Manual Motor Diesel 1135386, 1135389, 1135411, 1135412, 1135413, 1135414, 1135415, 1135416 - 2

MAN Diesel
Technical Documentation
Engine
Operating Instructions
0001-01-01
Engine............................ V48/60B
Works No. of engine........ 1135386
1135389
1135411
1135412
1135413
1135414
1135415
1135416
Plant No.......................... 5300125
010.005
6706 B1-1 EN
1 (2)
MAN Diesel
0001-01-01
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 2008 MAN Diesel
All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
2 (2)
6706 B1-1 EN
MAN Diesel
0001-01-01
Introduction
1.1
1.2
1.3
1.4
Preface
Manufacturer's liability
Structure and use of the operating instructions
Addresses/Telephone numbers
Engineering
2.1
2.1.1
2.2
2.2.1
2.2.2
2.3
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.4
2.4.2
2.4.3
2.5
2.5.1
2.5.2
2.5.3
2.5.4
2.5.5
2.5.6
Scope of supply /Technical specifications

Scope of supply of MAN Diesel SE
Engine
Characteristic features
Photos/Drawings
Components/Assemblies
Engine in standard design
Engine in Normal Design
Special versions of the engine
Additional engine devices
Systems
Compressed air and starting system
Fuel System
Technical data
Power and consumption information
Temperatures and pressures
Weights
Dimensions/Clearances/Tolerances - Part 1
Operation/Operating media
3.1
3.1.1
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.3
3.3.2
3.3.3
Prerequisites
Prerequisites/Guarantee
Safety
General remarks
Destination/Suitability of the Engine
Risks/Dangers
Safety Instructions
Safety Regulations
Operating media
Quality of marine diesel fuels (MDO)
Quality of heavy fuels (HFO)
6706 B1-1 EN
Table of contents
Table of contents
1 (3)
Table of contents
MAN Diesel
3.6.8
3.6.8
3.6.9
3.7
3.7.1
Viscosity-temperature diagram (VT diagram) for heavy fuel

Quality of lube oils (SAE 40) for heavy fuel operation (using HFO)
Quality of the engine coolant
Examination of operating materials
Quality of aspired air (combustion air)
Operative management I - Putting engine into operation
Starting preparations/Starting and stopping the engine
Switching from diesel oil to heavy fuel oil and vice-versa
Permissible outputs and speeds
Engine run-in
Operative Management II - Monitoring Operating Data
Engine Monitoring /Performing Routine Duties
Engine Log Book/Engine Diagnosis/Engine Management
Load curve during acceleration
Part-load operation
Calculation of the engine power and the status of the working point
Equipment for engine modification for special operating conditions
Condensate water in charge air pipes and pressure vessels
Load Application
Operative Management III - Operating faults
Faults/Defects and their causes (fault finding)
Emergency operation when a cylinder fails
Emergency operation upon failure of a turbocharger
Failure of the power supply (blackout)
Failure of cylinder lubrication
Response in the event that operating values are exceeded when
alarms occur
Response in the event of an oil mist alarm
Response in the event of a splash oil alarm
Response in the event of slow-turn errors
Operative Management IV - Shutting Down the Engine
Shutting down/preserving the engine
Maintenance/Repairs
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.7.1
4.7.2
General remarks
Maintenance schedule (explanatory notes)
Tools/Special tools
Spare parts
Replacement of Components by the New-for-Old Principle
Services/repair work
Maintenance schedule (Signs/Symbols)
Maintenance schedule
6706 B1-1 EN
0001-01-01
2 (3)
3.3.4
3.3.6
3.3.7
3.3.8
3.3.11
3.4
3.4.1
3.4.2
3.4.3
3.4.4
3.5
3.5.1
3.5.2
3.5.3
3.5.4
3.5.5
3.5.7
3.5.9
3.5.10
3.6
3.6.1
3.6.2
3.6.3
3.6.4
3.6.5
3.6.7
MAN Diesel
5.1
5.2
5.3
5.4
5.5
Designations/Terms
Formulae
Conversion of units
Symbols and abbreviations
Brochures
0001-01-01
Appendix
Table of contents
6706 B1-1 EN
3 (3)
MAN Diesel
Introduction
1 Introduction
2 Engineering
3 Operation/Operating media
4 Maintenance/Repairs
0001-01-01
5 Appendix
6706 1-1 EN
1 (1)
MAN Diesel
1.1
Preface
Engine systems - Their char- Engine units produced by MAN Diesel SE are the result of decades of conacteristics, justified expecta- tinuous successful research and development work. They cope admirably
with high levels of demand and have reserves in hand to cope with intertions, assumptions
Introduction
Preface
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

operating and working
instructions
The operating and work instructions (work cards) will help you to familiarise
yourself with the engine. They are intended to provide answers to questions
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 methods 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 signifies 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 handling which is improper and in contravention of the instructions.
Condition 1
The operating personnel and the persons executing the servicing and overhauling 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
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 problems in another product.
6680 1.1-01 EN
Introduction
General
2007-04-13
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!
1 (2)
MAN Diesel
Introduction
1.1
Scope of technical documents
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!
Please also observe the tips concerning product liability provided in the next
section, as well as the safety regulations in section 3.
2007-04-13
Introduction
General
Also observe...
2 (2)
6680 1.1-01 EN
MAN Diesel
1.2
Safe efficient operation of the engine system presupposes comprehensive
knowledge. In a similar way, functionality can only be maintained or recreated 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.
Introduction
The Technical Documentation supplements this skill with special information, 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 following 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
Introduction
General
2007-04-13
Any deviation from the principles specified in the documentation quoted

above requires our prior approval. Fitting brackets and/or supporting equipment to the parts package supplied by us, which are not illustrated or
mentioned 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.
6680 1.2-01 EN
1 (1)
MAN Diesel
1.3
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
Introduction
Structure and use of the operating instructions
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 structure 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 easyto-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.
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,

serious damage and disaster.
What is also important

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
Introduction
General
2007-04-13
The following are not covered:
1 (2)
MAN Diesel
1.3
Introduction
apparent gaps in the chapter numbering of the operating and working

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 nay 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 Volume A1 in the printed material "..... Continuous Development",
in the Volume B2 in the Work Card 000.30,
in Volume B5 in the Trial Run protocol as well as in the start-up protocol,
in volume D1 in the list of the measuring, control and regulating devices,
in volume E1 in the assembly drawing.
With the exception of said printed material, all documents are matched to
a specific engine
Maintenance schedule / Work The maintenance plan is closely allied to the Work Card in volume B2. The
Work Cards describe how to carry out a task and which tools and auxiliary
Cards
equipment are required. The maintenance schedule in turn contains the
repeat intervals and the average personnel and time requirement.
Introduction
General
2007-04-13
2 (2)
6680 1.3-01 EN
MAN Diesel
1.4
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 "Diesel and Turbocharger Service Worldwide" in volume A1.
Location
Address
Augsburg Works
MAN Diesel SE
86224 Augsburg
Telephone (0821) 322 0
Telefax (0821) 322 3382
Hamburg Works
MAN Diesel SE
Service Center, Werk Hamburg
Rossweg 6
D-20457 Hamburg
Telephone (040) 7409 0
Telefax (040) 7409 104
Introduction
Technical Office Hamburg MAN Diesel SE

Vertriebsbro Hamburg
Admiralittstrae 56
D-20459 Hamburg
Telephone (040) 378515 0
Telefax (040) 378515 10
MAN Diesel SE Service
Center, Agencies and
authorised
repair workshops
See printed booklet

"Diesel and Turbocharger Service Worldwide"
Table 1: Locations and addresses of MAN Diesel SE
Contact person
Contact person
Augsburg Works
Telephone (0821) 322 .....
Telefax (0821) 322 .....
Hamburg Works
Service Center
Telephone (040) 7409 .....
Telefax (040) 7409 .....
MAN Diesel SE
Service Center,
Agencies and authorised
repair workshops
Service engines
Holst MST
Telephone ..... 3930
Telefax ..... 3838
Ruthenberg MST4
Telephone ..... 273
Telefax ..... 277
See printed booklet

"Diesel and Turbocharger
Service Worldwide"
Service Turbocharger
Litzenberg TS
Telefax ..... 3998
Service Spare parts
Stadler MSC
Telefax ..... 3720
Table 2: Contact person, Telephone and Fax numbers
Introduction
General
2007-06-12
Subject
Table 2 contains the names, telephone and fax numbers of the contact persons who are at your service when required.
6680 1.4-01 EN
1 (1)
MAN Diesel
Engineering
1 Introduction
2 Engineering
0001-01-01
5 Appendix
6706 2-1 EN
1 (1)
MAN Diesel
2.1
2.1
2.2
2.3
2.4
2.5

Engine
Systems
Technical data
6706 2.1-1 EN
1 (1)
MAN Diesel
2.1.1
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 suppliers directly, unless the parts/ systems supplied by MAN Diesel SE are
plied ...
seriously affected or it is pertinent to do so for other reasons.
The order confirmation, the technical specifications for order confirmation

and the technical specifications of the engine contain supplementary information.
Engineering
General
2007-04-13
Technical specifications
Scope of supply of MAN Diesel SE

Technical specifications
6680 2.1.1-01 EN
1 (1)
MAN Diesel
2.2
Engine
2.1
2.2
2.3
2.4
2.5

Engine
Systems
Technical data
6706 2.2-1 EN
1 (1)
MAN Diesel
2.2.1
Engine
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
stroke of 600 mm They are used as energy generators in ships and in stafamily
tionary power stations.
Features in keywords
V engines 48/60 CR consist basically of static elements such as the crankcase, cylinder bushing and cylinder heads and of moving elements such as
the crankshaft with piston rods and pistons, gear drive system and camshaft
and fuel pump and valve actuators. The turbocharger is used to compress
the fresh air. The charge air lines are located in front of the cylinder heads,
the central exhaust line is located between the cylinder rows.
The camshafts are located in troughs on the exterior of the engines. They
serve to actuate the inlet and exhaust valves and provide the drive for the
injector pumps. An electrical setting unit allows alteration of the injection
timing.
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 50C 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.
Engineering
V48/60B
2007-10-09
The engines are equipped with MAN Diesel turbochargers from the TCA
series.
6706 2.2.1-01 EN
1 (1)
MAN Diesel
2.2.2
Engine
Photos/Drawings
Figure 1: Engine cross section V 48/60 B, viewed from the coupling side
6706 2.2.2-02 EN
Engineering
V48/60B
2007-05-07
Photos/Drawings
1 (2)
MAN Diesel
Engine
2.2.2
2 (2)
2007-05-07
Engineering
V48/60B
Figure 2: 3D graphics, 12-cylinder engine V 48/60 B, view on the counter coupling side
Figure 3: 3D graphics, 12-cylinder engine V 48/60 B, view on the coupling side
6706 2.2.2-02 EN
MAN Diesel
2.3
2.1
2.2
2.3
2.4
2.5

Engine
Systems
Technical data
6706 2.3-1 EN
1 (1)
MAN Diesel
2.3.1
Crankcase
1
2
3
4
5
6
7
Cylinder head
Support ring
Tie rod
Crankcase
Crankshaft
Main bearing cap
Cross tie rod
Engine in standard design

Crankcase to cylinder head
Figure 1: Main components

The engine crankcase (4) is a single-piece design and has large 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).
Figure 2: Crankcase with crankshaft, seen from the coupling side
6706 2.3.1-01 EN
Engineering
V48/60B;V48/60CR
2008-05-29
Crankcase/crankshaft main
bearing/tie rod
1 (8)
MAN Diesel
2.3.1
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 respectively of an upper and

lower bearing shell as well as the main bearing cap (6, see Figure 3). The
main bearing cap in the suspended position is braced to the crankcase
using tie rods (3) and lateral tie rods (7).
3
4
5
6
7
8
21
Tie rod
Crankcase
Crankshaft
Main bearing cap
Hole for lateral tie rod
Lower bearing shell
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 the coupling side. It consists of the two-part drive wheel (21)
on the crankshaft and of butting rings which are supported on the first thrust
blocks (see Figure 3).
Crankshaft
2 (8)
The forged crankshaft is arranged in a suspended position and has two

balance weights per cylinder pair, which serve for balancing the oscillating
masses (see Figure 4). The drive gear for the camshaft drive is comprised
of two segments and is mounted on the crankshaft by tangentially arranged
bolts.
2008-05-29
Engineering
V48/60B;V48/60CR
Crankshaft/balance weights/
drive wheel
6706 2.3.1-01 EN
MAN Diesel
2.3.1
Figure 4: Crankshaft with balance weights attached
Flywheel
The flywheel is fitted to the coupling flange of the crankshaft. Its toothed
ring can be used during maintenance work to turn the engine using a turnover gearbox.
Torsion vibration damper
Figure 5: Torsion vibration damper with leaf spring assemblies
6706 2.3.1-01 EN
Engineering
V48/60B;V48/60CR
2008-05-29
Torsional vibrations from the crankshaft are reduced by using a torsional

vibration damper (see Figure 5).
3 (8)
MAN Diesel
2.3.1
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.
Connecting rod
Connecting rod with split line The split line of the connecting rod is located underneath the connecting
rod small end (refer to Figure 6). When retracting the piston the big-end
bearing need not be split. Moreover, this design reduces the height required
for piston removal.
Figure 6: Connecting rod
4 (8)
2008-05-29
Engineering
V48/60B;V48/60CR
Bearing cap and connecting rod small end respectively are bolted together
using undercut bolts (studs). The piston pin bush is a pressed fit.
6706 2.3.1-01 EN
MAN Diesel
2.3.1
Piston
9 Piston crown
12 Oil control ring
10 Extension bolt
20 Piston pin bore
11 Compression ring
Figure 7: Piston two-piece, oil-cooled
Design characteristics
The piston comprises fundamentally of two components (see Figure 9), the
upper section of the piston (9) and the lower section of the piston. The piston
crown includes the ring grooves for the compression rings whilst the connecting rod is held on the piston skirt by the piston pin (20). 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 extension bolts (10).
Piston rings
Three compression rings (11) and an oil control ring (12) 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 springmounted funnel.
Stepped piston"
The piston crown (9) has a slightly smaller diameter than the rest of the
running surface. Pistons with this design are referred to as stepped pistons.
Cylinder liner
In the upper area, the cylinder liner (15) is centred by the support ring (see
Figure 9). In the lower area, the cylinder liner is guided by the crankcase.
The top land ring (14) fits on the joint of the cylinder liner.
Engineering
V48/60B;V48/60CR
2008-05-29
Cylinder liner/support ring/

top land ring
6706 2.3.1-01 EN
5 (8)
MAN Diesel
2.3.1
Figure 8: Cylinder liner with support ring and top land ring
Interaction stepped piston/top The top land ring (14) which projects above the cylinder liner bore works
together with the recessed piston crown (9) of the stepped piston to ensure
land ring
that burnt carbon deposits on the piston crown do not come into contact
with the running surface of the cylinder liner (15).
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
drained together.
Top land ring, cylinder liner and cylinder head can be checked by using
checking apertures in the support ring for gas tightness and coolant leaks.
6 (8)
Cylinder head
Support ring
Top land ring
Cylinder liner
2008-05-29
Engineering
V48/60B;V48/60CR
1
2
14
15
Figure 9: Cylinder liner, top land ring and support ring
6706 2.3.1-01 EN
MAN Diesel
2.3.1
The cylinder heads are pressed against the top land ring by eight set screws
in each case.
Cylinder head/rocker arm casing
Figure 10: Cylinder head with inlet and outlet valves
Valves in the cylinder head
The cylinder head has two inlet and outlet valves. Beside these is another
starting valve as well as an indicator cock and (in the case of marine engines)
a safety valve. The fuel injection valve is located between the inlet and outlet
valves in a central position (see Figure 10).
Rocker arm casing/valve

actuation
The cylinder head is sealed off to the top from the rocker arm housing and
a cover, through which the inlet and outlet valves are easily accessible (see
Figure 11).
2008-05-29
Engineering
V48/60B;V48/60CR
6706 2.3.1-01 EN
7 (8)
MAN Diesel
2.3.1
8 (8)
2008-05-29
Engineering
V48/60B;V48/60CR
Figure 11: Cylinder head with rocker arm housing and valve actuation
6706 2.3.1-01 EN
MAN Diesel
2.3.2

Camshaft drive to injection valve
Control drive/camshaft drive
1 Crankshaft 2 Camshaft
Figure 1: Camshaft drive
Arrangement of the camshaft The control drive is integrated in the crankcase (see Figure1).
It is located on the coupling side between the first main bearings. The camdrive and the intermediate
shaft drive (2) goes via an intermediate gear onto the toothed ring to the
wheels
crankshaft (1).
Lubricating oil supply
The lubricating oil supply to the bearing bush of the intermediate wheels is
effected through the axles, whilst the supply to the meshing is effected by
spray nozzles.
Figure 2: Camshaft
Camshaft
The engine has two multipart camshafts, which actuate the inlet and exhaust
valves and the injection pumps (see Figure 2).
6706 2.3.2-01 EN
Engineering
V48/60B
2008-05-05
Camshaft
1 (8)
MAN Diesel
2.3.2
3 Injection cams 6 Starter cams

4 Inlet cams
8 Cam followers
5 Exhaust cams
Figure 3: Camshaft with cam followers
The camshafts and cam followers are housed in a shaped trough. The bearing caps on the camshafts are mounted in a suspended mode. The suspension is in bearing bushes. Each cylinder has an injection cam (3), an inlet
cam (4), an exhaust cam (5) and a starter cam (6) (see Figure 3).
Thrust bearing
One thrust bearing is provided on the coupling side for positioning the camshafts.
2 (8)
2008-05-05
Engineering
V48/60B
Valve actuation
Figure 4: Rocker arm casing
6706 2.3.2-01 EN
MAN Diesel
2.3.2
The drive for the inlet and exhaust valve actuation is from the camshaft via
the inlet and exhaust 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 follower 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 (see Fig. 4).
Valves
Valves/valve guides
Each cylinder head has two inlet (11) and two exhaust (12) valves. They are
guided by pressed in valve guides (15) (see Figure 5).
Camshaft -cam followers push rods
10 Cylinder head 12 Exhaust valve

11 Inlet valve
15 Valve guide
Figure 5: Cylinder head
Valves/seat rings
The exhaust valve cone and the corresponding seat ring are fitted with reinforcement. The exhaust valve seat ring is also designed to be water-cooled.
In the case of the inlet valve, only the valve cone has a reinforcement (see
Figure 5).
Rotators
The inlet valves (11) are turned via valve rotators. The exhaust valves (12)
have propeller blades above the valve plate which rotate the valves by the
gas flowing over them. The rotators counteract high temperature loading at
individual points and guarantee gas-tight valve seats.
Speed governor
System components with

mechanical-hydraulic speed
governor system
The mechanical-hydraulic speed and output control system comprises the

mechanical speed controller with the hydraulic actuator, the remote speed
setting device and the shutdown device. The rotation sensors are required
for emergency shutdown.

electronic-hydraulic speed
governor system
An electronic-hydraulic speed and output control system also has an electrical-hydraulic converter, an electronic speed governor and an oil cooler.
6706 2.3.2-01 EN
Engineering
V48/60B
2008-05-05
A mechanical-hydraulic, mechanical-electronic or fully electronic speed

governor is used, depending on the application and engine operating mode.
3 (8)
MAN Diesel
2.3.2
electronic speed governor
system
The electronic speed and output control system comprises an electronic

control device, and electrical-mechanical actuator, a remote speed setting
unit, and speed pick-ups, which record the current engine speed.
Working principle with

mechanical-hydraulic speed
control system or electronichydraulic speed control system
The difference between the target speed and the actual value is evaluated
by the mechanical speed controller or by the electronic control unit. If there
is a difference between the two, the connecting rod is adjusted hydraulically,
thus moving the control shaft and the control rods of the injection pumps,
i.e. the amount of fuel injected into the cylinder is changed.
Working principle with electronic speed control system
In the electronic control device, the difference between the set and real
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 adjustment

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.
1
2
3
4
Drive engine
Worm drive
Limit switch
Hydraulic brake
Figure 6: Injection timing adjusting device
Engineering
V48/60B
2008-05-05
4 (8)
6706 2.3.2-01 EN
MAN Diesel
2.3.2
Fuel injection pump
8 Cam followers 30 Fuel injection pump

23 Control rod
33 Ram with roller
Figure 7: Fuel injection pump
The fuel injection pumps are mounted on the control shaft trough. The
actuation by the fuel cams is via cam follower (8). The lifting movement of
the rocker arm is transmitted via a plunger with roller (33) to the plunger of
the fuel injection pump (30).
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.
Engineering
V48/60B
2008-05-05
Arrangement/Drive
6706 2.3.2-01 EN
5 (8)
MAN Diesel
2.3.2
Filling/Regulation linkage
18 Control shaft 24 Buckling lever

23 Control rod 30 Injection pump
Figure 8: Control shaft with buckling lever
Setting unit actuates control

shaft
The filling linkage is actuated by the speed actuator or the relevant control
unit. Its lever action is transmitted to the control shaft (18). It is carried in
bearing blocks which are bolted to the crankcase in front of the injection
pumps. The control rods (23) of the fuel injection pumps (30) are displaced
by the rotary movement.
Buckling lever
The spring-loaded tilting mechanism of the buckling levers (24) allows

switching off and starting the engine if a cylinder regulating rod is blocked.
Engineering
V48/60B
2008-05-05
6 (8)
6706 2.3.2-01 EN
MAN Diesel
2.3.2
18
19
24
25
30
Control shaft
Fuel pipe
Buckling lever
Fuel injection pipe
Fuel injection pump
Injection pipes
Figure 9: Injection pump with fuel injection pipe
Injection valve
Threaded insert
Cylinder head
Nozzle holder
Combustion chamber
Injection nozzle
Figure 10: Fuel injection valve
Fuel delivery
The fuel injection valve is mounted centrally in the cylinder head. Fuel delivery is via the screw-in piece (26) which is directed through the cylinder head
6706 2.3.2-01 EN
Engineering
V48/60B
2008-05-05
26
27
28
29
32
7 (8)
MAN Diesel
(27) and is bolted to the nozzle holder (28). The fuel is injected directly from
the injection valve into the combustion chamber (29).
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.
2008-05-05
Engineering
V48/60B
2.3.2
8 (8)
6706 2.3.2-01 EN
MAN Diesel
2.3.3
Supercharged system/Turbocharger
Retention process
The supercharging is performed according to the so-called retention process. During this process the exhaust flows out of all cylinders from the
exhaust manifold to the turbocharger. The compressed fresh air from the
turbocharger is fed to the cylinders via the charge air coolers and the charge
air pipes.

Supercharger system to engine control
1 Turbocharger 3 Charge air cooler

2 Diffuser
Figure 1: Turbocharger with charge air cooler
Turbocharger
The turbocharger is fitted longitudinally in the engine. Turbochargers from

the TCA series are used, i.e. turbochargers with radial compressors and
axial turbines (see Figure 2).
Engineering
V48/60B
2008-06-06
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.
6706 2.3.3-01 EN
1 (8)
MAN Diesel
2.3.3
6 Radial compressor 9 Plain bearing

7 Axial turbine
19 Compressor housing
8 Silencer
20 Turbine housing
Figure 2: TCA series turbocharger
Charge air pipe/Charge air cooler

The fresh air drawn in and compressed by the turbocharger reaches the
charge air coolers through the double diffusers. In the charge air cooler, the
compressed fresh air is recooled and fed via the charge air pipe to the cylinders. The charge air coolers have 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.
Engineering
V48/60B
2008-06-06
2 (8)
6706 2.3.3-01 EN
MAN Diesel
2.3.3
Figure 3: Charge air line
Exhaust pipe
The common exhaust pipe for both rows of cylinders is connected to the
cylinder heads using fixing clips. The exhaust pipe is fitted with expansion
compensators between the rows of cylinders and in front of the turbocharger.
The exhaust pipe covering is comprised of elements which extend over two
cylinder pairs 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 centrally in the V space in the crankcase. The
6706 2.3.3-01 EN
Engineering
V48/60B
2008-06-06
Figure 4: Exhaust pipe section with expansion compensators
3 (8)
MAN Diesel
2.3.3
lubricating oil inlet flange is located on the free engine end. Stub lines are
used to transport the lubricating oil to the crankshaft 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
coupling side.
Cylinder liner lubrication
The cylinder liner lubrication is by injected oil and oil mist. The piston ring
pack is supplied with oil via holes in the cylinder liner. The engine is fitted
with a cylinder lubricating oil pump per row of cylinders which feeds lubricating oil to the individual cylinder liners via a hydraulically controlled block
distributor. Both the pump distributor units are located on the free engine
end.
Figure 5: Cylinder lube oil pump with block distributor
Valve seat lubrication
Two additional pump distributor units are fitted on the coupling side. They
are provided to lubricate the inlet valve seats.
Fuel pipes
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 free engine end. The buffer pistons at the end of
both lines serve to reduce the pressure surges within the fuel system.
2008-06-06
Engineering
V48/60B
Fuel supply/Fuel return
4 (8)
6706 2.3.3-01 EN
MAN Diesel
2.3.3
Figure 6: Fuel pipes and fuel injection pumps
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 (LT) 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.
6706 2.3.3-01 EN
Engineering
V48/60B
2008-06-06
Figure 7: Coolant pipes
5 (8)
MAN Diesel
2.3.3
Condensed water pipes
The water which is deposited in the charge air pipe as a result of compression and cooling of the air after the charge air cooler, is removed via a drain
valve.
Crank area bleeding

Air bleed valve
The crank area bleeding connection is located on the free engine end and
is used for pressure compensation with the atmosphere.
Figure 8: Crank area bleeding
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 compressed air via cylinder bank A.
6 (8)
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 free engine end. The starter air line is mounted on the support rings on cylinder bank A (see Figure below).
2008-06-06
Engineering
V48/60B
Main starter valve
Figure 9: Main starter valve
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 control sliders.
6706 2.3.3-01 EN
MAN Diesel
The starter air pilot valves are arranged next to the injection pumps and
consist of a back-up pipe and a starter cam on the camshaft of cylinder
bank A.
Operating and monitoring system

In the case of marine engines the control and monitoring is carried out using
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
monitoring,
The display system for operating values and operating status,
Various controllers for auxiliary devices, e.g. for charge air bypass, cylinder lubrication, temperature control etc.
Serial interfaces to the ship's alarm system (protocol printer, common

alarm, hooter etc.) and to the MAN Diesel Engine Diagnostics System
EDS.
Figure 10: Internal view of the standardised switch cabinets
Engineering
V48/60B
2008-06-06
In marine engines: Standardised switch cabinet
Starter air pilot valve
2.3.3
6706 2.3.3-01 EN
7 (8)
MAN Diesel
2.3.3
Figure 11: Display unit (PGA-EG speed governor)
Display panel for operating

and monitoring
The data processing for these input and output signals takes place in programmable control elements. The engine can be operated and monitored
and the listed functions can be controlled by means of a panel (operating
station) built into the switch cabinet door. Two keypads and a display are
available for the purpose. The display shows operating values as well as the
operating and control status.
Figure 12: Panel (operating station) with key pads and display
Engineering
V48/60B
8 (8)
In stationary systems, these prefabricated systems, which can be tried out

partly with the engine, are used only in exceptional cases. Here it is appropriate to summarise the control and monitoring section of the engine with
the complete installation. For this reason it is usual to provide just one terminal box with the required control system for the auxiliary devices.
6706 2.3.3-01 EN
2008-06-06
On stationary engines ...
MAN Diesel
2.3.4
"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 counter coupling side

Turbocharger fitted on counter coupling side instead of the coupling side in
the case of propeller drive mode. In a similar way, the turbocharger is fitted
on the coupling side rather than counter coupling side when operating in
generator mode.
Special versions of the engine
Charge air blower unit

With the charge air blower unit the charging air is extracted after the charge
air coolers and blown into the machine room. This is required under certain
circumstances in order to limit the ignition pressure under full load or overload conditions.
Figure 1: Charge air blower unit
The charge air bypass device serves to increase the charge pressure in part
load operation mode of ship's main engines. It consists basically of connection pipes between the charge air pipes and the exhaust pipe which can
be controlled by an electro-pneumatic flap.
6706 2.3.4-01 EN
Engineering
V48/60B;V48/60CR
2007-05-07
Charge air bypass device
1 (3)
MAN Diesel
2.3.4
Figure 2: Charge air bypass device
Exhaust gas blow-off device

The exhaust gas blow-off device serves to protect the turbocharger from
excess speed, especially under part load operating mode. It consists basically of a connecting pipe between the exhaust pipe in front of the turbocharger and the exhaust pipe after the turbocharger, an electro-pneumatic
flap and its control system.
Figure 3: Exhaust gas blow-off device
2 (3)
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 actuator. This adjustment has an influence on the injection timing and thus on the
ignition pressure.
2007-05-07
Engineering
V48/60B;V48/60CR
Injection timing adjusting device
6706 2.3.4-01 EN
MAN Diesel
2.3.4
Figure 4: Injection timing adjusting device
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 existing 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 measures 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-SPS Spare Parts Catalogue
CoCoS-MPS Maintenance Planning System
CoCoS-SPO Spare Parts Ordering System
Please refer to the printed material in Section 5.
2007-05-07
Engineering
V48/60B;V48/60CR
6706 2.3.4-01 EN
3 (3)
MAN Diesel
2.3.5
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
Additional engine devices
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 connected to the foundation with steel membranes
Direct resilient support
Direct resilient support is the most expensive solution. The foundation provides vibration-insulated separation of the engine, and a highly resilient
coupling also separates the elements to be driven.
2008-06-06
Engineering
48/60B;48/60CR
6706 2.3.5-01 EN
1 (5)
MAN Diesel
2.3.5
Crankshaft extension
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
2 (5)
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.
2008-06-06
Engineering
48/60B;48/60CR
Figure 3: Auxiliaries drive for pumps attached to the engine
6706 2.3.5-01 EN
MAN Diesel
2.3.5
Pumps attached to the engine
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 resistance temperature sensors (Pt 100).
2008-06-06
Engineering
48/60B;48/60CR
6706 2.3.5-01 EN
3 (5)
MAN Diesel
2.3.5
Oil mist detector
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
4 (5)
2008-06-06
Engineering
48/60B;48/60CR
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.
6706 2.3.5-01 EN
MAN Diesel
2.3.5
Exhaust temperature - Mean value monitoring
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 surfaces 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.
2008-06-06
Engineering
48/60B;48/60CR
6706 2.3.5-01 EN
5 (5)
MAN Diesel
2.4
Systems
2.1
2.2
2.3
2.4
2.5

Engine
Systems
Technical data
6706 2.4-1 EN
1 (1)
MAN Diesel
2.4.2

Compressed air is required for starting the engine and for performing a
range of pneumatic controls. 30 bar is required for starting. 30 bar, 8 bar
or lower pressures are required for the control system. The supply to these
systems is from 30 bar compressed air vessels via the connection 7171. In
order to guarantee perfect operation of the control valves even when the
pressure in a section of the compressed air vessel is reduced by previous
starting operations, ship's main engines have a second compressed air
connection 7172. The supply of control air from a separate compressed air
vessel can take place through this. Non-return valves prevent pressure
compensation.
6
7
8
9
10
Main starter valve

Safety valve
Starting valve
Connection piece
Flame breaker
11
12
14
15
16
Systems
Non-return valve
17 Cylinder head
Fuel injection pump
21 Distributing slide valve
Air filter
7171 Starting air inlet
3/2 Way valve / Emergency stop valve 7172 Pilot air supply
3/2 Way valve
Engineering
V48/60B
2008-05-14
Figure 1: Compressed air and starting system (Schematic 1)
6706 2.4.2-01 EN
1 (8)
MAN Diesel
Systems
2.4.2
6
11
14
16
Main starter valve 17 Cylinder head

7171 Starting air inlet
Non-return valve 18 Control valve
7172 Pilot air supply
Air filter
21 Distributing slide valve
A Pilot air line
3/2 Way valve
B Starter air line
2 (8)
M409 Reducing valve D Pilot air for operating device

C Pilot air 8 bar
Figure 3: Reducing valve
Reduction in the pressure to 8 bar takes place on the reducing valve M 409
which is mounted on the control console.
6706 2.4.2-01 EN
2008-05-14
Engineering
V48/60B
Figure 2: Compressed air and starting system (Schematic 2)
MAN Diesel
For starting the engine the following are used primarily, (see Figure 1 and
Figure 2)
the main starter valve (6) with the safety valve (7), arranged on the side
opposite the clutch.
the starter control gate valve (21) arranged next to the high pressure
pumps and
the starting valves (8) fitted in the cylinder head.
Systems
In brief
2.4.2
In detail
As soon as a shut-off valve on the pressure vessels is opened, air flows

through connection 7171 to branch a and on to the main starting valve (see
figure 1). The lines connected to branch a are used for control purposes.
The airflows from connections 7171 and 7172 meet at branch b. The branch
c follows the filter M 462. A line leads to the valve M 329/2 for actuation of
the emergency stop device for the fuel pumps (see Figure 1) and to the
reducing valve M 409 (see Figure 8).
The valve assemblies M 329/1 and M 329/2 are actuated by control air on
the primary side. On the secondary side, they can be switched over by control air, electrically by a solenoid coil or manually (only in marine applications).
Pressure-reducing valve M 409 on the control console is supplied with air
from connection B of the main starting valve or by a second connection
downstream of filter M 462.
The second line on branch c conducts control air to valve M 329/1 via branch
d. The branch line at d connects valve M 306 on the indexing unit to valve
M 329/1.
Branch e follows downstream of the valve M 329/1. The secondary feed line
leads to the control side of valve M 317 on the main starting valve and to
the control console.
With the pressure vessel opened, air is present at the main starting valve,
at valve M 317, at valve M 371/1 (if present), at valve M 329/2, in the control
device and at valves M 306 and M329/1.
Start procedure (Description

section 1)
The starting process is initiated by an impulse from the operation or remote

control device to the valve M 329/1.
This valve can be used for manually starting the engine in an emergency.
The impulse opens the pre-switching valve of the valve combination M
329/1 with the pre-condition that the indexing unit is disengaged, i.e. the
valve M 306 is set to through-flow. In this case, the valve combination M
329/1 is finally opened. It releases the route for the air to the control side of
valve M 317. The valve switches over. The connections A and E on the main
starter valve, which were previously under pressure, and thus held the main
cone closed and the bleed valve open, are thus depressurised. This causes
the main starter valve to open and the bleed valve to close (see figure 4). As
a result, air flows to the starter valves in the cylinder heads.
6706 2.4.2-01 EN
Engineering
V48/60B
2008-05-14
On V engines only cylinder bank A is equipped with a starting device.

These valves/gate valves are opened when specific conditions are met. The
main starter valve is opened by the control valve M 317 (see Figure 2). The
starter control gate valves are pressurised with air as soon as the valve M
329/1 in the control console is opened and they are finally opened in accordance with the firing order as soon as the associated starter cams on the
camshaft (28) has gone by (see Figure 8). The air flow from the starter control
gate valve finally opens the relevant starting valve.
3 (8)
MAN Diesel
Systems
2.4.2
1
2
3
4
5
Inlet housing
SV Safety valve
Outlet housing
Bleed Bleeding
Valve cone
S Shoulder
Compression spring
R Annular surface
Air bleed valve
A-E Connections on the valve
(see Figure 2)
Figure 4: Arrangement/connections to the main starter valve

The valve cone of the main starter valve is closed if the inlet side is depressurised. As soon as the compressed air line is opened, the pressure acting
on the shoulder attempts to open the valve cone. The force of the pressure
spring and the pressure at connection A, which is transferred to the annular
surface R, counteract this. In this condition, connection E is also under
pressure, i.e. the bleed valve is open. As soon as the control system
switches over, valve M 317, connections A and E are depressurised. The
main cone is opened, the bleed valve closed by the air pressure building up
in the exhaust casing.
2008-05-14
Engineering
V48/60B
Main starter valve
4 (8)
6706 2.4.2-01 EN
MAN Diesel
2.4.2
Systems
Start procedure (Description

section 2)
With the valve M 329/1 opened, the starter control gate valves are also under
pressure. As soon as the starter cam closes the ram pipe in a cylinder, the
distributing slide valve is switched over and pilot air directed to the starting
valve. This opens the starting valve and the full flow of air is directed into
the combustion chamber. The piston is pressed downwards. The crankshaft
and camshaft are turned. The next starter control gate valve is thereby
switched over and the next cylinder supplied with air.
Compressed air route
Compressed air flows via the connection 7171 to the main starter valve (6)
(see Figure 1) and via the pneumatically actuated starter valve (8) to the
cylinders. In order to guarantee the perfect operation of the control valves,
even when the pressure is reduced in one part of the compressed air tanks
due to preceding starting procedures, marine main engines have a second
compressed air connection 7172. Non-return valves prevent pressure compensation.
When the isolator valve on the compressed air tank is opened compressed
air flows to the main starter valve (6) and through the air pipe to the control
valve M317. At the same time, compressed air flows through the air filter
M462 to the pilot valve M329/1, the emergency stop valve M329/2 and the
blocking valve M306 (turning over gearbox) (see Figure 2).
6706 2.4.2-01 EN
Engineering
V48/60B
2008-05-14
5 (8)
MAN Diesel
Systems
2.4.2
18 Cylinder head A Control air from the starter control gate valve
19 Starting valve B Compressed air from the main starting valve
20 Support ring
Figure 7: Starting valve
When the blocking valve M306 is open i.e. the turning over gear is disengaged and there is no start block from the safety control system (only on
stationary engines), air flows on to the pilot control valve M329/1. As soon
as it gets a start command from the automatic system or from the control
console it can switch to the through-flow position and it releases the route
to the starting gate valves (21), to the control valve M317. In an emergency
situation the pilot valve M329/1 can also be actuated manually. The control
valve M317 then opens the main starter valve (6) and closes the bleed valve
(5) so that the compressed air flows through the starter line (A) to the starter
valves (8) (see Figure 1 and Figure 5).
Depending upon the position of the camshaft (28), the venting hole of the
starter control gate valve (21) is covered by the starter cam (27) on one
cylinder. This causes a piston in the starter control gate valve to open the
route and air flows via the control line to the relevant starter valve and opens
it. The compressed air thus flows into the cylinder and pushes the piston
downwards, i.e. the crankshaft starts to rotate. When the starter cam runs
away from the area of the impulse pipe. the starter control gate valve (21)
closes, the air supply is interrupted and the pipe is vented. The starting
Engineering
V48/60B
2008-05-14
6 (8)
6706 2.4.2-01 EN
MAN Diesel
2.4.2
Systems
periods of the individual cylinders overlap each other so that a safe start is
guaranteed for each crankshaft position.
21 Starter control gate valve with impulse pipe 28 Camshaft

27 Starter cam
Figure 8: Starter control gate valve/camshaft
Indicator cocks/Safety valves Indicator cocks for connecting the cylinder pressure measuring devices are
Flame breaker
Flame breakers are installed in the connections of the starting air pipe to the
support rings of the cylinder liners. They should prevent flames from flashing
back in the case of damaged starting valves.
Drainage
In the connection line from the pressure tanks to the main starting valve a
discharge cock must be fitted at the deepest point. This cock must be
opened at regular intervals to remove accumulating condensation from the
pipes. The cock is used for bleeding the pipe prior to assembly work. The
relief cock is used for the same purpose on the main starting valve, which
is fitted to the relief pipe of the air bleed valve.
Bleeding the pipe prior to

assembly work
The relief cock must be opened prior to starting maintenance work. This
prevents pressure from building up in front of the main starting valve as a
result of leaks in the pressure tank shut-off fittings which could lead to the
unintentional starting of the engine.
Slow turn device
In engines started in automatic mode, the opening of the indicator cocks is

not guaranteed. In this case the slow turn device is activated prior to starting.
The device permits the engine to turn slowly over for approx. 3 rotations
with the objective of ascertaining whether all cylinder areas are free of liquids
for the subsequent starting procedure. The device is based on the existing
starting system. It works at a reduced (adjustable) air pressure.
6706 2.4.2-01 EN
Engineering
V48/60B
2008-05-14
directly screwed into the cylinder heads or (with marine main engines) into
the connection points provided with spring-loaded safety valves.
7 (8)
MAN Diesel
For explanations on the symbols and abbreviations used please consult

Section 5.
2008-05-14
Engineering
V48/60B
Systems
2.4.2
8 (8)
6706 2.4.2-01 EN
MAN Diesel
2.4.3
Systems
Fuel System
Fuel System
1
2
3
4
6
7
Fuel distribution line

Fuel manifold line
Isolation cock
Drain line
Fuel injection line
Leak fuel drain line
8
9
10
11
12
13
Leak fuel drain line

14 Leak fuel manifold line
Buffer piston
23 Fuel injection pump
Cylinder head
5671 Fuel inlet line
Leak fuel manifold line 5699 Fuel outlet line
Leak fuel manifold line
Leak fuel manifold line
The fuel is supplied to the engine at the front/at connection 5671, and
drained away from connection 5699 (see Figure 1). The high pressure
pumps (23) are interconnected by the fuel plug-in pipes and pipe retainers.
The fuel is directed through the fuel injection line (25) and a push-in pipe
(26) from the fuel injection pump (23) to the injection valve (5) (see Figure 3).
The high pressure pumps (2) are driven by the cam followers (16) and the
cams (22) on the camshaft (see Figure 2). The volume of fuel is determined
by the position of the control rod (15) control sleeve (19) and the pump
plunger / pump piston (17). It is controlled using the control shaft (27). This
control shaft is rigidly connected to the control rod using a buckling lever.
6706 2.4.3-01 EN
Engineering
V48/60B
2008-05-14
Figure 1: Fuel schematic diagram
1 (5)
MAN Diesel
2.4.3
Systems
The position of the control rod is determined by turning the control shaft and
thus this adjusts the fuel quantity (see Figure 4)
15
16
17
19
20
Control rod
21 Compression spring C Leak fuel
Cam followers 22 Cam
D Leak fuel
Pump punch 23 Fuel injection pump E Oil
Control sleeve A Fuel return
F Blocking oil
Pump cylinder B Fuel feed
Figure 2: Fuel injection pump
Engineering
V48/60B
2008-05-14
2 (5)
6706 2.4.3-01 EN
MAN Diesel
2.4.3
Systems
1 Fuel distribution line 15 Control rod

25 Fuel injection line
2 Fuel manifold line
16 Cam followers
26 Threaded insert
5 Injection valve
23 Fuel injection pump
Engineering
V48/60B
2008-05-14
Figure 3: Fuel injection pump with fuel line and fuel injection valve
6706 2.4.3-01 EN
3 (5)
MAN Diesel
Systems
2.4.3
1
2
8
15
23
25
27
28
Fuel distribution line

Fuel manifold line
Leak fuel line
Control rod
Injection pump
Fuel injection line
Control shaft
Buckling lever
Figure 4: Fuel injection pump with lines
Buffer piston
Rapid pressure fluctuations arise in the distributor pipe (1) and manifold line
(2) through the priming and shut-off of the injection pump plunger. Such
pressure shocks are reduced by spring-loaded buffer pistons at the inlet
and outlet of the lines.
Figure 5: Buffer piston (example L 58/64)
Injection lines/Leak fuel lines The injection pumps (23) feed the fuel in the injection lines (25) to the injec-
tion valves (5) (see figure 3). The leak fuel (B) draining from the injection
valves and injection pumps is collected in the leak manifold (8) and drained
to the manifold (12 and 13) at the foot of the injection pumps (see schematic
drawing Figure 1).
Engineering
V48/60B
2008-05-14
4 (5)
6706 2.4.3-01 EN
MAN Diesel
2.4.3
Systems
5
18
A
B
Injection valve
Cylinder head
Fuel from the injection valve
Leak fuel
Figure 6: Fuel injection valve

In automatic systems the injection lines (25) are monitored for leak fuel
accumulation. The injection lines are sleeved for this purpose. The leak fuel
produced from leaking fittings or damaged lines runs to the leak lines via
the sleeving pipes and onward to the leak lines (7) and on to the leak manifold (11 and 14). A tank with level monitor to provide an alarm can be fitted
to this line.
System on the plant side
Engineering
V48/60B
2008-05-14
Engines in the heavy oil mode must be equipped with some auxiliary devices
(mixing tank, heating device, viscometer etc.). The exact arrangement of the
individual devices is shown in the fuel diagram of the respective plant.
See technical documentation of the plant.
6706 2.4.3-01 EN
5 (5)
MAN Diesel
2.5
Technical data
2.1
2.2
2.3
2.4
2.5

Engine
Systems
Technical data
6706 2.5-1 EN
1 (1)
MAN Diesel
2.5.1
Designations and plant numbers

Engine
18V 48/60 B
Plant number
1 135 386 / 389 / 411 / 412 / 413 / 414 / 415 / 416
Turbocharger
TCA 88 - 40026
Plant number
7 000 301 / 318 / 424 / 425 / 426 / 427 / 428 / 429
Charging method
Technical data
Accumulation mode
Accepting company/Plant acceptance
WA
Operation and drive type

Application
concerning
X
Stationary engine
Marine main engine
Drive configuration
concerning
Variable-pitch propeller
X
Generator
Other
Fuel
concerning
Diesel oil
Heavy fuel
1 200 mm2 /s
Operation/Monitoring
concerning
Remote control
Central control/Operation without
supervision

MCR
according to ISO
According to
3046/I
ISO3046/I
(Standard operating
(at set-up location)
conditions)
Power output
18 960 kW
Air temperature
17 - 37 C
Charge air cooler water temperature
Air pressure
1 bar
Installation height
100 m above sea-level

Speed of engine rotation
Direction of rotation of the engine
00125 2.5.1-01 EN
514 1/min
Clockwise -
Engineering
V48/60B
0001-01-01
Continuous duty/Standard operating

conditions
1 (3)
MAN Diesel
Technical data
2.5.1
Continuous duty/Standard operating
conditions
according to ISO
According to
3046/I
ISO3046/I
(Standard operating
conditions)
MCR
Turbocharger speed
Fuel consumption
See trial run log
Mean effective piston pressure
22.6 bar
Ignition pressure
190 bar
Mean piston speed
10.3 m/s
Compression ratio
15.3 -
according to ISO
According to
3046/I
ISO3046/I
(Standard operating
conditions)
MCR
Heavy fuel
206.1 g/kWh
Diesel oil/MDF
g/kWh
Lube oil consumption
g/kWh
16.5 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
Firing sequence
1 000 mm
Cylinder
Clockwise rotation *
Anticlockwise rotation *
12
A1-B1-A3-B3-A5-B5A6-B6-A4-B4-A2-B2
A1-B2-A2-B4-A4-B6A6-B5-A5-B3-A3-B1
14
A1-B1-A2-B2-A4-B4A6-B6-A7-B7-A5-B5A3-B3
A1-B3-A3-B5-A5-B7A7-B6-A6-B4-A4-B2A2-B1
16
A1-B1-A4-B4-A7-B7A6-B6-A8-B8-A5-B5A2-B2-A3-B3
A1-B3-A3-B2-A2-B5A5-B8-A8-B6-A6-B7A7-B4-A4-B1
18
A1-B1-A3-B3-A5-B5A7-B7-A9-B9-A8-B8A6-B6-A4-B4-A2-B2
A1-B2-A2-B4-A4-B6A6-B8-A8-B9-A9-B7A7-B5-A5-B3-A3-B1
concerning
Engineering
V48/60B
2 (3)
0001-01-01
* Direction of rotation seen from coupling side

Control times
Inlet valve
Exhaust valve
opens
46 CA before TDC
closes
1 CA after BDC
opens
64 CA before BDC
00125 2.5.1-01 EN
MAN Diesel
2.5.1
closes
39 CA after TDC
Overlap
85 CA
Starting valve
Starter air pilot valve
opens
2-3 CA after TDC
closes
in 12 cylinder engine
1322 CA after TDC
Closes in
14- to 18-cylinder
engine
1162 CA after TDC
opens/closes
Start/end of delivery of the injection pump
Technical data
Control times
See trial run log

See trial run log
Sealing areas and emissions

Sealing areas/
power restrictions
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
2 000 mg/Nm3
Engineering
V48/60B
0001-01-01
according to
00125 2.5.1-01 EN
3 (3)
MAN Diesel
2.5.2
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. 480 C
Permissible deviation of individual cylinders from the mean

value
Exhaust before turbocharger
Coolant
Engine coolant after engine

Engine coolant preheating
Coolant before injection valve
Coolant before LT stage
Lube oil
lube oil before engine/Before turbocharger

lube oil preheating before start
Fuel
Technical data
Temperatures and pressures
50C
max. 570 C
90 , max. 95 C
4)
60 C
80 ... 85 C
max. 38 C 1)
50 ... 55 C
40 C
Fuel (MDF) before engine
max. 50 C
Fuel (HFO) before engine
(see table) 3)
Operating pressures (excess pressures)*

Air
Air before turbocharger (negative pressure)
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

difference)
max. 50 mbar
Cylinder
Rated ignition pressure
190 bar
Permissible deviation of individual cylinders from the

mean value
5 bar
Safety valve (opening pressure)

Crank case
Exhaust
Crank case pressure
max. -20 mbar
230 +7 bar
max. 5 mbar
Safety valve (opening pressure)
50 mbar
Exhaust gas after turbocharger
New state max. 30 mbar

Service mode max. 50 mbar
Lube oil
Engine coolant and charge air cooler HT
3 ... 4 bar
Nozzle coolant
3 ... 5 bar
Charge air cooler LT
2 ... 4 bar
Lube oil before engine

Lube oil before turbocharger
6706 2.5.2-01 EN
5 ... 5.5 bar

1.5 ... 1.7 bar
Engineering
V48/60B
2007-12-17
Coolant
1 (2)
MAN Diesel
Technical data
2.5.2
Fuel
Fuel before engine
(in case of pressure system)
4 ... 8 bar
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
Fuel viscosity
Temperature after preheater
Injection viscosity
Evaporation pressure
Required system pressure
(mm2/s at 50 C)
(mm2/s)
(C)
(bar)
(bar)
180
320
12
12
124
137
1,4
2,4
2,4
3,4
380
420
12
12
140
142
2,7
2,9
3,7
3,9
500
700
14
14
140
146
2,7
3,2
3,7
4,2
Test pressures (excess pressures)

Control air
Control air pipes
12 bar
Cooling chambers/Water
side
Cylinder head
10 bar
Cylinder liner
7 bar
Charge air cooler
4 bar
Injection valve
20 bar
Cooling system cylinder cooling
7 bar
Cooling system injection valve cooling
7 bar
Fuel chambers
Fuel inlet lines
20 bar
Lube oil
Lube oil lines
10 bar
Valid for nominal output and nominal speed. For mandatory reference values, see test run and commissioning
protocol in Volume B5 and "List of measuring and control devices" in Volume D.
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 (condensation).
3)
Dependent upon the fuel viscosity and injection viscosity. See section 3.3.4 - operating materials.
90 Regulated temperature
*
Engineering
V48/60B
2007-12-17
2 (2)
6706 2.5.2-01 EN
MAN Diesel
2.5.3
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 head and piston pin
592 kg
Piston without piston pin
353 kg
Gudgeon pin
100 kg
Connecting rod
(connecting rod shank, head, bearing cap)
655 kg
Connecting rod head
139 kg
Connecting rod shank
289 kg
Connecting rod bearing cap
152 kg
Crankshaft bearing cap
approx. 516 kg.
Crankshaft bearing shell (half shell)

Crankshaft with balance weights
10 kg
12V 48/60 B
20,018 kg
14V 48/60 B
22,822 kg
16V 48/60 B
25,637 kg
18V 48/60 B
28,816 kg
Balance weight of the crankshaft
525 kg
Crankshaft gear (2 part)
518 kg
2,945 kg
Engineering
V48/60B
2007-08-31
Torsional vibration damper (crankshaft)
Technical data
Weights
6706 2.5.3-01 EN
1 (3)
MAN Diesel
Technical data
2.5.3
Crankcase/Tie rod
Crankcase
12V 48/60 B
approx. 53,500
kg.
14V 48/60 B
approx. 60,700
kg.
16V 48/60 B
approx. 67,800
kg.
18V 48/60 B
approx. 83,600
kg.
Tie rod
114 kg
Tie rod (external bearing)
16 kg
Cross tie rod
14 kg
Cylinder head bolt
35 kg
Injection system
Camshaft
12V 48/60 B
2,418 kg
14V 48/60 B
2,697 kg
16V 48/60 B
3,046 kg
18V 48/60 B
3,329 kg
Fuel injection pump
104 kg
22 kg
Charge air and exhaust system

Turbocharger TCA 77
approx. 9,000
kg.
Turbocharger TCA 88
approx. 15,500
kg.
Charge air cooler
approx. 2,550
kg.
Charge air pipe (section)

Exhaust pipe
Exhaust pipe (section)
211 kg
12V 48/60 B
2,580 kg
14V 48/60 B
2,964 kg
16V 48/60 B
3,597 kg
18V 48/60 B
3,797 kg
approx. 434 kg.
Miscellaneous
Oil pump for cylinder lubrication
7 kg
Block distributor for cylinder lubrication
5 kg
2 (3)
20 kg
approx. 220
kg.
Speed governor
approx. 160
kg.
6706 2.5.3-01 EN
2007-08-31
Engineering
V48/60B
Oil pump for valve seat lubrication
MAN Diesel
2.5.3
approx. 181 t.
14V 48/60 B
approx. 206 t.
16V 48/60 B
approx. 230 t.
18V 48/60 B
approx. 256 t.
Engineering
V48/60B
2007-08-31
12V 48/60 B
Technical data
Weights of complete engines
6706 2.5.3-01 EN
3 (3)
MAN Diesel
2.5.4
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
clearance
Shaft diameter
Technical data
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
B/C
A
B/C
871 +1.0/-1.0 Tie rod (external bearing)

M56x4
675 +1.0/-1.0 Cross tie rod
M64x4
M64
Engineering
V48/60B
2008-06-06
A
B
C
2560 +1.0/-1.0 Tie rod

M90x4
6706 2.5.4-02 EN
1 (5)
MAN Diesel
Technical data
2.5.4
Crankshaft 020
A
A
*
**
Clearance when new

(mm)

*
Clearance max. (mm)

--
**
Web deflection (crankshaft)

See acceptance record
See Work Card 000.10
Main bearing/Locating bearing 021


A
B
C
D
-*
-0.95
2008-06-06
2 (5)
-0.520 ... 0.660

-0.500 ... 0.760
Clearance max. (mm)
Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
Engineering
V48/60B
480 -0.050
-375 -0.100
--
Clearance when new

(mm)
6706 2.5.4-02 EN
MAN Diesel
2.5.4
Technical data
Torsional vibration damper (crankshaft) 027

A
B
1480 Diameter
300 ... 490 Width (total)
Big-end bearing/Piston pin bearing 030


A
B
C
D
E
F
G
H
J
K
-0,460 ... 0,600

-0,210 ... 0,320
-1,500 ... 2,100
-----
Clearance max. (mm)

-*
-0,40
-------
Engineering
V48/60B
2008-06-06
415 -0,040
-220 +0,320/+0,250
-220 -0,025
-175
1370
660
1914
Clearance when new

(mm)
6706 2.5.4-02 EN
3 (5)
MAN Diesel
Technical data
2.5.4
Piston 034

A
B
C
D
E
F
G
*
**
220 +0,080/+0,055
-220 -0,025
380
744
480*
**
Clearance when new

(mm)
-0,055 ... 0,105
------
Clearance max. (mm)

-0,12
------
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

4 (5)
*
**
***
8 +0.030
-8 -0.013/-0.035
8 +0.200/+0.170
-12 +0.070/+0.040
-12 -0.016/-0.040
----
-0.213 ... 0.265

--0.183 ... 0.235
-0.056 ... 0.110
-1.500 ... 2.000
2.200 ... 2.800
0.800 ... 1.350
Clearance max. (mm)

-0.70
--0.32
-0.12
-----
2008-06-06
Engineering
V48/60B
A
B
C
D
E
F
G
H
J*
J**
J***
Clearance when new

(mm)
Impact play ring 1

Impact play ring 2.3
Impact play ring 4
6706 2.5.4-02 EN
MAN Diesel
2.5.4
2008-06-06
Technical data
Engineering
V48/60B
6706 2.5.4-02 EN
5 (5)
MAN Diesel
2.5.5
Cylinder liner 050


A
B2*
B4*
B5*
C**
D
E
F
G
H
K
*
**
480 +0,063
----652
570
1189
835
563
126
Clearance when new

(mm)
Clearance max. (mm)

------------
-1,440
0,384
0,144
0,720
-------
Technical data
Maximum permissible wear on the measuring point of the gauge bar (see Work Card 050.02)
Ovality, C = (A1 - A2)
Engineering
V48/60B
2007-10-30
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.
6706 2.5.5-01 EN
1 (3)
MAN Diesel
Technical data
2.5.5
Cylinder head/Cylinder head bolts 055

A
B
C
D
E
F/G
Clearance when new

(mm)
675
816
1050
670
1866
M56x4
Clearance max. (mm)

-------
-------
Camshaft drive 100


A*
B*
---
2007-10-30
2 (3)
0.252 ... 0.442

0.215 ... 0.396
Clearance max. (mm)
Backlash
Engineering
V48/60B
---
Clearance when new

(mm)
6706 2.5.5-01 EN
MAN Diesel
2.5.5
C
D
E
F
**
180 +0.223/+0.164
-180 -0.020/-0.045
--
Clearance when new

(mm)
-0.184 ... 0.268
-1.000 ... 1.500
Clearance max. (mm)

-0.34**
---
Technical data
Increase in play normally slight. For replacement criteria see Work Card 000.11
Camshaft bearing 102


A
B
C
D
E
-0,178 ... 0,266

0,183 ... 0,281
-0,200 ... 0,450
Clearance max. (mm)

-*
*
---
Engineering
V48/60B
2007-10-30
200 -0,029
--200 +0,252/+0,183
--
Clearance when new

(mm)
6706 2.5.5-01 EN
3 (3)
MAN Diesel
2.5.6
Rocker arm bearing /Inlet valve/Exhaust valve 111/113/114


A1)
B2)
C
D
E
K
L***
M
1)
2)
0.2 +0.100
0.9 +0.100
-0.100 ... 0.165
-----
Clearance max. (mm)

---**
-----
Valve clearance for inlet valves*

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
Engineering
V48/60B
2007-08-31
*
**
***
--32 +0.025
-31.88 +0.020/-0.020
160
38
821.5 +0.300/-0.300
Clearance when new

(mm)
Technical data
6706 2.5.6-04 EN
1 (6)
MAN Diesel
Technical data
2.5.6
Inlet and exhaust cam follower 112

A
B
C
D
E
F
G
H
K
L
10 -0.011/+0.052
-110 -0.072/-0.107
-110 +0.034/+0.012
60 +0.120/+0.100
-60 +0.039/+0.020
---
Clearance when new

(mm)
-0.061 ... 0.159
-0.058 ... 0.157
--0.061 ... 0.100
-xxxx ... xxxx
0.300 ... 0.500
Clearance max. (mm)

-0.17
-0.16
--0.12
----
Starting air pilot valve 160


A
0.2 +0.100
Clearance max. (mm)

--
Engineering
V48/60B
2007-08-31
2 (6)
--
Clearance when new

(mm)
6706 2.5.6-04 EN
MAN Diesel
2.5.6

A
B
C
D
E1)
F
G
H
J
N2)
Q
1)
-0,080 ... 0,120

--0,020 ... 0,024
--0,030 ... 0,106
----
Clearance max. (mm)

-------0,15
----
Clearance at the head of the pump plunger 0.024 ... 0.028 mm

Punch stroke
Engineering
V48/60B
2007-08-31
2)
15 +0,100/+0,080
-14,95 +0,030/-0,030
46 +0,062
-(46)
78 +0,046
-78 -0,030/-0,060
50
925
Clearance when new

(mm)
Technical data
Fuel injection pump 200
6706 2.5.6-04 EN
3 (6)
MAN Diesel
Technical data
2.5.6
Drive of fuel injection pump 201

A
B
C
D
E
F
K
L
M
N
O
135 +0,230/+0,087
-135 -0,040
75 +0,305/+0,265
-75 +0,039/+0,020
-200 +0,046
-200 -0,050/-0,096
--

D
E
F
G
H
J
K
75 +0,305/+0,265
-75 +0,039/+0,020
75 +0,100/+0,079
----
-0,087 ... 0,270

--0,226 ... 0,285
-0,500 ... 0,650
-0,050 ... 0,142
-0,200 ... 0,400
Clearance when new

(mm)
-0,226 ... 0,285
--0,040 ... 0,080
0,500 ... 1,000
0,500 ... 0,650
Clearance max. (mm)

-0,30
--0,31
---0,18
---
Clearance max. (mm)

-0,31
--0,10
---
Engineering
V48/60B
2007-08-31
4 (6)
Clearance when new

(mm)
6706 2.5.6-04 EN
MAN Diesel
2.5.6

A*
B**
C
D
*
**
--531
87,7
Clearance when new

(mm)
1,2 +0,050/-0,050
----
Clearance max. (mm)

-----
Technical data
Fuel injection valve 221
Needle rise
Nozzle specification - see acceptance record
Drive for the pumps attached to the engine 300/350

---
0,400 ... 0,650

0,330 ... 0,530
Clearance max. (mm)

---
Engineering
V48/60B
2007-08-31
A*
B*
Clearance when new

(mm)
Backlash
6706 2.5.6-04 EN
5 (6)
MAN Diesel
Technical data
2.5.6

A
--
Clearance when new

(mm)
1.0 ... 3.0
Clearance max. (mm)

--
Buffer piston 434


A
B
C
75 +0,046
-75 -0,030/-0,060
-0,030 ... 0,106

--
Clearance max. (mm)

-0,12
--
Engineering
V48/60B
2007-08-31
6 (6)
Clearance when new

(mm)
6706 2.5.6-04 EN
MAN Diesel
1 Introduction
2 Engineering
0001-01-01
5 Appendix
6706 3-1 EN
1 (1)
MAN Diesel
3.1
Prerequisites
Prerequisites
Safety
Operating media
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
3.1
3.2
3.3
3.4
6706 3.1-1 EN
1 (1)
MAN Diesel
3.1.1
Effects from the past

Many prerequisites for successful operation of the engine/the engine installation are met very early. Others can/must be influenced immediately.
The fundamental principles, which can no longer be subject to direct influence, 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.
Prerequisites
Prerequisites/Guarantee
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 suppliers 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 operating 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.
2008-06-12
Questions regarding the guarantee are treated in accordance with the "General 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.
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 considerably adversely affected as a result of such shortfall, would be, at its discretion, rectified free of charge or new parts supplied at its own cost and risk."
6680 3.1.1-01 EN
General
Guarantee
1 (2)
MAN Diesel
Clause 4
"The guarantee does not cover natural wear and tear and parts which have
suffered premature wear because of their material consistency or the
method of their application; also it does not cover damage caused by inappropriate 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."
2 (2)
2008-06-12
General
Prerequisites
3.1.1
6680 3.1.1-01 EN
MAN Diesel
3.2
Safety
Prerequisites
Safety
Operating media
operation
Data
Engine
3.1
3.2
3.3
3.4
6706 3.2-1 EN
1 (1)
MAN Diesel
3.2.1
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 personnel to carry out safe actions and to avoid dangers.
Safety
General remarks
Signals, symbols, text or illustrations must be used as communication elements 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
the development, design and execution and by corresponding structuring
SE
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 documentation. Please note also that inappropriate actions can lead to the loss of
guarantee cover.
2007-10-31
General
6680 3.2.1-02 EN
1 (3)
MAN Diesel
Safety
3.2.1
Warning sign, dangerous locations on the engine
2 (3)
This warning sign must be clearly visible on the engine as well as at all
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.
Explanations for the warning sign, meaning of the symbols in the warning notes
Attention!
Warning of a dangerous location!
6680 3.2.1-02 EN
2007-10-31
General
Figure 1: Warning sign
MAN Diesel
3.2.1
Warning of hand injuries

Danger of crushing!
Safety
Flammable materials!
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!
2007-10-31
6680 3.2.1-02 EN
General
Operating instructions/
Observe working instructions!
3 (3)
MAN Diesel
3.2.2
Safety
Destination/Suitability of the Engine

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 constraints (e.g. disassembly areas/crane capacities) according to the recommendations by MAN Diesel SE or state-of-the-art technology.
starting, operating and stopping according to the usual technical operating 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

engine) operation at times with overload
Charge air blow-off device
Part load with improved acceleration power
Charge air bypass device
Safe operation in the upper load range with part load optimised turbochargers
Exhaust blow-off device
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)
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
The engine is intended/suitable for
2007-04-13
The engine is conditionally intended/suitable for:
operation at operating values for which there is an alarm situation,
operation with forced speed (marine main engines),
passing through barred speed ranges,
blackout test,
idling or low load operation,
6680 3.2.2-01 EN
General
Operation with optimised injection timing
1 (2)
MAN Diesel
Safety
3.2.2
operation with generator in "return output" (in network parallel operation),
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 turbocharger(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.
2 (2)
2007-04-13
General
6680 3.2.2-01 EN
MAN Diesel
3.2.3
Dangers due to insufficient personnel/Training

Expectations in case of
marine engines
Safety
Risks/Dangers
Propeller operation/generator operation (normal operation/operation in road stead):

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 generally stipulated by national regulations or by international agreements
(STCW).
Expectations for stationary

plants (power plants)
During operation:
Plant manager (engineer) available. Operation management/monitoring of
the engine and the relevant supply systems by trained and specially instructed 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 number 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
2008-06-12
Table 3, Figures 1 and 2
See Table 3 and Figures 1 and 2. These pages are designed to instill the
danger points in the subconscious.
6646 3.2.3-01 EN
V48/60;V48/60B
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
engines and turbochargers. In normal operation, and even under certain
unfavourable conditions, they can be operated safely. Nevertheless, residual 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.
1 (7)
MAN Diesel
Safety
3.2.3
2 (7)
2008-06-12
V48/60;V48/60B
Figure 1: Danger points on the engine in accordance with EU machine directive

(part 1, illustration shows engine V 48/60)
6646 3.2.3-01 EN
MAN Diesel
3.2.3
Safety
Figure 2: Danger points on the engine in accordance with EU machine directive (part 2, illustration shows
engine V 48/60)
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 compiled in tables 4 and 5. These provide further indications regarding the
keywords listed in section 3.2.2.
Emission
Danger
Defensive/Protective measure
Treated cooling water, lube oil,

hydraulic oil, fuel
Dangerous to the skin and health,

water-contaminating
Use/Disposal in accordance with the

instructions from the manufacturers
or suppliers
Cleaning and auxiliary agents
According to the manufacturer's

information
Use/Disposal in accordance with the

instructions from the manufacturers
or suppliers
Exhaust with harmful components

NOx, SO2, CO, HC, soot
Harmful to health1), environmentally

contaminating when exceeding
threshold values
Carry out maintenance work according to the maintenance schedule,

plan the operation taking into consideration the dangers, observe operation results critically, replace components with IMO marking only by
equivalent items.
Air noise
Harmful to health, environmentally

threshold values
Wear hearing protection, limit exposure to the absolutely essential
Noise transmitted by solid objects
Harmful to health, environmentally

threshold values
Limit exposure to the absolutely

essential
6646 3.2.3-01 EN
V48/60;V48/60B
2008-06-12
Dangers due to emissions
3 (7)
MAN Diesel
Safety
3.2.3
Emission
Danger
Defensive/Protective measure
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:

California
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 devices as well as other areas of the plant particular worthy of attention.
Personnel 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.
4 (7)
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 <220C
Eye protection
DIN EN 166 / 04.2002
Danger from oil splashes and hot liquids at temperatures of around 200C
Indications:
Facial protection shield against fire jets
Protective clothing
DIN EN 340 / 03.2004
High surface temperatures <220C, sharp edges

and corners
Foot protection
DIN EN ISO 20345 / 10.2004
Presence of oils, fuels, chemicals and similar

substances, hot surfaces <220C, sharp edges
and corners, danger of falling objects, danger of
impacts
Hand protection
DIN EN 420 / 12.2003

DIN EN 388 / 12.2003
DIN EN 407 / 11.2004
Presence of oils, fuels, chemicals and similar

substances, hot surfaces <220C, sharp edges
and corners
Indications:
hot surfaces < 350C
Table 2: Protection equipment standards and working descriptions
6646 3.2.3-01 EN
2008-06-12
V48/60;V48/60B
The general protection equipment must comply, as a minimum, with the

following standards and working descriptions:
MAN Diesel
3.2.3
The relevant sections of the technical documentation must be read and

understood.
Safety
Moreover, the special protection equipment which is stipulated in the individual work cards (see Volume B2/working instructions) must be observed!
Hazardous areas on the engine (during designated use)

Danger zone
Source of hazard
Possible consequences
Total engine (1)
Insufficient/impaired operating
safety
Danger for ship and crew or emergency 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

longitudinal engine sides (4)
Danger of explosion/danger of running gear parts being thrown out
Parts could be ejected/could fly off
Turbocharger, especially area radial

to the rotor (5)
Parts under internal pressure, parts

rotating at high speeds
Parts can break, can fly off
Piping/pressure tank/pressurised
Parts under internal pressure, filled
and liquid or gas filled parts/systems with liquids/gases
(6)
Spurting/leaking of media, danger of

injury, danger of fire, loss of service
fluids, contamination possibly dangerous to health and the environment
Crank covering (7)
In the case of bearing or piston seizures danger of explosion, fire and

accident risk through spurting oil,
danger to personnel
Moved parts, hot/swirling oil
Covering of camshaft, cam followers Intervention cam/camshaft, moveClothes/limbs can be caught/

and push rods (8)
ment of cam followers and push rods crushed, leaking oil
Insulation and jacketing of fuel and
injection pipes (9)
Hot surfaces, flammable medium,

parts under high internal pressure
Burning, squirting out of fuel, under

certain circumstances in piercing jets
Exhaust pipe and covering of the

exhaust pipe (10)
Hot surfaces, parts under internal

pressure, filled with hot gas
Burning, escape of hot gases, fire

hazard
Measuring, control and regulation

devices/systems (electrical) (11)
Electrically live
electric shock, burning, welding flash

(arc eye), in the event of negligence,
functional impairment
Measuring, control and regulation

devices/systems (hydraulic/pneumatic) (12)
Parts under internal pressure, filled

with liquids/gases
Danger of injuries through spurting/

leaking media, release of pressure, in
the event of negligence functional
impairment
Crushing, injury from released spring
tension
Screwed connections (14)
Parts under high compressive/tensile Danger from breaking/flying bolts/

stress
nuts
Adjusting devices (15)
Sensitive to damage/adjustment,
partially pressurised
Functional faults
Safety valves, pressure setting valves Functional error/Inoperability and

(cylinder head, crank area, measur- consequential error
ing, control and regulation systems)
(16)
Injuries from parts bursting or flying

off, or escaping media
Special tools (17)
Personal injury and material damage
In accordance with the application

cases there is varied, and at times,
high potential for danger
6646 3.2.3-01 EN
V48/60;V48/60B
2008-06-12
Regulation linkage on the fuel pumps Moving, spring tensioned parts

(13)
5 (7)
MAN Diesel
Safety
3.2.3
Danger zone
Source of hazard
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)
Danger situations during proper designated use

Danger zone
Source of hazard
Engine operation at reduced speed

(main marine engine)
Increase in torque, negative influence Contamination, wear, overloading of

on operating values
components, pumping of the turbocharger
Idling operation or low-load operation
Operation outside the operation

Incomplete combustion, residues in
range, deterioration of operating val- the combustion chamber
ues
Operation with generator in "return Generator is operated as a motor,

output" (in the network parallel oper- internal combustion engine is being
ation),
driven
Unintended operating mode
Accelerated running up to speed or

load shedding
Increased thermal and mechanical

loads, exhaust clouding, turbocharger overload
Unintended operating mode
Operation without cylinder lubrication
Insufficient lubricating oil
Deterioration in the lubrication conditions.

At power >50%, maximum operating
time 250 hours.
At power <50%, no time limitations.
Emergency operation with blocked/

partly dismounted turbocharger
Output power of the engine impaired,

overload threat
Emergency operation with fuel pump Reduction in output required, operswitched off
ating values could be exceeded
Emergency operation with running
gear removed
Reduction in output required, operating values could be exceeded,

starting difficulties threat, critical
vibrations can occur
Increased attention required
Emergency operation with dismantled rocker arms/push rods
Reduction in output required, operating values could be exceeded
Increased attention required
Table 4: Danger situations during proper designated use
6 (7)
Danger zone
Source of hazard
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
into service without running in
Predamage of components, negative Increased wear, permanent damage,

impact of running surfaces
impact on the oil consumption, piston seizure in extreme cases
Operation with impaired operating

material/energy supply (including
Black out and Black-out-Test
Failure of operational material or

power supply
Overheating through insufficient

cooling or air, seizure from insufficient lube oil
Operation within restricted speed

ranges
Increased, in some circumstances,

resonance-type reinforcing vibrations and mechanical loads
Danger from components and

screwed connections
6646 3.2.3-01 EN
2008-06-12
V48/60;V48/60B
Danger situations during improper use
MAN Diesel
Source of hazard
Operation in case of failure of speed Speed control not possible

governor
Switching off overspeed relay

through emergency stop unit or
freezing when filling close to zero
Operation without appropriate super- Reaction to uncertain events

vision
Various
Safety
Danger zone
3.2.3
Operation with significantly reduced Impairment of operating safety,

Cumulative effects, guarantee voidmaintenance 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

guaranteed, deterioration in operating safety and spontaneous failures
to be expected
Long-term shutdown without preser- Corrosion, and seizing of parts

vation
Failure of parts with subsequent

damage, loss of guarantee
Corrosion damage, accumulation of

corrosion products, start and operating difficulties
Table 5: Danger situations during improper use
2008-06-12
V48/60;V48/60B
6646 3.2.3-01 EN
7 (7)
MAN Diesel
3.2.4
Safety
Safety Instructions
Marking/danger scale
Marking
Attention is to be drawn to the dangers by the safety instructions, in conformance 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,
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
2007-04-13
For indication of fault sources/ handling errors

Possible consequences: Possible damage to property
Identification Note
For notes on use and supplementary information

Possible consequences: No injuries or damage to property is expected
6680 3.2.4-01 EN
General
Identification Caution
1 (2)
MAN Diesel
Safety
3.2.4
Examples
Example of danger
Flywheel can catch, crush, hit body/limbs.

Do not remove covering. Do not reach into the danger area.
Example Attention
2 (2)
2007-04-13
General
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.
6680 3.2.4-01 EN
MAN Diesel
3.2.5
Safety
Safety Regulations
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 personnel 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 operational malfunctions.
Accident prevention regulations
When operating the engine, and during maintenance and overhauls, the
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 technical 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!
2008-03-14
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

present,
due to unintended or negligent starting of the engine,
due to the unintended or negligent actuation of the engine turning

mechanism (turning gear).
6680 3.2.5-01 EN
General
Causes
1 (6)
MAN Diesel
Safety
3.2.5
Protective measures
Adopt the following protective measures:
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!
2 (6)
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 asynchronous 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 necessary.
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 sufficient.
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.
Precautions for other work on the engine

Putting down of tools/auxiliary equipment
When using tools/auxiliary equipment, e.g. during fitting, repair and maintenance work, the following warning must be observed.
6680 3.2.5-01 EN
2008-03-14
General
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.
MAN Diesel
3.2.5
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.
Safety
Danger! 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 concentrations.
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

turning gear
When turning the engine over using the turning gearbox, amongst other
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
vessels
Before opening pipes, flanges, cable glands or fittings, check that the system is pressure-free or has been drained.
Danger of burning
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 preserved.
Use of hydraulic tensioning

tools
When using hydraulic tensioning tools, the special safety regulations on

Work Card 000.33 must to be observed.
6680 3.2.5-01 EN
General
2008-03-14
Danger of burning from hot fluids, fire hazard from fuel leaks, injuries
from stop plugs being ejected or similar on release under pressure.
3 (6)
MAN Diesel
Safety
3.2.5
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 break.
Dismantling/removal of heavy When dismantling or removing heavy components you must always ensure
that the transport equipment is in perfect condition and has the required
components
carrying capacity. The location where the items are to be put down must
also be capable of supporting the weight. This is not always the case on
galleries, stair landings or grid work covers.
De-tensioning compression
springs
In order to release the pressure from compression springs use the devices
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 coverings 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

nuts
Use self-locking hexagon nuts only once.

They must be replaced after use in assembly by new self-locking hexagon
nuts.
4 (6)
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.
2008-03-14
General
Using cleaning agents
6680 3.2.5-01 EN
MAN Diesel
3.2.5
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.
Safety
Danger of explosion
Using anti-corrosion agents
Danger of explosion
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 properly. Shaft exits (even those with lip-type sealing rings), governors, splashdevices
proof monitoring systems, cable sockets as well as noise and heat insulation
under non-waterproof coverings must be covered or not cleaned using highpressure cleaning.
Other precautions
Failure of speed governor/
Overspeed protection
If the speed governor or the overspeed protection fails shut off the engine
immediately. Operation with a malfunctioning governor or overspeed protection 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 imperative to conduct a thorough and complete functional check of the alarm and
tem
2008-03-14
Fire hazard
The use of fuel and lube oil produces a potential danger of fire in the engineroom. 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-
6680 3.2.5-01 EN
General
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!
5 (6)
MAN Diesel
3.2.5
Safety
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 possible). 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! Nonobservance causes danger to life!
The temperature in the engine-room must not fall below +5 C. If the temperature falls below this temperature the coolant chambers must be drained
- in any case if the coolant does not contain antifreeze. Freezing could otherwise cause material cracks/damage to components.
6 (6)
2008-03-14
General
Temperatures in the engine

room
6680 3.2.5-01 EN
MAN Diesel
3.3
Operating media
Prerequisites
Safety
Operating media
operation
Data
Engine
3.1
3.2
3.3
3.4
6706 3.3-1 EN
1 (1)
MAN Diesel
3.3.2
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-FDMB) or as a mixture of distillate and small amounts of remnant oil (Designation ISO-F-DMC), exclusively for shipping purposes. The most often used
term for the brown or black mixture is "Blended MDO". MDO is manufactured from mineral oil and must be free from organic acids and non-mineral
oil products.
Operating media
Quality of marine diesel fuels (MDO)
Specification
The suitability of a fuel depends upon the design of the engine and the possibilities 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
Specification ISO-F
Designation
DMC
ISO 3675
900
920
mm /s cSt
ISO 3104
>2.5
<11
>4
<14
Solidifying point winter quality
ISO 3016
<0
<0
Solidifying point summer quality
<6
<6
Flash point (Pensky Martens)
ISO 2719
>60
>60
% by weight
ISO CD 10307
0,10
0,10
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
<100
Aluminium and silicon content
mg/kg
ISO CD 10478
<25
Density at 15 C
Kinematic viscosity at 40 C
Total sediment content

Water content
Visual inspection
kg/m
2
Other specifications:
2008-04-17
British Standard BS MA 100-1987
Class M2 Class M3
ASTM D 975
2D
4D
ASTM D 396
No. 2
No. 4
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
General
DMB
3
1 (2)
MAN Diesel
Operating media
3.3.2
Additional information
When transshipping and transferal MDO is treated as residue oil. This means
that there is a possibility that the oil is mixed with high-viscosity fuel or
interfuel, for example with remnants of such fuels in the bunker ship, which
could have a considerable detrimental effect on the main properties.
The oil must be free of used lube oil (ULO). A fuel can be considered free of
used lube oil if the elements Zn, P and Ca are present in levels less than the
following threshold values (Zn: 15 ppm, P: 15 ppm, Ca: 30 ppm).
The solidifying point indicates the temperature at which the oil no longer
flows. The lowest temperature which is acceptable for the fuel in the system
should be about 10 C above the solidifying point to make sure that the
pump properties are maintained.
The recommended fuel viscosity at the intake pipe 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.
Seawater is particularly effective in causing corrosion of the fuel system and
to heat corrosion of the exhaust valves and the turbocharger. Seawater is
also the cause of inadequate vaporisation and thus of poor mixture creation
and combustion with a high proportion of combustion residues.
Solid foreign bodies increase mechanical wear and the formation of ash in
the cylinder.
If the engine is operated primarily with "Blended MDO", i.e. with ISO-FDMC, 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 cleaning intervals of the filter elements can be extended considerably.
Investigations
2 (2)
2008-04-17
General
We carry out fuel analysis for our customers in our chemical laboratories at
cost. We require a 0.5 l sample for testing purposes.
6680 3.3.2-01 EN
MAN Diesel
3.3.3
Prerequisites
MAN four stroke diesel engines can be operated with any heavy fuel derived
from crude oil which complies with the requirements in Table 1, provided
that the engine and fuel treatment plant are conceived accordingly. In order
to ensure that we maintain a favourable relationship between fuel costs,
spare parts and repair and maintenance expenditure, we recommend the
consideration of the following points.
Operating media
Quality of heavy fuels (HFO)
Heavy oil (HFO)

Origin/Refinery process
The quality of the heavy fuel depends to a great extent on the quality of the
crude oil and the refinery process that is employed. For this reason, heavy
fuels having the same viscosity can have markedly different properties
depending upon the place of bunkering. Heavy oil is usually a mixture of
residue oil and distillates. The components in the mixture generally originate
from state-of-the-art refinery processes, catalytic converter cracking plants,
for example. These processes can have a detrimental influence on the stability of the fuel and the ignition and combustion properties. These factors
are also generally have an influence on the treatment of the heavy fuel and
the operational results of the engine.
You should use bunkering locations with standardised heavy oil qualities, if
at all possible. If you purchase oils from independent dealers, you must
make sure that they comply with international specifications. The responsibility for selection of suitable heavy fuels remains that of the engine
operator.
Specifications
Fuels which can be used in an engine must comply with the specification to
ensure adequate quality. The threshold values for heavy fuels are given in
Table 1.
Observe the entries in the last column in Table 1 because these contain
important background information.
Important
The fuel properties from the results of analysis, even if the above conditions
are fulfilled, are possibly inadequate to determine the combustion properties
and stability of the fuel, i.e. the operational results dependent upon the
properties of the oil cannot be determined in advance. This applies particularly to the property of the oil to produce deposits in the combustion
chamber of injection systems in gas ducts and turbines. It may therefore be
necessary to exclude oils that may produce problems.
Mixtures
The addition of engine oils (used lube oil), additives not manufactured from
mineral oils, for example coal tar oil, and residual products from chemical
or other processes, such as solvents (polymers or chemical waste) is not
permitted. The reasons for this include the following: the abrasive and corrosive effects, the adverse combustion properties, the lack of compatibility
6680 3.3.3-01 EN
General
2008-05-14
There are various different international specifications for heavy fuels. The
most important specifications are ISO 8217-2005 and CIMAC-2003. These
two specifications are more or less equivalent. Figure 1 shows the specification CIMAC-2003. All qualities from this specification up to K700 can be
used, provided that the fuel treatment system has been conceived for these
fuels, i.e. for heavy fuels having a maximum density of 1,010 kg/m3 which
can only be used with a modern separation system.
1 (12)
MAN Diesel
3.3.3
Operating media
with mineral oils and, last but not least the damaging effects on the environment. The order placed for fuel must state clearly what is permissible
since this limitation is not included in the generally used fuel specifications.
The addition of engine oils (used lube oil) to the fuel presents a particular
danger because the addition of the lube oil acts as an emulsifier and lead
to the transportation of waste water and catalytic converter particles in fine
suspension. This hinders the required cleaning of the fuel. We, and other
manufacturers, have found that this has caused severe damage to engine
and turbocharger components arising from excessive wear.
A fuel can be considered free of used lube oil (ULO) if the elements Zn, P
and Ca are present in levels less than the following threshold values (Zn: 15
ppm, P: 15 ppm, Ca: 30 ppm).
The addition of chemical by-products, such as solutions, to the fuel is prohibited for environmental reasons by the Resolution of the IMO Marine
Environment Protection Committee dated 1st January 1992.
Leak oil collector
Leak oil collectors, which collect the leak oil, and the return and overflow
lines in the lube oil system must not have any connection to the fuel tank.
Leak oil lines must be drained into sludge containers.
Typical properties for the fuel system

Viscosity (at 50 C)
mm2/s (cSt)
Viscosity (at 100C)
max.
700
Viscosity/Injection
viscosity
max.
55
Viscosity/Injection
viscosity"
Density (at 15C)
g/ml
max.
1,010
Heavy fuel preparation
Flash point
max.
60
Flashpoint
(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)
max.
22
Combustion properties
Sulphur
5
In marine application 4.5
Sulphuric acid corrosion
Ash
0,20
Engine-dependent typical values
2 (12)
Vanadium
mg/kg
600
Water
Vol. %
Sediment (potential)
Weight %
0,1
Additional typical values
6680 3.3.3-01 EN
2008-05-14
General
Coking residue (Con- Weight %

radson)
MAN Diesel
3.3.3
mg/kg
max.
80
Asphalts
Weight %
Two thirds of the coking residues Combustion proper(according to Conradson)

ties
Sodium
mg/kg
Sodium < 1/3 Vanadium,

Sodium<100
Cetane number of low viscosity constituents at least 35

Ignition quality
The fuel must be free from additives which have not been derived from mineral oils, such as plant or coal tar oils,
free of tar oil and lube oil (used oil), free from chemical waste and solutions or polymers.
Operating media
Aluminium and silicon content
Table 1: The fuel specifications and the corresponding properties
2008-05-14
General
6680 3.3.3-01 EN
3 (12)
MAN Diesel
4 (12)
Figure 1: CIMAC recommendations for residue oils for diesel engines (for bunkering)
6680 3.3.3-01 EN
2008-05-14
General
Operating media
3.3.3
MAN Diesel
3.3.3
The following information is intended for clarification of the relationship

between the quality of the heavy fuel, the heavy fuel preparation, the operation of the engine and the operational results.
Selection of heavy fuel
Economical running using heavy fuel which fulfils the threshold values in
Table 1, is possible under normal operating conditions with a properly operating system and regular maintenance. If these conditions are not met, we
must expect shorter times between refurbishment, increased wear and
greater consumption of spare parts. The required maintenance intervals and
the operational results determine which heavy fuel quality can be used.
Operating media
Supplementary Information
It is well-known that the price advantage falls off as the viscosity increases.
It is therefore always more economical to use a fuel with the highest possible
viscosity, which, in many cases, has a poorer quality.
Heavy fuels in accordance with ISO-RM A/B 30 or CIMAC A/B 30 guarantee
reliable operation of even older engines that were not conceived for the
heavy fuels that are available on the market a the present time. ISO-RMA
30 or CIMAC A30 with low pour point are to be preferred if the bunker system
cannot be heated.
Viscosity/Injection viscosity
Heavy fuels having a higher viscosity may have a lower quality. The maximum permissible viscosity depends upon the pre-heater system available
and the capacity (throughput) of the separator.
The prescribed injection viscosity of 12 14 mm2/s (for GenSets 16/24,
21/31, 23/30H, 27/38 and 28/32H: 12 - 18 cSt) and the fuel oil temperature
of the engine must be maintained. Only under these conditions is proper
atomisation and mixing guaranteed, thus providing residue-free combustion. In addition, this prevents mechanical overload of the injection system.
The prescribed injection viscosity and/or the required fuel temperature in
front of the engine can be taken from the viscosity temperature diagram.
Problem-free engine operation depends in the main upon the level of care
taken in preparation of the heavy fuel. Particular care should be taken to
ensure that inorganic foreign bodies having strongly abrasive effects (catalytic converter particles, rust, sand) are effectively isolated. Practice has
shown that wear caused by abrasion in the engine increases considerably
with an aluminium or silicon content in excess of 15 mg/kg.
2008-05-14
Settling tank
The settling tank is used for pre-cleaning the heavy fuel. This pre-cleaning
will be more effective the longer the fuel remains in the tank, and the lower
the viscosity of the heavy fuel (maximum pre-heating temperature 75 C to
prevent the formation of asphalt in the heavy fuel). For heavy fuels having a
viscosity less than 380 mm2/s at 50 C one settling tank is adequate. If the
heavy fuel contains a high concentration of foreign bodies or if fuels in
accordance with ISO-F-RM, G/ H/K380 or H/K700 are to be used, two settling tanks will be required, whereby one must be large enough to provide
fuel for problem-free running over a 24 hour period. Before separating the
6680 3.3.3-01 EN
General
Viscosity and density influence the cleaning effects. This must be taken into
account when conceiving and setting the cleaning plant.
5 (12)
MAN Diesel
Operating media
3.3.3
contents of the operating tank, water and sludge must be drawn out of the
settling tank.
Separators
For sucking out materials with higher specific density, e.g. water, foreign
bodies and sludge, a centrifugal separator is particularly suitable. The centrifugal separators must be self-cleaning (i.e. with automatically initiated
cleaning intervals).
Only separators of the latest generation may be used. They are very effective
over a wide range of density without having to switch over, and can separate
water from heavy fuels having a density of up to 1.01 g/ml at 15 C.
Table 2 shows the requirements of the separator. These threshold values
are used by the manufacturer as a dimensioning basis for the separator and
guarantee their fulfilment.
The specifications of the manufacturer must be maintained in order to achieve an optimum cleaning effect.
Application in ships and stationary application: Parallel combination

1 Separator for 100 % throughput
1 Separator (Stand-by) for

100 % throughput
Figure 2: Heavy fuel cleaning/Separator arrangement
6 (12)
If you use a treatment process in accordance with MAN Diesel regulations

and, if the correct separators are selected, you can assume that the results
quoted in Table 2 for inorganic foreign bodies and water in the heavy fuel at
the entry to the engine can be achieved.
The results achieved in practice show that the maintenance of these values
particularly contribute to the fact that wear caused by abrasion in the injection system and in the engine remains within acceptable limits. In addition
to this, optimum lube oil treatment must be ensured.
6680 3.3.3-01 EN
2008-05-14
General
The arrangement of the separator must must be in accordance with current

recommendations of the manufacturer of separators (AlphaLaval and Westfalia). In particular, the density and viscosity of the heavy fuel must be taken
into account. If you use different separators from other manufacturers you
should consult MAN Diesel.
MAN Diesel
3.3.3
Particle size
Quantity
Inorganic foreign bodies

including catalytic converter particles
< 5 m
< 20 mg/kg (Al+Si content< 15 mg/kg)
Water
--
< 0.2 Volume percent
Table 2: Achievable proportion of foreign bodies and water (after separation)
Water
Very thorough water separation is particularly important, since the water is

not present as a finely distributed emulsion, but rather in the form of large
drops. Water in this form promotes corrosion and sludge formation also in
the fuel system and therefore has a negative effect on the feed and atomisation and the combustion of the heavy fuel. If sea-water is involved as the
water that is taken up, damaging sodium chloride and other salts dissolved
in the water get into the engine.
Operating media
Definition
The water-containing sludge must be drawn off from the settling tank before
separation starts and at regular intervals from the operating tank. The tank
venting system must be designed in such a way that condensed water cannot flow back into the tanks.
Vanadium/Sodium
If the Vanadium/Sodium ratio is unfavourable, the melting temperature of

the heavy oil ash can fall into the range where the exhaust valve operates,
thus causing high temperature corrosion. Pre-cleaning of the heavy fuel in
the settling tank and in the centrifugal separators enables the water and the
sodium compounds dissolved in the water to be removed to a large degree.
If the sodium content is maximum one third of the vanadium content the
danger of high temperature corrosion is slight. We must also prevent
sodium, in the form of sea-water, from being drawn in with the air inlet to
the engine.
If the sodium content is greater than 100 mg/kg, heavy salt deposits are to
be expected in the combustion chamber and in the exhaust system. This
condition impedes the function of the engine (including the sucking in function of the turbocharger).
Ash
Heavy fuels with a high proportion of ash in the form of foreign bodies such
as sand, corrosion compounds and catalytic converter particles accelerate
mechanical wear in the engine. Catalytic converter particles can be present
from the catalytic cracking process. In most cases these catalytic converter
particles consist of aluminium silicate which cause high wear levels in the
injection system and the engine. The aluminium content determined, multiplied 5 to 8 times (depending upon the catalytic converter connection)
more or less equates to the proportion of catalytic converter residues in the
heavy fuel.
Homogeniser
If you use a homogeniser it must never be installed between the settling tank
and the separator since otherwise damaging contaminants, particularly seawater, cannot be adequately separated.
Flashpoint (ASTM D-93)
National and international regulations concerning transporting, storing with
application for fuels must be maintained with regard to the flashpoint. In
general, for fuels for diesel engines a flashpoint in excess of 60 C is stipulated.
6680 3.3.3-01 EN
General
2008-05-14
Under certain conditions high temperature corrosion can be prevented by

a fuel additive, since the melting temperature of the heavy oil ash increases
(see also "Additives for heavy fuels").
7 (12)
MAN Diesel
Operating media
3.3.3
Low-temperature behaviour (ASTM D-97)
Pour point
The pour point is the temperature at which the fuel is no longer fluid (pumpable). Since many heavy fuels having a low viscosity have a pour point above
0 C the bunkering plant must also be pre-heated unless fuel in accordance
with CIMACA30 is used. The entire bunkering system must be conceived in
such a way that pre-heating of the heavy fuel to about 10 C above the pour
point is possible.
Pump properties
Pump problems arise if the fuel has a viscosity in excess of 1,000 mm2/s
(CST) or if the temperature is not at least 10 C above the pour point. See
also "Cold behaviour (ASTM D-97)".
Combustion properties
At an asphalt content of more than two thirds of the coking residue (Conradson) delayed combustion can occur, which leads to increased formation
of combustion residues, for example as deposits on and in the injection
nozzles, increased smoke creation, reduced performance and increased
fuel consumption, together with a rapid increase in ignition pressure and
combustion close to the cylinder wall (thermal overload of the lube oil film).
If the ratio between asphalts and coking residues reaches the threshold
value 0.66 and if the asphalt content exceeds 8 %, additional analysis of the
heavy fuel (thermo-gravimetric analysis TGA) must be carried out by MAN
Diesel in order to confirm the suitability. A similar trend is effected by the
mixture constituents of incompatible heavy fuels or by different or incompatible bunker fluids which are mixed together. As a result we see increased
separation of asphalt (see "Compatibility").
Ignition quality
These days, thin mixing components of heavy fuels are preferably cracking
products, in order to achieve the stipulated reference viscosity, but these
possibly have bad ignition properties. The cetane number of these combinations should be greater than 35. An increased aromatics content (more
than 35 %) also leads to a deterioration in ignition quality.
8 (12)
Pre-heating the charge air in part load running and reduction of initial performance output for a limited time are possible measures for the reduction
in the disadvantages of fuels with bad ignition properties. More effective,
however, is a high compression ratio and operational matching of the injection system to the ignition properties of the fuel being used, as in the piston
engines by MAN Diesel.
The ignition quality is one of the most decisive properties of the fuel. This
value does not appear in the international specifications because there is
no standardised test method. The parameters, such as the calculated aromatic index (CCAI) are therefore aids from which the determinable fuel
properties can be derived. We have found that these methods are suited to
provide a rough determination of the ignition quality of the heavy fuel being
used.
6680 3.3.3-01 EN
2008-05-14
General
Heavy fuels with bad ignition properties have a longer ignition delay and a
delayed combustion, which can lead to thermal overload of the oil film on
the cylinder liner and to high cylinder pressures. The ignition delay and the
resulting pressure increase in the cylinder are influenced by the end temperature and the compression pressure, i.e. by the compression ratio, the
charge air pressure and the charge air temperature.
MAN Diesel
3.3.3
Since the liquid components of the heavy fuel have a decisive influence on
the ignition quality and the flow properties and the combustion quality, the
bunkering company is obliged to supply a heavy fuel quality which is suitable for the diesel engine. (see Figure 3).
Operating media
A test instrument has been developed on the principle of constant volume

combustion (fuel ignition property analyser FIA), which is being tested by a
series of test laboratories at the present time.
The ignition quality of a fuel is determined as an ignition delay in the instrument and converted to an instrument-dependent Cetane number (FIA-CN
or ECM). It was found that heavy fuels having low FIA Cetane numbers or
ECN numbers, in certain cases, cause operational problems.
2008-05-14
General
6680 3.3.3-01 EN
9 (12)
MAN Diesel
Operating media
3.3.3
10 (12)
A Normal operating conditions

D Density [in kg/m3 at 15 C
B Problems can arise.
CCAI Calculated Carbon Aromaticity Index C Detected problems can
even lead to engine damage after a short operating
period.
1 Engine type
2 The CCAI is produced
from the lines through density and viscosity of the
heavy fuels.
Figure 3: Nomogram for determining the CCAI assignment of the CCAI areas
to engine types
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
Sulphuric acid corrosion
The engine should be operated with coolant temperatures which are stipulated in the instruction manual for the corresponding loading. If the temperature of the components that are exposed to acid combustion bases is
below the acid dewpoint, acid corrosion, even when using alkaline lube oil,
can no longer be adequately prevented.
6680 3.3.3-01 EN
2008-05-14
General
V Viscosity in mm2/s (cSt) at 50 C
MAN Diesel
3.3.3
Compatibility
The supplier must guarantee that the heavy fuel is homogeneous and
remains stable even after the end of the usual storage period. If various
different bunker fuels are mixed together separation can occur which is
associated with the formation of sludge in the fuel system and which produce large sludge blockages in the separator, block the filter, hinder atomisation and lead to combustion with high levels of residue.
Operating media
If the lube oil quality and engine cooling fulfil the requirements, the BN values
are appropriate (see Section 3.3.6), depending upon the sulphur concentration in the heavy fuel.
These cases can be traced back to incompatibility or instability. The heavy

fuel storage tanks should therefore be drained as far as possible before rebunkering to avoid incompatibility.
Mixing the heavy fuel
If, for example, heavy fuel for the main engine is mixed with gasoil (MGO) to
produce the required heavy oil quality or viscosity for the auxiliary engines,
the components must always be compatible (see "Compatibility").
Additives for heavy fuels
MAN Diesel SE engines can be operated economically without additives. It
is the responsibility of the customer to decide whether the use of additives
has advantages. The supplier of the additive must guarantee that the use of
the product does not have a detrimental effect on the operation of the
engine.
The use of heavy fuel additives during the warranty period is absolutely
prohibited.
Additives that are used in diesel engines at the present time are listed in the
following table, including their probable effects on the operation of the
engine.
Dispersion agent/Stabilisers
Emulsion breakers
Biocides
Combustion additives
Combustion catalysts
(fuel saving, emissions)
Post-combustion additives
Ash modifiers (hot corrosion)
Soot remover (exhaust system)
Table 3: Additives for heavy fuels - Classification/Effects
2008-05-14
Heavy fuels having a low sulphur content

From the point of view of the engine manufacturer there can be no lower
limit for the sulphur content of heavy fuels. We have not found any problems
with the low-sulphur heavy fuels, currently available commercially, which
can be traced back to sulphur content or a specially low sulphur content in
the heavy fuel. This may change in future if new processes are used for
producing low-sulphur heavy fuels (desulphurisation, new mixing components). MAN Diesel will watch the developments and will inform their customers if necessary.
6680 3.3.3-01 EN
General
Pre-combustion additives
11 (12)
MAN Diesel
Operating media
3.3.3
If the engine is not operated with low-sulphur heavy fuel all the time the lube
oil should be chosen for the highest sulphur content of the fuels to be used.
Tests
Sampling
In order to check whether the specifications and/or the required supply

conditions are being met, we recommend keeping a sample of each bunker
oil (at least for the duration of the warranty period of the engine). In order to
ensure that the sample is a representative sample of the bunkered oil, a
sample should be taken from the transfer line when starting, at half way and
at the end of the bunkering time. Sample Tec, supplied by Mar-Tec Hamburg is a suitable test instrument for continuous sampling during bunkering.
Sample analysis
The samples provided by the bunkering company are often not identical
with the actual bunkered heavy fuel. It is also beneficial to carry out a check
of the heavy fuel properties quoted in the bunker documents, such as density and viscosity. If these values do not agree with the values of the
bunkered heavy fuel there is a danger that the heavy fuel separators and the
pre-heating temperatures are not matched exactly to the injection viscosity.
The criteria for economical operation of the engine with heavy fuel and the
use of the correct lube oil can be determined using the fuel and lube oil
analysis set provided by MAN Diesel.
Our department for fuel and lube oils (Augsburg factory, Department GQC)
would be pleased to provide further information upon request.
12 (12)
2008-05-14
General
The analyses of heavy fuels are carried out for our customers by our chemical laboratories. We require a 0.5 l sample for testing purposes.
6680 3.3.3-01 EN
MAN Diesel
3.3.4
Explanations concerning the viscosity-temperature diagram
Operating media
Viscosity-temperature diagram (VT diagram) for heavy fuel
Figure 1: Viscosity-temperature diagram (VT diagram)

The diagram shows the fuel temperatures along the horizontal and viscosity
along the vertical axes.
Determination of the viscosity-temperature line and the required preheating temperature
2008-05-29
Example: Heavy fuel with 180

mm/s at 50 C
Specified injection viscosity

in mm/s
Required heavy fuel temperature

at engine inlet* in C
12
126 (Line c)
14
119 (Line d)
Table 1: Determination of the viscosity-temperature variation and the required

preheating temperature
*With these figures, the temperature drop from the last pre-heater up to the
fuel injection pump is not taken into account.
6680 3.3.4-01 EN
General
The diagonal lines correspond to the viscosity-temperature lines for fuels

with different reference viscosity. The vertical axis in mm2/s (cst) applies to
40, 50 and 100 C.
1 (2)
MAN Diesel
Operating media
3.3.4
A heavy fuel having a viscosity of 180 mm2/s at 50 C reaches, at 24 C (Line

e), a viscosity of 1,000 mm2/s, this is the maximum permissible viscosity at
which the pump can still pump the fuel.
When using a last pre-heater in accordance with state-of-the-art technology, using saturated steam at 8 bar, a heavy fuel drain temperature of 152
C is achieved. At higher temperatures there is a danger that residues will
be formed in the pre-heater which will lead to a reduction in the heating
performance and to a thermal overload of the heavy fuel. This results in the
formation of asphalt i.e. a deterioration in quality.
The heavy fuel lines from the drain from the last pre-heater to the injection
valve must be insulated accordingly in order to limit the temperature drop
to a maximum of 4 C. Only in this case can the required injection viscosity
of 14 mm2/s for heavy fuels with a reference viscosity of 700 mm2/s at 50
C be achieved (the maximum viscosity in accordance with international
specifications such as ISO CIMAC or British Standards). If a heavy fuel having a lower reference viscosity is used, an injection viscosity of 12 mm2/s
must be strived for in order to achieve better atomisation of the heavy fuel,
thus producing less combustion residue.
The feed pump is to be designed for a heavy fuel viscosity up to 1,000
mm2/s. Whether the pump is capable of feeding the heavy fuel depends
upon the solidifying point. The design of the bunkering system must permit
heating the heavy fuel to about 10 C above the solidifying point.
Gasoil or diesel oil (marine diesel oil) must have a viscosity of at least 2
mm2/s in front of the engine. If the viscosity is too low, seizing of the
pump piston or the jet needle valves can be caused by inadequate lubrication.
This can be avoided if the fuel temperature is monitored. The maximum
permissible temperature depends upon the viscosity of the fuel, but must
never exceed the following values:
with gas oil maximum 50 C and
with MDO maximum 60 C.
For this reason it is necessary to fit a fuel cooler.
2 (2)
2008-05-29
General
At fuel viscosities < 2.5 cst you should consult with the technical department
at MAN Diesel SE in Augsburg.
6680 3.3.4-01 EN
MAN Diesel
3.3.6
The specific initial performance produced by modern diesel engines and the
use of fuels that reach the quality limits ever more often increase the requirements on the lube oil and require careful selection of the lube oil.
Lube oils having medium alkalinity have proven to be well-suited for the
lubrication of moving components and for lubrication of the cylinder of the
turbocharger and for cooling the pistons. Lube oils of medium alkalinity
contain additives which ensure, amongst other things, a higher neutralisation reserve than purely alloyed engine oils (HD oils).
Operating media
There are no international specifications for lube oils having medium alkalinity. It is therefore necessary to carry out a corresponding test run of
adequate duration in accordance with the instructions provided by the manufacturer.
You may only use lube oils approved by MAN Diesel. They are listed in Table
5.
Specifications
Base oil
The base oil (alloyed lube oil = base oil + additives) must be a narrow distillation section and be refined by modern methods. Paraffins, if they are
present, must affect neither the thermal stability nor the oxidation stability
negatively.
The base oil must conform to the threshold values given in the table below,
especially with regard to resistance to ageing.
Characteristics/Features
Unit
Structure
Threshold value
Preferably based on paraffin
Cold behaviour, still capable of flowing
ASTM-D2500
-15
Flash point (Cleveland)
ASTM-D92
> 200
Ash content (Oxide ash)
% by weight
ASTM-D482
< 0,02
Coking residue (according to Conradson)
% by weight
ASTM-D189
< 0,50
MAN Ageing cabinet *
Insoluble n-heptane
% by
weight
ASTM-D4055
or DIN 51592
< 0,2
Evaporation loss
% by
weight
<2
MAN Diesel Test
There should be no deposits

of resin or asphalt-type products of ageing.
Drop sample (Filter paper)
Table 1: Lube oils when using heavy fuel as a fuel - target values
* Works-internal process
Medium alkali lube oil
The finished oil (base oil with additives) must have the following properties:
6680 3.3.6-01 EN
General
Ageing tendency after 100 hours heating to 135

C
2008-05-14
Testing method
1 (5)
MAN Diesel
Operating media
3.3.6
Additive
The additives must be dissolved in the oil and have a composition which
leaves as little ash as possible, even if the engine is operated temporarily
using distillate oil.
The ash must be soft: If this condition is not met you must expect increased
amounts of deposits in the combustion chamber, particularly on the exhaust
valves and on the inlet housing of the turbocharger. Hard additive ash promotes pitting on the valve seats and burning away of the valves and
increases mechanical wear in the cylinder liners.
Additives must not accelerate filter element blocking, either in the active or
consumed condition.
Washability
The washability must be at such a level that neither tar nor coke residues
from combustion can deposit. The lube oil must not take up any deposits
produced by the fuel.
Dispersion capability
The dispersion capability must be selected in such a way that common lube
oil cleaning systems can remove harmful contaminants from the used oil,
that is to say that the oil must have good separation and filter properties.
Diesel properties
The properties must comply with the minimum requirements of MIL-L 2104
D or API-CD (without taking into account the neutralisation).
Neutralisation capability
The neutralisation capability (ASTM-D2896) must be so high that the acidic

products created during combustion are neutralised. The response time of
the additives must be matched to the processes in the combustion chamber.
Tips for selecting the base number can be taken from Table 3.
Evaporation tendency
The evaporation tendency must be as low as possible, otherwise the oil

consumption will be negatively affected.
Other conditions
The lube oil must not form stable emulsions with water. After one hour a
maximum of 40 ml of emissions must have been formed, according to the
ASDM-D1410 test.
The foaming behaviour (ASTM-D892) must satisfy the following condition:
Less than 20 ml after 10 minutes.
The lube oil must not contain viscosity index improvers. Fresh oil must not
contain any water or any other contaminants.
2 (5)
Engine
SAE-class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64,

51/60DF
40
Table 2: Viscosity (SAE-class) of lubricating oils
Neutralisation properties (BN) The market offers lube oils of medium alkalinity with various different neu-
tralisation capabilities (BN). At the present level of knowledge you can create
an interrelation between the expected operating conditions and the BN
number, as shown in Table 3. The final deciding criterion for which BN number permits economical operation of the engine are, however, the operating
results.
Approx. BN
(mg KOH/g oil)
20
Engines/Operating conditions
Marine diesel oil (MDO) of lower quality (ISO-F-DMC) or heavy fuel having a sulphur content less
than 0.5 %
6680 3.3.6-01 EN
2008-05-14
General
Lube oil selection
MAN Diesel
Engines/Operating conditions
30
generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF with
entirely HFO operation only at a sulphur content < 1.5 %.
For the engine 51/60 DF with alternating operation (gas/HFO).
40
Under unfavourable operating conditions 230A, 28/32A and 28/32S and with corresponding
requirements for oil service life and engine purity.
Generally 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF with purely
heavy fuel operation as long as the sulphur content is above 1.5 %.
50
The oils 32/40, 32/44CR, 40/54, 48/60 and 58/64 are inadequate at a BN number of 40 with
regard to oil service life or engine purity (high fuel sulphur content, very low lube oil consumption).
Operating media
Approx. BN
(mg KOH/g oil)
3.3.6
Table 3: Determination of the base number for the operating conditions
Operation with low-sulphur

fuels
In order to maintain emission regulations, these days we use fuels with various different sulphur contents. In environmentally-sensitive areas (SECA) a
fuel with low sulphur content must be used. Outside the SECA zones you
may use a fuel with a higher sulphur content. In this case the BN number of
the lube oil must be selected to comply with the requirements for operation
with sulphur-rich fuels. Only in the case of exclusive operation with lowsulphur fuel can you use lube oil having a lower BN number.
The final criterion for the decision concerning which additive component is
permitted is, however, the practical result of the most economical engine
operation.
Cylinder lube oil
On engines with a separate cylinder lubrication the pistons and cylinder liners are supplied with lube oil by a separate lube oil pump. The volume of
lube oil is set in the factory in accordance with the fuel to be used and the
operating conditions that are to be expected.
A lube oil as specified above is to be used for the cylinder and circulation
lubrication.
Speed governor
On mechanical-hydraulic governors with separate oil sump you should preferably use 5W-40 multigrade oil. If this oil is not available when filling you
can, under exceptional circumstances, use a 15W-40 oil. In doing so it does
not matter if multi-coloured oils based on synthetic or mineral oil are used.
(Designation for armed forces in Germany: O-236)
The oil quality specified by the manufacturer must be used for the remaining
plant components on the engine.
2008-05-14
Lube oil additives
The inclusion of additives in the lube oil or the mixing of different brands
(oils from different manufacturers) of lube oils is not permitted since the
performance of the carefully matched additives, that are made to measure
for the base oil, can be affected. In this case the lube oil manufacturer (lube
oil supplier) also no longer can guarantee the lube oil properties.
Selection of lube oil/Guarantee
The majority of mineral oil companies have close and continuous contact
with engine manufacturers and can therefore state which oil from its own
product line is approved by the engine manufacturer for the application.
Independently of this information, the lube oil manufacturer always provides
6680 3.3.6-01 EN
General
Experience shows that, for engine L27/38, the operating temperature of the
Woodward governor OG10MAS and the corresponding setting unit for
UG723+ can reach more than 93 C. In cases such as these we would recommend a synthetic oil such as Castrol Alphasyn HG150. Engines delivered
after March 2005 are already filled with this oil.
3 (5)
MAN Diesel
Operating media
3.3.6
a guarantee for the quality and properties of their products. In the event of
any questions we would be pleased to provide further information.
Oil in use
There are no prescribed oil change intervals for MAN Diesel medium range
engines. The oil properties must be checked at regular intervals. As long as
the oil properties are within the defined threshold values (see threshold values table) the oil can continue be used. An oil sample must be analysed
every one to three months (see maintenance schedule). The quality of the
oil can only be maintained if the oil is cleaned using suitable equipment (e.g.
a separator).
Threshold value
Process
Viscosity at 40 C
110 - 220 mm/s
ISO 3104 or ASTM D445
Base number (BN)
BN at at least 50 % fresh oil
ISO 3771
Flash point (PM)
Minimum 185 C
ISO 2719
Water content
Maximum 0.2 % (maximum 0.5 % for

short periods)
ISO 3733 or ASTM D1744
n-Heptane insoluble
max. 1.5 %
DIN 51592 or IP 316
Metal content
depends on the engine type and

operating conditions
Only a benchmark
Fe
CR
Cu
Pb
Sn
AL
Si
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
max. 10 ppm
Table 4: Threshold value
Tests
We carry out examination of lube oils for our customers in our laboratories.
We require a representative sample of about 0.5 l.
4 (5)
Base Number (mgKOH/g)

20
30
40
50
AGIP
Cladium 300
Cladium 400
BP
Energol IC-HFX 204
Energol IC-HFX 304
Energol IC-HFX 404
Energol IC-HFX 504
CASTROL
TLX Plus 204
TLX Plus 304
TLX Plus 404
TLX Plus 504
CEPSA
Troncoil 3040 Plus
Troncoil 4040 Plus
Troncoil 5040 Plus
CHEVRON
(Texaco, Caltex)
Taro 20DP40
Taro 20DP40
Taro 40XL40
Taro 50XL40
EXXON MOBIL
Mobilgard M430
Exxmar 30 TP 40
Mobilgard M430
Exxmar 40 TP 40
Mobilgard M50
PETROBRAS
Marbrax CCD-420
Marbrax CCD-430
Marbrax CCD-440
REPSOL
Neptuno NT 2040
Neptuno NT 3040
Neptuno NT 4040
SHELL
Argina S 40
Argina T 40
Argina X 40
Argina XL 40
TOTAL LUBMARINE
Aurelia XL 4025
Aurelia XL 4030
Aurelia TI 4030
Aurelia XL 4040
Aurelia TI 4040
Aurelia XL 4055
Aurelia TI 4055
Table 5: Lube oils that are approved by MAN Diesel for four stroke engines with heavy fuel.
6680 3.3.6-01 EN
2008-05-14
General
Manufacturer
MAN Diesel
3.3.6
Operating media
MAN Diesel SE accepts no responsibility for the use of these oils.
2008-05-14
General
6680 3.3.6-01 EN
5 (5)
MAN Diesel
3.3.7
Preliminary Remarks
The engine coolant is a medium which, like the fuel and the lube oil, must
be carefully selected, treated and monitored. Otherwise the walls of the
cooling system which come into contact with the coolant can suffer corrosion, erosion and cavitation, and deposits can also build up. Deposits hinder
heat transfer and can lead to thermal overload of the parts to be cooled.
Treatment with corrosion-protection agents must be carried out before the
installation is commissioned for the first time. When operating later the concentrations stipulated by the engine manufacturer must be maintained. This
is particularly the case with chemical additives.
Operating media
Quality of the engine coolant
Requirements
Threshold values
The properties of the untreated coolant must have the following threshold
values:
Characteristic/Feature
Properties
Type of water
Distillate or fresh water, free of foreign matter

The following are prohibited: Lake-water,
brackish water, river-water, brine, industrial
waste water and rainwater.
Total hardness
max 10
dH*
pH value
6,5 - 8
Max. 50
mg/l**
Chloride ion content
Unit
Table 1: Coolant - properties to be maintained

*) 1dH (German hard- 10 mg CaO in 1litre of water
ness)
0.357 mval/l
**) 1 mg/l 1 ppm
Test equipment
17.9 mg CaCO3/l
0.179 mmol/l
The MAN Diesel water testing unit contains equipment for simple determination of the above water properties. The manufacturers of corrosion preventatives also supply user-friendly testing equipment. You will find notes
concerning coolant monitoring on Work Card 000.07.
Distillate
If distilled water (for example from a fresh water producer) or fully desalinated water (ion exchange) is available, this should be used preferably as
engine coolant. This water is free from lime and metallic salts, i.e. no deposits can be created which would reduce the transfer of heat to the coolant,
thus reducing the cooling effect. This type of water is, however, more corrosive than normal hard water, since no thin film of lime deposit forms on
the walls which represents temporary protection against corrosion. For this
reason, distilled water must be treated carefully and the concentration of
the additive must be checked at regular intervals.
Hardness
The overall water hardness is composed of temporary and permanent hardness. Of primary importance are the proportions of calcium and magnesium
salts. The temporary hardness is determined by the carbonate content of
the calcium and magnesium salts. The permanent hardness depends upon
the proportion of the remaining calcium and magnesium salts (sulphates).
6680 3.3.7-01 EN
General
2008-05-29
Supplementary information
1 (7)
MAN Diesel
Operating media
3.3.7
The determining factor for the formation of lime deposits in the cooling system is the temporary (carbonate) hardness.
Water with a total hardness of 10dGH must be mixed with distilled water
or softened. Hardening of especially soft water is only required to reduce
the tendency to foaming when using emulsifying corrosion protection oils.
Damage to the coolant system

Corrosion
Corrosion is an electrochemical process which can be prevented to a great

degree if the correct water quality is selected and if the engine cooling system and the coolant are handled carefully.
Flow cavitation
Flow cavitation can occur in areas with high flow rates and high levels of
turbulence. If the vaporisation pressure is reached vapour bubbles are created which then collapse in areas of high pressure and thus cause material
damage to constricted areas.
Erosion
Erosion is a mechanical process with material removal and destruction of

protective films by swept-along solid material, especially in areas with high
flow rates or with high levels of turbulence.
Fretting corrosion
Corrosion fatigue is a damage mechanism caused by simultaneous dynamic

and corrosive load. This can lead to the formation of cracks and to rapid
crack propagation in water-cooled, mechanically stressed components, if
the coolant has not been properly treated.
Treatment of the engine coolant

Formation of a protective film The treatment of the engine coolant is intended to produce a continuous
protective film on the walls of the cooling surfaces by the use of corrosion
protection agents, in order to prevent the damage described above. A significant pre-condition to making the corrosion protection agent fully effective is untreated water which fulfils the requirements listed under
Requirements.
Protective films can be formed by treating the coolant with a chemical corrosion prevention agent or an emulsifying corrosion protection oil.
Emulsifying corrosion protection oils are used less and less often since their
use, on the one hand, has been restricted from an environmental point of
view, and, on the other hand, because the suppliers hardly ever offer these
products for this and other reasons.
2 (7)
initial damage.
Operation of the engine without treating the coolant is prohibited.
2008-05-29
General
Treatment before initial com- The treatment with a corrosion prevention agent should take place before
the engine is commissioned for the first time, in order to prevent irreparable
missioning of the engine
Additives for coolants

Only those additives may be used which have approval by MAN Diesel and
which are listed in Tables 2 -5.
6680 3.3.7-01 EN
MAN Diesel
A coolant additive can be permitted if it has been tested and approved in
accordance with current regulations of the research association for combustion powered machines (FVV) "Testing of suitability of coolant additives
for cooling liquids in engines with internal combustion". If requested, the
test report must be capable of being presented for inspection. The relative
tests are carried out if required by the state materials testing agency, surface
technology department, Grafenstrasse 2, D-64283 Darmstadt.
If the coolant additive has been tested by the FVV, an engine test must be
carried out for the final issue of an approval.
Only in closed circuits
Operating media
Approval required
3.3.7
Additives must only be used in closed circuits where no considerable consumption is evident with the exception of leaks and evaporation losses.
Chemical additives
Additives based on sodium nitrite and sodium borate etc. have proven to
be effective. Galvanised iron pipes or sacrificial zinc anodes must not be
used in cooling systems. On the one hand, this corrosion protection is not
necessary since the coolant treatment is stipulated and, on the other hand,
the coolant temperatures experienced these days can possibly lead to an
inversion. If necessary the piping must be de-galvanised.
Anti-corrosion oil
This additive is an emulsifiable mineral oil with additives for corrosion protection. A thin film of protective oil forms on the walls of the cooling system
which prevents corrosion without affecting the transfer of heat and which
also therefore prevents the formation of deposits on the walls of the cooling
system.
Emulsifiable anti-corrosion oils have become less important. For reasons of
environmental protection and because of stability problems with emulsions,
oil emulsions are rarely used today.
Antifreeze agent
If temperatures below the freezing point of water cannot be excluded in the
engine, the coolant system or its components must be protected by an
antifreeze agent which also acts as a corrosion inhibitor in the coolant. Otherwise, the entire system must be heated. (Designation for armed forces in
Germany: Sy-7025).
2008-05-29
Antifreeze agents are generally based on ethylene glycol. A suitable chemical additive must be added if the concentration of the antifreeze agent that
the user stipulates for a specific application is inadequate to provide adequate corrosion protection or if, on the basis of reduced requirements of the
frost preventative, a lower concentration of antifreeze agent can be
employed than would be required to provide suitable corrosion protection.
Information concerning the compatibility of the antifreeze agent and the
corrosion protection agent and the required concentrations can be obtained
from the manufacturers. Compatibility of the chemical additives in Table 2
with the antifreeze agents based on ethylene glycol is confirmed. Antifreeze
agents may only be mixed together with the approval of the manufacturer,
even if the agents have the same composition.
6680 3.3.7-01 EN
General
Adequate corrosion protection can be achieved by the addition of the products listed in Table 5, whilst maintaining the prescribed concentration. This
concentration prevents freezing up at temperatures down to -22 C. The
volume of actually required antifreeze agent always depends, however,
upon the lowest temperatures that are to be expected in the application
concerned.
3 (7)
MAN Diesel
Operating media
3.3.7
The cooling system must be cleaned thoroughly before the antifreeze agent
is used.
If the coolant contains an emulsifing corrosion protection oil you must not
add an antifreeze agent since otherwise the emulsion will be broken up and
oil sludge will be formed in the cooling system.
Observe the relevant environmental protection regulations when disposing
of coolant with additives. Information can be obtained from the supplier of
the additives.
Biocides
If the use of biocides is unavoidable because the coolant is contaminated
with bacteria, please observe the following steps:
You must make sure that the suitable biocide is used for the specific
application.
The biocide is compatible with the sealing materials used in the cooling
water system and will not attack them.
Neither the biocide nor its products of decomposition contain corrosionpromoting constituents. Biocides whose decomposition products contain chlorine or sulphate ions are not permitted.
Biocides whose use causes the coolant to foam are not permitted.
Prerequisites for effective use of a corrosion preventative agent

Clean cooling system
Before starting the engine for the first time and after repairs to the piping
system, you must make sure that the tanks, pipes, coolers and other parts
outside the engine are free from rust and other deposits because contamination considerably reduces the effectivity of the additives. The entire
system must therefore be cleaned with a suitable cleaning agent when the
engine is turned off (see Work Card 000.03 and 000.08 by MAN Diesel).
4 (7)
The agents used for cleaning must not attack the seals and materials of the
cooling system. These tasks are normally carried out by the supplier of the
coolant additive, or they can, at least, offer suitable products for this purpose. If these tasks are carried out by the engine operator, the services of
a cleaning agent specialist should be employed. The cooling system must
be flushed thoroughly after cleaning. The engine coolant must then be treated immediately with a corrosion protection agent. After the engine is taken
back into service the cleaned system must be checked for leaks.
Regular testing of the coolant condition and the coolant system
Treated coolant can become contaminated during operation and the additive then loses part of its effect. It is therefore advisable to check the
condition of the coolant at regular intervals.
The concentration of the additive must be checked at least once a week
using the test kit provided by the manufacturer. The results must be documented.
6680 3.3.7-01 EN
2008-05-29
General
In particular, loose solids must be removed from the system by intensive

flushing, since otherwise corrosion can occur at points of high flow rate.
MAN Diesel
3.3.7
Concentration levels which are too low can promote corrosion and must be
avoided. Concentrations which are slightly higher will not cause any damage. Concentrations which are more than double those recommended
should be avoided.
Operating media
The concentrations of the chemical additives must not fall below the
minimum concentrations listed in Table 2.
Every 2 - 6 months you should send a sample of coolant to an independent

laboratory or to the engine manufacturer and have a complete analysis carried out.
Emulsifying antifreeze agents must generally be replaced every 12 months
or so, in accordance with the instructions from the manufacturer. In the
event of such a replacement, the entire cooling system must be flushed and
cleaned if necessary. The fresh water poured in must be treated immediately.
If chemical additives or antifreeze agents are used, the coolant must be
replaced after 3 years at the latest.
If there is a elevated concentration of solids (rust) the water must be
replaced completely and the entire system must be cleaned carefully.
The causes for deposits in the cooling system can be liquids which enter
the coolant, breakdown of the emulsion, corrosion in the system and lime
deposits caused by elevated hardness levels. An increase in the content of
chloride ions is generally an indication of seawater ingress. The quoted
maximum of 50 mg of chloride ions per kg must not be exceeded since
otherwise the danger of corrosion is too high. The ingress of exhaust gases
in the coolant can lead to a sudden drop in the pH value or to an increase
in the sulphate content.
Water losses must be replaced by adding untreated water in accordance
with the quality requirements in the section Requirements The concentration
of the corrosion preventative must then be checked and corrected if necessary.
Coolant checks are required particularly after repairs or maintenance tasks
where the coolant has to be drained away.
Protective measures
2008-05-29
Avoid extended contact with the skin. Wash your hands thoroughly after
use. If larger amounts splash onto clothing and/or cause soaking, change
your clothes and wash them before wearing them again.
If chemicals enter your eyes rinse immediately with plenty of water and
consult a doctor.
Corrosion protection agents are generally damaging to the water circuit.
Coolant can only be drained into the sewage system if the relevant authorities have first been consulted. The corresponding legal regulations must be
observed.
6680 3.3.7-01 EN
General
Corrosion protection agents contain chemical compounds which may be

damaging to health if they are used incorrectly. Comply with the instructions
given on the material safety data sheets provided by the manufacture.
5 (7)
MAN Diesel
Operating media
3.3.7
Ship's generator blocks
If the ship's auxiliary engine of the type 16/24, 21/31, 23/30H, 27/38 or
28/32H uses the same coolant system as the MAN B+W Diesel two-stroke
main engine, the coolant recommendations for the main engine must be
maintained.
Investigation
We carry out coolant analyses for our customers in our chemical laboratory.
We require a 0.5 l sample for testing purposes.
Permissible coolant properties
6 (7)
Initial
metering in
1,000 litres
Minimum concentration ppm
Manufacturer
Product designation
Ashland Water
Technologies
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA
Liquidewt
Maxigard
DEWT-NC
15 l
40 l
4.5 kg
15000*
40000
4500*
700
1330
2250
1,050
2,000
3,375
Unitor Chemicals
KJEMI-Service A.S.
P.O. Box 49/Norway
3140 Borgheim
Rocor NB Liquid
Dieselguard
21.5 l
4.8 kg
21,500
4,800
2,400
2,400
3,600
3,600
Nalfleet Marine
Chemicals
P.O. Box 11
Northwich
Cheshire CW8DX, U.K.
Nalfleet EWT Liq

(9-108)
Nalfleet EWT 9-111
Nalcool 2000
3l
10 l
30 l
3,000
10,000
30,000
1,000
1,000
1,000
1,500
1,500
1,500
Maritech AB
P.O.Box 143
S-29122 Kristianstad
Marisol CW
12 L
12,000
2000
3,000
Uniservice
Via al Santuario di N.S.
della Guardia 58/A
16162 Genova, Italy
N.C.L.T.
Colorcooling
12 l
24 l
12,000
24,000
2,000
2,000
3,000
3,000
Marichem Marigases
64 Sfaktirias Street
18545 Piraeus, Greece
D.C.W.T. Non-Chromate
48 L
48000
2400
Product
Nitrite
(NO2)
Sodium nitrite
(NaNO2)
The values in the marked areas can be determined with the test equipment provided by the chemical manufacturer.
1)
Table 2: Chemical additives containing nitrites

Additives (chemical additives) - nitrite free
Initial dosing
in 1,000 litres
Manufacturer
Product designation
Arteco
Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Havoline XLI
75 L
7.5 %
Total Lubricants
Paris, France
WT Supra
75 L
7,5 %
6680 3.3.7-01 EN
Minimum concentration
2008-05-29
General
Chemical additives containing nitrites
MAN Diesel
3.3.7
Product designation
Ashland Water
Technologies
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA
Drewgard CWT
Initial dosing
in 1,000 litres
8L
1%
Table 3: Chemical additives containing nitrites
Operating media
Manufacturer
Emulsifiable anti-corrosion oils

Manufacturer
Product
(designation)
BP Marine, Breakspear Way, Hemel Hempstead,

Herts HP2 4UL
Diatsol M
Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK
Solvex WT 3
Deutsche Shell AG, berseering 35,

22284 Hamburg
Oil 9156
Table 4: Emulsifiable anti-corrosion oils

Manufacturer
Product designation
BASF
Carl-Bosch-Str.
67063 Ludwigshafen,
Rhein
Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Int.
Pipers Way
Swindon SN3 1RE, UK
Antifreeze NF, SF
BP, Britannic Tower

Moor Lane,
London EC2Y 9B, UK
Antifreeze X2270A
Deutsche Shell AG
berseering 35
22284 Hamburg
Glycoshell
Hchst AG
Werk Gendorf
84508 Burgkirchen
Genatin extra (8021 S)
Mobil Oil AG
Steinstrae 5
20095 Hamburg
Frostschutz 500
Arteco, Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Havoline XLC
Total Lubricants
Paris, France
Glacelf Auto Supra

Total Organifreeze
Table 5: Anti-freeze agents with corrosion-inhibiting properties
6680 3.3.7-01 EN
35%
50%
General
2008-05-29
Anti-freeze agents with corrosion-inhibiting properties
7 (7)
MAN Diesel
3.3.8
Monitoring is important
The engine oil and coolant must be monitored during use since contamination 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 it is also important to monitor the specific
heavy fuel characteristics for optimum heavy fuel treatment. You cannot
always be sure that the values stated in the bunkering papers are applicable
to the delivery.
Operating media
Examination of operating materials
Test case
For comprehensive chemical and physical investigation of the operating
media, we recommend the following MAN B&W Test case:
Medium
Type
Designation
Heavy fuel and lube oil
Fuel and lube oil analysis equipment
Coolant concentrate
Coolant test equipment
Table 1: Test case for the investigation of operating media
2007-11-13
6680 3.3.8-01 EN
General
Figure 1: Test case A for investigating fuel and lube oil
1 (4)
MAN Diesel
Operating media
3.3.8
Figure 2: Test case B for investigating coolant

Parameter
Fuel
Water
Test case
Separator setting
Viscosity
Separating temperature, injection viscosity, lube oil dilution
A*
Ignition behaviour CCAI/CII
Ignition and combustion behaviour,

ignition pressure, pressure rise rate,
starting behaviour
Water content
Test on sea water
Fuel delivery and atomisation, corrosion tendency

Neutralisation capability still available
pH value
Pour point
X
X
A
B
Suitability for storage and pumping
Water hardness
Coolant treatment
Chloride ion content
Salt deposits in the cooling system
Anti-corrosion oil content

in the coolant
Corrosion protection in the cooling

system
**
lube oil total contamination
Compatibility of the heavy fuel mixing

components
Drop sample
Spot Test (ASTM-D2781)
X
X
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 determined (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
an extensive instruction manual which provides all details for use.
6680 3.3.8-01 EN
2007-11-13
General
Parameter gives information

or has influence on
Density
Total Base Number (TBN)
2 (4)
Lube oil
MAN Diesel
3.3.8
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)
Operating media
Other test equipment
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
A
Source of supply
Fuel and lube oil analysis equipment
09.11999-9005
1, 2
Chemical top up set for A
09.11999-9002
1, 2
Coolant test equipment
09.11999-9003
1, 2
Chemical top up set for B
09.11999-9004
1, 2, 3
Lube Oil Tec
Port-A-lab
Measuring equipment for determination of the concentration of nitrite containing corrosion preventatives
Refractometer for determination of the concentration of antifreezes
Addresses
Source of supply
Address
MAN Diesel SE, Augsburg, MS Department
Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg
6680 3.3.8-01 EN
General
2007-11-13
Item number
3 (4)
MAN Diesel
Source of supply
Address
Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg
Corrosion preventative supplier
Mller Gertebau GmbH, Rangerdinger Strae 35, 72414 Hfendorf
4 (4)
2007-11-13
General
Operating media
3.3.8
6680 3.3.8-01 EN
MAN Diesel
3.3.11
General
The quality and condition of the aspired air (combustion air) have a considerable influence on the engine performance output. Not only are the atmospheric conditions of great importance, but also the contamination by solid
and gaseous foreign bodies.
Mineral dust in the aspired air increases wear. Chemicals and gases promote corrosion.
Operating media
Quality of aspired air (combustion air)
For this reason, effective cleaning of the inlet air (combustion air) and regular
maintenance/cleaning of the air filter is required.
When designing the air aspiration system you must take into account the
fact that the total air pressure drop (filter, silencer, piping) must be maximum
20 bar.
Requirements
The concentrations behind the air filter and/or before the turbocharger inlet
must not exceed the following threshold values:
Properties
Typical values
Unit *
Particle size
max. 5
Dust (sand, cement, CaO, Al2O3 etc.)
max. 5
mg/m3 (SPC)
Chlorine
max. 1.5
Sulphur dioxide (SO2)
max. 1.25
Hydrogen sulphide (H2S)
max. 15
* m3 (SPC) cubic metres at standard temperature

and standard pressure
Table 1: Aspiration air (combustion air) - typical parameters to be maintained
2008-05-14
General
6680 3.3.11-01 EN
1 (1)
MAN Diesel
3.4
6706 3.4-1 EN
Prerequisites
Safety
Operating media
operation
Data
Engine
3.1
3.2
3.3
3.4
1 (1)
MAN Diesel
3.4.1
Preparations for start after short downtimes

Activate/check the systems
Turn on the pumps for fuel, lube oil and coolant. 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.
Check whether coolant and lubricating oil are preheated. Set the shut-off
elements in all systems to the operating position. The engine is then ready
to be started.
Recommendation: Starting
with diesel oil
With engines running on heavy fuel we recommend starting the engine with
diesel oil and then switching over to heavy fuel after reaching the operating
temperature. Starting the engine with heavy fuel is possible if the necessary
heaters are fitted or if the heavy fuel ist still hot enough.
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 specifications for the control and monitoring system for stationary engines are to be observed.
Preparations for starting with heavy fuel

If the required heating devices are available, the engine can also be started
with heavy fuel. Proceed as follows:
Working steps
Switch on pump for cylinder coolant and then switch on the preheating
device. Required temperature approx. 60 C.
Switch on pump for injection valve coolant and then switch on the preheating device. 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).
Required temperature approx. 40 C.
Starting preparations/Starting and stopping the engine
Switch on the fuel pump and then the heaters for the mixer tank, heavy
fuel pipes and final preheater. The temperature of the heavy fuel in the
service tank must always be maintained at approx. 75 C.
If the required temperatures are reached, and the viscosity of the heavy
fuel before the injection pumps corresponds to the specification (see
section 3.3), the engine can be started.
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:
6640 3.4.1-02 EN
48/60;L40/54;L58/64
2007-09-27
lube oil operation or standby pump must not be switched on until

approx. 10 min. prior to engine start in order to prevent the turbochargers from being covered with lubricant due to insufficient sealing air when
idle.
1 (8)
MAN Diesel
3.4.1
Fuel System
coolant System
2 (8)
Combustion chamber monitoring
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 fuel circuit on the system in Volume
E1).
Switch on feed pump, bleed 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 permanently on) and check it.
Switch off the feed pump and the heating for the final preheater again
(danger of overheating).
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).
Switch off coolant pumps.
Pump out lubricating oil (from the sump and) from the reservoir tank and
clean oil chambers (do not forget exhaust turbocharger).
Clean oil filter, separators and oil cooler.

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.
Check pipe connections and pipes for leaks.
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.
When the indicator cocks are open, turn running gear with turning-over
gearbox by 2 rotations or activate "slow turn" instead. Ensure that there
is no escape of liquid at the indicator cocks.
6640 3.4.1-02 EN
2007-09-27
48/60;L40/54;L58/64
Lube oil system
MAN Diesel
Drain compressed air tank and check, or fill if required.
Check stop valves for ease of movement.
Check tightness of the starting valves in the cylinder heads (see Work
Card in volume B2).
Clearances
Check the valve clearance.
Test run
If possible, carry out short test run as follows:
Start heating equipment for lubricating oil and coolant, if available. If the
preheating temperatures have been reached, put the shut-off elements
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 operating temperature as quickly as possible since it is subject to increased
wear when cold.
Start engine (with PGG speed governor)
Figure 1: Operating device (PGG speed governor)
2007-09-27
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.
6640 3.4.1-02 EN
48/60;L40/54;L58/64
1 Display
3 Button
2 Filling lever 4 Actuating lever
Starting system
3.4.1
3 (8)
MAN Diesel
3.4.1
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) !
Start engine (with PGG-EG speed governor)
1 Display 4 Actuating lever

3 Button
Figure 2: Operating device (PGG-EG speed governor)
4 (8)
Switch actuating lever (4) to "NORMAL OPERATION WITH ELECTRICAL

GOVERNOR".
Regulate target speed value to about 30% before starting by using the
setting knob.
Adjust the target speed value on the existing setting knob.
6640 3.4.1-02 EN
2007-09-27
48/60;L40/54;L58/64
Working steps
MAN Diesel
3.4.1
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.
Slide filling lever (2) to 50%
Set filling limiter to the desired value using the filling lever (2).
Adjust the target speed value on the fine regulating valve (5).
Start engine (with PGA speed governor)
2007-09-27
48/60;L40/54;L58/64
6640 3.4.1-02 EN
5 (8)
MAN Diesel
3.4.1
Start engine (with PGA-EG speed governor)
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.
Adjust the target speed value on the fine regulating valve (5).
6 (8)
Shut down the engine

Working steps
Check whether there is enough compressed air in the compressed air

tanks.
Remove load from engine and operate it at low load.
Shut down the engine.
If the operability of the engine is to be maintained for being started again

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.
6640 3.4.1-02 EN
2007-09-27
48/60;L40/54;L58/64
MAN Diesel
3.4.1
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.
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, if no antifreeze agent is used, ensure that

the cooling water is completely drained to prevent the cooling areas
from bursting as a result of freezing.
Shutting down the engine from heavy fuel operation

If the engine has to be shut off immediately after operation on heavy fuel the
following points need to be taken into consideration:
If the engine is restarted after a few minutes it is sufficient if the heating

equipment and one feed pump are kept in operation.
When the engine is expected to be out of commission for a longer period

of time, the mixing vessels and the pipes of the fuel module must be
flooded with diesel fuel from the diesel fuel service tank (see the manual
for the fuel module - technical documentation / engine and accessories
in Volume E1).
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 remnants inside congeals, depending on the viscosity used.
Before the engine is put into operation again, these parts may have to
be removed, heated and emptied if there are no special heating systems
available for starting the engine with heavy fuel.
Emergency stop
2007-09-27
Simultaneously, the speed governor is affected in such a way that the control linkage of the governor is also set to a zero charge.
This emergency stop device is triggered in two ways, as follows:
1. Automatically by a monitoring device (oil pressure detector, coolant
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.
6640 3.4.1-02 EN
48/60;L40/54;L58/64
In order to be able to switch off the engine as quickly as possible, in case

of interrupted lubrication or cooling or in a similar situation, each injection
pump comes equipped with a built-in pneumatic shutdown piston which,
upon actuation with compressed air, switches to a zero charge.
7 (8)
MAN Diesel
In both cases, the emergency stop is displayed by a light in the control
station and possibly an acoustic signal.
8 (8)
2007-09-27
48/60;L40/54;L58/64
3.4.1
6640 3.4.1-02 EN
MAN Diesel
3.4.2
Switching from diesel oil operation to heavy fuel oil operation

Preliminary Remarks
During long-term diesel fuel operation the user should closely monitor the
diesel fuel temperature. Under these circumstances, the maximum temperature limit may be exceeded in engines equipped with a fuel pressure
system 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).
When the system is switched over to heavy fuel oil, the fuel return must
also be switched back to the mixing vessel. Otherwise, the heavy fuel
oil will end up in the diesel fuel operating tank.
Prerequisites
Working steps
Engine is running on diesel fuel. Components are at operating temperature.
Heater system is operational. Heavy fuel temperature in the service tank

is continuously kept at approx. 75 C.
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 preheater 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
case heavy fuel with a high sulphur content is used.
Engine power must be reduced to 70%.
2007-09-26
Switching from heavy fuel oil operation to diesel fuel operation

Preliminary observations
On engines predominantly designed for operation with heavy oil, the fuel
injectors are cooled while running on heavy oil. For lengthier operation with
diesel oil (MGO or MDO, exceeding 72 hours, the nozzle cooling is to be
switched off and the supply line shut off. The return line must be kept open.
6628 3.4.2-01 EN
32/40;32/40CR;32/44CR;48/60CR
Switching from diesel oil to heavy fuel oil and vice-versa
1 (2)
MAN Diesel
Working steps
Approximately 30 minutes prior to turning off the engine, the three-way

cock should be switched to diesel fuel (see fuel line installation diagram).
Turn off the final pre-heater for installations in which this is manually
controlled.
The engine may be turned off as soon as the heavy fuel oil in the supply
lines has been consumed and replaced by diesel fuel.
Turn off all heater units (if necessary).
Switching to diesel fuel has the advantage that the engine is always
ready for starting without the necessity of pre-heating the installation
for hours. Service and overhaul work is substantially easier when the
lines and the injection system are filled with diesel fuel.
2 (2)
2007-09-26
32/40;32/40CR;32/44CR;48/60CR
3.4.2
6628 3.4.2-01 EN
MAN Diesel
3.4.3
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
Z
Md
speed [1/min]
Number of cylinders
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 mech from the mean value of the indicated pressures:
Synchronous speeds
Three-phase generators are bound to the synchronous speed values:
2008-07-02
N
F
P
Engine rated speed [1/min]

mains frequency [Hz]
Number of generator pole pairs
Operating points/characteris- Stable working points of the engine are only the result of a balance of power,
speed and the quantity setting of the fuel feed pumps (charge). The supplied
tic curves
energy must match the energy demand.
6680 3.4.3-02 EN
General
the following applies:
1 (3)
MAN Diesel
3.4.3
During operation, in the first instance, the maximum speed and torque
should be limited to 100%. Continuous power during diesel operation
should be limited to a range between 0 to 100%. During heavy fuel operation
continuous power should be limited between 151) and 100%. During natural
gas operation continuous power should be limited from > 30 to 100%. This
occurs partly through design measures. These must be supplemented by
controlling measures taken during operation.
We recommend operation within the 60 to 90% range of the rated power.
pe Effective engine power

N Speed
pe Effective mean pressure
1)
Approximate value for proportional
degree of the speed governor
Md Torque
1 Diesel-natural gas operation
2 Diesel operation
Figure 1: Admissible outputs and speeds - Operating range

15 % not applicable to L/V 20/27 and L/V 25/30. These have 20 % as the
lower limit of continuous part-load operation.
2 (3)
Other limitations
Engines, serving to generate electrical power may be run at 110% output for 1 hour within a 12-hour period.
Engines serving as a diesel-electrical main drive system for fixed-pitch

or variable-pitch propellers, are blocked at 110 % power. However,
output power levels >100 % may only be used for a short period during
acceleration and regulation processes.
Pure idle operation is only permitted for 1-2 hours at a stretch.
6680 3.4.3-02 EN
2008-07-02
General
1)
MAN Diesel
3.4.3
Blocks/Limitations may not be removed without consultation with MAN

Diesel SE.
These data are approximate values. The determining factors for the engine's
operation are the values agreed upon between the purchaser, shipyard/
planning agency and engine manufacturer.
2008-07-02
General
6680 3.4.3-02 EN
3 (3)
MAN Diesel
3.4.4
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 dismantled for transport.
after fitting new drive train components, such as cylinder liners, pistons,
piston rings, crankshaft bearings, big-end bearings and piston pin bearings.
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 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 properties 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 approximate values.
Engine run-in
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.
2007-06-26
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
to the engine's initial operation. (See Work Card 000.03).
6680 3.4.4-04 EN
General
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 with the fuel intended as the ignition oil.
1 (4)
MAN Diesel
3.4.4
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
the control panel (under "Manual Operation"). This ensures that the cylinder
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
For generator engines, the speed is initially increased to the nominal speed
in the prescribed time period, prior to the load being turned on. The engine's
output power should remain within the power range as indicated in the figures. Critical speed ranges should be avoided.
Running in during commissioning on site
Barring exceptions, four-stroke engines are always subjected to a test run

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

drive train components
If during revision work the cylinder liners, pistons, or piston rings are
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 associated explanations.
2 (4)
Running in after refitting used

or new bearing liners (crankshaft, connecting rod and piston pin bearings)
When used bearing shells are reused, or when new bearing shells are installed, these bearings have to be run in. The run-in period should be 3 to 5
hours under progressive loads, applied in stages. The instructions in the
preceding text segments, particularly the ones regarding the "Inspections",
and Figure 1 or 2 must be observed.
Idling at higher speeds for long periods of operation should be avoided if at
all possible.
Running in after low load

operation
Continuous operation in the low load range may result in substantial internal
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,
in the piston ring channels as well as in the inlet channels. Moreover, it is
6680 3.4.4-04 EN
2007-06-26
General
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.
MAN Diesel
3.4.4
Since the piston rings have adapted themselves to the cylinder liner according to the running load, increased wear resulting from quick acceleration
and possibly with other engine trouble (leaking piston rings, piston wear)
should be expected.
After a longer period of low load operation ( 500 hours of operation) a runin 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.
possible that the charge air and exhaust pipe, the charge air cooler, the
turbocharger and the exhaust gas tank may be polluted with oil.
A Engine speed nM
D Run-in period in [h]
B Engine power (prescribed range) E Engine speed and engine power
in [%]
Figure 1: Standard run-in programme for stationary engines and marine
auxiliary engines (constant speed) of engine type 32/40 + 32/44 CR
2007-06-26
General
6680 3.4.4-04 EN
3 (4)
MAN Diesel
A Engine speed nM
D Run-in period in [h]
B Engine power (prescribed range) E Engine speed and engine power
in [%]
Figure 2: Standard run-in programme for stationary engines and marine
auxiliary engines (constant speed) of engine type 40/54 48/60 58/64
4 (4)
2007-06-26
General
3.4.4
6680 3.4.4-04 EN
MAN Diesel
3.5
6706 3.5-1 EN
Prerequisites
Safety
Operating media
operation
Data
Engine
3.1
3.2
3.3
3.4
1 (1)
MAN Diesel
3.5.1
Engine Monitoring/Performing Checks

Modern engine systems are generally operated automatically using intelligent 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 undetected 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/
daily)
The continuous checks should extend to the following measures:
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 conditions,
Check of the quiet running of engine, turbocharger and generator.
Engine Monitoring /Performing Routine Duties
Periodic checks(daily/weekly) In somewhat longer intervals the scope of the continuous checks should be
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 of the printers or recording instruments
Check of 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
Routine jobs
The following routine jobs must be performed at intervals in accordance with
requirements:
6680 3.5.1-02 EN
General
2007-09-28
supplemented according to the following points.
1 (5)
MAN Diesel
3.5.1
Fuel System
Check and fill the service tank (Diesel oil and heavy fuel) as required.
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 injection pumps. See figure 1. Supplementary information is included in the
viscosity temperature diagram in Section 3.3.4.
2 (5)
Lube oil system
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.
Separate heavy fuel in single or double stages, depending on the 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.
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
6680 3.5.1-02 EN
2007-09-28
General
Figure 1: Viscosity temperature diagram (summarised version)
MAN Diesel
3.5.1
Oil pressure
If the oil pressure drops, switch the engine off immediately!
Coolant System
Check lubricating oil at the stipulated intervals (see maintenance schedule, section 4) for water content.
Use lubricating oil which corresponds to the stipulated quality requirements (see section 3.3).
Regularly clean filters and separators.
Check the coolant level in the expansion tanks (cylinder and injection
valve cooling) and top up if required. Check corrosion inhibitor concentration (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.
Engines with heavy fuel operation:
Set the coolant outflow temperature according to the stipulated value

(see section 2.5). If the engine is run whilst cold there is increased cylinder liner wear and corrosion as a result of the sulphur content in the
heavy fuel. Fuel consumption will also increase.
pressure exceeds the normal value after starting a cold engine, since,
as the oil warms up, it will decrease to the set operating pressure.
Engine coolant
Immediately turn the engine off in the case of faults in the engine coolant
circuit!
Starting air system
2007-09-28
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.
High air humidity may cause large amounts of condensed water to

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 condensation 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
the one on the engine. It permits conclusions to be drawn concerning
the condition of the exhaust turbocharger and the charge air cooler. The
charge air pressure in front of and after the charge air cooler, displayed
6680 3.5.1-02 EN
General
Charge air system
3 (5)
MAN Diesel
4 (5)
on a differential pressure gauge, is a yardstick for the contamination of

the cooler air side.
See technical documentation volume B2/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 determined by matching the ignition pressures and the control linkage positions 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

for gas engines)
All cylinders should be indexed at the indicated intervals (see maintenance

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 ignition pressure ratings, an electronic measuring device may be used. Pressure-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 comparison 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 excessive injection volume whilst lower pressures indicate late injection or excessively 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 consumption during the indexing.
Determination of output
For generator units, the effective engine power output may be determined
fairly accurately based on the generator performance PW, which is measured continuously, and on the generator's efficiency gen, which does not
alter much over the standard operating range. In addition, the performance
values may be calculated and compared at certain working points. Working
points are combinations resulting from performance and the related speeds,
or from speeds and the related fuel pump charges. The condition of the
working points enables conclusions to be drawn regarding the efficiency of
the injection system, the supercharger system and the charge exchange
system.
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:
6680 3.5.1-02 EN
2007-09-28
General
3.5.1
MAN Diesel
3.5.1
The bearing temperature monitoring system uses resistance thermometers

fitted in the bearing bodies of the crankshaft main bearings. These thermometers pass corresponding pulses to the safety system, thereby releasing 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 deviation 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.
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 visible alarm in case of smoke development due to evaporating lube oil due to
high bearing temperature or prospective piston damage.
2007-09-28
General
6680 3.5.1-02 EN
5 (5)
MAN Diesel
3.5.2
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 available. 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 commissioning protocol as well as the "List of Measuring and Control Devices".
Figure 1: Diagrams for Trend Analysis
Engine diagnosis with electronic ignition pressure measuring devices

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 3.5.2-02 EN
General
2007-10-17
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 similar to figure 1 may be useful. This approach provides a simple tool for trend
analysis.
Engine Log Book/Engine Diagnosis/Engine Management
1 (5)
MAN Diesel
2 (5)
assessment of the current or expected condition. Information at a higher

level may be gained using a mobile ignition pressure and injection pressure
meter, e.g. the Baewert HLV-94. 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 corresponding 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 measured and displayed in a similar way. DMS sensors are required for this which
have to be installed in the injection pipes.
Electronic ignition 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 circumstances, based on the measured values, pressure behaviour and diagrams.
They provide the basis for decisions (depending on the performance spectrum) concerning the correction measures and maintenance or repair work
which, in turn, may reduce operating expenses and breakdown times.
Figure 2: Electronic ignition pressure measuring device, by Baewert

System
Company
Indicator system HLV 94
Baewert GmbH
Postfach 177
D-08393 Meerane
Digital Pressure Indicator DPI
Leutert GmbH & Co.

Schillerstrae 14
D-21365 Adenhofen
Peak pressure indicator LEMAG-PREMET LS
Lehmann & Michels GmbH

Marlowring 4
D-22525 Hamburg
Table 1: Electronic Indicator Systems
6680 3.5.2-02 EN
2007-10-17
General
3.5.2
MAN Diesel
3.5.2
CoCoS-EDS 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 of the CoCoS engine
management system. The diagnosis system, which makes available the
skills of outstanding technical experts, allows permanent 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
Monitoring,
Trend and
Diagnosis
The EDS uses the values of the normal alarm system and the supplementary
measured values from the EDS-Sensor box. These supplementary measured values are necessary to be able to perform more accurate calculations
and diagnoses. They are acquired every 20 seconds and saved every half
hour. In case of an engine stop, all the data of the last half hour remains
available. This is important for analysis of emergency stops.
2007-10-17
EDS transforms the measured values in such a way that the detected values
describe the engine's actual condition, under observance of physical and
thermodynamical procedures. The measurement protocols can be called
up in various presentation formats.
6680 3.5.2-02 EN
General
Figure 3: CoCoS-EDS monitoring Visualisation of Turbocharger Measurement

Data
Engine Diagnosis with CoCoS-EDS
3 (5)
MAN Diesel
3.5.2
Trend
The trend analysis provides a graphical rendering of the stored condition

changes. This is an extremely helpful process in the early detection of
abnormalities in the engine's operating condition.
For short-trend analyses, all of the engine's operating data are stored in the
database in a 5-minute cycle. The stored history remains for two weeks. The
operating data from the short-trend database are accumulated into daily
values in the long term database. The stored history amounts to two years
in this location.
Figure 4: CoCoS-EDS trend - operating data are displayed over a specific time
period.
Diagnosis
Every 5 minutes, the so-called pre-diagnosis is carried out. This diagnosis

is able to detect any deviations in the operating data from their normal value,
irrespective of current load and external influences.
Given that there are currently no long-term stable measurement sensors
available for high pressure values, the diagnosis system will indicate on a
weekly basis, or when it is necessary, at short intervals that an ignition and
injection pressure measurement must be carried out. After input of these
values, the EDS can carry out a full diagnosis.
4 (5)
Date and time of the first distinctive and most recent occurrence of the
malfunction,
The type of malfunction and
The cause of the malfunction.
2007-10-17
General
On demand, the user receives the following information:
6680 3.5.2-02 EN
MAN Diesel
3.5.2
The three modules provide 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.
Figure 5: CoCos-EDS diagnosis
2007-10-17
General
6680 3.5.2-02 EN
5 (5)
MAN Diesel
3.5.3
Acceleration and load times of diesel engines in stationary power plant systems
Diesel engines must not be subjected to quick acceleration and deceleration. The following aspects must be taken into account.
Thermal and mechanical loads,
Exhaust gas clouding,
Power output of the turbocharger.
Engine without preheating
On stationary engines, with cooled down systems, 48 minutes should

elapse until loading at 26 ... (see Fig 1).
Engine with preheating
For an engine at operating temperature, or at least a preheated engine, (oil

temperature 40 C, engine coolant temperature 60 C) the load may be
applied more quickly (see figure 2).
The engine's ability to be subjected to the load depends on the prevailing
temperatures and the system design.
For engines that are operated locally, the acceleration and deceleration
sequences should be observed by the engine room personnel. For engines
operated remotely, the load controlling programmes for normal and emergency operation must be integrated into the remote control system. This
requires mutual agreement between the purchaser, switchgear manufacturer and engine manufacturer.
Load curve during acceleration
2007-04-13
General
6680 3.5.3-02 EN
1 (3)
MAN Diesel
3.5.3
Acceleration and load times without preheating
1 Engine speed [1/min]

4 Time [min]
2 Engine power [%]
5 Load/speed [%]
3 Times, depending on the current operating temperature and the system design
Figure 1: Acceleration and load times with a cold engine
Acceleration and load times
Minimum temperatures
Intake air
Lube oil
Engine coolant
5 C
20 C
20 C
2 (3)
Engine start and acceleration to 100 % engine speed

Application of load in stages up to 30 %
Engine warm-up
lube oil at 40C - Engine coolant at 60C
Engine warm-up to operating temperature
1 ... 3 min
5 min
5 ... 10 min
5 ... 10 min
5 ... 10 min
5 ... 10 min
Time from engine start

Time from load increase
26 ... 48 min
25 ... 45 min
Table 1: Numerical values for the figure

2007-04-13
General
6680 3.5.3-02 EN
MAN Diesel
3.5.3
1 Engine speed [1/min]

4 Time [min]
2 Engine power [%]
5 Load/speed [%]
3 Times, depending on the current operating temperature and the system design
Figure 2: Acceleration and load times for preheated engine/engine at operating
temperature
Acceleration and load times with preheating

Minimum temperatures
Intake air
lube oil
Engine coolant
5 C
40 C
60 C

1 ... 3 min
5 ... 10 min
5 ... 10 min
5 ... 10 min
Time from engine start

Time from load increase
16 ... 33 min
15 ... 30 min
2007-04-13
Table 2: Numerical values for the figure
6680 3.5.3-02 EN
General
Engine start and acceleration to 100 % Engine speed

Application of load in stages to 50 %
Warm-up of the engine to operating temperature
Load increase in stages to 100 %
3 (3)
MAN Diesel
3.5.4
Part-load operation
Definition
Correlations
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
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 combustion 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 during all load conditions. This is, however, especially important during operation 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
Operation with heavy fuel
LT: Low Temperature
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 heavy 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.
A long-term operation with heavy fuel in the load range < 25 % of the full
load should definitely be discussed with MAN Diesel SE.
The following regulations apply to low-load operation on diesel fuel:
Continued operation under 15 % of the full load should be avoided if
possible.
If this cannot be avoided, extraordinary measures (e.g. the use of partialload injection nozzles) should be discussed with MAN Diesel SE.
An idling operation, particularly with a nominal speed (generator operation) is only permissible for a period of 1 to 2 hours at the most.
2007-04-13
6680 3.5.4-01 EN
General
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 on diesel fuel
Part-load operation
1 (2)
MAN Diesel
3.5.4
No limitations apply to power delivery in excess of 15 % of the full load,

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
2 (2)
2007-04-13
General
line b
At 10 % full load: max. 19 hours of heavy fuel operation permitted followed by transfer to diesel oil or
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.
6680 3.5.4-01 EN
MAN Diesel
3.5.5
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 performance 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 operating 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 gen, 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.
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 corresponds 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.
With these tools it is possible to determine engine output power and to
assess the working points. For this reason, on marine driving engines, during the maiden voyage, and immediately afterwards with a loaded ship, it is
6680 3.5.5-01 EN
General
Preparations
2007-04-13
Calculation of the engine power and the status of the working point
1 (3)
MAN Diesel
3.5.5
necessary to simultaneously record the engine speed as well as the pump

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 fuel (MDO) or gas
oil (MGO). In case of operation with heavy fuel (HFO) the pump charges
are almost the same.
Evaluation of the results

The determined working point must be located within the permitted operating 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
Variable-pitch propeller
Generator units
85 - 90 %,
85 - 100 %,
100 %
See section 3.4 - Permissible power and speed.

Displacement of working points to the left may, under the same initial conditions, be attributed to higher ship resistance, propeller changes (larger
diameter, increased pitch) or propeller damage.
2 (3)
Since the number of possible influential factors is great, and their influence
not easily evaluated, we recommend that, if in doubt, you contact the nearest customer service facility or service referral site of MAN Diesel SE,
Augsburg.
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 establishing the achieved speeds and the related fuel consumption figures.
The following related values are required for operational/economical decisions.
6680 3.5.5-01 EN
2007-04-13
General
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).
MAN Diesel
3.5.5
Engine speed/charge,
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?
At what rpm/speed (economical speed) does the ship have the greatest
range with a specific amount of fuel?
2007-04-13
General
6680 3.5.5-01 EN
3 (3)
MAN Diesel
3.5.7
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 situations can, however, be better accommodated using supplementary or alternative 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.
Equipment/Measure
Definition/
Load condition
Blow off charge air
Full load
Bypass charge air
Part load
Preheating the charge air tempera- Part load

ture
(charge air cooler 2 stage)
Control the charge air temperature

(CHATCO)
Part load/
Full load
Blow off waste gas

(Waste Gate)
Full load
Accelerate turbocharger
(jet assist)
Manoeuvring
application of load
Adjust injection timing
Part load
Ship
Stationary
X
Equipment for engine modification for special operating conditions
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
a danger, due to the high air density, that the charge pressure, and therefore
air
the ignition pressure, increases excessively. In order to avoid such conditions, 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 electropneumatic throttle flap. Please refer to Section 3.5.12.
2007-10-08
The charge air pipe is connected via a pipe with a smaller diameter and a
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
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
on the engine speed and the filling setting of the fuel pumps. See section
3.5.8.
6703 3.5.7-01 EN
48/60B
Device for bypassing charge

air
1 (2)
MAN Diesel
Device for heating the charge High air temperatures in part-load operation improve the combustion as well
as the exhaust gas pollution. This condition can be achieved by fitting a twoair temperature
stage charge air cooler and preheating the charge air in part load operation
(2 stage charge air cooler)
(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 condensed water that accumulates during engine operation under tropical
perature (CHATCO)
conditions. 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

turbocharger (jet assist)
This equipment is used where special demands exist for rapid acceleration
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

(Waste gate)
By blowing-off exhaust gas before the turbine, and its return to the exhaust
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

injection timing
On engine 48/60 B the adjustment takes place by displacement of the cam

followers which are located between the cam track and the fuel pump cylinder, 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.
2 (2)
2007-10-08
48/60B
3.5.7
6703 3.5.7-01 EN
MAN Diesel
3.5.9
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 turbocharger 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 temperatures 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.
Condensate water in charge air pipes and pressure vessels
Nomogram for calculating the water condensate volume

By means of the nomogram in Figure 1 the water quantity which arises during 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.
2007-11-15
General
6680 3.5.9-01 EN
1 (4)
MAN Diesel
3.5.9
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
External temperature
35 C,
relative humidity
90%.
2 (4)
Step 2
i.e. the original water content with
0.033 kg water/kg air.
Charge air temperature after cooler
50 C,
Charge air pressure (Overpressure)
2.6 bar.
In the diagram this results in intersection point II,

i.e. the reduced water content with
3. Step
The difference between I and II is the water condensate quantity A:

A = I II = 0.033 0.021 =
6680 3.5.9-01 EN
2007-11-15
General
In the diagram this results in intersection point I,
MAN Diesel
Multiplied by the engine power and the specific air consumption produces the water volume
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 vessel

1. Step
External temperature
35 C,
relative humidity
90%.
In the diagram this results in intersection point I,
2. Step
i.e. the original water content with
Temperature T of the air in the tank
40 C = 313 K,
Pressure in the tank (overpressure) p
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
3. Step
The difference between I and III is the condensate quantity B:

B = I III = 0.033 0.015 =
4. Step
3.5.9
2007-11-15
General
6680 3.5.9-01 EN
3 (4)
MAN Diesel
4. Step
Multiplied with the air mass m in the tank produces the water volume QB, which arises when
filling the pressure vessel:
QB = Bm
m is calculated as follows:
In this equation:
the absolute pressure in the tank pabs
31105 N/m2
Volume of the pressure vessel 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 throughput 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.
4 (4)
2007-11-15
General
3.5.9
6680 3.5.9-01 EN
MAN Diesel
3.5.10
Stand-alone operation
Load application depending
on mean pressure
Greater load applications which may occur in marine auxiliary engines in the
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.
Load Application
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 and 58/64 with mean pressures ranging
from 21.9 and 24.9 bar the following load application steps apply:
33%,
23%,
18%,
26%
2007-06-27
Greater load application steps may be posible using special equipment. This
requires written permission from MAN Diesel SE.
Load application dependent

on the current power
For load applications depending on the current value, please consult the
diagram in Figure 2.
6680 3.5.10-01 EN
General
1. Step
2. Step
3. Step
4. Step
1 (2)
MAN Diesel
3.5.10
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
Enduring speed change in % of the rated speed
readjustment time until reaching the tolerance range
+/- 1% of the rated speed
Load reduction
10%,
5%,
5 sec.
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
Enduring speed change in % of the rated speed
10%,
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
2 (2)
2007-06-27
General
Operation of engines in parallel with other power generators of greater output 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.
6680 3.5.10-01 EN
MAN Diesel
3.6
6706 3.6-1 EN
Prerequisites
Safety
Operating media
operation
Data
Engine
3.1
3.2
3.3
3.4
1 (1)
MAN Diesel
3.6.1
Preliminary Remarks
Fault finding by means of
tables 1-3
Tables 1-3 contain a selection of possible operating faults and their causes.
They are intended to contribute to reliable fault diagnosis and rapid resolution 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 (characterised 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 turbocharger
Please note that the instruction manual for the turbocharger has its own
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.
Faults/Defects and their causes (fault finding)
Fault finding "engine start /running engine"

Causes
Info
Code
Crankshaft does not turn when starting. Crankshaft turns too slowly, swings back
2007-04-17
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
Starting air pilot valve faulty
160.xx
05
Control and monitoring system Error in pneumatic or electronic control system
63
Turning-over gear
Switching device not fully disengaged
79
Error/System
Causes
Info
Engine reaches ignition speed, ignition does not occur
6680 3.6.1-02 EN
Code
General
Error/System
1 (8)
MAN Diesel
3.6.1
Error/System
Causes
Info
Code
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
pump faulty
12
Fuel filter blocked
13
Injection pump/injection pump Excessive play between injection pump piston and
drive
pump cylinder
2.5, 200.xx
16
Speed control system
Speed governor/booster faulty/interference/incorrectly adjusted
140.xx
56
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

Error/System
63
Causes
Info
Code
3.3
09
Water in fuel
3.3, 000.05
10
Cylinders ignite irregularly

Fuel
Fuel System
07
pump faulty
12
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
ken, valves leaky
26
Error/System
Causes
Info
Code
3.3
09
Water in fuel
3.3, 000.05
10
Fuel viscosity insufficient, fuel overheated
3.3
66
The engine does not reach its full power/speed,

Fuel
2 (8)
Injection timing adjusting

device
07
pump faulty
12
Fuel filter blocked
13
Injection time too late (only for engines with automatic 2.4, 200.xx,
injection timing adjusting device)
120.xx (32/40),
202.xx
(40/45 ... 58/64)
15
Injection pump/injection pump Excessive clearance between injection pump piston

drive
and pump cylinder
2.5, 200.xx
16
Injection pump piston sticking, spring broken
200.xx
17
Control rod, regulating sleeve or pump element are

sticking
200.xx
18
Leaky pressure valve in the injection pump
200.xx
19
6680 3.6.1-02 EN
2007-04-17
General
Fuel System
MAN Diesel
3.6.1
Causes
Info
Code
Injection valves
221.xx
20
nozzle openings or injection pipes blocked
221.xx
21
140.xx
56
Governor or control linkage misadjusted
2.4, 140.xx
22
Control linkage stiff or jammed
203.xx
23
Speed governor/
Control linkage
ken, valves leaky
Control and monitoring system Charge release fails/insufficient
65
Speed release too low

Turbocharger
Turbocharger contaminated or faulty
Ship
for marine main engines: Propeller damaged or fouling

on the hull
Error/System
Causes
26
89
500.xx
49
45
Info
Code
Engine running unevenly, knocks

Fuel System
07
pump faulty
12
Fuel filter blocked
13
Engine
Engine or individual cylinders severely overloaded
2.5, 3.5
25
Injection time too early (only for engines with automatic injection timing adjusting device)
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
14
Injection pump/injection pump Injection pump piston sticking, spring broken

drive
200.xx
17
Injection valves
221.xx
20
ken, valves leaky
26
Excessive valve clearance
111.xx
90
Causes
Info
Code
Error/System
Error/System
Fuel
Air in fuel
75
Fuel System
pump faulty
12
Speed governor/
Control linkage
Governor misadjusted, control linkage worn
2.4, 140.xx
22
140.xx
56
203.xx
23
Pick-up faulty (Engine 32/40)
140.xx, 400.xx
78
Injection pump/injection pump Control rod, regulating sleeve or pump element stick- 200.xx
drive
ing
18
Control and monitoring system Speed reference value unstable (air leak/electrical signal)
58
6680 3.6.1-02 EN
General
2007-04-17
Engine running at fluctuating speeds
3 (8)
MAN Diesel
3.6.1
Error/System
Causes
Info
Code
Fuel
Water in fuel
3.3, 000.05
10
Fuel System
Fuel tank empty
06
pump faulty
12
Fuel filter blocked
13
Engine speed drops, engine stops
Engine
Speed governor/
Control linkage
Target speed value failed

2.5, 3.5
25
59
203.xx
23
Control and monitoring system Shutdown system triggered
2.4
24
Error/System
Causes
Info
Code
140.xx
56
Speed governor - Setting of the "dynamics" incorrect 140.xx
57
23
Overspeed protection triggered

Speed governor/
Control linkage
203.xx
Control and monitoring system Overspeed relay faulty

Error/System
85
Causes
Info
Code
Fuel
3.3
09
Engine
2.5, 3.5
25
Charge air system
Charge air too cold
2.5
73
120.xx (32/40),
202.xx
(40/45 ... 58/64)
4 (8)
15
Injection pump/injection pump Fuel injection pump, baffle screws worn

drive
200.xx
69
Injection valves
221.xx
20
ken, valves leaky
Control and monitoring system Charge limit too high (marine main engines - only in
manoeuvring operation)
Turbocharger
64
500.xx
Air intake filter clogged (lack of air)

Error/System
26
49
91
Causes
Info
Code
Fuel
Water in fuel
3.3, 000.05
10
Lube oil system
Oil level in oil sump too high (wet sump)
Piston/Piston rings
Excessive piston ring clearance or shock
2.5, 034.xx
28
Piston rings stuck or broken
034.xx
32
Turbocharger over-lubricated
500.xx
92
Exhaust smoke blueish
Turbocharger
6680 3.6.1-02 EN
34
2007-04-17
General
Exhaust smoke sooty, dark
MAN Diesel
Causes
Info
Code
200.xx
17
200.xx (32/40,
40/45), 201.xx
(40/54 ... 58/64)
46
Noise from valve or injection pump drive system (noise speed-related)

Injection pump/injection pump Injection pump piston sticking, spring broken
drive
Drive roller faulty or broken spring
Error/System
ken, valves leaky
26
Excessive valve clearance
111.xx
90
Causes
Info
Code
3.3, 000.05
81
Fumes from crankcase/crankcase ventilation, muffled noises originating from crankcase

Lube oil
Water content too high
Engine
Crankcase ventilation blocked
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

excessive wear
2.4, 3.5
31
Error/System
Causes
Info
Code
93
Oil mist detector triggered

Oil mist detector
Sensitivity incorrectly set
76
Water condensate in measuring unit (if engine-room

fans blowing cold air onto detector)
77
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

excessive wear
2.4, 3.5
31
Error/System
Causes
Info
Code
Error/System
3.6.1
Splash oil monitoring system triggered

Lube oil
lube oil - Temperature too high
104
lube oil - temperature deviation from the mean value

too high
105

excessive wear
2.4, 3.5
31
Table 1: Errors and their causes/Fault finding Part 1 " Engine Start /Running Engine"
Error/System
Causes
Info
Code
2007-04-17
Coolant temperature too high

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

Coolant chambers and/or radiator contaminated
42
000.08
43
Coolant pump faulty
44
Temperature control faulty
47
Preheating device active
87
6680 3.6.1-02 EN
General
Fault finding "Operating data"
5 (8)
MAN Diesel
3.6.1
Error/System
Causes
Info
Code
Engine
2.5, 3.5
25
Control and monitoring system Indicating device or connection pipe faulty

Error/System
Causes
39
Info
Code
Coolant pressure too low

Coolant system
(HT system)
Coolant level in the tank too low
70
Leakage in system
71
Pipes blocked, components blocked
74
Coolant pump faulty
44
Stand-by pump not started
82
39
Pressure switch/measuring transducer faulty

Error/System
Causes
61
Info
Code
lube oil temperature too high

Coolant system (recooling sys- Coolant shortage or air in the coolant system
tem)
Coolant chambers and/or radiator contaminated
42
000.08
Coolant pump faulty
44
Temperature control faulty
47
Preheating device active
87

Error/System
43
Causes
39
Info
Code
lube oil pressure too low
6 (8)
Low oil level in the service tank
35
Pressure relief valve of the lube oil pump, broken

spring
36
Pressure regulating valve faulty
60
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

Error/System
Causes
39
Info
Code
Exhaust gas temperature (level control deviation or mean value change)

Fuel System
pump faulty
12
Engine
25
Charge air system
Charge air temperature too high, charge air pressure 2.5

too low
48
Error in the bypass system
62
6680 3.6.1-02 EN
2.5, 3.5
2007-04-17
General
Lube oil system
MAN Diesel
3.6.1
Causes
Info
Injection time
maladjustment
120.xx (32/40),
202.xx
(40/45 ... 58/64)
15
Injection valves
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
ken, valves leaky
Code
26
39
Temperature sensor faulty
84
Cabling/connections defective/faulty
86
Turbocharger
Ship
for marine main engines: Propeller damaged or fouling

on the hull
500.xx
49
Error/System
Causes
Info
Code
Intake temperature too high
2.5
50
Charge air cooler contaminated (pressure difference

too great)
2.5, 322.xx
53
45
Charge air temperature too high

Intake air system/
Charge air system
Leakage on air and exhaust side
Error/System
52
Exhaust gas system
Exhaust gas counterpressure too high (exhaust gas

tank contaminated)
2.5
Injection time
maladjustment
Injection timing too early (only for engines with auto- 2.4, 200.xx,
matic injection timing adjusting device)
120.xx (32/40),
202.xx
(40/45 ... 58/64)
54
14
39
Turbocharger
Air filter, compressor/turbine side of the turbocharger 500.xx

contaminated /damaged
51
Error/System
Causes
Info
Code
Intake temperature too high
2.5
50
Charge air cooler contaminated (pressure difference

too great)
2.5, 322.xx
53
Charge air too low
2007-04-17
Leakage on air and exhaust side
52
Exhaust gas system
Exhaust gas counterpressure too high (exhaust gas

tank contaminated)
2.5
54
Injection time
maladjustment
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
14
6680 3.6.1-02 EN
39
General
Intake air system/

Charge air system
7 (8)
MAN Diesel
3.6.1
Error/System
Causes
Info
Code
Turbocharger
Air filter, compressor/turbine side of the turbocharger 500.xx

contaminated /damaged
51
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
Governor or control linkage misadjusted
2.4, 140.xx
22
203.xx
23
Control and monitoring system Shutdown system triggered
2.4
24
Error/System
Causes
Info
Code
Fuel
Fuel viscosity insufficient, fuel overheated
3.3
66
Fuel System
Stiff/blocked movement of the control linkage of the injection pumps

Speed governor/
Control linkage
Injection pump delivers unevenly
Fuel too cold, solidified in the fuel pipes (heavy fuel)
Injection pump/
injection pump drive
8 (8)
3.3
11
pump faulty
12
Fuel filter blocked
13
Injection pump piston sticking, spring broken
200.xx
17
Leaky pressure valve in the injection pump
200.xx
19
Control rod, regulating sleeve or pump element stick- 200.xx

ing
18
Causes
Info
Code
Starting pipe to cylinder head getting hot

Cylinder head
Starting valve leaky
161.xx
04
Error/System
Causes
Info
Code
Safety valve in the cylinder head blows off

Engine
2.5, 3.5
25
Cylinder head
Safety valve, spring broken
057.xx
27
Injection time
maladjustment
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
14
Table 3: Errors and their causes/fault finding Part 3 "Other Problems"
6680 3.6.1-02 EN
2007-04-17
General
Error/System
07
MAN Diesel
3.6.2
Emergency operation when one or two cylinders fail

Emergency operation when
one or two cylinders fail
Even with careful operative management the following serious malfunctions

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 that is not possible, then the possibilities for emergency
operation must be checked and, if required, the necessary measures taken.
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 important reason, then at least all possibilities for reducing consequential damage
must be utilised.
Diesel-gas engines must be operated in diesel mode.
Table 1 shows such emergencies with their conditions and countermeasures. The texts in the following table describe the example emergencies in
more detail and contain supplementary information.
Malfunction
Key:
A: Single engine system
B: Double engine or
multiple engine system
: Operation possible
: Operation not possible
: Consultation with
MAN Diesel SE required
Conditions/
Measures/
Hazards
Operation possible/impossible
when supporting the engine
Rigid
Resilient
At an angle
A
Case 1
Injection pump
switched off
Conical
A
Code
B
1, 5-7, 9
1, 5-7, 9
1)
1, 5-7, 9,13
Case 3
Piston and connecting rod
removed
Case 4
2 pistons and
connecting rods
removed
12
1, 2, 5-7, 9
1, 2, 5-7, 9
1)
1, 5-7, 9,13
12
1-3, 5-10
1)
1-10, 13
1)
12
11
1)
11
Table 1: Emergency operation when one or two cylinders fail

1)
Operation under these conditions is not possible if the generator units are resiliently mounted.
6680 3.6.2-03 EN
12
General
2007-10-29
Case 2
Rocker arm and
push rods dismantled, injection pump
switched off
Emergency operation when a cylinder fails
1 (4)
MAN Diesel
3.6.2
Explanations - type of malfunction
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.
Case 2
Malfunction in the injection system due to a faulty nozzle,
Malfunction in the cylinder head due to a faulty valve, gas leakage at the
cylinder head, broken cylinder head bolt.
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 compression (closed valves), e.g.
Malfunction on the valve control,
Malfunction in the cylinder head due to gas leakages on sealing rings

and a maximum of 2 broken cylinder head bolts2).
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...3 are taken into consideration in the torsional vibration calculation. Operating limitations which may be required are indicated by
restricted area signs on the operating devices.
Case 4
2)
Operating faults which make it necessary to remove two entire running

gears (piston, connecting rod, push rods).
Engine 32/40 must not be operated if 2 cylinder head bolts are broken.
2 (4)
code
Conditions/Measures/Hazards
1
Turn injection pump off in accordance with Work Card 200... (see working instructions/Volume
B2).
Dismantle the rocker arms in accordance with Work Card 111. (see working instructions/
Volume B2).
Remove both push rods in accordance with Work Card 112... (see working instructions/volume B2), swivel cam follower upwards and secure in position using the wire rope and
clamping screw from the inventory list3). Seal lube oil bores.
Close oil pipe to the rocker arm lubrication.
6680 3.6.2-03 EN
2007-10-29
General
Conditions/measures - what action must be taken?
MAN Diesel
Conditions/Measures/Hazards
3
3)
Remove piston and connecting rod.
Seal the lube oil bores in the crank pin in accordance with Work Card 020.04. (see working
instructions/Volume B2).
Close starting control air pipe on the cylinder that has been shut down.
For substantial compensation of the rotating mass torque in accordance with Work Card 020...
(see working instructions/Volume B2) remove one counterbalance weight in the step of the
defective cylinder.
Reduce engine power (and speed) in accordance with the warning sign on the control station.
Theoretically available power or speed according to the correlations explained below.
Observe the operating data. Exhaust temperatures and turbocharger speeds may not exceed the
permitted values.
Do not ignore the danger of the turbocharger "pumping".
If the piston has been removed, difficulties may be encountered when starting up at specific main
bearing positions.
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.
10
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 %.
11
Mass compensation highly disturbed. Engine operation is only permitted after consulting MAN
Diesel SE.
12
Mass compensation faulty. Vibration/movements occurring due to the elements of the resilient
bearing not being brought under control.
13
Resilient mounting in accordance with Work Card 012... (see working instructions/Volume B2).
The seizing device is included in the tool kit with single engine systems. It can also be obtained
subsequently. For the work to be done prior to deployment, please contact MAN Diesel SE.
code
3.6.2
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:
Fixed-pitch propellor drive
Maximum permissible speed
2007-10-29
Maximum permitted power
Where:
6680 3.6.2-03 EN
General
Variable-pitch propeller or
generator drive (n = const.)
3 (4)
MAN Diesel
3.6.2
PN
Rated power
nN
Rated speed
Number of cylinders
The value of the square root expression is shown in Table 2.

Z
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
Table 2: Factors for the calculation of the speed reduction in the event of the failure of one cylinder
The primary condition is that the maximum permitted exhaust temperature
is observed, and that the turbocharger does not "pump".
Notes on vibration
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.
4 (4)
2007-10-29
General
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.
6680 3.6.2-03 EN
MAN Diesel
3.6.3
Preliminary Remarks
General
Turbochargers are high-demand flow machines. They work at very high

speeds and relatively high temperatures and pressures.
Even in the case of careful operative management, emergency operation
may become necessary.
Failure of a turbocharger
The following criteria indicate that there is damage to or failure of a turbocharger:
A sudden drop in turbocharger speed,
Strong vibration or noise in the turbocharger,
High exhaust temperatures which do not match the engine load conditions.
In these cases an investigation/rectification of the malfunction is

required!
If, due to an emergency situation, the engine must continue to be operated

using the faulty turbocharger, which is only possible at reduced engine
power, special measures must be taken for emergency operation of the
engine.
Existing auxiliary equipment
Emergency operation upon failure of a turbocharger
Turbocharger (see working instructions, volume C2):
End cover for closing the rear panel of the compressor and turbine with
the rotor assembly removed.
Retaining device for blocking the rotor assembly from the compressor
side (suction section stays open).
All auxiliary equipment is designed so that it is possible for the air and
exhaust gas to flow through the turbocharger.
Engine (see working instructions, volume B2):
Screen (catch grating) for the side of the charge air pipe(s) facing away from
the turbocharger (screen should make the suction of the engine easier).
2007-06-28
6680 3.6.3-02 EN
General
Blind flange(s) for sealing the partially removed charge air bypass pipe (if
provided).
1 (3)
MAN Diesel
3.6.3
Emergency engine operation with turbocharger failure
For critical reasons the engine
must not be stopped
Please note that, despite observing the following measures, there is a

risk of destroying the turbocharger! Should this happen, there is acute
danger to persons and a risk of material damage! Emergency engine
operation is only permitted for the period of time required to avoid an
emergency situation!
Measures to be taken:
Reduce engine power so that

the maximum exhaust temperature after the cylinder is not exceeded,
the maximum exhaust temperature in front of the turbocharger is not
exceeded,
increased clouding of the exhaust is minimised.
Do not stand near the turbocharger!
As a precaution, prepare the fire extinguishing measures!
At the next opportunity, check for damage and carry out troubleshooting.
The engine may be stopped

briefly.
The duration of emergency engine operation must be kept to an absolute
minimum!
2 (3)
Stop engine.
Carry out work on the turbocharger.

Remove the turbine rotors (see working instructions, volume C2)
(this is recommended by the turbocharger manufacturer)
or
Block the turbine rotors (see working instructions, volume C2) (only
if there is no time to remove the turbine rotor).
Carry out engine adjustments (see working instructions, volume B2).
After restarting the engine, limit the maximum power so that

the maximum exhaust temperature after the cylinder is not exceeded,
6680 3.6.3-02 EN
2007-06-28
General
Measures to be taken:
MAN Diesel
3.6.3
the maximum exhaust temperature in front of the turbocharger is not

exceeded,
increased clouding of the exhaust is minimised.
Do not stand near the turbocharger!
As a precaution, prepare the fire extinguishing measures!
At the next opportunity, check for damage and carry out troubleshooting.
Maximum power that can be achieved

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
48/60 B
48/60 CR:
L 58/64
V 32/40
Engine operation at variable speed
15% of the rated

power at the associated speed
40% of the rated

power at the associated speed
Engine operation at constant speed
20% of the rated

40% of the rated
power at rated speed power at rated
speed
Turbocharger failure
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.
2007-06-28
General
6680 3.6.3-02 EN
3 (3)
MAN Diesel
3.6.4
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 automatically 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 triggered automatically if the lube oil pressure decreases.
Relubrication unit
Failure of the power supply (blackout)
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.
2008-05-06
Regardless of how the lube oil system is otherwise designed, during runout 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
automatically in the order indicated:
ation
1. Lube oil pump and fuel pump,
2. Coolant pump,
6680 3.6.4-01 EN
General
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.
1 (2)
MAN Diesel
3.6.4
3. Engine room ventilation,
4. Sea water pump.
The engine must never start automatically after a Blackout.
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 program.
Systems with manual opera- In manual mode the engine must be stopped immediately after a Blackout
in order to prevent severe damage caused by lubrication failure or by thertion
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 intentionally 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

engine after a blackout
Depending on the power level operated at prior to suddenly powering down,

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.
2 (2)
2008-05-06
General
5. Turn the recooling on again
6680 3.6.4-01 EN
MAN Diesel
3.6.5

Supplying lube oil to the piston surfaces, piston rings and cylinder liners is
Emergency operation with
failure of the cylinder lubrica- ensured by the splash lubrication of the crankcase and by the additional
cylinder lubrication unit. If the cylinder lubrication unit completely or partially
tion
fails, the engine can continue to be operated for a limited time (approx. 250
h). If the engine power is reduced to below 50%, the operating time of the
engine is unlimited.
The lubrication 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).
2007-07-11
General
6680 3.6.5-01 EN
1 (1)
MAN Diesel
3.6.7
Basic information
Operating data/Threshold val- Operating data, e.g. temperatures, pressures, resistance to flow and all
other safety-relevant values/characteristics must be kept within the target
ues
range. Threshold values must not be exceeded. The "Test run and commissioning protocol" (in volume B5) and the "List of measuring and control
devices" (in volume D) contain mandatory reference values.
Alarms, reduction and stop

signals
Alarms, reduction or stop signals are triggered by the most important operating data, depending on the level of excess and risk potential. This is
achieved with the help of the alarm system and safety control system.
Reduction signals reduce the engine output in marine systems. This is achieved by reducing the pitch in variable-pitch propeller systems. Stop signals
cause the engine to stop.
Response in the event of

emergencies - technical
options
Acoustic or visual warnings can be reset. The displays remain active until
the fault has been eliminated. Reduction or stop signals can be suppressed
in marine systems (with the exception of "overspeed" signal) using the override function with the value "ship before machine". This option is not
available in stationary systems.
Classification of alarm and

limit values
The guidelines of the classification societies and the operator's own assessment apply when defining the alarm values and safety-relevant limit values.
Examples
Stop criteria are (for example): overspeed, excessively low lube oil pressure
and excessively high temperatures at crankshaft main bearings. If the oil
mist detector responds it is normal also for a stop to be effected. If the
coolant temperature in ship's systems is too high a power reduction is initiated.
Response in the event that operating values are exceeded when alarms occur
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
2007-04-20
Liability claims for damage caused by exceeding target values and/or suppressing/ignoring alarm and safety signals will not be recognised under any
circumstances.
6680 3.6.7-01 EN
General
It is extremely dangerous for persons and technical equipment to

ignore/suppress alarms or override reduction and stop signals.
1 (1)
MAN Diesel
3.6.8
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 damage 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 immediately!
Response in the event of an oil mist alarm
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 manufacturer. The engine must not be taken back into operation to do so.
2007-04-20
Check of the running gear

interior
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:
6680 3.6.8-01 EN
General
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
checks must be carried out as follows:
1 (2)
MAN Diesel
3.6.8
measurement of all bearing temperatures,
visual inspection of the running gear parts and the sump for swarf, discolouration and warping of materials and
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.
Running gear check, external Once the control shaft cover has been opened, the checks to be carried out
include:
Check of combustion chambers
measurement of the temperatures of all control shaft bearings and the

external bearing,
visual inspection of camshaft(s), fuel injection pump drives, cam followers and rollers for wear/seizure.
To carry out this check, the cylinder head covers must be opened and the
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 contact the nearest service support location.
Starting engine
2 (2)
2007-04-20
General
The engine may only be restarted after you ensure that no damage exists
or that the original damage has been rectified.
6680 3.6.8-01 EN
MAN Diesel
3.6.8
General
Running gear temperature
monitoring
The running gear temperatures in the crankcase are transferred to the surrounding 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 temperature 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 damage 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.
Response in the event of a splash oil alarm
The engine is not monitored when the splash-oil monitoring system is inoperable. In this case, initial signs of damage cannot be detected or will not
be detected in time.
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, discolouration and warping of materials and
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 contact the nearest service support location.
6680 3.6.8-02 EN
General
2008-06-03
Checks following a splash-oil alarm/engine stop
1 (2)
MAN Diesel
Starting engine
The engine may only be restarted after you ensure that no damage exists
or that the original damage has been rectified.
2 (2)
2008-06-03
General
3.6.8
6680 3.6.8-02 EN
MAN Diesel
3.6.9
Basic information
In engines equipped with "Slow-Turn", the engine is turned over automatically prior to starting this process is monitored in the engine control
system. If the engine does not reach the number of anticipated crankshaft
revolutions within the specified period, or if the minimum slow-turn time is
not achieved, an error message is produced.
A corresponding error message normally indicates that fluid has accumulated in the combustion chamber. If the slow-turn procedure is completed
successfully, the engine starts automatically.
Response following a slow-turn error

Slow-turn parameters
With the slow-turn procedure the engine is automatically turned with the air
pressure reduced prior to the actual engine start. During this process, 2.5
crankshaft revolutions must be achieved within a specific time period. If this
occurs in less than 15 seconds, or if takes longer than 40 seconds, a slowturn error is produced by the engine control system.
Slow-turn parameters
Value
Revolution counter
2.5 revolutions
Slow-turn monitoring limit value Tmax
40 sec
Slow-turn monitoring limit value Tmin
15 sec
Engine downtime counter
4h
Response in the event of slow-turn errors
Table 1: Slow-turn parameters for engine control
Stopping the error
The engine is normally prevented from turning freely by fluid that has penetrated the combustion chamber. This may be fuel, coolant or lube oil. In this
case the engine must be turned through one full crankshaft revolution with
the indicator cocks open using the turning-over gearbox.
In this case the following procedure must be observed:
Engage turning-over gearbox
Open indicator cocks
Turn the engine through one full crankshaft revolution
Check the indicator cocks for the discharge of fluid

If fluid comes out,
- Close indicator cocks
- Establish and eliminate the reason for

the presence of fluid in the combustion
chamber.
- Disengage turning-over gearbox
2007-07-24
- Press "Confirmation engine turned"

button
- Start engine
6680 3.6.9-01 EN
General
If no fluid comes out,
1 (2)
MAN Diesel
Slow-turn error
Blowing out of the affected cylinder in this case is not permitted! If the
above steps are not carried out a slow-turn error will occur during subsequent starting attempts!
2 (2)
2007-07-24
General
3.6.9
6680 3.6.9-01 EN
MAN Diesel
3.7
6706 3.7-1 EN
Prerequisites
Safety
Operating media
operation
Data
Engine
3.1
3.2
3.3
3.4
1 (1)
MAN Diesel
3.7.1

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 temperature 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 necessary preliminary work, the preservation itself and suitable preserving agents
are described in this Work Card.
2007-04-20
General
6680 3.7.1-01 EN
1 (1)
MAN Diesel
Maintenance/Repairs
1 Introduction
2 Engineering
0001-01-01
5 Appendix
6706 4-1 EN
1 (1)
MAN Diesel
4.1
General remarks
Purpose of maintenance
work/prerequisites
Alongside regular checks, maintenance work is one of the operator's obligations and serves to maintain the operational readiness and reliability of
the system. This work must be carried out in accordance with the maintenance schedule in a timely manner by competent personnel.
Maintenance work helps operating personnel detect emerging malfunctions
on time. It provides the persons responsible with information on necessary
reconditioning work or repairs and influences the planning of downtimes.
Maintenance/Repairs
General remarks
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 B&W Diesel AG 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 B2 and The Work Cards, summarised in parts B2 and C2 of the Technical Documentation, give a brief description of the meaning and purpose of the work.
C2
They also contain information on
required tools/auxiliary equipment
detailed descriptions and drawings of the work sequences and steps.
In addition to the printed paper version, there is also a foil-laminated copy.

These Work Cards are protected from dirt and can therefore be used as a
source of information when carrying out the work.
Maintenance schedule for the A dedicated maintenance schedule is provided for the turbocharger(s). This
can be found in Volume C1.
turbocharger
2007-04-20
Maintenance/Repairs
General
6680 4.1-03 EN
1 (1)
MAN Diesel
4.2
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.
Maintenance/Repairs
Maintenance schedule (explanatory notes)
Obligation and possibilities for adaptation

Validity of the maintenance
schedule
Maintenance schedules 4.7.1 and 4.7.2 are jointly applicable. They summarise 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 bearings should be checked for wear and renewed if necessary. It is recommended that extensive work such as this and the general overhaul is carried
out by one of our customer service locations.
Adapting the maintenance

schedule
The maintenance schedules apply to average operating conditions. The

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 timetables/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.
2007-10-23
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

preheating,
high engine loads before the specified operating temperatures have

been reached,
lube oil, coolant and charge air temperatures too low,
6628 4.2-02 EN
Maintenance/Repairs
General
Unfavourable operating conditions are:
1 (2)
MAN Diesel
use of insufficient fuel qualities and inadequate separation,
insufficient intake air filtering (particularly with stationary engines).
2 (2)
2007-10-23
Maintenance/Repairs
General
Maintenance/Repairs
4.2
6628 4.2-02 EN
MAN Diesel
4.3
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.
Maintenance/Repairs
Tools/Special tools
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

request
Such tools are supplied upon request. Please ask MAN Diesel SE to submit
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.). Scope of hand-tools see Sheet 1.3 in Volume
B2/working 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
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
6706 4.3-02 EN
1 (8)
MAN Diesel
4.3
Maintenance/Repairs
exchangeable objective lens. These provide a direct view onto the lit object
or a side view.
Figure 1: Endoscope
2 (8)
The digital pressure gauge can be used to safely and comfortably measure
differential pressures in the charge air cooler and in the crankcase. Special
connections are provided. The instrument can also be used at other measuring points.
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
Digital pressure gauge for

pressure and differential
pressure measurement
Figure 2: Digital pressure gauge
Protective strap for crankshaft pin
When the running gear is dismantled, the protective strap protects the crank
pin from damage.
6706 4.3-02 EN
MAN Diesel
4.3
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
measure the crank web deflection. The crankshaft test instrument consists
of a measuring clock and diverse extension rods.
electronic 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
measure the crank web deflection. Special connections are available.
Maintenance/Repairs
Crankshaft test instrument
Figure 3: Crankshaft test instrument
Tool for removing/fitting the

crankshaft main bearing cap
During maintenance work, such as checking the crankshaft main bearing or

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
vibration damper. This work can be handed over to a service support locaof the rotational vibration
tion or you can carry it out yourself using the removal and fitting device.
damper (on the crankshaft)
A removal and fitting device is available for removal and fitting of the piston
pin.
Maintenance/Repairs
48/60B;48/60CR
2007-09-10
Tool for removing/fitting the

piston pin
6706 4.3-02 EN
3 (8)
MAN Diesel
Maintenance/Repairs
4.3
Figure 4: Removal and fitting device for the piston pin

The cylinder liners must be checked at regular intervals in order to avoid
Device for measuring the
inner diameter of the cylinder sealing problems and overloading of the piston rings. In order to measure
the cylinder liners at the same positions a measuring instrument is available.
liner
4 (8)
Figure 5: Measuring rail
Pneumatic honing tool for the Cylinder liners require rehoning when piston rings are replaced or if the
roughness of the running surface has become insufficient. This job can be
cylinder liner
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 compensation for deformation/material losses.
in the cylinder head
6706 4.3-02 EN
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
The instrument consists of a measuring rail with specified measuring points

and an internal vernier scale,
MAN Diesel
4.3
easier.
Maintenance/Repairs
Assembly and turning tool for The turning tool can be used to rotate the cylinder heads into favourable
working positions. This makes work on the top and on the valves/valve seats
the cylinder head
Figure 6: Assembly and turning device for cylinder heads

Valve seats 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.
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
6706 4.3-02 EN
Maintenance/Repairs
48/60B;48/60CR
2007-09-10
Electric valve seat turning

machine
5 (8)
MAN Diesel
Maintenance/Repairs
4.3
Pressure pipe grinding tool
The device is used for grinding the seats on the fuel injection pipe in the
event of sealing problems.
Figure 8: Pressure pipe grinding tool
Device for removal and fitting Lube oil pumps driven directly from the diesel engine require regular maintenance. The lube oil pump must be removed to allow this work to be carried
of the lube oil pump
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.
6 (8)
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
be cleaned by using an ultrasound generator. This cleaning process means
using ultrasound
that most of the air side deposits on the charge air cooler bundle can be
removed.
6706 4.3-02 EN
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
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
be dismantled using this tool and cleaned using a more suitable process.
air cooler
MAN Diesel
4.3
Maintenance/Repairs
Figure 10: Parts for cleaning the charge air cooler using ultrasound
Coolant pumps driven directly by the diesel engine do not require regular
Device for pulling the drive
gear off driven coolant pumps maintenance. If a coolant pump needs to be dismantled, the drive gear must
be removed.
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 improvement. Computer-aided evaluation by means of a serial interface and a PC
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
6706 4.3-02 EN
7 (8)
MAN Diesel
Maintenance/Repairs
4.3
program is possible. For equipment from other manufacturers, please see

Section 3.5.2.
Figure 12: Ignition pressure measuring instrument
Tools for the engine and system accessories
8 (8)
2007-09-10
Maintenance/Repairs
48/60B;48/60CR
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
lube oil preparation modules, water-softening plants etc. can be consulted
in the documents in Volume E1 of the Technical Documentation.
6706 4.3-02 EN
MAN Diesel
4.4
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.
Maintenance/Repairs
Spare parts
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 B3 and C3 of the Technical Documentation. 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
2007-04-20
Maintenance/Repairs
General
6680 4.4-01 EN
1 (3)
MAN Diesel
Maintenance/Repairs
4.4
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 B6 of
the Technical Documentation or with the aid of the contents list in the turbocharger tool case. The order numbers can also be found on the respective
Work Card in Volumes B2 and C2. It is also possible to order replacement
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 subassembly 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.
2 (3)
2007-04-20
Maintenance/Repairs
General
Explanatory notes
1
Number required
2
Designation
3, 4
Sub-assembly
5
Tool number = Order number
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 D1 to D .... and Volumes E1 to E...
Measuring, control and regulation devices, e.g. temperature sensors,

relays, measuring transducers (unless contained in the spare parts catalogue for the engine),
engine accessories, e.g. oil mist detector and
system accessories, e.g. filters, separators, water-softening plants and

similar equipment.
2007-04-20
Maintenance/Repairs
General
6680 4.4-01 EN
3 (3)
MAN Diesel
4.5
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).
Maintenance/Repairs
Replacement of Components by the New-for-Old Principle
These parts can generally be delivered ex-stock. If not, they will be reconditioned/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.
2007-04-20
Maintenance/Repairs
General
6680 4.5-01 EN
1 (1)
MAN Diesel
4.6
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.
Maintenance/Repairs
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 services offered by manufacturers, shipyards, repair workshops or specialist
companies. Some, however, are only possible thanks to decades of experience in diesel engine construction and in the operation, maintenance and
repair of diesel engine installations. The latter is a result of a particular professional obligation we feel we owe to the operators of our engines and to
our products.
Please observe the supplementary information contained in the printed
documents in Volume A1 of the technical documentation. This includes the
addresses and telephone numbers of the nearest support locations that you
can contact.
2007-04-20
Maintenance/Repairs
General
6680 4.6-01 EN
1 (1)
MAN Diesel
4.7
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 job.

The number sequence includes gaps for any necessary
changes/additions.
Brief description of the maintenance work
Maintenance/Repairs
Maintenance schedule (Signs/Symbols)
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
No Work Card required/available
See manufacturer's maintenance instructions

(Volume E1)
Have this work carried out by a MAN Diesel

SE Service Support Location or a specialist
company
See associated maintenance work
Personnel required
Labour time in man-hours

per
Reference value for stating the time requirement
24 ... 36000
X, 1 ... 4
Repeat interval in operating hours

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 continuously.
Table 1: Explanation of signs and symbols used in the maintenance schedule

The maintenance jobs are 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
32/40
2007-07-25
Maintenance work groups
6628 4.7-03 EN
1 (1)
MAN Diesel
4.7.1
per
24
150
250
500
1-2*
3-4*
5-6*
10-15*
20-24*
25-30*
30-40*
1,
2,
3
Fuel System
002 Analyse fuel sample (all characteristics of
the specification)
000.05
0,15
Engine
003 Analyse the fuel sample for acid content

(TAN)
000.04
0,3
Engine
004 Check system components for tightness

(visually)
0,2
Engine
005 Day tank: Check fuel level: drain water from A

day tank and settling tank
0,2
Engine
006 Check Viscosimat (carry out comparative

temperature measurement)
0,1
Unit
007 Clean fuel filter (depending on the differen- B

tial pressure)
Filter
1 1 1 1 1 1 1 1 1 1 1
008 Overhaul the fuel pump
Pump
3 3 3 3 3 3 3 3 3 3 3
009 Check/overhaul buffer pistons
434.04
Unit
0,2
Engine
012 Service tanks for engine and cylinder lubri- A

cation: Check oil level
0,1
Engine
014 Examine oil sample (drip test)
000.05
0,2
Engine
015 Have the oil sample analysed
000.04
0,3
Engine
016 Change oil filling (depending on results of

analysis), clean the tank
000.04
017 Check oil drain from piston, big-end and

crankshaft main bearings, from the gearbox and the turbocharger (visually) - see
also 401
0,2
018 Check oil drain (visually) from camshaft

bearings, injection pumps and valve gear
(in the rocker arm casing) - see also 401
Maintenance/Repairs
(systems)
Lube oil system

011 Check system components for tightness
(visually)
2008-02-18
X
1 1 1 1 1 1 1 1 1 1 1
Unit;Cyl. 2
Engine
Repitition interval in operating hours
Maintenance work due
x 1000 h
As required/depending on condition
Checking of new or overhauled parts required (once after the mentioned time)
According to specification of manufacturer
If component/system is given
6706 4.7.1-02 EN
Maintenance/Repairs
48/60B
24 ...
Engine
1 (4)
MAN Diesel
1,
2,
3
per
24
150
250
500
1-2*
3-4*
5-6*
10-15*
20-24*
25-30*
30-40*
Maintenance/Repairs
4.7.1
020 Overhaul the lube oil pump
300.02
B
10
Pump
1 1 1 1 1 1 1 1 1 1 1
022 Overhaul the cylinder lube oil unit or pump, A

the block distributor and the monitoring
systems
Unit
1 1 1 1 1 1 1 1 1 1 1
023 Clean the lube oil service filter (depending B

on scavenging intervals)
Filter
1 1 1 1 1 1 1 1 1 1 1
024 Clean the lube oil indicating filter (depend- B

ing on differential pressure)
Filter
1 1 1 1 1 1 1 1 1 1 1
025 Clean lube oil preheater (depending on

separation temperature for required flow
rate). Cleaning possibly by a specialist
company
Unit
1 1 1 1 1 1 1 1 1 1 1
026 Check, clean and overhaul the lube oil sep- B

arator (residue self-discharging)
Unit
1 1 1 1 1 1 1 1 1 1 1
Unit
1 1 1 1 1 1 1 1 1 1 1
027 Clean lube oil cooler, possibly by specialist C

company
Coolant system (cylinder and nozzle cooling)

031 Expansion tank: Check the coolant level
0,2
Engine
032 Check the injection valve coolant drain (for A

unhindered flow and possible traces of
fuel)
0,1
Engine
033 Cooling water: Check the corrosion protection - refer to 401
0,5
Engine
2 X
Engine
1 1 1 1 1 1 1 1 1 1 1
Unit
1 1 1 1 1 1 1 1 1 1 1
000.07
035 Check cooling spaces, chemically clean

000.08
the system (cylinder and nozzle cooling).
Cleaning possibly by a specialist company
036 Coolant heat exchanger: Clean the cooling C
spaces, possibly by specialist company
2 (4)
042 Drain the compressed air vessel (if there is A

no automatic drain)
0,1
Unit
043 Compressed air tank: clean the inside,

B
overhaul valves (according to specifications issued by the classification association)
10
Unit
1 1 1 1 1 1 1 1 1 1 1
044 Control air system: Drain the water separator and the air filter
0,1
Engine
24 ...
125.10
x 1000 h
6706 4.7.1-02 EN
2008-02-18
Maintenance/Repairs
48/60B
Compressed air and control air system
MAN Diesel
4.7.1
24
150
250
500
1-2*
3-4*
5-6*
10-15*
20-24*
25-30*
30-40*
per
045 Control air system: Clean the water sepa- 125.10

rator and the air filter
0,5
Engine
0,1
Circuit
053 Clean charge air cooler on both water and 322.01

air sides, possibly by specialist company 322.03
15
054 Charge air bypass/blow-off device: Check 280.02

system components for leaks (visually).
A
Check control and monitoring elements for
proper function
0,5
Engine
1 1 1 1 1 1 1 1 1 1 1
062 Exhaust gas blow-off device: Check sys- 289.02

tem components for leaks (visually). Check A
control and monitoring elements for proper
function
0,5
Engine
1 1 1 1 1 1 1 1 1 1 1
063 Exhaust pipe: Check flange connections

289.01
and expansion joints for tightness (visually)
0,2
Circuit
Engine
073 Dismantle the control valves in the 10 and 125.xx

30 bar system, replace wear parts
24
Engine
074 Accumulator: Check charge condition and A

electrolyte level
0,5
Engine
075 Check/overhaul oil mist detector
Engine
076 Check exhaust gas temperature measuring system
Engine
082 Foundation bolts: Check preload. Check 012.01

firm seating of stoppers, brackets and
resilient elements (in case of marine
engines also after collision or grounding) see also 402
Engine
083 Resilient mount: Check amount of settling 012.01

of resilient elements
Engine
084 Flexible pipe connections: Check all hoses A
Engine
Charge air system

052 Charge air cooler/charge air pipe: Check
condensed water discharge for quantity/
free flow
Radiator 1 1 1 1 1 1 1 1 1 1 1
Maintenance/Repairs
1,
2,
3
Exhaust gas system
Measuring, control and regulation systems

072 Switching and shut-off devices: Check
switch points and proper function - see
also 402
X
4
3 3 3 3 3 3 3 3 3 3 3
3
Engine foundation/pipe connections
2008-02-18
x 1000 h
6706 4.7.1-02 EN
4
4
Maintenance/Repairs
48/60B
24 ...
3 (4)
MAN Diesel
1,
2,
3
per
24
150
250
500
1-2*
3-4*
5-6*
10-15*
20-24*
25-30*
30-40*
Maintenance/Repairs
4.7.1
085 Flexible pipe connections: Replace hoses A

for fuel, lube oil, coolant, steam and compressed air
14
Engine
086 Bolted connections: check for tight fit/

000.30
proper preload (e.g. on exhaust gas and
charge air pipe, charge air cooler and turbocharger) - see also 402
10
Engine
1 1 1 1 1 1 1 1 1 1 1
Flexible coupling/turning-over gearbox

092 Flexible coupling: Check alignment and
rubber elements
000.09
Engine
093 Coupling bolts: check for tight fit/proper

preload - see also 402
020.02
Engine
094 Check/overhaul the turning-over gearbox
Unit
3 3 3 3 3 3 3 3 3 3 3
401 Check parts installed in new or recondiD

tioned condition and new operating media
once after the period specified - applies to
017, 018, 033
Unit

072, 082, 086, 093
Unit
Additionally required
24 ...

x 1000 h
Maintenance/Repairs
48/60B
2008-02-18
4 (4)
6706 4.7.1-02 EN
MAN Diesel
4.7.2
1,
2,
3
per
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
Operating values
000
102 Check exhaust smoke (visually)
0,1
Engine
103 Check ignition pressures, regulate engine
000.25
0,1
Cyl.
104 Record operating data
000.40
0,1
Engine
X
X
X
020
112 Check the running gear (visually). See also A

404
0,2
Cyl.
113 Crankshaft: Measure crank web deflection 000.10

(in the case of marine engines also after
collision or grounding) See also 405
0,2
Cyl.
X
2
Main bearings
021
122 Locating bearing: Check axial clearance.

See also 405
021.03
0,5
Bearing
123 Lower one bearing cap and inspect lower

bearing shell. If bearing shell cannot be
used any longer, check all the bearings.
Check pressure for releasing bearing bolts.
000.11
012.02
012.03
021.01
021.02
Bearing
124 Replace all bearing shells
021.01
021.02
Bearing
X
X
Torsion vibration damper
027
2
30
Engine
133 Crankshaft vibration damper: Replace
30
Engine
134 Remove vibration damper on the camA

shaft, check and replace sealing rings.<br/
>Have maintenance work carried out by
authorized workshop/service personnel.
Unit
135 Remove vibration damper on the camA

shaft.<br/>Have maintenance work carried
out by authorised workshop/service personnel.
Unit
027.02
Connecting rod bearing

2008-02-20
X
X
4
030
x 1000 h
6706 4.7.2-04 EN
Maintenance/Repairs
48/60B
132 Remove vibration damper of the crank027.02

shaft, check and replace the sealing rings 027.04
80-100* ...
Maintenance/Repairs
(engine)
1 (6)
MAN Diesel
1,
2,
3
per
142 Remove and check one bearing shell. If

bearing shell cannot be used any longer,
check all the bearings - including the
crankshaft bearings. Check pressure for
releasing bearing bolts.
000.11
030.02
030.03
030.04
Bearing
143 Renew all bearing shells
030.03
030.04
Bearing
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
Maintenance/Repairs
4.7.2
Piston/piston pin
034
152 Remove, clean and check one piston (per

cylinder bank in the case of V engines).
Measure piston rings and ring grooves.
Check pressure for releasing bolts on connecting rod shank. Document recorded
data.
030.01
034.01
034.02
034.05
034.07
Cyl.
153 Remove, clean and check all pistons.

Measure ring grooves. Replace all piston
rings. Attention: If piston rings have been
replaced, the cylinder liner must be rehoned. Document recorded data.
034.01
034.02
050.05
Cyl.
154 Remove one gudgeon pin, check gudgeon 034.03

pin bushing, check clearance.
0,3
Cyl.
155 Dismantle one piston. Clean the compo- 034.02

nents. Check the coolant chambers and
034.03
bores for carbon deposits. If the layer
034.04
thickness exceeds 1 mm, dismantle all pistons.
Cyl.
156 Disassemble all pistons. Clean compo034.02

nents. Replacement of piston head
034.03
depends on ring groove wear and general 034.04
condition.
Cyl.
157 Dismantle all pistons. Clean the components. Fit new piston crowns and piston
skirts.
034.02
034.03
034.04
Cyl.
158 Renew all gudgeon pin bushes. Have

034.03
bushing change carried out by authorised C
workshop / service personel.
Cyl.
2 (6)
050
162 Measure one cylinder liner (per cylinder

050.02
bank in the case of V engines). Document
recorded data.
0,3
Cyl.
163 Measure and rehone all cylinder liners.

Document recorded data.
050.02
050.05
Cyl.
164 Remove, clean and check all cylinder liners. Replace the sealing rings
050.03
050.04
Cyl.
80-100* ...
x 1000 h
6706 4.7.2-04 EN
X
X
2008-02-20
Maintenance/Repairs
48/60B
Cylinder liner
MAN Diesel
per
165 Replace all cylinder liners and sealing

rings.
050.03
050.04
Cyl.
Cylinder head
055
172 Remove, clean and check one cylinder

055.01
head (per cylinder bank in the case of V
055.02
engines). Check pressure for releasing the
cylinder head bolts
Cyl.
173 Remove, clean and check all cylinder

heads
Cyl.
055.02
Safety valves
057/073
182 Safety valve on drive chamber covers:

Check all valves for ease of movement.
073.01
183 Safety valve on cylinder heads: Remove all A

valves and replace.
0,1
Valve
Valve
Camshaft drive
100
202 Check gearwheels, measure the backlash 100.01

- see also 406
Engine
Camshaft/camshaft bearing/cam follower
101/102/112
212 Check cams, rollers and cam followers

(visual check) - with in-line engines. See
also 405
201.01
209.01
0,5
Cyl.
213 Check cams, rollers and cam followers

(visual check) - with V-engines. See also
405
201.01
209.01
Cyl.
214 Check bushes of cam follower on one cyl- 201.01

inder - with in-line engines.
Cyl.
215 Check bushes of cam follower on 2 cylinders - with V-engines.
201.01
Cyl.
218 Remove two camshaft bearings, check

running surface. Check pressure for
releasing bearing bolts
000.11
102.01
102.02
1,5
Bearing
219 Remove and replace all camshaft bearings 102.02

102.03
1,5
Bearing
Rocker arm
111
222 Check rocker arm and associated bolted

connections (visually)
111.02
0,1
Cyl.
113/114
2008-02-20
0,1
Cyl.
2 X
x 1000 h
6706 4.7.2-04 EN
Maintenance/Repairs
48/60B
232 Inlet and exhaust valves: Check the rotary 113.01

motion during operation - see also 405
114.01
80-100* ...
Maintenance/Repairs
1,
2,
3
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
4.7.2
3 (6)
MAN Diesel
1,
2,
3
per
233 Check the valve clearance - see also 405
111.01
0,2
Cyl.
234 Remove two inlet valves (for each cylinder 113.01

bank in the case of V engines). Check valve 113.02
seats. Check valve rotators, replace worn 113.03
parts.
1,5
Valve
235 Remove all inlet valves. Check valve seats 113.01

and rework. Check valve rotators, replace 113.02
worn parts. Check valve guides.
113.03
113.04
113.05
113.06
Valve
236 Remove all inlet valves. Replace valve

cones, valve seats and valve guides.
055.04
113.01
113.06
Valve
242 Remove two exhaust valves (for each cyl- 113.03

inder bank in the case of V engines). Check 114.01
valve seats.
Valve
243 Remove all exhaust valves. Check valve

seats and rework. Check valve guides.
113.03
113.04
113.05
114.01
114.03
Valve
244 Remove all exhaust valves. Replace valve 055.04

cones, valve seats and valve guides.
114.01
114.03
Valve
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
Maintenance/Repairs
4.7.2
2 X
X
Speed governor
140
262 Mechanical governor: Check oil level
140.01
0,1
Engine
263 Mechanical governor and booster servomotor: Replace oil and oil filter
140.01
140.02
Engine
264 Mechanical governor: Check governor

140.01
drive, i.e. drive shaft and gearwheels - see
also 406.
Unit
265 Mechanical governor: Have the governor

overhauled by a specialist workshop
Engine
0,2
Engine
266 Check pulse transmitter for dirt contami- 400.01

nation and verify that the spacing is correct
3 3 3 3 3 3 3 3 3 3 3
4
4 (6)
160/161/162
272 Remove and overhaul all starting air pilot

valves
160.01
160.02
Valve
273 Check all starting valves for tightness
161.01
0,2
Valve
274 Remove and overhaul all starting valves
161.01
161.02
Valve
80-100* ...
x 1000 h
6706 4.7.2-04 EN
X
X
X
2008-02-20
Maintenance/Repairs
48/60B
Starting air pilot valve/starting valve/main starting valve
MAN Diesel
per
275 Remove and overhaul main starting valve
162.01
Valve
Fuel injection pump
200
302 Remove and check all baffle screws (visu- 200.01

ally).
0,25
Pump
305 Remove and replace all baffle screws.
200.01
0,25
Pump
303 Remove, dismantle and check one injection pump together with drive and cam
follower
200.03
200.04
201.01
201.02
Pump
304 Remove and dismantle all injection pumps. 200.03

Check pump elements, valve holders and 200.04
baffle screws, replace worn parts and all
sealing rings.
Pump
306 Remove and dismantle all injection pump 201.01

actuators and cam followers, replace worn 201.02
parts and sealing rings..
Pump
X
X
X
Fuel regulation linkage

312 Lubricate all bearing points and joints.
Check for proper functioning.
Maintenance/Repairs
1,
2,
3
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
4.7.2
203
203.01
Engine
221
322 Remove injection valves, check nozzle ele- 221.01

ments or replace them by new or recondi- 221.02
tioned nozzle elements if necessary
221.03
221.04
Valve
323 Remove all injection valves. Replace all

nozzle elements.
Valve
221.01
221.03
221.04
Insulation
280/289/292
370 Visual check of insulating mats - checklist

see working instructions/Volume B2
Engine
371 Check of internal/lagging insulation material - checklist see working instructions/

Volume B2
Engine
372 Check of bolted connections and fastenings - checklist see working instructions/
Volume B2
Engine
Additionally required
2008-02-20
80-100* ...
Unit
x 1000 h
6706 4.7.2-04 EN
Maintenance/Repairs
48/60B
404 Check parts installed in new or reconditioned condition, and new operating
media, once, after the period specified applies to 112
5 (6)
MAN Diesel
per

113, 122, 212, 213, 232, 233
Unit
406 Check parts installed in new or reconditioned condition, and new operating
media, once, after the period specified applies to 202
Unit
80-100* ...
x 1000 h
2008-02-20
6 (6)
24
250
1-2*
3-4*
5-6*
10-12*
15-18*
30-40*
50-60*
60-80*
80-100*
1,
2,
3
Maintenance/Repairs
48/60B
Maintenance/Repairs
4.7.2
6706 4.7.2-04 EN
MAN Diesel
Appendix
1 Introduction
2 Engineering
0001-01-01
5 Appendix
6706 5-1 EN
1 (1)
MAN Diesel
5.1
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.
Appendix
Designations/Terms
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.
Diesel-gas engines (DF)
Diesel-gas 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

(G)
Spark-ignition gas engines are operated with gas (natural gas, town gas,
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)
PGI engines are operated with natural gas and glow ignition.
Type, and direction of rotation

Left-hand engine/Right-hand The terms left-hand engine (LM) and right-hand engine (RM) refer to the
location of the engine's exhaust side. When looking towards the coupling
engine
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.
Right-hand engine
Figure 1: Determination of left-hand engine/Right-hand engine
Direction of rotation
When looking towards the coupling side, a right-turning engine turns clockwise, whilst a left-turning engine turns counterclockwise.
6680 5.1-01 EN
Appendix
General
2008-05-06
Left-hand engine
1 (3)
MAN Diesel
Appendix
5.1
Designations for cylinders and bearings
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,

Crank journals and bearings
The crank pins and connecting rods are designated 1, 2, 3 etc. from the
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 significance 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
Appendix
General
2 (3)
Designation for engine sides

Coupling side KS
The coupling sind is the main engine output side and is the side to which the propeller, the generator or other working machine is coupled.
6680 5.1-01 EN
2008-05-06
Figure 3: Designations for crankshaft journals and bearings
MAN Diesel
Left side
Right side
Timing side
Exhaust side
Appendix
General
2008-05-06
Exhaust counter side
The engine counter coupling side is the front face of the engine opposite the coupling side.
On a left-hand engine, the left side is the exhaust side and on a V engine it is cylinder
bank A.
On a right-hand engine, the right side is the exhaust side and on a V engine it is
cylinder bank B.
The timing side is the longitudinal side of the engine to which the injection pumps
and the camshaft are attached (opposite the exhaust side).
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.
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.
Appendix
Counter coupling side KGS
5.1
6680 5.1-01 EN
3 (3)
MAN Diesel
5.2
Formulae
The selection below contains some of the main formulae used in engine and
installation design. The formulae clarify fundamental correlations.
Appendix
Formulae
Engine
Effective engine power Pe
Effective mean pressure pe
Stroke volume VH
Mean piston speed cm
Torque Md
Efficiency e
Propeller
Appendix
General
2007-05-16
Propeller law
6680 5.2-01 EN
1 (2)
MAN Diesel
Appendix
5.2
Generator
Synchronous speed
Key
be
Specific fuel consumption
kg/kWh
cm
Mean piston speed
m/s
D
F
Hu
Cylinder diameter
Frequency
Lower calorific value of the fuel
dm
Hz
kJ/kg
Md
Torque
Nm
N
P
pe
Speed
Power output
Effective engine power
1/min
kW
kW
P
pe
Number of pole pairs

Effective mean pressure
/
bar
s
VH
Stroke
Stroke volume
dm
dm3/Cyl.
Number of cylinders
Efficiency
/
/
Engine type
Stroke volume [dm3/Cyl.]
Stroke volume
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: Stroke volume of MAN Diesel engines
Appendix
General
2007-05-16
2 (2)
6680 5.2-01 EN
MAN Diesel
5.3
Useful facts about units of measurement
Appendix
General
2007-04-20
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.
Appendix
Conversion of units
6680 5.3-01 EN
1 (1)
MAN Diesel
5.4
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 instructions, the symbols and abbreviations are mainly used in Sections 2 and 3 of
this volume.
Appendix
Symbols and abbreviations
Symbols for functional and pipeline diagrams
Appendix
General
2008-02-28
Figure 1: Symbols used in functional and pipeline diagrams, 1/4
6680 5.4-01 EN
1 (5)
MAN Diesel
Appendix
5.4
Appendix
General
2 (5)
6680 5.4-01 EN
2008-02-28
MAN Diesel
5.4
Appendix
General
2008-02-28
Appendix
6680 5.4-01 EN
3 (5)
MAN Diesel
Appendix
5.4
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 2 denotes
the measured variable/input variable...
Letter... denotes
in position 2 ... n
the processing in the form of...
Alarm/Threshold value signal
Automatic closed-loop control/

automatic continuous openloop control
Density
Difference
Electrical variable
Pick-up/sensor
Flow/flow rate
Ratio
Clearance/length/position
Manual input/manual action
Display
Appendix
General
4 (5)
6680 5.4-01 EN
2008-02-28

Letter
MAN Diesel
5.4
Letter... denotes
in position 2 ... n
the processing in the form of...
Scanning
Time
Level
Moisture
Freely available
Freely available
Freely available
Visual display/yes or no statement
Pressure
Other quality variables (analysis, Integral/sum

material property) except D, M, V
Nuclear radiation
Registration/storage
Speed/rotational speed/frequency
Switching/non-continuous
open-loop control
Temperature
Measuring transducers
Combined variables
Viscosity
Actuator/valve/actuating element
Weight/mass
Other variables
Other processing functions
Freely available
Arithmetical operation
Emergency action/securing by
triggering/shutting down
Column 1
Column 2
Column 3
Appendix

Letter
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 corresponds to the entry in column 3 of the table. Position 2 or 3 of the combination of letters can be occupied, if required, by letters from column 4.
Multiple 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.
T
TE
TZA+
PO
PDSA
Temperature
Temperature
Temperature
Pressure
Pressure
Measuring point (without sensor)

Sensor
Shut-off/alarm (when upper threshold is reached)
Visual display
Difference/switching/alarm
Appendix
General
2008-02-28
Examples
6680 5.4-01 EN
5 (5)
MAN Diesel
5.5
Supplementary brochures
We can provide the following in addition to the brochures in Volumes A1
and D:
SI units
CoCoS EDS
CoCoS SPC
Appendix
General
2007-04-20
Appendix
Brochures
6680 5.5-01 EN
1 (1)
MAN Diesel
0001-01-01
Index
Index
6706 B1-1 EN
1 (1)

Manual Motor Diesel 1135386, 1135389, 1135411, 1135412, 1135413, 1135414, 1135415, 1135416 - 2

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Manual Motor Diesel 1135386, 1135389, 1135411, 1135412, 1135413, 1135414, 1135415, 1135416 - 2

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MAN Diesel

Scope of supply /Technical specifications

Viscosity-temperature diagram (VT diagram) for heavy fuel

fering and damaging influences. In order to be able to fulfil expectations they

Intent and purpose of the

The technical documentation is tailored to the specific installation. This

Scope of technical documents

Non-observance of the technical documentation

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

Tips for use

are familiar with the operative management,

with monitoring and checking,

with the maintenance and repair

Structure and use of the operating instructions

of the engine. Training received at school or practical experience is not

Structure and special features

functions and contexts,

Starting and stopping the engine,

Planning engine operation, controlling according to operating results

maintaining the engine in operational readiness, carrying out preventive

Transport, assembly and disassembly of the engine or major parts of it,

Repairs requiring special tools, facilities and experience,

Actions to be taken during and after a case of fire, water penetration,

What is also important

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

The following are not covered:

apparent gaps in the chapter numbering of the operating and working

You will find technical data for your engine

in section 2 under "Technical data",

in Volume A1 in the printed material "..... Continuous Development",

in the Volume B2 in the Work Card 000.30,

in Volume B5 in the Trial Run protocol as well as in the start-up protocol,

in volume D1 in the list of the measuring, control and regulating devices,

in volume E1 in the assembly drawing.

Technical Office Hamburg MAN Diesel SE

See printed booklet

Table 1: Locations and addresses of MAN Diesel SE

See printed booklet

Service Spare parts

Table 2: Contact person, Telephone and Fax numbers

Scope of supply /Technical specifications

Scope of supply /Technical specifications

Scope of supply of MAN Diesel SE/Technical specifications

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.

The order confirmation, the technical specifications for order confirmation

Scope of supply /Technical specifications

Scope of supply of MAN Diesel SE

Scope of supply /Technical specifications

Figure 3: 3D graphics, 12-cylinder engine V 48/60 B, view on the coupling side

Scope of supply /Technical specifications

Engine in standard design

Figure 1: Main components

Figure 2: Crankcase with crankshaft, seen from the coupling side

Main bearing/Locating bearing

The crankshaft main bearings are comprised respectively of an upper and