on one cyl- 201.01 2 2 Cyl. X
inder - with in-line engines.
215 Check bushes of cam follower on 2 cylin- 201.01 2 3 Cyl. X
ders - with V-engines.
218 Remove two camshaft bearings, check 000.11 2 1,5 Bearing X
running surface. Check pressure for 102.01
releasing bearing bolts 102.02
219 Remove and replace all camshaft bearings 102.02 2 1,5 Bearing X
102.03
Rocker arm 111
222 Check rocker arm and associated bolted 111.02 1 0,1 Cyl. X
connections (visually)
Inlet and exhaust valves 113/114
232 Inlet and exhaust valves: Check the rotary 113.01 1 0,1 Cyl. 2 X
motion during operation - see also 405 114.01
Maintenance/Repairs

233 Check the valve clearance - see also 405 111.01 2 0,2 Cyl. 2 X
234 Remove two inlet valves (for each cylinder 113.01 2 1,5 Valve X
bank in the case of V engines). Check valve 113.02
seats. Check valve rotators, replace worn 113.03
2008-02-20

parts.
3-4* ... Repetition interval in operating hours
X Maintenance work due
48/60B

* x 1000 h
2 Checking of new or overhauled parts required (once after the mentioned time)
3 According to specification of manufacturer
4 If component/system is given

6706 4.7.2-04 EN 3 (5)

4.7.2 MAN Diesel

1, per
Maintenance/Repairs

80-100*
2,

10-12*
15-18*
30-40*
50-60*
60-80*
3

1-2*
3-4*
5-6*
250
24
235 Remove all inlet valves. Check valve seats 113.01 2 2 Valve X
and rework. Check valve rotators, replace 113.02
worn parts. Check valve guides. 113.03
113.04
113.05
113.06
236 Remove all inlet valves. Replace valve 055.04 2 1 Valve X
cones, valve seats and valve guides. 113.01
113.06
242 Remove two exhaust valves (for each cyl- 113.03 2 2 Valve X
inder bank in the case of V engines). Check 114.01
valve seats.
243 Remove all exhaust valves. Check valve 113.03 2 4 Valve X
seats and rework. Check valve guides. 113.04
113.05
114.01
114.03
244 Remove all exhaust valves. Replace valve 055.04 2 1 Valve X
cones, valve seats and valve guides. 114.01
114.03
Speed governor 140
262 Mechanical governor: Check oil level 140.01 1 0,1 Engine 4
263 Mechanical governor and booster servo- 140.01 1 1 Engine 4
motor: Replace oil and oil filter 140.02
264 Mechanical governor: Check governor 140.01 1 1 Unit 2 4
drive, i.e. drive shaft and gearwheels - see
also 406.
265 Mechanical governor: Have the governor C 1 2 Engine 3 3 3 3 3 3 3 3 3 3 3
overhauled by a specialist workshop
266 Check pulse transmitter for dirt contami- 400.01 1 0,2 Engine 4
nation and verify that the spacing is correct
Starting air pilot valve/starting valve/main starting valve 160/161/162
272 Remove and overhaul all starting air pilot 160.01 1 1 Valve X
valves 160.02
273 Check all starting valves for tightness 161.01 1 0,2 Valve X
274 Remove and overhaul all starting valves 161.01 1 2 Valve X
161.02
275 Remove and overhaul main starting valve 162.01 1 2 Valve X
Fuel injection pump 200
Maintenance/Repairs

302 Remove and check all baffle screws (visu- 200.01 1 0,25 Pump X
ally).
305 Remove and replace all baffle screws. 200.01 1 0,25 Pump X
2008-02-20

3-4* ... Repetition interval in operating hours

X Maintenance work due
* x 1000 h
48/60B

2 Checking of new or overhauled parts required (once after the mentioned time)
3 According to specification of manufacturer
4 If component/system is given

4 (5) 6706 4.7.2-04 EN

 MAN Diesel 4.7.2

1, per

Maintenance/Repairs
80-100*
2,

10-12*
15-18*
30-40*
50-60*
60-80*
3

1-2*
3-4*
5-6*
250
24
303 Remove, dismantle and check one injec- 200.03 2 4 Pump X
tion pump together with drive and cam fol- 200.04
lower 201.01
201.02
304 Remove and dismantle all injection pumps. 200.03 2 3 Pump X
Check pump elements, valve holders and 200.04
baffle screws, replace worn parts and all
sealing rings.
306 Remove and dismantle all injection pump 201.01 2 1 Pump X
actuators and cam followers, replace worn 201.02
parts and sealing rings..
Fuel regulation linkage 203
312 Lubricate all bearing points and joints. 203.01 2 1 Engine X
Check for proper functioning.
Fuel injection valve 221
322 Remove injection valves, check nozzle ele- 221.01 2 3 Valve X
ments or replace them by new or recondi- 221.02
tioned nozzle elements if necessary 221.03
221.04
323 Remove all injection valves. Replace all 221.01 2 3 Valve X
nozzle elements. 221.03
221.04
Insulation 280/289/292
370 Visual check of insulating mats - checklist Engine X
see working instructions/Volume B2
371 Check of internal/lagging insulation mate- Engine X
rial - checklist see working instructions/
Volume B2
372 Check of bolted connections and fasten- Engine X
ings - checklist see working instructions/
Volume B2
Additionally required
404 Check parts installed in new or recondi- D Unit X
tioned condition, and new operating
media, once, after the period specified -
applies to 112
405 Check parts installed in new or recondi- D Unit X
tioned condition and new operating media
once after the period specified - applies to
113, 122, 212, 213, 232, 233
Maintenance/Repairs

406 Check parts installed in new or recondi- D Unit X

tioned condition, and new operating
media, once, after the period specified -
applies to 202
2008-02-20

3-4* ... Repetition interval in operating hours

X Maintenance work due
* x 1000 h
48/60B

2 Checking of new or overhauled parts required (once after the mentioned time)
3 According to specification of manufacturer
4 If component/system is given

6706 4.7.2-04 EN 5 (5)

MAN Diesel

Appendix
1 Introduction
2 Engineering
3 Operation/Operating media
4 Maintenance/Repairs
5 Appendix

6703 5-1 EN 1 (1)

 MAN Diesel 5.1

Designations/Terms

Appendix
Standards
The conventional designations/terms used in engine manufacture are laid
down in the ISO 1204 standard and the MAN regulation Q10.09121-4611.
A selection of terms, as they appear in the Technical Documentation, are
explained in the following section.
Engines
Engines with supercharging Supercharged engines have one or more exhaust gas turbochargers fitted
(consisting of a turbine and compressor) which are driven by the exhaust
gases. The purpose of the turbochargers is to compress the air required for
combustion.
Dual fuel engines (DF) Dual fuel engines can be operated either with liquid fuel or with gas (natural
gas, town gas, digester gas, etc); for ignition, a small amount of fuel, the
ignition oil as it is known, is injected.
Spark-ignition gas engines Spark-ignition gas engines are operated with gas (natural gas, town gas,
(G) sewer gas, etc) and external electric ignition.

Common-Rail engines (CR) In engines with a Common Rail injection system the pressurised fuel is held
in a reservoir and injected under electronic control.
Performance Gas Injection PGI engines are operated with natural gas and glow ignition.
(PGI)

Type, and direction of rotation

Left-hand engine/Right-hand The terms left-hand engine (LM) and right-hand engine (RM) refer to the
engine location of the engine's exhaust side. When looking towards the coupling
side, the exhaust side is on the left on a left-hand engine, and it is on the
right on a right-hand engine (see Figure 1). It is normally only possible to
make this distinction on an in-line engine.

Left-hand engine Right-hand engine

2008-11-06

Figure 1: Determination of left-hand engine/Right-hand engine

Direction of rotation When looking towards the coupling side, a right-turning engine turns clock-
Appendix

wise, whilst a left-turning engine turns counterclockwise.

General

6680 5.1-01 EN 1 (3)

5.1 MAN Diesel

Designations for cylinders and bearings

Appendix

Designation for cylinders The cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc.
In V engines, looking from the coupling side, the left hand row of cylinders
is designated A, and the right hand row is designated B. Accordingly, the
cylinders are referred to as A1-A2-A3 or B1-B2-B3, etc. (see Figure 2).

In-line engine V engine

Figure 2: Cylinder designation
Designations for crank pins, The crank pins and connecting rods are designated 1, 2, 3 etc. from the
Crank journals and bearings coupling side, the crank journals and main bearings are designated 1, 2, 3
etc. If there is an additional bearing located between the coupling flange
and the gearwheel for the drive of the control system this bearing and the
corresponding crank journals are designated 01 (see Fig. 3). it is of no sig-
nificance which bearing is arranged to be the flanged bearing.
On V engines, if 2 connecting rods are acting on one crank pin, the big-end
bearings are designated in the same way as the cylinders, e.g. A1, B1, A2,
etc.

01,1,2 Crank journals A Coupling flange

1 Crank pin B Spur wheel
2008-11-06

Figure 3: Designations for crankshaft journals and bearings

Appendix

Designation for engine sides

General

Coupling side KS The coupling side is the main engine output side and is the side to which the pro-
peller, the generator or other working machine is coupled.

2 (3) 6680 5.1-01 EN

 MAN Diesel 5.1

Free engine end KGS The free engine end is the front face of the engine opposite the coupling side.

Appendix
Left side On a left-hand engine, the left side is the exhaust side and on a V engine it is cylinder
bank A.
Right side On a right-hand engine, the right side is the exhaust side and on a V engine it is
cylinder bank B.
Timing side SS The timing side is the longitudinal side of the engine to which the fuel injection
pumps and the camshaft are attached (opposite the exhaust side).
Exhaust side AS The exhaust side is the longitudinal side of the engine to which the exhaust pipe
is connected (opposite the timing side). The terms timing side and exhaust side
are only used for in-line engines.
Exhaust counter side AGS On engines with two camshafts, one on the exhaust side and one on the opposite
side, the term "timing side" is ambiguous. The term exhaust counter side is used
in addition to exhaust side.
2008-11-06

Appendix
General

6680 5.1-01 EN 3 (3)

 MAN Diesel 5.2

Formulae

Appendix
Formulae
The selection below contains some of the main formulae used in engine and
installation design. The formulae clarify fundamental correlations.
Engine
Effective engine power Pe

Brake mean effective pressure pe

Piston-swept volume VH

Mean piston speed cm

Torque Md

Efficiency ηe

Propeller
Propeller law
2008-11-06

Appendix
General

6680 5.2-01 EN 1 (2)

5.2 MAN Diesel

Generator
Appendix

Synchronous speed

Key
be Specific fuel consumption kg/kWh
cm Mean piston speed m/s
D Cylinder bore dm
f Frequency Hz
Hu Lower calorific value of the fuel kJ/kg
Md Torque Nm
n Speed 1/min
P Power output kW
Pe Effective engine power kW
p Number of pole pairs /
pe Brake mean effective pressure bar
s Stroke dm
VH Piston-swept volume dm3/Cyl.
z Number of cylinders /
ηe Efficiency /

Piston-swept volume
Engine type Piston-swept volume [dm3/Cyl.]
20/27 8,48
25/30 14,73
28/33 20,32
32/40 32,15
32/44 35,39
40/45 56,52
40/54 67,82
48/60 108,50
51/60 122,57
52/55 116,74
58/64 169,01
Table 1: Piston-swept volume of MAN Diesel engines
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Appendix
General

2 (2) 6680 5.2-01 EN

 MAN Diesel 5.3

Conversion of units

Appendix
Useful facts about units of measurement
Some useful facts about units of measurement can be found in the insert
entitled "SI units" in Section 5.5. It includes explanations of the ISO system
of units, conversion factors for units of measurement and some physical
parameters commonly used in engine design.
2008-11-06

Appendix
General

6680 5.3-01 EN 1 (1)

 MAN Diesel 5.4

Symbols and abbreviations

Appendix
Use
Standard symbols and abbreviations are used for clear representation of
process technology interactions. The following list is a selection tailored to
the needs of engine and energy plant construction. In the operating instruc-
tions, the symbols and abbreviations are mainly used in Sections 2 and 3 of
this volume.
Symbols for functional and pipeline diagrams

Figure 1: Symbols used in functional and pipeline diagrams, 1/4

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Appendix
General

6680 5.4-01 EN 1 (5)

5.4 MAN Diesel
Appendix

Figure 2: Symbols used in functional and pipeline diagrams, 2/4

2008-11-06
Appendix
General

2 (5) 6680 5.4-01 EN

 MAN Diesel 5.4

Appendix

Figure 3: Symbols used in functional and pipeline diagrams, 3/4

2008-11-06

Appendix
General

6680 5.4-01 EN 3 (5)

5.4 MAN Diesel
Appendix

Figure 4: Symbols used in functional and pipeline diagrams, 4/4

Abbreviations for measuring, control and regulating devices
In system diagrams, measuring, control and regulating devices are marked
with a combination of letters. The components of these letter combinations
have the following meanings:
Letter... in position 1 denotes Letter... in position 2 denotes Letter... denotes
Letter the measured variable/input varia- the measured variable/input varia- in position 2 ... n
ble... ble... the processing in the form of...
A —— —— Alarm/Threshold value signal
C —— —— Automatic closed-loop control/
automatic continuous open-
loop control
D Density Difference ——
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E Electrical variable —— Pick-up/sensor

Appendix

F Flow/flow rate Ratio ——

General

G Clearance/length/position —— ——
H Manual input/manual action —— ——

4 (5) 6680 5.4-01 EN

 MAN Diesel 5.4

Letter... in position 1 denotes Letter... in position 2 denotes Letter... denotes

Appendix
Letter the measured variable/input varia- the measured variable/input varia- in position 2 ... n
ble... ble... the processing in the form of...
I —— —— Display
J —— —— Scanning
K Time —— ——
L Level —— ——
M Moisture —— ——
N Freely available —— Freely available
O Freely available —— Visual display/yes or no state-
ment
P Pressure —— ——
Q Other quality variables (analysis, Integral/sum ——
material property) except D, M, V
R Nuclear radiation —— Registration/storage
S Speed/rotational speed/fre- —— Switching/non-continuous
quency open-loop control
T Temperature —— Measuring transducers
U Combined variables —— ——
V Viscosity —— Actuator/valve/actuating ele-
ment
W Weight/mass —— ——
X Other variables —— Other processing functions
Y Freely available —— Arithmetical operation
Z —— —— Emergency action/securing by
triggering/shutting down
Column 1 Column 2 Column 3 Column 4
Table 1: Abbreviations for measuring, control and regulating devices in functional and pipeline diagrams
Comment The letter in position 1 represents a variable in the second column of the
table. This can be supplemented by D, F or Q; the meaning then corre-
sponds to the entry in column 3 of the table. Position 2 or 3 of the combi-
nation of letters can be occupied, if required, by letters from column 4. Mul-
tiple designations are possible here. The sequence in which they should be
used is Q, I, R, C, S, Z, A.
It can be supplemented with + (upper limit/on/open) or - (lower limit/off/
closed) but only after O, S, Z and A.
Examples T Temperature Measuring point (without sensor)
TE Temperature Sensor
TZA+ Temperature Shut-off/alarm (when upper threshold is reached)
PO Pressure Visual display
PDSA Pressure Difference/switching/alarm
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Appendix
General

6680 5.4-01 EN 5 (5)

 MAN Diesel 5.5

Brochures

Appendix
Supplementary brochures
We are providing you with the following, in addition to the brochures in the
Volumes "About us" and 010.290 Engine Control and Monitoring:
▪ SI units
▪ CoCoS EDS
2008-12-05

Appendix
General

6680 5.5-01 EN 1 (1)

MAN Diesel

Index

Index

6703 B1-1 EN 1 (1)