L16 24 Man

MAN Diesel & Turbo
Work Card 508-01.00

Page 1 (2) Inspection of valve roller guide
Edition 15
L16/24
Safety precautions Special tools

Engine stopped Plate No. Item No. Note
Shut-off starting air 52000 831
Shut off cooling water
Shut off fuel oil
Shut-off cooling oil
Stop lub. oil circulation
Press Blocking - Reset
Short Description
Dismounting, inspection and/or overhaul, and
mounting of valve roller guides.
Starting Position Hand Tools

Cylinder unit has been removed from engine and Feeler gauge, 0.1 mm
dismantled.
Qualified Manpower Replacement and wearing parts

Duration in h : 2 Plate No. Item No. Quantity
Number : 1
Data
Data for pressure and tolerance (Page 500.35)
Data for tightening torque (Page 500.40)
Declaration of weight (Page 500.45)
2011.12.12.
MAN Diesel & Turbo
508-01.00 Work Card
Inspection of valve roller guide Page 2 (2)
Edition 15
L16/24
1) Mount item 2-3-4-5 on the water jacket assem-
bly, see fig 1.
2) Press the two guides together, and slightly
tighten the two M6 bolts (item 5).
3) Turn the tappets so that the plane surfaces
point towards each other, and mount them in
the water jacket.
Inspection of Valve Roller Guides
Adjustment of guides for tappets
1) Turn the water jacket upside down so the roller
guides can slip out at the water jacket. 1) Final adjustment of guide-tappet clearance can
only be done after the cylinder unit has been
2) Examine the surface of the roller and the tappet
installed on the engine and cylinder cover nuts
housing for marks and secures, if any they must
are tightened.
be polished away.
2) Turn the actual cylinder into overlap top dead
3) Blow clean the lubricating ducts in the tappet
centre. (Both inlet- and exhaust valve has lifted
housing and the roller with air.
a few millimetres and the cams are now aligning
4) Examine the push rod, pin and ball cup for the roller in correct position)
damage and replace if necessary.
Replacement of roller and shaft pin

1) Remove the lock screw.
2) Push out the axle.
The roller and axle can now be replaced.
3) Mount the lock screw with loctite 275.
Mounting of guide for tappets
Figure 2: Brackets between roller guides
3) Put 0,1 mm feeler gauge on both sides of the

guides and untighten the two M6 bolts (5).
Make sure that there is full parallel contact on
the feeler gauges. Tighten the two M6 bolts see
fig. 2. (Re-check the feeler gauges has parallel
contact and make sure the clearance between
guide and tappet is 0.1 mm +0.1 / - 0) Remove
the feeler gauges.
4) Turn the engine so that both rollers are on the
circular part of the cams. Check that the tap-
1 Roller guide 2 Guide piece pets can turn free from side to side in the clear-
3 Compression spring 4 Washer ance. Adjustment is completed.
5 Cylindrical screw * Clearance adjusted with
feeler gauge
Figure 1: Inspection of roller guide and roller
2011.12.12.
MAN Energy Solutions 508-01.10 Edition 14
Control and adjusting of valve clearance
Safety precautions
l Shut-off starting air
l Stop lub. oil circulation
l Engine stopped
l Shut off fuel oil
l Press Blocking - Reset
Manpower
Number Qualification Duration in h
1 1½
Hand Tools
Socket wrench
Feeler gauge
Torque spanner
Data
Designation Information

Replacement and wearing parts

Plate No. Item No. Quantity
See plate P50502 -
2021-04-26 - en
Starting Position
All indicator valves open. Cover for valve camshaft is removed. Cover for cylin-
der top is removed.
Work Card
L16/24;L16/24S;L21/31;L21/31-Mk2;L21/31S;L27/38;L27/38S 1 (5)
508-01.10 Edition 14 MAN Energy Solutions

See the instrucktion video, use the QR or go to:
https://www.youtube.com/watch?v=9xFIYY_F0Mo
1) Shut-off starting air and fuel oil.

2) Stop the lubricating oil circulation.
3) Cover for valve camshaft is removed.
4) Cover for cylinder top is removed.
5) Turn the crankshaft until the cylinder is in ignition TDC so that the roller
rests on the circular part of the cam i.e. the inlet valves and the exhaust
valves are closed.
6) Dismantle the clamp for non-turning bridge, if mounted.
7) Check that the surfaces are clean.
8) Loosen the counter nut, pos. 1, and the adjusting screw, pos. 2, on the
valve bridge.
Figure 1: .
9) Loosen the counter nut, pos. 3, and the adjusting screw, pos. 4, on the
rocker arm and insert the feeler gauge between valve bridge and rocker
arm, pos. 5.
10) Adjust the screw , pos. 4, on the rocker arm until the feeler gauge
makes only slight resistance.
2021-04-26 - en
11) Tighten the counter nut, pos. 3, on the rocker arm with torque. Re-
check that the feeler gauge clearance has not changed.
Work Card
2 (5) L16/24;L16/24S;L21/31;L21/31-Mk2;L21/31S;L27/38;L27/38S
Figure 2: .
12) Adjust the screw, pos. 2, on the valve bridge until the feeler gauge
makes slightly more resistance, but it must still be possible to move the
feeler gauge.
13) Tighten the counter nut, pos. 1, on the valve bridge with torque. Re-
check that the feeler gauge clearance has not changed.

2021-04-26 - en
Figure 3: .
Work Card
L16/24;L16/24S;L21/31;L21/31-Mk2;L21/31S;L27/38;L27/38S 3 (5)
508-01.10 Edition 14 MAN Energy Solutions
Figure 4: .
14) The adjustment is completed.

15) Install the clamp for the non-turning bridge, if mounted.
16) Install the cylinder head cover.
▪ The engine must be cold or cooled down for at least 30 minutes.

▪ Ensure to have a firm stand before working on the engine.
▪ It is not allowed to turn during the adjustment process.
▪ The torque spanner must be positioned completely on the coupling.
▪ Attach the socket wrench straight on the hexagon nut before screwing.
▪ Adjust the torque correctly, see values for tightening in description
500.40.
▪ Tools consisting of several part, can fall into pieces.
▪ All bolted joints to be re-established.
2021-04-26 - en
▪ Engine parts can be hot; watch out for burns.

▪ Slipping can cause injuries.
Work Card
▪ Injuries such as crushing of fingers, hands or similar.

▪ Slipping of torque spanner or similar tools can cause injuries.
▪ Falling down from working position and/or hitting engine parts can cause
injuries.
4 (5) L16/24;L16/24S;L21/31;L21/31-Mk2;L21/31S;L27/38;L27/38S
▪ Damaging of socket wrench, hexagon nut or screw can cause injuries.

▪ Sharp-edged feeler gauge can cause injuries.
▪ Be careful not to put fingers between adjusting screw and valve.
▪ Wrong torque can cause injuries.
▪ Damaged parts must not be reused.

2021-04-26 - en
Work Card
L16/24;L16/24S;L21/31;L21/31-Mk2;L21/31S;L27/38;L27/38S 5 (5)
MAN Energy Solutions P50515-26
Cylinder unit
2017-05-11 - en
P50515-26
Plate
2017.05.10 - Mk2 - KS - 1 (2)

L16/24;
P50515-26 MAN Energy Solutions
Pos. No. Qty Item Designation

Cylinder unit
011 1/C Cylinder unit complete

- 1/C Cylinder head
- 1/C Valve spindle and valve gear
- 1/C Water guide jacket
- 1/C Piston and connecting rod
- 1/C Cylinder liner
- 1/C Roller guide and push rods
When ordering spare parts, see also page

500.50/600.50/Preface.
* = Only available as part of a spare parts kit/not availa-
ble separately
Qty/C = Qty/Cylinder
2017-05-11 - en
P50515-26
Plate
2 (2) 2017.05.10 - Mk2 - KS -

L16/24;
Piston and connecting rod

2016-03-29 - en
P50601-27
Plate
2011.03.07 - Mk2, KS - 1 (2)

L16/24;

Piston and connecting rod
056 1/C Bush for connecting rod

068 1/C Connecting rod 2/2
093 1/C Piston ring
103 1/C Piston ring
127 1/C Oil scraper ring
139 1/C Connecting rod bearing 2/2
140 2/C Cylindrical pin
152 2/C Screw for connecting rod
164 2/C Nut
223 1/C Piston 2/2, incl. item 259, 260 and 272
235 1/C Piston pin
247 2/C Retaining ring
259 4/C Bolt
260 1/C O-ring
272 4/C Distance sleeve
355 1/C Guide pin
367 1/C Guide pin

500.50/600.50/Preface.
ble separately
2016-03-29 - en
P50601-27
Plate
2 (2) 2011.03.07 - Mk2, KS -

L16/24;
Camshaft
2016-05-23 - en
P50705-25
Plate
2007.10.15 - B, version 2008 (valve camshaft) - 1 (2)

L16/24;

Camshaft
014 1/C Camshaft part piece, 5-6-7-8-9 cyl. engine

026 2/E Bearing disk, 5 cyl. engine
075 1/E Bearing disk, 6+8 cyl. engine
087 /I Bearing disk, 6+9 cyl. engine
134 1/E Bearing disk,8 cyl. engine
230 1/E Axial bearing disk
242 1/E Bearing segment end
254 1/E Spur wheel
266 /I Screw
278 /I Washer
291 /I Cylindrical pin
301 1/E Bearing plate, complete incl. item 313
313* 3/E Expander plug
349 7/E Screw
350 /I Camshaft bearing

500.50/600.50/Preface.
ble separately
Qty/E = Qty/Engine
Qty/I = Qty/Individual
2016-05-23 - en
P50705-25
Plate
2 (2) 2007.10.15 - B, version 2008 (valve camshaft) -

L16/24;
2016-05-31 - en
MAN Energy Solutions
L16/24;
2011.01.03 -
Plate Roller guide and push rods
1 (2)
P50801-13
P50801-13

Roller guide and push rods
016 4/C Thrust piece

028 2/C Push rod
041 2/C Bolt
053 2/C Roller
065 2/C Shaft
077 2/C Housing for roller guide
089 2/C Screw
197 2/C Guide piece
207 2/C Washer
219 2/C Screw
220 4/C Spring

500.50/600.50/Preface.
ble separately
2016-05-31 - en
P50801-13
Plate
2 (2) 2011.01.03 -
L16/24;
Kit for cylinder unit

2020-11-13 - en

Spare Part Kit Plate
L16/24S;L16/24, L'Orange 1 (2)

Item No. Qty Item Designation Where to find in the engine

instruction book
021 1) 1/C Kit per cylinder unit, complete con-
sisting of:
4 O-ring P50501 076
2 O-ring P50501 111
1 O-ring P50501 135
2 O-ring P50501 172
1 O-ring P50501 196
1 O-ring P50501 231
2 O-ring P50501 243
1 O-ring P50502 237
1 O-ring P50502 250
1 O-ring P50510 014
1 Sealing ring P50610 031
1 O-ring P50610 043
1 O-ring P50610 055
3 O-ring P51230 027
1 O-ring P51401 457
2 O-ring P51402 033a
1 O-ring P51402 104
1 O-ring P51404 022
1 O-ring P51404 046
2 O-ring P51404 274
2 Seal ring P51630 033b
4 Seal ring P51630 116
1)
Please note that this is a kit supply and that any exceeding number of O-
rings and gaskets are not accepted as return goods.
500.50/600.50/Preface.
* = Only available as part of a
spare parts kit/not available
separately
9007216163371275
2020-11-13 - en
Spare Part Kit Plate
2 (2) L16/24S;L16/24, L'Orange

L16/24 Mk2
Instruction Manual - Marine
Four-stroke GenSet
compliant with IMO Tier I
Complete manual
date 2014.01.01
MAN Diesel & Turbo
Index
Page 1 (8) Instruction manual Index
L16/24 Mk2
Text Index Drawing No
Engine data 500/600
Preface Description
Warning Description
Questionnaire Description
Safety precautions Description 5003 (01)
Main particulars Description 500.00 (22)
Introduction Description 500.01 (03)
Safety Description 500.02 (02)
Cross section Description 500.05 (10)
Key for engine designation Description 500.10 (02)
Designation of cylinders Description 500.11 (03)
Engine rotation clockwise Description 500.12 (02)
Code identification for instruments Description 500.20 (04)
Planned Maintenance program Description 500.23 (02)
Introduction to plant maintenance program Description 500.24 (03)
Planned maintenance programme, major overhaul/inspection Description 500.25 (42)
Planned maintenance programme, duties during operation Description 500.26 (25)
Operation data & set points Description 500.30 (88)
Green Passport Description 500.33 (02)
Data for pressure and tolerance Description 500.35 (64)
Data for tightening torque Description 500.40 (40)
Declaration of weight Description 500.45 (10)
Ordering of spare parts Description 500.50 (03)
How to return spare parts Description 500.51 (05)
Service letters Description 500.55 (01)
Conversion table Description 500.60 (01)
Basic symbols for piping Description 500.65 (01)
Operation of engine 501/601
Operation Description 501.01 (03)

Out of service Description 501.05 (05)
Starting-up after repair Description 501.10 (03)
Guidelines for longterm low-load operation on HFO Description 501.15 (03)
Guidelines regarding MAN Diesel GenSets operating on low
sulphur fuel oil Description 501.16 (02)
Performance and condition 502/602
Engine performance and condition Description 502.01 (08)

Evaluation of readings regarding combustion condition Description 502.02 (04)
Condensate amount Description 502.05 (03)
Engine performance data Working card 502-01.00 (11)
Check of leakages from inspection holes Working card 502-05.00 (01)
Trouble shooting 503/603
Starting failures Description 503.01 (02)

Faults in fuel oil system Description 503.02 (05)
Disturbances during running Description 503.03 (03H)
2014.01.01
MAN Diesel & Turbo
Index
Index Instruction Manual Page 2 (8)
L16/24 Mk2
Ignition in crankcase Description 503.04 (03)

Trouble shooting guide for centrifugal by-pass filter Description 503.05 (02H)
Trouble shooting guide for air starter Description 503.06 (07H)
Trouble shooting for cooling water system Description 503.09 (03)
Trouble shooting for lubricating cooler Description 503.10 (01)
Trouble shooting / electrical failures Description 503.20 (08)
Media specification 504/604
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) Description 010.000.023-11
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuel Description 010.000.023-07
Treatment and maintenance of lubricating oil Description 504.03 (08)
Criteria for cleaning/exchange of lubricating oil Description 504.04 (07)
Lubricating points Description 504.05 (03)
Lubricating oil in base frame Description 504.06 (08H)
Specific lubricating oil consumption - SLOC Description 504.07 (03)
Specification for heavy fuel oil (HFO) Description 3.3.3-01
Diesel oil (MDO) specification Description 010.000.023-04
Gas oil / diesel oil (MGO) specification Description 010.000.023-01
Bio fuel specification Description 3.3.1-02
Crude oil specification Description 504.24 (01)
Viscosity-temperature diagram (VT diagram) Description 010.000.023-06
Fuel oil cleaning Description 504.30 (01)
Engine cooling water specifications Description 010.000.023-13
Cooling water inspecting Description 010.000.002-03
Cooling water system cleaning Description 010.000.002-04
Water specification for fuel-water emulsions Description 010.000.023-16
Specifications for intake air (combustion air) Description 010.000.023-17
Specification for compressed air Description 010.000.023-21
Cylinder head 505/605
Cylinder head and water jacket Description 505.01 (02)

Dismantling of cylinder unit from engine Working card 505-01.00 (10)
Disassembly of cylinder unit Working card 505-01.01 (02)
Inspection of inlet valve, exhaust valve and valve guide Working card 505-01.05 (07)
Reconditioning of valve spindle seat and valve seat ring Working card 505-01.10 (02)
Valve rotator Working card 505-01.15 (02)
Replacement of valve guide Working card 505-01.20 (13)
Replacement of valve seat ring Working card 505-01.35 (05)
Inspection of cylinder head cooling water space Working card 505-01.45 (02)
Assembly of cylinder unit Working card 505-01.50 (02)
Mounting of cylinder unit in engine Working card 505-01.55 (09)
Cylinder head Plate 50501-19H
Valve spindles and valve gear Plate 50502-11H
Cylinder head, top cover Plate 50510-02H
Cylinder unit Plate 50515-11H
Cylinder unit Plate 50515-12H
Piston/connecting rod 506/606
2014.01.01
MAN Diesel & Turbo
Index
Page 3 (8) Instruction manual Index
L16/24 Mk2
Piston, connecting rod and cylinder liner Description 506.01 (02H)

Separation/assembly of piston, connecting rod and fittings of
piston rings Working card 506-01.05 (07)
Piston Working card 506-01.10 (03)
Connecting rod Working card 506-01.15 (08)
Criteria for replacement of connecting rod big-end and
main bearing shells Working card 506-01.16 (02)
Hydraulic tightening of connecting rod screws Working card 506-01.25 (02)
In-situ inspection of connecting rod big-end bearing Working card 506-01.30 (02)
Inspection and honing of cylinder liner Working card 506-01.35 (06)
Grinding of seal face on cylinder liner and cylinder head Working card 506-01.45 (02)
Dismantling of piston and cylinder liner at low overhaul height Working card 506-01.50 (02)
Piston and connecting rod Plate 50601-27
Piston and connecting rod Plate 50601-28
Cylinder liner Plate 50610-03H
Camshaft 507/607
Camshaft and camshaft drive Description 507.01 (02)

Check of camshaft and camshaft drive Working card 507-01.00 (02)
Inspection and replacement of camshaft bearing Working card 507-01.05 (05)
Adjustment of camshaft for valve and injection timing Working card 507-01.20 (15)
Intermediate wheel Plate 50701-02H
Camshaft (injection camshaft) Plate 50705-16H
Camshaft (valve camshaft) Plate 50705-25H
Operating gear 508/608
Operating gear for valves and fuel injection pumps Description 508.01 (07)
Inspection of valve roller guide Working card 508-01.00 (15)
Control and adjusting of valve clearance Working card 508-01.10 (14)
Roller guide and push rods Plate 50801-13H
Control/safety 509/609
Safety, control and monitoring system Description 509.01 (13)

Lambda controller Description 509.10 (07H)
Communication from the GenSet Description 509.55 (13)
Functional test and adjustment of safety, alarm and
monitoring equipment Working card 509-01.00 (02)
Function test of shutdown Working card 509-01.05 (10)
Adjustment and test of analogous pressure transmitter Working card 509-05.03 (03)
Adjustment and test of analogous temperature transmitter Working card 509-05.04 (04)
Adjustment and test of tacho and proximity sensors Working card 509-05.06 (01)
Mounting and adjustment of pick-ups on engine Working card 509-08.00 (02)
Adjustment of lambda controller Working card 509-10.00 (05)
Governor and governor drive Plate 50901-19H
Regulating device Plate 50902-10H
2014.01.01
MAN Diesel & Turbo
Index
L16/24 Mk2
Regulating device Plate 50902-17

Instruments Plate 50907-18
Level switch in oil sump (LAL/LAH 28) Plate 50920-12H
Fuel oil leakage alarm (LAH 42) Plate 50925-06H
Monitoring box Plate 50935-18H
Monitoring box Plate 50935-22
Terminal box Plate 50936-16H
Terminal box Plate 50936-27
Digital load sharing & speed control Plate 50945-03
Alarm panel Plate 50946-01
Output module Plate 50947-05
APM motor control Plate 50948-01
Valve control box Plate 50949-01
Prelubricating oil pump starter Plate 50951-01
Converter Plate 50956-01
Oil mist detector Plate 50960-03
Crankshaft 510/610
Crankshaft and main bearings Description 510.01 (02H)

Checking of alternator / crankshaft alignment (autolog) Working card 510-01.00 (17)
Inspection of main and guide bearing shells Working card 510-01.05 (03)
Vibration damper Working card 510-04.00 (03)
Crankshaft Plate 51001-12H
Flywheel with gear rim Plate 51003-16H
Vibration damper / Tuning wheel Plate P51004-48
Engine frame/Oil pan 511/611
Engine frame and base frame Description 511.01 (02H)

Functional test of crankcase safety relief valves Working card 511-01.00 (11)
Frame with main bearing cap Plate 51101-24
Front-end box Plate 51103-06H
Main bearing Plate 51104-02
Main bearing Plate 51104-03
Covers on frame Plate 51106-21H
Cover on frame Plate 51106-22H
Base frame Plate 51111-09H
Turbocharger 512/612
Turbocharger system Description 512.01 (12)

Cleaning the turbocharger in service, water washing of compressor Description 512.05 (01)
Cleaning of turbocharger in service, water washing - turbine side Description 512.15 (03)
Overhaul of charging air cooler Working card 512-01.00 (02)
Exhaust pipe compensator Working card 512-01.10 (01)
Cleaning the turbine, dry cleaning Working card 512-10.00 (03)
Cleaning the turbocharger in service, water washing - turbine side Working card 512.15-00 (03)
2014.01.01
MAN Diesel & Turbo
Index
L16/24 Mk2
Water washing of turbine Working card 512-15.00 (04)

Charge air cooler with preheating Plate 51201-16H
Exhaust pipe arrangement Plate 51202-17H
Mounting of turbocharger Plate 51203-27
Mounting of turbocharger Plate 51203-28H
Blowgun for dry cleaning of turbocharger Plate 51210-02
Heat insulation of exhaust pipes Plate 51211-06H
Cover of exhaust pipes Plate 51211-07H
Heat insulation and cover before turbocharger Plate 51211-03H
Cover before turbocharger Plate 51211-15
Water washing of turbine side Plate 51215-03
Water washing of turbine side Plate 51215-04
Charge air pipes Plate 51230-16H
Charge air pipes Plate 51230-17
Oil drain from turbocharger Plate 51231-07H
Mounting of charge air cooler Plate 51235-04
Control air for preheating valve Plate 51236-02H
Compressed air system 513/613
Compressed air system Description 513.01 (24)

Compressed air system Description 513.01 (25)
Air filter Working card 513-01.21 (02)
Overhaul, test and inspection of air starter Working card 513-01.30 (03)
Overhaul, test and inspection of air starter Working card 513-01.30 (06)
Emergency starting valve Working card 513-01.40 (02)
Check of compressed air piping system Working card 513-01.90 (03)
Air starter Plate 51309-18H
Air starter Plate 51309-24H
Air starter (supplement for plate 51309-14H) Plate 51309-15H
Air starter (supplement for plate 51309-14H) Plate 51309-20H
Air starter (supplement for plate 51309-22) Plate 51309-21H
Air starter, mounting Plate 51309-22
Main stop valve Plate 51315-02H
Solenoid valve, 3/2 Plate 51318-01H
Solenoid valve, 3/2 Plate P51318-02
Air filter Plate 51321-03
Pressure reduction valve Plate 51322-08
Turning gear with attachment Plate 51325-02H
Overspeed stop valve Plate 51327-02
Arrangement of jet system Plate 51330-02H
Arrangement of jet system Plate 51330-07H
Starting air receiver Plate 51335-01
Fuel oil system 514/614
Internal fuel oil system Description 514.01 (14)

Internal fuel oil system Description 514.01 (17)
Dismounting/mounting of fuel injection pump Working card 514-01.05 (06)
2014.01.01
MAN Diesel & Turbo
Index
L16/24 Mk2
Dismounting/mounting of fuel injection pump Working card 514-01.05 (07)

Disassembly/assembly and repair of fuel injection pump Working card 514-01.06 (05)
Disassembly/assembly and repair of fuel injection pump Working card 514-01.06 (06)
Fuel injection valve Working card 514-01.10 (19)
Check of fuel oil piping system Working card 514-01.90 (04)
Fuel injection pump Plate 51401-07H
Fuel injection pump Plate 51401-16H
Fuel injection valve Plate 51402-24H
Fuel injection valve Plate 51402-12H
Fuel injection pipe Plate 51404-06H
Fuel injection pipe Plate 51404-07H
Fuel oil filter duplex Plate 51415-11
Ball valve with actuator Plate 51425-05
Fuel oil arrangement Plate 51430-19H
Fuel injection pump connections Plate 51435-11H
Fuel injection pump connections Plate 51435-04H
Installation & operation of safety filter Description 2.04.5
Lubricating oil system 515/615
Internal lubricating oil system Description 515.01 (04H)

Crankcase ventilation Description 515.31 (03)
Lubricating oil pump Working card 515-01.00 (03)
Prelubricating pump Working card 515-01.05 (03)
Lubricating oil filter Working card 515-01.10 (02)
Lubricating oil, thermostatic valve Working card 515-01.20 (03)
Check of lubricating oil piping system Working card 515-01.90 (02)
Lubricating oil cooler Working card 515-06.00 (03)
Centrifugal bypass filter Working card 515-15.00 (07)
Lubricating oil pump Plate 51501-06H
Lubricating oil filter Plate 51502-17H
Prelubricating pump Plate 51504-04H
Lubricating oil cooler Plate 51506-10H
Pressure regulating valve Plate 51507-04
Centrifugal bypass filter Plate 51515-02H
Lubricating oil separator Plate 51530-02H
Crankcase venting Plate 51531-05H
Prelubricating pump arrangement Plate 51535-02H
Cooling water system 516/616
Internal cooling water system Description 516.01 (04H)

Check of cooling water system Working card 516-01.90 (02)
Cooling water, thermostatic valve Working card 516-04.00 (02)
HT and LT water pumps Working card 516-10.00 (01)
Mounting of cooling water thermostatic elements Plate 51605-10
High and low temperature fresh water pumps Plate 51610-11H
Cooling water pipe to expansion tank Plate 51626-02
2014.01.01
MAN Diesel & Turbo
Index
L16/24 Mk2
Cooling water connections Plate 51630-10H
Special equipment 517/617
Kit for Inspection of fuel valve Kit 51701-03

Kit for inspection of fuel valve Kit 51701-04
Kit for overhaul of fuel valve Kit 51702-03
Kit for complete cylinder unit exchange Kit 51703-02
Kit for complete cylinder unit exchange Kit 51703-05
Kit for cylinder unit Kit 51704-06
Kit for cylinder unit Kit 51704-07
Kit for renewal of piston rings Kit 51706-02
Kit for renewal of piston rings and flame ring Kit 51706-07
Kit for high and low temperature freshwater pumps Kit 51710-03
Kit for upgrading of high and low temperature freshwater pumps Kit 51710-05
Kit for rotor, centrifugal by-pass filter Kit 51716-02
Kit for cover nut, centrifugal by-pass filter Kit 51717-02
Kit for valve, centrifugal by-pass filter Kit 51718-02
Kit for seals, centrifugal by-pass filter Kit 51719-02
Kit for fuel injection pump Kit 51730-04
Kit for fuel injection pump Kit 51730-07
Kit for vibration damper Kit 51735-01
Kit for vibration damper Kit 51735-02
Kit for covers on frame Kit 51751-02
Specific plant information 519/619
Resilient mounting of generating sets Description 519.03 (11)

Resilient mounting of generating sets Description 519.03 (10)
Fitting instructions for resilient mounting of GenSets Working card 519-03.00 (24)
Replacement of conicals Working card 519-03.05 (02)
Replacement of conicals Working card 519-03.05 (04)
Maintenance of conicals Working card 519-03.10 (02)
Maintenance of conicals Working card 519-03.10 (04)
Flexible external connections Plate 51902-04H
Conical element Plate 51903-02
Conical element Plate 51903-05
Tools 520/620
Function of the hydraulic tools Working card 520-01.05 (02)
2014.01.01
MAN Diesel & Turbo
Index
L16/24 Mk2
Application of hydraulic tools Working card 520-01.06 (06)

Hand lever pump Working card 520-01.07 (01)
Standard tools for normal maintenance Plate 52000-13
Additional tools Plate 52002-07
Hand tools Plate 52004-02
2014.01.01
Engine data
500/600
MAN Diesel & Turbo
Instruction Manual for:
MAN Diesel & Turbo Identification No. for Instruction Manual.
Identification No. for Description: 000 . 00
Function
Section No.
Identification No. for Working Card: 000 - 00 . 00
Sub-function
Function
Section No.
Identification No. for Plates: 00000 - 00 H
H for Holeby
Edition
Section No. and Function
For ordering of spare parts, see page 500.50 / 600.50
All data provided in this document/manual is non-binding. This data serves informational purposes only and
is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteri-
stics of each individual project, especially specific site and operational conditions.
If this document/manual is delivered in another language than English and doubts arise concerning the
translation, the English text shall prevail.
Original instructions
2011.06.28
MAN Diesel & Turbo
MAN Diesel & Turbo | PrimeServ

The MAN Diesel & Turbo Group offers worldwide round-the-clock service, 365 days a year. Apart from the MAN
Diesel & Turbo service headquarters in Augsburg, Copenhagen, Frederikshavn, Holeby, Stockport, St. Nazaire, Tur-
bocharger and service centres on all continents provide comprehensive and continuous support. The long service
life associated with MAN Diesel engines dictates a spare parts programme that ensures components are available
for engines in operation for decades. Based on high-capacity machines, MAN Diesel & Turbo service production
facilities are able to comply with special customer requests with the utmost precision and flexibility.
24-hour hotline number:

+49 1801 15 15 15
http://www.mandieselturbo.com/primeserv
Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document/manual must not, either wholly or partly, be copied, reproduced, made publich or in any other way made
available to any third party without the written to this effect from MAN Diesel & Turbo.
MAN Diesel & Turbo PrimeServ Holeby MAN Diesel & Turbo
H. Christoffersensvej 6 GenSet & Powerplant Branch of MAN Diesel & Turbo SE,
4960 Holeby Service & Spare Parts Germany
Denmark CVR No.: 31611792
Phone: +45 54 69 31 00 Fax : +45 54 69 30 31 Head office: Teglholmsgade 41
Fax: +45 54 69 30 30 After office hours : +45 40 14 40 45 2450 Copenhagen SV, Denmark
[email protected] German Reg.No.: HRB 22056
[email protected] Amtsgericht Augsburg
www.mandieselturbo.com
2011.06.28
MAN Diesel & Turbo
Description
Page 1 (1) Warning
General
Warning !
(Marine engines only)
It is important that all MAN Diesel & Turbo engines

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

Regulations, Part 94, Subpart C, §94.211 NOTICE
is hereby given that Chapter I of the Code of Federal
Regulations, Part 94, Subpart K, §94.1004 requires
that the emissions related maintenance of the die-
sel engine shall be performed as specified in MAN
Diesel & Turbo instructions including, but not limited
to, the instructions to that effect included in the
Technical File.
12.06 - ES0
MAN Diesel & Turbo Questionnaire – Technical Documentation
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1 (1)
MAN Diesel & Turbo
Description 5003.
Page 1 (5) Safety precautions
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF, L18/28,

L23/30DF
General Special dangers
Correct operation and maintenance, which is the Warning!
aim of this book, are crucial points for obtaining
optimum safety in the engine room. The general Keep clear of the space below a crane with load.
measures mentioned here should therefore be rou- Opening of cocks may cause discharge of hot liq-
tine practice for the entire engine crew. uids or gases.
Observe which way liquids, gases or flames will
Engine room staff move, and keep clear.
Operation & Maintenance of MAN Engines is to be Dismantling of parts may cause the release of
carried out by qualified professional personal. springs.
Do not stand near turbochargers in case of any
abnormal running.
Do not stand near crankcase doors or relief valves
- nor in corridors near doors to the engine room
casing - when alarms for oil mist, high lube oil tem-
perature.
Turning gear
Before engaging the turning gear, ensure that the
starting air supply is shut off, the main starting - and
that the indicator cocks are open.
When the turning gear is engaged, check that the
indicator lamp “Turning gear engaged” has
switched on.
The turning gear remote control is a critical devise
and should always be kept in optimal working con-
dition. Any fault in the devise or cable must be recti-
Minimum safety equipment requirements: fied before use.
1. Safety shoes When operation the turning gear it is important to
note the following:
2. Hearing protection
The turning gear to be operated by the remote con-
3. Boiler suit ore other protective wear
trol and only by the person working on engine.
Warnings must be given before each turning.
Signs / Nameplates
Signs and nameplates mounted on the engine are
Cleanliness
not to be removed, painted over, or in any other
way be made unreadable. This includes safety The engine and engine room should be kept clean
signs, signs with serial numbers, signs with instruc- and tidy.
tions, etc. Oily rags must never be left around the engine room
spaces as they are highly flamable and slippery.
Remove any oil spil at once.
If there is a risk of grit or sand blowing into the
engine room, stop the ventilation and close the ven-
tilating ducts, skylights and engine room doors.
2013.09.09
MAN Diesel & Turbo
5003. Description
Safety precautions Page 2 (5)
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF, L18/28,

L23/30DF
Welding, or other work which causes spreading of Harmful materials
grit and/or swarf, must not be carried out near the
engine unless it is closed or protected, and the tur- Always follow the manufactures specific instruc-
bocharger air intake filters covered. tions, i.e. the material safety data sheet.
The exterior of the engine should be kept clean, and Use protective gloves, goggles, breathing mask and
the paintwork maintained, so that leakages can be any other recommended protective gear, as stated
easily detected. in the material safety data sheet.
While handling harmful materials is it important to
Fire secure proper ventilation and shielding if needed.
In the event of leaks or spillage, spread binding
Warning! agents immediately and disposal according to the
Keep the areas around the relief valves free of oil, material safety data sheet.
grease, etc. to prevent the risk of fire caused by
the emitted hot air/gas in the event that the relief Lifting precautions
valves open. Lift of engine components needs to be planned
Do not weld or use naked lights in the engine room, through all steps of the lifting procedure.
until it has been ascertained that no explosive When lifting loads below 500 kg the use of a tackle
gases, vapour or liquids are present. is required.
If the crankcase is opened before the engine has Lifting attachments are to be tightened into full con-
cooled down, welding and the use of naked flames tact with the component to be lifted.
will involve the risk of explosions and fire. The same
Only use designated lifting points, see Instruction
applies to inspection of oil tanks and of the spaces
Manual for guidance.
below the floor.
Make sure the lowest Safe Working Load (SWL) of
Attention is furthermore drawn to the danger of fire
the lifting equipment in the lifting chain is never
when using paint and solvents having a low flash
exceeded.
point. Porous insulating material, soaked with oil
from leakages, is easily inflammable and should be Keep lifting equipment clear of sharp edges.
renewed. Make sure to attach the load correctly on the crane
hook.
Order / Tidiness Always keep clear of the space below a crane with
Hand tools should be securely fastened and placed load.
on easily accessible tool panels. Special tools
should be fastened in the engine room, close to the Working air
area to be used.
Use of working air requires safety goggles and
No major objects must be left unfastened, and the gloves.
floor and passages should be kept clear.
Avoid blowing pressurised air directly at skin.
Spares
Sealing materials
All spares should be protected against corrosion
Use gloves made of neopren or PVC when remov-
and mechanical damage. The stock should be
ing O-rings and other rubber/plastic-based sealing
checked at intervals and replenished in good time.
materials which have been subjected to abnormally
high temperatures.
Lighting
First aid measures: In the event of skin contact -
Ample working light should be permanently installed rinse with plenty of water - remove all contaminated
at appropriate places in the engine room spaces, clothing - consult a doctor - dispose of all material
and portable working light should be obtainable and gloves in accordance with laws and regula-
everywhere. 24v safety lamps must be available for tions.
use inside the engine.
2013.09.09
MAN Diesel & Turbo
Description 5003.
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF, L18/28,

L23/30DF
Special notes
Hot surfaces
Beware of hot surfaces and use gloves. Health Risk!
Warning!
Alarms
Health Risk!
It is important that all alarms lead to prompt investi-
gation and remedy of the error. No alarm is insignifi- Due to vibrations during engine operation, espe-
cant. The most serious alarms are equipped with cially in awkward positions!
slow-down and/or shut-down functions. It is there-
fore important that all engine operation personel are The area around the engine
familiar with and well trained in the use and impor-
tance of the alarm system. Warning!
The area around the engine must be clean and
Safety notes tidy!
Danger!
This warning is used when an operation, proce- Tool
dure, or use may cause personal injury or loss of
Warning!
life.
Use original tool!
Warning!
This warning is used when an operation, proce- Tool and wire
dure, or use may cause a latently dangerous state
of personal injury or loss of life. Warning!
Use original tool!
Caution!
Use original wire for lifting!
This warning is used when an operation, proce-
dure, or use may cause damage to or destruction
of equipment and a slight or serious injury.
Safety precautions at maintenance
Before maintenance work is carried out, the engine
Note! must be stopped and blocked according to the
safety precautions given on the specific data page,
This warning is used when an operation, proce-
page 1 of each Working Card.
dure, or use may cause damage to or destruction
of equipment. The necessary items to be stopped and / or
blocked are marked as shown in below examples.
Subsuppliers and external equipment

Please check the special instructions concerning
subsupplier delivery and external equipment for
specific warnings!
Figure 1: .
2013.09.09
MAN Diesel & Turbo
5003. Description
Safety precautions Page 4 (5)
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF, L18/28,

L23/30DF
Figure 2: .
Data sheet signs

Data sheets may include warning signs for special
dangers that could arrise in connection with the
maintenance procedures.
Warning signs Mandatory action signs

General warning sign General mandatory action
sign
Explosive material Wear ear protection
Drop (fall) Wear eye protection
Slippery surface Wear safety footwear
Electricity Wear protective gloves
Overhead load Wear face shield
Hot surface Wear head protection
Crushing Wear mask
Overhead obstacle Wear respitory protection
2013.09.09
MAN Diesel & Turbo
Description 5003.
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF, L18/28,

L23/30DF
Warning signs Mandatory action signs
Flammable Wear safety harness
Crushing of hands Disconnect before carrying

out maintenance
Pressurized cylinder
Pressurized device
2013.09.09
MAN Diesel & Turbo
Description
Main Particulars 500.00
Page 1 (1) Edition 22
L16/24
Cycle : 4-stroke
Configuration : In-line
Cyl. Nos. available : 5-6-7-8-9
Power range : 450-990 kW
Speed : 1000/1200 rpm
Bore : 160 mm
Stroke : 240 mm
Stroke/bore ratio : 1.5:1
Piston area per cyl. : 201 cm2
Swept volume per cyl. : 4.8 ltr.
Compression ratio : 15.2:1
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700)

MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010
Power lay-out MCR version
Speed rpm 1000 1200
Mean piston speed m/sec. 8 9.6
Mean effective pressure bar 22.4 22.8
Max. combustion pressure bar 170 170
Power per cylinder kW/cyl. 90 110
11.36 - ES1 - Tier I - WB1 - GenSet

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

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

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

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

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

Feel-over Sequence
Lubricating oil condition, filter elements and meas-
Feel over after 5-15 and 30 minutes' idle running and uring equipment, see "Planned Maintenance Pro-
finally when the engine is running at full load. See gramme".
also "Operation" in the section 501.
01.32 - ES0
MAN Diesel & Turbo
Description 500.05
Page 1 (1) Cross section
Edition 10
L16/24
Cross section
2009.05.04
MAN Diesel & Turbo
Description 500.10
Page 1 (1) Key for Engine Designation
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF
Key for engine designation
2013.04.17 - ES1
MAN Diesel & Turbo
Description 500.11
Page 1 (1) Designation of Cylinders
Edition 03
L16/24, L23/30H, L21/31, L27/38, L28/32DF
General
2013.04.18 - ES1
MAN Diesel & Turbo
Description 500.12
Page 1 (1) Engine Rotation Clockwise
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF
Engine rotation clockwise
2010.09.27
MAN Diesel & Turbo
Description 500.20
Page 1 (3) Code Identification for Instruments
Edition 04
L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
Explanation of symbols
Specification of letter code for measuring devices

1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed, System H High
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
V Valve, Actuator
2012.12.06.
MAN Diesel & Turbo
500.20 Description
Code Identification for Instruments Page 2 (3)
Edition 04
L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
Standard text for instruments
Diesel engine/alternator
LT water system
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler
03 outlet from lub. oil cooler 06 outlet from fresh water cooler 09
(SW)
HT water system
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber
Lubricating oil system

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

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

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

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

60 outlet from cylinder 64 68
61 outlet from turbocharger 65 69
62 inlet to turbocharger 66
63 combustion chamber 67
2012.12.06.
MAN Diesel & Turbo
Description 500.20
Page 3 (3) Code Identification for Instruments
Edition 04
L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38

Compressed air system
70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system
71 inlet to stop cylinder 75 microswitch for turning gear 79
72 inlet to balance arm unit 76 inlet to turning gear
73 control air 77 waste gate pressure
Load speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start
Miscellaneous
91 natural gas - inlet to engine 95 voltage 99 common alarm
92 oil mist detector 96 switch for operating location 100 inlet to MDO cooler
93 knocking sensor 97 remote 101 outlet to MDO cooler
94 cylinder lubricating 98 alternator winding 102 alternator cooling air
2012.12.06.
MAN Diesel & Turbo
Description 500.23
Page 1 (8) Planned Maintenance Programme Edition 02
L16/24
Introduction Working Cards
The overhaul intervals are based on operation on Each of the working cards can be divided into two: a
a specified fuel oil quality at normal service output, front page and one or several pages describing and
which means 70-100% of MCR. illustrating the maintenance work.
In the long run it is not possible to achieve safe and The front page indicates the following:
optimum economical running without an effective
maintenance system. 1) Safety regulations, which MUST be carried out
before the maintenance work can start.
The structure and amount of information in the main-
tenance programme mean that it can be integrated in 2) A brief description of the work.
the entire ship's/power station's maintenance system
or it can be used separately. 3) Reference to any work which must be carried
out before the maintenance work can start.
The core of the maintenance system is the key
diagram,on the following pages, indicating the inspec- 4) Related procedures - indicates other works,
tion intervals for the components/systems, so that depending on the present work - or works
the crew can make the necessary overhauls based which it would be expedient to carry out.
on the engines' condition and/or the time criteria.
5) Indicates x number of men in x number of hours
The maintenance system is divided into 2 main to accomplish the work.
groups:
The stated consumption of hours is only intended
a. Major overhaul / inspection: These works are as a guide.
to be carried out during major overhauls and
inspections of the engine.
b. Duty during operation: indicated the works to

be carried out by the personnel during the daily
operation of the engine.
The stated recommended intervals are only for 1 7

guidance as different service conditions, the quality
of the fuel oil and the lubricating oil, treatment of
2 8
the cooling water, etc., will decisively influence the
actual service results and thus the intervals between
necessary overhauls. 3
Experience with the specific plant/personnel should

4
be used to adjust the time between overhauls. It
should also be used to adjust the timetable stated
for guidance in the working cards.
5 9
Fig. 1 Instruction guide for working cards.
13.40 - ES1, Mk2

MAN Diesel & Turbo
500.23 Description
Edition 02
Planned Maintenance Programme Page 2 (8)
L16/24
Experience with the specific station/personnel may

lead to updating.
6) Refers to data required to carry out the work.
7) Special tools which must be used. Please note

that not all tools are standard equipment.
8) Various requisite hand tools.
9) Indicates the components/parts which it is

advisible to replace during the maintenance
work. Please note that this is a condition for
the intervals stated.
13.40 - ES1, Mk2

MAN Diesel & Turbo
Description
Page 3 (8) Planned Maintenance Programme 500.23
Edition 02
L16/24
Major overhaul/inspection
Time Between Overhauls
Before - max. hours

overhauled parts
Working
Observations
Description l = Overhaul to be carried out Card
Check new/
3rd month
200
8000
16000
32000
50
2000
n = Check the condition No
Monthly
Weekly
Daily
Cylinder Unit:
Dismantling of cylinder unit.............................................. l 505-01.00

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

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

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

Piston, Connecting Rod and Cylinder Liner

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

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

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

etc..................................................................................... 200 n 507-01.00
Camshaft bearing - Inspection of clearance..................... n 507-01.05
Camshaft adjustment - check the condition...................... n 507-01.20
Lubrication of camshaft bearing - Check.......................... n 507-01.00
13.40 - ES1, Mk2

MAN Diesel & Turbo
500.23 Planned Maintenance Programme Description

Page 4 (8)
Edition 02
L16/24
Before - max. hours

overhauled parts
Working
Observations
Check new/
3rd month
200
8000
16000
32000
50
2000
Monthly
Weekly
Daily
Operating Gear for Inlet Valves and
Exhaust Valves
Roller guide for valve gear................................................ n 508-01.00

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

Crankshaft and Main Bearing

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

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

Retightening..................................................................... 200 n page 500.40

Turbocharger System

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

Compressed Air System
Air starter motor - Dismantling and inspection................. n 513-01.30
13.40 - ES1, Mk2

MAN Diesel & Turbo
Description
Planned Maintenance Programme 500.23
L16/24
Before - max. hours

overhauled parts
Working
Observations
Check new/
3rd month
200
8000
16000
32000
50
2000
Monthly
Weekly
Daily
Fuel Oil System and Injection Equipment
Fuel oil injection pump - Check of condition..................... l 514-01.06
Fuel injection valve - Adjustment of opening pressure..... n 514-01.10
Lubricating Oil System
Lubricating oil pump - Engine driven................................ n 515-01.00

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

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

Alternator - see special instruction manual..................... section 518
13.40 - ES1, Mk2

MAN Diesel & Turbo

Page 6 (8)
Edition 02
L16/24
Your notes:
13.40 - ES1, Mk2

MAN Diesel & Turbo
Description
Page 7 (8) Planned Maintenance Programme 500.23
Edition 02
L16/24
Duties during Operation

Before - max. hours

overhauled parts
Working
Observations
Check new/
3rd month
200
8000
16000
32000
50
2000
Monthly
Weekly
Daily
Operating of Engine
Readings of data for Engine and Generator, with refer-

ence to "Engine Performance Data", section 502 ........... n 502-01.00
Check for leakages...........................................................
n 502-05.00

Cylinder Head
Inlet and exhaust valve - check and adjustment of valve

clearance.......................................................................... n 508-01.10
Check of valve rotators' rotation during engine rotation .. n 505-01.15

Control and Safety System, Automatics and
Instruments
Safety, alarm and monitoring equipment ......................... n 509-01.00

Lambda controller - Adjustment....................................... n 509-10.00
Actuator/Governor - Check oil level, see Actuator/
governor instruction manual ............................................ section 509

Turbocharger System
Turbocharger, please see special instruction manual.......

section 512
Exhaust pipe compensator...............................................
n 512-01.10
13.40 - ES1, Mk2

MAN Diesel & Turbo

Page 8 (8)
Edition 02
L16/24

Time Between Overhaul
Before - max. hours

overhauled parts
Working
Observations
Check new/
3rd month
200
8000
16000
32000
50
2000
Monthly
Weekly
Daily
Function test - Main and emergency starting valve.......... n 513-01.40

Air filter, draining of bowl (filter element to be replaced
when pressure drop exceeds 0,7 bar).............................. l 513-01.21

Compressed air system - Check of the system................ n 513-01.90
Fuel oil system - Check the system.................................. n 514-01.90

Fuel oil - Oil samples after every bunkering..................... section 504

Lubricating oil filter - Cleaning and replacement ............. l 515-01.10

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

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

Cooling water system - Check the system....................... n 516-01.90
Engine Frame and Bedplate
Flexible mounting - Check anti-vibration mountings......... n 519-03.00

Safety cover - Function test.............................................. n 511-01.00
Alternator - see special instruction manual..................... section 518
Major overhaul/inspection, see 500.25
13.40 - ES1, Mk2

MAN Diesel
Description
Introduction to Planned Maintenance Programme 500.24
Page 1 (2)
Edition 03
General
General The front page indicates the following:
The overhaul intervals are based on operation on 1) Safety regulations, which MUST be carried out
a specified fuel oil quality at normal service output, before the maintenance work can start.
which means 70-100% of MCR.
2) A brief description of the work.
In the long run it is not possible to achieve safe and
optimum economical running without an effective 3) Reference to any work which must be carried
maintenance system. out before the maintenance work can start.
The structure and amount of information in the main- 4) Related procedures - indicates other works,
tenance programme mean that it can be integrated in depending on the present work - or works
the entire ship's/power station's maintenance system which it would be expedient to carry out.
or it can be used separately.
5) Indicates x number of men in x number of hours
The core of the maintenance system is the key dia- to accomplish the work.
gram, see pages 500.25 and 500.26, indicating the
inspection intervals for the components/systems, The stated consumption of hours is only intended
so that the crew can make the necessary overhauls as a guide.
based on the engines' condition and/or the time
criteria.
The maintenance system is divided into 2 main

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

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

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

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

front page and one or several pages describing and
illustrating the maintenance work.
98.19 - ES0
MAN Diesel
500.24 Description
Edition 03
Introduction to Planned Maintenance Programme Page 2 (2)
General
Experience with the specific station/personnel may 8) Various requisite hand tools.
lead to updating.
9) Indicates the components/parts which it is
6) Refers to data required to carry out the work. advisible to replace during the maintenance
work. Please note that this is a condition for
7) Special tools which must be used. Please note the intervals stated.
that not all tools are standard equipment.
08028-0D/H5250/94.08.12
98.19 - ES0
MAN Diesel & Turbo
Description
L16/24
after - max. hours

overhauled parts
Working
l
Observations
Description
3rd month
= Overhaul to be carried out Card
Check new/
Monthly
Weekly
200
6000
12000
24000
50
2000
Daily
Cylinder Unit:
Dismantling of cylinder unit.............................................. l 505-01.00

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

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

Cylinder head cooling water space - Inspection............... n 505-01.45
Cylinder head nut - Retightening...................................... 200 505-01.55

Piston, Connecting Rod and Cylinder Liner

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

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

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

etc..................................................................................... 200 n 507-01.00
Camshaft bearing - Inspection of clearance..................... n 507-01.05
Camshaft adjustment - check the condition...................... n 507-01.20
Lubrication of camshaft bearing - Check.......................... n 507-01.00
13.09 - ES1
MAN Diesel & Turbo

Edition 42 Page 2 (3)
L16/24
after - max. hours

overhauled parts
Working
Observations
l = Overhaul to be carried out
Description
3rd month
Card
Check new/
Monthly
Weekly
n = Check the condition
200
6000
12000
24000
50
2000
Daily
No
Operating Gear for Inlet Valves and

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

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

Crankshaft and Main Bearing

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

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

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

Turbocharger System

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

Air starter motor - Dismantling and inspection................. n 513-01.30
13.09 - ES1
MAN Diesel & Turbo
Description
L16/24
after - max. hours

overhauled parts
Working
Observations
Description
3rd month
Card
Check new/
Monthly
Weekly
200
6000
12000
24000
50
2000
Daily
No
Fuel oil injection pump - Check of condition..................... l 514-01.06
Lubricating oil pump - Engine driven................................ n 515-01.00

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

Cooling water pump - Engine driven (HT / LT water)........ n 516-10.00

Alternator - see special instruction book
Planned maintenance programme during operation,

see 500.26.
13.09 - ES1
MAN Diesel & Turbo
Description
L16/24

overhauled parts
Working
Observations
Description
3rd month
after - hours
Card
Check new/
Monthly
200
6000
12000
24000
Weekly
50
2000
Daily
No
Operating of Engine
Readings of data for Engine and Generator, with refer-

ence to "Engine Performance Data", section 502-1......... n 502-01.00
Check for leakages...........................................................
n 502-05.00

Cylinder Head
Inlet and exhaust valve - check and adjustment of valve

clearance.......................................................................... n 508-01.10
Check of valve rotators' rotation during engine rotation .. n 505-01.15

Control and Safety System, Automatics and
Instruments
Safety, alarm and monitoring equipment ......................... n 509-01.00

Lambda controller - Adjustment....................................... n 509-10.00
Governor - Check oil level, see governor instruction
book, section 509 ............................................................ n section 509

Turbocharger System
Turbocharger, please see special instruction manual in

section 512.......................................................................

Exhaust pipe compensator............................................... n 512-01.10
12.39 - ES1
MAN Diesel & Turbo

L16/24

Time Between Overhaul
Overhauled parts
Working
Observations
Description
3th month
Card
Check new/
after -hours
50
2000
6000
200
24000
Weekly
12000
Montly
Daily
No
Function test - Main and emergency starting valve.......... n 513-01.40

Air filter, draining of bowl (filter element to be replaced
when pressure drop exceeds 0,7 bar).............................. l 513-01.21

Compressed air system - Check of the system................ n 513-01.90
Fuel oil system - Check the system.................................. n 514-01.90

Fuel oil - Oil samples after every bunkering, see sec.504 section 504

Lubricating oil filter - Cleaning and replacement ............. l 515-01.10

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

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

Cooling water system - Check the system....................... n 516-01.90
Engine Frame and Bedplate
Flexible mounting - Check anti-vibration mountings......... n 519-03.00

Safety cover - Function test.............................................. n 511-01.00
Alternator - see special instruction book
Major overhaul/inspection, see 500.25
12.39 - ES1
MAN Diesel & Turbo
Description
Operation Data & Set Points 500.30
L16/24
Acceptable Alarm Set point

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

(inlet filter) SAE 40 TI 21 68-73° C <73° C TAH 21 82° C 3
Pressure after filter(inlet engine) PI 22 4.2-5.0 bar >4.5 bar PAL 22 3.5 bar 3 PSL 22 3.0 bar
(PSL 22) (2.5 bar) (D)
Pressure drop across filter PDAH 0.1-1 bar <0.5 bar PDAH 1.5 bar 3
21-22 21-22
Prelubricating pressure (PI 22) 0.3-1.5 bar <1.0 bar PAL 25 0.1 bar (H) 60
Pressure inlet turbocharger PI 23 1.3 - 2.2 bar >1.3 bar PAL 23 0.25 bar 3
(C)
Lub. oil level in base frame LAL 28 Low level 30
LAH 28 High level 30
Pressure before filter PI 21 4.5-5.5 bar
Fuel Oil System
Pressure after filter MDO PI 40 3-6 bar PAL 40 2 bar 5

HFO PI 40 5-16 bar (A) PAL 40 4-6 bar (E) 5
Leaking oil LAH 42 High level 5
Temperature inlet engine MDO TI 40 30-40°C
HFO TI 40 110-150°C
Press. LT system, inlet engine PI 01 2.5-4.5 bar >1.8 bar PAL 01 0.4 + (B) bar 3
Press. HT system, inlet engine PI 10 2.0-5.0 bar >1.8-<6 bar PAL 10 0.4 + (B) bar 3
Temp. HT system, outlet engine TI 12 75-85°C <85° C TAH 12 90° C 3 TSH 12 95° C
TAH 12-2 93° C 3 (TSH 12) (100° C) (D)
Temp. LT system, inlet engine TI 01 30-40°C
Exhaust Gas and Charge Air
Exh. gas temp. before TC TI 62 500-550° C TAH 62 600° C 10

TAH 62-2 650° C 3
Exh. gas temp. outlet cyl. TI 60 425-490° C TAH 60 525° C 10
Diff. between individual cyl. average TAD 60 average (K) 60
±25° C ± 50° C
Exh. gas temp. after TC TI 61 325-375° C TAH 61 450° C 3
Ch. air press. after cooler PI 31 2.7-3.1 bar
Ch. air temp. after cooler TI 31 35-55° C <55° C
Press. inlet engine (start/stop) PI 70 7-10 bar >7.5-<10 bar PAL 70 6.5 bar 15
Speed Control System
Engine speed elec. SI 90 1200 rpm SAH 81 1356 rpm 0 SSH 81 1356 rpm
1380 rpm (D) (SSH 81) (1380 rpm) (D)
SI 90 1000 rpm SAH 81 1130 rpm 0 SSH 81 1130 rpm
1150 rpm (D) (SSH 81) (1150 rpm) (D)
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
13.04 - ES1
MAN Diesel & Turbo
500.30 Operation Data & Set Points Description

L16/24
Acceptable Alarm Set point

Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.
Turbocharger speed SI 89 (L) SAH 89 (J) 3
Alternator
Winding temperature TI 98 100° C TAH 98 130° C 3
Miscellaneous
Jet system failure SX32 switch 10

Monitoring system failure 24 VDC UX 95-1 switch 120
± 15%
Safety system failure 24 VDC UX 95-2 switch 120

± 15%
Turning engaged ZS75 Engaged (F) 0
Local indication ZS 96 switch 0
Remote indication ZS 97 switch 0
Common shutdown SS 86 switch (F) 0
Monitoring sensor cable failure SX 86-1 switch 120
Safety sensor cable failure SX 86-2 switch 120
Start failure SX 83 switch (G) 10
Stop signal SS 84 switch (F) 0
Stop failure SX 84 switch 30
Engine run SI 90 1000 rpm SS 90 910 rpm(I) 0

1200 rpm 1130 rpm (I) 0
Ready to start SS 87 switch 0
For these alarms (with underscore) there are alarm cut-out at engine standstill.
13.04 - ES1
MAN Diesel & Turbo
Description
Operation Data & Set Points 500.30
L16/24
Remarks to Individual Parameters F. Start Interlock
A. Fuel Oil Pressure, HFO-operation The following signals are used for start interlock/
blocking:
When operating on HFO, the system pressure must
be sufficient to depress any tendency to gasification 1) Turning must not be engaged
of the hot fuel. 2) Engine must not be running
3) "Remote" must be activated
The system pressure has to be adjusted according 4) No shutdowns must be activated.
to the fuel oil preheating temperature. 5) The prelub. oil pressure must be OK, 20 min.
after stop.
B. Cooling Water Pressure, Alarm Set Points 6) "Stop" signal must not be activated
As the system pressure in case of pump failure will G. Start Failure

depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to If remote start is activated and the engine is in block-
0.4 bar plus the static pressure. The static pressure ing or local mode or turning is engaged the alarm
set point can be adjusted on the base module SW3. time delay is 2 sec.
Start failure will be activated if revulutions are below
C. Lub. Oil Pressure, Offset Adjustment 50 rpm within 5 sec. from start or revulutions are
below 210 rpm 10 sec. from start.
At charge air pressure below 1.0 bar the lub. oil Start failure alarm will automatically be released after
pressure to turbocharger is normal at 0.6 ±0.1 bar. 30 sec. of activation.
The read outs of lub. oil pressure has an offset H. Alarm Hysterese
adjustment because of the transmitter placement.
This has to be taken into account in case of test and On all alarm points (except prelub. oil pressure) a
calibration of the transmitter. hysterese of 0.5% of full scale are present. On prelub.
oil pressure alarm the hysterese is 0.2%.
D. Software Created Signal
I. Engine Run Signal
Software created signal from PI 22, TI 12, SI 90.
The engine run signal is activated when engine
SAH 81 is always activated together with SSH 81. rpm >1130 or lube oil pressure >3.0 bar or TC rpm
>5000 rpm.
E. Set Points depending on Fuel Temperature If engine rpm is above 210 rpm but below 1130 rpm
within 30 sec. the engine run signal will be activated.
J. Limits for Turbocharger Overspeed Alarm

(SAH 89)
Engine type 1000 rpm 1200 rpm

5L16/24 / NR 12/S 75,000 75,000
6L16/24 / NR 12/S 75,000 75,000
7L16/24 / NR 12/S 75,000 -
7L16/24 / NR 14/S - 62,200
8L16/24 / NR 14/S 62,200 62,200
9L16/24 / NR 14/S 62,200 62,200
Fig 1 Set point curve.
13.04 - ES1
MAN Diesel & Turbo
500.30 Operation Data & Set Points Description

L16/24
K. Exhaust Gas Temperatures L. Turbocharger Speed
The exhaust gas temperature deviation alarm is Normal value at full load of the turbocharger is de-
normally ±50° C with a delay of 1 min., but at start-up pendent on engine type (cyl. no) and engine rpm.
the delay is 5 min. Furthermore the deviation limit is The value given is just a guide line. Actual values
±100° C if the average temperature is below 200° C. can be found in the acceptance test protocol.
13.04 - ES1
MAN Diesel & Turbo
Description 500.33
Page 1 (1) "Green Passport"
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF
Green Passport
In 2009 IMO adopted the „Hong Kong International
Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009“.
Until this convention enters into force the recom-
mendatory guidelines “Resolution A.962(23)” (adop-
ted 2003) apply. This resolution has been imple-
mented by some classification societies as “Green
Passport”.
MAN Diesel & Turbo is able to provide a list of haz-
ardous materials complying with the requirements
of the IMO Convention. This list is accepted by clas-
sification societies as a material declaration for
“Green Passport”.
This material declaration can be provided on
request.
2013.04.18
MAN Diesel & Turbo
Description 500.35
Page 1 (2) Data for Pressure and Tolerance Edition 64
L16/24
Section Description mm. / bar
505 Maximum inner diameter, valve guide 12.2 mm

For grinding of valve spindle and valve seat ring
(see also working card 505-01.10)
Minimum height of valve head, inlet valve and exhaust valve, "H" 1 5.0 mm
Maximum height of spindle above cylinder head, "H" 2 66.5 mm
506 Piston and piston ring grooves (see working card 506-01.10)
Maximum clearance between connecting rod bush and piston pin 0.15-0.20 mm
Maximum ovalness in big-end bore (without bearing) 0.06 mm
Maximum inside diameter cylinder liner, max. ovalness 0.1 mm 160.5 mm
Sealing minimum height above the cylinder liner 0.2 mm
507 Maximum clearance between valve camshaft and valve camshaft bearing 0.20 mm
Maximum clearance between fuel camshaft and fuel camshaft bearing 0.25 mm
Clearance between teeth on intermediate wheel 0.2-0.3 mm
Plunger lift at TDC, injection timing:
IMO Tier I - D2, 1000 rpm, 5-9 cyl., 90 kW 5.40 mm*
*) for information on max settings check the engine's IMO Technical file.
Plunger Lift, World Bank II**
**) Standard injection timing value is based on ISO condition.
Special injection timing of engines can be necessary due to
Power plant size and/or Ambient conditions.
508 Valve clearance, Inlet valve (cold engine 15 - 55°C) 0.40 mm

Valve clearance, Exhaust valve (cold engine 15 - 55°C) 0.50 mm
Maximum clearance between rocker arm bush and rocker arm shaft 0.30 mm
Maximum total tolerance between shaft bushing and roller 0.35 mm
509 Free spand between pick-up and band steel

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

Minimum axial bearing clearance 0.200 mm
Maximum axial bearing clearance 0.476 mm
Minimum radial main bearing clearance 0.136 mm
Maximum radial main bearing clearance 0.217 mm
Main bearing journal, min. diameter 159.9 mm
Main bearing journal, max. ovality 0.03 mm
Crankpin journal, min. diameter 129.9 mm
Crankpin journal, max. ovality 0.03 mm
13.04 - ES0
MAN Diesel & Turbo
500.35
Edition 64
Data for Pressure and Tolerance Description
Page 2 (2)
L16/24
Section Description mm. / bar
514 Combustion pressure range at full load (Inside cumbustion chamber)

(Depending on rating/ambient condition) 155-170 bar
Individual cylinders; admissible deviation from average ± 5 bar
Fuel valve, adjusment of opening pressure 440-450 bar
(when new spring) (460 bar)
Clearance (A) of plunger between thrust plate
and plunger base plate / fuel injection pump 0.07-0.15 mm
Clearance (B) from roller to mounting surface 98.5±0.05 mm
Clearance (C) axial and radial clearance of roller on fuel injection pump 0.02-0.30 mm

13.04 - ES0
MAN Diesel & Turbo
Description
Data for Tightening Torque 500.40
L16/24
Lubricant
Note: For tightening bolts to a specified torqe,

M Lubricating paste up to 200°C Coefficient of
friction 0.08 - 0.12 only use the specified lubricants. For component
temperatures up to 200°C, e.g. Molykote Pasta d
MH High temperature lubricating Coefficient of or Optimoly Paste White-T. For component tem-
paste above 200°C friction 0.08 - 0.12 peratures above 200°C, e.g. Molykote Paste HSC
or Copaslip.
O Oil
Tab. 1. Re-tightening procedure for hydraulic tool
Please see working card 520-01.06.
Oil Tightening
Screw Connection pressure Screw-in torques (Nm) Working Figure
Bar moment torsions angle (°) Card
(±2 %) - lubricant
012 Cylinder Crankcase
012-1
Cap main bearing / 2. step 1200 Hand-M O 510-01.05
Cylinder crankcase Loctite 243
012-2
Cap main bearing / 1. step 200
Cylinder crankcase 3. step 1200 Hand-M MH 510-01.05
012-3
Crankcase / Cylinder head 1200 MH 505-01-55
020 Crankshaft
020-1
Crankshaft / Counter 1200 Hand-M
weight
020-2
Gear wheel (two parts) 120-O
020-3
Gear wheel / Crankshaft 120-O
12.11 - ES0
MAN Diesel & Turbo
500.40 Data for Tightening Torque

Description
L16/24
Oil Tightening
(±2 %) - lubricant
027 Vibration Damper
027-1
Gear wheel / Damper 1. step 210-O 510-04.00
2. step +60°
027-2
Side / Disc 55-O
030 Connecting Rod
030-1
Connecting rod shaft / Con- 1200 M 506-01.25
necting rod cover 506-01.15
506-01.30
034 Piston
034-1
Piston 506-01.10
034-2
Piston 506-01.10
12.11 - ESO
MAN Diesel & Turbo
Description 500.40
Page 3 (8) Data for Tightening Torque Edition 40
L16/24
Oil Tightening
(±2 %) - lubricant
056 Mounting of Fuel Injection Valve
056-1
Clamp / Cylinder head 6-O 32-O 514-01.10
Note: See also working

card 514-01.10
072 Casing on free end
072-1
Plate / Frame auxilary box 60-M
072-4
072-2 072-2
Disc / Frame auxilary box 60-M
072-3
Plate / Frame auxilary box 60-M
072-4 072-1
072-3
Flange / Frame auxilary box 60-M
073 Crankcase Casing with Relief Valve
073-1
Ground plate / 8-M 511-01.00
Cylinder crankcase
073-1
100 Control Drive
100-1
Cylinder crankcase / 1200 Hand-M 507-01.20
Stepped spur gear
12.11 - ESO
MAN Diesel & Turbo
500.40 Data for Tightening Torque Description

L16/24
Oil Tightening
(±2 %) - lubricant
101-1
101 Camshaft (Valve camshaft)
101-1
Camshaft part piece / 65-O 507-01.00
Bearing disk 101-4
101-2
Bearing plate / Housing 65-O 507-01.00
507-01.05

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

221-2
221-1
Nozzle holder with nut / injection nozzle
- L'Orange + MAN 120-MH 514-01.10
- Woodward 200-20-MH 514-01.10
221-2
Setting screw / nut
- L'Orange + MAN 100-O 514.01-10
- Woodward 60-10-O 514-01.10
221-1
12.11 - ESO
MAN Diesel & Turbo

L16/24
Oil Tightening
(±2 %) - lubricant
289 Exhaust Pipe 289-3 289-2
289-1
Pipe piece / Compensator 80-MH
289-2
289-1
Clamping strap 34-MH 505-01.55
289-4
289-3
Cover / Pipe piece 80-MH
289-4 289-5
Pipe piece / Turbocharger 34-MH
289-5
Pipe piece / Turbocharger 80-MH
300 Lub. oil pump
300-1
Spur gear / Pinion spindle 200-O
300-2
Cover / Casing 60-M
300-1
300-2
308 Support with pressure contrilling valve

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

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

447-1
447-1
Flange / Housing 4-MH 39-MH 505-01.55
701 Flywheel with gear ring
701-4
Crankshaft / Flywheel 1.step 200-MH
2. step +90°
701-4
12.11 - ESO
MAN Diesel & Turbo

L16/24
Tightening of Screwed Connections by the

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

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

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

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

116 30
511 Main bearing cap 51101 157 20

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

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

Fuel injection valve
1000 rpm 51402 116 5
1200 rpm 51402 285 5
515 Lubricating oil pump 51501 031/043 38

Prelubricating oil pump, incl. el-motor 51504 122 20
Centrifugal filter 51515 337 24
516 HT- and LT-cooling water pump 51610 105 10
12.50 - ES0
MAN Diesel & Turbo
Description 500.50
Page 1 (2) Ordering of Spare Parts Edition 03
General
Spare parts can be ordered from MAN Diesel & Note:
Turbo, PrimeServ.
• Components from different engine builders
When spare parts are ordered or inquired, the fol- cannot be considered as interchangeable.
lowing data must be indicated, in order to ensure • A wide number of spare parts can be orders
correct identification of the required parts: as spare part kits.
• Selected components may be available in both
• Name of customer original and upgraded version.
• Name of plant /vessel
• Vessel IMO No These data are necessary to ensure supply of the
• Engine type correct spare parts for a particular engine, even
• Engine serial No though the spare part illustrations contained in this
• Engine builder book may not always be in complete accordance
• Plate No and edition No with the individual components of a specific engine.
• Item No
• Quantity For ordering of spare parts for governor, turbocharger
• Designation of the item No and alternator, please see the special chapter in the
instruction book for these components.
Information found on the nameplate of the engine(s)

Example:
Name of customer Name of Plant/Vessel IMO No Engine type Engine Engine builder
serial No
Mercy Ship Africa Mercy L7803188 5L21/31 SB5L21-10799 MAN Diesel & Turbo
or Licensee
Information found on each plate at the instruction manual:
Plate No Edition No Item No Qty. Description

51435 13 440 1 Leak oil pipe
12.11 - ES0
MAN Diesel & Turbo
Description
Ordering of Spare Parts 500.50
Page 2 (2)
Edition 03
General

Name of customer Name of Plant/Vessel IMO No
Engine type Engine No Engine Builder
Plate No Edition No Item No Designation of the Item No Qty.
For ordering or inquiry for items in free text, kindly contact MAN PrimeServ Holeby
at: +45 54 69 31 00 or via e-mail [email protected]
12.11 - ES0
MAN Diesel & Turbo
Description 500.51
Page 1 (1) How to Return Spare Parts and/or Tools Edition 05
General
How to return spare parts and/or tools
If the unfortunate situation occurs that your spare - If you return to Holeby instead of Frederikshavn,
parts do not fit or is damaged in any way, you need you will have to pay freight charges of minimum
to return your spare parts to us. EUR 70,-
The return procedure is as follows: Please return by cheapest mean to the below address:
Send an email to our office via - Spare Parts:

Holeby: [email protected] or MAN Diesel & Turbo
Frederikshavn: [email protected] Niels Juels Vej 15
9900 Frederikshavn
Clearly stating: Denmark
- Our order number Att: Dept.: Store (WLS-FRH)
- Item numbers
- Reason for return - Tools:
- Your reference MAN Diesel & Turbo
- Pictures of damaged parts – if any. Langerak 74
9900 Frederikshavn
Please be noted that your parts are not to be re- Denmark
turned unless there is an agreement with our Sales Att: Dept.: Service Center (DC5)
Coordinators and/or Superintendents.
For returns to Singapore warehouse please use the
When parts are received in good condition, we will following address:
issue a credit-note. Please mark the box with our
order number or attach a copy of our packing list. MAN Diesel & Turbo Singapore Pte. Ltd.
14 Tuas Avenue 1
For return of tools please mark the box withour project Singapore 639499
name and number on the box (P-xxxxx) Att.: Logistic Centre, Asia
Note: Please be aware that it is only spare parts

Remarks: that have been purchased in Singapore that can be
returned to Singapore warehouse.
Please note that spare parts and/or tools are not
to be returned unless there is a written agreement
with MAN Diesel & Turbo, PrimeServ in Holeby or
Frederikshavn.
- If you return your spare parts and/or tools with-

out a written agreement you will be charged a
fee for unauthorised returns.
11.09 - ES0
MAN Diesel
Description
Service Letters 500.55
Page 1 (1)
Edition 01
General
Description
In order to ensure the most efficient, economical and Since new service letters might be of great impor-
up-to-date operation of our engines, we regularly send tance to the operation of the plant, we recommend
out "Service Letters" containing first-hand information that engine staff file them as supplements to the
regarding accumulated service experience. relevant chapters of this instruction book.
The service letters can either deal with specific

engine types, or contain general instructions and
recommendations for all engine types, and are used
as a reference when we prepare up-dated editions
of instruction books.
08028-0D/H5250/94.08.12
97.40 - ES0
MAN Diesel
Description
Conversion Table 500.60
General
Basic Sl Units Velocity, Speed (m/s) (3.6 km/h = 1 m/s)
Quantity Name Symbol 1 kn (knot) = 1 nautical mile/h 1.852 km/h = 0.5144 m/s
Cincerning other conversions, see table for length
length metre m
mass kilogram kg
time second s Density
electric current ampere A
absolute temperature* kelvin K 1 lb/cub. ft 16.02 kg/m3
amount of substance mole mol
luminous intensity candela cd
Force (1 kg m/s2 = 1 N)
* Also named "thermodynamic temperature"
1 kp (kilopound)* 9.807 N
Supplementary SI Units 1 poundal** 138.3 x 10-3 N
1 lbf (pound force) 4.448 N
Quantity Name Symbol
* Can occasionally be found stated as kgf (kilogram force).
plane angle radian rad Standard acceleration of free fall gn = 9.80665 m/s2
solid angle steradian sr ** Unit of force in the ft-lb-s system
Additional SI Units Stress ( 1 N/m2 = 10 -6 N/mm2)
Quantity Name Symbol Definition 1 kp/mm2 = 100 kp/cm2 9.807 N/mm2

1 lbf/sq. in (psi) = 0.07031 at 6.895 x 10-3 N/mm2
time minute min 1 min = 60 s
time hour h 1h = 60 min
plane angle degree ° 1° = (p/180) rad Dynamic viscosity (N s/m2)
volume litre l 1l = 1 dm3
pressure bar bar 1 bar = 105 Pa 1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)
1 poundal s/sq.ft 1.488 N s/m2
1 lbf/sq.ft 47.88 N s/m2
Length (m)
poise is a special name taken from the CGS system. 1 P = 0.1 Pa s
1 in (inch) 25.40 mm = 0.0254 m 1 cP = 1 mPa s = 10-3 Pa s
1 ft (foot) = 12 inches 0.3048 m
1 yd (yard) = 3 ft = 36 inches 0.9144 m Kinematic viscosity (m2/s)
1 statute mile = 1760 yds 1609 m
1 n mile (international nautical mile) 1852 m 1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103 cSt *
* 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special name

SI Prefixes taken from the CGS system. 1 St = 10-4 m2/s
Factor Prefix Symbol Factor Prefix Symbol Energy, Work (1 Nm = 1 J, Wh)
1018 exa E 10-1 deci d 1 cal I.T* 4.187 J*

1015 peta P 10-2 centi c 1 kpm 9.807 J
1012 10-3 2.648 x 106 J = 0.7355
08028-0D/H5250/94.08.12
tera T milli m 1 hph (metric) kWh

109 giga G 10-6 micro μ 1 ft. lbf 1.356 J
106 mega M 10-9 nano n 1 hph (UK, US) 2.685 x 106J = 0.7457 kWh
103 kilo k 10-12 pico p 1 BTU (UK, US) 1.055 x 103J = 1.055 KJ
102 hecto h 10-15 femto f
10 deca da 10-18 atto a * Exact value: 4.1868 J
I.T. = International Steam Table
Area (m2)
1 sq. in (square inch) 0.6452 x 10-3 m2

1 sq. ft (square foot) 92.90 x 10-3 m2
04.37 - ES0
MAN Diesel
500.60 Conversion Table Description

General
Power (1 kg m2/s3 = 1 N m/s = 1 J/s = 1 W) Specific heat capacity (J/(kg K))
1 kpm/s 9.807 W 1 kcalI.T./(kg x °C) 4.187 x 103 J/(kg K)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

08028-0D/H5250/94.08.12
2.8 Joint, sleeve 3.11 Quick-opening valve
2.9 Joint, quick-releasing 3.12 Quick-closing valve
2.10 Expansion joint with gland 3.13 Regulating valve
2.11 Expansion pipe 3.14 Ball valve (cock)
2.12 Cap nut 3.15 Butterfly valve
2.13 Blank flange 3.16 Gate valve
05.02 - ES0
MAN Diesel
500.65 Basic Symbols for Piping

Description
Page 2 (3)
Edition 01
General
No Symbol Symbol designation No Symbol Symbol designation

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

5. APPLIANCES
08028-0D/H5250/94.08.12
3.34 Non-return valve (air) 5.1 Mudbox
3.35 3/2 spring return valve, normally closed 5.2 Filter or strainer
3.36 2/2 spring return valve, normally closed 5.3 Magnetic filter
3.37 3/2 spring return valve contr. by solenoid 5.4 Separator
3.38 Reducing valve (adjustable) 5.5 Steam trap
3.39 5.6 Centrifugal pump

On/off valve controlled by solenoid and pilot
directional valve and with spring return
05.02 - ES0
MAN Diesel
Description
Basic Symbols for Piping 500.65
General
No. Symbol Symbol designation No. Symbol Symbol designation

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

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

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

08028-0D/H5250/94.08.12
05.02 - ES0
Operation of engine
501/601
MAN Diesel & Turbo
Description 501.01
Page 1 (3) Operation
Edition 03
L16/24
Preparations for Starting – by means of cooling water from engines
which are running or by means of a pre-
The following describes what to do before starting heater (if installed).
when the engine has been out of service for a
period of time.

1) Check the oil level in the base frame with the
dipstick.
2) Check the oil level in the governor, see Fig. 2,
with the level indicator on the governor.
3) Start up the prelubricating pump.
Figure 2: Governor
▪ When starting without preheated cooling water,

the engine may only be started on MDO (Marine
Diesel Oil).
Note: When starting on HFO (Heavy Fuel Oil), only
item a) applies.
HFO System
7) Open the fuel oil supply.
Figure 1: Monitoring of temperature/pressure (MTP)
Starting on HFO: circulate preheated fuel through
the pumps until correct working temperatures have
4) Check prelubricating oil pressure at inlet to filter,
been achieved. This normally takes 30-60 minutes.
inlet of the engine and inlet turbocharger on the
monitoring box display according to the data 8) Regulating gear - please check:
and setpoints sheet. ▪ that all fuel injection pumps are set at index "0"
when the regulating shaft is in STOP position.
Cooling Water System ▪ that each fuel injection pump can be pressed by
5) Open the cooling water supply. hand to full index when the regulating shaft are
in STOP position, and that the pumps return
6) Check the cooling water pressure. automatically to the "0" index when the hand is
Note: To avoid shock effects owing to large temper- removed.
ature fluctuations just after start, it is recommended:
▪ to preheat the engine. Cooling water at least
60°C should be circulated through the frame
and cylinder head for at least 2 hours before
start:
2002.12.02 - ES0
MAN Diesel & Turbo
501.01 Description
Operation Page 2 (3)
Edition 03
L16/24
Starting Air System 19) Check that all cylinders are firing, see exhaust
gas temperatures.
9) Check the pressure in the starting air receiver(s).
Note: Check the stop cylinder (Lambda controller)
10) Drain the starting air system. for regulating the shaft works properly, both when
11) Open the starting air supply. stopping normally and at overspeed and shut
12) Check the air pressure on the operating box down. Check that all shutdowns are connected and
according to the data and setpoints sheet. function satisfactory.
20) Test the overspeed, see Working Card
Starting 509-01.05.
13) Start the engine by activating the start button 21) Check that all alarms are connected.
on the operation box; push the button until the
engine ignites, see Fig. 3 Operation
The engine should not be run up to more than 50%
Testing during Running load to begin with, and the increase to 100%
See Description 509.05 before operating the control should take place gradually over 5 to 10 minutes.
panel. 22) The lubricating oil pressure must be within the
stated limits and may not fall below the stated
minimum pressure. The paper filter cartridges
must be replaced before the pressure drop
across the filter reaches the stated maximum
value, or the pressure after the filter has fallen
below the stated minimum value. Dirty filter car-
tridges cannot be cleaned for re-use.
23) The lubricating oil temperature must be kept
within the stated limits indicated on the data
and setpoints sheet.
24) The fuel oil pressure must be kept at the stated
value.
25) The cylinder cooling water temperature must be
kept within the limits indicated on the data and
setpoints sheet.
26) The fuel oil pressure must be kept at the stated
value.
27) The cylinder cooling water temperature must be
kept within the limits indicated on the data and
setpoints sheet.
Figure 3: Operation box (OB). 28) The exhaust gases should be free of visible
smoke at all loads. For normal exhaust temper-
Check the following on the monitoring box accord- atures, see the test report from shop and sea
ing to the data and setpoints sheet. trials.
14) Check the lubricating oil pressure. 29) Keep the charging air pressure and tempera-
ture under control. For normal values, see the
15) Check the cooling water pressure.
test report from shop and sea trials.
16) Check the fuel oil feed pressure.
30) Recharge the starting air receivers to the descri-
17) Check that the turbocharger is running. bed value.
18) Check that the prelubricating oil pump stops
automatically.
2002.12.02 - ES0
MAN Diesel & Turbo
Description 501.01
Page 3 (3) Operation
Edition 03
L16/24
31) To ensure full operational reliability, the condi-
tion of the engine should be continuously
observed so that order for preventive mainte-
nance work can be carried out before serious
breakdowns occur, see also section 502.
Stopping
32) Before stopping, it is recommended to run the
engine at reduced load, max. 2 min.
33) The engine is stopped by activating the stop
button on the operating box. Please note that
the push button must be activated at least 3
sec. before stop will be activated.
Starting and Stopping on HFO

Starting and stopping of the engine should take
place on HFO in order to prevent any incompatibility
problems on changeover to MDO.
MDO should only be used in connection with main-
tenance work on the engine or before a longer
period of engine standstill.
Before starting on HFO the engine must be properly
preheated as described in "Preparations for Start-
ing" and as described below.
Stopping the engine on HFO is no problem, but it
should be ensured that the temperature of fuel
pipes is not reduced to a level below the pour point
of the fuel. Otherwise reestablishing the circulation
might cause problems.
Starting on MDO
For starting on MDO there are no restrictions
except that lubricating oil viscosity may not be
higher than 1500 cSt (10°C SAE 40).
Initial ignition may be difficult if the engine and ambi-
ent temperatures are lower than 5°C and 15°C
cooling water temperature.
2002.12.02 - ES0
MAN Diesel
Description
Out of Service 501.05
Page 1 (2)
Edition 05
L16/24 L27/38
V28/32S L21/31
Stand-by Mode 3) A lubricating oil sample should be sent to a
laboratory for immediate analysis.
During engine standstill in stand-by position the me-
dia cooling water and fuel oil should be continuously 4) The installed drain fasilities in the exhaust gas
circulated at temperatures similar to the operating system must be open.
conditions.
The prelubricating pump must always run in stand- Work during Repairs
by mode.
The following should be carried out during major
repairs.
Maintenance during Standstill
5) Retighten all bolts and nuts in the crankcase.
In periods during standstill of the engine (not in
stand-by position) it is recommended to start the 6) Check the various gearwheel drives for the
prelubricating oil pump for minimum 20 minutes camshafts.
once every week and to turn the engine during the
prelubricating period by 2-3 revolutions. 7) Remedy leakages of water and oil in the engine,
and blow through blocked-up drain pipes.
Laid-up Vessels 8) Drain starting air pipes of water.
During the lay-up period we recommend that our 9) Empty the oil sump of lubricating oil and check
special instructions for preservation of the engines the bottom of the oil sump for fragments of
are followed. babbitt from bearings. Remove the sludge, if
not done within a period of one year. Clean the
sump very thoroughly and subsequently coat
Work before Major Repairs with clean lubricating oil.
Follow all Working Cards carefully. Carry out all the

measuring and inspection stated on these Working Work after Repairs
Cards.
Cleaning of Lubricating Oil System
1) After stopping the engine, while the oil is still
warm, start the el-driven prelub. pump, open 10) If opening-up the engine or lubricating oil
up the crankcase and camshaft housings and system has caused the ingress of impurities,
check that the oil is flowing freely from all bear- cleaning should be carried out very carefully
ings. before starting the engine.
08028-0D/H5250/94.08.12
After overhaul of pistons, bearings, etc. this check The differential pressure across the lubricating oil
should be repeated before starting the engine. filter must be watched very carefully after cleaning
and star ting-up the engine. Be sure to replace filter
2) Open up all filters to check that filter elements cartridges in due time.
are intact. Filter cartridges in the lub. oil filter
are to be replaced before start, after repair, 11) After restoring normal prelubricating oil circula-
or after excessive differential pressure. After tion, turn the engine at least two revolutions
removal, dirty elements can be examined for by means of the turning device to check the
particles of bearing metal at the bottom of the movability of the relevant parts of the engine.
paper lamella (the elements cannot be used
again). 12) Close drain cocks in the exhaust gas system
if mounted.
02.47 - ES0
MAN Diesel
501.05 Description
Edition 05
Out of Service Page 2 (2)
L16/24 L27/38
V28/32S L21/31
Lubrication of Manoeuvering Gear b) Adjustment speed: switch in the alternator
on the switchboard and set the load to about
13) Lubricate the bearings and rod connections 40%. On reaching normal oil temperatures in
in the manoeuvering gear. Move the rod con- governor and engine increase the load instantly
nections by hand to check that the friction in to about 80% (by starting a major pump or
bearings and fuel injection pumps is sufficiently compressor).This must not cause the frequency
low. to fall by more than some 8%, and the engine
must return to a constant no. rpm after about 3
14) Checks to be made just before starting the seconds (although this rpm will be a little lower
engine are described under 501.01. than before owing to the speed drop of the
governor). If the engine is operated in parallel
with other engines, an even sharing of the load
Check of Governor must be established within about 3 seconds.
If the governor reacts too slowly, compensat-
Note: At starting-up after an overhaul the overspeed ing adjustment is effected as indicated in the
shutdown must be testet at correct setpoint after the governor's instruction manual (Compensating
following has been done: Adjustment).
a) Start the engine and keep it at no load. Note: It is a condition for this test that the engine
and turbocharger are in perfect operating condition,
b) Turn the speed setting on governor until the so that possible sources of error can be eliminated
overspeed is released. Check that it is released immediately.
at correct rpm according to "Operation data
& set points", 500.30 and working card 509- c) Hunting: run the engine at synchronous rpm,
01.05. and without load. Provided that the governor oil
is warm, the regulating lever must not perform
Note: If both overspeed shutdown (SSH 81) are ac- any major periodical movements, and neither
tivated, nuts and bolts have to be retightened before must there be any variation in the engine speed.
the engine is started, (Nuts and bolts according to the If that is the case, repeat the compensating
colomn "Check new/overhauled parts after - hours" adjustment according to the governor's instruc-
in the planned maintenance program). tion manual.
15) Check the governor as follows: start up the d) Speed drop: in case of unsatisfactory load
engine and run it at the synchronous number sharing between two or more engines this can
of revolutions. be rectified by increasing the speed drop of the
engine that is subject to the greatest load (or
a) Speed-setting: before switching-in the alterna- by reducing the setting of the other engines).
tor on the switchboard please check that the
The setting should normally not be increased be-
08028-0D/H5250/94.08.12
servomotor adjusts the rpm with a suitable

quickness after actuation of the synchronizer yond the "max" value (stated below) on the scale,
knob on the switchboard. The range from - 5% and satisfactory parallel operation can generally be
to + 5% from the synchronous rpm should be obtained at settings "normal range" (stated below).
tested. Setting "Default" stated below can be used in most
cases.
Woodward Europa
Max. 70 100
Normal range 45-60 70-90
Default 52 80
02.47 - ES0
MAN Diesel
Description
Starting-up after Repair 501.10
Page 1 (1)
Edition 03
General
The following enumerated checks are to be made im- feel-over on the surfaces of all moving parts where
mediately after starting and during load increase. friction may arise and cause undue heating.
Note: In the following it is assumed that the engine has Feel: main bearings, big-end bearings, alternator
been out of service for some time due to repairs and bearings, and camshaft bearings, cylinder liners,
that checks during out of service periods have been roller guides and gear wheels.
carried out as described in the previous chapter.
After the last feel-over, repeat check 1) on page
When starting up after repair, the following checks 501.05, see also "Ignition in Crankcase" on page
must be made, in the order stated in addition to 503.04 in section 503.
normal surveillance and recording.
After repair or renewal of cylinder liners, piston rings
or bearings, allowance must be made for a running-
To be Checked Immediately after Starting in period, i.e. the engine load should be increased
gradually as indicated in the tables below.The engine
1) Check that the turbocharger is running. output is determined on the basis of the fuel index
and the load on the electric switchboard. The turbo-
2) Check that the lubricating oil pressure is in charger speed gives some indication of the engine
order. output, but is not directly proportional to the output
throughout the service period.
3) Check that all cylinders are firing (see exhaust
temperatures). Begin the starting-up sequence at a reduced engine
speed, e.g. 400 rpm, until it can be known for cer-
4) Check that everyting is normal for the engine tain that there are no hot spots in the engine. Then
speed, fuel oil, cooling water and system oil. increase the speed to the normal rpm and connect
to the switchboard and put on load.
5) Check by simulation of the overspeed shutdown
device that the engine stops, see working card The load increase during the starting-up sequence
509-01.05. may, for instance, be:
Note: The overspeed setting should be according to 25 % load for 2 hours

"Operation data & set points", 500.30. 50 % load for 2 hours
75 % load for 2 hours
100 % load may be put on
To be Checked during Starting-up, but only
if Required after Repairs or Alterations For loads: see the fuel pump index on the testbed
figures in section 502.
6) If the condition of the machinery is not well-
08028-0D/H5250/94.08.12
known, especially after repairs or alterations, After completing the starting-up sequence, make
the "feel-over sequence" should always be sure that all fuel injection pumps are set at the same
followed, i.e.: index and that the governor can cause all fuel pumps
to move to "0" index.
After 5-15 and 30 minutes' idle running, open the
crankcase and the camshaft housing and perform
02.40 - ES0
MAN Diesel & Turbo
Description 501.15
Page 1 (2) Guidelines for Longterm Low-Load Operation on HFO
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

Part load/low load operation
Figure 1: Low-load operation

and combustion air channels, combustion cham-
In certain ship and power station operation modes bers and turbocharger. HFO-operation at loads
the diesel generating sets are exposed to part lower than 20% MCR should therefore only take
load/low load operation. place within certain time limitations according to the
curves.
During manoeuvring of the ship all diesel generating
sets are often started up for safety reasons, result- After a certain period of HFO-operation at loads
ing in low load operation of all the engines. During lower than 20% MCR, a change to MDO should
harbour stay one diesel generator could be low-loa- take place in order to prevent further retardation of
ded when only hotel purposes are consuming elec- the engine performance condition. Alternatively, the
tricity. engine load should be raised to 70% MCR over a
period of 15 minutes and maintained here for some
Island mode operation of diesel generating sets in time in order to burn off the carbon deposits, thus
power stations is frequently exposed to low load re-establishing adequate performance condition.
operation like on a ship. After such a "clean burning period" low load opera-
At part load/low load it is important to maintain con- tion on HFO can be continued.
stant media temperatures, i.e. for cooling water, However, the operator must be aware of the fact
lubricating oil and fuel oil in order to ensure ade- that fouling in the combustion air inlet channels, if
quate combustion chamber temperature and thus any, will not be cleaned at high load operation.
complete combustion.
At loads lower than 20% MCR there is a risk of time
dependant retardation of the engine performance
condition due to fouling of the exhaust gas channels
2008.05.12 - ES1
MAN Diesel & Turbo
501.15 Description
Guidelines for Longterm Low-Load Operation on HFO Page 2 (2)
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

Extensive low load running can therefore result in
the need for manual cleaning of the combustion air
inlet channels.
If special application conditions require continuous
HFO-operation at loads lower than 20% MCR and
occasionally performed "clean-burning" periods are
inconvenient or impossible, special equipment and
arrangements must be established.
2008.05.12 - ES1
MAN Diesel & Turbo
Description Guidelines regarding MAN Diesel & Turbo GenSets 501.16
Page 1 (1)
operating on low sulphur fuel oil Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF

General When operating on MDO/MGO a larger leak oil
amount from fuel oil injection pumps and fuel oil
Exhaust emissions from marine diesel engines have injection valves can be expected compared to oper-
been the focus of recent legislation. Apart from ation on HFO.
nitrous oxides (NOx), sulphur oxides (SOx) are con-
sidered to be the most important pollution factor. A In order to carry out a quick change between HFO
range of new regulations have been implemented and MDO/MGO the change over should be carried
and others will follow (IMO, EU Directive, and out by means of the valve V1-V2 installed in front of
CARB). These regulations demand reduction of the engine.
SOx emissions by restricting the sulphur content of For the selection of the lubricating oil the same
the fuel. That is to say sulphur limits for HFO as well applies as for HFO. For temporary operation on dis-
as mandatory use of low sulphur distillate fuels for tillate fuels including low sulphur distillates nothing
particular applications. This guideline covers the has to be considered. A lubricating oil suitable for
engine related aspects of the use of such fuels. operation on diesel fuel should only be selected if a
distillate fuel is used continuously.
Low sulphur HFO
From an engine manufacturer’s point of view there
is no lower limit for the sulphur content of HFO. We
have not experienced any trouble with the currently
available low sulphur HFO, that are related to the
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are
applied for the production of low sulphur HFO
(desulphurization, uncommon blending compo-
nents). MAN Diesel & Turbo will monitor develop-
ments and inform our customers if necessary.
If the engine is not operated permanently on low
sulphur HFO, then the lubricating oil should be
selected according to the highest sulphur content
of the fuels in operation.
Low sulphur distillates

In general our GenSet is developed for continuous
operation on HFO as well as on MDO/MGO. Occa-
sionally changes in operation mode between HFO
and MDO/MGO are considered to be within normal
operation procedures for our engine types and do
thus not require special precautions.
Running on low sulphur fuel (< 0.1% S) will not
cause problems, but please notice the following
restrictions:
In order to avoid seizure of the fuel oil injection
pump components the viscosity at engine fuel oil
inlet must be > 2 cSt. In order achieve this it may be
necessary to install a fuel oil cooler, when the
engine is running on MGO. This is both to ensure
correct viscosity and avoid heating up the service
tank, which is important as the fuel oil injection
pumps are cooled by the fuel.
2010.04.19
Performance and
condition
502/602
MAN Diesel & Turbo
Description 502.01
Page 1 (3) Engine Performance and Condition
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF
Performance data and engine condition Reduction of the charge air pressure results in a
corresponding reduction of the compression pres-
During operation small changes in the engine condi- sure and max. combustion pressure.
tion take place continuously as a result of combus-
tion, including fouling of airways and gasways, for- When checking the max. pressure adjustment of
mation of deposits, wear, corrosion, etc. If continu- the engine, it is therefore to be ensured that the
ously recorded, these changes in the condition can existing charge air pressure is correct. Is not avaia-
give valuable information about the operational and ble for L16/24.
maintenance condition of the engine. Continuous
observation can contribute to forming a precise and Fuel injection pump
valuable basis for evaluation of the optimum opera-
The amount of fuel injected is equivalent to the sup-
tion and maintenance programmes for the individual
plied energy and is thus an expression of the load
plant.
and mean effective pressure of the engine. The fuel
pump index can therefore be assumed to be pro-
Engine performance data portional to the mean pressure. Consequently, it
If abnormal or incomprehensible deviations in oper- can be assumed that the connected values of the
ation are recorded, expert assistance in the evalua- pump index are proportional to the load.
tion thereof should be obtained. The specific fuel consumption, SFOC (measured by
We recommend taking weekly records of the most weight) will, on the whole, remain unchanged
important performance data of the engine plant. whether the engine is operating on HFO or on
During recording (working card 502-01.00 can be MDO, when considering the difference in calorimet-
used) the observations are to be compared continu- ric heat value. However, when operating on HFO,
ously in order to ascertain alterations at an early the combination of density and calorific value may
stage and before these exert any appreciable influ- result in a change of up to 6% in the volumetric
ence on the operation of the plant. consumption at a given load. This will result in a
corresponding change in the fuel pump index, and
As a reference condition for the performance data, attention should be paid to this when adjusting the
the testbed measurements of the engine or possibly overload preventive device of the engine.
the measurements taken during the sea trial on the
delivery of the ship can be used. If considerable To avoid overloading of the engine the charge air
deviations from the normal conditions are observed, pressure and turbine speed recorded at the shop
it will be possible, in a majority of cases, to diag- test should not be exceeded.
nose the cause of such deviations by means of a At the Power Control Synchronizing (PCS) panel in
total evaluation and a set of measurements, after the engine control room it is possible to reduce the
which possible adjustment/overhauls can be deci- load by adjusting the setting for maximum MCR
ded on and planned. load limit.
Abrasive particles in the fuel oil result in wear of fuel
Evaluation of performance data injection pumps and fuel valve nozzles. Effective
treatment of the fuel oil in the purifier can keep the
Air cooler content of abrasive particles to a minimum. Worn
fuel injection pumps will result in an increase of the
Fouling of the air side of the air cooler will manifest index on account of an increased loss in the pumps
itself as an increasing pressure drop, lower charge due to leakage.
air pressure and an increased exhaust/charge air
When evaluating operational results, a distinction is
temperature level (with consequential influence on
to be made between changes which affect the
the overhaul intervals for the exhaust valves).
whole engine (all cylinder units) and changes which
An increase in charge air temperature involves a occur in only one or a few cylinders.
corresponding increase in the exhaust gas temper-
Deviations occuring for a few cylinders are, as a
ature level by a ratio of about 1:1.5, i.e. 1°C higher
rule, caused by malfunctioning of individual compo-
charge air temperature causes about 1.5°C higher
nents, for example a fuel valve with a too low open-
exhaust gas temperature.
2012.01.23
MAN Diesel & Turbo
502.01 Description
Engine Performance and Condition Page 2 (3)
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF

ing pressure, blocked nozzle holes, wear or other Abrasive particles in the fuel oil involve heavier wear
defects, an inlet or exhaust valve with wrongly of the fuel valve needle, seat, and fuel nozzle holes.
adjusted clearance, burned valve seat, etc. Therefore, abrasive particles are to the greatest
possible extent to be removed at the purification.
Turbochargers
Fouling of the turbine side of the turbocharger will,
Exhaust valves
in its first phase, manifest itself in increasing turbo- The overhaul intervals for exhaust valves is one of
charger revolutions on account of increased gas the key parameters when the reliability of the entire
velocity through the narrowed nozzle ring area. In engine is to be judged. The performance of the
the long run, the charging air quantity will decrease exhaust valves is therefore extremely informative.
on account of the greater flow resistance through Especially under unfavourable conditions, fuel quali-
the nozzle ring, resulting in higher wall temperatures ties with a high vanadium and sodium content will
in the combustion chambers. promote burning of the valve seats. Combinations
Service experience has shown that the turbine side of vanadium and sodium oxides with a corrosive
is exposed to increased fouling when operating on effect will be formed during combustion. This adhe-
HFO. sive ash may, especially in the event of increased
The rate of fouling and thereby the influence on the valve tem-peratures, form deposits on the seats. An
operation of the engine is greatest for small turbo- increasing sodium content will reduce the melting
chargers where the flow openings between the point and thereby the adhesive temperature of the
guide vanes of the nozzle ring are relatively small. ash, which will involve a greater risk of deposits.
Deposits occur especially on the guide vanes of the This condition will be especially unfavourable when
nozzle ring and on the rotor blades. In the long run, the na/va weight ratio increases beyond 1:3.
fouling will reduce the efficiency of the turbocharger The exhaust valve temperature depends on the
and thereby also the quantity of air supplied for the actual maintenance condition and the load of the
combustion of the engine. A reduced quantity of air engine. With correct maintenance, the valve tem-
will result in higher wall temperatures in the com- perature is kept at a satisfactory low level at all
bustion spaces of the engine. loads. The air supply to the engine (turbocharger/air
Detailed information and instructions regarding cooler) and the maximum pressure adjustment are
water washing of the turbocharger are given in the key parameters in this connection.
instruction manual. It is important for the functioning of the valves that
the valve seats are overhauled correctly in accord-
Fuel valves ance with our instructions.
The use of rotocaps ensures a uniform distribution
Assuming that the fuel oil is purified effectively and
of temperature on the valves.
that the engine is well-maintained, the operational
conditions for the fuel valves and the overhaul inter-
vals will not normally be altered essentially when Air inlet valves
operating on HFO. The operational conditions of the air inlet valves are
If, for any reason, the surface temperature of the not altered substantially when using residual fuel.
fuel valve nozzle is lower than the condensation
temperature of sulphuric acid, sulphuric acid con- Fuel injection pumps
densate can form and corrosion take place (cold
corrosion). The formation of sulphuric acid also Assuming effective purification of the fuel oil, the
depends on the sulphur content in the fuel oil. operation of the fuel injection pumps will not be very
much affected.
Normally, the fuel nozzle temperature will be higher
than the approx. 180°C at which cold corrosion The occurrence of increasing abrasive wear of
starts to occur. plunger and barrel can be a consequence of insuffi-
cient purification of the fuel oil, especially if a fuel
which contains residues from catalytic cracking is
used. Water in the fuel oil increases the risk of cavi-
2012.01.23
MAN Diesel & Turbo
Description 502.01
Page 3 (3) Engine Performance and Condition
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF

tation in connection with pressure impulses occur-
ring at the fuel injection pump cut-off. A fuel with a
high asphalt content has deteriorating lubricating
properties and can, in extreme cases, result in
sticking of the fuel injection pump plungers.
Engine room ventilation, exhaust system

Good ventilation of the engine room and suitable
location of the fresh air intake on the deck are
important. Sea water in the intake air might involve
corrosive attack and influence the overhaul intervals
for the exhaust valves.
The fresh air supply (ventilation) to the engine room
should correspond to approximately 1.5 times the
air consumption of the engines and possible boilers
in operation. Under-pressure in the engine room will
involve an increased exhaust temperature level.
The exhaust back-pressure measured after the tur-
bochargers at full load must not exceed 300 mm
water column. An increase in the exhaust back-
pressure will also cause an increased exhaust valve
temperature level, and increased fuel consumption.
2012.01.23
MAN Diesel & Turbo
Description Evaluation of Readings Regarding 502.02

Page 1 (1)
Combustion Condition Edition 04
General
PRESSURE DROP
INCREASING
(limit 50%)
Air filters
fouled.
PRESSURE DROP
INCREASING
(limit 50%)
Air side of
ALL CYLINDERS cooler fouled.
Exhaust temp. increa-
sing:
Air system fouled TEMP. DIFFERENCE
(Air filter-blower-cooler). TOO LARGE
Exhaust system fouled Water flow too small
(nozzle ring, turbine
wheel).
TEMP. DIFFERENCE
TOO LARGE
Air cooler fouled.
ONE CYLINDER DECREASING CHARGE

Exhaust temp. in AIR PRESSURE:
creasing: Fuel valve Decreasing air amount.
needs overhaul. Fouled turbocharger,
Compression too low air filter or charge
owing to leakage of Pcomp and Pmax are measured by means air cooler (air side).
exhaust valve or of max. pressure gauge.
piston ring blow-by. Pcomp too low: Leaky combustion chamber,
charging air pressure too low.
Pmax too low: to late injection timing, low
charge air press., low comp. press., worn
fuel pump
P comp too low, ignition too late.
Remarks: except for L16/24 Please also see Description 502.01,

Engine Performance and Condition
11.23 - ES0
MAN Diesel
Description
Condensate Amount 502.05
General
Fig. 1 Nomogram for calculation of condensate amount.
General Then normally, the air cannot absorb the same

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

Air Receiver Ambient air condition:
air temperature 35 C
Both higher pressure and lower temperature reduce relative air humidity 90 %
the ability to absorb water. A turbocharged diesel Charge air temperature 50 C
engine takes air from outside, compresses and Charge air pressure 2.6 bar
cools the air.
04.31 - ES2
MAN Diesel
502.05 Condensate Amount

Description
General
As a guidance, an air consumption of 8.2 kg/kWh (Le) Amount of Condensate Water in Air Tanks
at full load can be used for MAN B&W engines.
The volume of condensate in the air tank is determi-
Solution according to diagram: ned by means of the curve at the bottom to the right
of the diagram, representing an operating pressure
Water content of air (I) 0.033 kg/kg of 30 bar.
Max. water cont. of air (II) 0.021 kg/kg
Example:
Amount of condensate in charge air receiver.
Amount of condensate in air tank.
= (I-II) x le x P
= (0.033 - 0.021) x 8.2 x 1000 = 123 kg/h Volumetric capacity of tank (V) 4000 dm³
Temperature in tank (T) 40 °C=313K
Internal press. of tank (p) 30 bar
Draining of Condensation Water = 31 x 105 N/m²(abs.)
Gas constant for air (R) 287 Nm/kg.K
This phenomenon will occur on all turbocharged Ambient air temperature 35 °C
engines. For MAN B&W Four-stroke engine, there Relative air humidity 90 %
is no risk with a small amount of water in the charge Weight of air in tank
air receiver. But if the charge air receiver is filled with
water, there is a risk of getting water into the cylinder. pxV 31 x 105 x 4
This water have to be drained away. As standard a m= = = 138 kg
RxT 287 x 313
valve is mounted on the charge air receiver/cooler
on the engine. This valve is to be used for draining
of the water. If there is a great amount, the valve can Solution acc. to above diagram:
be left half-open. If the amount is small, the charge
air receiver can be drained periodically. Water content of air (l) 0.033 kg/kg
Max. water cont. of air (lll) 0.0015 kg/kg
Amount of condensate in air tank
= (I - III) x m
= (0.033 - 0.0015) x 138 = 4.35 kg
08028-0D/H5250/94.08.12
04.31 - ES2
MAN Diesel & Turbo
Work Card 502-01.00
Page 1 (3) Engine Performance Data
Edition 11
L16/24, L21/31, L27/38

Shut-off starting air 52002 138 only for L21/31, L27/38
52002 498 only for L27/38
Shut off fuel oil
Short Description
Measurements of engine performance data.

Engine is running.
Related Procedure

Number : 1
Data
2012.01.23. - ES0
MAN Diesel & Turbo
502-01.00 Work Card
Engine Performance Data Page 2 (3)
Edition 11
L16/24, L21/31, L27/38
Health Risk!
Warning!
Health Risk!
Due to vibrations during engine operation, espe-
cially in awkward positions!
The area around the engine

Warning!
tidy!
2012.01.23. - ES0
MAN Diesel & Turbo
Work Card 502-01.00
Page 3 (3) Engine Performance Data
Edition 11
L16/24, L21/31, L27/38
Diagram
2012.01.23. - ES0
MAN Diesel & Turbo
Work Card 502-05.00
Page 1 (3) Check of Leakages from Inspection Holes
Edition 01
L16/24

Shut-off starting air
Shut off fuel oil
Short Description
Check of leakages from inspection holes.
Related Procedure

Duration in h : 1/4 Plate No. Item No. Quantity
Number : 1
Data
1998.05.25 - ES0
MAN Diesel & Turbo
502-05.00 Work Card
Check of Leakages from Inspection Holes Page 2 (3)
Edition 01
L16/24
Description
1) Leakages from cylinder head, see fig. 1.

If Then
Water leaks from the inspection hole The O-ring on the top of the liner has to be replaced
Gas leaks from the inspection hole The sealing ring cylinder head/liner has to be replaced
Figure 1: Inspection holes in the cylinder unit
1998.05.25 - ES0
MAN Diesel & Turbo
Work Card 502-05.00
Page 3 (3) Check of Leakages from Inspection Holes
Edition 01
L16/24
2) Leakages from HT cooling water pump,

see fig. 2.
If Then
Water leaks from the inspection hole Check the rotating sealing
3) Leakages from LT cooling water pump,

see fig. 2.
If Then
Water leaks from the inspection hole Check the rotating sealing
4) Leakages from charge air cooler, see

fig. 2.
If Then
Air leaks from the inspection holes The inner O-ring on the charge air cooler has to be
replaced
Water leaks from the inspection hole The O-rings on the cooling water connecting has to be
replaced
Figure 2: Inspection holes in the front-end box
1998.05.25 - ES0
Trouble shooting
503/603
MAN Diesel & Turbo
Description
Starting Failures 503.01
Page 1 (1)
Edition 02
General
Trouble Possible cause Troubleshooting
Engine turns as soon as shut- Faults in electrical system. Check electrical parts.
off valve is opened, without
start button being activated.
Engine does not turn when Air pressure in starting air Start compressors, re-charge
start button is activated. receiver too low. air receiver.
Main valve(s) closed. Open valve at receiver and stop

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

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

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

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

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

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

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

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

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

the entire system. and sealing in the
fuel system.
Cont.
02.40 - ES0
MAN Diesel & Turbo
503.02 Faults in Fuel Oil System Description

L16/24 L27/38
V28/32S L21/31
Worn-out fuel pump. Change fuel pumps.
If Then
Pressure before Clean fuel filter.
pumps is too low. Check that by-pass
valve for feed pump
is not open.
Pressure is still Increase the fuel

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

Timing of fuel Check fuel cam-
camshaft is shaft adjustment,
incorrrect. see Working card
507-01.20.
Major alteration Adjust camshaft,

of the fuel de- see Working card
mand adjustment 507-01.20.
of the fuel pump
timing.

Oil has collected Slow turning to
on piston crown. remove oil. Locate
and change defec-
tive fuel valve.
First ignitions are too violent. Engine Sluggish movement of manoeuvering Lubricate and mobilize rod connections
runs erratically. gear. and bearings in manoeuvring gear.
Fuel pump index to high. Check rod connection in manoeuvring

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

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

in the exhaust temperature and faill- Stopping of the The fuel pump of the cylinder con-
ing of the compression and maximum engine is not cerned should be put out of opera-
combustion pressure of the respective possible or tion by moving the index to stop
cylinder. convenient. and locking it in this position.
Blow-by = leaky combustion cham- Check piston rings, see working card 506-01.35.
ber.
Blow-by means a serious danger of piston seizure, and
the engine must if possible be stopped and the piston in
question pulled. Leaky piston rings will normally result in
heavy excess pressure in the crankcase.
If Then
Stopping of the The fuel pump of the cylinder con-
engine is not cerned should be put out of opera-
possible or tion by moving the index to stop
convenient. and locking it in this position.
Damaged fuel pump cam. Replace camshaft section, working card 507-01.05.
08028-0D/H5250/94.08.12
Exhaust gas temperature Decreased charging air temperature. Check the thermostatic valve in the cooling water system,
decreases on all cylinders. see working card 516-04.00.
Exhaust gas temperature Spindle in fuel valve is sticking. Change and overhaul defective fuel valve, see working
decrease on one cylinder. card 514-10.00.
Fuel pump plunger is sticking or Change fuel pump plunger/barrel assembly, see working
leaking. card 514-10.00.
Cont.
98.19 - ES0
MAN Diesel
503.03 Disturbances During Running

Description
Page 2 (3)
Edition 03H
General
Engine speed decreases. Pressure before fuel pumps too low. Raise fuel oil feed pump pressure to normal.
or
check filter, see working card 514-01.15.
Fuel valve defective. Change defective valve, see working card 514-01.10.
Fuel injection pump defective. Change or overhaul.
Water in the fuel. Drain off water from service and setting tanks. Check fuel
oil centrifuge.
Governor defective. See governor manual.
Engine stops. Shut-down for overspeed. Check fuel pumps, see working card 514-10.00.
Check governor, see governor manual.
Check movement of regulating mechanism.
Shut-down for low lubricating Check pressostat, see working card 509-05.00.
oil pressure. Check lubricating oil filter, see working card 515-01.10.
Check lubricating oil pump, see working card 515-01.00.
Shut-down for high lubricating Check lub. oil flow and pressure,
oil pressure. see working card 515-01.20.
Clean lubricating oil cooler, see working card 515-06.00.
Smoky exhaust. Turbine speed lagging behind engine Clean turbine(s), see working card 512-15.00.
speed.
Air supply too low. Clean air cooler, see working card 512-01.00.
Clean air filter, see working card 512-35.00.
Clean compressor, see working card 512-05.05.
Clean turbine, see working card 512-15.00.
Fuel valves or nozzles defective. Check fuel valves, see working card 514-01.10.
Exhaust valve knocking. Adjusting screw for valve setting loose. Inspect and replace defective parts, see working card
Push rod thrust disc damaged. 508-01.00.
08028-0D/H5250/94.08.12
Rising cooling water Thermostatic function Check thermostat.

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

developed.
Steam has developed. Stop the engine.

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

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

when full load is achieved.
See section 502.

08028-0D/H5250/94.08.12
98.19 - ES0
MAN Diesel & Turbo
Description 503.04
Page 1 (1) Ignition in Crankcase Edition 03
General
Cause 1) Stop the Engine
During running the atmosphere in the crankcase 2) Leave the engine room. Shut doors and keep
contains the same gases (N2-O2-CO2) in the same away from them. Make ready fire-fighting equip
proportions as in the ambient air, but an intense ment.
spray of oil drops is slung around everywhere. If
undue friction, and thus heating, arises between Warning: Do not open crankcase until 10 minutes
sliding surfaces, or heat is otherwise transmitted to after stopping the engine. When opening up, keep
the crankcase, the heated surface will cause eva clear of possible flames. Do not use naked light and
poration of the lubricating oil splashed onto it. When do not smoke.
the oil vapours condense they form milky white oil
mist which can ignite. Such ignition may be caused 3) Cut off starting air.
by the same "hot spot" that produced the oil mist. Set the control panel in "Blocking Mode" see
If a large quantity of oil mist has developed before description 501.01.
ignition, the burning may cause considerable pres- Take off all doors on one side of the crank
sure rise in the crankcase, forcing the relief valves case.
to open. In a few cases, presumably when the whole
crankcase has been filled with oil mist, a subsequent 4) Locate the hot spot. Powerful lamps should be
explosion has thrown off the crankcase doors and employed at once (in explosion-proof fittings).
caused fire in the engine room. Feel over all sliding surfaces (bearings, liners,
pistons, roller guides, etc.).
Every precaution should therefore be taken to (A)
avoid "hot spots" and (B) discover oil mist in time. Look for squeezed-out bearing metal and discol-
oration by heat (blistered paint, burnt oil, heated
steel).
"Hot spots" in Crankcase
5) Prevent further heating, preferably by making
Overheating of bearings is a result of inadequate or a permanent repair. Special attention should be
failing lubrication, possibly caused by pollution of paid to ensuring lubricating oil supply and the
the lubricating oil. satisfactory condition of the frictional surfaces
involved. It is equally important to replace filter
It is therefore important that the lubricating oil filtration elements in time.
equipment is in perfect condition. Filter cartridges may
not be used again if they have been removed from 6) Start electrically driven lubricating oil pump
the filter. Checking of the oil condition by analysis is and check oil flow from all bearings and spray
recommended. pipes in crankcase while turning the engine
through at least two revolutions.
Oil Mist in Crankcase 7) Stop and feel over. Look out for oil mist.
The presence of oil mist may be noted at the vent Especially the frictional surfaces that caused the
pipe which is usually fitted to the top of the engine heating should be felt over (5-15-30 minutes after
frame. starting, and again when full load is obtained). Sec
tion 501.10.
Measures (in case of white oil mist).
8) If it has not been possible to locate the hot spot,
Warning: Keep away from doors and relief valves on step 7 should be intensified and repeated until
crankcase. Do not stay unnecessarily in doorways the cause of the oil mist has been found and
near the doors of the engine room casing. remedied. In very rare cases oil mist could be
due to "atomization" of lubricating oil by the
action of an air jet (for instance blow-by, or
blow-by through cracked piston).
00.12 - ES0
MAN Diesel
Description
Trouble Shooting Guide for Centrifugal By-pass Filter 503.05
Page 1 (1)
Edition 02H
General
Tabulated below are the remedial actions to be taken
if the following faults are observed:
Trouble Possible cause Trouble shooting
Oil leakage through cover nut. Missing or damaged O-ring Replace O ring.
(see Item 158, Plate 51515).
Seal face damaged. Replace O ring.
Excessive vibrations. Rotor out of balance owing to un-even

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(The fluids get mixed.) Corrosion or fatigue fracture. Separate the plate heat exchanger.
(Phase 2) Put all plates to dry. Suspend the plates
in the plate heat exchanger again and
tighten it.
Circulate medium at full capacity on one
plate side (every second plate channel).
Keep the other plate channels unpres-
surised and free from liquid!
Stop the circulation after a few minutes
of operation and open the plate heat ex-
changer again. Take care to avoid water
spraying onto the dry plate side!
By a careful study of the plates it will be
possible to find moist areas, if any, on the
otherwise dry plate sides.
Check these areas with a dye penetrant!
Replace defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
check to find more defective plates, if any,
by putting one side under press.
Start up again.
If the unit is still leaking, check all plates
with a dye penetrant!
98.20 - ES0
MAN Diesel
Description 503.20
Page 1 (6) Trouble Shooting / Electrical Failures Edition 08
L16/24
L21/31
Trouble Shooting Safety System
This description is a trouble shooting guide for the The safety system is an independent system and
automation system on the diesel engine type L16/24 consists of maker ABB PLC hardware modules and
and L21/31. MAN Diesel software. Fig 1 describes the hardware
modules.
General For wiring of the modules and sensors a reference

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

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

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

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

L.T. WATER TEMP.
INLET AIR COOL.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

– No power on BM
– BM fatal hardware or software error. Indicated be red or yellow light or flashes on the BM two-coloured
LED.
08028-0D/H5250/94.08.12
ERR-1 Indicates cable break or sensor failure on the corresponding input.
FAULT Indicates that the BM module has entered failsafe mode either because of a fatal software or hardware fault.
Shown if the exhaust temperature is selected for an invalid cylinder number.
06.22 - ES0
MANDiesel
MAN Diesel
Electronic Device – Inspection Report No.:

(to be attached to the component in failure) (date + no./initials, ex. 20001218-01/FIF)
Type: Plant Name:

Part No.: Engine No.:
(to be fill in by User, Engine Maker or Service Staff)
Serial No.: Engine Maker:

Software No.: Hours: Purchase Order No.:
(push “Lamp test” 3-5 sec and read display)
Fault Description
Fault Type: Claim Report No.:

Periodically Constant Warranty Non-warranty
Description:
Date: Signature:
Failure Type Defective Module Defective Parts F.type Remark

Name Co Name & No. Diagram No. Code
de
Defect Comp. A
Missing Comp. B
Reversed Comp. D
Printed Track C
Soldering E
(to be fill in by Producer or Test Engineer)
Adjustment F
Mechanical G
Water Damage H
Repair
Software Update I
Updating J
K
Special Repair / Exchange Price

Standard Repair / Exchange Price
08028-0D/H5250/94.08.12
Time Hours Exch. Cost

Remarks:
Assumed reason for the failure:

Design Production Installation External Influence
Date: Repaired by:
08050-1EX/H5810/00.12.18
Media specification
504/604
MAN Diesel & Turbo 010.000.023-11
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralisation reserve than with fully com-
pounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the table entitled "Lubricating oils approved for use
in heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Lubricating oil (SAE 40) - Specification for heavy fuel

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method

2012-11-08 - de
operation (HFO)
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
oil
Additives The additives must be dissolved in the oil and their composition must ensure
General
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.
D010.000.023-11-0001 EN 1 (5)
010.000.023-11 MAN Diesel & Turbo
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion. The lubricating oil must not
absorb the deposits produced by the fuel.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
For tips on selecting the base number, refer to the table entitled “Base num-
ber to be used for various operating conditions".
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralisation capabili-
(BN) ties (BN) are available on the market. According to current knowledge, a rela-
tionship can be established between the anticipated operating conditions
and the BN number as shown in the table entitled "Base number to be used
for various operating conditions". However, the operating results are still the
overriding factor in determining which BN number produces the most effi-
cient engine operation.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
2012-11-08 - de
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
operation (HFO)
for exclusively HFO operation only with a sulphur content < 1.5 %.
General
2 (5) D010.000.023-11-0001 EN
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF for
exclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient
with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).
Table 3: Base number to be used for various operating conditions
Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with a low-sulphur content must be used in environ-
mentally-sensitive areas (SECA). Fuels with a higher sulphur content may be
used outside SECA zones. In this case, the BN number of the lubricating oil
selected must satisfy the requirements for operation using fuel with a high-
sulphur content. A lubricating oil with low BN number may only be selected if
fuel with a low-sulphur content is used exclusively during operation.
However, the results obtained in practiсe that demonstrate the most efficient
engine operation are the factor that ultimately determines, which additive
fraction is permitted.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification for these oils is O-236.
Experience with the drive engine L27/38 has shown that the operating tem-

perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
2012-11-08 - de
operation (HFO)
with further information.

Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
General
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil“). An oil sample must
D010.000.023-11-0001 EN 3 (5)
be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D 445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4: Limit values for used lubricating oil
Tests
Regular analysis of lube oil samples is very important for safe engine opera-
2012-11-08 - de
tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

operation (HFO)
Base Number (mgKOH/g)

Manufacturer
20 30 40 50
General
AEGEAN —— Alfamar 430 Alfamar 440 Alfamar 450

AGIP —— Cladium 300 Cladium 400 ——
4 (5) D010.000.023-11-0001 EN
Base Number (mgKOH/g)
Manufacturer
20 30 40 50
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA —— Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40
(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXON MOBIL —— Mobilgard M430 Mobilgard M440 Mobilgard M50
—— Exxmar 30 TP 40 Exxmar 40 TP 40
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 ——
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 ——
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
Argina XX 40
TOTAL LUBMAR- —— Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.

2012-11-08 - de
operation (HFO)
General
D010.000.023-11-0001 EN 5 (5)
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Specification of lubricating oil (SAE 40) for operation with

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592 gas oil, diesel oil (MGO/MDO) and biofuels
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method
Compounded lubricating oils The base oil to which the additives have been added (doped lubricating oil)
(HD oils) must have the following properties:
2012-11-08 - de
Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
General
D010.000.023-07-0001 EN 1 (5)
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Doped oil quality We recommend doped lubricating oils (HD oils) according to international
specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.
gas oil, diesel oil (MGO/MDO) and biofuels
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
2012-11-08 - de
no difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.
General
2 (5) D010.000.023-07-0001 EN
Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil“). An oil sample must
be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricat-

ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Tests
Regular analysis of lube oil samples is very important for safe engine opera-
2012-11-08 - de
tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

General
D010.000.023-07-0001 EN 3 (5)
Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to

health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)
AGIP Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco Taro 12 XD 40
(Texaco, Caltex) Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640
PETROBRAS Marbrax CCD-410
Marbrax CCD-415
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE Caprano M40
Disola M4015
Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and
diesel fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up
1)
to 2.0 weight %, a base number of appr. 20 should be selected.

2)
With a sulphur content of less than 1 %
2012-11-08 - de
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
General
occur when using these oils.
4 (5) D010.000.023-07-0001 EN
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels: max. 12 % FT-IR
biofuel fraction
Table 4: Limit values for used lubricating oil

2012-11-08 - de
General
D010.000.023-07-0001 EN 5 (5)
MAN Diesel & Turbo
Description 504.03
Page 1 (7) Treatment and maintenance of lubricating oilD
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF
General Operation on Heavy Fuel Oil (HFO)

During operation of trunk engines the lubricating oil HFO-operated engines require effective lubricating
will gradually be contaminated by small particles oil cleaning. In order to ensure a safe operation it is
originating from the combustion. necessary to use supplementary cleaning equip-
Engines operated on heavy fuels will normally ment together with the built-on full flow depth filter.
increase the contamination due to the increased It is mandatory to run bypass separator units con-
content of carbon residues and other contaminants. tinuously for engines operated on HFO, as an opti-
Contamination of lubricating oil with either freshwa- mal lubricating oil treatment is fundamental for a
ter or seawater can also occur. reliable working condition. Therefore it is mandatory
to clean the lubricating oil with a bypass separator
A certain amount of contaminants can be kept sus- unit, so that the wear rates are reduced and the life-
pended in the lubricating oil without affecting the time of the engine is extended.
lubricating properties.
The condition of the lubricating oil must be kept Bypass cleaning equipment
under observation (on a regular basis) by analyzing
oil samples. See Section 504.04 "Criteria for Clean- As a result of normal operation, the lubricating oil
ing/Exchange of Lubricating Oil". contains abraded particles and combustion resi-
dues which have to be removed by the bypass
The moving parts in the engine are protected by the cleaning system and to a certain extent by the
built-on duplex full-flow lubricating oil filter. The duplex full-flow lubricating oil filter as well.
replaceable paper filter cartridges in each filter
chamber has a fineness of 10-15 microns. The With automatic mesh filters this can result in an
safety filter, at the centre of each filter chamber, is a undesirable and hazardous continuous flushing. In
basket filter element, with a fineness of 60 microns view of the high cost of cleaning equipment for
(sphere passing mesh). removing micro impurities, this equipment is only
rated for a certain proportion of the oil flowing
The pressure drop across the replaceable paper fil- through the engine since it is installed in a bypass.
ter cartridges is one parameter indicating the con-
tamination level. The higher the dirt content in the The bypass cleaning equipment is operated
oil, the shorter the periods between filter cartridge ▪ continuously when the engine is in operation or
replacement and cleaning. at standstill
The condition of the lubricating oil can be main- For cleaning of lubricating oil the following bypass
tained / re-established by exchanging the lubricat- cleaning equipment can be used:
ing oil at fixed intervals or based on analyzing oil
▪ Separator unit
samples.
▪ Decanter unit
Operation on Marine Diesel Oil (MDO) & ▪ Self cleaning automatic bypass mesh filter
Marine Gas Oil (MGO) ▪ Built-on centrifugal bypass filter (standard on
MAN Diesel & Turbo, Holeby GenSets)
For engines exclusively operated on MDO/MGO we
recommend to install a built-on centrifugal bypass ▪ Bypass depth filter
filter as an additional filter to the built-on full flow The decanter unit, the self-cleaning automatic
depth filter. bypass mesh filter and the bypass depth filter
It is advisable to run bypass separator units contin- capacity must be adjusted according to maker’s
uously for engines operated on MDO/MGO as sep- recommendations.
arator units present the best cleaning solution. In case full flow filtration equipment is chosen, this
Mesh filters have the disadvantage that they cannot must only be installed as in-line cleaning upstream
remove water and their elements clog quickly. to the duplex full-flow lubricating oil filter, built onto
the engine.
2013.10.04
MAN Diesel & Turbo
504.03 Description
Treatment and maintenance of lubricating oilD Page 2 (7)
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF

The most appropriate type of equipment for a par- Lubricating oil preheating
ticular application depends on the engine output,
the type and amount of combustion residues, the The installed heater on the separator unit ensures
annual operating time and the operating mode of correct lubricating oil temperature during separa-
the plant. Even with a relatively low number of oper- tion. When the engine is at standstill, the heater can
ating hours there can be a great deal of combustion be used for two functions:
residues if, for instance, the engine is inadequately ▪ The oil in the sump is preheated to 95 – 98 °C
preheated and quickly accelerated and loaded. by the heater and cleaned continuously by the
separator unit.
Separator unit ▪ The heater can also be used to maintain an oil
temperature of at least 40 °C, depending on
Continuous lubricating oil cleaning during engine
installation of the lubricating oil system.
operation is mandatory. An optimal lubricating oil
treatment is fundamental for a reliable working con-
dition of the engine. Cleaning capacity
If the lubricating oil is circulating without a separator Normally, it is recommended to use a self-cleaning
unit in operation, the lubricating oil will gradually be filtration unit in order to optimize the cleaning period
contaminated by products of combustion, water and thus also optimize the size of the filtration unit.
and/or acid. In some instances cat-fines may also Separator units for manual cleaning can be used
be present. when the reduced effective cleaning time is taken
In order to prolong the lubricating oil lifetime and into consideration by dimensioning the separator
remove wear elements, water and contaminants unit capacity.
from the lubricating oil, it is mandatory to use a by-
pass separator unit. The required operation and design flow
The separator unit will reduce the carbon residue
content and other contaminants from combustion In order to calculate the required operation flow
on engines operated on HFO, and keep the amount through the separator unit, MDT's recommendation
within MDT’s recommendation, on condition that must be followed.
the separator unit is operated according to MDT's As a guidance, the following formula should form
recommendations. the basis for calculating the required operation flow
When operating a cleaning device, the following through the separator unit:
recommendations must be observed:
▪ The optimum cleaning effect is achieved by
keeping the lubricating oil in a state of low vis-
cosity for a long period in the separator bowl.
Q = required operation flow [l/h]
▪ Sufficiently low viscosity is obtained by preheat-
ing the lubricating oil to a temperature of 95°C - P = MCR (Maximum Continuous Rat-
98°C, when entering the separator bowl. ing) [kW]
▪ The capacity of the separator unit must be t = actual effective separator unit sep-
arating time per day [hour]
adjusted according to MDT's recommenda-
(23.5 h separating time and 0.5 h
tions. for sludge discharge = 24 h/day)
Slow passage of the lubricating oil through the sep-
n = number of turnovers per day of the
arator unit is obtained by using a reduced flow rate theoretical oil volume correspond-
and by operating the separator unit 24 hours a day, ing to 1.36 [l/kW] or 1 [l/HP]
stopping only for maintenance, according to mak-
er's recommendation. The following values for "n" are recommended:
n = 6 for HFO operation (residual)
n = 4 for MDO operation
n = 3 for distillate fuel
2013.10.04
MAN Diesel & Turbo
Description 504.03
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF

Example 1
For multi-engine plants, one separator unit per
engine in operation is recommended.
In order to obtain sufficient cleaning of the lubricat-

ing oil, the operation flow through the separator unit
must be around 15-25% of the design flow.
The design flow for selection of separator unit size
will then be in the range 1806-3009 l/h.
With an average power demand above 50% of the
installed GenSet power, the operation flow must be
based on 100% of the installed GenSet power.
Figure 1: Example 1
One 1000 kW engine operating on HFO connected

to a self-cleaning separator unit with a daily effective
separating period of 23.5 hours:
In order to obtain sufficient cleaning of the lubricat-

ing oil, the operation flow through the separator unit
must be around 15-25% of the design flow.
The design flow for selection of separator unit size
will then be in the range 1389-2315 l/h.
Example 2
As alternative one common separator unit can be
installed, with one in reserve if possible, for multi- 1 Interconnected valves
engine plants (maximum 3 engines per separator
unit). Figure 2: Example 2
The experienced load profile for the majority of mer-

chant vessels is that the average power demand is
around 43-50% of the installed GenSet power. With
three identical engines this corresponds to 1.3-1.5
times the power of one engine.
▪ Bulk Carrier and tankers : ~1.3 times the power
of one engine
▪ Container vessel : ~1.5 times the power of one
engine
Three 1000 kW engines operating on HFO connec-
ted to a common self-cleaning separator unit with a
daily effective separating period of 23.5 hours:
2013.10.04
MAN Diesel & Turbo
504.03 Description
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF

Density and viscosity are important parameters for
Separator unit installation efficient separation. The greater the difference in
density between the particle and the lubricating oil,
With multi-engine plants, one separator unit per the higher the separation efficiency. The settling
engine in operation is recommended (see figure 1), velocity increases in inverse proportion to viscosity.
but if only one separator unit is in operation, the fol- However, since both density and viscosity vary with
lowing layout can be used: temperature, separation temperature is the critical
▪ A common separator unit (see figure 2) can be operating parameter.
installed, with one in reserve, if possible, for Particle size is another important factor. The settling
operation of all engines through a pipe system, velocity increases rapidly with particle size. This
which can be carried out in various ways. The means that the smaller the particle, the more chal-
aim is to ensure that the separator unit is only lenging the separation task. In a centrifuge, the term
connected to one engine at a time. Thus there (rω2) represents the centrifugal force which is sev-
will be no suction and discharging from one eral thousand times greater than the acceleration
engine to another. due to gravitational force. Centrifugal force enables
It is recommended that inlet and outlet valves are the efficient separation of particles which are only a
connected so that they can only be changed over few microns in size.
simultaneously. The separation efficiency is a function of:
With only one engine in operation there are no
problems with separating, but if several engines are
in operation for some time it is recommended to
split up the separation time in turns on all operating
engines.
With 2 out of 3 engines in operation the 23.5 hours
separating time must be split up in around 4-6
hours intervals between changeover.
Stokes' law
The operating principles of centrifugal separation
are based on Stokes’ Law.
V = settling velocity [m/sec]

rω 2
= acceleration in centrifgal field [m/sec2]
d = diameter of particle [m]
ρp = density of particle [kg/m3]
ρl = density of medium [kg/m3]
µ = viscosity of medium [kg/m, sec.]
The rate of settling (V) for a given capacity is deter-

mined by Stokes’ Law. This expression takes into
account the particle size, the difference between
density of the particles and the lubricating oil, and
the viscosity of the lubricating oil.
2013.10.04
MAN Diesel & Turbo
Description 504.03
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF

tor unit. In order to ensure that the centrifugal forces
separate the heavy contaminants in the relatively
limited time that they are present in the separator
bowl, the separator unit must always be operated
with an inlet temperature of 95-98°C for lubricating
oil.
A control circuit including a temperature transmitter
and a PI-type controller with accuracy of ±2°C must
be installed. If steam-heated, a correctly sized
steam valve should be fitted with the right KvS
value. The steam trap must be a mechanical float
type. The most common heaters on board are
steam heaters. This is due to the fact that steam in
most cases is available at low cost.
Most ships are equipped with an exhaust boiler uti-
lizing the exhaust gases to generate steam.
A large proportion of smaller tonnage does, how-
ever, use electric heaters.
It is essential to keep the incoming oil temperature
to the separator unit steady with only a small varia-
tion in temperature allowed (maximum ±2°C).
The position of the interface between oil and water
in the separator bowl is a result of the density and
the viscosity of the oil, which in turn depends on the
temperature.
Flow rate
It is known that separation efficiency is a function of
the separator unit’s flow rate. The higher the flow
rate, the more particles are left in the oil and there-
fore the lower the separation efficiency. As the flow
rate is reduced, the efficiency with which particles
are removed increases and cleaning efficiency thus
Operating parameters improves. It is, however, essential to know at what
capacity adequate separation efficiency is reached
Various operating parameters affect separation effi-
in the specific case.
ciency. These include temperature, which controls
both lubricating oil viscosity and density, flow rate In principle, there are three ways to control the flow:
and maintenance. ▪ Adjustment of the built-in safety valve on the
pump.
Temperature of lubricating oil before This method is NOT recommended since the
separator unit built-on valve is nothing but a safety valve.
It is often seen that the lubricating oil pre-heaters The opening pressure is often too high and its
are undersized, have very poor temperature control, characteristic far from linear.
the steam supply to the pre-heater is limited or the In addition, circulation in the pump may result in
temperature set point is too low. oil emulsions and cavitation in the pump.
Often the heater surface is partly clogged by depos- ▪ A flow regulating valve arrangement on the
its. These factors all lead to reduced separation pressure side of the pump, which bypasses the
temperature and hence the efficiency of the separa- separator unit and re-circulates part of the
2013.10.04
MAN Diesel & Turbo
504.03 Description
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF

untreated lubricating oil back to the treated oil oxidation of the oil itself (TAN) or to the presence of
return line, from the separator unit and NOT inorganic acids (SAN). In both cases the presence
directly back to the suction side of the pump. of water will multiply the effect, especially sea water
The desired flow rate is set manually by means as the chloride ions act as an inorganic acid.
of the flow regulating valve. Further, the require-
ment for backpressure in the clean oil outlet Signs of deterioration
MUST also be fulfilled, helping to maintain the
If circulating oil of inferior quality is used and the oxi-
correct interface position.
dative influence becomes grave, prompt action is
▪ Speed control of the pump motor with a fre- necessary as the last stages in the deterioration will
quency converter or a 2-speed motor. develop surprisingly quickly, within one or two
This is a relatively cheap solution today and is a weeks. Even if this seldomly happens, it is wise to
good alternative for flow control. be acquainted with the signs of deterioration.
These may be some or all of the following:
Maintenance ▪ Sludge precipitation in the separator unit multi-
Proper maintenance is an important, but often over- plies
looked operating parameter that is difficult to quan- ▪ Smell of oil becomes acrid or pungent
tify. If the bowl is not cleaned in time, deposits will ▪ Machined surfaces in the crankcase become
form on the bowl discs, the free channel height will coffee-brown with a thin layer of lacquer
be reduced, and flow velocity increases. This further
tends to drag particles with the liquid flow towards ▪ Paint in the crankcase peels off or blisters
the bowl’s centre resulting in decreased separation ▪ Excessive carbon is formed in the piston cool-
efficiency. ing chamber
In a grave case of oil deterioration the system must
Check of lubricating oil system be cleaned thoroughly and refilled with new oil.
For cleaning of the lubricating oil system after over-
hauls and inspection of the lubricating oil piping Oxidation of oils
system the following checks must be carried out:
At normal service temperature the rate of oxidation
1. Examine the piping system for leaks. is insignificant, but the following factors will acceler-
2. Retighten all bolts and nuts in the piping sys- ate the process:
tem. High temperature
3. Move all valves and cocks in the piping system. If the coolers are ineffective, the temperature level
Lubricate valve spindles with graphite or similar. will generally rise. A high temperature will also arise
in electrical pre-heaters if the circulation is not con-
4. Blow through drain pipes. tinued for 5 minutes after the heating has been
5. Check flexible connections for leaks and dam- stopped, or if the heater is only partly filled with oil.
ages. Catalytic action
6. Check manometers and thermometers for pos- Oxidation of the oil will be accelerated considerably
sible damages. if catalytic particles are present in the oil. Wear par-
ticles of copper are especially harmful, but also fer-
Deterioration of oil rous particles and rust are active. Furthermore, the
lacquer and varnish oxidation products of the oil
Oil seldomly loses its ability to lubricate, i.e. to form itself have an accelerating effect. Continuous clean-
a friction-decreasing oil film, but it may become cor- ing of the oil is therefore important to keep the
rosive to the steel journals of the bearings in such a sludge content low.
way that the surface of these journals becomes too
rough and wipes the bearing surface.
Water washing
In that case the bearings must be renewed, and the
journals must also be polished. The corrosiveness Water washing of HD oils (heavy duty) must not be
of the lubricating oil is either due to far advanced carried out.
2013.10.04
MAN Diesel & Turbo
Description 504.03
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF
Water in the oil

If the TAN is low, a minor increase in the fresh water
content of the oil is not immediately detrimental
while the engine is in operation. Naturally, it should
be brought down again as quickly as possible
(below 0.2% water content, which is permissible,
see description "B 12 15 0/504.04 criteria for
exchange of lube oil”). If the engine is stopped while
corrosion conditions are unsatisfactory, the crank-
shaft must be turned ½ - ¾ revolution once every
hour by means of the turning gear. Please make
sure that the crankshaft stops in different positions,
to prevent major damage to bearings and journals.
The lubricating oil must be circulated and separated
continuously to remove water.
Water in the oil may be noted by steam formation
on the sight glasses, by appearance, or ascertained
by immersing a piece of glass or a soldering iron
heated to 200-300°C in an oil sample. If there is a
hissing sound, water is present. If a large quantity of
water has entered the lubricating oil system, it has
to be removed. Either by sucking up sediment
water from the bottom, or by replacing the oil in the
sump. An oil sample must be analysed immediately
for chloride ions.
2013.10.04
MAN Diesel & Turbo
Description 504.04
Page 1 (2) Criteria for cleaning/exchange of lubricating oil
Edition 07
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF
Replacement of lubricating oil 2. Flash point

The expected lubricating oil lifetime in operation is Min. value : 185° C
difficult to determine. The lubricating oil lifetime is
depending on the fuel oil quality, the lubricating oil Possible test : ASTM D-92, ISO 2719
method
quality, the lubricating oil consumption, the lubricat-
ing oil cleaning equipment efficiency and the engine Normally used to indicate fuel dilution.
operational conditions.
In order to evaluate the lubricating oil condition a 3. Water content
sample should be drawn on regular basis at least
once every three month or depending on the latest Max. value : 0.2 %
analysis result. The lubricating oil sample must be Unit : Weight %
drawn before the filter at engine in operation. The
sample bottle must be clean and dry, supplied with Possible test : ASTM D4928, ISO 3733
method
sufficient indentification and should be closed
immediately after filling. The lubricating oil sample Water can originate from contaminated fuel oil, an
must be examined in an approved laboratory or in engine cooling water leak or formed as part of the
the lubricating oil suppliers own laboratory. combustion process. If water is detected also
A lubricating oil replacement or an extensive lubri- Sodium, Glycol or Boron content should be
cating oil cleaning is required when the MAN Diesel checked in order to confirm engine coolant leaks.
& Turbo exchange criteria's have been reached.
4. Base number
Evaluation of the lubricating oil condition
Min. value : The BN value should not be lower
Based on the analysis results, the following guid- than 50% of fresh lubricating oil value,
ance are normally sufficient for evaluating the lubri- but minimum BN level never to be
cating oil condition. The parameters themselves can lower than 10-12 at operating on HFO!
not be jugded alonestanding, but must be evalu- Unit : mg KOH/g
ated together in order to conclude the lubricating oil
Possible test : ASTM D-2896, ISO 3771
condition. method
1. Viscosity The neutralization capacity must secure that the

acidic combustion products, mainly sulphur origi-
Limit value: nate from the fuel oil, are neutralized at the lube oil
consumption level for the specific engine type.
Normal min. max.
value value value
Gradually the BN will be reduced, but should reach
an equilibrium.
SAE 30 [cSt@40° C] 95 - 125 75 160
SAE 30 [cSt@100° C] 11 - 13 9 15 5. Total acid number (TAN)
SAE 40 [cSt@40° C] 135 - 165 100 220
Max. value : 3.0 acc. to fresh oil value
SAE 40 [cSt@100° C] 13.5 - 15.0 11 19
Unit : mg KOH/g
Possible test : ASTM D-664
Unit : cSt (mm2/s) method
Possible test : ASTM D-445, DIN51562/53018, ISO TAN is used to monitor oil degradation and is a
method 3104 measure of the total acids present in the lubricating
Increasing viscosity indicates problems with insolu- oil derived from oil oxidation (weak acids) and acidic
bles, HFO contamination, water contamination, oxi- products of fuel combustion (strong acids).
dation, nitration and low load operation. Decreasing
viscosity is generally due to dilution with lighter vis-
cosity oil.
2007.03.12
MAN Diesel & Turbo
504.04 Description
Criteria for cleaning/exchange of lubricating oil Page 2 (2)
Edition 07
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF
6. Insolubles content
Max. value : 1.5 % generally, depending upon
actual dispersant value and the
increase in viscosity
Unit : Weight %
Possible test : ASTM D-893 procedure B in Heptane,
method DIN 51592
Additionally : If the level in n-Heptane insolubles is
test considered high for the type of oil and
application, the test could be followed
by a supplementary determination in
Toluene.
Total insolubles is maily derived from products of

combustion blown by the piston rings into the
crankcase. It also includes burnt lubricating oil,
additive ash, rust, salt, wear debris and abrasive
matter.
7. Metal content
Metal content Remarks Attention limits
Iron Depend upon max. 50 ppm
Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
Lead tions max. 20 ppm
Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm
2007.03.12
MAN Diesel
Description
Page 1 (1) Lubricating Points 504.05
Edition 03
General
Lubricating Oil Types Used in the Engine
Description Lub. Oil Type
Engine system lubricating oil SAE 40 oil according to lubricating oil specification on page 504.01.
Turbocharger Engine system lubricating oil.
Governor See governor instructions in section 509.
Alternator (only for GenSet) See special instructions in section 518 or separate instructions.
Hydraulic tools Hydraulic oil or turbine oil (with a viscosity of about SAE 20).
08028-0D/H5250/94.08.12
04.35 - ES0
MAN Diesel
Description
Page 1 (1) Lubricating Oil in Base Frame 504.06
Edition 08H
L16/24
Type L16/24 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl.
Min. level alarm H1 (mm) 285 285 285 285 285
Min. level H2 (mm) 295 295 295 295 295

08028-0D/H5250/94.08.12
Max. level H3 (mm) 370 370 370 370 370
Max. level alarm H4 (mm) 385 385 385 385 385
Min. litre (H2) 342 389 436 483 530
Max. litre (H3) 429 488 547 606 665
99.27 - ES1
MAN Diesel & Turbo
Description 504.07
Page 1 (2) Specific lubricating oil consumption - SLOC
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF
Description
Engine type RPM SLOC [g/kWh]
L16/24 1000/1200 0.4 - 0.8
L21/31 900/1000 0.4 - 0.8
L23/30H 720/750/900 0.6 - 1.0
L27/38 720/750 0.4 - 0.8
L28/32H 720/750 0.6 - 1.0
L28/32DF 720/750 0.6 - 1.0
V28/32H 720/750 0.6 - 1.0
V28/32S 720/750 0.4 - 0.8
L32/40 720/750 0.8 - 1.0
The lubricating oil density, ρ @ 15°C must be
Please note that only maximum continuous rating known in order to convert ρ to the present lubricat-
(PMCR (kW)) should be used in order to evaluate the ing oil temperature in the base frame. The following
formula is used to calculate ρ:
SLOC.
ρlubricating oil [kg/m3] =
Please note, during engine running-in the SLOC
may exceed the values stated.
The following formula is used to calculate the
SLOC:
SLOC [g/kWh] =
The engine maximum continuous design rating

(PMCR) must always be used in order to be able to
compare the individual measurements, and the run-
ning hours since the last lubricating oil adding must
be used in the calculation. Due to inaccuracy *) at
adding lubricating oil, the SLOC can only be evalu-
In order to evaluate the correct engine SLOC, the ated after 1,000 running hours or more, where only
following circumstances must be noticed and sub- the average values of a number of lubricating oil
tracted from the engine SLOC: addings are representative.
A1: Note!
▪ Desludging interval and sludge amount from the *) A deviation of ± 1 mm with the dipstick measure-
lubricating oil separator (or automatic lubricating ment must be expected, which corresponds uptill
oil filters). The expected lubricating oil content of ± 0.1 g/kWh, depending on the engine type.
the sludge amount is 30%.
The following does also have an influence on the
SLOC and must be considered in the SLOC evalua-
tion:
A2:
▪ Lubricating oil evaporation
Lubricating oil leakages
Lubricating oil losses at lubricating oil filter
exchange
2013.04.17
MAN Diesel & Turbo
504.07 Description
Specific lubricating oil consumption - SLOC Page 2 (2)
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF
2013.04.17
MAN Diesel & Turbo 3.3.3
Specification for heavy fuel oil (HFO)
6680 3.3.3-01
Prerequisites
MAN four-stroke diesel engines can be operated with any heavy fuel oil
obtained from crude oil that also satisfies the requirements in Table "The fuel
specification and corresponding characteristics for heavy fuel oil", providing
the engine and fuel processing system have been designed accordingly. To
ensure that the relationship between the fuel, spare parts and repair / main-
tenance costs remains favorable at all times, the following points should be
observed.
Heavy fuel oil (HFO)

Origin/Refinery process The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table
„The fuel specification and corresponding characteristics for heavy fuel oil“.
The entries in the last column of this table provide important background
information and must therefore be observed.
Different international specifications exist for heavy fuel oils. The most impor-
tant specifications are ISO 8217-2010 and CIMAC-2003, which are more or
less identical. The ISO 8217 specification is shown in Figure „ISO 8217-2010
specification for heavy fuel oil“. All qualities in these specifications up to K700 Specification for heavy fuel oil (HFO)
can be used, providing the fuel preparation system has been designed
accordingly. To use any fuels, which do not comply with these specifications
(e.g. crude oil), consultation with Technical Service of MAN Diesel & Turbo in
Augsburg is required. Heavy fuel oils with a maximum density of 1,010 kg/m3
may only be used if up-to-date separators are installed.
Important Even though the fuel properties specified in the table entitled "The fuel speci-
fication and corresponding properties for heavy fuel oil" satisfy the above
requirements, they probably do not adequately define the ignition and com-
bustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
2013-02-13 - de
specification. This particularly applies to the oil property that causes forma-
tion of deposits in the combustion chamber, injection system, gas ducts and
exhaust gas system. A number of fuels have a tendency towards incompati-
bility with lubricating oil which leads to deposits being formed in the fuel
General
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.
6680 3.3.3-01 EN 1 (12)

3.3.3 MAN Diesel & Turbo
Blends The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
6680 3.3.3-01
ple), and residual products of chemical or other processes such as solvents

(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collector Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point °C min. 60 Flash point
(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour
(ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour
(ASTM D 97)
Coke residue (Conrad- Weight % max. 20 Combustion properties
son)
Sulphur content 5 or Sulphuric acid corrosion
legal requirements
Ash content 0.15 Heavy fuel oil processing

Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) Weight % 0.1
Aluminium and silicium mg/kg max. 60 Heavy fuel oil processing
content (total)
Acid number mg KOH/g 2.5
2013-02-13 - de
Hydrogen sulphide mg/kg 2

General
2 (12) 6680 3.3.3-01 EN

Used lubricating oil mg/kg The fuel must be free of lubri-
6680 3.3.3-01
(ULO) cating oil (ULO = used lubricat-
ing oil, old oil). Fuel is consid-
ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.
Asphaltene content Weight % 2/3 of coke residue Combustion properties
(according to Conradson)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium < 100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
Table 1: The fuel specification and corresponding characteristics for heavy fuel oil

2013-02-13 - de
General
6680 3.3.3-01 EN 3 (12)

6680 3.3.3-01
2013-02-13 - de
General
Figure 1: ISO 8217-2010 specification for heavy fuel oil
4 (12) 6680 3.3.3-01 EN

6680 3.3.3-01
2013-02-13 - de
General
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
6680 3.3.3-01 EN 5 (12)

6680 3.3.3-01
Additional information
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil Economic operation with heavy fuel oil within the limit values specified in the
table entitled "The fuel specification and corresponding properties for heavy
fuel oil" is possible under normal operating conditions, provided the system is
working properly and regular maintenance is carried out. If these require-
ments are not satisfied, shorter maintenance intervals, higher wear and a
greater need for spare parts is to be expected. The required maintenance
intervals and operating results determine, which quality of heavy fuel oil
should be used.
It is an established fact that the price advantage decreases as viscosity
increases. It is therefore not always economical to use the fuel with the high-
est viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, 23/30H
and 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of
the engine must be observed. This is the only way to ensure efficient atomi-
sation and mixture formation and therefore low-residue combustion. This
also prevents mechanical overloading of the injection system. For the prescri-
bed injection viscosity and/or the required fuel oil temperature upstream of
the engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
num and silicium content is higher than 15 mg/kg.
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
Settling tank Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 °C to

prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 380 mm2/s at 50 °C. If the
heavy fuel oil has a high concentration of foreign matter, or if fuels in accord-
ance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks
will be required one of which must be sized for 24-hour operation. Before the
content is moved to the service tank, water and sludge must be drained from
the settling tank.
Separators A separator is particularly suitable for separating material with a higher spe-
cific density – water, foreign matter and sludge, for example. The separators
2013-02-13 - de
must be self-cleaning (i.e. the cleaning intervals must be triggered automati-

cally).
Only new generation separators should be used. They are extremely effective
General
throughout a wide density range with no changeover required, and can sep-
arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.
6 (12) 6680 3.3.3-01 EN

Table "Achievable proportion of foreign matter and water (following separa-

tion)" shows the prerequisites that must be met by the separator. These limit
6680 3.3.3-01
values are used by manufacturers as the basis for dimensioning the separa-
tor and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.
Application in ships and stationary use: parallel installation

1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow
rate
Figure 3: Location of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' current
recommendations (Alpha Laval and Westfalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel & Turbo should be consulted.
If processing is carried out in accordance with the MAN Diesel & Turbo spec-
ifications and the correct separators are chosen, it may be assumed that the
results stated in the table entitled "Achievable proportion of foreign matter
and water" for inorganic foreign matter and water in the heavy fuel oil will be
achieved at the engine inlet.
Results obtained during operation in practiсe show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum Specification for heavy fuel oil (HFO)
lubricating oil treatment process must be ensured.
Definition Particle size Quantity
Inorganic foreign matter < 5 µm < 20 mg/kg
including catalyst particles
Al+Si content -- < 15 mg/kg
Water content -- < 0.2 % by vol. %
Table 2: Achievable proportion of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as
2013-02-13 - de
thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-
sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
General
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
6680 3.3.3-01 EN 7 (12)

Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
6680 3.3.3-01
at regular intervals. The tank's ventilation system must be designed in such a

way that condensate cannot flow back into the tank.
Vanadium/Sodium If the vanadium/sodium ratio is unfavorable, the melting point of the heavy
fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).
Under certain conditions, high-temperature corrosion can be prevented by
using a fuel additive that increases the melting point of the heavy fuel oil ash
(also see "Additives for heavy fuel oils").
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above chapter for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion com-
pounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the injection system and the
engine. The aluminium content determined, multiplied by a factor of between
5 and 8 (depending on the catalytic bond), is roughly the same as the pro-
portion of catalyst remnants in the heavy fuel oil.
Homogeniser If a homogeniser is used, it must never be installed between the settling tank
and separator as otherwise it will not be possible to ensure satisfactory sepa-
ration of harmful contaminants, particularly seawater.
Flash point (ASTM D 93) National and international transportation and storage regulations governing
the use of fuels must be complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for diesel engine fuels.
Low-temperature behaviour The pour point is the temperature at which the fuel is no longer flowable
(ASTM D 97) (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 °C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 °C above
the pour point.
Pump characteristics If the viscosity of the fuel is higher than 1,000 mm2/s (cST), or the tempera-
ture is not at least 10 °C above the pour point, pump problems will occur.
For more information, also refer to "Low-temperature behaviour (ASTM D
97)".
Combustion properties If the proportion of asphalt is more than two thirds of the coke residue (Con-
2013-02-13 - de
radson), combustion may be delayed which in turn may increase the forma-
tion of combustion residues, leading to such as deposits on and in the injec-
tion nozzles, large amounts of smoke, low output, increased fuel consump-
General
tion and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
8 (12) 6680 3.3.3-01 EN

system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
6680 3.3.3-01
increased deposition of asphalt (see "Compatibility").
Ignition quality Nowadays, to achieve the prescribed reference viscosity, cracking-process
products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane num-
ber of these compounds should be > 35. If the proportion of aromatic hydro-
carbons is high (more than 35 %), this also adversely affects the ignition
quality.
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high com-
pression ratio and operational adjustment of the injection system to the igni-
tion characteristics of the fuel used, as is the case with MAN Diesel & Turbo
piston engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.
A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA) and is currently being
tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of a fuel and this measurement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been established that in some cases,
heavy fuel oils with a low FIA cetane number or ECN number can cause
operating problems. Specification for heavy fuel oil (HFO)
As the liquid components of the heavy fuel oil decisively influence the ignition
quality, flow properties and combustion quality, the bunker operator is
responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. (Also see illustration entitled "Nomogram for determin-
ing the CCAI – assigning the CCAI ranges to engine types").
2013-02-13 - de
General
6680 3.3.3-01 EN 9 (12)

6680 3.3.3-01
V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditions

D Density [in kg/m3] at 15° C B The ignition characteristics can
be poor and require adapting the
engine or the operating condi-
tions.
CCAI Calculated Carbon Aromaticity C Problems identified may lead to
Index engine damage, even after a
short period of operation.
1 Engine type 2 The CCAI is obtained from the
straight line through the density

and viscosity of the heavy fuel
oils.
Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges 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 at the cooling water temperatures prescribed
in the operating handbook for the relevant load. If the temperature of the
2013-02-13 - de
components that are exposed to acidic combustion products is below the

acid dew point, acid corrosion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
The BN values specified in Section 3.3.6 are sufficient, providing the quality
General
of lubricating oil and the engine's cooling system satisfy the requirements.
10 (12) 6680 3.3.3-01 EN

Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
6680 3.3.3-01
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibility").
Additives to heavy fuel oils MAN Diesel & Turbo engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below „Addi-
tives for heavy fuel oils – classification/effects“.
Precombustion additives ▪ Dispersing agents/stabil-
isers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corro-
sion)
▪ Soot removers (exhaust-
gas system)
Table 3: Additives for heavy fuel oils – Classification/effects
Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any Specification for heavy fuel oil (HFO)
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.
If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must be
selected.
2013-02-13 - de

General
6680 3.3.3-01 EN 11 (12)

6680 3.3.3-01
Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. "Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.
Analysis of HFO samples is very important for safe engine operation. We can
analyse fuel for customers at our laboratory (PrimeServLab).
2013-02-13 - de
General
12 (12) 6680 3.3.3-01 EN

Marine diesel oil (MDO) specification
D010.000.023-04-0001
Marine diesel oil
Other designations Marine diesel oil, marine diesel fuel.
Origin Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.
Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method Designation
ISO-F specification DMB
Density at 15 °C kg/m 3
ISO 3675 900
Kinematic viscosity at 40 °C mm2/s (cSt) ISO 3104 > 2.0
< 11 *
Pour point (winter quality) °C ISO 3016 <0
Pour point (summer quality) °C ISO 3016 <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment content weight % ISO CD 10307 0.10
Water content vol. % ISO 3733 < 0.3
Sulphur content weight % ISO 8754 < 2.0
Ash content weight % ISO 6245 < 0.01
Carbon residue (MCR) weight % ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid value mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Copper strip test - ISO 2160 <1
Other specifications:
British Standard BS MA 100-1987 Class M2
2012-11-08 - de
ASTM D 975 2D
ASTM D 396 No. 2
Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to
General
* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed
6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.
D010.000.023-04-0001 EN 1 (2)
D010.000.023-04-0001
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil – with the remnants of these types of fuels in
the bunker ship, for example – that could significantly impair the properties of
the oil.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 °C above
the pour point to ensure that the required pumping characteristics are main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 °C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matter increase mechanical wear and formation of ash in the
cylinder space.
We recommend the installation of a separator upstream of the fuel filter. Sep-
aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.

Analyses
2012-11-08 - de
Analysis of fuel samples is very important for safe engine operation. We can
General
2 (2) D010.000.023-04-0001 EN
Gas oil / diesel oil (MGO) specification
D010.000.023-01-0001
Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 °C ≥ 820.0
kg/m3 ISO 3675 ≤ 890.0
Kinematic viscosity at 40 °C ≥2
mm2/s (cSt) ISO 3104 ≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ -12
Flash point in closed cup °C ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash weight % ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m 3
ISO 12205 < 25 Gas oil / diesel oil (MGO) specification
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Cetane number or cetane index - ISO 5165 ≥ 40
Copper strip test - ISO 2160 ≤1
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
Table 1: Diesel fuel (MGO) – properties that must be complied with.
2012-11-08 - de
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
the cloud point in accordance with ISO 3015
General
D010.000.023-01-0001 EN 1 (2)
D010.000.023-01-0001
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.

Analyses
Analysis of fuel samples is very important for safe engine operation. We can
Gas oil / diesel oil (MGO) specification
2012-11-08 - de
General
2 (2) D010.000.023-01-0001 EN
Bio fuel specification
6680 3.3.1-02
Biofuel
Other designations Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Origin Biofuel is derived from oil plants or old cooking oil.
Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
Table 1.
These specifications are based on experience to d/ate. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with bio-fuels, lubricating oil that would also be suitable for
operation with diesel oil (see Sheet 3.3.5) must be used.
Properties/Characteristics Unit Test method
Density at 15 °C 900 - 930 kg/m 3
DIN EN ISO 3675,
EN ISO 12185
Flash point > 60 °C DIN EN 22719
lower calorific value > 35 MJ/kg DIN 51900-3
(typical: 37 MJ/kg)
Viscosity/50 °C < 40 cSt (corresponds to a viscos- DIN EN ISO 3104
ity/40 °C of < 60 cSt)
Cetane number > 40 FIA
Coke residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01% DIN EN ISO 6245
Water content < 0.5% EN ISO 12537
Iodine number < 125g/100g DIN EN 14111
TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660

Filterability < 10 °C below the lowest temper- EN 116
ature in the fuel system
2011-03-25 - de
Table 1: Non-transesterified bio-fuel - Specifications

General
6680 3.3.1-02 EN 1 (2)


6680 3.3.1-02

Analyses
We can analyse fuel for customers at our laboratory. A 0.5 l sample is
required for the test.
2011-03-25 - de
General
2 (2) 6680 3.3.1-02 EN

MAN Diesel & Turbo
Description
Crude oil specification 504.24
Page 1 (1) Edtioon 01
General
Crude Oil Our four-stroke medium-speed engines are well

proven in operation on crude oil taken directly from
Crude oil is a naturally occurring flammable liquid oil wells and conditioned on site.
consisting of a complex mixture of hydrocarbons of
various molecular weights and other liquid organic Exploiting crude oil to feed the large consumers
compounds, that are found in geologic formations involved in oil and gas exploration and production
beneath the Earth's surface. is both an economical solution and saves the con-
siderable CO2 emissions involved in the refining of
The flash point of crude oil is low, typically below distillate fuels and their transport via pumping sta-
ambient temperature. tions from and to the oil field.
Properties/Characteristics Unit Limit Test method

Viscosity, before injection pumps, min. cSt 3
Viscosity, before injection pumps, max. cSt 14 1)
Viscosity @ 50°C, max. cSt 700 ISO 3104
Density @ 15°C, max. kg/m 3
1010.0 ISO 3675 or ISO 12185
CCAI, max. - 870 ISO 8217
Water before engine, max. % volume 0.2 ISO 3733
Sulphur, max. % mass 4.5 ISO 8754 or ISO 14596
Ash, max. % mass 0.15 ISO 6245
Vanadium, max. mg/kg 600 ISO 14597 or IP 501 or IP 470
Sodium + Potassium before engine, mg/kg
1/3 Vanadium content ISO 10478
max.
Aluminium + Silicon before engine, max. mg/kg 15 ISO 10478 or IP 501 or IP 470
Carbon residue, max. % mass 20 ISO 10370
2/3 of carbon residue
Asphaltenes, max. % mass ASTM D3279
(according to Conradson)
Reid vapour pressure (RVP), max. kPa @ 37.8°C 65 ASTM D323
Lubricity (wear scar diameter) µm < 520 ISO 12156-1
Pour point, max. °C 30 ISO 3016
Cold filter plugging point °C 2)
IP 309
Total sediment potential, max. % mass 0.10 ISO 10307-2
Hydrogen sulphide, max. mg/kg 2 IP 570
AN (acid number), max. mg KOH/g 2.5 ASTM D664
Table 1 Crude oil - specifications.
1) Viscosity, before injection pumps, max. 18 cSt for 2) Minimum 10°C below the lowest temperature in
GenSets L23/30H, L28/32H and V28/32S the entire fuel system

12.36 - ES1
Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram
Figure 1: Viscosity-temperature diagram (VT diagram) Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with
different reference viscosities. The vertical viscosity axis in mm2/s (cSt)
applies for 40, 50 or 100 °C.
Determining the viscosity-temperature curve and the required preheating temperature

Example: Heavy fuel oil with Prescribed injection viscosity Required temperature of heavy fuel oil
180 mm²/s at 50 °C in mm²/s at engine inlet* in °C
2012-08-03 - de
≥ 12 126 (line c)
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating
General
temperature
* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
D010.000.023-06-0001 EN 1 (2)
A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity
of 1000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity of
fuel that the pump can deliver.

A heavy fuel oil discharge temperature of 152 °C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem – this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 °C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-
cations such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion resi-
due.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1 000 mm2/s. The pour point also determines whether the pump is capa-
ble of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 C above the pour
point.
Viscosity
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the
engine must be at least 1.9 mm2/s. If the viscosity is too low, this may
cause seizing of the pump plunger or nozzle needle valves as a result
of insufficient lubrication.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
▪ 45 °C at the most with MGO (DMA) and MDO (DMB) and
▪ 60 °C at the most with MDO (DMC).
A fuel cooler must therefore be installed.

If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of
MAN Diesel & Turbo SE in Augsburg.
2012-08-03 - de
General
2 (2) D010.000.023-06-0001 EN
MAN Diesel
Description 504.30
Page 1 (2) Fuel Oil Cleaning Edition 01
General
Purification Recommendations Especially for fuels above 180 cST/50°C (1500 sec.
RW/100°F) the highest possible temperature of 98°C
Fuel oils are always contaminated and should there- (208°F) should be maintained in the centrifuge oil
fore be cleaned thoroughly of solid as well as liquid preheater.
contaminants before use. The solid contami-nants
in the fuel are mainly rust, sand, dust and re-finery The fuel is kept in the centrifuge for as long as pos-
catalysts. Liquid contaminants are mainly water, i.e. sible by adjusting the flow rate through the centrifuge
either fresh water or sea water. so that it corresponds to the amount of fuel required
by the engine without excessive re-circulating. Con-
The impurities can cause damage to fuel injection sequently, the centrifuge should operate for 24 hours
pumps and fuel valves, result in increased cylinder a day except during necessary cleaning.
liner wear and cause the exhaust valve seats to
deteriorate. Increased fouling of gasways and tur- Taking today's fuel qualities into consideration the
bocharger blends may also result from the use of need to clean centrifuges ("shooting frequency")
inadequately cleaned fuel oils. should not be underestimated. Correct choice and
adjustment of the regulating screws and/or the grav-
Effective cleaning can only be ensured by means ity discs are of special importance for efficient water
of a centrifuge. We recommend that the capacity removal. The centrifuge manual states the disc or
of the centrifuges installed be at least according to screw adjustment which should be chosen on the
the centrifuge maker's recommendations. To obtain basis of the specific gravity of the fuel.
optimum cleaning it is of the utmost importance to
operate the centrifuge with as low a viscosity of the Normal practice is to have at least two centrifuges
fuel oil as possible and to allow the fuel oil to remain available for fuel cleaning. Results from experimen-
in the centrifuge bowl for as long as possible. tal work on centrifuges, treating today's qualities of
residual fuel, have shown that the best cleaning ef-
fect, especially as regards removal of catalyst fines,
is achieved when the centrifuges are operated in
Cleaning of HFO by Centrifuging
series, in purifier/clarifier mode.
Single centrifuge as purifier.
Operating Therefore series operation of centrifuges to ensure
options Two centrifuges in parallel.
Two centrifuges in series. maximum safety is a fully accepted alternative to the
previously recommended parallel operation, provided
Optimum Operating Configurations the operating capacity of each individual centrifuge
can handle the total amount of fuel required by the
Water content Parallel operation engine, without exceeding the flow rate recommended
below 1 % Purifier / Purifier by the centrifuge maker for the operating mode in
Normal question.
or
conditions
Density at 15°C Series operation
below 0.991 Purifier + Clarifier If the centrifuge capacity installed is on the low side,
corresponding to the specific viscosity of the fuel
08028-0D/H5250/94.08.12
Water content oil used, and if more than one centrifuge is avail-
below 1 % Parallel operation able, parallel operation may be considered in order
to obtain an even lower flow rate. However, in view
Extreme Density at 15°C Purifier / Purifier of the above results and recommendations serious
conditions below 0.991 consideration should be given to installing new equip-
ment in accordance with today's fuel qualities and
High content Series operation flow recommendations.
of catalyst fines Purifier + Clarifier
Table 1. Cleaning of HFO.
97.40 - ES0
MAN Diesel
504.30 Description
Edition 01 Fuel Oil Cleaning Page 2 (2)
General
To determine centrifuging capacity we generally

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

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

city of centrifuge.
08028-0D/H5250/94.08.12
97.40 - ES0
010.000.023-13
Engine cooling water specifications
D010.000.023-13-0001
Preliminary remarks
As is also the case with the fuel and lubricating oil, the engine cooling water
must be carefully selected, handled and checked. If this is not the case, cor-
rosion, erosion and cavitation may occur at the walls of the cooling system in
contact with water and deposits may form. Deposits obstruct the transfer of
heat and can cause thermal overloading of the cooled parts. The system
must be treated with an anticorrosive agent before bringing it into operation
for the first time. The concentrations prescribed by the engine manufacturer
must always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
Requirements
Limit values The properties of untreated cooling water must correspond to the following
limit values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 °dH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l**
Table 1: Cooling water - properties to be observed
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

ness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
Testing equipment The MAN Diesel water testing equipment incorporates devices that deter-
mine the water properties directly related to the above. The manufacturers of
anticorrosive agents also supply user-friendly testing equipment. Notes for
cooling water check see in 010.005 Engine – Work Instructions
010.000.002-03.
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These waters are free of lime
and salts which means that deposits that could interfere with the transfer of
heat to the cooling water, and therefore also reduce the cooling effect, can-
not form. However, these waters are more corrosive than normal hard water
as the thin film of lime scale that would otherwise provide temporary corro-
sion protection does not form on the walls. This is why distilled water must
be handled particularly carefully and the concentration of the additive must
2013-06-20 - de
be regularly checked.
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of
General
overriding importance. The temporary hardness is determined by the carbo-

nate content of the calcium and magnesium salts. The permanent hardness
D010.000.023-13-0001 EN 1 (7)
010.000.023-13
is determined by the amount of remaining calcium and magnesium salts (sul-

phates). The temporary (carbonate) hardness is the critical factor that deter-
D010.000.023-13-0001
mines the extent of limescale deposit in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the cooling water system

Corrosion Corrosion is an electrochemical process that can widely be avoided by
selecting the correct water quality and by carefully handling the water in the
engine cooling system.
Flow cavitation Flow cavitation can occur in areas in which high flow velocities and high tur-
bulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruc-
tion of materials in constricted areas.
Erosion Erosion is a mechanical process accompanied by material abrasion and the
destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.
Stress corrosion cracking Stress corrosion cracking is a failure mechanism that occurs as a result of
simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the cooling water has not been treated correctly.
Processing of engine cooling water

Formation of a protective The purpose of treating the engine cooling water using anticorrosive agents
film is to produce a continuous protective film on the walls of cooling surfaces
and therefore prevent the damage referred to above. In order for an anticor-
rosive agent to be 100 % effective, it is extremely important that untreated
water satisfies the requirements in the section "Requirements".
Protective films can be formed by treating the cooling water with an anticor-
rosive chemical or an emulsifiable slushing oil.
Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Treatment prior to initial Treatment with an anticorrosive agent should be carried out before the
commissioning of engine engine is brought into operation for the first time to prevent irreparable initial
damage.
Treatment of the cooling water

The engine must not be brought into operation without treating the
cooling water first.
2013-06-20 - de
Additives for cooling water

General
Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the section entitled „Approved cooling water additives“ may be used.
2 (7) D010.000.023-13-0001 EN
010.000.023-13
Required approval A cooling water additive may only be permitted for use if tested and
approved as per the latest directives of the ICE Research Association (FVV)
D010.000.023-13-0001
"Suitability test of internal combustion engine cooling fluid additives.” The test
report must be obtainable on request. The relevant tests can be carried out
on request in Germany at the staatliche Materialprüfanstalt (Federal Institute
for Materials Research and Testing), Abteilung Oberflächentechnik (Surface
Technology Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the cooling water additive has been tested by the FVV, the engine
must be tested in the second step before the final approval is granted.
In closed circuits only Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of cooling water con-
taining additives. For more information, consult the additive supplier.
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed cooling water treatment and electrochemical potential reversal that may
occur due to the cooling water temperatures which are usual in engines
nowadays. If necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with heat transfer, and also prevents limescale depos-
its on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Anti-freeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an anti-freeze solution that also prevents corrosion must be added
to the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled „Anti-freeze solutions with slushing properties“ (Military
specification: Sy-7025) while observing the prescribed minimum concentra-
tion. This concentration prevents freezing at temperatures down to -22 °C
and provides sufficient corrosion protection. However, the quantity of anti-
freeze solution actually required always depends on the lowest temperatures
that are to be expected at the place of use.
Anti-freezes are generally based on ethylene glycol. A suitable chemical anti-
corrosive agent must be added if the concentration of the anti-freeze solution
2013-06-20 - de
prescribed by the user for a specific application does not provide an appro-
priate level of corrosion protection, or if the concentration of anti-freeze solu-
tion used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
General
that anti-freeze agents listed in the table „Anti-freeze solutions with slushing
D010.000.023-13-0001 EN 3 (7)
010.000.023-13
properties“ also contain corrosion inhibitors and their compatibility with other
anticorrosive agents is generally not given, only pure glycol may be used as
D010.000.023-13-0001
anti-freeze agent in such cases.

Simultaneous use of anticorrosive agent from the table „Chemical additives –
nitrite free” together with glycol is not permitted, because monitoring the anti-
corrosive agent concentration in this mixture is not more possible.
Anti-freeze solutions may only be mixed with one another with the consent of
the manufacturer, even if these solutions have the same composition.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must not be added as otherwise the emulsion would break up and oil sludge
would form in the cooling system.
Biocides
If you cannot avoid using a biocide because the cooling water has been con-
taminated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specific
application.
▪ The biocide must be compatible with the sealing materials used in the
cooling water system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of cooling water are not permitted.
Prerequisite for effective use of an anticorrosive agent
Clean cooling system

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs of the pipe system. The entire system must therefore be cleaned with
the engine switched off using a suitable cleaning agent (see 010.005 Engine
– Work Instructions 010.000.001-01.010.000.002-04).
Loose solid matter in particular must be removed by flushing the system

thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the cooling water additive will be able
to carry out this work and, if this is not possible, will at least be able to pro-
vide suitable products to do this. If this work is carried out by the engine
operator, he should use the services of a specialist supplier of cleaning
agents. The cooling system must be flushed thoroughly after cleaning. Once
2013-06-20 - de
this has been done, the engine cooling water must be immediately treated
with anticorrosive agent. Once the engine has been brought back into opera-
tion, the cleaned system must be checked for leaks.
General
4 (7) D010.000.023-13-0001 EN
010.000.023-13
Regular checks of the cooling water condition and cooling water
D010.000.023-13-0001
system
Treated cooling water may become contaminated when the engine is in
operation, which causes the additive to loose some of its effectiveness. It is
therefore advisable to regularly check the cooling system and the cooling
water condition. To determine leakages in the lube oil system, it is advisable
to carry out regular checks of water in the compensating tank. Indications of
oil content in water are, e.g. discoloration or a visible oil film on the surface of
the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
Concentrations of chemical additives

The chemical additive concentrations shall not be less than the
minimum concentrations indicated in the table „Nitrite-containing
chemical additives“.
Excessively low concentrations can promote corrosion and must be avoided.

If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.
Every 2 to 6 months send a cooling water sample to an independent labora-
tory or to the engine manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or anti-freeze solutions are used, cooling water should
be replaced after 3 years at the latest.
If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.
Deposits in the cooling system may be caused by fluids that enter the cool-
ing water, or the break up of emulsion, corrosion in the system and limescale
deposits if the water is very hard. If the concentration of chloride ions has
increased, this generally indicates that seawater has entered the system. The
maximum specified concentration of 50 mg chloride ions per kg must not be
exceeded as otherwise the risk of corrosion is too high. If exhaust gas enters
the cooling water, this may lead to a sudden drop in the pH value or to an
increase in the sulphate content.
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements. The
concentration of the anticorrosive agent must subsequently be checked and
adjusted if necessary.
2013-06-20 - de
Subsequent checks of cooling water are especially required if the cooling

water had to be drained off in order to carry out repairs or maintenance.
General
D010.000.023-13-0001 EN 5 (7)
010.000.023-13
D010.000.023-13-0001
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN Diesel & Turbo two-stroke
main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38
or 28/32H, the cooling water recommendations for the main engine must be
observed.
Analysis
We analyse cooling water for our customers in our chemical laboratory. A 0.5
l sample is required for the test.
Permissible cooling water additives
Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for Minimum concentration ppm
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Drew Marine Liquidewt 15 l 15,000 700 1,050

Maxigard 40 l 40,000 1,330 2,000
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600
Dieselguard 4.8 kg 4,800 2,400 3,600
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500

(9-108)
Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Nalcool 2000 30 l 30,000 1,000 1,500
Nalco Nalcool 2000 30 l 30,000 1,000 1,500
TRAC 102 30 l 30,000 1,000 1,500
TRAC 118 3l 3,000 1,000 1,500
Maritech AB Marisol CW 12 l 12,000 2,000 3,000
2013-06-20 - de
Uniservice, Italy N.C.L.T. 12 l 12,000 2,000 3,000

Colorcooling 24 l 24,000 2,000 3,000
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -
Non-Chromate
General
6 (7) D010.000.023-13-0001 EN
010.000.023-13
Manufacturer Product designation Initial dosing for Minimum concentration ppm
D010.000.023-13-0001
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Marine Care Caretreat 2 16 l 16,000 4,000 6,000

Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing Minimum concentration
for 1,000 litres
Arteco Havoline XLI 75 l 7.5 %
Total WT Supra 75 l 7.5 %
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %
Long-Life
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils

Manufacturer Product
(designation)
BP Diatsol M
Fedaro M
Castrol Solvex WT 3
Shell Oil 9156
Table 4: Emulsifiable slushing oils
Anti-freeze solutions with slushing properties

Manufacturer Product designation Minimum concentration
BASF Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Radicool NF, SF
Shell Glycoshell 35%
Mobil Frostschutz 500

Arteco Havoline XLC
Total Glacelf Auto Supra
Total Organifreeze
Table 5: Anti-freeze solutions with slushing properties
2013-06-20 - de
General
D010.000.023-13-0001 EN 7 (7)
010.000.002-03
Cooling water
M010.000.002-03-0001
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the concentration of the anti-
corrosive agent.
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Equipment for testing the When using chemical additives:
concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water

Short specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated cooling water
Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)
pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)
1)
dGH German hardness
1°dGh = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1mg/l = 1 ppm
2013-04-11 - de
Cooling water
General
M010.000.002-03-0001 EN 1 (2)
010.000.002-03
M010.000.002-03-0001
Testing the concentration of rust inhibitors

Brief specification
Anticorrosive agent Concentration
Chemical additives in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Anti-freeze agents in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Table 2: Concentration of the cooling water additive
Testing the concentration of The concentration should be tested every week, and/or according to the
chemical additives maintenance schedule, using the testing instruments, reagents and instruc-
tions of the relevant supplier.
Chemical slushing oils can only provide effective protection if the right con-
centration is precisely maintained. This is why the concentrations recommen-
ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
– operating manual 010.000.023-14) must be complied with in all cases.
These recommended concentrations may be other than those specified by
the manufacturer.
Testing the concentration of The concentration must be checked in accordance with the manufacturer's
anti-freeze agents instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Testing We can analyse fuel for customers at our laboratory (PrimeServ Lab).
2013-04-11 - de
Cooling water
General
2 (2) M010.000.002-03-0001 EN
Cooling water system
M010.000.002-04-0001
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Cooling water systems containing deposits or contamination prevent effec-
tive cooling of parts. Contamination and deposits must be regularly elimina-
ted.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The cooling water system must be checked for contamination at regular
intervals. Cleaning is required if the degree of contamination is high. This
work should ideally be carried out by a specialist who can provide the right
cleaning agents for the type of deposits and materials in the cooling circuit.
The cleaning should only be carried out by the engine operator if this cannot
be done by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled "Cleaning agents
for removing oil sludge". Products by other manufacturers can be used pro-
viding they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
2012-08-20 - de
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
General
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
"Cleaning agents for removing lime scale and rust deposits". Products by
M010.000.002-04-0001 EN 1 (3)
other manufacturers can be used providing they have similar properties. The
manufacturer's instructions for use must be strictly observed. Prior to clean-
M010.000.002-04-0001
ing, check whether the cleaning agent is suitable for the materials to be
cleaned. The products listed in the table entitled "Cleaning agents for remov-
ing lime scale and rust deposits" are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 - 10% 4 h at 60 - 70 °C
Descale-IT 5 - 10% 4 h at 60 - 70 °C
Ferroclean 10% 4 - 24 h at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C
Table 2: Cleaning agents for removing limescale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The tem-
perature of the solution should be 40 - 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled "Detergents for removing lime
scale and rust deposits“.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
Only carry out the cleaning operation once the engine has
cooled down
Start the cleaning operation only when the engine has cooled down.
2012-08-20 - de
Hot engine components must not come into contact with cold water.
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
General
2 (3) M010.000.002-04-0001 EN
Cleaning products can cause damage
M010.000.002-04-0001
The products to be used can endanger health and may be harmful to
the environment.
Follow the manufacturer's handling instructions without fail.
The applicable regulations governing the disposal of cleaning agents or acids

must be observed.

2012-08-20 - de
General
M010.000.002-04-0001 EN 3 (3)
Water specification for fuel-water emulsions
Water specification for fuel-water emulsions

Prerequisites
The water used for the fuel-water emulsion is an operating fluid that must be
carefully selected, processed (if necessary) and monitored. If this is not done,
deposits, corrosion, erosion and cavitation may occur on the fuel system
components that come into contact with the fuel-water emulsion.
Specifications
Limit values The characteristic values of the water used must be within the following limit
values:
Properties/ Characteristic value Unit
Characteristic
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 ºdH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l
Table 1: Fuel-water emulsion - characteristic values to be observed
*) 1º dH (German hard- ≙ 10 mg CaO ≙ 17.9 mg CaCO3/l

ness) in 1 litre of water
≙ 0.357 mval/l ≙ 0.179 mmol/l
Testing instruments The MAN Diesel water testing kit contains instruments that allow the water
characteristics referred to above (and others) to be easily determined.
Distillate If distillate (e.g. from the fresh water generator) or fully desalinated water (ion
exchanger) is available, this should ideally be used for the fuel-water emul-
sion. These types of water are free of lime and salts.
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. It is largely determined by the calcium and magnesium
salts. The temporary hardness depends on the hydrocarbonate content in Water specification for fuel-water emulsions
the calcium and magnesium salts. The lasting (permanent) hardness is deter-
mined by the remaining calcium and magnesium salts (sulphates).
Water with hardness greater than 10°dH (German total hardness) must be
blended or softened with distillate. It is not necessary to increase the hard-
ness of extremely soft water.
Treatment with anticorrosive agents not required

Treatment with anticorrosive agents is not required and must be
omitted.
2012-08-20 - de
General
D010.000.023-16-0001 EN 1 (1)
Specifications for intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the power output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular main-
tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.
Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.
Requirements
Fuel oil engines: As minimum, inlet air (combustion air) must be cleaned in a
filter of the G3 class as per EN779. For engine operation in the environment
with a risk of higher inlet air contamination (e.g. due to sand storms, due to
loading the grain crops cargo vessels or in the surroundings of cement
plants) additional measures must be taken.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned in a filter of the G3 class as per EN779. Gas engines or
dual-fuel engines must only be equipped with a dry filter. Oil bath filters are
not permitted because they enrich the inlet air with oil mist. This is not per-
missible for gas operated engines. For engine operation in the environment
with a risk of higher inlet air contamination (e.g. due to sand storms, due to
loading the grain crops cargo vessels or in the surroundings of cement
plants) additional measures must be taken.
In general, the following applies: The concentration downstream of the air fil-
ter and/or upstream of the turbocharger inlet must not exceed the following Specifications for intake air (combustion air)
limit values.
Properties Typical value Unit *
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
2013-02-04 - de
* One Nm corresponds to one cubic meter of

3
gas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed
General
D010.000.023-17-0001 EN 1 (2)
Intake air shall not contain any flammable gases

Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive.
2013-02-04 - de
General
2 (2) D010.000.023-17-0001 EN
Specification for compressed air
D010.000.023-21-0001
General
For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).
Requirements
Compressed air quality of Starting air must conform to the following quality acc. to the ISO
starting air system 8573-1:2010 as minimum.
Purity with respect to solid particles Quality class 6
Particle size > 40µm max. concentration < 5 mg/m3
Purity with respect to humidity Quality class 7
Residual water content < 5 mg/m3
Purity with respect to oil Quality class 5
Additional requirements are:

▪ The layout of the starting air system must prevent the initiation of corro-
sion.
▪ The starting air system starting air receivers must be equipped with devi-
ces for removing condensed water.
▪ The formation of a dangerous explosive mixture of compressed air and
lube oil must be prevented securely through the devices in the starting air
system and through system components maintenance.
Compressed air quality for Please remember that control air is used for activation of the engine safety
control air system functions, therefore the compressed air quality in this system is of great
importance.
Control air must conform to the following quality acc. to the ISO
8573-1:2010 as minimum.
▪ Purity with respect to solid parti- Quality class 5
cles
▪ Purity with respect to humidity Quality class 4
▪ Purity with respect to oil Quality class 3
For catalysts For catalysts, unless otherwise stated by relevant sources, the following
specifications are applicable:
Compressed air quality for Starting air for soot blowing must conform to the following quality acc. to the
soot blowing ISO 8573-1:2010 as minimum.
cles
2013-07-04 - de
Compressed air quality for Starting air for atomisation of reducing agents must conform to the following
atomisation of reducing quality acc. to the ISO 8573-1:2010 as minimum.
agents
D010.000.023-21-0001 EN 1 (2)

D010.000.023-21-0001
cles
Clogging of catalyst
To prevent clogging of catalyst and catalyst lifetime shortening, the
compressed air specification must always be observed.
2013-07-04 - de
2 (2) D010.000.023-21-0001 EN
Cylinder head
505/605
MAN Diesel & Turbo
Description 505.01
Page 1 (1) Cylinder head and water jacket
Edition 02
L16/24
Cylinder head Air inlet and exhaust valves
The cylinder head is of cast iron with an integrated The valve spindles are made of heat-resistant mate-
charge air receiver, made in one piece. It has a rial and the spindle seats are armoured with wel-
bore-cooled thick walled bottom. It has a central ded-on hard metal.
bore for the fuel injection valve and 4 valve cross All valve spindles are fitted with valve rotators which
flow design, with high flow coefficient. Intensive turn the spindles each time the valves are activated.
water cooling of the nozzle tip area made it possible The turning of the spindles ensures even tempera-
to omit direct nozzle cooling. The valve pattern is ture levels on the valve discs and prevents deposits
turned about 20° to the axis and achieves a certain on the seating surfaces.
intake swirl.
The cylinder head is equipped with replaceable
The cylinder head is tightened by means of 4 nuts valve seat rings. The exhaust valve seat rings are
and 4 studs which are screwed into the engine water cooled in order to assure low valve tempera-
frame. The nuts are tightened by means of hydraulic tures.
jacks.
The seat rings are made of heat-resistant steel. The
The cylinder head has a screwed-on top cover. It seating surfaces are hardened in order to minimize
has two basic functions: oil sealing of the rocker wear and prevent dent marks.
chamber and covering of the complete head top
face to protect bolts and reduce noise radiation.
The valve guides are identical and therefor inter-
changeable.
Figure 1: Cylinder head
Water jacket
The main function of this part is as liner water
jacket, distribution gallery and tappet housing.
The water jacket is bolted to the cylinder head by
five bolts. The five connection bolts to the cylinder
head are free accessible from the top side and per-
mit also a dismantling of the cylinder head itself.
1998.09.14 - ES0
MAN Diesel & Turbo
Work Card 505-01.00
Page 1 (3) Dismantling of cylinder unit from engine
Edition 10
L16/24

52006 212
Shut off cooling water 52005 107
Shut off fuel oil 52021 011
Shut-off cooling oil 52021 059
52021 118
Stop lub. oil circulation 52021 143
Press Blocking - Reset 52021 180
52021 202
52021 275
Short Description 52021 334
Dismantling of cylinder unit from engine for inspec-
tion and/or overhaul.

Engine stopped and cooled down. Unbraco top
Ratchet
Extension
Related Procedure
Valve rotator 505-01.15
Disassembly of cyl.head, water 505-01.01
jacket, cyl.liner and piston
Fuel injection valve 514-01.10

Number : 2
Data
2008.11.17.
MAN Diesel & Turbo
505-01.00 Work Card
Dismantling of cylinder unit from engine Page 2 (3)
Edition 10
L16/24
Tool
Warning!
Use original tool!
Preparations before Dismantling

1) Drain off the cooling water from the engine.
2) Remove the top cover.
3) Remove the side covers on both sides of the
engine.
4) Remove the exhaust gas cover.
Disassembly of connections
1) Remove the clamp for connecting cylinder head
and exhaust gas receiver.
2) Remove the fuel oil high pressure pipe. 1 Charge air connection 2 Cooling water connection
3) Remove the 4 clamps securing the fresh water
Figure 1: Push the cooling water connection and charge air con-
(FW) connection between the cylinder heads by nections inside the cylinder heads which are being removed
unscrewing the locking bolts for the clamps.
4) Push the FW connections inside the cylinder
heads, which are to be removed. Removal of bearing cap
5) Remove the 2 clamps securing the charge air
1) Loosen the connecting rod nuts by means of
connections by unscrewing the locking bolts for
the hydraulic jacks, see working card
the clamps.
506-01.25.
6) Push the charge air connections, inside the cyl-
2) Remove the connecting rod nuts and bearing
inder head which are to be removed.
cap by hand.
7) Turn the piston to top position.
2008.11.17.
MAN Diesel & Turbo
Work Card 505-01.00
Page 3 (3) Dismantling of cylinder unit from engine
Edition 10
L16/24
1 Lifting tool 2 Cylinder unit

3 Fixing tool
Figure 2: Mounting of lifting and fixing tool

1 Hydraulic tool 2 Assembling tension screw
3 Pressure part, long 4 Cylinder head
Mounting of support tools 5 Cylinder head nut 6 Cylinder head bolt
1) Mount the fixing part, see plate 52000 item 212 Figure 3: Hydraulic tools for dismounting of cylinder head nuts
for locking the connecting rod to the cylinder
liner.
2) Remove the cylinder head nuts by means of the Removal of cylinder unit from engine
hydraulic jacks, see working card 520-01.05.
1) Lift the cylinder unit just enough for removing
3) Mount the lifting tool on the cylinder head, see the upper connecting rod bearing shell by hand.
plate 52000 item 038.
2) Lift carefully the cylinder unit out of the engine
after the upper connecting rod bearing shell is
removed.
3) Land and fasten the cylinder unit upon the spe-
cial work table, or on the floor upon wooden
supports and remove the lifting tool.
2008.11.17.
MAN Diesel & Turbo
Work Card 505-01.01
Page 1 (3) Disassembly of cylinder unit
Edition 02
L16/24

52006 104
Short Description
Dismounting of cylinder head, water jacket, cylin-
der liner and piston for inspection/overhaul

Measuring tools
Dismantling of cylinder unit 505-01.00
Allen key, 8 mm
Ratchet
Extension
Serrated fork
Related Procedure
Reconditioning of valve spindle 505-01.10
seat and valve seat ring
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35
Inspection of piston 506-01.10
Cylinder liner 506-01.35
Separation of piston and connet- 506-01.05
ing rod
Qualified Manpower
Duration in h : 1
Number : 1
Data
1999.01.18.
MAN Diesel & Turbo
505-01.01 Work Card
Disassembly of cylinder unit Page 2 (3)
Edition 02
L16/24
Disassembly of cylinder unit

Before starting to dismantle the cylinder unit it must Removal of cylinder head
be placed on the working table. 1) Remove the five allen screws in the cylinder
head.
Removal of piston and connecting rod 2) Remove the cylinder head by means of the lift-
1) Remove the fixing part (please see plate 52006, ing tool .
item 212) from the cylinder liner and connecting
rod.
2) Turn the unit 180° in the table.
3) Pull out the piston and connecting rod with the
aid of the tool as shown in fig. 1.
1 Lifting tool 2 Cylinder head
Figure 2: Removal of cylinder head
Removal of water jacket and cylinder liner

1) Loosen two positioning pins in the water jacket
and remove the two roller guides.
2) Lift the cylinder liner out of the water jacket by
means of the lifting tool as shown in fig. 3.
3) Remove the flame ring from the cylinder liner by
means of the tool as shown in fig. 4. Use an
used/scrapped piston ring.
1 Lifting tool 2 Connecting rod

3 Cylinder liner
Figure 1: Removal of piston and connecting rod
1999.01.18.
MAN Diesel & Turbo
Work Card 505-01.01
Page 3 (3) Disassembly of cylinder unit
Edition 02
L16/24
1 Tool 2 Cylinder liner

3 Flame ring 4 Scrapped piston ring
Figure 4: Removal of flame ring
1 Lifting tool for cylinder 2 Cylinder liner

liner
Figure 3: Removal of water jacket and cylinder liner
1999.01.18.
MAN Diesel & Turbo
Work Card 505-01.05
Page 1 (3) Inspection of inlet valve, exhaust valve and valve guide
Edition 07
L16/24

Shut off fuel oil
Short Description
Dismounting of inlet and exhaust valve, inspection
of valve guide and mounting of inlet and exhaust
valve.

Disassembly of cylinder unit 505-01.01
Related Procedure
Reconditioning of valve spindle 505-01.10
seat and valve seat ring

Number : 1
Data
2003.10.13.
MAN Diesel & Turbo
505-01.05 Work Card
Inspection of inlet valve, exhaust valve and valve guide Page 2 (3)
Edition 07
L16/24
Tool
Warning!
Use original tool!
Dismantling of inlet and exhaust valve

spindles
1) Land and fasten the cylinder head upon a spe-
cial work table and remove the lifting tool.
Or as an Alternative:
Land the cylinder head on the floor upon
wooden supports and remove the lifting tool.
2) Turn back the rocker arm and remove the valve
bridge over the valve spindles. Figure 2: Mounting of compression tool
3) Install the tool for mounting of valves (B), see fig

1.
4) Compress valve springs by tightening nut A,
see fig 2.
A Nut B Tool for mounting of

valves
Figure 1: Mounting of compression tool

x Compressed y Uncompressed
5) Press valve up to access cone ring, see fig 3 *)
A Nut
6) Remove cone rings, see fig 3.
7) Release springs again. Figure 3: Removal of cone rings
8) Loosen nut A and extractor plate B, see fig 1.

10) Repeat point 4 - 9 to remove other valve spin-
9) Remove a valve rotator and springs. dles.
2003.10.13.
MAN Diesel & Turbo
Work Card 505-01.05
Page 3 (3) Inspection of inlet valve, exhaust valve and valve guide
Edition 07
L16/24
Mounting of valve spindle

Inspection of valves/valve seats 1) For mounting the valve spindle follow the
If the valve seat is burnt or scarred, it should be instructions in "Dismantling of inlet and exhaust
ground using a valve seat grinder, please see work- valve spindles" point 3-9 in reverse order.
ing card 505-01.10. Note:
Please be aware of the different valve disk diameter
Inspection of valve guide at inlet and exhaust valves.
Too much clearance between the valve spindle and ▪ Inlet valve : Ø57mm
the spindle guide may cause: ▪ Exhaust valve : Ø54mm
- increased lub. oil consumption.
- fouling up of the spindle guide and thus give the
risk of the sticking of the valve spindle.
1) Clean the valve spindle guide.
2) Inspect and measure for wear.
If the inner diameter of the valve spindle guide
exceeds the tolerance, please see page
500.35, the valve spindle guide must be
replaced. Please see working card 505-01.20.
Too much clearance also means insufficient
guidance of the valve spindle, and thus bad
alignment between the spindle head and the
valve seat ring.
x Max (see page 500.35)
Figure 4: Measurement of valve spindle guide for wear
2003.10.13.
MAN Diesel & Turbo
Work Card Reconditioning of valve spindle seat and valve seat 505-01.10
Page 1 (3)
ring Edition 02
L16/24

Shut-off starting air 52005 063 Grinding machine for
valve spindle (extra tools)
Shut off cooling water 52005 051/119 Grinding machine for
Shut off fuel oil valve seat ring (extra
Shut-off cooling oil tools)
Short Description
Reconditioning of valve spindle seat and valve seat
ring, with special grinding machine.

All the hand tools and new stones are included in
Valve spindle has been removed 505-01.05
the tools box for grinding machine.
Related Procedure
Mounting of valve spindle 505-01.05

Number : 1
Data
2011.09.12.
MAN Diesel & Turbo
505-01.10 Reconditioning of valve spindle seat and valve seat Work Card
Page 2 (3)
Edition 02 ring
L16/24
Reconditioning of Valve Seat Ring 3) Carry out final grinding with a feed in direction
from inside to outwards. Normally, the best sur-
Reconditioning of valve seat rings by machining is face quality is obtained this way.
carried out by means of a grinding machine, the
pilot spindle of which must be mounted in the valve
spindle guide. For operation of the grinding Scraping of valve seat rings
machine, see separate instructions. Normally, the valve seat ring can be reconditioned
several times.
Grinding of valve seats However, when seat "S" is ground to such an
extent that recess "R" disappears, see fig 1, the
Warning! valve seat ring must be scrapped and a new one
Use safety glasses! must be installed, please see working card
505-01.35
tidy! This is only valid for the exhaust valve seat, the inlet
valve seat has no recess due to less wear of the
Grinding of valve seat rings should be carried out in inlet valve seat.
the following order:
1) Grind the seating surface with a feed at an Reconditioning of Valve Spindle
angle "A", see fig. 1.
Reconditioning by machining is carried out with the
valve spindle being rotated in a turning lathe and a
special grinding machine mounted on the tool post
of the turning latch.
Grinding of valve spindle

For operation of the grinding machine, see separate
instructions.
1) Grind the seating surface with a feed at an
angel "A", see fig. 2.
2) Continue grinding until a clean and uniform sur-
face is obtained.
Figure 1: Valve seat ring
2) Continue grinding until a clean and uniform sur-

face is obtained.
Figure 2: Valve spindle
2011.09.12.
MAN Diesel & Turbo
Work Card Reconditioning of valve spindle seat and valve seat 505-01.10
Page 3 (3)
ring Edition 02
L16/24
3) Check height "H"1 upon completion the grind-
ing, see fig 2.
"H"1 must be no less than indicated on page
500.35.
If less, the spindle must be scrapped.
4) After assembling the valves, check by mothing
the valve that distance "H"2 between the upper
edge of the cylinder head and the upper edge
of the valve spindle, see fig 3, does not exceed
the maximum value, please see page 500.35.
Figure 3: Measurement of distance H2
2011.09.12.
MAN Diesel & Turbo
Work Card 505-01.15
Page 1 (2) Valve rotator
Edition 02
L16/24

Shut off fuel oil
Short Description
Dismantling, inspection and mounting of valve
rotator.

Small screw driver
Valve spindles has been removed 505-01.05
Ring and open end spanner, 24 mm
Related Procedure
Mounting of valve spindles 505-01.05

Number : 1
Data
1998.11.09.
MAN Diesel & Turbo
505-01.15 Work Card
Valve rotator Page 2 (2)
Edition 02
L16/24
Inspection of Rotocap Mounting of rotocap

Dirt especially in the ball pockets due to residues in See working card 505-01.05, steps 3-9 opposite
the oil (abrasives, combustion products), can cause direction.
the individual parts to become stuck, and hinder the
movement of the balls.
Rotocap valve rotators need no servicing under nor-
mal operating conditions.
Unusual operating conditions may lead to distur-
bances. Rotation of the valve should be checked at
the intervals specified in the "Maintenance pro-
gram". Rotator performance is satisfactory when
the valve rotates visibly and evenly.
Dismantling of rotocap
See working card 505-01.05 point 3 to 9.
Overhaul of rotator
1) Clean the valve rotator.
2) Remove the retaining ring and disassemble the
individual parts.
3) Inspect for wear and ball impressions.
4) Replace parts showing wear grooves or
depressions formed by the balls.
5) Insert the balls and the tangential springs.
Note: All balls on the inclined races of the ball
pockets must point in the same direction, see fig 1.
The inner ring of the spring washer should rest on
the retainer body.
Note: Having assembled the valve rotator in dry
condition it should be placed in clean lubricating oil
for a short period of time.
Figure 1: Valve rotator
1998.11.09.
MAN Diesel & Turbo
Work Card 505-01.20
Page 1 (2) Replacement of valve guide
Edition 13
L16/24

Shut off fuel oil
Short Description
Dismantling and mounting of valve guide, for inlet
and exhaust valve.

Hammer / lead hammer
Nitrogen (N2) or similar
Related Procedure

Number : 1 50501 076 4/cyl.
50501 088 4/cyl.
Data
2012.03.12. - version 2008

MAN Diesel & Turbo
505-01.20 Work Card
Replacement of valve guide Page 2 (2)
Edition 13
L16/24
General
If the clearance exceeds the shown max. limit, (see
page 500.35), the valve guide must be replaced.
Dismounting of valve guide

1) Knock the valve guide out from the bottom of
the cylinder head, by means of a mandrel,
which has a shoulder turning that fits into the
valve guide, see fig 1.
2) Clean the bore of the cylinder head carefully.
3) Inspect for marks that can prevent mounting of Figure 2: Mounting of valve guide
new valve guide.
4) Insert a new O-ring in the valve guide, before
mounting of the valve spindle.
Correct mounting can easily be done by the use
of two valve spindles as mounting tool, one
spindle to be used as support and the other
spindle to be used for pushing the O-ring
downwards, see fig 3.
Screw-drivers or other sharp tools should never
be used for this purpose.
5) For mounting of valve spindle, please see work-
ing card 505-01.05.
Figure 1: Dismounting of valve guide
Mounting of valve guide

1) Before mounting - cool down the new valve
guide to approx. -195°C with nitrogen or simi-
lar.
2) Insert the valve guide into the bore.
3) Slightly pres-in the valve guide until the shoulder
bear against the cylinder head, see fig 2.
Note: Carefully control that valve guide shoulders
have full contact to the cylinder cover.
Figure 3: Inserting a new O-ring in the valve guide
2012.03.12. - version 2008

MAN Diesel & Turbo
Work Card 505-01.35
Page 1 (2) Replacement of valve seat ring
Edition 05
L16/24

Shut off fuel oil
Short Description
Replacement of valve seat ring, for inlet and
exhaust valve.

Hammer
Inlet and exhaust valves have 505-01.05
been removed Loctite, 648
Lub. oil.
Related Procedure

Duration in h : 1½ Plate No. Item No. Quantity
Number : 1 50501 123 2/cyl.
50501 172 2/cyl.
50501 184 2/cyl.
Data
2008.11.17.
MAN Diesel & Turbo
505-01.35 Work Card
Replacement of valve seat ring Page 2 (2)
Edition 05
L16/24
Dismounting of valve seat rings Mounting of valve seat rings

When reconditioning of a valve seat ring no longer is 1) Prior to mounting of a new valve seat ring, the
possible due to dimensions exceeding the scrap- bore must be cleaned thoroughly and inspected
ping criteria, the seat ring has to be replaced. for marks. Marks that can hinder mounting of
Dismounting of a valve seat ring is carried out by the valve seat ring must be removed.
means of a special extractor tool set comprising the 2) To facilitate the valve mounting of the seat ring it
components, see fig 1. must be cooled down, however, a max. of -25°
C otherwise, the O-ring can be damaged.
1 Coat with Loctite 648 2 Coat with oil

3 Valve seat ring 4 O-ring
Figure 2: Coat with oil/Loctite
1 Extractor 2 Plate 3) Place the O-ring on the valve seat ring and coat
with oil/Loctite as shown in fig 2, just before
Figure 1: Extraction of valve seat ring positioning it in the bore.
4) Prior to mounting of the valve spindle the valve
seat ring must be ground, to ensure correct
Dismounting of a Valve Seat Ring is centering af the valve guide and the valve seat
Carried out According to the Following ring. This can be done according to working
card 505-01.10.
Procedure
1) Weld approx. 5 seconds at 3 places around the
old valve seat ring with electrode.
Use welding helmet.
2) Wait 60 seconds while the seat is cooling down
and the shrink fit compression is relieved.
3) Mount the extraction tool and pull out the used
valve seat ring. (If the waiting time is not
observed the tool might be damaged).
4) The valve seat ring is easy removed by turning
the handle.
2008.11.17.
MAN Diesel & Turbo
Work Card 505-01.45
Page 1 (2) Inspection of cylinder head cooling water space
Edition 02
L16/24

Shut off fuel oil
Short Description
Inspection of cylinder head cooling water space.

Steel brush
The cylinder head dismantled 505-01.00
from engine
Related Procedure

Number : 1
Data
1998.09.14.
MAN Diesel & Turbo
505-01.45 Work Card
Inspection of cylinder head cooling water space Page 2 (2)
Edition 02
L16/24
Inspection of cylinder head cooling water

space
1) Inspect the cooling water inlet at the bottom of
the cylinder head, see fig 1.
2) Remove all possible deposits.
3) If necessary, clean the cooling water inlet and
cooling water outlet, see fig 1 with a steel
brush.
Flush the cooling water space after cleaning.
4) Should the cylinder head cooling water space,
contrary to expectation, be blocked with depos-
its, please contact MAN Diesel & Turbo, Holeby
for further instructions.
a Inspect
Figure 1: Cooling water spaces to be inspected
1998.09.14.
MAN Diesel & Turbo
Work Card 505-01.50
Page 1 (3) Assembly of cylinder unit
Edition 02
L16/24

52005 107
52006 224
Short Description
Mounting of cylinder head, cooling water jacket,
cylinder liner and piston after inspection/overhaul.

Cylinder unit, dismantled 505-01.01
Related Procedure
Mounting of cylinder unit in engine 505-01.55
Inspection of valve roller guides 508-01.00

Number : 1 50501 111
50501 135 1/cyl
50501 196 1/cyl
Data 50610 031 1/cyl
Data for pressure and tolerance (Page 500.35) 50610 043 1/cyl
Data for tightening torque (Page 500.40) 50610 055 1/cyl
Declaration of weight (Page 500.45) 50610 092 1/cyl
2010.03.22.
MAN Diesel & Turbo
505-01.50 Work Card
Assembly of cylinder unit Page 2 (3)
Edition 02
L16/24
Preparing before mounting

1) Place the water jacket on the table.
2) Place two new O-rings on the cylinder liner and
slithtly lubricate with oil.
3) Mount the cylinder liner, with a new flame ring in
the water jacket by means of the lifting tool for
the liner, see fig 1.
Note: Be sure that the marking on the cylinder
liner corresponds to the marking on the water
jacket of the assembly, see fig 2.
x Marking
Figure 2: Marking on the cylinder liner and the water jacket

1 Tool 2 Flame ring
3 Cylinder liner
Mounting of cylinder head
Figure 1: Mounting of new flame ring
1) Place two new o-rings at the top of the water
jacket and slightly lubricate with oil.
4) Fit a new sealing ring on the cylinder liner.
2) Mount the cylinder head by means of lifting tool
5) Mount two roller guides in the water jacket, see
(plate 52005, item no 38).
working card 508-01.00.
3) Mount the five allen screws in the cylinder head
and tighten up all the screws, please see page
500.40.
Mounting the piston

Before mounting the piston turn around the cylinder
unit.
2010.03.22.
MAN Diesel & Turbo
Work Card 505-01.50
Page 3 (3) Assembly of cylinder unit
Edition 02
L16/24
Note:
After an overhaul the cylinder liner must always be
honed and the piston must be fitted with new piston
rings, see Working Card 506-01.35.
1) Mount the piston guide bush around the cylin-
der unit.
2) Lift the piston and connecting rod by means of
a suspension.
3) Lubricate the piston rings and the cylinder liner
with oil.
4) Slowly lower the piston into the cylinder liner.
Note:
Be sure that the "st" mark at the top of the piston is
placed on to the fuel pump side or alternative the
"AS" mark at the top of the piston is placed on the
exhaust side.
5) Place wooden wedges between the connecting
rod and the piston shirt.
6) Remove suspension tool from the connecting
rod.
7) Mount fixing part tool (plate 52006 item 212) to
the connecting rod and the cylinder liner.
2010.03.22.
MAN Diesel & Turbo
Work Card 505-01.55
Page 1 (4) Mounting of cylinder unit in engine
Edition 09
L16/24

52000 212
52000 143
52000 275
52000 059
Short Description
Mounting of cylinder unit after inspection and/or
overhaul.

Cylinder unit is completely assembled. Valve gear Lub oil and copaslip.
of respective cylinder is in the proper position
(valve closed). Control of the surface of the engine.
Related Procedure
Adjustment/check of roller guide 508-01.00
Adjustment of valve clearance 508-01.10

Number : 2 50501 231 1
50501 243 1
51630 033 8
Data 51230 027 4
2011.09.12. - Tier II
MAN Diesel & Turbo
505-01.55 Work Card
Mounting of cylinder unit in engine Page 2 (4)
Edition 09
L16/24
The area around the engine

Warning!
tidy!
Tool and wire

Warning!
Use original tool!
Use original wire for lifting!
Preparing before Mounting

Before the cylinder unit is mounted in the engine, be
sure to clean the joint faces carefully.
Placing of the cylinder unit in engine

1) Place an O-ring around the roller guides and O-
rings around the oil connection between the
engine and the water jacket.
2) Lower the cylinder unit slowly into the engine by
means of a lifting tool, (plate 52000 item 038).
1 Lifting tool 2 Cylinder unit

3 Fixing tool
Figure 1: Lifting tool
Mounting of the big-end bearing

1) Make sure the crank throw is in the top posi-
tion.
2) Mount the upper part of the big-end bearing
shell just before the connecting rod is landed on
the crankshaft.
Note: Lubricate the crankshaft with clean lubricat-
ing oil.
2011.09.12. - Tier II
MAN Diesel & Turbo
Work Card 505-01.55
Page 3 (4) Mounting of cylinder unit in engine
Edition 09
L16/24
3) Land the connecting rod on the crankshaft.
During this the connecting rod must be guided
by hand to ensure correct approach and land-
ing in the journal.
4) Remove the fixing part, (plate 52000 item 212).
5) Mount the bearing cap with the inserted lower
shell of the big-end bearing by hand.
Tightening of the connecting rod

Note: Iden.No. on the connecting rod and on the
bearing cap must always be the same.
1) Lubricate threads and the contact face of the
connecting rod screws with molycote paste or
the like.
2) Mount bolts and nuts and tighten them firmly
with a tommy bar.
For tighting connecting rod bolts, please see
Tightening of cylinder head nuts

1) Coat the cylinder stud threads and contact
faces with copaslip or the like.
2) Fit the cylinder head nuts and make sure that
1 Hydraulic tool 2 Assembling tension screw
they run easily and that they bear on their entire
contact surfaces. 3 Pressure part, long 4 Cylinder head
3) Tighten the nuts lightly with a tommy bar. 5 Cylinder head nut 6 Cylinder head bolt
4) Place the spacer ring around the nuts with a Figure 2: Hydraulic tools for mounting of cylinder head nuts
slot in such a position that the tommy bar can
be used.
5) Tighten the hydraulic jacks and make sure that Assembling of connections
the cylinder of the jacks bears firmly on the
spacer ring. Tighten up all the nuts, see 1) Mount the exhaust clamp between the cylinder
description 500.40. For usage of the hydraulic head and the exhaust pipe.
tools, please see working card 520-01.05. Note:
Note: Turn clamps correctly as they are not symmetrical,
If new studs or nuts are fit, the nuts must be tight- see fig 3.
ened and loosened three times, in order to com-
pensate for deformation of the thread and in order
to ensure a safe minimum load of the studs through
the tightening.
2011.09.12. - Tier II
MAN Diesel & Turbo
505-01.55 Work Card
Mounting of cylinder unit in engine Page 4 (4)
Edition 09
L16/24
1) Open connection G1, L.T. fresh water - inlet.
2) Bleed air from the venting screws on the charge
air cooler.
3) Bleed air from the venting screws on the engine
top, or by the flange, connection F3, venting to
expansion tank.
4) Open connection G2, L.T. fresh water - outlet.
5) Check for leakage.
Adjustment of Valve Clearance

1) Adjust the valve clearance, see working card
Figure 3: Correct mounting of clamps 508-01.10.
2) Mount the side and top covers.
2) Place new O-rings on water connections and
push the connections together.
Adjustment/Check of Roller Guide
3) Secure the water connections with clamps and
tighten bolts on the clamp. 1) For adjustment/check of roller guide, see work-
ing card 508-01.00.
4) Place new O-rings on the charge air connection
and push the connections into the next cylinder
head.
5) Secure the charge air connection with a clamp
and tighten the bolt on the clamp.
6) Mount the high pressure fuel oil pipe, please
see working card 514-01.05.
A Front of engine
Figure 4: Clip on/off
Ventilation
The GenSet is self-ventilating. This means that it is
not necessary for the engine to vent the system
before start.
However, to avoid problems in the ship’s installa-
tion, we recommend ventilating. This can be done
in the following way:
2011.09.12. - Tier II
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder Head 50501-19H
L16/24
040
255
015 052
064 076
088
027
039
206
267
280
111 279
123 172
184
135
196
218
231
243
See plate 50610
12.38 - ES0 - ver08

MAN Diesel & Turbo
Plate
50501-19H Cylinder Head Page 2 (2)
L16/24
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
015 2/C Guide for Styr for

valve bridge ventilbro
027 1/C Cylinder head, com- Cylinderdæksel, kom-

plete incl item 015, 039, plet inkl item 015, 039,
040, 052, 064, 076, 088, 040, 052, 064, 076,
123, 172, 184, 280 088,123, 172, 184, 280
039 2/C Plug Prop
040 1/C O-ring O-ring
052 1/C Sleeve Foring
088 4/C Valve guide Ventilstyr
123 2/C Valve seat ring, Ventilsædering,

inlet indstrømning

exhaust udstødning
206 5/C Screw Skrue
218 1/C Water guide jacket Kølekappe
255 2/C Bolt Bolt
267 1/C Stud Tap
279 1/C Thrust piece Trykstykke
280 11/C Closing cover Frostprop
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty/C = Qty/Cylinder Qty/C = Qty/Cylinder
Qty/I = Qty/Individual Qty/I = Qty/Individuelt
12.38 - ES0 - ver08

MAN Diesel & Turbo
Plate
Page 1 (2) Valve Spindles and Valve Gear 50502-11H
L16/24
058
010
105 071
022 083
034 095
046 142
117 071
129 154
130
166
178
178 191
191 201
213
201
237
249
250
Cylinder Head,
see plate 50501
262
274
07.26 - ES0 - ver08

MAN Diesel & Turbo
Plate
50502-11H Valve Spindles and Valve Gear Page 2 (2)
L16/24
Item Item
010 1/C Rocker arm, exhaust Vippearm, udstøds, 274 2/C Valve spindle, inlet Ventilspindel, indsugn.
complete, incl. item komplet inkl. item 034,
034, 046, 058, 071, 046, 058, 071, 083
083
022 1/C Rocker arm, inlet com- Vippearm, indsugning

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

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

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

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

exhaust udstøds
07.26 - ES0 - ver08

MAN Diesel
Plate
Page 1 (2) Cylinder Head, Top Cover 50510-02H
L16/24
026
038
051
014
110
063 026
038
075
014
Cylinder Head,
110 see plate 50501
08028-0D/H5250/94.08.12
10.09 - ES0
MAN Diesel
Plate
50510-02H Cylinder Head, Top Cover Page 2 (2)
L16/24
Item Item
No Qty Designation Benævnelse No Qty Designation Benævnelse
026 5/C Screw Skrue
038 5/C Washer Skive
051 Top cover Topdæksel

3/E 5 cyl. engine 5 cyl. motor
063 8/E Plug Prop
075 2/E Top cover Topdæksel
110 1/C Sealing Tætning
08028-0D/H5250/94.08.12
Qty/E = Qty/Engine Qty/E = Qty/Motor
10.09 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder Unit 50515-11H
L16/24
011
08.43 - ES0 - ver08 - KS

MAN Diesel & Turbo
Plate
50515-11H Cylinder Unit Page 2 (2)
L16/24
Item
no Qty Designation Where to find in the engine instruction book
011 1/C Cylinder unit, complete Plate 50515 Item 011

consisting of:
1/C Cylinder head Plate 50501
1/C Valve spindle and valve gear Plate 50502
1/C Piston and connecting rod Plate 50601
1/C Cylinder liner Plate 50610
08.43 - ES0 - ver08 - KS

MAN Diesel & Turbo
Plate
L16/24
011
08.43 - ES0 - ver08 - Seco

MAN Diesel & Turbo
Plate
L16/24
Item

consisting of:
08.43 - ES0 - ver08 - Seco

Piston/connecting rod
506/606
MAN Diesel
Description 506.01
Page 1 (2) Piston, Connecting Rod and Cylinder Liner Edition 02H
L16/24
Piston Connecting Rod
The piston, which is oil-cooled and of the composite The connecting rod is die-forged. The big-end has a
type, has a skirt made of nodular cast iron and a horizontal split. The connecting rod and piston are
crown made of forged deformation resistant steel. It disassembled together with the cylinder liner, thus
is fitted with 2 compression rings and 1 oil scraper ensuring a large bearing diameter and a low bear-
ring in hardened ring grooves. ing pressure.
By the use of compression rings with different bar- The connecting rod has bored channels for supply-
rel-shaped profiles and chrome-plated running suring of oil from the big-end to the small-end.
faces, the piston ring pack is optimized for maximum
sealing effect and minimum wear rate. The big-end bearing is of the bi-metal type coated
with a running layer.
The piston has a cooling oil space close to the piston
crown and the piston ring zone. The heat transfer, The bearing shells are of the precision type and are
and thus the cooling effect, is based on the shaker therefore to be fitted without scraping or any other
effect arising during the piston movement. The kind of adaption.
cooling medium is oil from the engine's lubricating
oil system. The small-end bearing is of the bi-metal type and
is pressed into the connecting rod. The bush is
Oil is supplied to the cooling oil space in the piston equipped with an inner circumferential groove, and
through spray hole in the middle of the connecting a pocket for distribution of oil in the bush itself and
rod to the middle of the piston. Oil is drained from for the supply of oil to the pin bosses.
the cooling oil space through ducts situated dia-
metrically to the inlet channels.
The piston pin is fully floating and kept in position in

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

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

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

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

a slip-fit-type flame ring is arranged on the top side
of the liner.
Fig 3 Cylinder Liner
08028-0D/H5250/94.08.12
98.46 - ES0
MAN Diesel & Turbo
Work Card Separation/assembly of Piston, Connecting Rod and 506-01.05
Page 1 (3)
Fittings of Piston Rings Edition 07
L16/24

52000 190
Shut off fuel oil
Short Description
Separation of piston and connecting rod for
inspection or/and overhaul. Assembly of the piston
and connecting rod after inspection or/and over-
haul.
Hand Tools
Starting Position Wooden wedge, 2 pieces
Wooden support
Wire
Related Procedure
Inspection or/and overhaul of pis- 506-01.10
ton
Inspection or/and overhaul of con- 506-01.15
necting rod
Inspection of connecting rod big- 506-01.16
end bearing
Assembly of cylinder unit 505-01.50

Qualified Manpower
Duration in h : 1 50601 093 1
Number : 1 50601 103 1
50601 127 1
Data
2007.01.29.
MAN Diesel & Turbo
506-01.05 Separation/assembly of Piston, Connecting Rod and Work Card
Page 2 (3)
Edition 07 Fittings of Piston Rings
L16/24
Separation of Piston and Connecting Rod Ascertain correct assembling by checking the back
clearance. The back clearance is sufficient when the
1) Take out the securing ring (Seeger circlips) with face of the ring is below the groove edge when the
the plier (Plate 52000, Item 177). Push out the ring is pressed against the bottom of the groove.
piston pin and lift the connecting rod away.
When installed on the piston, the rings should be
pushed back and forth in the grooves to make sure
Assembly of Piston and Connecting Rod that they can move freely. It is also advisable to
1) Lubricate the piston pin before assembling. insert a feeler gauge of adequate thickness
2) For assembly of piston and connecting rod, see between ring and groove.
point 1), but in the opposite direction. Adequate clearance is present if the feeler gauge
can be moved all the way around.
To prevent gas leakage through coinciding ring
joints, the piston rings should be turned into posi-
tions offsetting the ring joint 180° to each other.
Figure 1: Joint coil spring to be placed opposite to ring joint
Fitting of piston rings

The piston rings should only be fitted to the piston
by the use of a special tool; the so-called piston ring
opener.
If the rings are opened further than necessary, there
is a risk of overstressing which means that the rings
will become permanently distorted and will not fit to
the cylinder liner's inner running surface.
The piston rings should be installed with the identifi-
cation mark which is stamped into the ring close to
the ring joints, facing upwards, see fig 2.
Before fitting the coil spring loaded scraper ring, the
coil spring is dismantled from the ring by removal of
the joint pin. The coil spring is placed and assem-
bled in the ring groove. The scraper ring then is fit-
ted in the groove in such a way that the ring joint is
approximately 180° offset to the spring joint.
2007.01.29.
MAN Diesel & Turbo
Work Card Separation/assembly of Piston, Connecting Rod and 506-01.05
Page 3 (3)
Fittings of Piston Rings Edition 07
L16/24
Figure 2: Marking of piston and scraper ring
2007.01.29.
MAN Diesel & Turbo
Work Card 506-01.10
Page 1 (3) Piston
Edition 03
L16/24

52006 190
Shut off fuel oil
Short Description
Cleaning and inspection of piston. Replacement of
piston ring, scraper ring and control of ring
grooves.

Tools for cleaning of piston, steel brush, scraper
Piston has been dismantled from 506-01.05
connecting rod etc.
Related Procedure
Assembly of piston and connect- 506-01.05
ing rod and fitting of piston rings

Number : 1
Data
1999.08.16. - Tier I
MAN Diesel & Turbo
506-01.10 Work Card
Piston Page 2 (3)
Edition 03
L16/24
Inspection of piston 5) Turn the bolts 60o further.

1) Remove the piston and scraper rings. 6) Check the piston bolt tension, see "Check of
piston bolt tension".
2) Clean the piston on the outside and on the
inside.
3) Inspect the piston ring and scraper ring grooves
for wear, see page 3.
Check of piston bolt tension

1) Apply a torque spanner to the piston bolts,
adjusted to 20 Nm.
2) Turn the torque spanner.
Note: It may turn out that the bolts do not turn dur-
ing the test:
If Then
The bolts do not turn during The tension are ok
the test
The bolts can turn during the Loosen the bolts and tighten
test as described for the process
of "Mounting of piston
crown"
Inspection of piston crown

For cleaning and inspection of the piston crown, it
must be disassembled.
1) Loosen the bolts and remove the piston crown.
2) Clean carefully the piston shirt and piston bolts.
Mounting of piston crown

1) Lubricate the threads and bearing surface with
"molycote-paste G-n Plus".
Note: always use new bolts when assembling the
piston.
2) Tighten the bolts crosswise with 20 Nm (corre-
sponding to 35o to 90o).
3) Loosen the bolts again.
4) Tighten the bolts again with a pretighten torque
of 10 Nm.
1999.08.16. - Tier I
MAN Diesel & Turbo
Work Card 506-01.10
Page 3 (3) Piston
Edition 03
L16/24
Figure 1: Wear limits for ring grooves

Piston and oil New ring Ring grooves ▪ For position and fittings of piston rings,
scraper ring grooves Max. wear please see working card 506-01.05
Nominal size Tolerances limit (mm)
(mm) (mm)
Piston ring 1 5 −0.035 5 +0.145 5.38
−0.01 +0.130
Piston ring 2 5 −0.035 5 +0.105 5.38
−0.01 +0.090
Scraper ring 5 −0.035 5 +0.035 5.38
−0.01 +0.020
Table 1: Nominal size, new ring groove tolerance and wear limit
for ring grooves
The piston crown must be scrapped if:
A) The wear limit on the testing mandrel is excee-
ded, see fig 1A
or
B) The clearance between the new piston / scraper
ring and the ring groove is exceeded, see fig 1B
Note: At each piston overhaul:
▪ The piston and the scraper ring must be
replaced
▪ The cylinder liner must be honed according
to the instructions
1999.08.16. - Tier I
MAN Diesel & Turbo
Work Card 506-01.15
Page 1 (4) Connecting Rod
Edition 08
L16/24

52021 011
52021 180
Short Description
Cleaning, inspection and test measurement of
connecting rod.

Inside micrometer (140 mm)
Connecting rod has been dis- 506-01.05
mantlet from piston Feeler gauge 0.15-0.20 mm
Related Procedure
Assembly of cylinder unit 505-01.50

Number : 1
Data
2008.11.17.
MAN Diesel & Turbo
506-01.15 Work Card
Connecting Rod Page 2 (4)
Edition 08
L16/24
Cleaning of connecting rod Measurement of big-end bore

1) Clean all machined surfaces on the connecting For check of ovalness the bearing cap has to be
rod. mounted onto the big-end bore without bearing
2) Degrease the joint faces, holes and connecting shells.
rod screws with a volatile solvent and blow dry Note: The ident. No on the connecting rod and the
with working air. bearing cap must always be the same, see fig 3.
Visual inspection of faces

1) Inspect the joint faces.
Damages, in the form of visible wear marks and
pittings or even cracks, may be in the joint faces
due to relative movements between the surfa-
ces.
Wear marks and cracks are visible, but not per-
ceptible with a fingernail. Pittings and impact
marks are both visible and perceptible.
Note: Handle the connecting rod with care. In
case of damaged joint faces caused by
improper handling, the bearing cap can no lon-
ger be tightened to the connecting rod without
ovalness of the big-end bore.
Figure 1: Point of measurement
2) Register observed damages in the scheme
„Connecting Rod Inspection“ for historic use 1) Mount the bearing cap onto the connecting rod
only. Please see page 4. by means of the connecting rod bolts.
3) Carefully smooth single raised spots in the ser- 2) Tighten the bolts with the prescribed pressure,
ration caused by pitting and impact marks with please see working card 506-01.25.
a filesmall.
3) Measure five different diameters in the groove of
the boring, see fig 1.
Inspection of connecting rod bolts
4) Register the measurements in the scheme
1) Inspect the connecting rod nuts for seizures in „Connecting Rod Inspection“. Please see page
the threads and pittings on the contact surfaces 4.
of the screwheads.
5) Calculate the maximum ovalness as the differ-
2) Turn the connecting rod nuts onto bottom posi- ence between largest and smallest diameter
tion of the bolts. measured.
If bolts/nuts Then 6) Check if maximum ovalness is exceeded,
please see page 500.35.
have seizures in threads or renew the bolts/screws

pittings on contact surface
cannot be turned onto bot- renew the bolts/screws
tom position by hand
2008.11.17.
MAN Diesel & Turbo
Work Card 506-01.15
Page 3 (4) Connecting Rod
Edition 08
L16/24
If Then Inspection of connecting rod bush

maximum ovalness is excee- renew the complete con- 1) Inspect the surface of the piston pin and the
ded necting rod screws and connecting rod bush.
bearing shells
2) Measure the clearance between the piston pin
maximum ovalness is not reuse the connecting rod and bush.
exceeded
3) Check if max. clearance is exceeded, see pae
500.35.
Example of measurement results If the specified clearance is exceeded, contact MAN
Diesel & Turbo for replacement.
Inspection of bearing shells for big-end

Criteria for replacement of connecting rod big-end
bearing, see working card 506-01.16.
1 Ident No
Figure 3: The ident No on the connecting rod must always be the

same
Figure 2: Connecting rod inspection
The example, see fig 2, shows measurements and

damage observations for two connecting rods on
the scheme "Connecting rod inspection" (in case
the specified maximum ovalness is exceeded, con-
tact MAN Diesel & Turbo for overhaul).
For connecting rod No 1 in the example the maxi-
mum ovalness is 0.02 mm and thus reuse is
acceptable.
For connecting rod No 2 in the example the maxi-
mum ovalness is 0.125 mm and therefore the con-
necting rod is rejected.
2008.11.17.
MAN Diesel & Turbo
506-01.15 Work Card
Connecting Rod Page 4 (4)
Edition 08
L16/24
2008.11.17.
MAN Diesel & Turbo
Work Card Criteria for Replacement of Connecting Rod Big-end 506-01.16
Page 1 (5)
and Main Bearing Shells Edition 02
L16/24, L23/30H, L21/31, L27/38

Shut off fuel oil
Short Description
Inspection of bearing shells.

Magnifier
Bearing shells removed from
engine:
Big-end bearing 506-01.30
Main bearing and guide bearing 510-01.05
Related Procedure
Big-end bearing, 506-01.30
Main bearing and guide bearing 510-01.05

Number : 1
Data
2002.06.24. - Miba
MAN Diesel & Turbo
506-01.16 Criteria for Replacement of Connecting Rod Big-end Work Card
Page 2 (5)
Edition 02 and Main Bearing Shells
L16/24, L23/30H, L21/31, L27/38
The area around the engine Bearing Surface

Warning! Standard Miba bimetal bearings have no tin flash.
Oil is used for protective coating.
tidy! In new condition the bearing has a silvery, bright
color.
The running surface might become dull silvery after
General
only a short time of operation.
This paper gives information about the evaluation of
the connecting rod big-end and main bearing shells Criteria for bimetal bearing replacement
when wear appears on the running surface under
normal operating conditions. Actual wear can be determined by measuring wall
thickness or via clearance measurements in com-
Bearing damages caused by incorrect running con-
parison to the specification for a bearing in new
ditions, like
condition.
- Corrosion
A bearing should be replaced if the wear limit, as
- Overloading, overheating a.s.o. specified by the engine manufacturer, is reached or
are not described in this paper. can be expected to be reached during the next
period of operation.
In these cases, the bearing shells must be
exchanged, of course, and in order to avoid further Another method is to specify a certain time limit for
bearing failures, the cause of the failure must be the useful service life of the bearing.
found and eliminated. The individual time limit (recommended maximum
time in operation) specified by the engine manufac-
New Condition turer is based on the calculated bearing load, mini-
mum oil film thickness and load profile.
The running surface has a silvery, bright color, see
fig 1. The useful service life of a bearing is also deter-
mined by the fatigue strength of the lining material
under the respective load profile.
Usual running pattern

Typical running pattern after completion of running:
Bearings to be reused
Following pictures shows the typical running pattern
where bearing shells are reusable.
1) Normal wear
Slightly polished zones and symmetrical running
pattern in the most loaded zone of the bearing.
Minor scoring. See fig 2.
Figure 1: Without flash
2002.06.24. - Miba
MAN Diesel & Turbo
Page 3 (5)
L16/24, L23/30H, L21/31, L27/38

4) Minor cavitation after long time in operation
Minor and shallow material removal outside the
most loaded zone. See fig 5.
Figure 2: Reusable
2) Minor edge loading

and usual running pattern. Slightly polished
stripes along the side faces. See fig 3.
Figure 5: Reusable
Bearings to be replaced
Following pictures shows abnormal wear or dam-
ages that require replacement of bearing shells i.e.
investigation of reasons.
1) Localized heavy smearing of lining material
due to local disturbance of the oil film. See fig 6.
Figure 3: Reusable
3) Damage due to foreign particles

Shallow scoring and / or imprints that are few in
number. See fig 4.
Figure 6: Replace
2) More extensive area of damage with seizure

locally smeared lining material
caused by a severe disturbance of the oil film.
See fig 7.
Figure 4: Reusable
2002.06.24. - Miba
MAN Diesel & Turbo
506-01.16 Criteria for Replacement of Connecting Rod Big-end Work Card
Page 4 (5)
Edition 02 and Main Bearing Shells
L16/24, L23/30H, L21/31, L27/38

4) Deep punctual cavitation
In severe cases the cavitation extends to the
steel shell, spreads along the interface between
steel shell and lining material, and undermines
the AISn20 lining. See fig 10.
Figure 7: Replace
3) Damage due to foreign particles

Many scores or multiple deep grooves and / or
imprints. See fig 8 and fig 9.
Figure 10: Replace
5) Deep cavitation
Cavitation at the end of the oil groove.
Figure 8: Replace - deep scoring, imprints. Lining material locally

smeared
Figure 11: Replace - deep cavitation
6) Fatigue rupture of the lining material

Mechanism:
- Development of fine cracks in the lining material
- Network of cracks (crazing)
- Parts of the lining material break out
Figure 9: Replace - many deep imprints
2002.06.24. - Miba
MAN Diesel & Turbo
Page 5 (5)
L16/24, L23/30H, L21/31, L27/38
Figure 12: Fatigue rupture
2002.06.24. - Miba
MAN Diesel & Turbo
Work Card 506-01.25
Page 1 (2) Hydraulic Tightening of Connecting Rod Screws
Edition 02
L16/24

52021 096
52021 202
Short Description
Tightening procedure for connecting rod bolts.
Check of connecting rod bolts, tightening condi-
tion.

Piston, connecting rod, bearing
shells and bearing cap preassem-
bled
Related Procedure

Duration in h : ½ Plate No. Item No. Quantity
Number : 2
Data
2008.11.17.
MAN Diesel & Turbo
506-01.25 Work Card
Hydraulic Tightening of Connecting Rod Screws Page 2 (2)
Edition 02
L16/24
Hydraulic tightening of connecting rod 5) Relieve the hydraulic pressure on the tool.
screws 6) Add the hydraulic pressure to the tool once
more.
7) Tighten the nuts again.
Note: The point 5 to 7 can be followed in order to
remove tensions in the bolts, if any.
8) If there still is a distance and the nuts still can
be tightened then repeat the point 5 to 7.
9) Release the hydraulic pressure on the tool and
remove the hydraulic nuts.
Note: General instruction about hydraulic tighten-
ing, please see working card 520-01.05.
1 Hydraulic tools
Figure 1: Hydraulic tool for tightening of connecting rod screws
1) Mount the connecting rod bolts and tighten the

nuts by hand.
2) Mount the hydraulic tools, pos. 1, on both con-
necting rod bolts.
Be aware of the max. lifting height of the tool
and adjust the distance between the piston and
the cylinder before adding pressure to the tool.
please see working card 520-01.05.
3) Connect the hoses and pressure pump to the
hydraulic tool.
4) Add the prescribed hydraulic pressure, (to both
bolts simultaneously), see description 500.40,
and tighten the nuts by using a handle.
2008.11.17.
MAN Diesel & Turbo
Work Card 506-01.30
Page 1 (3) In-situ Inspection of Connecting Rod Big-end Bearing
Edition 02
L16/24

52021 011
52021 180
Short Description
In situ inspection and/or replacement of connect-
ing rod big-end bearing, dismounting and mount-
ing.

Open-end spanner, 24 mm
Crankcase opened
Related Procedure
Inspection of connecting rod big- 506-01.16
end bearing
Tightening and check and check 506-01.25
of connecting rod screws

Number : 1
Data
2008.11.17.
MAN Diesel & Turbo
506-01.30 Work Card
In-situ Inspection of Connecting Rod Big-end Bearing Page 2 (3)
Edition 02
L16/24
Removal of the connecting rod bearing

cap
1) Turn the crankshaft into the top position.
2) Loosen the hydraulic bolts by means of the
hydraulic tools, please see working card
520-01.05.
3) Remove the hydraulic tools.
4) Remove the hydraulic nuts and the bearing cap
with the lower bearing shell by hand.
Mounting of the inspection tool

1) Turn the crankshaft app. 45° clockwise allowing
the connecting rod bolts be removed.
2) Mount the inspection tool acc to fig 1.
Figure 1: Mounting of the inspection tools
2008.11.17.
MAN Diesel & Turbo
Work Card 506-01.30
Page 3 (3) In-situ Inspection of Connecting Rod Big-end Bearing
Edition 02
L16/24
3) Slowly turn the crankshaft clockwise until the 6) Mount the hydraulic tool and tighten the bolts
connecting rod is resting on the inspection tool. according to working card 506-01.25.
Removal of the upper connecting rod

bearing shell
1) Mount the connecting rod on the inspection tool
by means of the connecting rod bolt and a nut.
Note: Make sure that only one connecting rod bolt
is fit in the connecting rod before the crankshaft
turns any further.
2) Turn slowly the crankshaft clockwise until it is
possible to remove the upper connecting rod
bearing shell.
3) Remove the upper connecting rod bearing shell.
Inspection of bearing shells

1) Inspect the bearing shells, see working card
506-01.16.
Cleaning of components before mounting

1) Clean carefully the joint faces, the bore and the
bearing shells.
Mounting of upper bearing shell

1) The bearing shell is placed in the bore, the con-
tact surfaces of the shells must be parallel to
the contact surface of the connecting rod and
the bearing cap respectively.
2) Coat the journal with clean lubricating oil.
3) Remove the bolt and nut from the connecting
rod and inspection tool.
4) Turn slowly the crankshaft anti-clockwise until it
rests in the connecting rod.
5) Remove the inspection tool.
Mounting of bearing cap

1) Lubricate threads and contact face of the con-
necting rod bolts with Copaslip or the like.
2) Mount the connecting rod bolts.
3) Turn the crankshaft anti-clockwise until it is in
the top position.
4) Mount the bearing cap with the inserted lower
big-end bearing shell by hand.
5) Mount the screws and tighten them by hand.
2008.11.17.
MAN Diesel & Turbo
Work Card 506-01.35
Page 1 (4) Inspection and Honing of Cylinder Liner
Edition 06
L16/24

52006 248
Shut off fuel oil
Short Description
Inspection and honing of cylinder liner with honing
brush.

Drilling machine 60 - 180 rpm
Piston and connecting rod 506-01.05
removed Honing oil
Gas oil
Related Procedure
Grinding of seal face on cylinder 506-01.45
head and cylinder liner

Number : 1
Data
2004.12.06.
MAN Diesel & Turbo
506-01.35 Work Card
Inspection and Honing of Cylinder Liner Page 2 (4)
Edition 06
L16/24
Measurement of cylinder diameter ond best solution and might have an impact on the
time between overhaul as well as on the lub. oil
While the piston is removed from the cylinder, the consumption.
latter is measured to record the wear. The meas-
urements are taken by means of an inside microme- Renovation is made in the workshop.
ter, with measuring points at TDC-position for Prior to honing, deposits of coke and possible wear
uppermost piston ring, halfway down, and at the edges at the top of the liner must be removed by
BDC in the cylinder liner, see fig. 1. scraping.
Figure 1: Measuring points
The measurements should normally be taken

intransverse as well as in longitudinal direction.
Figure 2: Flex-honer in cylinder liner
When measuring, take care that the measuring tool
has the approximately same temperature as the A used flame ring must be used during the honing
liner. When the wear of a cylinder liner exceeds the process.
value indicated on page 500.35, i.e. when it
becomes too troublesome to maintain adequate The used flame ring must be cleaned in water. Sub-
service conditions, the cylinder liner in question sequently, the flame ring is remounted in the cylin-
should be replaced. der before carrying out the honing process.
Note: Upon completion of the honing process the
Honing the cylinder liner used flame ring is discarded. A new flame ring is
always mounted in the cylinder when replacing the
Please note: In order to obtain a round cylindrical piston rings.
cylinder liner a factory honing is required. A honing
as described below can only be regarded as a sec- The honing is made by means of a flex-honer with
grain fineness 80-120. A revolution speed between
80 and 160 rpm is chosen.
2004.12.06.
MAN Diesel & Turbo
Work Card 506-01.35
Page 3 (4) Inspection and Honing of Cylinder Liner
Edition 06
L16/24
In order to achieve a required angle between honing
grooves, see fig 3, the vertical speed is adjusted to
about 1 m/sec. which corresponds to about 2 sec.
for one double movement (the flex- honer is led
from below up and down in 2 sec.)
The procedure must be continued until the cylinder
wall is covered by honing grooves and the surface
has a slightly matt appearance without any signs of
glaze.
During the honing it is important to lubricate freely
with honing oil or cutting oil.
After the honing, the liner is carefully cleaned with
gas oil. Make sure that all abrasive particles are
removed.
Figure 3: Angle between honing grooves
2004.12.06.
MAN Diesel & Turbo
506-01.35 Work Card
Inspection and Honing of Cylinder Liner Page 4 (4)
Edition 06
L16/24
2004.12.06.
MAN Diesel & Turbo
Work Card Grinding of Seal Face on Cylinder Liner and Cylinder 506-01.45
Page 1 (2)
Head Edition 02
L16/24

Shut off fuel oil
Short Description
Grinding of seal face on cylinder liner, cylinder
head and cylinder crankcase by hand with grind-
ing tool and grinding pasta

Grinding pasta
Related Procedure
Assembling of cylinder unit 505-01.50

Number : 1
Data
1998.09.14.
MAN Diesel & Turbo
506-01.45 Grinding of Seal Face on Cylinder Liner and Cylinder Work Card
Page 2 (2)
Edition 02 Head
L16/24
Grinding
Note: The grinding tool is used for both grinding the
groove in the cylinder liner flange (1), the surface of
the cylinder crankcase (2) and the sealing surface
on the cylinder head (3), see fig. 1.
Figure 3: Grinding tool at cylinder crankcase
1 Cylinder liner 2 Crankcase

3 Cylinder head
Figure 1: Grinding tool
1) Loosen the sealing ring in liner flange and take it

out.
2) Face-grind the sealing grooves in the cylinder Figure 4: Grinding tool at cylinder head
liner flange, see fig. 2, the surface of the cylinder
crankcase, see fig. 3 and the sealing surface on
3) Move back and forth the tool and lift it out from
the cylinder head, see fig. 4 with the use of
time to time.
grinding pasta and the grinding tool.
4) After grinding , remove carefully all traces of
abrasives and grinding compound.
5) When having ground the contact faces between
cylinder head and cylinder liner it must be
observed that the sealing minimum heighth
above the cylinder liner is according to 500.35.
Figure 2: Grinding tool at cylinder liner
1998.09.14.
MAN Diesel & Turbo
Work Card Dismantling of Piston and Cylinder Liner at Low 506-01.50
Page 1 (2)
Overhaul Height Edition 02
L16/24

52006 212
Shut off fuel oil
Short Description
Dismounting of cylinder unit for inspection and/or
overhaul.

Engine stopped and cooled down. Inside micrometer (195 mm)
Feeler gauge, 0.15-0.20 mm
Related Procedure
Inlet and exhaust valve - overhaul 505-01.10
and regrinding of spindle and
valve seat
Inspection of piston 506-01.10
Cylinder liner 506-01.35
Separaation of piston and con- 506-01.05
necting rod
Qualified Manpower Plate No. Item No. Quantity
Duration in h : 2½
Number : 2
Data
1999.08.16.
MAN Diesel & Turbo
506-01.50 Dismantling of Piston and Cylinder Liner at Low Work Card
Page 2 (2)
Edition 02 Overhaul Height
L16/24
Removal of cylinder head

1) Prepare removing of the cylinder head accord-
ing to working card 505-01.55.
2) Remove the bolts which hold the cylinder head
and water jacket together.
Note: This means that the cylinder head now can
be removed from the cylinder unit.
3) Mount the lifting tool on the cylinder head.
4) Lift the cylinder head and land it carefully in
wooden support.
Note: The push rods will fall out if they are not sup-
ported by hand.
Removal of water jacket, cylinder liner,

piston and connecting rod
1) Remove the bearing cap and mount the tool to
suport the connecting rod to the cyl. liner,
please see working card 505-01.55.
2) Lift carefully the water jacket, cylinder liner and
piston with connecting rod just enough for
removing the upper connecting rod bearing
shell.
3) Lift carefully the water jacket, cylinder liner and
piston with connecting rod out of the engine
and land them on wooden support.
1999.08.16.
MAN Diesel & Turbo
Plate
Page 1 (2) Piston and Connecting Rod 50601-27
L16/24
093
103
127
223
260
355
367
235
247
272
259
152
056
140
139
068
164
11.10 - ES0 - ver08 - KS

MAN Diesel & Turbo
Plate
50601-27 Piston and Connecting Rod Page 2 (2)
L16/24
Item Item
056 1/C Bush for connecting Plejlstangsbøsning

rod
068 1/C Connecting rod 2/2 Plejlstang 2/2
093 1/C Piston ring Stempelring
127 1/C Oil scraper ring Olieskrabering
139 1/C Connecting rod Plejlstangsleje 2/2

bearing 2/2
140 2/C Cylindrical pin Cylindrisk stift
152 2/C Screw for connecting Plejlstangsskrue

rod
164 2/C Nut Møtrik
223 1/C Piston 2/2, Stempel 2/2,

incl. item 259, inkl. item 259,
260 and 272 260 og 272
235 1/C Piston pin Stempelpind
247 2/C Retaining ring Sikringsring
259 4/C Bolt Bolt
272 4/C Distance sleeve Skive
355 1/C Guide pin Styrestift
Qty/C = Qty/Cylinder. Qty/C = Qty/Cylinder.
11.10 - ES0 - ver08 - KS

MAN Diesel & Turbo
Plate
L16/24
NO!!! 093
103
127
081
355
367
019
032
176
152
056
140
139
068
164
11.10 - ES0 - B
MAN Diesel & Turbo
Plate
L16/24 NO!!!
Item Item

rod

incl. item 176 inkl. item 176

bearing 2/2

rod
164 2/C Nut Møtrik
176 4/C Bolt Bolt
11.10 - ES0 - B
MAN Diesel
Plate
Page 1 (2) Cylinder Liner 50610-03H
L16/24
08028-0D/H5250/94.08.12
97.07 - ES0
MAN Diesel
Plate
50610-03H Cylinder Liner Page 2 (2)
L16/24
Item Item
018 1/C Cylinder liner Cylinderforing
031 1/C Sealing ring Tætningsring
092 1/C Flame ring Flammering
08028-0D/H5250/94.08.12
97.07 - ES0
Camshaft
507/607
MAN Diesel & Turbo
Description 507.01
Page 1 (1) Camshaft and camshaft drive
Edition 02
L16/24
Camshaft and camshaft drive

The inlet and exhaust valves as well as the fuel
pumps of the engine are actuated by two cam-
shafts.
Due to the two-camshaft design an optimal adjust-
ment of the gas exchange is possible without inter-
rupting the fuel injection timing. It is also possible to
adjust the fuel injection without interrupting the gas
exchange.
The two camshafts are located in the engine frame.
On the exhaust side, in a very high position, the
valve camshaft is located to allow a short and stiff
valve train and to reduce moving masses.
The injection camshaft is located at the service side
of the engine.
Both camshafts are designed as cylinder sections
and bearing sections in such a way that disassem-
bly of single cylinder sections is possible through
the side openings in the crankcase.
The two camshafts and the governor are driven by
the main gear train which is located at the flywheel
end of the engine. They rotate with a speed which
is half that of the crankshaft.
The camshafts are located in bearing bushes which
are fitted in bores in the engine frame; each bearing
is replaceable and locked in position in the engine
frame by means of a locking screw.
The gear wheel for driving the camshaft as well as a
gear wheel connection for the governor drive are
screwed on to the aftmost section.
Figure 1: Twin camshafts, seen from flywheel end
1998.11.02
MAN Diesel & Turbo
Work Card 507-01.00
Page 1 (2) Check of camshaft and camshaft drive
Edition 02
L16/24

52021 275
Short Description
Checking of gear wheels, bolted connections and
lubricating system.

Unbraco top, 8 mm
Ratchet
Extension
Top, 24 mm
Serrated fork
Related Procedure

Number : 1 51106 142 1/cyl
Data
2008.11.17.
MAN Diesel & Turbo
507-01.00 Work Card
Check of camshaft and camshaft drive Page 2 (2)
Edition 02
L16/24
Camshaft and camshaft drive

1) Dismount the covers which give access to the
gear wheels, camshaft and crankcase.
2) Examine all gear wheels for cracks, wear and
deformations. While turning the engine to ena-
ble inspection allover the circumference of the
gear wheels.
3) Check all screws, nuts and bolted connections,
including locking devices everywhere in the gear
wheel housing, camshaft housing and crank
case to check that they have not worked loose.
Tightening torques, see page 500.40.
4) Start the electrical prelubricating oil pump and
check the oil flow from bearings.
5) Mount the covers.
2008.11.17.
MAN Diesel & Turbo
Work Card 507-01.05
Page 1 (3) Inspection and replacement of camshaft bearing
Edition 05
L16/24

Shut off fuel oil
Short Description
Check of roller path of cams and check of cam-
shaft bearing. Replacement of camshaft bearing.

Cover for camshaft and gear
wheel has been removed.
Related Procedure
Camshaft and camshaft drive 507-01.00

Number : 2 50705 350 1/eng
50705 648 1/eng
Data
2001.02.19.
MAN Diesel & Turbo
507-01.05 Work Card
Inspection and replacement of camshaft bearing Page 2 (3)
Edition 05
L16/24
To Check Roller Path of Cams 4) Remove the spur wheel and the bearing plate,
see fig 1 so the camshaft can be moved toward
1) While turning the engine, examine the cam the generator.
discs and in particular, check the roller path of
all cams for cracks, crackles and ruffl e. Also
examine the rollers of the roller guide.
Note: If there are flat spots on the roller and if some
of the rollers may be blocked, the roller must be
replaced by a new one, please see working card
508-01.00.
To Check Camshaft Bearings

1) The wearing surface of the camshaft bearings
cannot be checked without dismounting the
camshaft. However, abnormal wear of one or
more bearings will become apparent in the form
of burrs of white metal at the circumference of
the camshaft journal, and in that case the bear-
ing will in no doubt be discoloured, as well.
The bearing clearance is measured with a feeler
gauge, please see data sheet 500.35.
To replace camshaft bearing for injection

or valve camshaft
If one or several of the camshaft bearings should be
replaced, the camshaft must be wholly or partly dis- 1 Spur wheel
mantled.
Figure 1: Removing of spur wheel and the bearing plate
Note: Before dismantling last bearing and spur gear
wheel the engine has to be turned so marks at gear 5) Push the bearing out of the bore in the engine
wheels are corresponding, please see Working frame.
Card 507-01.20. Engine must be locked in this
position. 6) Check the lubricating oil ducts to the bearing for
free flow.
1) The camshaft sections are marked in relation to
each other. 7) For fitting of the bearing it must be cooled down
with CO2 to -90°C below crankcase tempera-
2) Disassemble the camshaft for (toward engine ture.
front) of the bearing that is to be replaced.
8) Inspect the camshaft journal for seizures.
3) Dismount all roller guides that are located aft of If necessary, the camshaft section must be
the disassembling position, please see working entirely removed from the engine, and the jour-
card 508-01.00. nal concerned must be polished.
Pull the disconnected sections of the camshaft
so far aft that the bearing which is to be
replaced is free.
2001.02.19.
MAN Diesel & Turbo
Work Card 507-01.05
Page 3 (3) Inspection and replacement of camshaft bearing
Edition 05
L16/24
9) Coat all the journals of the camshaft section
with clean lubricating oil and push the camshaft
into position, making sure that the marks on the
flanges coincide.
10) Assemble the sections and fit the bolts (coated
with molycote or similar).
11) Tighten the nuts with a torque spanner, please
see data sheet 500.40.
12) Mount all roller guides.
2001.02.19.
MAN Diesel & Turbo
Work Card 507-01.20
Page 1 (4) Adjustment of camshaft for valve and injection timing
Edition 15
L16/24

Shut-off starting air 52007 040 Woodward
52007 052 L'Orange
Shut off fuel oil
Short Description
Nominal adjustment of camshaft. (Adjustment of
camshaft in relation to crankshaft).

Camshaft assembled as per timing order, moun-
ted in frame and roller gear house. If intermediated
gearwheel must be changed, the generator must
be dismounted.
Related Procedure

Duration in h : - Plate No. Item No. Quantity
Number : -
Data
2013.06.19 - version 2008

MAN Diesel & Turbo
507-01.20 Work Card
Adjustment of camshaft for valve and injection timing Page 2 (4)
Edition 15
L16/24
gearwheel, see fig 1(E2). At the same time turn
the upper intermediate gearwheel so that the
small holes in the circumference of the two
intermediate gearwheels are corresponding, see
fig 2.
Assembly of gear wheels for valve

camshaft and injection valve camshaft,
without mounted flywheel
Following description is for mounting the gear-
wheels in the control drive when alternator, flywheel
and cover on coupling side are dismantled from the
engine.
Mounting of intermediate gearwheels

1) Turn the crankshaft to top dead centre for the
last cylinder (the cylinder nearest to the coupling
side).
2) Mount the upper intermediate gearwheel.
1 Upper intermediate spur 2 Small holes

wheel
3 Lower intermediate spur 4 Crankshaft
wheel
Figure 2: Position of small holes in the circumference of the two

intermediated gearwheels
Note: The punch mark on the crankshaft gearwheel

is placed on the 13 teeth counting counter clock-
wise from the joint of the gearwheel, see fig 3.
1 Small holes
Figure 1: Marks on gearwheels
3) Mount the lower intermediate gearwheel so the

marks on the lower intermediate gearwheel are
corresponding with the mark on the crankshaft
2013.06.19 - version 2008

MAN Diesel & Turbo
Work Card 507-01.20
Page 3 (4) Adjustment of camshaft for valve and injection timing
Edition 15
L16/24
Note: Adjustment of injection valve camshaft is now
needed, please see separately chapter “Adjustment
of Fuel Injection Camshaft / Injection Timing”.
Measure of fuel pump lead

1) Dismantle covers for fuel camshaft and fuel
pump.
2) Check the mobility of the regulating device.
3) Position the support of the measuring tool on
the two bolts of the camshaft covering. Slip on
the distance sleeves and fasten to the cylinder
crankcase by means of hexagon nuts.
Note: During attaching, pay attention to the correct
fitting position of the contact point.
a 13 teeth
4) Insert the dial gauge into the support.
5) Turn the engine until the cam base circle is
Figure 3: 13 teeth counter-clockwise from the joint of the gear- reached (approx 40° BTDC).
wheel
6) Set the dial gauge to "Zero".
4) Tighten up the intermediate gearwheels. Tight- 7) Turn the engine until the TDC mark (ignition DC)
ening torque, please see page 500.40. for the actual cylinder is reached.
Read the dial gauge and note down the gauge
Mounting of gearwheel for valve camshaft value in sheet.
8) Determine the values for the other cylinders in
1) Before mounting of the gearwheel, the marks
the same way.
on the crankshaft and the lower intermediate
Calculate the average value of all measure-
gearwheel must correspond, see fig 1 (E2).
ments.
Futher, the small holes on both intermediate
gearwheels must correspond. 9) Compare the calculated value determined with
the value mentioned below.
2) Turn the valve camshaft, until the mark on the
gearwheel for valve camshaft corresponds with 10) If the values exceeds the limits, an adjustment
the 2 marks on upper intermediate gearwheel, must be done in order to correct the errors.
see fig 1 (E1). 11) Remove the complete measuring tool.
3) Tighten up the gearwheel. Tightening torque, 12) Mount all camshaft covers.
Plunger lift (average value): see figure.
Mounting the gearwheel for injection

camshaft
1) Before mounting the gearwheel, must marks for
crankshaft and lower intermediate gearwheel
correspond, see fig 1(E2). Secondly must the
small holes for both intermediate gearwheels be
corresponding.
2) Turn the injection valve camshaft, until the mark
on the gearwheel for valve camshaft corre-
spond with the 2 marks on upper intermediate
gearwheel, see fig 1 (E1).
2013.06.19 - version 2008

MAN Diesel & Turbo
507-01.20 Work Card
Adjustment of camshaft for valve and injection timing Page 4 (4)
Edition 15
L16/24
Pump type Woodward L'Orange

Engine rpm 1000 1200 1000 1200
Engine power rating 90 100 110 90 100 110
(kW/cyl) (kW/cyl) (kW/cyl) (kW/cyl) (kW/cyl) (kW/cyl)
Max plunger lift 5.40 mm 5.93 mm 6.04 mm 5.40 mm 5.93 mm 6.04 mm
Requirements: Only to be used with piston crown

marked with:
IMO-0664
1 Contact point 2 Lever

3 Fixing screws and discs of enclosing cover used
2013.06.19 - version 2008

MAN Diesel & Turbo
Plate
Page 1 (2) Intermediate Wheel 50701-02H
L16/24
097
Intermediate wheel complete
Item 121 085
061
120
036
085
107
073 097
085
119
061
048
024
012
085
107
073
119
13.29 - ES0
MAN Diesel & Turbo
Plate
50701-02H Intermediate Wheel Page 2 (2)
L16/24
Item Item
012 1/E Stepped spur gear, Tandhjul, komplet

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

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

complete, consisting indeholder item 024,
of item 024, 048, 061, 048, 061, 073, 085, 097,
073, 085, 097, 107, 107, 119, 120
119, 120
13.29 - ES0
MAN Diesel
Plate
Page 1 (2) Camshaft (Injection Camshaft) 50705-16H
L16/24
291 266
266 589
278
636
278 648
600
266
648 266
624
362
362
5 cyl.
374 386
590 386 374
6 cyl.
408 433
Item No for 398 421 445
7 cyl.
08028-0D/H5250/94.08.12
457 470 469

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

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

08028-0D/H5250/94.08.12


Qty./C = Qty./Cylinder Qty./C = Qty./Cylinder
06.18 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Camshaft (Valve Camshaft) 50705-25H
L16/24
349
291 291
266 230
278
278 350 254
266 266
301
313*
350
014
014
266
278
291 291
5 cyl.
278
026 038
266 038 026
6 cyl.
063 087
Item No for 051 075 099
7 cyl.
109 122 110
242 110 122 109
8 cyl.
134 158 171 195
9 cyl.
205 087 229 217
217 229 087 205
07.42 - ES0 - B, version 2008

MAN Diesel & Turbo
Plate
50705-25H Camshaft (Valve Camshaft) Page 2 (2)
L16/24
Item Item
014 1/C Camshaft part Styreakselsektion, 217 2/E Bearing disk, Lejesøle,
piece, 5-6-7-8-9 cyl. 5-6-7-8-9 cyl. 9 cyl. engine 9 cyl. motor
254 1/E Spur wheel Cylindrisk tandhjul
6 cyl. engine 6 cyl. motor 266 Screw Skrue
1/E 6 cyl. engine 6 cyl. motor 278 Washer Skive
6 cyl. engine 6 cyl. motor 112/E 8 cyl. engine 8 cyl. motor
7 cyl. engine 7 cyl. motor 291 Cylindrical pin Cylindrisk stift
301 1/E Bearing plate, com- Lejeplade, komplet
134 1/E Bearing disk, Lejesøle, plete incl. item 313 inkl item 313
313* 3/E Expander plug Ekspansionsprop
8 cyl. engine 8 cyl. motor 349 7/E Screw Skrue
158 1/E Bearing disk, Lejesøle, 350 Camshaft bearing Styreakselleje



07.42 - ES0 - B, version 2008

Operating gear
508/608
MAN Diesel & Turbo
Description
Page 1 (1) Operating Gear for Valve and Fuel Injection Pumps 508.01
Edition 07
L16/24
Roller Guides The valve actuating gear is pressure-feed lubricated

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

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

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

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

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

valve bridge with thrust screws and adjusting screws Fig 1 Valve operating gear
for valve clearance.
11.37 - ES0
MAN Diesel & Turbo
Work Card 508-01.00
Edition 15
L16/24

Shut off fuel oil
Short Description
Dismounting, inspection and/or overhaul, and

Cylinder unit has been removed from engine and Feeler gauge, 0.1 mm
dismantled.
Related Procedure
Control and adjusting of valve 508-01.10
clearance

Number : 1
Data
2011.12.12.
MAN Diesel & Turbo
508-01.00 Work Card
Inspection of valve roller guide Page 2 (3)
Edition 15
L16/24
Inspection of Valve Roller Guides 1) Mount item 2-3-4-5 on the water jacket assem-
bly, see fig 1.
guides can slip out at the water jacket. 2) Press the two guides together, and slightly
tighten the two M6 bolts (item 5).
2) Examine the surface of the roller and the tappet
housing for marks and secures, if any they must 3) Turn the tappets so that the plane surfaces
be polished away. point towards each other, and mount them in
the water jacket.
3) Blow clean the lubricating ducts in the tappet
Adjustment of guides for tappets
4) Examine the push rod, pin and ball cup for
damage and replace if necessary. 1) Final adjustment of guide-tappet clearance can
only be done after the cylinder unit has been
installed on the engine and cylinder cover nuts
Replacement of roller and shaft pin
are tightened.
1) Remove the lock screw. 2) Turn the actual cylinder into overlap top dead
2) Push out the axle. centre. (Both inlet- and exhaust valve has lifted
The roller and axle can now be replaced. a few millimetres and the cams are now aligning
3) Mount the lock screw with loctite 275. the roller in correct position)
Mounting of guide for tappets
Figure 2: Brackets between roller guides

guides and untighten the two M6 bolts. Make
1 Roller guide 2 Guide piece sure that there is full parallel contact on the
3 Compression spring 4 Washer feeler gauges. Tighten the two M6 bolts see fig.
2. (Re-check the feeler gauges has parallel con-
5 Cylindrical screw * Clearance adjusted with
feeler gauge tact and make sure the clearance between
guide and tappet is 0.1 mm +0.1 / - 0) Remove
Figure 1: Inspection of roller guide and roller the feeler gauges.
2011.12.12.
MAN Diesel & Turbo
Work Card 508-01.00
Edition 15
L16/24
4) Turn the engine so that both rollers are on the
circular part of the cams. Check that the tap-
pets can turn free from side to side in the clear-
ance. Adjustment is completed.
2011.12.12.
MAN Diesel & Turbo
Work Card 508-01.10
Page 1 (3) Control and adjusting of valve clearance
Edition 14
L16/24, L21/31, L27/38

Shut off fuel oil
Short Description
Control and/or adjustment of inlet and exhaust
valve clearance

Cover for valve camshaft is removed. Cover for Socket wrench
cylinder top is removed. Feeler gauge
Torque spanner
Related Procedure

Number : 1 See plate -
50502
Data
2012.02.20.
MAN Diesel & Turbo
508-01.10 Work Card
Control and adjusting of valve clearance Page 2 (3)
Edition 14
L16/24, L21/31, L27/38

1) Shut-off starting air and fuel oil.
2) Stop the lubricating oil circulation.
3) Dismantle the cylinder top cover.
4) Dismantle the clamp for non-turning bridge, if
mounted (L16/24).
5) Turn the crankshaft until the cylinder is in igni-
tion TDC (both valves closed).
6) Check that the surfaces are clean.
7) Loosen the counter nut, pos. 1, and the adjust-
ing screw, pos. 2, on the valve bridge.
Figure 2: .
11) Adjust the screw, pos. 2, on the valve bridge

until the feeler gauge makes slightly more resist-
ance, but it must still be possible to move the
feeler gauge.
Figure 1: . 12) Tighten the counter nut, pos. 1, on the valve
bridge with torque. Re-check that the feeler
8) Loosen the counter nut, pos. 3, and the adjust- gauge clearance has not changed.
ing screw, pos. 4, on the rocker arm and insert
the feeler gauge between valve bridge and
rocker arm, pos. 5.
9) Adjust the screw , pos. 4, on the rocker arm
until the feeler gauge makes only slight resist-
ance.
10) Tighten the counter nut, pos. 3, on the rocker
arm with torque. Re-check that the feeler gauge
clearance has not changed.
Figure 3: .
2012.02.20.
MAN Diesel & Turbo
Work Card 508-01.10
Page 3 (3) Control and adjusting of valve clearance
Edition 14
L16/24, L21/31, L27/38

▪ Sharp-edged feeler gauge can cause injuries.
▪ Be careful not to put fingers between adjusting
screw and valve.
▪ Wrong torque can cause injuries.
▪ Damaged parts must not be reused.
Figure 4: .
13) The adjustment is completed.

14) Install the clamp for the non-turning bridge, if
mounted (L16/24).
15) Install the cylinder head cover.
Please note:
▪ The engine must be cold or cooled down for at
least 30 minutes.
▪ Ensure to have a firm stand before working on
the engine.
▪ It is not allowed to turn during the adjustment
process.
▪ The torque spanner must be positioned com-
pletely on the coupling.
▪ Attach the socket wrench straight on the hexa-
gon nut before screwing.
▪ Adjust the torque correctly, see values for tight-
ening in description 500.40.
▪ Tools consisting of several part, can fall into
pieces.
▪ All bolted joints to be re-established.
Caution:
▪ Engine parts can be hot; watch out for burns.
▪ Slipping can cause injuries.
▪ Injuries such as crushing of fingers, hands or
similar.
▪ Slipping of torque spanner or similar tools can
cause injuries.
▪ Falling down from working position and/or hit-
ting engine parts can cause injuries.
▪ Damaging of socket wrench, hexagon nut or
screw can cause injuries.
2012.02.20.
MAN Diesel & Turbo
Plate
Page 1 (2) Roller Guide and Push Rods 50801-13H
L16/24
Valve Spindles
and Valve Gear,
016 see plate 50502
028
041
Cylinder Head
see plate 50501
016 077
053 220
065 197+
089 207
220 219
11.01 - ES0
MAN Diesel & Turbo
Plate
50801-13H Roller Guide and Push Rods Page 2 (2)
L16/24
Item Item
028 2/C Push rod Stødstang
041 2/C Bolt Bolt
053 2/C Roller Rulle
065 2/C Shaft Aksel
077 2/C Housing for roller Hus for rullestyr

guide
089 2/C Screw Skrue
197+ 2/C Guide piece Styrestykke
219 2/C Screw Skrue
+ only available as + kun tilgængelig som

a pair et par
11.01 - ES0
Control/safety
509/609
MAN Diesel & Turbo
Description 509.01
Page 1 (7) Safety, Control and Monitoring System Edition 13
General
General Description The engine is equipped with the following main

safety, control and monitoring components:
Monitoring and instrumentation on the engine repre-
sents a tailor-made system. The system is designed ● Safety system
to fulfil the following requirements: ● Governor
● Monitoring modules
● Continuous analogue monitoring – base module (BM)
● Independent safety system – operation box (OB)
● Easy installation – monitoring of temperatures/pressures
● Simple operation panel (MTP)
● Instrumentation complete – monitoring of exhaust gas temperature
● No maintenance panel (MEG)
● Prepared for CoCoS – monitoring of bearing temperature panel
● Redundant safety system (MBT), option
– bearing temperature display (BTD), option
– oil mist detector, option
In order to fulfil all classification society requirements ● Instrumentation (sensors, wiring, junction
the engine is equipped with monitoring sensors for boxes)
all medias as standard. If just one classification ● Manometers and thermometers
society require one specific measuring point it is ● Output module (OM), option
standard on the engine. Also a built-on safety system ● Alarm panel (AP), option
is standard.
Fig 1 Monitoring and safety system.
05.18 - NG - ES1
MAN Diesel & Turbo
509.01 Description
Edition 13 Safety, Control and Monitoring System Page 2 (7)
General
Safety System The spring-loaded pull rod permits the governor to

give full deflection even if the stop cylinder of the
The safety system is an independent system for manoeuvering system keeps the fuel injection pump
monitoring and controlling the GenSet’s shutdown at "no fuel" position.
functions.
Each fuel injection pump is connected to the com-
The safety system is based on a programme logic mon, longitudinal regulating shaft by means of a
controller (PLC) which automatically controls the spring-loaded arm.
automatically stop (shutdown) in case of:
Should a fuel plunger seize in its barrel, thus blocking
Shutdown the regulating guide, governing of the remaining fuel
injection pumps may continue unaffected owing to
1) Overspeed the spring-loaded linkage between the blocked pump
2) Low lube oil pressure and the regulating shaft.
3) High HT water temp.
4) Emergency stop
5) High bearing temp. (option) Monitoring System
6) Oil mist stop (option)
7) Differential protection / earth connection (op- All media systems are equipped with temperature
tion) sensors and pressure sensors for local and remote
reading.
Set points and special conditions can be found in the
"Operation Data & Set Points, B 19 00 0" The sensors for monitoring and alarming are con-
nected to the base module.
Connection to and from the power management
system is hard wire connection.
Base Module
Indication of each shutdown can be found on the
operation box and directly on the safety system The base module is the centre of the monitoring
module inside the terminal box. system.
The base module, the OB-module, the MTP-module

Governor and the MEG-module are designed by MAN B&W
Diesel A/S, Holeby specifically for this engine type.
The engine speed is controlled by a hydraulic governor
or electronic controller with hydraulic actuator. Apart from the electrical main connection to the
alternator the ship yard only has to perform the fol-
Information about the design, function and opera- lowing electrical connection:
tion of the governor is found in the special governor
instruction book. – 24 VDC supply to the safety system.
– Cable connection to/from power management
The governor is mounted on the flywheel end of the system.
engine and is driven from the camshaft via a cylindri- – 24 VDC supply to the base module.
cal gear wheel and a set of bevel gears. – Modbus communication or interlink to output
module.
Regulating Shaft The vessel’s alarm and monitoring system in the

main switch board can be connected to the base
The governor's movements are transmitted through module by means of a 3-wire MODBUS communi-
a spring-loaded pull rod to the fuel injection pump cation link. For further information, please see the
regulating shaft which is fitted along the engine. description "Communication from the GenSet".
05.18 - NG - ES1
MAN Diesel & Turbo
Description 509.01
General
In situations where the vessel’s system cannot oper- ● Indication of:
ate a MODBUS communication unit, MBD-H offers – Engine rpm
an output module (OM) to be installed in the vessel’s – TC rpm
control room. – Starting air pressure
– Display for digital read out
By means of the OM it is possible to connect all dig- – Indication of software version
ital and analogue signals to the vessel’s monitoring
system in a conventional manner. ● Shutdowns indication:
– overspeed
Communication between the base module (BM) and – low lub. oil pressure
the output module (OM) takes place via a 3-wire – high fresh water temp.
interlink bus (RS485). – emergency stop / oil mist
In the base module all the alarms are generated and Please note that the local stop push button must be
delay and cut-off at standstill is done. Set points and activated at least 3 sec. before the engine will stop.
special conditions can be found in "Operation Data
& Set Points, B 19 00 0".
The Base Module do also include redundant safety

stop function for:
1) Overspeed
2) Low lube oil pressure
3) High cooling water temperature
The set points for above redundant safety stop are

adjusted to a higher/lower point as the safety system.
This will secure that the safety system will normally
stop the engine in a critical situation. Only in case
that the safety system is out of order the redundant
safety stop will be needed.
Operating Box Module (OB)
This module includes the following possibilities:
Operation of:
● Fig 2 Operation box module (OB).
– engine start
– engine stop
– remote mode The manual start button must be activated until ig-
– local mode nition, takes place. If the engine have been without
– blocking/reset mode prelubrication in more than 20 minutes the engine
– lamp test can not be electrical started.
– arrow up - shift upwards through measure-
ments for display The push buttons REMOTE - LOCAL - BLOCKING is
– arrow down - shift downwards through only related to the start function. In case of BLOCK-
measurements for display ING the engine can not be started from local or from
remote (switchboard).
05.18 - NG - ES1
MAN Diesel & Turbo
509.01 Description
General
The stop function is not depended of the REMOTE

- LOCAL - BLOCKING position.

On the local operating box module the pressure,
temperature and rpm are illustrated by means of a
display: an LED indicates whether it is the working
hours, alternator, pressure, temperature or rpm
which is measured.
The display of the operation box module is used to

read each individual measurement chosen by us-
ing "arrow up" or "arrow down" incl. MTP and MEG
measurements. All rpm, pressures and temperatures
are indicated in full values. The value displayed is
indicated by flashing of the last segment of the bar-
graph on the OB, MTP or MEG module.
If the lamp test button is activated for more than 3

sec. the software version will be displayed.
Fig 4 Monitor temp./press. (MTP)
If there is a deviation, the bargraph in question will

start to illuminate the segments upwards or down
wards, depending on rising or falling measurements,
see fig 4.
It must be mentioned that the latter does not apply to

the charge air temperature and charge air pressure,
because they will vary with the engine load.
Monitoring of Exhaust Gas Temperature

Panel (MEG)
Fig 3 Monitoring of temperature/pressure module (MTP). The temperature shown on the MEG module is indi-
cated with segments illuminated from the left to the
right. The number of segments illuminated depends
on the actual temperature of the exhaust gas.
Monitoring of Temp./Pressure Panel (MTP)
All temperatures and pressures shown on the MTP

module's bargraph are indicated with illuminated
segments. When the temperatures and pressures
are within the stated limits, two segments are il-
luminated in the middle forming a straight line. This
means that it is easy to check the engines' systems,
even at distance.
Fig 5 Monitoring of exhaust gas temperature module (MEG).
05.18 - NG - ES1
MAN Diesel & Turbo
Description 509.01
General
For emergency operation in case of totally black-out By performing an offset adjustment equalisation of the
on the 24 V DC supply the engine is equipped with temperature when the engine is adjusted correctly the
manometers for: operator will get the impression that the temperatures
then are identical when the pumps etc are adjusted
– Lub. oil pressure correctly. If a deviation of the temperatures occurs,
– Cooling water pressure it is because of problems with the combustion or the
– Fuel oil pressure fuel pumps just as the operator is used to.
and thermometers for: The equaliser function is activated by pressing the

arrow push buttons on the OB panel for minimum
– Cooling water temp. three seconds. A menu occurs and by pressing ar-
– Fuel oil temp. row push buttons up/down the following options are
available:
"NO"
● (Nothing happens and you return to
normal mode)
● "YES" (Equalisation is completed if pos-
sible. New offsets are calculated)
● "RESET" (All offset values are re-zeroed)
The chosen option is accepted by pressing "BLOCK-

ING" or "lamp test". If equalisation cannot be com-
pleted, "Err-2" will show up for two seconds and
afterwards it returns to normal mode again. In case
that a temperature deviation is above 40o C it will not
be possible to complete an equalisation and "Err-2"
will be indicated. The 40o C deviation is from the "real"
readings, and not from the "manipulated" readings.
If the equaliser is activated on the OB panel without

choosing an option, it will automatically return to
normal OB display again after 15 seconds.
Fig 6 Monitor exh. gas temperature (MEG). Monitoring of Bearing Temperature, MBT
(option)
Equaliser Function for Exhaust Gas Tem- The temperature shown on the MBT module is indi-
perature cated with segments illuminated from the left to the
right. The number of segments illuminated depends
An equaliser function has been introduced to take on the actual temperature of the bearing temperature.
into consideration the old learning that the exhaust
temperature values must be identical on a four-stroke
diesel engine.
On the engine type L16/24, L27/38 and especially

L21/31 it is observed that the temperature are not
identical althrough the engine combustion is adjusted
correctly.This fact may involve that the ship's crew will
adjust the fuel pumps improperly to obtain identical
exhaust temperature values for each cylinder and
this is of course not desirable.
05.18 - NG - ES1
MAN Diesel & Turbo
509.01 Description
General
Output Module (option)
For alarm systems which cannot be communicated

through the MODBUS protocol, an output module
has been designed. This module includes conven-
tional output signals (4-20 mA) for all analogue
measuring values, signals for limit values, and in-
formation signals from the safety system.
The output module will be delivered in a separate

box (IP56) with the dimensions (H/L/W): 380 x 380
x 155 mm.
Alarm Panel (option)
An alarm panel with 24 alarm points can be con-

nected to the system. The alarm panel can be in-
stalled on the engine or in the engine control room,
see fig 7. The dimensions for the panel are (H/L/W):
Fig 7 Monitoring of bearing temperature (MBT), option. 144 x 96 x 35 mm.
It is important that all alarms leads to prompt in-

Display for Bearing Temperature Display, vestigation and remedy of the error. No alarm is
BTD (option) insignificant. It is therefore important that all engine
crew members are familiar with and well trained in
On the bearing temperature display the excact meas- the use and importance of the alarm system.The
uring value for each individual bearing temperautre most serious alarms are equipped with slowdown
can be read. Furthermore an indication of high and/or shutdown functions.
bearing temperature alarm and very high bearing
temperature shutdown are indicated.
Fig 9 Alarm panel.

Fig 8 Display for bearing temperature (BTD), option.
05.18 - NG - ES1
MAN Diesel & Turbo
Description 509.01
General
Instrumentation The temperature sensors are placed at the measur-
ing point.
Pressure measurements are generated from the
pressure transmitters.
Data
The exhaust gas temperatures are generated by
NiCr/Ni thermo sensors. Power supply : 24 VDC -20 to +30%,
max ripple 10%
Temperatures are generated by PT100 sensors. Power consumption : < 2 amp
Ambient temp. : -20oC to 70oC
The above transmitters and sensors are specially External
designed for installation on diesel engines. communication links : MODBUS ASCII / RTU or
interlink (RS422 / RS485)
The pressure sensors are placed centrally at the
front of the engine, facilitating easy access for
maintenance and overhauls, and minimizing wire
connections.
05.18 - NG - ES1
MAN Diesel
Description
Lambda Controller 509.10
Page 1 (1)
Edition 07H
L16/24
V28/32S
Purpose If the system is activated more than 10 seconds,
the solenoid valve will be shut off and there will be
The purpose with the lambda controller is to prevent a remote signal for "jet system failure".
injection of more fuel in the combustion chamber than
can be burned during a momentary load increase. The jet system is blocked when engine speed is
This is carried out by controlling the relation between below 50 rpm.
the fuel index and the charge air pressure.
During the start procedure the jet system is used as
The Lambda controller is also used as stop cylinder. a charge air booster.
Hereby heavy smoke formation is prevented during

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

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

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

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

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

At a 50% load change the system will be activated
for about 3-8 seconds. Fig 1 Principle drawing of lambda controller
02.41 - ES0
MAN Diesel & Turbo
Description
Communication from the GenSet 509.55
General
System Layout All signals can be wired up from the OM-mod-
ule to the ship’s alarm & monitoring system.
Fig 1 shows the system layout. The modules BM, OB,
MTP, MEG and safety system are all placed on the 3) A simple alarm panel (AP) with 24 LED chan-
engine. More detailed information on each module nels can be installed in the control room. This
and sensors can be read in the description "Safety, solution only serves digital alarms.
Control and Monitoring System".
If the alarm system can communicate with MODBUS
ASCII or RTU, there is no need for the OM-module
Communication or AP. All signals can be communicated by the
MODBUS.
Communication from the BM-module to the ship’s
alarm & monitoring system can be done in three In the following please find a description of the MOD-
ways: BUS protocol and addressing of the signals.
1) In the BM-module there is a MODBUS ASCII

or RTU interface communication. MODBUS Protocol (BM)
2) An output module (OM) can be placed in The BM has a standard MODBUS ASCII and RTU
the control room switchboard or alarm disk. interface which may be selected, by means of a DIP
Communication from the BM-module to the switch on the BM, to be either:
OM-module is made via the 3 wire module
interlink bus. – RS422 5 wire (Rx+, Rx-, Tx+, Tx-, GND) or
– RS485 3 wire (Rx+/Tx+, Rx-/Tx-, GND)
In the OM-module all the signals are converted
into 4-20 mA signals and digital outputs.
Fig 1 System overview: "monitoring system & safety system"
07.48 - ES1 - NG
MAN Diesel & Turbo
509.55 Communication from the GenSet

Description
General
The communication setup is: 9600 baud, 8 databits, The general „message frame format“ has the fol-
1 stopbit, no parity. lowing outlook:
The BM MODBUS protocol accept one command [:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]
(Function Code 03) for reading analog and digital
input values one at a time, or as a block of up to – [:] 1 char. Begin of frame
32 inputs. – [SLAVE] 2 char. Modbus slave address
Selected on DIP-switch at BM
MODBUS is defined by the company AEG Modicon print
and the implementated protocol in the BM is de- – [FCT] 2 char. Function code
signed to observe the relevant demands in the latest – [DATA] n X 2 chars data.
protocol description from AEG Modicon: – [CHECKSUM] 2 char checksum (LRC)
– [CR] 1 char CR
MODBUS was originally defined by EAG Modicon, – [LF] 1 char LF (end of frame)
but is now adminstered by the MODBUS-IDA group.
The MODBUS protocol implemented for the BM is Notice: The MODBUS address [SLAVE] should
defined in the document "MODBUS over serial line be adjusted on the DIP-switch (SW 1) on the BM.
specification and implementation V1.0", available at Allowed addresses are 1..63 (address 0 is not al-
http://www.modbus.org/ lowed). Broadcast packages will not be accepted
(to be ignored), see fig 2.
The following chapter describes the commands in
the MODBUS protocol, which are implementated, The following function codes (FCT) is accepted:
and how they work.
– 03H: Read n words at specific address.
– 10H: Write n words at specific address.
Protocol Description
In response to the message frame, the slave (BM)
The ASCII and RTU version of the MODBUS proto- must answer with appropriate data. If this is not pos-
col is used, where the BM works as MODBUS slave. sible, a package with the most important bit in FCT
All data bytes will be converted to 2-ASCII charac- set to 1 will be returned, followed by an exception
ters (hex-values). Thus, when below is referred to code, where the following is supported:
„bytes“ or „words“, these will fill out 2 or 4 characters,
respectively in the protocol. – 01: Illegal function
– 02: Illegal data address
– 03: Illegal data value
– 06: BUSY. Message rejected
SW 1: MODBUS address
Switch no 1 2 3 4 5 6
Address:
0 OFF OFF OFF OFF OFF OFF Not allowed
1 ON OFF OFF OFF OFF OFF
2 OFF ON OFF OFF OFF OFF
63 ON ON ON ON ON ON Not allowed
Fig 2 Modbus address
07.48 - ES1 - NG
MAN Diesel & Turbo
Description
General
FCT = 03H: Read n words MODBUS addressing
The master transmits an inquiry to the slave (BM) In order to be able to read from the different I/O
to read a number (n) of datawords from a given and data areas, they have to be supplied with an
address. The slave (BM) replies with the required „address“.
number (n) of datawords. To read a single register
(n) must be set to 1. To read block type register (n) In the MODBUS protocol each address refers to a
must be in the range 1...32. word or „register“. For the GenSet there are follow-
ing I/O registers:
Request (master):
[DATA] = [ADR][n] – Block (multiple) I/O registers occupying up to
[ADR]=Word stating the address in 32 word of registers (see table 3, 4, 5 and 6).
HEX.
[n]=Word stating the number of words to Block I/O registers hold up to 32 discrete I/O's placed
be read. at adjacent addresses, so it is possible to request
any number of I/O's up to 32 in a single MODBUS
Answer (slave-BM): command. Please refer to table 3, 4, 5 and 6 which
[DATA] = [bb][1. word][2. word]....[n. word] specifies the block I/Os registers addresses and how
[bb]=Byte, stating number of subsequent the individual I/O's are situated within the „block".
bytes.
[1. word]=1. dataword
[2. word]=2. dataword Data Format
[n. word]=No n. dataword
The following types of data format have been cho-
FCT = 10H: Write n words sen:
The master sends data to the slave (BM) starting Digital: Consists of 1 word (register):
from a particular address. The slave (BM) returns the 1 word: [0000H]=OFF
written number of bytes, plus echoes the address. [FFFFH]=ON
Write data (master): Integer: Consists of 1 word (register):

[DATA] = [ADR][n] [bb][1. word][2. word]....[n 1 word: 12 bit signed data
word] (second complement):
[ADR] = Word that gives the address in [0000H]=0
HEX. [0FFFH]=100% of range
[n] = Word indicating number of words to [F000H]=-100% of range
be written.
[bb] = Byte that gives the number of bytes Notice: 12 bit data format must be used no matter
to follow (2*n) what dissolution a signal is sampled with. All mea-
Please note that 8bb9 is byte size! suring values will be scaled to 12 bit signed.
[2. word]=2. dataword Example 1:
PI10, range 0-6 bar
Answer (slave-BM): The value 2.3 bar will be represented as 38.33% of
[DATA] = [ADR][bb*2] 6 bar = 0621H
[ADR]= Word HEX that gives the address
in HEX
[bb*2]=Number of words written.
07.48 - ES1 - NG
MAN Diesel & Turbo

Description
General
MODBUS Timeout However the implementation of the protocol in the

GenSet Base Module is able to handle much smaller
To prevent lock up of the protocol, ie. a breakdown timeouts (response times), which may be required
on the connection, a number of timeouts are to in order to obtain an acceptable worst-case I/O
be built in, as specified in the MODBUS protocol scan time:
specification:
Base Module, max. time between characters in a
MODBUS specification max. time between charac- frame: 5 ms
ters in a frame: 10 ms
Base Module, max. time between receipt of frame
MODBUS specification max. time between receipt and answer: 100 ms
of frame and answer: 1 second
07.48 - ES1 - NG
MAN Diesel & Turbo
Description
General
In the tables below each signal has a importance h) "Safety system failure" consists of following
statement with following meaning: signals: Power supply failure and internal watch
dog alarm.
Required by the classification society or MAN i) "Safety sensor cable failure" means cable fail-
B&W. ure on one or more of following sensors: lub. oil
Recommended by MAN B&W. pressostate PSL22, cool. water ther-mostate
"Nice to have". TSH12, speed pick-up SE90-2 or emergency
stop switch ZS82 (as option TSH29/27 for
In the tables below some signals have a remark with L27/38 or LSH92 for L27/38 and L32/40)
following meaning: j) "Local shutdown" only consists of the shut-
a) Required by American Bureau of Shipping, downs (PSL22, TSH, SSH81, and ZS82) in the
ABS. safety system.
b) Required by Bureau Veritas, BV. k) For L27/38, L21/31 and L32/40 the signal
c) Required by Jugoslavenski Register & DnV. ZS82, also includes high oil mist shutdown,
d) Required by Registro Italiano Navale, RINA. LSH92 if it is installed (option).
e) Required by Nippon Kaiji Kyokai, NKK & DnV. l) Oil mist (LSH/LAH92) is standard for 7, 8, 9 cyl.
f) Bureau Veritas, Lloyds Register of Shipping L27/38 (for marine application) and L32/40. For
and ABS demand alarm point for low/high 5, 6 cyl. L27/38 and L21/31 it is an option.
heavy fuel oil temp. Normally this is placed m) Required by Det Norske Veritas, DnV.
at yard side as an common alarm for all aux. n) For L16/24 engine type TC rpm range is 0-
engines. The signal can also be generated from 80000.
iTI40. o) Not accepted by all classification societies.
g) "Common shutdown" consists of following p) For GenSets with high voltage alternators.
signals: PSL22, TSH12, SSH81 and ZS82
(as option TSH29/27 for L27/38 or LSH92 for General) All alarm signals are already performed
L27/38 and L32/40). Furthermore it consist with necessary time delay. F.ex. lub. oil level
also of the redundant shutdowns performed in alarms (LAL/LAH28) includes 30 sec. alarm
the Base Module. delay. Start air alarm (PAL70) includes 15 sec.
alarm delay. No further delay are needed.
Table 3 (Block scanning)
Signal Name/description Address Data format Importance Remark Meas. range
oLAH42 Drain box high level 4002 Digital Required

oPAL25 Prelub. oil low press. 4003 Digital Required
oSX32 Jet system failure 4004 Digital Required
oUX95-2 Safety system failure 4005 Digital Required h)
oSS86 Common shutdown 4006 Digital Required g)
oTAH98 Alternator winding temp. high 4007 Digital Required
oPAL10 HT water press. inlet low 4008 Digital Required
oPAL70 Starting air press. low 4009 Digital Required
oPDAH21-22 Diff. press. high, lub. oil filter 400A Digital Required
oPAL 22 Lub. oil press. inlet low 400B Digital Required
oPAL40 Fuel press. low 400C Digital Required
oTAH12 HT water temp. high 400D Digital Required
oTAH21 Lub. oil temp. inlet high 400E Digital Required
oLAL28 Low oil level base frame 400F Digital Recommended b)
oLAH28 High oil level base frame 4010 Digital Recommended
iZS75 Microswitch, turning gear engaged 4011 Digital Recommended b)
oSAH81 Overspeed alarm 4012 Digital Recommended
oTAD60 Exh. gas temp. high or low 4013 Digital Recommended m)
oTAH61 TC temp. outlet, high 4014 Digital Recommended
oTAH62 TC temp. inlet, high 4015 Digital Recommended m)
Cont.
07.48 - ES1 - NG
MAN Diesel & Turbo

Description
General
Cont. of table 3
iTI12 HT water temp. outlet 4016 Integeter 12 Bit Recommended m) 0-200° C

iTI21/22 Lub. oil temp. inlet 4017 Integeter 12 Bit Recommended a) + m) 0-200° C
iTI40 Fuel oil temp. inlet 4018 Integeter 12 Bit Recommended f) 0-200° C
iTI98-1 Alternator winding temp. 1 4019 Integeter 12 Bit Recommended a) 0-200° C
iTI98-2 Alternator winding temp. 2 401A Integeter 12 Bit Recommended a) 0-200° C
iTI98-3 Alternator winding temp. 3 401B Integeter 12 Bit Recommended a) 0-200° C
iPI10 HT water press. inlet 401C Integeter 12 Bit Recommended a) + m) 0-6 bar
iPI22 Lub. oil press inlet engine 401D Integeter 12 Bit Recommended a) + m) 0-10 bar
iPI40 Fuel oil press. inlet 401E Integeter 12 Bit Recommended 0-16 bar
iPI70 Starting air pressure 401F Integeter 12 Bit Recommended a) 0-40 bar
oSX86-2 Safety sensor cable failure 4020 Digital Recommended i)
oSX83 Start failure 4021 Digital Recommended
Table 3 MODBUS block 1 (multiple i/o) register addressing.

iPSL22 Lub. oil inlet low pressure, stop 4042 Digital Nice to have
iTSH12 HT water outlet high temp., stop 4043 Digital Nice to have
iZS82 (LSH92) Emergency shutdown (oil mist) 4044 Digital Nice to have k)+l)
iSSH81 Overspeed stop 4045 Digital Nice to have
oZS96 Local indication 4046 Digital Nice to have
oZS97 Remote indication 4047 Digital Nice to have
oSA99 (Spare) 4048 Digital
oSS90A Engine running 4049 Digital Nice to have
iTE60-1 Exh. gas temp., cylinder 1 404A Integer 12 Bit Nice to have c) 0-800° C
iTE60-2 Exh. gas temp., cylinder 2 404B Integer 12 Bit Nice to have c) 0-800° C
iTE60-3 Exh. gas temp., cylinder 3 404C Integer 12 Bit Nice to have c) 0-800° C
iTE60-4 Exh. gas temp., cylinder 4 404D Integer 12 Bit Nice to have c) 0-800° C
iTE60-5 Exh. gas temp., cylinder 5 404E Integer 12 Bit Nice to have c) 0-800° C
iTE60-6 Exh. gas temp., cylinder 6 404F Integer 12 Bit Nice to have c) 0-800° C
iTE60-7 Exh. gas temp., cylinder 7 4050 Integer 12 Bit Nice to have c) 0-800° C
iTE61 Exh. gas temp. outlet TC 4053 Integer 12 Bit Nice to have d) 0-800° C
iTE62 Exhaust gas temp. inlet TC 4054 Integer 12 Bit Nice to have e) 0-800° C
iTI01 LT water temp. inlet 4055 Integer 12 Bit Nice to have 0-200° C
iTI31 Charge air temp. 4056 Integer 12 Bit Nice to have 0-200° C
iPI01 LT water press. inlet 4057 Integer 12 Bit Nice to have 0-6 bar
iPI21 Lub. oil press. inlet filter 4058 Integer 12 Bit Nice to have 0-10 bar
iPI23 Lub. oil TC press. 4059 Integer 12 Bit Nice to have 0-4 bar
iPI31 Charge air press. 405A Integer 12 Bit Nice to have 0-4 bar
oSE90 Engine RPM pickup 405B Integer 12 Bit Nice to have 0-1600 rpm
oSE89 TC RPM pickup 405C Integer 12 Bit Nice to have n) 0-60000 rpm
oUX95-2_Dly (Spare) 405D Digital
oSX84 Stop failure 405E Digital Nice to have
iSS86-3 Shutdown from safety system 405F Digital Nice to have j)
oPAL01 LT water press. inlet 4060 Digital Nice to have
oPAL23 Lub. oil press. TC, low 4061 Digital Nice to have
07.48 - ES1 - NG
MAN Diesel & Turbo
Description
General
oSAH89 High TC rpm 40C2 Digital Nice to have m)

oTAH62-2 High exh. gas temp. before TC 40C3 Digital Nice to have m)
oTAH12-2 High cooling water temp. 40C4 Digital Nice to have m)
oTAH60-1 High exh. gas temp cyl. 1 40C5 Digital Nice to have m)
oTAH60-6 High exh. gas temp cyl. 6 40CA Digital Nice to have m)
oTAH60-7 High exh. gas temp cyl. 7 40CB Digital Nice to have m)
oTAH60-8 High exh. gas temp cyl. 8 40CC Digital Nice to have m)
oTAH60-9 High exh. gas temp cyl. 9 40CD Digital Nice to have m)
oUX95-1 Monitoring system failure 40CE Digital Recommended
oSX86-1 Monitoring sensor failure 40CF Digital Recommended
iLAH92 High oil mist alarm (oil splash) 40D0 Digital Nice to have l)
Table 5 MODBUS block 3 (mutiple i/o) register addressing.
Individual scanning
oZS57 Earth connector & diff. protection 4090 Digital Nice to have p)
07.48 - ES1 - NG
MAN Diesel & Turbo

Description
General
These signals in table 6 are only available if a Bea- The application can be checked in the plant-speci-
ring Surveillance Module is applied. fic "Engine Automatics" diagram or the "Extent of
Delivery"
iTI29-1 Main bearing temp. 4005H Integer 12 Bit Nice to have 0-800° C
iTI29-9 Main bearing temp. 400AH Integer 12 Bit Nice to have 0-800° C
iTI29-10 Main bearing temp. 400BC Integer 12 Bit Nice to have 0-800° C
iTI29-11 Guide bearing temp. 400CH Integer 12 Bit Nice to have 0-800° C
oTI29-1 Cable break 400DH Digital Nice to have
oTI29-2 Cable break 400EH Digital Nice to have
oTI29-3 Cable break 400FH Digital Nice to have
oTI29-4 Cable break 4010H Digital Nice to have
iTI27-1 Alternator bearing temp. 4018H Integer 12 Bit Nice to have 0-200° C
iTI27-2 Alternator bearing temp. 4019H Integer 12 Bit Nice to have 0-200° C
iTI INTERNT. Compensation resistor 401AH Integer 12 Bit Nice to have 0-200° C
oTSH29/27 High bearing temp. shutdown 401BH Digital Nice to have
oTSH29/27 High bearing temp. shutdown 401CH Digital Nice to have
oTSH29/27A Common alarm main bearing temp. 401DH Digital Nice to have
oTSH29/27B Common alarm main bearing temp. 401EH Digital Nice to have
oUX29/27 Common cable failure 401FH Digital Nice to have
Table 6 MODBUS block 4 (mutiple i/o) register addressing.
Table 7 (Individual scanning of control signals)

Running hours 4102 32 bit word 2 registers

Start via MODBUS C1C1 Digital o)
Stop via MODBUS C201 Digital o)
Start counter 4842 32 bit word 2 registers
In fig 8 and 9 some examples of wiring are illustrated.

See also description "Guidelines for cable and wi-
ring" for further information.
07.48 - ES1 - NG
MAN Diesel & Turbo
Description
General
Engine type L16/24, L21/31, L27/38 or L32/40
Fig 8 MODBUS communication (RS 485 and RS 422).
07.48 - ES1 - NG
MAN Diesel & Turbo

Description
General
Engine type L27/38 incl. bearing surveillance module
Fig 9 MODBUS communication (RS 485).
Comment: Always connect each engine with

separate serial cable to the alarm system. Do not
connect all auxiliary engines on one serial cable
connection.
07.48 - ES1 - NG
MAN Diesel & Turbo
Work Card Functional test and adjustment of safety, alarm and 509-01.00
Page 1 (2)
monitoring equipment Edition 02
L16/24

Shut-off starting air - - See "Related procedure"
Shut off fuel oil
Short Description
Function test and adjustment of safety, alarm and
monitoring equipment.

See "Related procedure"
Related Procedure
Functional test of shutdown trip 509-01.05
Analoge pressure transmitter 509-05.03
Analoge temperature transmitter 509-05.04

Number : -
Data
1998.09.14 - ES0
MAN Diesel & Turbo
509-01.00 Functional test and adjustment of safety, alarm and Work Card
Page 2 (2)
Edition 02 monitoring equipment
L16/24
Health Risk!
Warning!
Health Risk!
Maintenance of monitoring and safety

systems
One of the most important parameters of preventive
work is that the alarm system, as well as the shut-
down and overspeed devices, are functioning
100%.
If some of these functions are out of operation, they
must be repaired immediately. If this is not possible
because of the current working situation, the engine
has to be under constant observation until it can be
stopped.
It is recommended that all functions are tested
every three months according to the mentioned
working cards.
To check these functions, use the working cards
mentioned under related procedure on page 1.
1998.09.14 - ES0
MAN Diesel & Turbo
Work Card 509-01.05
Page 1 (4) Function test of shutdown
Edition 10
L16/24, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Functional test of overspeed trip. Functional test of
low lubricating oil pressostate trip. Functional test
of high fresh water thermostat.

Functional test and adjustment of 509-01.00
safety alarm and mounting equip-
ment
Related Procedure

Number : 1
Data
2008.10.27. - ES0
MAN Diesel & Turbo
509-01.05 Work Card
Function test of shutdown Page 2 (4)
Edition 10
L16/24, V28/32S, L21/31, L27/38
Health Risk! ▪ Turn the lower potmeter on the PLC (3P1) to

max. (right)
Warning! ▪ Then turn the upper potmeter slowly up.
Health Risk! ▪ The engine will eventually trip.
Note!
If safety pick-up is defective, engine will not trip on
overspeed as only a number of pulscounts will be
Description added to the measured pulscount from the fly-
It is of the utmost importance that the shutdown wheel.
function is working properly. Therefore, the shut-
down function must be tested at regular intervals ▪ Turn both potmeters back to min.
according to the planned maintenance programme For functional test of redundant overspeed in Moni-
500.25. toring and alarm system:
▪ Turn the engine speed to minimum.
Function Test of Overspeed Shutdown ▪ Stop the engine.
1) Start the engine locally and keep it at no load, ▪ Set dip switch sw5:3 on and reboot the mod-
at nominal rpm: ule.
Engine type RPM ▪ Start the engine and increase the speed until
engine trips
L16/24 1000 or 1200
L27/38 720 or 750 ▪ After engine has stopped set sw5:3 back to off
L21/31 900 or 1000 position and reboot.
V28/32S 720 or 750
Same methods can be used at conventional gover-
2) nors as well.
▪ Take a large spanner and put it on the link Warning!
between fuel-rack and governor. Slowly force
the engine rpm over the setpoint, see Descrip- Do not raise the speed over 120% of nominal
tion 500.30 and the overspeed will release. (For speed because this could damage the valves and
conventional govering systems, not CR) pistons.
▪ There are two overspeed protection functions at The engine must stop.
this engines.
3) Reset the overspeed shutdown on the opera-
– Overspeed protection in safety system. tion box.
– Redundant overspeed protection in Engine
control and monitoring system. Adjustment
For functional test of overspeed in safety system do Correct detection of RPM (counting of teeths)
as follows: depends on the size of the gap between the mova-
▪ Start the engine and idle at nominal speed ble flywheel and the front of the pick-up sensor. If
900/1000 rpm. no or wrong signal is detected by the sensor, the
▪ Check that both potmeters at PLC (3P1) is measuring gap must be adjusted or cleaned.
turned to minimum. (left)
2008.10.27. - ES0
MAN Diesel & Turbo
Work Card 509-01.05
Page 3 (4) Function test of shutdown
Edition 10
L16/24, V28/32S, L21/31, L27/38

The gap is expected to be 2.0 mm ± 0.3 mm (the Note!
pitch of the thread on the pick-up is 1.0 mm). The
number of teeth relative speed values/limits can be If adjustment is needed, turn the screw clockwise
found in the Engine Automatic diagram, section 509 or anticlockwise, see fig 2.
and description 500.30 in section 500.
8) Disconnect the manometer/test pump.
The overspeed shutdown limits can not be adjusted
9) Open the oil pressure valve on the pressure
by the user.
block.
10) Reset the low lubricating oil pressure shutdown
on the operation box.
Function Test of High Fresh Water

Temperature Shutdown
The functional test of the thermostat, is to be car-
ried out according to the following procedure.
11) Take the sensor out of the pocket.
Figure 2: Adjustment of pressostate and thermostate

1 Cable connection to ter- 2 Protection cover
minal box 12) Test the sensor in a water bath, which is con-
3 Test coupling 4 Test block trolled by the temperature or a special testing
device.
5 Valve 6 System pressure
13) Start the engine and keep it at no load.
Figure 1: Pressure controller
14) Raise the temperature until the switch changes
and check that it happens at the stated shut-
Function Test of Low Lubricating Oil down point, see 500.30.
Pressure Shutdown The engine must stop.
4) Start the engine and keep it at no load.
Note!
5) Mount the manometer/test pump on the test
valve outlet, situated right under the pressostate If adjustment is needed, remove the thermostat
PSL 22, fig 1. cover. Locking screw pos. 5, fig 3, is loosened,
and the range can be set with the spindle, pos. 1,
6) Close oil pressure valve, fig 1. while the scale, pos. 2, is read at the same time.
7) Relieve the pressure slowly and check that the
switch changes back to the pressure stated as
the shutdown point, see 500.30.
The engine must stop.
2008.10.27. - ES0
MAN Diesel & Turbo
509-01.05 Work Card
Function test of shutdown Page 4 (4)
Edition 10
L16/24, V28/32S, L21/31, L27/38
1 Protection cap 2 Temp. sensor
Figure 3: Thermostate
15) The sensor is mounted again.

16) Reset the high HT water temperature shutdown
on the operation box.
Alarm System
It is important that all alarms lead to prompt investi-
gation and remedy of the error.
No alarm is insignificant. It is therefore important
that all engine crew members are familiar with and
well trained in the use and importance of the alarm
system.
The most serious alarms are equipped with slow-
down and/or shutdown functions.
2008.10.27. - ES0
MAN Diesel & Turbo
Work Card 509-05.03
Page 1 (2) Adjustment and Test of Analog Pressure Transmitter
Edition 03
L16/24, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Adjustment and test of analog pressure transmit-
ter.

Testing pump
safety alarm and monitoring
equipment
Related Procedure

Number : 1
Data
2002.05.13
MAN Diesel & Turbo
509-05.03 Work Card
Adjustment and Test of Analog Pressure Transmitter Page 2 (2)
Edition 03
L16/24, V28/32S, L21/31, L27/38
Adjustment
It is possible to adjust the pressure transmitter by
means of the „zero“ screw and the „span“ screw.
1) Adjust the „zero“ screw, see fig 1, to change
the pressure measurement area.
2) Adjust the „span“ screw, see fig 1, to change
the value of the electrical signal acc. to the
pressure measurement area.
Figure 2: Test of pressure transmitter
Figure 1: Adjustment of pressure transmitter
Test
It is possible to make a functional test of the pres-
sure transmitter. This is carried out according to the
following procedure:
3) Shut of system pressure with the valve, see fig
2, pos. 1.
4) Remove the screw, see fig 2, pos. 2
5) Mount the testing apparatus to the connection
and pump on a pressure within the working
area of the transmitter.
6) Read the pressure at the operating box on the
engine and check it according to the pressure
on the testing apparatus.
7) Remove the testing apparatus.
8) Mount the screw, see fig 2, pos. 2.
9) Open the valve, see fig 2, pos. 1, for the system
pressure.
2002.05.13
MAN Diesel & Turbo
Work Card 509-05.04
Page 1 (2) Adjustment and test of analog temperature transmitter
Edition 04
L16/24

Shut off fuel oil
Short Description
Adjustment and test of analog temperature trans-
mitter (PT100 sensor).

Special testing device
Related Procedure
safety alarm and monitoring
equipment

Number : 1
Data
1998.10.19
MAN Diesel & Turbo
509-05.04 Work Card
Adjustment and test of analog temperature transmitter Page 2 (2)
Edition 04
L16/24
Health Risk! Adjustment

Warning! 1) Since the nickel-chrome-nickel sensor and the
PT 100 sensor cannot be adjusted the alarm
Health Risk! limit must be set on the alarm plant.
Due to vibrations during engine operation, espe- Set point, see page 500.30.
Test
Description 2) Functional test of the PT 100 sensor can be
The nickel-chrome-nickel sensor, which is used only carried out according to the following proce-
for measurement of the exhaust gas temperature, dure.
generates a mV signal depending on the tempera- 3) Take the sensor out of the pocket.
ture.
4) Test the thermostate by submerging the sensor
The PT 100 sensor consists of a resistance wire in the water bath, which is controlled by a spe-
which changes resistance depending on the tem- cial testing apparatus producing a constant
perature. temperature.
Look and design vary depending on the place of If the alarm plant has an instrument unit, the tem-
measurement and manufacture. perature can be read on this.
Otherwise the test can be carried out by seeing
whether the alarm plant gives an alarm when the
alarm limit stated on page 500.30 is exceeded (if
the alarm plant is adjusted).
5) The sensor is mounted again.
Figure 1: TP100 sensor
1998.10.19
MAN Diesel & Turbo
Work Card 509-05.06
Page 1 (2) Adjustment and Test of Tacho and Proximity Sensors
Edition 01
L16/24, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Related Procedure

Number : 1
Data
2004.01.19
MAN Diesel & Turbo
509-05.06 Work Card
Adjustment and Test of Tacho and Proximity Sensors Page 2 (2)
Edition 01
L16/24, V28/32S, L21/31, L27/38
Health Risk!
Warning!
Health Risk!
Adjustment
Correct detection of position or counting of teeth
depends on the size of the gap between the mova-
ble mechanical part and the front of the sensor. If
no signal is detected by the sensor, the measuring
gap must be adjusted. The gap is expected to be
2.0 mm ± 0.3 mm.
Test
It is possible to test the functioning of the tacho and
proximity sensors. This is done in the following
manner:
1) Start rotation of the shaft on which the tacho
sensor is measuring.
2) Adjust shaft speed to a well-known rpm, if nec-
essary use a hand tachometer for reference
measurement. Alternatively, a frequency gener-
ator can be used for test of speed limits set in
the system.
3) Read and check the measured parameter in the
local operator panel and/or in the remote con-
trol system.
4) Increase the speed slowly and check the limits
for alarm, control and overspeed stop specified
for the tested parameter.
Figure 1: Tacho and proximity sensors
2004.01.19
MAN Diesel & Turbo
Work Card 509-08.00
Page 1 (2) Mounting and adjustment of pick-ups on engine
Edition 02
L16/24

Shut off fuel oil
Short Description
Mounting and adjustment of pick-ups on engine
Related Procedure

Number : 1
Data
2011.05.23
MAN Diesel & Turbo
509-08.00 Work Card
Mounting and adjustment of pick-ups on engine Page 2 (2)
Edition 02
L16/24
Mounting guidance
Engine rpm pick-up 90-1 and 90-2.
Check to be carried out on stopped engine.
The pick-ups are positioned as indicated on the
enclosure, fig 1.
1 Tooth on flywheel
Figure 2: Placing of pick-up
1 Pick-up 90-1 & 90-2
Figure 1: Cover on flywheel, seen from exh. side
Mounting of pick-up
The pick-up is screwed clockwise until it touches
the top of a tooth on the gear rim, please see fig 2.
Afterwards, the pick-up is turned between 1½ - 2½
times anti-clockwise until suitable plug mounting is
possible.
The pick-up is locked with the counternuts.
2011.05.23
MAN Diesel & Turbo
Work Card 509-10.00
Page 1 (3) Adjustment of lambda controller
Edition 05
L16/24

Shut off fuel oil
Short Description
Adjustment of lambda controller

Adjustable spanner, 8"
Related Procedure

Number : 1
Data
1998.11.23
MAN Diesel & Turbo
509-10.00 Work Card
Adjustment of lambda controller Page 2 (3)
Edition 05
L16/24
Adjustment of the lambda controller

All adjustments are made when the engine is in
standstill position.
1) Check that the free space between the pick-up
and the band steel on the regulating arm is min
1 mm, see fig 1.
1 Stop screw 2 Spring

3 Piston rod 4 Adjustment screw
Figure 2: Fit the adjustment screw
Adjustment of the Stop Screw

1 Band steel 2 Pick-up 7) Set the pump index to 23 mm (spring on gover-
3 Regulating arm nor full pressed) by an adjustable spanner on
fuel rack arm.
Figure 1: Check of free space 8) Adjust the stop screw, see fig 2, to 110% load
according to te test bed, plus 1.5 index.
2) Set the "load limit" control knob at max. Use the index arm on the fuel injection pump
nearest to the lambda controller as the control
3) Set the pump index to 13 mm by an adjustable
for the index.
spanner on fuel rack arm.
9) Adjustment completed.
4) Fit the adjustment screw (4), fig. 2, until the pis-
ton has contact with the spring without com-
pressing it.
5) Fasten the adjustment screw.
6) Adjustment completed.
1998.11.23
MAN Diesel & Turbo
Work Card 509-10.00
Page 3 (3) Adjustment of lambda controller
Edition 05
L16/24
1 Compressed air from 2 Lambda cylinder

overspeed device
3 Charge air pressure 4 Piston of the lambda cyl-
inder
5 Regulating arm
Figure 3: Removal of pipe for charge air pressure
1998.11.23
MAN Diesel
Plate
Page 1 (2) Governor and Governor Drive 50901-19H
L16/24
393
For governor,
see special
instruction book
464
403 415
439
440
452
141
153
165
189
190 177
200 033
045
356 224
212+
344
057
069 236
070 248
082 261
08028-0D/H5250/94.08.12
094 273
285
297
307
332
320
06.32 - ES0
MAN Diesel
Plate
50901-19H Governor and Governor Drive Page 2 (2)
L16/24
Item Item
033 1/E Plug screw Propskrue 403 1/E Governor, Europa Regulator, Europa
(1200 rpm) (1200 rpm)
045 1/E Gasket Pakning
415 4/E Screw Skrue
057 4/E Nut Møtrik
439 1/E Governor, Europa Regulator, Europa
069 2/E Stud Tap (1000 rpm) (1000 rpm)
070 1/E O-ring O-ring 440 1/E Governor, Europa Regulator, Europa
(1000 rpm) (1000 rpm)
082 1/E Castle nut Kronemøtrik
452 1/E Governor, Europa Regulator, Europa
094 1/E Split pin Split (1200 rpm) (1200 rpm)
141 1/E Shim (set 0.1 - Mellemlæg (sæt 0,1 - 464 1/E Shutdown solenoid Shutdown spole
0.3 - 0.5 - 1.0 mm) 0,3 - 0,5 - 1,0 mm)
153 1/E Disc Skive + item 212 require + Item nr. 212 kræver
an individual match- en individuel tilpas-
165 1/E Ball bearing Kugleleje ing (by shims) before ning (med mellemlæg)
moun ting, contact, før montering, kontakt
177 1/E Bevel gear wheel Konisk tandhjul MAN B&W, Holeby. MAN B&W, Holeby
189 1/E Key Feder
200 1/E Split pin Split
212+ 1/E Housing Hus
224 2/E Stud Tap
236 2/E Pin Stift
248 1/E Plug Prop
261 1/E Screw Skrue
273 1/E Axle journal Akseltap
285 1/E Bush Bøsning
297 1/E Bevel gear wheel Konisk tandhjul
307 1/E Gear wheel Tandhjul
320 1/E Wear disc Slidskive
332 1/E Key Feder

08028-0D/H5250/94.08.12
344 1/E Shim, set Mellemlæg, sæt
356 /I Silastene Silastene
393 1/E Synchronizing Synchroniseringsmo-

motor tor
06.32 - ES0
MAN Diesel
Plate
L16/24
For governor,
see special
instruction book
381
128
141
153
165
189
190 177
200 033
368 045
356 224
212+
344
057
069 236
070 248
082 261
094 273
08028-0D/H5250/94.08.12
285
297
307
332
320
06.32 - ES0
MAN Diesel
Plate
L16/24
Item Item
033 1/E Plug screw Propskrue 368 1/E O-ring only valid for O-ring anv. kun til
electronic actuator elektronisk aktuator
381 1/E Actuator, electronic Elektronisk aktuator
057 4/E Nut Møtrik
069 2/E Stud Tap + item 212 require + Item nr. 212 kræver
070 1/E O-ring O-ring ing (by shims) before ning (med mellemlæg)
moun ting, contact, før montering, kontakt
082 1/E Castle nut Kronemøtrik MAN B&W, Holeby. MAN B&W, Holeby
128 4/E Screw Skrue
141 1/E Shim (set 0.1 - Mellemlæg (sæt 0,1 -

0.3 - 0.5 - 1.0 mm) 0,3 - 0,5 - 1,0 mm)
153 1/E Disc Skive
165 1/E Ball bearing Kugleleje
189 1/E Key Feder
224 2/E Stud Tap
236 2/E Pin Stift
248 1/E Plug Prop
261 1/E Screw Skrue

08028-0D/H5250/94.08.12
332 1/E Key Feder
06.32 - ES0
MAN Diesel
Plate
L16/24
For governor,
see special
instruction book
381
128
141
153
165
189
190 177
200 033
368 045
356 224
212+
344
057
069 236
070 248
082 261
094 273
08028-0D/H5250/94.08.12
285
297
307
332
320
09.08 - ES0
MAN Diesel
Plate
L16/24
Item Item
033 1/E Plug screw Propskrue 368 1/E O-ring only valid for O-ring anv. kun til
electronic actuator elektronisk aktuator
381 1/E Actuator, electronic Elektronisk aktuator
057 4/E Nut Møtrik
069 2/E Stud Tap + item 212 require + Item nr. 212 kræver
070 1/E O-ring O-ring ing (by shims) before ning (med mellemlæg)
mounting, contact før montering, kontakt
082 1/E Castle nut Kronemøtrik MAN Diesel MAN Diesel
128 4/E Screw Skrue
141 1/E Shim (set 0.1 - Mellemlæg (sæt 0,1 -

0.3 - 0.5 - 1.0 mm) 0,3 - 0,5 - 1,0 mm)
153 1/E Disc Skive
165 1/E Ball bearing Kugleleje
189 1/E Key Feder
224 2/E Stud Tap
236 2/E Pin Stift
248 1/E Plug Prop
261 1/E Screw Skrue

08028-0D/H5250/94.08.12
332 1/E Key Feder
09.08 - ES0
MAN Diesel
Plate
Page 1 (2) Regulating Device 50902-10H
L16/24
302
231
184
292
160 159
135
338 375
Pick-up, see
Plate 50907/276 351 231
111
363
196 218
015 255
052 314
326 218 123
172 064
231
135
039 160 111

08028-0D/H5250/94.08.12
231
064 015 280 040 292 206 218 123
06.24 - ES0
MAN Diesel
Plate
50902-10H Regulating Device Page 2 (2)
L16/24
Item Item
015 1/C Bearing bracket, com- Konsol, komplet inkl. 351 1/E Shaft, 8 cyl. engine Aksel, 8 cyl. motor
plete incl. bush bøsning
363 1/E Shaft, 9 cyl. engine Aksel, 9 cyl. motor
039 2/C Screw Skrue
375 1/E Nut Møtrik
040 1/C Lever Arm
052 2/C Clamp screw Skrue
111 1/E Pull rod, complete Trækstang, komplet
123 1/E Lever Arm
135 1/E Governor arm Regulatorarm
159 1/E Screw Skrue
160 2/E Screw Skrue
172 1/C Adjusting screw Justeringsskrue
184 1/E Stop screw Stopskrue
196 1/E Bracket Konsol
218 Spring pin Fjederstift

231 Nut Møtrik

255 1/E Screw Skrue
292 1/E Lever, complete Arm, komplet
302 1/E Cylinder, complete Cylinder, komplet

08028-0D/H5250/94.08.12
06.24 - ES0
MAN Diesel
Plate
Page 1 (2) Regulating Device 50902-17
L16/24
302
231
184
292
Pick-up, see
Plate 50907/276
338 160
351
015 231
363
196
314 255
326
052 218 123
172 231 039 064 160

08028-0D/H5250/94.08.12
231
206
064 015 280 040 292 387 218 123
11.47 - ES0
MAN Diesel
Plate
50902-17 Regulating Device Page 2 (2)
L16/24
Item Item
015 1/C Bearing bracket, com- Konsol, komplet inkl.

plete incl. bush bøsning
039 2/C Screw Skrue
040 1/C Lever Arm
052 2/C Clamp screw Skrue
123 1/E Lever Arm
160 2/E Screw Skrue
172 1/C Adjusting screw Justeringsskrue
184 1/E Stop screw Stopskrue
206 4/E Support ring Support ring
218 Spring pin Fjederstift

231 Nut Møtrik

255 1/E Screw Skrue
280 1/C Bracket Konsol
292 1/E Lever, complete Arm, komplet
302 1/E Cylinder, complete Cylinder, komplet

08028-0D/H5250/94.08.12
387 4/C Screw Skrue
11.47 - ES0
MAN Diesel & Turbo
Plate
Page 1 (6) Instruments 50907-18
L16/24
Length Item
Fig. Range Code
L mm L1 mm no
70 - 120°C 99 82 TSH 12 012

L1
L
Thermostat
0 - 10 bar 90 30 PSL 22 036
-1 - 4 bar PS 31 037
L1
Pressure control
13.07 - ES0
MAN Diesel & Turbo
Plate
50907-18 Instruments Page 2 (6)
L16/24
Length Item
Fig. Range Code
L mm L1 mm no
0 - 4 bar 90 30 PT 23 048
PT 31
0 - 6 bar 90 30 PT 10 085
PT 01
L
0 - 10 bar 90 30 PT 21 132
PT 22
0 - 16 bar 90 30 PT 40 156
L1
0 - 40 bar PT 70 168
Pressure transmitter
Female plug - see item 288
0 - 20 kHz 110 SE 90-1 181

SE 90-2
Pick-up
0 - 1 kHz 129 SE 89 203
Pick-up
13.07 - ES0
MAN Diesel & Turbo
Plate
L16/24
Length Item
Fig. Range Code
L mm L1 mm no
0 - 1 kHz 22 ZT 88 227
L
Pick-up
0-160°C 63 174 TE/TI 40 264

L1
Thermometer
(Female plug - see item 288)
0-120°C 90 100 TI 10 311
Thermometer
13.07 - ES0
MAN Diesel & Turbo
Plate
L16/24
Length Item
Fig. Range Code
L mm L1 mm no
-50 - 150°C 150 TE 01 335
-50 - 150°C 80 TE 21 384

TE 31
L
Temperature sensor
(Female plug - see item 288)
0 - 800°C 129 9000 TE 60 431

L1
Pocket for sensor 130 432
0 - 800°C 69 9000 TE 61 443

L TE 62
Temperature sensor
Pocket for sensor 70 444
0-6 bar 53 ø57.1 PI 10 480

L1
0-16 bar 53 ø57.1 PI 22 492

PI 40
Manometer
13.07- ES0
MAN Diesel & Turbo
Plate
L16/24
Length Item
Fig. Range Code
L mm L1 mm no
L1 26.5 50 288
Female plug with cable relief
0 - 160°C 63 110 TE/TI 12 240

L1
Thermometer
36 40 output no x1 502
97
Valve block, type 1
13.07 - ES0
MAN Diesel & Turbo
Plate
L16/24
Length Item
Fig. Range Code
L mm L1 mm no
L1 40 output no x2 76 514
output no x3 116 526

97
Valve block, type 1
575
44
Coupling for manometer
13.07- ES0
MAN Diesel
Plate
Page 1 (2) Level Switch in Oil Sump (LAL/LAH 28) 50920-12H
L16/24
216 241
228 253
265 169
277 157
049 Base frame,
see plate 51111
062
170
050
121
098
182
108 194
182
133
08028-0D/H5250/94.08.12
06.22 - ES0
MAN Diesel
Plate
50920-12H Level Switch in Oil Sump (LAL/LAH 28) Page 2 (2)
L16/24
Item Item
049 4/E Screw Skrue
050 4/E Nut Møtrik
062 1/E Plate Plade
098 1/E Pipe for level switch Rør for nivaeukontakt
108 1/E Level switch Niveaukontakt
121 1/E Pipe for level switch Rør for nivaeukontakt
157 1/E O-ring O-ring
169 1/E Dipstick, complete Pejlestok, komplet

incl. item 157 inkl. item 157
182 2/E Red. adaptor Red. adapter
194 /I Glue Lim
216 1/E Terminal box Klemkasse
228 2/E Screw Skrue
241 1/E Parts for terminal Dele for klemrække

strip
253 2/E Screw Skrue
265 1/E Fitting Fitting
277 1/E Red. adaptor Red. adapter
08028-0D/H5250/94.08.12
06.22 - ES0
MAN Diesel
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50925-06H
L16/24
A-A 058
022 010
034
416
046
404
C C
333 178
345 333
286 357
C-C
382 369
08028-0D/H5250/94.08.12
394 370
06.22 - ES0
MAN Diesel
Plate
50925-06H Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)
L16/24
Item Item
No. Qty Designation Benævnelse No. Qty Designation Benævnelse
010 1/E Fuel oil leakage Br.olielækagealarm,

alarm, complete komplet
022 1/E Flange Flange
058 1/E Red. adaptor Red.adapter
178 1/E Repair kit for Reparationssæt for

running in filter indkørselsfilter
286 4/E Screw Skrue
345 1/E Packing ring Pakningsring
357 1/E Plug screw Propskrue
416 /I Glue Lim
08028-0D/H5250/94.08.12
06.22 - ES0
MAN Diesel
Plate
Page 1 (2) Monitoring Box 50935-18H
L16/24
Front view
OB MTP
015 027
To check software
version push “lamp
test” for 3-5 sec.
The display will
indicate the software
version no for BM MEG
module.
483
292
302
135
314 A1
338
351 Diagnose led
Inside view 064

196
375
184
387
399
409
410
08028-0D/H5250/94.08.12
495
471
Fuses
F1 - sensors CPU
363 F2 - output relays
Led sensor
power
07.41 - ES0
MAN Diesel
Plate
50935-18H Monitoring Box Page 2 (2)
L16/24
Item Item
015 1/E Operation box (OB) Operation box (OB)
027 1/E Monitor temp./press. Monitor temp./tryk

(MTP) (MTP)
064 1/E Base module (MB) Basemodul (MB)
135 1/E Panel (A1) Panel (A1)
184 2/E 5 pol connector 5 pol stik
196 3/E Resistor 120R Modstand 120R
292 19/E Cable union M16 Kabelforskruning M16
302 20/E Nut M16 Møtrik M16
314 1/E Hose connection Rørforskruning
363 1/E Conduit Ledning
471 2/E Fuse Sikring
483 1/E Monitor exh. gas Monitor udst.

temp. (MEG) gastemp. (MEG)
495 1/E 5 pol double 5 pol dobbelt stik

connector
08028-0D/H5250/94.08.12
07.41 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Monitoring Box 50935-22
L16/24
Front view
015 027
To check software
version push “lamp
test” for 3-5 sec.
The display will MAN Diesel & Turbo
indicate the software

version no. for BM
module
039
517
292
302
314
135
338
351
Diagnose led
Inside view
064
196
375
184
o
387
Turb
l&
iese
ND
399
MA
409
410
495
363 471
Fuses
F1 - sensors CPU
F2 - output relays
Led sensor
power
12.21 - ES0
MAN Diesel & Turbo
Plate
50935-22 Monitoring Box Page 2 (2)
L16/24
Item Item
015 1/E Operation box (OB) Operation box (OB)
027 1/E Monitor temp./press. Monitor temp./tryk

(MTP) (MTP)
039 1/E Monitor exh. gas Monitor udst.gastemp.

temp. (MEG) (MEG)
064 1/E Base module (MB) Basemodul (MB)
135 1/E Panel (A1) Panel (A1)
196 3/E Resistor 120R Modstand 120R
314 1/E Hose connection Slangetilslutning
363 1/E Conduit Ledning
471 2/E Fuse Sikring
495 1/E 5 pol double 5 pol dobbelt stik

connector
517 1/E Alarm panel Alarmpanel
12.21 - ES0
MAN Diesel
Plate
Page 1 (2) Terminal Box 50936-16H
L16/24
Front view
453
465
477 536
489
490
500
095
Inside view
105
345
24VDC 400mA 0V 24V C 0 1 2 3 4 5 6 7 0 CO 1 C1 2 C2 2 3 C3 3 0 1 2 3 4 5 6 7
SENSOR SUPPLY DC INPUT DC INPUT 0V 24V DC INPUT
POWER RUN ERR 0 1 2 3 4 5 6 7 0 1 2 3 4 5 6 7 SUPPLY 0 1 2 3 4 5 6 7 SUPPLY

IN OUT IN
OUT IN
0 1 2 3 4 5 8 9 10 11 12 13 14 15
MAX
0 07CR41 XO08R2 XI16E1

MAX PLC
1684042-5
07CR41 XO 08 R2
PLC
1684043-7 XI 16 E1
PLC
1684044-9
225
R
Advant Controller 31
Basic Unit EXTENSION
4 RELAY OUTPUT 2A EXTENSION
394
S 8 24VDC INPUTS 4 RELAY OUTPUT NO/NC 3A 16 24VDC INPUTS
6 RELAY OUTPUTS
POWER SUPPLY RELAY OUTPUT DC INPUT 0V 24V DC INPUT

4 C4 5 C5 6 C6 6 7 C7 7
120/230VAC 20VA L1 N 0 C 1 2 3 C 4 5 8 9 10 11 12 13 14 15
404
416
428 250
08028-0D/H5250/94.08.12
142 GRD
GRD
441
-F4.0
-F4.1
-F4.7
-F4.8
GRD
548
274
154
561
07.43 - ES0
MAN Diesel
Plate
50936-16H Terminal Box Page 2 (2)
L16/24
Item Item
095 1/E Safety system Sikkerhedssystem

(CPU) (CPU)
105 1/E I/O module I/O modul
142 3/E Terminal, earth Jordklemme
154 6/E End stop Endestop
225 1/E Conduit Ledningskanal
274 7/E End plate Endeplade
345 1/E Output module Outputmodul
394 4/E Fuse terminal Sikringsklemme
416 4/E Fuse 2A Sikring 2A
441 17/E Terminal 1 Klemme 1
536 1/E Panel A2 Panel A2
548 26/E Terminal double Klemme, dobbelt

08028-0D/H5250/94.08.12
07.43 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Terminal Box 50936-27
L16/24
Front view
453
465
477
489
490 536
500
To check “software version”:

Turn upper potentiometer to
3/4 position.
Observe diode no. Out 1 for 095
flashes.
F.ex. four flashes a pause of 345
1.5 sec. and one more flash Inside view
mean software version 4.1. 573
585
225
250
394
404 154
416 274
428 441
142
441 Label:
Safety system 3P1-5P1
548
274
154
561
12.20 - ES0
MAN Diesel & Turbo
Plate
50936-27 Terminal Box Page 2 (2)
L16/24
Item Item
095 1/E Safety system, Sikkerhedssystem,

Base unit Base unit
142 3/E Terminal, earth Jordklemme
154 6/E End stop Endestop
345 1/E Output module Outputmodul
394 4/E Fuse terminal Sikringsklemme
441 17/E Terminal 1 Klemme 1
536 1/E Panel A2 Panel A2
548 32/E Terminal double Klemme, dobbelt
573 1/E Processor unit (CPU) Processor unit (CPU)
585 1/E End cap Endestykke
12.20 - ES0
MAN Diesel
Plate
Page 1 (2) Digital Load Sharing & Speed Control 50945-03
General
08028-0D/H5250/94.08.12
04.03 - EO0-ny
MAN Diesel
Plate
50945-03 Digital Load Sharing & Speed Control Page 2 (2)
General
Item Item
021 1/E Digital load sharing & Digital speed

speed control control
08028-0D/H5250/94.08.12
Qty/Q = Qty/Plant Qty/Q = Qty/Anlæg
04.03 - EO0-ny
MAN Diesel
Plate
Page 1 (2) Alarm Panel 50946-01
General
015
High HT water temp. Low fuel oil press.

TAH 12 PAL 40
High lub. oil temp. Low start/stop air press.

TAH 21 PAL 70/71
High/low exh. gas temp. Overspeed

TDAH 60 SAH 81
High exh. gas temp. Jet system failure

TC outlet TAH 61 SX 32
High exh. gas temp. Power & system failure

TC inlet TAH 62 UX 95
High alternator winding Common shutdown

temp. TAH 98 SS86
Low LT water press. Start failure

PAL 01 SX 83
Low HT water press. Stop failure

PAL 10 SX 84
Low lub. oil press. Fuel leakage

PAL 22 LAH 42
High diff. press. lub. oil Low lub. oil level base
filter PDAH 21-22 frame LAL 28
Low lub. oil press. TC Low lub. oil level base

PAL 23 frame LAH 28
Low prelub. oil press. Turning bar engaged

PAL 25 ZS 75
027
08028-0D/H5250/94.08.12
00.39 - EO0-ny
MAN Diesel
Plate
50946-01 Alarm Panel Page 2 (2)
General
Item Item
015 1/E Alarm panel Alarm panel
08028-0D/H5250/94.08.12
00.39 - EO0-ny
MAN Diesel
Plate
Page 1 (2) Output Module 50947-05
L16/24
L21/31
L27/38
083
201 225
213 237
262
274
095
105
OUTPUT MODULE 117
130
142
250
08028-0D/H5250/94.08.12
J11 J13 J6 J7 J2 J3 J1 J14
J12 J4 J5 J8 J9 J10
07.33 - EO0
MAN Diesel
Plate
50947-05 Output Module Page 2 (2)
L16/24
L21/31
L27/38
Item Item
083 1/E Panel Samlekasse
095 1/E Output module Udgangsmodul
105 1/E Resistor Modstand
201 1/E Cable union Kabel forskruning
213 1/E Nut Møtrik
225 2/E Cable union Kabel forskruning
237 2/E Nut Møtrik
262 2/E Cable union Kabelforskruning
274 2/E Nut Møtrik
08028-0D/H5250/94.08.12
07.33 - EO0
MAN Diesel
Plate
Page 1 (2) APM Motor Control 50948-01
General
08028-0D/H5250/94.08.12
98.13 - EO0
MAN Diesel
Plate
50948-01 APM Motor Control Page 2 (2)
General
Item Item
016 1/E APM motor control APM motor control
08028-0D/H5250/94.08.12
98.13 - EO0
MAN Diesel
Plate
Page 1 (2) Valve Control Box 50949-01
General
Valve control Valve control

Engine 1 Engine 2
Ventilsteuerung Ventilsteuerung
011 Motor 1 Motor 2

023
035
047
059
060 084
072 096 106
118
08028-0D/H5250/94.08.12
131
143
98.16 - EO0-ny
MAN Diesel
Plate
50949-01 Valve Control Box Page 2 (2)
General
Item Item
011 2/E Pilot lamp, yellow Lampeglas, gul
023 2/E Pilot lamp, blue Lampeglas, blå
035 4/E Lamp holder Lampefatning
047 6/E Glow lamp Glødelampe
059 4/E Head, black Trykknap, sort
060 4/E Body Krop
072 4/E No contact block Sluttekontakt
084 10/E Auxillary relay Hjælperelæ
096 10/E Socket Sokkel
106 1/E Bridge rectifier Ensretterbro
118 1/E Transformer Transformer
131 12/E Fuse terminal Sikringsholder
08028-0D/H5250/94.08.12
98.16 - EO0-ny
MAN Diesel
Plate
Page 1 (2) Prelubricating Oil Pump Starter 50951-01
L16/24
024 036 048 012

227
239
240
085
097 1AE1 1AE2 1AE3 1AE4 061
PRELUB. OIL PUMP PRELUB. OIL PUMP PRELUB. OIL PUMP PRELUB. OIL PUMP
ENGINE 1 ENGINE 2 ENGINE 3 ENGINE 4
3H10 3S5 4H7 4S2 5H7 5S2 6H7 6S2

107 PUMP ON
MAN. AUTO.
OFF
PUMP ON
MAN. AUTO.
OFF
PUMP ON
MAN. AUTO.
OFF
PUMP ON
MAN. AUTO.
OFF 144
119 156
120 2S4 2S7 2S10 2S13 168
132 181
193 073
085
097
372
276 252 384
288 396 264 455
3F2 3F3 2F4 2F7 2F10 2F13
311 360
323
3T2 3Q5 4Q2 5Q2 6Q2 3K8 4K5 5K5 6K5
08028-0D/H5250/94.08.12
467
335 3F5 4F2 5F2 6F2 479
347
455
EARTH
EARTH
EARTH
EARTH
EARTH
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
L1
L2
L3
1
2
3
4
5
6
7
8
9
406 431
418 443
455 359 406 455
455
06.39 - ES0
MAN Diesel
Plate
50951-01 Prelubricating Oil Pump Starter Page 2 (2)
L16/24
Item Item
012 1/E Prelubricating oil Forsmøreolie- 359 /I Channel track Kanalspor

pump starter pumpestarter
panel complete komplet 360 /I Conduit Ledning
024 1/E Name plate Navneplade 372 4/E Circuit breaker, Sikkerhedsafbryder,
10 amp 10 amp
036 1/E Name plate Navneplade
384 4/E Auxilliary switch Hjælpekontakt
396 2/E Circuit breaker, Sikkerhedsafbryder,
061 1/E Name plate Navneplade 2 amp 2 amp
073 1/E Name plate Navneplade 406 35/E Terminal Klemme
085 10/E Screw M3 Skrue M3 418 4/E Earth terminal Jordklemme
097 10/E Nut M3 Møtrik M3 431 3/E Terminal Klemme
107 4/E Pilot lamp, green Lampeglas, grøn 443 1/E Earth terminal Jordklemme
119 4/E Lamp holder Lampefatning 455 17/E End angle Endevinkel
120 4/E Glow lamp Glødelampe 467 4/E Auxilliary relay Hjælperelæ
132 4/E Label, PUMP ON Label, PUMP ON 479 4/E Socket Sokkel
144 4/E Head Trykknap
156 4/E Body Krop
181 4/E Label, M-0-A Label, M-0-A
193 4/E Selector switch Omskifter
227 4/E Bracket Beslag
239 4/E Screw M8 Skrue M8

08028-0D/H5250/94.08.12
335 4/E Contactor Kontaktor
347 4/E Thermal relay Terminalrelæ
06.39 - ES0
MAN Diesel
Plate
L16/24
024 036
012
227
239
1AE1 1AE2 1AE3
085 PRELUB. OIL PUMP PRELUB. OIL PUMP PRELUB. OIL PUMP
240
ENGINE 1 ENGINE 2 ENGINE 3
097
3H10 3S5 4H7 4S2 5H7 5S2
PUMP ON
MAN. AUTO.
PUMP ON
MAN. AUTO.
PUMP ON
MAN. AUTO. 048
OFF OFF OFF
107
119 144
2S4 2S7 2S10
120 156
132 168
1AE5 181
193
203 073
215 085
276 252
097
288 264 372
467 384
335 479 396 455
347
3Q5 4Q2 5Q2 3K8 4K5 5K5

3F2 3F3 2F4 2F7 2F10
455 360
3F5 4F2 5F2

08028-0D/H5250/94.08.12
311
EARTH
EARTH
EARTH
EARTH
323 3T2
13
14
15
16
17
18
21
22
23
25
26
27
28
29
30
31
L1
L2
L3
1
2
3
4
5
6
7
8
9
406 406 359 406

418 455 443
455 455
06.39 - ES0
MAN Diesel
Plate
L16/24
Item Item
012 1/E Prelubricating oil Forsmøreolie- 347 3/E Thermal relay Terminalrelæ
panel complete komplet 359 /I Channel track Kanalspor
024 1/E Name plate Navneplade 360 /I Conduit Ledning
10 amp 10 amp
085 8/E Screw M3 Skrue M3 2 amp 2 amp
119 3/E Lamp holder Lampefatning 443 1/E Earth terminal Jordklemme
120 3/E Glow lamp Glødelampe 455 13/E End angle Endevinkel
132 3/E Label, PUMP ON Label, PUMP ON 467 3/E Auxilliary relay Hjælperelæ
144 3/E Head Trykknap 479 3/E Socket Sokkel
156 3/E Body Krop
215 12/E Nut Møtrik

08028-0D/H5250/94.08.12
06.39 - ES0
MAN Diesel
Plate
L16/24
024 036
012
227
239
1AE1 1AE2
085 PRELUB. OIL PUMP PRELUB. OIL PUMP
240
ENGINE 1 ENGINE 2
097
3H10 3S5 4H7 4S2
MAN. AUTO. MAN. AUTO.
PUMP ON PUMP ON
OFF OFF
107
119 144
2S4 2S7
120 156
132 168
1AE5 181
193
203 073
215 085
276 252
097
288 264 372
467 384
335 479 396 455
347
3Q5 4Q2 3K8 4K5

3F2 3F3 2F4 2F7
455 360
3F5 4F2
08028-0D/H5250/94.08.12
311
EARTH
EARTH
EARTH
323
13
14
15
16
21
22
25
26
27
28
29
L1
L2
L3
3T2
1
2
3
4
5
6
406 406 359 406

418 455 443
455 455
06.39 - ES0
MAN Diesel
Plate
L16/24
Item Item
012 1/E Prelubricating oil Forsmøreolie- 359 /I Channel track Kanalspor

panel complete komplet 360 /I Conduit Ledning
10 amp 10 amp
085 6/E Screw M3 Skrue M3 2 amp 2 amp
119 2/E Lamp holder Lampefatning 443 1/E Earth terminal Jordklemme
120 2/E Glow lamp Glødelampe 455 13/E End angle Endevinkel
132 2/E Label, PUMP ON Label, PUMP ON 467 2/E Auxilliary relay Hjælperelæ
144 2/E Head Trykknap 479 2/E Socket Sokkel
156 2/E Body Krop
215 8/E Nut Møtrik

08028-0D/H5250/94.08.12
06.39 - ES0
MAN Diesel
Plate
L16/24
024 012
227
1AE1
239
240
PRELUB. OIL PUMP
ENGINE
085
3H10 3S5
097
PUMP MAN. AUTO
ON OFF
107 144
119 156
120 168
132 2S4
181
193 073
1AE2
085
097
276 276
288 252 288
467 359 264 396
335 479
347 372
384
3F2 3F3 2F4

3Q5
3K8
455
360
08028-0D/H5250/94.08.12
311
EARTH
EARTH
3T2
13
14
15
16
17
18
L1
L2
L3
1
2
3
323
406 406 359 406

418 455 418
455 455
06.39 - ES0
MAN Diesel
Plate
L16/24
Item Item
012 1/E Prelubricating oil Forsmøreolie-

pump starter pumpestarter 384 1/E Auxilliary switch Hjælpekontakt
panel complete komplet
024 1/E Name plate Navneplade 2 amp 2 amp
073 1/E Name plate Navneplade 406 12/E Terminal Klemme
085 4/E Screw M3 Skrue M3 418 2/E Earth terminal Jordklemme
097 4/E Nut M3 Møtrik M3 455 11/E End angle Endevinkel
107 1/E Pilot lamp, green Lampeglas, grøn 467 1/E Auxilliary relay Hjælperelæ
119 1/E Lamp holder Lampefatning 479 1/E Socket Sokkel
120 1/E Glow lamp Glødelampe
132 1/E Label, PUMP ON Label, PUMP ON
144 1/E Head Trykknap
156 1/E Body Krop

08028-0D/H5250/94.08.12
359 /I Channel track Kanalspor
360 /I Conduit Ledning

10 amp 10 amp
06.39 - ES0
MAN Diesel
Plate
Page 1 (2) Converter 50956-01
General
(RS-232)
021
ADAM ADAM-4520
RS-232 TO RS-422/RS-485
CONVERTER
(B) GND 10
(RS 485)
(RS 422)
(R) +Vs
DATA +
DATA -
RX +
TX +
RX -
TX -
033
045
08028-0D/H5250/94.08.12
07.37 - ES0
MAN Diesel
Plate
50956-01 Converter Page 2 (2)
General
Item Item
021 1/E Coverter Converter
033 1/E Cable, length 1.8 m Kabel, længde 1.8 m
045 1/E Cable, length 10 m Kabel, længde 10 m
08028-0D/H5250/94.08.12
07.37 - ES0
MAN Diesel
Plate
Page 1 (2) Oil Mist Detector 50960-03H
L16/24
See special instruction book

for oil mist detector
08028-0D/H5250/94.08.12
05.25 - ES0
MAN Diesel
Plate
50960-03H Oil Mist Detector Page 2 (2)
L16/24
Item Item
059 1/E Oil mist detector Olietågedetektor
08028-0D/H5250/94.08.12
05.25 - ES0
Crankshaft
510/610
MAN Diesel
Description 510.01
Page 1 (1) Crankshaft and Main Bearings Edition 02H
L16/24
Crankshaft and Main Bearings Vibration Damper
The crankshaft, which is a one-piece forging, is A vibration damper is mounted on the crankshaft
suspended in underslung bearings. The main bea- to limit torsional vibrations. The damper consists of
rings are of the trimetal type, which are coated with a primary and a secondary part. Between these,
a running layer. To attain a suitable bearing pressure groups of leaf spring packs are arranged, which are
and vibration level the crankshaft is provided with clamped at their outer ends.
counterweights, which are attached to th/e crank-
shaft by means of one hydraulic screws. These spring packs form, together with the primary
and secondary members, chambers which are filled
At the flywheel end the crankshaft is fitted with a with oil. If the exterior member vibrates in relation
gear wheel which, through two intermediate wheels, to the inner member, the leaf springs are bent and
drives the camshafts. force oil from one chamber into another, retarding
the relative movement of the two parts and thus
Also fitted here is a coupling flange for the connec- damping the torsional vibration. In order to protect
tion of an alternator. At the opposite end (front end) the leaf springs against overloading, their deflection
there is a gear wheel connection for lube oil and is limited by buffers.
water pumps.
The elasticity is determined by careful choise of the
Lubricating oil for the main bearings is supplied leaf springs, the damping factor by the gap between
through holes drilled in the engine frame. From primary and secondary members.
the main bearings the oil passes through bores in
the crankshaft to the big-end bearings and thence
through channels in the connecting rods to lubricate
the piston pins and cool the pistons.
08028-0D/H5250/94.08.12
98.43 - ES0
MAN Diesel & Turbo
Work Card 510-01.00
Page 1 (6) Checking of Alternator/Crankshaft Alignment
Edition 17
L16/24

Shut off fuel oil
Short Description
Checking of main bearings alignment (autolog).

Turning gear in engagement (if
mounted)
Cover for crankshaft has been
removed from frame
Related Procedure

Number : 2
Data
2013.06.21
MAN Diesel & Turbo
510-01.00 Work Card
Checking of Alternator/Crankshaft Alignment Page 2 (6)
Edition 17
L16/24
Procedure
1) Remove the side covers from the crank casing.
2) Turn the crankshaft to bring the crank web for
cylinder no 1 to position X, see fig 8.
3) Place the dial gauge in the punch marks in the
counterweight, see fig 1.
4) Adjust the dial gauge to 0.
5) Turn the crankshaft to position P, T, S and Y
and read the dial gauge in each position and fill
in the form Checking of Alternator / Crankshaft
Alignment (Autolog), page 5 and 6.
6) Repeat the procedure on the remaining crank
webs.
7) Compare the values to earlier values taken after
the sea trial.
8) Please contact us if the values exceed the val-
ues shown in this Working Card.
Figure 1: Placing of dial gauge
2013.06.21
MAN Diesel & Turbo
Work Card 510-01.00
Edition 17
L16/24
2013.06.21
MAN Diesel & Turbo
510-01.00 Work Card
Edition 17
L16/24
Schedules
Measurement of crank throw deflections by means of dial indicator (autolog)
Crank throw deflection = Difference in dial indicator readings in two diametrically opposite
crank throw positions, i.e. two positions displaced 180o
Vertical deflection = Difference in top-bottom readings
Horizontal deflection = Difference in side-side readings
Check of crankshaft alignment after assembly of alternator with flex-disc coupling to engine
For last throw
Horizontal deflection : max. ± 5/100 mm
Vertical deflection : max. − 22/100 mm
2013.06.21
MAN Diesel & Turbo
Work Card 510-01.00
Edition 17
L16/24
2013.06.21
MAN Diesel & Turbo
510-01.00 Work Card
Edition 17
L16/24
2013.06.21
MAN Diesel & Turbo
Work Card 510-01.05
Page 1 (3) Inspection of Main and Guide Bearing Shells
Edition 03
L16/24

52021 011
52021 180
Short Description
Dismantling, inspection and/or replacement and
mounting of main bearing shells.

Allen key, 12 mm
Socket spanner, 36 mm
Lead hammer
Silastene
Molycote
Related Procedure
Criteria for replacement of bear- 506-01.16
ings

Number : 2
Data
2013.06.12
MAN Diesel & Turbo
510-01.05 Work Card
Inspection of Main and Guide Bearing Shells Page 2 (3)
Edition 03
L16/24
Dismantling of the main and guide bearing

cap
1) Fit the lifting handle, (Plate 52010, Item 035), so
as to support the bearing cap.
2) Work the main bearing cap loose from the
engine frame with a lead hammer or similar.
3) Lift the main bearing cap a little and unscrew
Preparing for dismantling of the main and the bearing stud nut.
guide bearing 4) Lift out the bearing cap from the engine.
1) Dismount crankcase covers in front and oppo- Note: When the removing the bearing cap for the
site the bearing concerned. guide bearing, be carefull not to loose the thrust
2) Turn the engine until the crank is in a conven- washers down in the oil pan.
ient possition for carrying out the work.
3) Mount the hydraulic tool and loosen the bracing Dismantling of main and guide bearing
stud nuts, see fig 1. For operating of the shells
hydraulic tool, please see working card
520-01.05. 1) Remove the bearing shell from the bearing cap.
2) Fit the tool for the upper main bearing tool, for
dismantling of upper main bearing shell, in the
lubricating hole in the crankshaft and turn out
the upper bearing shell by turning the crank-
shaft, see fig 2.
Figure 2: Tool for removal of upper main bearing shell
Cleaning
Figure 1: Mount the hydraulic tool and loosen the bracing stud
nuts 1) Clean all machined surfaces, on frame, bearing
cap, stud, nuts and bearing shells.
4) Mount the hydraulic tools and loosen the main
bearing stud nuts, see fig 1. Inspection of main and guide bearing
5) Dismount the hydraulic tools and slacken the shells
nuts somewhat. 1) Inspect the bearing shells according to working
card 506-01.16.
2013.06.12
MAN Diesel & Turbo
Work Card 510-01.05
Page 3 (3) Inspection of Main and Guide Bearing Shells
Edition 03
L16/24
Mounting of main and guide bearing shells

1) Push the upper main bearing shell as far into
possition as possible.
Note: Be sure that the shell is turned correct
according to the locking pieces.
2) Fit the tool for upper main and guide bearing in
the lubricating hole in the crankshaft and turn in
the upper bearing shell by turning the crank-
shaft.
Make sure the shell enters its correct position then
remove the tool for upper main and guide bearing.
3) Insert the lower bearing shell in the bearing cap
according to the locking pieces.
Lubricate the bearing shell and journal with clean
lubricating oil.
Note: never use oil on the outer side of the bearing.
This side must be dry.
Mounting of the main and guide bearing

cap
1) Raise the bearing cap into possition with lifting
tool. Coat the bearing studs with molycote
pasta or similar. Fit the bearing stud nuts and
tighten them by hand.
Note: When mounting the guide bearing cap,
remember to insert the two thrust washers in the
guide bearing cap.
Make sure that the bearing cap and bearing shells
are in the correct possition.
2) Remove the lifting tool for the bearing cap.
3) Mount the hydraulic bracing screws and tighten
up the first step as prescribed on page 500.40.
For use of hydraulic tools, please see working
card 520-01.05.
4) Tighten the nuts for the bearing cap as prescri-
bed on page 500.40.
5) Tighten up the bracing screw to second step,
6) Tighten the bearings one at a time.
2013.06.12
MAN Diesel & Turbo
Work Card 510-04.00
Page 1 (3) Vibration damper
Edition 03
L16/24

Shut off fuel oil
Short Description
Inspection
Related Procedure

Duration in h : x Plate No. Item No. Quantity
51004
Data
1998.10.26.
MAN Diesel & Turbo
510-04.00 Work Card
Vibration damper Page 2 (3)
Edition 03
L16/24
Vibration damper existing any more and an additional clearance of "z"

mm per side between spring ends and groove
Together with every main revision of the engine the flanks occures (totalling 2 x z mm if one side of
damper is to be inspected as well. Generally an spring end rests on groove flank), see fig 2.
inspection of this kind is to be carried out every
28-30.000 hours of service together with service
and the replacement of certain parts, which are
exposed to wear.
Note: Regular inspection and supervision of the
damper allows for preliminary planning and to order
spare parts in time.
Allowable wear
Total wear must not exceed 5% of the rope diame-
ter, see fig 1. Independent from wear all rubber
rings and gaskets should be renewed whenever
damper is taken apart.
Figure 2: Inner spring ends and groove flanks
Note: Because of leakage problems vulcanized rub-
ber rings do not suit this application. Use seamless
Type z
rings only.
D56/49/1 0.23
D56/50 0.18
D50/4 0.12
General working conditions

Oil pressure at oil inlet of damper to be 2,5 bar mini-
mum (u.o.s.)
Ambient temperature from -20° to + 120° C (unless
otherwise stated).
Circularity of outer member (correction)

Figure 1: Rubber seal ring
The inner ends of the spring packs or intermediate
pieces might not be exactly circular. An eventuel
divergence from circularity must be corrected to be
Inner spring ends and groove flanks less than 0.1 mm in diameter measured between
Wear takes place due to lack of oil supply. opposed intermediate pieces. This can be achieved
by hits onto the outside of the clamping ring using a
Spring packs consisting of two conical spring "soft hammer" or radial hits from the inside. For big
blades only are clamped in the innerstar groove at dampers a hydraulic cylinder, applied from inside
their inner spring ends, thus producing a slight pre- will be necessary.
load of the springs. The allowable wear will be
attained as soon as the preload of the springs is not
1998.10.26.
MAN Diesel & Turbo
Work Card 510-04.00
Page 3 (3) Vibration damper
Edition 03
L16/24
If the lateral plates 5 and 7, fig 3 are without a cen- b) Vent damper before it is put into service again.
tering shoulder (to accommodate clamping ring), In case that the engine bearings are found to be
lateral plates 5 and 7, fig 3 and clamping ring 3, fig worn out because of lub. oil which was or is con-
3 are to be adjusted concentric with a tolerance of taining water, the damper is to be inspected for
± 0.1 mm. wear and corrosion as soon as possible as well.
(Total inspection). See "Allowable wear".
Figure 3: Damper
Appendix
If water mixes with the engine oil - especially sea-
water - the lubricating properties of the oil will be
reduced rapidly. In case an exceptional amount of
water is detected in the oil supplied to the damper
the remaining oil inside damper is to be replaced by
new oil as well. Even if the damper should be sup-
plied with an air escape nozzle, which provides a
small oil flow through the damper, this oil circulation
is not suitable to exchange the oil volume inside the
damper. The following procedure is to be followed
for a total oil exchange.
a) To empty the damper totally turn it by 180° a few
times and make sure that the oil outflow has stop-
ped in any position of the damper.
1998.10.26.
MAN Diesel
Plate
Page 1 (2) Crankshaft 51001-12H
L16/24
116
153
141 165
177
189
190
200
190
082
094
104
212
070
116
021
08028-0D/H5250/94.08.12
033
045
057
128 069
06.20 - ES0
MAN Diesel
Plate
51001-12H Crankshaft Page 2 (2)
L16/24
Item Item
021 1/E Crankhaft, Krumtap,





082 2/C Nut Møtrik
094 2/C Bolt Bolt
104 2/C Counterweight Kontravægt
116 Plug screw Propskrue

141 8/E Screw Skrue
165 1/E Cylindrical pin Cylindrisk stift
189 4/E Screw Skrue
190 1/E Gearwheel 2/2 Tandhjul 2/2

08028-0D/H5250/94.08.12
06.20 - ES0
MAN Diesel
Plate
Page 1 (2) Flywheel with Gear Rim 51003-16H
L16/24
010
022 058
034 105
071
046
Crankshaft see plate 51001
083
08028-0D/H5250/94.08.12
095
06.17 - ES0
MAN Diesel
Plate
51003-16H Flywheel with Gear Rim Page 2 (2)
L16/24
Item Item
010 1/E Flywheel, Svinghjul





071 12/E Bolt Bolt
083 1/E Gear rim Tandkrans
095 12/E Screw Skrue
105 12/E Sleeve Afstandsstykke
08028-0D/H5250/94.08.12
06.17 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Vibration Damper / Tuning Wheel P51004-48
L16/24
016 5, 6, 7, 8L16/24-1200 rpm

5, 7, 8, 9L16/24-1000 rpm
100
112
028
041
Crankshaft
053 see plate 51001
124
9L16/24, 1200 rpm

016
136
041
Crankshaft
see plate 51001
053
124
6L16/24, 1000 rpm
148
08028-0D/H5250/94.08.12
028
041
053
124
12.51 - ES0
MAN Diesel & Turbo
Plate
P51004-48 Vibration Damper / Tuning Wheel Page 2 (2)
L16/24
Item Item
No. Qty Designation Benævnelse No. Qty Designation Benævnelse
016 1/E Vibration damper Svingningsdæmper

6 cyl.-1200 rpm eng. 6 cyl.-1200 rpm motor
028 1/E Intermediate ring, Mellemring, undtagen

except 9cyl.-1200 rpm 9cyl.-1200 rpm motor
engine


124 2/E Screw Skrue
136 1/E Intermediate ring, Mellemring,

148 1/E Tuning wheel, Afstemningshjul,

08028-0D/H5250/94.08.12
Qty/E = Qty/Engine. Qty/E = Qty/Motor.
12.51 - ES0
Engine frame/Oil pan
511/611
MAN Diesel
Description
Engine Frame and Base Frame 511.01
Page 1 (1)
Edition 02H
L16/24
Engine Frame On the sides of the frame there are covers for ac-
cess to the camshafts and crankcase. Some covers
The monobloc cast iron engine frame is designed are fitted with relief valves which will operate if oil
to be very rigid. All the components of the engine vapours in the crankcase are ignited (for instance
frame are held under compression stress. The frame in the case of a hot bearing).
is designed for an ideal flow of forces from the cylin-
der head down to the crankshaft and gives the outer
shell low surface vibrations. Base Frame
Two camshafts are located in the engine frame. The engine and alternator are mounted on a rigid
The valve camshaft is located on the exhaust side base frame. The base frame acts as a lubricating
in a very high position and the injection camshaft is oil reservoir for the engine. The alternator is consid-
located on the service side of the engine. ered as an integral part during engine design. This
GenSet is flexible mounted on the foundation with
The main bearings for the underslung crankshaft rubber elements under the base frame.
are carried in heavy supports by tierods from the
intermediate frame floor, and are secured with the
bearing caps. These are provided with side guides
and held in place by means of studs with hydrauli-
cally tightened nuts. The main bearing is equipped
with replaceable shells which have the final toler-
ances.
08028-0D/H5250/94.08.12
Fig 1 Engine Frame
98.41 - ES0
MAN Diesel & Turbo
Work Card 511-01.00
Page 1 (2) Funtional test of crankcase safety relief valves
Edition 11
L16/24

Shut off fuel oil
Short Description
Functional test of crankcase safety relief valves
Related Procedure

Number : 1 51106 237 1/cover
51106 490 4/relief valve
51106 740 1/relief valve
Data
2006.11.13
MAN Diesel & Turbo
511-01.00 Work Card
Funtional test of crankcase safety relief valves Page 2 (2)
Edition 11
L16/24
Functional Testing
Functional testing of the crankcase safety relief
valves cannot be performed during operation of the
engine, but it must be checked during overhauls
that the valve flap is movable.
When Painting
When painting the engine, take care not to block up
the safety relief valves with paint.
Check of opening pressure

To check the proper opening pressure, proceed as
follows:
Warning!
Use protective gloves
1) Remove the relief valve cover from the engine.
2) Place the cover on the floor with the pressure 1 Cover 2 Relief valve
area upwards.
Figure 1: Cover with safety relief valve
3) Apply a weight at 6 kg on the pressure area.
The relief valve must open under this pressure.
4) Remount the relief valve cover of the engine. If
the safety relief valves are actuated, the engine
must be stopped immediately, and it must not
be restarted until the cause is detected and the
fault is fixed, see also description 503.04, Igni-
tion in Crankcase.
2006.11.13
MAN Diesel & Turbo
Plate
Page 1 (2) Frame with Main Bearing Cap 51101-24
L16/24
194 037
086
013 098
182 025 108

062
121
074 133
265 145
277
049
Main bearings
See plate 51104
204
204 204
157 216
086 170
228
169
050 086
086
11.46 - ES0
MAN Diesel & Turbo
Plate
51101-24 Frame with Main Bearing Cap Page 2 (2)
L16/24
Item Item
013 1/E Disk Skive 204 Cylindrical pin Cylindrisk stift

025 1/E O-ring O-ring 8/E 6 cyl. engine 6 cyl. motor
037 4/E Retaining ring Sikringsring 10/E 8 cyl. engine 8 cyl. motor
216 Cross bolt Krydsbolt
050 1/E Cylindrical pin Cylindrisk stift 14/E 5 cyl. engine 5 cyl. motor
062 4/C Tierod Stavbolt 18/E 7 cyl. engine 7 cyl. motor
074 4/C O-ring O-ring 22/E 9 cyl. engine 9 cyl. motor
086 Nut Møtrik 228 Nut Møtrik

098 1/E Frame, 5 cyl. engine Stativ, 5 cyl. motor 265 1/I Packing-silicone Silicone
paste
108 1/E Frame , 6 cyl. engine Stativ, 6 cyl. motor
277 Cylindrical pin Cylindrisk stift
121 1/E Frame, 7 cyl. engine Stativ, 7 cyl. motor 5/E 5 cyl. engine 5 cyl. motor
157 Main bearing cap Hovedlejedæksel

169 1/E Main bearing cap, Hovedlejedæksel,

axial aksial
170 2/E Bolt Bolt
182 Tierod Stavbolt

194 Crown nut Kronemøtrik

11.46 - ES0
MAN Diesel
Plate
Page 1 (3) Front End Box 51103-06H
L16/24
08028-0D/H5250/94.08.12
03.06 - ES0
MAN Diesel
Plate
51103-06H Front End Box Page 2 (3)
L16/24
Item Item
014 1/E Front end box Front end box 349 4/E Screw Skrue
026 5/E Plate Plade 350 8/E Screw Skrue
038 13/E Screw Skrue 362 2/E Flange Flange
051 6/E Washer Skive 374 2/E Gasket Pakning
063 4/E Nut Møtrik 386 16/E Screw Skrue
075 1/E Flange Flange 398 6/E Intermediate piece Mellemstykke
087 3/E Screw Skrue 408 12/E O-ring O-ring
099 3/E Washer Skive 421 1/E Housing for Hus for
lub. oil separator smøreolieseparator
109 1/E Plate Plade
110 4/E Screw Skrue
457 1/E Bracket for by-pass Konsol for centrifugal
134 2/E Packing ring Pakningsring centrifugal filter by-pass filter
146 2/E Thermostatic Termostatelement 469 4/E Screw Skrue

element for lub. oil for smøreolie
158 6/E Sleeve Bøsning
171 6/E Retaining ring Sikringsring
494 1/E Cover Dæksel
183 1/E Plate Plade
195 4/E Stud Tap
516 8/E Screw Skrue
528 8/E Spring washer Fjederskive
217+ 1/E Flange Flange
541 1/E Spring Fjeder
553 1/E Piston Stempel
565 9/E Screw Skrue
266 1/E Housing Hus
278 2/E Thermostatic Termostatelement
element for HT for HT kølevand 612 4/E Screw Skrue
cooling water
08028-0D/H5250/94.08.12
624 1/E Screw Skrue

291 2/E Thermostatic Termostatelement
element for LT for LT kølevand 636 1/E Thrust piece Trykstykke
cooling water
648 1/E Covering plate Dækselplade
03.06 - ES0
MAN Diesel
Plate
Page 3 (3) Front End Box 51103-06H
L16/24
Item Item
661 1/E Setting screw Skrue
673 1/E Nut Møtrik
+ To be used if cen- + Anvendes hvis ikke

trifugal by-pass filter centrifugal by-pass
is not mounted filter er monteret
08028-0D/H5250/94.08.12
03.06 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Main Bearing 51104-02
L16/24
021
033
Main bearing cap

See plate 51101
11.46 - ES0
MAN Diesel & Turbo
Plate
51104-02 Main Bearing Page 2 (2)
L16/24
Item Item
021 1/C Main bearing shells Hovedlejeskaller
033 2/E Thrust bearing ring Tryklejering
11.46 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Main Bearing 51104-03
L16/24
021
033
Main bearing cap

See plate 51101
11.46 - ES0 - Emergency GenSet

MAN Diesel & Turbo
Plate
51104-03 Main Bearing Page 2 (2)
L16/24
Item Item
021 1/C Main bearing shells Hovedlejeskaller
033 4/E Thrust bearing ring Tryklejering
11.46 - ES0 - Emergency GenSet

MAN Diesel
Plate
Page 1 (2) Covers on Frame 51106-21H
L16/24
740 453
490
500
286 357
154 298 369
249 370
250 382
394
166 262 811
225 274 250
441
428
416
345
404
536
250
178 249
237
321
08028-0D/H5250/94.08.12
191
Frame, 201
see plate 51101 250 308
249
06.19 - ES0
MAN Diesel
Plate
51106-21H Covers on Frame Page 2 (2)
L16/24
Item Item
154 1/C Cover Dæksel 370 1/E Cover plate, Dækselplade,

382 1/E Cover plate, Dækselplade,
178 Cover Dæksel 8 cyl. engine 8 cyl. motor
3/E 6 cyl. engine 6 cyl. motor 394 1/E Cover plate, Dækselplade,
5/E 9 cyl. engine 9 cyl. motor 404 1/C Cover Dæksel
191 1/C O-ring O-ring 416 1/E Cover Dæksel
201 1/C Cover Dæksel 428 Stud Tap

225 Cover with Dæksel med 7/E 6 cyl. engine 6 cyl. motor
3/E safety valve sikkerhedsventil 8/E 7 cyl. engine 7 cyl. motor
4/E 5, 6 cyl. engine 5, 6 cyl. motor 9/E 8 cyl. engine 8 cyl. motor
7, 8, 9 cyl. engine 7, 8, 9 cyl. motor 10/E 9 cyl. engine 9 cyl. motor
237 1/C O-ring O-ring 441 1/D Cover Dæksel
249 Screw Skrue 453 1/D Safety valve Sikkerhedsventil

115/E 6 cyl. engine 6 cyl. motor 490 4/D Lock washer Låseskive
150/E 8 cyl. engine 8 cyl. motor 500 4/D Screw Skrue
536 Self locking nut Selvlåsende møtrik
250 Washer Skive 6/E 5 cyl. engine 5 cyl. motor
740 1/D O-ring O-ring
811 4/E Screw Screw

08028-0D/H5250/94.08.12


Qty/D = Qty/Cover Qty/D = Qty/Dæksel
06.19 - ES0
MAN Diesel
Plate
Page 1 (2) Cover on Frame 51106-22H
L16/24
08028-0D/H5250/94.08.12
06.17 - ES0
MAN Diesel
Plate
51106-22H Cover on Frame Page 2 (2)
L16/24
Item Item
034 8/E Screw Skrue
046 8/E Locking spring Låsefjederskive

washer
058 4/E Screw Skrue
071 4/E Thrust washer Fjederskive
105 8/E Screw Skrue
117 8/E Lock washer Låseskive
129 1/E Sealing ring Tætningsring
142 4/E Screw Skrue
08028-0D/H5250/94.08.12
06.17 - ES0
MAN Diesel
Plate
Page 1 (2) Base Frame 51111-09H
L16/24
080
126
138
092
151
163
Level switch in oil sump,

see plate 50920
018
079 031
08028-0D/H5250/94.08.12
043
055
067
06.22 - ES0
MAN Diesel
Plate
51111-09H Base Frame Page 2 (2)
L16/24
Item Item
018 1/E Base frame, Bundramme,





079 7/E Screw Skrue
080 4/E Screw Skrue
092 4/E Nut Møtrik
126 Screw Skrue

138 Disc Skive

08028-0D/H5250/94.08.12
06.22 - ES0
Turbocharger
512/612
MAN Diesel & Turbo
Description 512.01
Page 1 (2) Turbocharger System Edition 12
L16/24
Water washing
M1 P9
compressor side P2
(hand injector)
TE TE TE TE TE TE ZT
(see compressed air diagram)
61 62 60 60 60 60 88
SE TE TE TE
89 98-3 98-2 98-1
Compressed air - inlet
Exhaust gas to TC SI
89-90
SE
90-1
SE
Charging air from TC 90-2
PT TE PS
Water mist 31 31 31
catcher Alternator
Optional
Condensate
water separator
M6 Charge air to lub. oil
Drain from regulating valve for TC Charge air to Lambda controller
charge air cooler (see lub. oil diagram) (see compressed air diagram)
P6
Funnel delivered Drain from turbocharger – outlet
by customer
Fig. 1. Diagram for Combustion Air System
Turbocharger System The charging air cooler is a compact two-stage tube

-type cooler with a large cooling surface. The high
The turbocharger system of the engine, which is a temperature water is passed through the first stage
constant pressure system, consists of an exhaust of the charging air cooler and the low temperature
gas receiver, a turbocharger, a charging air cooler water is passed through the second stage. At each
and a charging air receiver. stage of the cooler the water is passed two times
through the cooler, the end covers being designed
The turbine wheel of the turbocharger is driven by with partitions which cause the cooling water to turn.
the engine exhaust gas, and the turbine wheel drives
the turbocharger compressor, which is mounted on The cooling water for the low temperature stages of
the common shaft. The compressor draws air from the charge air is controlled by the scavenging pres
the engine room through the air filters. sure to ensure sufficient scavenging temperature
for burning HFO.
The turbocharger forces the air through the char
ging air cooler to the charging air receiver. From the From the exhaust valves, the exhaust gas is led
charging air receiver the air flows to each cylinder through to the exhaust gas receiver where the
through the inlet valves. pulsatory pressure from the individual cylinders is
equalized and passed on to the turbocharger as a
constant pressure, and further to the exhaust outlet
and silencer arrangement.
11.39 - ES0 - Tier I

MAN Diesel & Turbo
512.01 Description
Edition 12
Turbocharger System Page 2 (2)
L16/24
The exhaust gas receiver is made of pipe sections,
one for each cylinder, connected to each other by
means of compensators to prevent excessive stress
in the pipes due to heat expansion.
To avoid excessive thermal loss and to ensure a

reasonably low surface temperature the exhaust gas
receiver is insulated.
Fig. 2. Constant Pressure Turbocharger System
11.39 - ES0 - Tier I

MAN Diesel
Description Cleaning the Turbocharger In Service 512.05

Page 1 (1)
Water Washing of Compressor Edition 01
General
Compressor Chemical cleaning will not improve the cleaning

process as this primarily is based on the mechanical
Fouling of the airways depends primarily on the pu- effect from the impact of the water droplets.
rity of the inlet air and thus, in turn, on the general
maintenance condition of the machinery, i.e. mainly Certain types of fluid solvents can give formation
of the gas and oil tightness of the engines and on the of deposits on the compressor wheel, and should
fresh air ventilation system of the engine room. under no circumstances be used.
Fouling of air filter, compressor or charging air cooler The intervals between cleaning by injection of water
may be observed as changes in performance para- should be adjusted after assessing the degree and
meters: rate of fouling in the particular plant, i.e. based on
observations and experience.
- Decreasing charging air pressure.
- Decreasing turbocharger rotor speed.
- Increasing exhaust gas temperature.
- Severe fouling of airways may even result in
compressor surge.
Regular cleaning during operation by injection of

water before the compressor wheel will reduce the
fouling rate considerably, and consequently prolong
the intervals between dismantling necessary for
mechanical cleaning.
94.26 - ES0U-G
MAN Diesel & Turbo
Description Cleaning the Turbocharger in Service 512.15

Page 1 (1)
Water Washing - Turbine Side Edition 03
L16/24, L21/31,
L27/38
Description fuel quality these intervals can be shorter or longer.
However, the turbine must be washed at the latest
The tendency to fouling on the gas side of turbo when the exhaust gas temperature upstream of the
chargers depends on the combustion conditions, turbine has risen about 20° C above the normal
which are a result of the load on and the maintenance temperature.
condition of the engine as well as the quality of the
fuel oil used. Heavily contaminated turbines, which where not
cleaned periodically from the very beginning or after
Fouling of the gas ways will cause higher exhaust an overhaul, cannot be cleaned by this method.
gas temperatures and higher surface temperatures
of the combustion chamber components and will If vibration in the turbocharger occur after water-
also lead to a lower performance. washing has been carried out, the washing should
be repeated. If unbalance still exists, this is pre
Tests and practical experience have shown that sumably due to heavy fouling, and the engine must
radial-flow turbines can be successfully cleaned be stopped and the turbocharger dismantled and
by injection water into the inlet pipe of the turbine. manually cleaned.
The cleaning effect is based on the water solubility
of the deposits and on the mechanical action of the The washing water should be taken from the fresh
impinging water droplets and the water flow rate. water system and not from the fresh cooling water
system or salt water system. No cleaning agents and
The necessary water flow is depending on exhaust solvents need to be added to the water.
gas flow and temperature. E.g. the flow needed for
L16/24 is from 2.5 - 5 litres per minute for 5 and 9 To avoid corrosion during standstill, the engine must,
cylinder engines. The water flow must be so high upon completing of water washing run for at least 1
that all of the water do not evaporate. Also the wa hour before stop so that all parts are dry.
terflow must not be so high that the turbine wheel is
drowned and stops rotating. The washing sequence
should be in accordance with the turbocharger ma Water Washing System
nual. Engine load, exhaust gas temperature before
turbine and turbine speed must be according to The water washing system consists of a pipe system
turbocharger manual. Carry out sequential washing equipped with a regulating valve, a manoeuvring
so that exhaust gas temperature after turbine drops valve, a 3-way cock and a drain pipe with a drain
below 100°C and in the drying period increases to valve from the gas outlet, see illustration on working
more than 100°C. For preadjustment of the washing card 512-15.00.
tool, install the correct orifice for the actual engine
size, check that the water flow is in accordance with The water for washing the turbine, is supplied from
the table by adjusting the water pressure. Check in the external fresh water system through a flexible
a bucket that the water flow is in the correct range. hose with couplings. The flexible hose must be
disconnected after water washing.
Water flow Diameter orifice
l/min mm By activating the manoeuvring valve and the regu
lating valve, water is led through the 3-way cock to
5-9L16/24 2-5 2.5
the exhaust pipe intermediate flange, equipped with
5-9L21/31 5-10 3.5
a channel to lead the water to the gas inlet of the
5-9L27/38 8-15 4.5 turbocharger.
Experience has shown, that washing at regular inter The water which is not evaporated, is led out through
vals is essential to successful cleaning, as excessive the drain pipe in the gas outlet.
fouling is thus avoided. Washing at intervals of 100
hours is therefore recommended. Depending on the
12.16 - ES0
MAN Diesel & Turbo
Work Card 512-01.00
Page 1 (4) Overhaul of Charging Air Cooler
Edition 02
L16/24

52012 239
Shut off fuel oil
Short Description
Overhaul of charging air cooler.
Related Procedure

Duration in h : 3-4 Plate No. Item No. Quantity
Number : 2 51201 030 1/k
51201 113 1/k
51201 150 1/k
Data 51103 408 8/E
2008.11.17.
MAN Diesel & Turbo
512-01.00 Work Card
Overhaul of Charging Air Cooler Page 2 (4)
Edition 02
L16/24
Description
The charging air cooler is normally cleaned and
overhauled at the intervals indicated in the "Planned
Maintenance Program", or if observations prove
that the cooler does not work satisfactory, see sec-
tion 502.
Dismounting of charging air cooler

Warning!
1) Turn off the cooling water inlet and outlet
valves.
2) Remove the charging air pipe, see fig 1. 1 Charge air cooler 2 Lifting tool
Figure 2: Removal of charge air cooler
3) Mount the lifting tool, see fig 2.

4) Attach a tackle hook to the lifting tool bolt and
tighten the wire.
5) Lift and pull the air cooler out of the cooler
housing and place it on a couple of wooden
planks on the floor.
6) Remove screws (2) and end cover (3) reversal
chamber (4), and top plates (5), see fig 3.
1 Charge air pipe
Figure 1: Assembly of charging air pipe
2008.11.17.
MAN Diesel & Turbo
Work Card 512-01.00
Page 3 (4) Overhaul of Charging Air Cooler
Edition 02
L16/24
1 Screw 2 Screw
3 End cover 4 Chamber
5 Top plate 6 Gasket
7 Gasket 8 Lifting hole
Figure 3: Charging air cooler

carefully straightened, as bent fins will increase
Cleaning and inspecting the pressure drop across the cooler considera-
bly.
1) Clean the cooler element of the water and air Should one or more cooler tubes become leaky
sides. it/they must immediately be made tight, either
After using cleaning agents the manufacturing by expanding the tube ends into the tube plates
recommendation must be followed. or by blanking of the tube(s) concerned with
The greatest care must be exercised when dis- plugs.
mantling cleaning and mounting the cooler ele- It is important that the charging air cooler is not
ment, as the thin fins of the tubes cannot stand leaky as any water that leaks in will be carried
impacts and pressure.
Nevertheless, the metal is bent, it should be
2008.11.17.
MAN Diesel & Turbo
512-01.00 Work Card
Overhaul of Charging Air Cooler Page 4 (4)
Edition 02
L16/24
together with the air into the cylinders where it
will damage valves, piston rings, and cylinder
liners.
2) Also clean the end cover and coat it on the
inside with an anti-corrosion agent.
3) Fouling and deposition in the pipes can be
removed with a hand or machine operated cir-
cular steel brush.
Mounting of charge air cooler

1) Renew gaskets (6) and (7) before assembling
endcover (3) reversal chamber (4) and top plate
(5). See fig 1.
Note: Before mounting the air cooler the o-ring at
the water connections must be replaced, see fig 4,
pos. 1.
2) Lift the air cooler by the lifting tool and push it
carefully half-way into its housing.
3) Remove the lifting tool and push the air cooler
into place.
4) Mount the screws see fig 2, pos. 1 and the
charge air pipe, see fig 1.
Figure 4: Mounting of charging air cooler
Out of service periods

At longer periods out of service, recommendations
for the entire system is followed. Please see section
501.
2008.11.17.
MAN Diesel & Turbo
Work Card 512-01.10
Page 1 (2) Exhaust Pipe Compensator
Edition 01
L16/24

Shut off fuel oil
Short Description
Related Procedure

Number : 1
Data
1997.09.29. - ES0
MAN Diesel & Turbo
512-01.10 Work Card
Exhaust Pipe Compensator Page 2 (2)
Edition 01
L16/24
Health Risk!
Warning!
Health Risk!
Description
To minimize toxic gases in the engine room and to
keep the exhaust gas insulation in good condition, it
is necessary to keep the exhaust pipe compensa-
tors tight.
1) Start the engine.
2) Feel and look for any leak in the exhaust gas
pipe compensators.
Note:
If any leak is discovered, the compensator in ques-
tion must be renewed.
1997.09.29. - ES0
MAN Diesel & Turbo
Work Card 512-10.00
Page 1 (2) Cleaning the Turbine, dry cleaning
Edition 03
L16/24, L23/30H

Shut-off starting air Blowgun with container
Shut off fuel oil
Short Description
Cleaning the turbine.
Related Procedure

Number : 1
Data
2010.03.29.
MAN Diesel & Turbo
512-10.00 Work Card
Cleaning the Turbine, dry cleaning Page 2 (2)
Edition 03
L16/24, L23/30H
Health Risk! Fill the container (2) with granulate. The amount
depending on the type of turbocharger.
Warning!
NR12, NR14, NR15, NR17, 0.3 liter
Health Risk! NR20
Due to vibrations during engine operation, espe- NR24, NR26 0.4 liter
cially in awkward positions! NR29, NR34 0.5 liter
Connect to the working air system (4).

Dry cleaning
Connect the "blow gun" to valve (1) and open valve
(3). Then open valve (1) slowly until a hissing sound
indicates that the granulate is being injected. Injec-
tion period: approx 2 min.
Dry cleaning must be performed at all injection con-
nections (if more than one).
1 Stop valve 2 Container

3 Valve 4 working air
Figure 1: Dry cleaning
Depending on the type of engine and turbocharger,

the arrangement of items may also differ somewhat
from that shown in the schematic.
Appropriate cleaning materials are granulates from
nut shells or activated charcoal of a grain size of 1
mm (max. 1.5 mm).
Cleaning sequence
Please also consult the data plate.
The cleaning is to be carried out at high engine
load, min. 75 % MCR.
Before connecting the cleaning device, see fig 1,
open the stop valve (1) and check that the passage
is not blocked. Close the valve again.
2010.03.29.
MAN Diesel & Turbo
Work Card 512-15.00
Page 1 (3) Water Washing of Turbine Side
Edition 03
L16/24, L21/31, L27/38

Shut off fuel oil
Short Description
Water washing of turbine side, cleaning with
engine in service.
Related Procedure

Number : 1 See the special
instruction for tur-
bocharger.
Data
2009.09.21.
MAN Diesel & Turbo
512-15.00 Work Card
Water Washing of Turbine Side Page 2 (3)
Edition 03
L16/24, L21/31, L27/38
Cleaning Procedure
1) Adjust the engine load to approx. 20 % and let
the engine stabilize for 10 min.
2) Open the drain cock at the turbocharger outlet
and check for free passage, see fig 1.
3) Turn the 3-way cock to position 2 "Open", see
fig. 2 and check for free passage. If ok turn to
the water wash position 3 "Wash".
4) Connect the water supply to the water wash
system.
Figure 1: 3-way cock.
5) Activate the manoeuvring valve, see fig 1.
Then open the regulating valve and adjust the
water flow until the drain flow is approx. 0,25 l/
min.
6) Continue the water washing 5 - 10 min. or until
the drain water is free of particles.
7) Release the manoeuvring valve and disconnect
the water supply.
Turn the 3-way cock to position 1, "Closed"
and check that the water drain flow has stop-
ped.
8) Continue at this load at least 5 min. before
increasing the load to the normal condition.
9) After the water washing, the engine should run
for at least 1 hour before stop.
Note: The regulating valve has to be opened slowly.
The manoeuvring valve must not be locked in open
position.
The water injection time mentioned in item 6 must
be not exceeded.
For water washing of turbine side, see also descrip-
tion for water washing.
2009.09.21.
MAN Diesel & Turbo
Work Card 512-15.00
Edition 03
L16/24, L21/31, L27/38
Figure 2: Arrangement for water washing.
2009.09.21.
MAN Diesel & Turbo
Work Card 512-15.00
Edition 04
L16/24, L21/31, L27/38

Shut off fuel oil
Short Description
Water washing of turbine side, cleaning with
engine in service.
Related Procedure

Number : 1 See the special
instruction for tur-
bocharger.
Data
2012.04.16.
MAN Diesel & Turbo
512-15.00 Work Card
Water Washing of Turbine Side Page 2 (2)
Edition 04
L16/24, L21/31, L27/38
Cleaning procedure Turn the 2-way cock to position 1, "Closed" and

check that the water drain flow has stopped.
1) Adjust the engine load to approx. 20 % and let
the engine stabilize for 10 min. 8) Continue at this load at least 5 min. before
increasing the load to the normal condition.
2) Open the drain cock at the turbocharger outlet
and check for free passage, see fig 1. 9) After the water washing, the engine should run
for at least 1 hour before stop.
Note: The regulating valve has to be opened slowly.
The water injection time mentioned in item 6 must
be not exceeded.
For water washing of turbine side, see also descrip-
tion for water washing.
Figure 1: Arrangement for water washing
3) Turn the 2-way cock to position 2 "Open", see Figure 2: .

fig. 2 and check for free passage. If ok connect
the washing tool to the quick coupling.
4) Connect the water supply to the water wash
system. Activate the 2-way cock on exhaust
pipe.
5) Activate the manoeuvring valve, see fig 1.
Check that exhaust gas temperature drops
below 100°C and that the turbine do not stop.
Activating tme according to TC-manual.
6) Repeat sequence according to TC-manual.
7) Release the manoeuvring valve and disconnect
the water supply.
2012.04.16.
MAN Diesel
Plate
Page 1 (2) Charging Air Cooler with Preheating 51201-16H
L16/24
101
174
091
125
113
186
029
198
030
017
186
137 042
198
066
150
054
149
066
054
078
08.39 - ES0
MAN Diesel
Plate
51201-16H Charging Air Cooler with Preheating Page 2 (2)
L16/24
Item Item
017 2/K Side plate Sideplade
029 8/K Screw Skrue
030 1/K O-ring O-ring
042 8/K Screw Skrue
054 4/K Plug screw Propskrue
066 4/K Cu-washer Cu-skive
078 5/K Screw Skrue
091 16/K Washer Skive
101 16/K Screw Skrue
113 1/K Gasket end cover Pakning endedæksel
125 1/K End cover Endedæksel
137 1/K Cooler block Kølerblok
149 1/K Reversing chamber Vendekammer
150 1/K Gasket Pakning

reversing chamber vendekammer
162 1/E Charging air cooler, Charging air cooler,

complete komplet
174 1/K Screw Skrue
186 2/K Parallel pin Cylindrisk stift
198 /I Loctite Loctite
Qty/K = Qty/Cooler Qty/K = Qty/Køler
Qty./E = Qty./Engine Qty./E = Qty./Motor
08.39 - ES0
MAN Diesel
Plate
Page 1 (2) Exhaust Pipe Arrangement 51202-17H
L16/24
08028-0D/H5250/94.08.12
06.24 - ES0
MAN Diesel
Plate
51202-17H Exhaust Pipe Arrangement Page 2 (2)
L16/24
Item Item
024 Gasket Pakning

036 Screw Skrue

048 Nut Møtrik

061 1/C Exhaust manifold Udstødsmanifold
073 1/C Compensator Kompensator
097 1/C Clamping strap 2/2 Holder 2/2
107 2/C Screw Skrue
119 2/C Nut Møtrik
08028-0D/H5250/94.08.12
06.24 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Mounting of Turbocharger 51203-27
712 L16/24
724
665
677
653
S2 S2
S3 S3
665
S2 : S2
690
S3 : S3
700
700
712
724 653
785
748
797
773 736
665
761 690
807
819
665
689
10.41 - ES0
MAN Diesel & Turbo
Plate
51203-27 Mounting of Turbocharger Page 2 (2)
L16/24
Item Item
653 1/E Foot for Fod for turbolader

turbocharger
665 13/E Lock spring washer Låseskive
677 7/E Screw Skrue
689 4/E Screw Skrue
690 2/E Screw Skrue
712 2/E Screw Skrue
748 4/E Screw Skrue
761 1/E Exhaust pipe before Udstødsrør før TC

TC
773 4/E Screw Skrue
785 4/E Nut Møtrik
807 1/E Socket Muffe
819 1/E Seal ring Tætningsring
10.41 - ES0
MAN Diesel
Plate
Page 1 (2) Mounting of Turbocharger 51203-28H
712 L16/24
724 665
677
653
S2 S2
S3 S3
665
S2 : S2
690
S3 : S3
700
700
712
724 653
785
748
797
773 736
665
761
08028-0D/H5250/94.08.12
690
807
819
665
689
07.18 - ES0
MAN Diesel
Plate
51203-28H Mounting of Turbocharger Page 2 (2)
L16/24
Item Item
653 1/E Foot for Fod for turbolader

turbocharger
677 7/E Screw Skrue
689 4/E Screw Skrue
690 2/E Screw Skrue
712 2/E Screw Skrue
748 4/E Screw Skrue
761 1/E Exhaust pipe before Udstødsrør før TC

TC
773 6/E Screw Skrue
785 6/E Nut Møtrik
08028-0D/H5250/94.08.12
07.18 - ES0
MAN Diesel
Plate
Page 1 (2) Blowgun for Dry Cleaning of Turbocharger 51210-02
L16/24
197
161 256 173 185 268 207 219
281
220 315
0.2 L
232
0.3 L
303
244
0.4 L
293
08028-0D/H5250/94.08.12
08.26 - ES0
MAN Diesel
Plate
51210-02 Blowgun for Dry Cleaning of Turbocharger Page 2 (2)
L16/24
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
161 1/E Snap coupling Snapkobling
173 1/E Nipple Nippel
185 1/E Tee T-stykke
197 1/E Ball valve Kugleventil
232 1/E Pipe Rør
244 1/E Container, complete Beholder, komplet
268 1/E Nipple Nippel
281 1/E Restriction Restriktion
293 1/E Spray nozzle Forstøverdyse
303 1/E Blowgun, complete Rensepistol, complete
315 /I Granulate Granulat
08028-0D/H5250/94.08.12
Qty./I = Qty./Individual Qty./I = Qty./Individuelt
08.26 - ES0
MAN Diesel
Plate
Page 1 (2) Heat Insulation of Exhaust Pipes 51211-06H
L16/24
202 180 192 179

226 226 238 214
263
251
202 180 179

226 226 214
263
251
202 192 179

226 238 214 275
263
08028-0D/H5250/94.08.12
251
09.08 - ES0
MAN Diesel
Plate
51211-06H Heat Insulation of Exhaust Pipes Page 2 (2)
L16/24
Item Item
179 1/E Insulation material Isolering
180 Insulation material Isolering

192 1/E Insulation material Isolering for

for 5, 7 and 9 cyl. 5, 7 og 9 cyl. motor
engine
214 1/E Sheet Plade
226 Sheet Plade

238 1/E Sheet for Plade for

5, 7 and 9 cyl. engine 5, 7 og 9 cyl. motor
251 Insulation material Isolering

275 1/E Connection wire Samlingstråd
08028-0D/H5250/94.08.12
09.08 - ES0
MAN Diesel
Plate
Page 1 (2) Cover of Exhaust Pipes 51211-07H
L16/24
A3 A2
084 131 106
084 131 096
084 118 096
084 106
A3 A2
08028-0D/H5250/94.08.12
167
143
155
084 096
09.09 - ES0
MAN Diesel
Plate
51211-07H Cover of Exhaust Pipes Page 2 (2)
L16/24
Item Item
084 1/E Cover on Dæksel (bagende)

coupling side
096 1/E Cover on free end for Dæksel (forreste ende)

5, 7 and 8 cyl. engine for 5, 7 og 8 cyl. motor
106 1/E Cover on free end for Dæksel (forreste ende)

6 and 9 cyl. engine for 6 og 9 cyl. motor
118 1/E cover, intermediate Mellemdæksel for

part for 7 cyl. engine 7 cyl. motor
131 1/E Cover, intermediate Mellemdæksel for

part for 8 and 9 cyl. 8 og 9 cyl. motor
engine
143 Cylinderskrue
4/E Cyl. screws 5 cyl. motor
9 cyl. engine
155 Cylinderskrue
5/E Cyl. screws 5 cyl. motor
9 cyl. engine
167 Selvskærende skrue
8/E Self drilling screw 5 cyl. motor
9 cyl. engine
08028-0D/H5250/94.08.12
09.09 - ES0
MAN Diesel
Plate
Page 1 (2) Heat Insulation and Cover before Turbocharger 51211-03H
L16/24
180
179
192
202
08028-0D/H5250/94.08.12
214
226
06.50 - ES0
MAN Diesel
Plate
51211-03H Heat Insulation and Cover before Turbocharger Page 2 (2)
L16/24
Item Item
179 1/E Heat insulation Varmeisolering
180 1/E Heat insulation Varmeisolering
192 1/E Connecting wire Samlingstråd
202 1/E Insulation plate cover Isoleringsdækplade
214 2/E Hexagon screw Skrue
226 2/E Washers Skive
08028-0D/H5250/94.08.12
06.50 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Cover before Turbocharger 51211-15
L16/24
023
S1
S1
084
096 011 072
S1 - S1
059
060
12.03 - ES0 - Tier I

MAN Diesel & Turbo
Plate
51211-15 Cover before Turbocharger Page 2 (2)
L16/24
Item Item
011 1/E Cover plate Inddækning
023 1/E Cover plate Inddækning
059 4/E Screw Skrue
060 4/E Nut Møtrik
072 8/E Screw Skrue
084 1/E Screw Skrue
096 2/E Screw Skrue
12.03 - ES0 - Tier I

MAN Diesel & Turbo
Plate
Page 1 (2) Water Washing of Turbine Side 51215-03
L16/24
037
013
025
062 253
086
074
025
289 133
121
145
265
157
277
09.39 - ES0
MAN Diesel & Turbo
Plate
51215-03 Water Washing of Turbine Side Page 2 (2)
L16/24
Item Item
013 1/E 3-way cock 3-vejsventil
025 2/E Straight male stud Lige forskruning
037 1/E Pipe branch Rørforgrening
062 1/E Straight female Lige kobling

coupling
074 1/E Adaptor, Mellemstykke

male/female
086 1/E Valve for water wash Ventil for vandvask
121 1/E Plate Plade
133 1/E Pipe clamp Rørklemme
145 2/E Screw Skrue
157 1/E Regulating valve Reguleringsventil
253 1/E Pipe Rør
265 1/E Pipe Rør
277 1/E Pipe Rør
289 1/E Plate Plade
09.39 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Water washing of turbine side P51215-04
L16/24, L21/31, L27/38
2013.07.16
MAN Diesel & Turbo
Plate
P51215-04 Water washing of turbine side Page 2 (2)
L16/24, L21/31, L27/38

Item No. Qty Item designation Item No. Qty Item designation
290 1/E Snap coupling

300 1/E Coupling for manometer
312 1/E Pipe
324 1/E Restriction for lub. oil pipe
361 1/E Elbow coupling
385 1/E Tee
397 1/E Bushing
407 1/E Pressure gauge
419 2/E Straight male coupling
420 1/E Regulating valve
432 1/E Bushing
444 1/E Ball valve
481 1/E Water washing of turbine side,
complete
When ordering spare parts, see also page 500.50/600.50/Pref-

ace.
* = Only available as part of a spare parts kit/not
available separately
2013.07.16
MAN Diesel
Plate
Page 1 (2) Charge Air Pipes 51230-16H
L16/24
326 495
505
349
469
475
495
475
500
NR12/S
206 495
231
475
500
184
218
147
172
349
088
NR14/S
206
231
218
475
08028-0D/H5250/94.08.12
500
184
159
172
088
349
09.25 - ES0
MAN Diesel
Plate
51230-16H Charge Air Pipes Page 2 (2)
L16/24
Item Item
088 1/E Pipe piece Rørstykke
147 1/E Flange, NR12/S Flange, NR12/S
159 1/E Flange, NR14/S Flange, NR14/S
172 3/E Screw Skrue
184 5/E Screw Skrue
206 8/E Screw Skrue
218 1/E Compensator Kompensator
231 1/E Diffuser Diffusor
326 1/E Covering sheet Dækplade
349 2/E Screw Skrue
469 6/E Stud Tapskrue
475 14/E Nut Møtrik
495 9/E Screw Skrue
500 1/E Stud Tapskrue
505 1/E Screw Skrue
08028-0D/H5250/94.08.12
09.25 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Charge Air Pipes 51230-17
L16/24
088 064 027 052 027

S1
039
040
027
015
039
040
135 111 S1 040 483
064
S1 - S1
483
040
10.04 - ES0 - Tier I - Tier II (5-6L16/24)

MAN Diesel & Turbo
Plate
51230-17 Charge Air Pipes Page 2 (2)
L16/24
Item Item
027 Seal ring Tætningsring

039 2/E Screw Skrue
040 Lock washer Låseskive

052 Intermediate piece Mellemstykke

064 Clamp Sikkerhedsring

088 1/E Charging air mani- Rørstykke

fold
111 8/E Screw Skrue
135 2/E Screw Skrue
483 Screw Skrue

10.04 - ES0 - Tier I - Tier II (5-6L16/24)

MAN Diesel
Plate
Page 1 (2) Oil Drain from Turbocharger 51231-07H
L16/24
View with turbocharger NR14/S
345
500
512
345
453 357
465
369 404
428 394
489 416
477
370
490
382
441
477
585 548
573
597 561
View with turbocharger NR12/S

08028-0D/H5250/94.08.12
08.27 - ES0
MAN Diesel
Plate
51231-07H Oil Drain from Turbocharger Page 2 (2)
L16/24
Item Item
357 1/E Adjustable elbow Justerbar vinkelkobling,

coupling, complete komplet
369 1/E Drain for TC Dræn for TC
370 1/E Straight male stud Tap
394 1/E Pipe clamp Rørklemme
404 1/E Plate Plade
416 2/E Screw Skrue
453 2/E Screw Skrue
465 2/E Packing Pakning
489 2/E Screw Skrue
490 2/E Nut Møtrik
500 1/E Reducing stand Reduktionsrør

pipes
512 1/E Straight male stud Kobling

coupling
548 2/E Screw Skrue
573 1/E Guard Skærm
585 5/E Screw Skrue
597 1/E Screw Skrue

08028-0D/H5250/94.08.12
08.27 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Mounting of Charge Air Cooler 51235-04
L16/24
S1 : S1
S1 S2 S3 S4 S5
S2
S1
360 S3 S5
charge air cooler,

S4
see plate 51201
S2 : S2
479 480 492 502 S3 : S3 S4 : S4

443
467
587
347 384 372 359
S5 : S5
538 406 396 418 455 431
575
526 551 563 514
11.13 - ES0
MAN Diesel & Turbo
Plate
51235-04 Mounting of Charge Air Cooler Page 2 (2)
L16/24
Item Item
347 1/E Valve Ventil
359 3/E Intermediate piece Mellemstykke
396 1/E Bushing Bøsning
443 4/E Screw Skrue
455 1/E Valve Ventil
467 4/E Screw Skrue
479 1/E Pipe Rør
492 1/E Plate Plade
502 1/E Pipe Rør
514 1/E Slider Glider
526 2/E Bushing Bøsning
538 1/E Actuator Aktuator
563 1/E Sealing ring Tætningsring
575 8/E Screw Skrue
11.13 - ES0
MAN Diesel
Plate
Page 1 (2) Control Air for Preheating Valve 51236-02H
L16/24
474 450 258 401 258

462 271 437 271 354 378
366 342 391 413
A-A
317
329
295
305
401
425
234
246
258
271
222
210
234
283
330
342
08028-0D/H5250/94.08.12
474 401 258 354 342 378 401 391

449 437 271
07.48 - ES0
MAN Diesel
Plate
51236-02H Control Air for Preheating Valve Page 2 (2)
L16/24
Item Item
210 1/E Straight male stud Ligeforskruning

coupling
222 1/E Pipe Rør
234 1/E Pipe Rør
246 1/E Straight coupling Ligeforskruning
258 16/E Pipe clamp Rørholder
283 1/E Adjustable T-coupling Justerbar T-samling
295 1/E Support Støtte
305 2/E Screw Skrue
317 1/E Solenoid valve Magnetventil
329 2/E Screw Skrue

coupling
342 1/E Pipe Rør
354 1/E Male stud elbow Vinkelforskruning

coupling

coupling
378 1/E Pipe Rør

coupling
413 1/E Pipe Rør
425 1/E Pipe Rør
437 1/E Pipe Rør
449 1/E Pipe Rør
450 1/E Pipe Rør

08028-0D/H5250/94.08.12
462 1/E Adjustable elbow Justerbar vinkelforskru-

coupling ning
474 1/E Solenoid valve Magnetventil
07.48 - ES0
Compressed air system
513/613
MAN Diesel & Turbo
Description
Compressed Air System 513.01
Page 1 (2)
Edition 24
L16/24
On-off valve for jet system

Main starting valve
(with push button for
emergency / local start)
PT
70
SS
32 K1
Strainer
Charge air preheater SS
valve and actuator 83
Solenoid valve for charge

air preheating system
SA SSH
On-off valve for shutdown 99 81-1
Cylinder for charge
air preheating system (with push button for SS SX SX SSH
Air starter 84 84 83 81-2
emergency stop)
UX
95
Cyl. 1 Monito-
Safety
ring
system SS
system 86
SX
ZS ZS SX ZS 86
SS 75 96 32 97
Compressed air to TC, 86
(see combustion air diagram) Cylinder for Stop solenoid
lambda controller PS on governor
and overspeed stop 31
Charge air inlet,

(see combustion air diagram)
Fig. 1 Diagram for 10 bar compressed air system.
General Starting System
The compressed air system on the engine consists The engine is started by means of a built-on air
of a starting system, starting control system and starter, which is a turbine motor with safety clutch
safety system. Further, the system supplies air to and drive shaft with pinion. Further, there is a main
the jet assist system. starting valve.
The compressed air is supplied from the starting

air receivers (max. 10 bar). If needed an additional Control System
air reduction station can be supplied for external
instal-lation. The air starter is activated electrically with a pneumatic
solenoid valve. The valve can be activated manually
To avoid dirt particles in the internal system, a strainer from the starting box on the engine, and it can be
is mounted in the inlet line to the engine. arranged for remote control, manual or automatic.
11.40 - ES1 - Tier I

MAN Diesel & Turbo
513.01 Compressed Air System

Description
Page 2 (2)
Edition 24
L16/24
For remote activation the starting coil is connected Pneumatic Start Sequence
so that every starting signal to the starting coil goes
through the safe start function which is connected to When the starting valve is opened, air will be supplied
the basemodule mounted on the engine. to the drive shaft housing of the air starter.
Further, the starting valve also acts as an emergency The air supply will - by activating a piston - bring the
starting valve which makes it possible to activate the drive pinion into engagement with the gear rim on
air starter manually in case of power failure. the engine flywheel.
As shown in fig. 2.
When the pinion is fully engaged, the pilot air will
flow to, and open the main starting valve, whereby
Safety System air will be led to the air starter, which will start to
turn the engine.
As standard the engine is equipped with a pneumatic/
mechanic stop cylinder, which starts to operate if the When engine rpm exceeds approx. 158 and firing
safety system is activated. The system is activated has taken place, the starting valve is closed whereby
electrically or mechanically by 3/2-way valve on top the air starter is disengaged.
of engine, behind regulator.
Air supply must not be interrupted when the engine

is running.
Fig. 2 Emergency start.
11.40 - ES1 - Tier I

MAN Diesel & Turbo
Description
Compressed Air System 513.01
Page 1 (2)
Edition 25
L16/24
On-off valve for jet system
SS
83
PT
70
SS
32 K1
Strainer
Reduction valve
Pressure: 30/7 bar Main starting valve /
Charge air preheater emergency start valve
valve and actuator
PAL
Safety valve 71
Air starter incl.
8 bar main valve and
reduction valve SA SSH
Solenoid valve 99 81-1
for charge air SS SX SX SSH
On-off valve 84 84 83 81-2
preheating system for shutdown
Cylinder for charge
air preheating system UX
95
Cyl. 1 Monito-
Safety
ring
system SS
system 86
SX
ZS ZS SX ZS 86
Compressed air to TC, SS 75 96 32 97
(see combustion air diagram) 86
Cylinder for Stop solenoid
lambda controller PS
on governor
and overspeed stop 31
Charge air inlet,

(see combustion air diagram)
Fig. 1 Diagram for 30 bar compressed air system.
General Starting System
The compressed air system on the engine consists The engine is started by means of a built-on air
of a starting system, starting control system and starter, which is a turbine motor with safety clutch
safety system. Further, the system supplies air to and drive shaft with pinion. Further, there is a main
the jet assist system. starting valve.
The compressed air is supplied from the starting air

receivers (16-30 bar) through a reduction station, Control System
from where compressed air is supplied to the engine.
The air starter is activated electrically with a pneumatic
To avoid dirt particles in the internal system, a strainer 3/2-way solenoid valve. The valve can be activated
is mounted in the inlet line to the engine. manually from the starting box on the engine, and
it can be arranged for remote control, manual or
automatic.
11.40 - ES1 - Tier I

MAN Diesel & Turbo
513.01 Compressed Air System Description

Page 2 (2)
Edition 25
L16/24
For remote activation the starting coil is connected Pneumatic Start Sequence
so that every starting signal to the starting coil goes
through the safe start function which is connected to When the starting valve is opened, air will be supplied
the basemodule mounted on the engine. to the drive shaft housing of the air starter.
Further, the starting valve also acts as an emergency The air supply will - by activating a piston - bring the
starting valve which makes it possible to activate the drive pinion into engagement with the gear rim on
air starter manually in case of power failure. the engine flywheel.
As shown in fig. 2.
When the pinion is fully engaged, the pilot air will
flow to, and open the main starting valve, whereby
Safety System air will be led to the air starter, which will start to
turn the engine.
As standard the engine is equipped with a pneumatic/
mechanic stop cylinder, which starts to operate if the When engine rpm exceeds approx. 158 and firing
safety system is activated. The system is activated has taken place, the starting valve is closed whereby
electrically or mechanically by 3/2-way valve on top the air starter is disengaged.
of engine, behind regulator.
Air supply must not be interrupted when the engine

is running.
Fig. 2 Emergency start.
11.40 - ES1 - Tier I

MAN Diesel & Turbo
Work Card 513-01.21
Page 1 (2) Air Filter
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Cleaning and/or maintenance of air filter.
Related Procedure

Number : -
Data
2012.08.27. - ES0
MAN Diesel & Turbo
513-01.21 Work Card
Air Filter Page 2 (2)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38
Cleaning Air Filter

1) Depressurize unit.
2) Remove bowl and bowl guard assembly by
turning counter-clockwise.
3) Inspect bowl for damage seals and replace, if
nessesary.
Warning!
Use original tool!
4) If bowl becomes dirty clean it by wiping the

bowl with a soft dry cloth or mild detergent.
5) Before returning to service, insure that all seals
have been reinstalled or replaced.
6) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in
place.
Align arrow on bowl guard with arrow on filter
body.
Warning!
Figure 1: Air filter
The area around the engine must be clean
and tidy!
To replace filter element

1) Depressurize unit
2) Remove bowl and bowl assembly by turning
counter-clockwise.
3) Unscrew baffle by turning counter-clockwise.
4) Remove fi lter element and discard.
5) Install new fi lter element and reassemble in
reverse order.
6) Before returning to service, insure that all seals
have been reinstalled or replaced.
7) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in
place. Align arrow on bowl guard with arrow on
filter body.
2012.08.27. - ES0
MAN Diesel & Turbo
Work Card 513-01.30
Page 1 (5) Overhaul, Test and Inspection of Air Starter
Edition 03
L16/24

Shut off fuel oil
Short Description
Check of air starter. Disassembly, overhaul and
assembly of the air starter.

1 flex. male key, 4 mm
All connections to the air starter
have been removed and air starter
is removed.
Related Procedure

Number : 1
Data
2008.11.17. - IR
MAN Diesel & Turbo
513-01.30 Work Card
Overhaul, Test and Inspection of Air Starter Page 2 (5)
Edition 03
L16/24
Overhaul, test and inspection of air starter

It is not nessesary to disassemble the air starter for
inspection, only if overhaul is necessary due to worn
parts.
Inspection
1) Check the drive pinion.
Note: This should be shiny and no special wear
must appear on both side of the teeth.
2) Check with a torque spanner the tighten of the
drive pinion screw. This must be 54-61 Nm.
3) Check the flange cover screw are tighten to 4-5
Nm.
2008.11.17. - IR
MAN Diesel & Turbo
Work Card 513-01.30
Edition 03
L16/24
1 Drive pinion screw 2 Drive pinion

3 Cap screw 4 Flange cover
5 Flange 6 Name plate
7 Name plate tack 8 Return spring
9 Liner assembly 10 Gasket for housing cover
11 Housing cover 12 Cover bolt
13 Housing 14 Vent plug
15 Drive shaft bearing 16 Drive housing seal
17 Inlet flange, complete
Figure 1: Air starter

2) When grasping a part in a vise, always use
Disassembly leather-covered or copper-covered vise jaws to
protect the surface of the part and help prevent
Always wear eye protection when performing any distortion. This is paritcularly true of threaded
maintenance on this air starter. members.
Always turn off the air supply and disconnect the air 3) Do not remove any part which is a press fit in or
supply before installing, removing or adjusting any on a subassembly unless the removal of that
accessory on this air starter or before performing part is necessary for replacement or repairs.
any maintenance on this air starter.
4) Always have a complete set of seals and o-
1) Do not disassemble the air starter any further rings on hand before starting any overhaul of
than necessary to replace worn parts. the air starter. Never reuse old seals or gaskets.
2008.11.17. - IR
MAN Diesel & Turbo
513-01.30 Work Card
Edition 03
L16/24
5) When disassembling, always mark adjacent 2) Slide the liner assembly (9) into the housing.
parts so the members can be located in the Orient the liner so that the notch aligns correctly
same relative position when the air starter is with the housing inlet port and liner air inlet port
reassembled. aligns with the housing inlet port. Attach hous-
6) Never wash the liner assembly (9) in a solvent. ing cover gasket (10) to housing cover.
3) Attach the housing cover (11) to the housing
Disassembly of the air starter with just one housing cover bolt (12). Engage
only a few threads so that the housing cover
1) Remove the drive pinion screw (1) from the can be easily rotated.
drive shaft and remove the drive pinion (2).
4) While pushing the liner assembly down against
2) Remove the six flange cap screws (3) from the the return spring, rotate the housing cover over
housing (13). the liner to hold it down.
3) Remove the flange cover (4) and flange (5) 5) Tighten the housing cover cap screws to 5-6 ft-
simultaneously by pulling up on the flange. lb (6.7-8 Nm) torque.
4) Remove the front drive shaft bearing (15) from 6) Press the drive housing seal (16) into the flange
the flange cover. cover (4) with the sealing lip pointed down.
5) Remove the drive housing seal (16) from the 7) Press the front drive shaft bearing (15) into the
flange cover. flange cover.
6) Turn the air starter over and secure it vertically 8) Fit the flange (5) onto the flange cover so that
in a fixture. the counterbore of the flange slides over the
Note: Use care when removing the housing cover shoulder of the flange cover correctly.
bolts (12) holding the housing cover (11) to the air 9) Carefully slide this assembly over the drive
starter. The liner (9) is spring loaded and will pro- shaft. Be careful not to tear the seal lip. Orient
trude approximately one inch beyong the housing the flange correctly.
when released.
10) Tighten the six flange cap screws (3) to 3-4 ft-lb
7) To remove the housing cover, slowly loosen the (4-5.4 Nm) torque.
four housing cover bolts while holding the hous-
11) Attach the drive pinion (2) to the drive shaft
ing cover in place.
using the drive pinion screw (1) and Locktite,
8) Slide the liner assembly out of the housing. tighten to 40-45 ft-lb (54-61 Nm) torque, fig 1.
9) Remove the return spring (8).
Test and inspection
Assembly Warning! When 6 bar air pressure is applied to the
1) Always press on the inner ring of a ball-type air starter, the drive pinion will be rotating at 2,800
bearing when installing the bearing on a shaft. rpm and drive shaft and drive pinion will move for-
ward 30-32 mm. Keep face and hands away from
2) Always press on the outer ring of a ball-type
rotating drive pinion.
bearing when pressing the bearing into a bear-
ing recess. 1) Orientation: Mounting flange must be oriented
per the customer's order or engineering draw-
3) Whenever grasping an air starter or part in a
ing. If orientation is not specified by customer,
vise, always use leather-covered or copper-cov-
standard orientation will be supplied.
ered vise jaws. Take extra care with treaded
parts or housings. 2) Free speed (all models): Install air starter on a
test fixture. Apply 6 bar to the air starter motor.
Minimum free speed is 2,800 rpm.
Assembly of the air starter
3) Confirm overrunning of clutch: Turn the drive
1) Place the housing (13), front end down so that pinion by hand in the direction of rotation. The
the return spring (8) can be placed into the clutch should ratchet smoothly.
housing.
2008.11.17. - IR
MAN Diesel & Turbo
Work Card 513-01.30
Edition 03
L16/24
4) Confirm drive rotation: Turn the drive pinion
by hand in the direction of rotation. The clutch
should ratchet smoothly.
2008.11.17. - IR
MAN Diesel & Turbo
Work Card 513-01.30
Edition 06
L16/24

Shut off fuel oil
Short Description
Check of air starter. Disassembly, overhaul and
assembly of the air starter.

All connections to the air starter
have been removed and air starter
is removed.
Related Procedure

Number : 1 51309 614 1 (set of
seals, air
starter)
Data 51309 615 1 (repair kit,
Data for pressure and tolerance (Page 500.35) air starter)
2003.03.31. - Gali
MAN Diesel & Turbo
513-01.30 Work Card
Edition 06
L16/24
Operation
Before putting into operation

▪ Check if the installation has been accomplished
in accordance with our instructions.
▪ Check the adjustment of the auto-start device (if
installed), to ensure:
– the speed of the starter shaft never exceeds
the value of 3.500 rpm.
– the starter stops working, once the engine
hasattained a speed 1 to 1.5 times is igni-
tion speed.
▪ Check that the air receiver is charged and that
the flow valve is opened.
▪ Test for leaks and check that the control circuit
is not chocked.
▪ Check for correct meshing of the driving pinion
with the flywheel gear ring by means of several
short starter impulses.
On putting into operation

In case of manual start, operate the push-button
valve for very short periods only.
Complete overhaul
▪ Strip the starter and clean all lines and pipe-
work.
▪ Check rotors and advance mechanism; clean
same and replace worn or rusted parts.
▪ Check the driving pinion for wear and replace it
if necessary.
▪ Revice all valves and replace joints.
Storage
When leaving our works, the starters contain anti-
rust oil to protect their inner parts. In spite o this, we
must recommended storage in a dry place.
2003.03.31. - Gali
MAN Diesel & Turbo
Work Card 513-01.40
Page 1 (2) Emergency Starting Valve
Edition 02
L16/24

Shut off fuel oil
Short Description
Lubricating, disassembly and reassembly of emer-
gency starting valve in starting system.

Small screwdriver
Related Procedure

Number : 1
Data
1998.11.02.
MAN Diesel & Turbo
513-01.40 Work Card
Emergency Starting Valve Page 2 (2)
Edition 02
L16/24
Emergency starting valve

The emergency starting valve is placed on the tur-
bine starter and should be tested according to the
planned maintenance programme.
1) Switch the engine to "local" on the operating
box panel.
2) Push the emergency start button with a small
screwdriver, as shown in fig 1, until the engine
ignites.
3) Release the button. The button is springloaded
and will automatically return to the start posi-
tion.
Figure 1: Emergency starting valve
1998.11.02.
MAN Diesel & Turbo
Work Card 513-01.90
Page 1 (2) Check of Compressed Air Piping System
Edition 03
L16/24, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Check of compressed air piping system.

Compressed air connected to the engine. Screwdriver.
Related Procedure

Number : 1
Data
2002.05.13. - ES0
MAN Diesel & Turbo
513-01.90 Work Card
Check of Compressed Air Piping System Page 2 (2)
Edition 03
L16/24, V28/32S, L21/31, L27/38
Health Risk!
Warning!
Health Risk!
With Air Connected

1) Examine the piping system for leaks.
2) Retighten all bolts and nuts in the piping sys-
tem.
3) Drain the system for condensed water. This
should be based on observations.
4) Check flexible connections for leaks and dam-
ages.
It is important that the flexible connections are
free from paint and grease and in healthy condi-
tion.
5) Check manometers.
With Air Disconnected and Stopped

Engine
1) Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
2) Connect the air supply and make a function test
of the emergency valve. See Description
513.01.
2002.05.13. - ES0
MAN Diesel
Plate
Page 1 (2) Air Starter 51309-18H
L16/24
408
685 707
697
349
337 673
648 325
171
All valves and fittings
158 has to be approved by
038* classification society.
217*
230*
134
242 109
183 051*
195 063*
254 291*
266 099
087*
026
014*
10.18 - ES0
MAN Diesel
Plate
51309-18H Air Starter Page 2 (2)
L16/24
Item Item
014* 1/S Drive pinion screw Tandhjulsskrue 624 1/S Spare parts kit for Reservedelskit for
air starter, incl. item startemotor, inkl. item
026 1/S Drive pinion, Tandhjul, 014, 038, 051, 063, 014, 038, 051, 063,
incl item 291 inkl. item 291 087, 217, 230, 291 087, 217, 230, 291
038* 1/S Gasket for housing Pakning for 648 1/S Spare parts kit for Reservedelskit for
cover motorhusdæksel item 325, consisting item 325, indeholder
of element, gasket element, pakning
051* 1/S Front drive shaft Forreste
bearing drivakselleje 673 1/S Straight male stud Ligeforskruning
coupling
063* 1/S Drive housing seal Tætning for drivgear
685 1/S Reducing stand Reduktionsrør
087* 6/S Flange cap screw Dækselskrue for pipe
flange
697 1/S Adjustable Justerbar
099 1/S Flange cover Flangedæksel T-coupling T-forskruning
109 1/S Flange Flange 707 1/S Nipple Nippel
134 1/S Return spring Fjeder
158 1/S Housing cover Motorhusdæksel
171 4/S Bolt for housing Bolt for motorhus

cover dæksel
183 1/S Housing Motorhus
195 1/S Vent plug Afluftningsskrue
217* 4/S Mounting bolt Bolt for montering
230* 1/S O-ring O-ring
242 1/E Air starter com- Startemotor komplet

plete
254 3/S Screw Skrue
266 3/S Washer Skive
291* 1/S Shaft collar Støttering
325 1/S Strainer complete Vandsi komplet
337 1/S Adj. straight male Justerbar

stud coupling ligeforskruning
349 1/S Adjustable Justerbar

elbow vinkelforskruning
408 1/S Solenoid valve Magnetventil
Qty/S = Qty/Air starter Qty/S = Qty/Startemotor
10.18 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Air Starter 51309-24
L16/24
215 222
232 229 209
220 214 216 210
201 230 221
234
208
209
210
211
231
202 226
233 227
Pinion see, 1½
plate 51309 217 228

item 613
218 224 225
218 235
235 219
232
213
207
206
has to be approved by
classification society.
223
624 212 209
210
For details for serial no. ≤ 04-0118, see plate 51309-15H
For details for serial no. > 04-0118, see plate 51309-20H
11.50 - ES0
MAN Diesel & Turbo
Plate
51309-24 Air Starter Page 2 (2)
L16/24
Item Item
201 1/S Flange Flange 232 2/S Cutting ring Skærering
202 4/S Screw Skrue 233 4/S Washer Skive
206 1/S Distributor block Fordelerblok 234 1/S Connector Forskruning
207 1/S O-ring O-ring 235 2/S Male connector Forskruning
208 3/S Screw Skrue 624 1/E Air starter, Luftstarter, komplet
complete
210 7/S Nut Møtrik
211 1/S Threaded pin Gevindtap
212 1/S Solenoid valve Magnetventil
213 1/S Elbow male Vinkelforskruning

connector
214 1/S Connecting tube Forbindelsesrør
215 1/S Swivel connector Forskruning
216 1/S O-ring O-ring
217 1/S Male connector Forskruning
218 2/S Elbow union Vinkelforskruning
219 1/S Strainer Filter
220 1/S Holder Holder
221 1/S Protective hood Beskyttelsesskærm
222 2/S Screw Skrue
223 1/S Cap nut Dækselmøtrik
224 1/S Bracket Konsol
225 2/S Nut Møtrik
226 1/S Spacer plate Afstandsplade
227 2/S Cap nut Dækselmøtrik
229 1/S Screw plug Propskrue
230 1/S Male connector Forskruning
231 1/S Elbow union Vinkelforskruning
11.50 - ES0
MAN Diesel
Plate
Serial no. ≤ 04-0118 L16/24

08028-0D/H5250/94.08.12
08.41 - ES0
MAN Diesel
Plate
L16/24 Serial no. ≤ 04-0118

Item Item
500 1/E Air starter, Startemotor, 568 1/S Inlet nozzle Indstrømningsdyse
complete komplet
574 1/S Silencer Lyddæmper
501 1/S Front cover Fordæksel
502 1/S Outer bearing ring Udvendig lejering
578 1/S Non-return valve Kontraventil
504 1/S Needle bearing Nåleleje
582 1/S Silencer Lyddæmper
506 1/S Circlip Sikringsring
583 4/S Nut Møtrik
507 1/S Hauling crown Rotordæksel
584 1/S Air tube Luftrør
508 25/S Cylinder roller Cylinderrulle
586 1/S Membrane plug Membranprop
510 1/S Bearing disc Lejeskive
591 4/S Plug Prop
511 1/S Splined shaft Fjedrende aksel
592 4/S Nut Møtrik
512 1/S Plug Prop
596 1/S Flange Flange
513 1/S Spring Fjeder
514 8/S Allen screw Stiftskrue
601 1/S Air tube Lufttrør
516 1/S Lock nut Låsemøtrik
603 1/S Set ring Låsering
517 1/S Protection Beskyttelses-
cover dæksel 604 1/S Valve body Ventilhus
519 1/S Motor body Motorhus 605 1/S Distributor Fordeler
526 4/S Stud Tap 612 1/S Servo valve Servoventil
531 1/S Tappet with Styreknast 613 1/S Pinion Drev

guidance
614 1/S Seals kit complete Tætningssæt kom-
536 2/S Screw Skrue for air starter plet for luftstarter
539 1/S Secondary Sekondær 615 1/S Repair kit complete Reparationssæt
rotor rotor for air starter, con- komplet for luftstar-
sisting of item 539, ter, bestående af
544 1/S Primary rotor Primær rotor 544, 614 item 539, 544, 614
549 2/S Stud Tap
553 2/S Lock nut Låsemøtrik

08028-0D/H5250/94.08.12
554 1/S Plug Prop
557 1/S Main valve Hovedventil
565 1/S Spring Fjeder
566 1/S Elastic pin Elastisk tap
08.41 - ES0
MAN Diesel
Plate
Serial no. > 04-0118 L16/24

4 6 79* 3 1 7* 8 9 613 16 17
10 12 13 14* 15
80*
26 27 28 30
32
72
103 106* 105
102
101* 104*
A
34
A
Clean air filter
34 periodically
39
40
71 75*
23 86 82* 82* 25
24
81 82* 82* 85
76*
46
18 19* 74*
83 92* 44 88
47* 48 71
21 73 20
90* 91 93
45
94 41 42 43 95 92* 97 92*
08028-0D/H5250/94.08.12
77
63
78
61
66*
50* 51 52* 53 54 55* 56* 57 58 59 60

67
64
69 70
68*
09.25 - ES0
MAN Diesel
Plate
L16/24 Serial no. > 04-0118

Item Item
1 1/S Tension washer Tilspændingsskive 39 1/S Pipe Rør
3 1/S Needle bearing Nåleleje 40 1/S Silencer Lyddæmper
4 4/S Allen screw Skrue 41 4/S Stud Tap
6 1/S Front cover Fordæksel 42 4/S Special washer Skive
7* 1/S Special joint Speciel samling 43 4/S Special nut Møtrik
8 1/S Outer ring bearing Yderleje 44 1/S Secondary rotor Sekundær rotor
9 25/S Roller bearing Rulleleje 45 1/S Check valve Checkventil
10 1/S Bearing disc Lejeskive 46 1/S Sleeve Bøsning
12 1/S Special nut Møtrik 47* 1/S Membrane Membran
13 1/S Washer Skive 48 1/S Plug Prop
14* 1/S Supporting ring Støttering 50* 1/S Lip seal Tætningsring
15 1/S Hauling crown Rotordæksel 51 1/S Main valve Hovedventil
16 1/S Spring Fjeder 52* 1/S O-ring O-ring
17 1/S Splined shaft Fjedrende aksel 53 1/S Distributor Fordeler
18 1/S Plug Prop 54 1/S Bushing Bøsning
19* 1/S O-ring O-ring 55* 1/S O-ring O-ring
20 1/S Follower Medfølger 56* 1/S O-ring O-ring
21 2/S Screw Skrue 57 1/S Join shell Samlingskappe
23 1/S Motor body Motorhus 58 1/S Special washer Skive
24 1/S Primary rotor Primær rotor 59 1/S Nut Møtrik
25 1/S Valve body Ventilhus 60 1/S Spring Fjeder
26 1/S Silencer Lyddæmper 61 4/S Stud Tap
27 1/S Elbow Bøjning 63 4/S Nut Møtrik
28 1/S Nut Møtrik 64 1/S Stud Tap
30 2/S Nut Møtrik 66* 1/S O-ring O-ring

08028-0D/H5250/94.08.12
32 2/S Stud Tap 67 1/S Inlet nozzle Indstrømningsdyse
34 1/S Servo-limiter unit Servo-limiter unit 68* 1/S O-ring O-ring
09.25 - ES0
MAN Diesel
Plate
Serial no. > 04-0118 L16/24

Item Item
69 4/S Special washer Skive 103 1/S Connector Forbindelsesstykke
70 4/S Allen screw Skrue 104* 1/S O-ring O-ring
71 1/S Pipe for stop signal Rør 105 1/S Filter Filter
72 1/S Elastic pin Elastisk tap 106* 2/S O-ring O-ring
73 1/S Flange Flange 107 1/S Set of seals com- Tætningssæt inde-
prising item 7, 14, holdende item 7, 14,
74* 1/S O-ring O-ring 19, 47, 50, 52, 55, 56, 19, 47, 50, 52, 55,
66, 68, 74, 75, 76, 79, 56, 66, 68, 74, 75,
75* 1/S O-ring O-ring 80, 82, 84, 87, 89, 76, 79, 80, 82, 84,
90, 92, 96, 98, 101, 87, 89, 90, 92, 96,
76* 1/S O-ring O-ring 104, 106 98, 101, 104, 106
77 1/S Flange Flange 108 1/S Repair kit compris- Reparationskit inde-
ing item 24, 44 and holdende item 24, 44
78 1/S Sleeve Bøsning a set of seals og et tætningssæt
79* 1/S Locker ring Låsering 613 1/S Pinion Drev
80* 1/S Locker ring Låsering
81 1/S Front locker Tætning
85 1/S Big retainer Holder
86 1/S Big retainer Holder
93 1/S Small retainer Holder
94 2/S Pin Stift
95 1/S Retainer Holder

08028-0D/H5250/94.08.12
102 1/S Electro valve Ventil
09.25 - ES0
MAN Diesel
Plate
L16/24
10.07 - ES0
MAN Diesel
Plate
L16/24
Item Item
1* 8/S Screw Skrue 25 3/S Planet shaft Planetaksel
2 1/S Exhaust support Udblæsningsskjold 26* 6/S Planet gear spacer Planetgear mellem-
stykke
3 1/S Exhaust screen Udblæsningsgitter
27 3/S Planet gear (11.4:1) Planetgear
4* 1/S Screw Skrue
28* 3/S Planet bearing Planetleje
5 1/S Rotor washer Rotorskive
29* 2/S Gearbox bearing Gearkasse leje
6 1/S Stage 2 rotor Rotor
30* 1/S Bearing pre-load Lejefjeder
7* 2/S Square key (1/8") Not spring
8* 2/S Turbine bearing Turbineleje 31* 1/S Bearing spacer Leje mellemstykke
(gearbox)
9* 2/S Bearing pre-load Lejefjeder
spring 32 1/S Gearbox housing Gearkasse
10* 1/S Spacer, labyrinth Afstandsstykke 33* 7/S Hex bolts (gearbox Bolt
attachment)
11* 2/S Screw Skrue
34* 1/S Bearing lock Leje låseskive
12 1/S Stage 2 nozzle / Inddækning washer
containment (LH)
35 1/S Bearing retainer nut Lejemøtrik
13* 5/S Screw Skrue
36 1/S Bearing retainer Lejeholder
14 1/S Hollow hex plug Prop
37* 4/S Screw Skrue
15 1/S Stage 1 rotor Rotor
39 1/S Drive bendix 3.5 Gear
16* 1/S Spacer / seal Afstandsstykke MOD, 15T, LH
bearing
40* 1/S Nose bearing (6/8P) Næseleje
17* 1/S Lip seal Tætningsring
41 1/S Drive housing (6/8) Gearkasse
42 1/S Retainer ring Afstandsring
19 1/S Turbine housing / Turbinehus
stage 1 (6 noz. LH) 43* 1/S O-ring O-ring
20 1/S Bearing retainer Lejeholder 44 1/S End cap Endestykke
21* 4/S Screw Skrue 45* 1/S O-ring O-ring
22 1/S Turbine shaft Turbineaksel 46* 1/S Spring, compres- Fjeder

sion
23 1/S Ring gear Kronhjul
47 1/S Cap, O-ring Dæksel
24 1/S Carrier shaft weld- Medbringeraksel
ment (6/8P) 48* 1/S O-ring O-ring
10.07 - ES0
MAN Diesel
Plate
L16/24
Item Item
49 1/S Piston Stempel
51 4/S Screw Skrue
52 1/S Inlet flange Tilgangsflange
53 4/S Screw Skrue
54 1/S Valve housing, so- Ventilhus

lenoid
55 1/S Solenoid Magnetventil
56 1/S Tube mounting pad Monteringsplade
58 2/S Screw Skrue
59 2/S Screw Skrue
99 1/S Overhaul kit, incl. Overhalingskit, inkl.

items with * items med *
10.07 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Air Starter, Mounting 51309-22
L16/24
648 661 636
10.40 - ES0
MAN Diesel & Turbo
Plate
51309-22 Air Starter, Mounting Page 2 (2)
L16/24
Item Item
636 1/E Air starter Luftstarter
648 3/S Locking spring Låseskrive

washer
661 3/S Screw Skrue
10.40 - ES0
MAN Diesel
Plate
Page 1 (2) Main Stop Valve 51315-02H
L16/24

08028-0D/H5250/94.08.12
99.03 - EO0
MAN Diesel
Plate
51315-02H Main Stop Valve Page 2 (2)
L16/24
Item Item
017 1/V Gland flange Ters
029 1/V Stem with disc Spindel med skive
030 1/V Gasket Pakning
042 1/E Stop valve, complete Stopventil, komplet
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
Qty./C = Qty./Valve. Antal/V = Antal/Ventil.
99.03 - EO0
MAN Diesel
Plate
Page 1 (2) Solenoid Valve, 3/2 51318-01H
Generel
08028-0D/H5250/94.08.12
05.33 - EO0
MAN Diesel
Plate
51318-01H Solenoid Valve, 3/2 Page 2 (2)
L27/38
Item Item
001 1/E Solenoid valve, Magnetventil,

complete komplet
08028-0D/H5250/94.08.12
05.33 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Solenoid valve, 3/2 P51318-02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L18/28
2013.09.03
MAN Diesel & Turbo
Plate
P51318-02 Solenoid valve, 3/2 Page 2 (2)
L16/24, L23/30H, V28/32S, L21/31, L27/38, L18/28

Item No. Qty Item Designation Item No. Qty Item Designation
013 1/E Solenoid valve, complete
When ordering spare parts, see also page 500.50/600.50/Pref-

ace.
* = Only available as part of a spare parts kit/not
available separately
Qty/E = Qty/Engine
2013.09.03
MAN Diesel
Plate
Page 1 (2) Air Filter 51321-03
General
190
08.21 - ES0
MAN Diesel
Plate
51321-03 Air Filter Page 2 (2)
General
Item Item
190 1/E Filter complete Filter komplet
200 1/F Repair kit Reparationssæt

(filter and O-ring) (filter og O-ring)
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
08.21 - ES0
MAN Diesel
Plate
Page 1 (2) Pressure Reduction Valve 51322-08
L16/24
L21/31
483 483
495 458 495
505 517 409 387 471 505
529 410 422 530 399 446 529
434
08028-0D/H5250/94.08.12
07.04 - EO0
MAN Diesel
Plate
51322-08 Pressure Reduction Valve Page 2 (2)
L16/24
L21/31
Item Item
387 1/E Pressure reduction Reduktionsventil

valve
399 1/E Pressure gauge Manometer
409 1/E Pipe section Rørstykke
410 1/E Strainer Filter
422 1/E Adj. straight male Justerbar lige

coupling samling
434 1/E Straightway valves, Ligeløbsventil, komplet

complete
458 1/E Safety valve Sikkerhedsventil
471 1/E Protective device Beskyttelsesanordning
483 2/E Packing ring Pakning
505 8/E Nut Møtrik
517 1/E Pressure reduction Reduktionsventil,

valve, complete komplet
530 1/E Repair kit for reduction Reparationssæt til

valve reduktionsventil
08028-0D/H5250/94.08.12
07.04 - EO0
MAN Diesel
Plate
L16/24
L21/31
483
495 458
517 505 409 387 471
410 422 530 399 446
434
08028-0D/H5250/94.08.12
07.04 - EO0
MAN Diesel
Plate
L16/24
L21/31
Item Item
387 1/E Pressure reduction Reduktionsventil

valve
399 1/E Pressure gauge Manometer
410 1/E Strainer Filter
422 1/E Adj. straight male Justerbar lige

coupling samling
434 1/E Straightway valves, Ligeløbsventil, komplet

complete
471 1/E Protective device Beskyttelsesanordning
483 1/E Packing ring Pakning
505 4/E Nut Møtrik
517 1/E Pressure reduction Reduktionsventil,

valve, complete komplet
530 1/E Repair kit for reduction Reparationssæt til

valve reduktionsventil
08028-0D/H5250/94.08.12
07.04 - EO0
MAN Diesel & Turbo
Plate
L16/24, L21/31
L23/30H
039*
015 027
218
039*
231
172
243
184*
052*
064*
076*
088*

206
255
111*
123*
135*
147*
159*
PI 70 - Inlet to engine
11.14 - ES0-G
MAN Diesel & Turbo
Plate
L16/24, L21/31
L23/30H

Item Item
no Qty. Designation Benævnelse no Qty. Designation Benævnelse
015 1/V Cover Dæksel
027 10/V Screw Skrue
039* 2/V Filter Filter
052* 1/V O-ring O-ring
064* 1/V Diaphragh Membran
111* 1/V Valve, complete Ventil, komplet
135* 1/V Valve spring Ventilfjeder
172 2/V Pipe plug Rørprop
196 1/V Repair kit, incl. item Reparationssæt, inkl.

039, 052, 064, 076, 088, item 039, 052, 064, 076,
111, 123, 135, 147, 159, 088, 111, 123, 135, 147,
and 184 159, and 184
206 1/E Reduction valve, Reduktionsventil,

complete komplet
218 1/E Pilot valve, complete Styreventil, komplet
231 1/V Repair kit for item 218 Reparationssæt for

item 218
Screw
243 2/V Skrue
Manometer
255 1/V 0-25 bar - PI 70 Manometer
0-25 bar - PI 70
Pressure reduction
267 1/E valve, complete as Trykreduktionsventil,
plate 51322 komplet som
plate 51322
Repair kit for item 206,
279 1/V incl. item 039, 052, Reparationssæt for item
076, 088, 123, 147, 159 206, inkl. item 039, 052,
and 184 076, 088, 123, 147, 159
og 184
Qty/E = Qty/Engine Antal/E = Antal/Motor
Qty/V = Qty/Valve Antal/V = Antal/Ventil
11.14 - ES0-G
MAN Diesel
Plate
Page 1 (2) Turning Gear with Attachment 51325-02H
L16/24
08028-0D/H5250/94.08.12

99.03 - ES0
MAN Diesel
Plate
51325-02H Turning Gear with Attachment Page 2 (2)
L16/24
Item Item
023 1/E Shaft Aksel
035 1/E Pressure spring Trykfjeder
047 2/E Screw Skrue
059 2/E Screw Skrue
060 1/E Position swich Position switch
084 1/E Spur gear Cylindrisk tandhjul
096 1/E Shaft, complete incl. Aksel, komplet inkl. item

item 023, 035, 072, 023, 035, 072, 084
08028-0D/H5250/94.08.12
99.03 - ES0
MAN Diesel
Plate
Page 1 (2) Overspeed Stop Valve 51327-02
General
08028-0D/H5250/94.08.12
04.50 - ES0
MAN Diesel
Plate
51327-02 Overspeed Stop Valve Page 2 (2)
General
Item Item
012 1/E Solenoid valve, Magnetventil,

complete komplet
024 1/E Coil Spole
08028-0D/H5250/94.08.12
04.50 - ES0
MAN Diesel
Plate
Page 1 (2) Arrangement of Jet System 51330-02H
L16/24

08028-0D/H5250/94.08.12
99.03 - ES0
MAN Diesel
Plate
51330-02H Arrangement of Jet System Page 2 (2)
L16/24
Item Item
019 1/E Pipe Rør
032 1/E Pipe Rør
044 1/E Pipe Rør

coupling
140 1/E Solenoid valve 2/2, Magnetventil 2/2,

complete komplet
164 1/E Coil Spole
176 1/E Housing Hus
188 2/E Screw Screw
08028-0D/H5250/94.08.12
99.03 - ES0
MAN Diesel
Plate
Page 1 (2) Arrangement of Jet System 51330-07H
L16/24
NR14/S NR12/S
001
002
003
004
005
011 006
008 013 009
007
014
017
017 010
022 017
008 010 016 012 015 012 008
018 010
010 019 005
023 020
008
024 021
029
030
025 031
026 032
027 033
034
028 035
036 038 036
037 037
09.40 - ES0
MAN Diesel
Plate
51330-07H Arrangement of Jet System Page 2 (2)
L16/24
Item Item
001 1/E Pipe section Rørsektion 018 1/E Pipe section Rørsektion
for NR14/S for NR14/S 6 cyl. engine 6 cyl. motor
002 1/E Pipe section Rørsektion 019 1/E Pipe section Rørsektion
for NR12/S for NR12/S 7 cyl. engine 7 cyl. motor
003 1/E Seal ring Tætningsring 020 1/E Pipe section Rørsektion
021 1/E Pipe section Rørsektion
005 Socket Muffe 9 cyl. engine 9 cyl. motor
2/E 6 cyl. engine 6 cyl. motor 022 1/E Reducing piece Reduktionsstykke
2/E 8 cyl. engine 8 cyl. motor 023 1/E Socket Muffe
006 1/E Restriction for air pipe Restriktion
025 1/E Reducing piece Reduktionsstykke
008 Pipe clamp Rørholder
3/E 5 cyl. engine 5 cyl. motor 027 1/E Straight male stud Ligeforskruning
4/E 6 cyl. engine 6 cyl. motor coupling
4/E 8 cyl. engine 8 cyl. motor 028 1/E Reducing piece Reduktionsstykke
009 1/E Bracket complete Konsol
030 1/E Bracket complete Konsol
010 Cyl. head bolt Bolt
6/E 5 cyl. engine 5 cyl. motor 031 4/E Hexagon screw Skrue
8/E 7 cyl. engine 7 cyl. motor 032 4/E Lock washer Låseskive
8/E 9 cyl. engine 9 cyl. motor 033 1/E Pipe clamp Rørholder
011 1/E Cylindrical screw Skrue 034 2/E Cylindrical screw Skrue
012 3/E Socket Muffe 035 1/E Socket Muffe
013 1/E Solenoid valve Magnetventil 036 2/E Screwed connection Forskruning
014 1/E Socket Muffe 037 /I Glue for metal, Lim til metal,
pipe seal rørtætning
015 1/E Cock Hane
038 1/E Stainer Filter
017 Plate Plade

09.40 - ES0
MAN Diesel
Plate
Page 1 (2) Starting Air Receiver 51335-01H
General

08028-0D/H5250/94.08.12
99.15 - EO0
MAN Diesel
Plate
51335-01H Starting Air Receiver Page 2 (2)
General
Item Item
016 1/E Starting air receiver, Starteluftreceiver,

complete komplet
028 1/E Pressure gauge valve Manometerventil
053 1/E Starting valve Starteventil
065 1/E Backfilling valve Påfyldningsventil
077 1/E Air relief valve Afluftningsventil
089 1/E Auxiliary valve Hjælpeventil
090 1/E Drain valve Drænventil
08028-0D/H5250/94.08.12
99.15 - EO0
Fuel oil system
514/614
MAN Diesel & Turbo
Description 514.01
Page 1 (2) Internal fuel oil system
Edition 14
L16/24
Internal fuel oil system
Figure 1: Diagram for fuel oil system

Fuel injection equipment
General Each cylinder unit has its own set of injection equip-
The internal built-on fuel oil system as shown in fig. ment comprising injection pump unit, high-pressure
1 consists of the following parts: pipe and injection valve.
▪ the running-in filter The injection equipment and the distribution supply
pipes are housed in a fully enclosed compartment
▪ the high-pressure injection equipment
thus minimizing heat losses from the preheated fuel.
▪ the waste oil system This arrangement reduces external surface temper-
atures and the risk of fire caused by fuel leakage.
Running-in filter The injection pump unit are with integrated roller
The running-in filter has a fineness of 50 microns guide directly above the camshaft.
and is placed in the fuel inlet pipe. Its function is to The fuel quantity injected into each cylinder unit is
remove impurities in the fuel pipe between safety fil- adjusted by means of the governor, which main-
ter and the engine in the running-in period. tains the engine speed at the preset value by a con-
Note: The filter must be removed before ship deliv- tinuous positioning of the fuel pump racks, via a
ery or before handling over to the customer. common regulating shaft and spring-loaded link-
ages for each pump.
It is adviced to install the filter every time the extern
fuel pipe system has been dismantled, but it is The injection valve is for "deep" building-in to the
important to remove the filter again when the extern centre of the cylinder head.
fuel oil system is considered to be clean for any
impurities.
2011.11.28 - EO0
MAN Diesel & Turbo
514.01 Description
Internal fuel oil system Page 2 (2)
Edition 14
L16/24
The injection oil is supplied from the injection pump
to the injection valve via a double-walled pressure
pipe installed in a bore in the cylinder head.
This bore has an external connection to lead the
leak oil from the injection valve and high-pressure
pipe to the waste oil system, through the double
walled pressure pipe.
A bore in the cylinder head vents the space below
the bottom rubber sealing ring on the injection
valve, thus preventing any pressure build-up due to
gas leakage, but also unveiling any malfunction of
the bottom rubber sealing ring due to leak oil.
Waste oil system

Waste and leak oil from the hot box, fuel injection
valves, fuel injection pumps and high-pressure
pipes, is led to the fuel leakage alarm unit, from
which it is drained into the sludge tank.
The leakage alarm unit consists of a box, with a
float switch for level monitoring. In case of a leak-
age, larger than normal, the float switch will initiate
an alarm. The supply fuel oil to the engine is led
through the leakage alarm unit in order to keep this
heated up, thereby ensuring free drainage passage
even for high-viscous waste/leak oil.
Sludge tank
In normal operation no fuel should leak out from the
components of the fuel system. In connection with
maintenance, or due to unforeseen leaks, fuel or
water may spill in the hot box of the engine. The
spilled liquids are collected and drained by gravity
from the engine through the dirty fuel connection.
Waste and leak oil from the hot box is drained into
the sludge tank.
The tank and the pipes must be heated and insula-
ted, unless the installation is designed for operation
exclusively on MDO/MGO.
2011.11.28 - EO0
MAN Diesel & Turbo
Description 514.01
Page 1 (2) Internal fuel oil system
Edition 17
L16/24
Internal fuel oil system
Figure 1: Diagram for fuel oil system

Fuel injection equipment
General Each cylinder unit has its own set of injection equip-
The internal built-on fuel oil system as shown in fig. ment comprising injection pump unit, high-pressure
1 consists of the following parts: pipe and injection valve.
▪ the running-in filter The injection equipment and the distribution supply
pipes are housed in a fully enclosed compartment
▪ the high-pressure injection equipment
thus minimizing heat losses from the preheated fuel.
▪ the waste oil system This arrangement reduces external surface temper-
atures and the risk of fire caused by fuel leakage.
Running-in filter The injection pump unit are with integrated roller
The running-in filter has a fineness of 50 microns guide directly above the camshaft.
and is placed in the fuel inlet pipe. Its function is to The fuel quantity injected into each cylinder unit is
remove impurities in the fuel pipe between safety fil- adjusted by means of the governor, which main-
ter and the engine in the running-in period. tains the engine speed at the preset value by a con-
Note: The filter must be removed before ship deliv- tinuous positioning of the fuel pump racks, via a
ery or before handling over to the customer. common regulating shaft and spring-loaded link-
ages for each pump.
It is adviced to install the filter every time the extern
fuel pipe system has been dismantled, but it is The injection valve is for "deep" building-in to the
important to remove the filter again when the extern centre of the cylinder head.
fuel oil system is considered to be clean for any The injection oil is supplied from the injection pump
impurities. to the injection valve via a double-walled pressure
pipe installed in a bore in the cylinder head.
2011.09.26 - ES0
MAN Diesel & Turbo
514.01 Description
Internal fuel oil system Page 2 (2)
Edition 17
L16/24
This bore has an external connection to lead the The tank and the pipes must be heated and insula-
leak oil from the injection valve and high-pressure ted, unless the installation is designed for operation
pipe to the waste oil system, through the double exclusively on MDO/MGO.
walled pressure pipe.
A bore in the cylinder head vents the space below
the bottom rubber sealing ring on the injection
valve, thus preventing any pressure build-up due to
gas leakage, but also unveiling any malfunction of
the bottom rubber sealing ring due to leak oil.
Waste oil system

Clean leak oil from the fuel injection valves, fuel
injection pumps and high-pressure pipes, is led to
the fuel leakage alarm unit, from which it is drained
into the clean leak fuel oil tank.
The leakage alarm unit consists of a box, with a
float switch for level monitoring. In case of a leak-
age, larger than normal, the float switch will initiate
an alarm. The supply fuel oil to the engine is led
through the leakage alarm unit in order to keep this
heated up, thereby ensuring free drainage passage
even for high-viscous waste/leak oil.
the sludge tank.
Clean leak fuel tank

Clean leak fuel is drained by gravity from the engine.
The fuel should be collected in a separate clean
leak fuel tank, from where it can be pumped to the
service tank and reused without separation. The
pipes from the engine to the clean leak fuel tank
should be arranged continuously sloping. The tank
and the pipes must be heated and insulated, unless
the installation is designed for operation exclusively
on MDO/MGO.
The leak fuel piping should be fully closed to pre-
vent dirt from entering the system.
Sludge tank
In normal operation no fuel should leak out from the
components of the fuel system. In connection with
maintenance, or due to unforeseen leaks, fuel or
water may spill in the hot box of the engine. The
spilled liquids are collected and drained by gravity
from the engine through the dirty fuel connection.
the sludge tank.
2011.09.26 - ES0
MAN Diesel & Turbo
Work Card 514-01.05
Page 1 (3) Dismounting/mounting of fuel injection pump
Edition 06
L16/24

Shut off fuel oil
Short Description
Dismounting/mounting of fuel injection pump.

Cover for fuel injection pump has been dismoun- Open-end spanner, 36 mm
ted. Unbraco top and ratchet, 10 mm
Plier for lock ring, outer
Unbraco top, 8 mm
Torque wrench
Tools for cleaning
Clean kerosene or gas oil
Antiseizure product (Copaslip, Molycote GN Plus
or similar)
Related Procedure

Number : 1
Data
2001.02.19. - L'Orange
MAN Diesel & Turbo
514-01.05 Work Card
Dismounting/mounting of fuel injection pump Page 2 (3)
Edition 06
L16/24
Dismounting of fuel injection pump

Warning!
Use protective gloves!
Dismounting of fuel injection pipe.
1) Unscrew the sleeve piece (1).
2) Remove the high pressure pipe.
1 Sleeve piece
Figure 1: Dismounting of fuel injection pipe

Figure 2: Dismounting of fuel and drain pipes
Dismounting of fuel and drain pipes

Removal of fuel injection pump
Warning!
Use protective gloves! Warning!
1) The lock ring (1), see fig 2 must be shifted into
the groove in the center of the pipe. 1) Separate the spring loaded lever from the regu-
2) Push the fuel and drain pipes into the adjacent lating rod on the fuel injection pump.
pump until the injection pump is free, see fig 2. 2) Remove the screws in the bottom flange and
take the fuel injection pump away.
Mounting of fuel injection pump

Warning!
New pumps: Remove preserving agents.
2001.02.19. - L'Orange
MAN Diesel & Turbo
Work Card 514-01.05
Edition 06
L16/24
The injection pumps are adjusted by the manufac-
turer to a uniform delivery quantity of 75% by
means of a pointer. The pointer position for the
adjustment value, the "adjustment point", is a 18
mm and can be read from the scale on the control
rack.
1) Attach the injection pump to the engine frame,
tighten the 5 screws with a torque, according to
description 500.40.
2) Reconnect the regulating rod to the spring loa-
ded lever.
Assembly of the pressure pipe

1) Renew O-ring (pos 2, fig. 4), and coat the high-
pressure connecting threds at the pump and at
the pressure piece including the O-rings.
2) Screw the pressure pipe manually to the pres-
sure piece.
3) The correct positioning of the sealing cone from
the pressure pipe has to be checked. The seal-
ing cone must be completely ummersed into
the pressure nozzle of the injection pump
(approx. 3.6 mm). The sleeve nut has to be
screwed manually to the pressure socket of the
injection pump.
4) Tighten the sleeve nut at the pressure piece
with 65 + 5 Nm.
5) Tighten the sleeve nut at the connecting socket
of the pump with 65 + 5 Nm.
Mounting of fuel and drain pipes

1) Check the fuel and leakage pipes, they must
not have any sharp bores on the outer circum-
ference, the inner circumference must be free of
any residuals.
2) Rub the O-rings in the injection pump with
paste for lip-type packing.
3) Mount the pipes opposite order of dismantling
point 1-2 in "Dismounting of fuel and drain
pipes".
2001.02.19. - L'Orange
MAN Diesel & Turbo
Work Card 514-01.05
Edition 07
L16/24

Shut off fuel oil
Short Description
Dismounting/mounting of fuel injection pump.

Cover for fuel injection pump has been dismoun- Open-end spanner, 36 mm
ted. Unbraco top and ratchet, 10 mm
Plier for lock ring, outer
Unbraco top, 8 mm
Torque wrench
Tools for cleaning
Antiseizure product (Copaslip, Molycote GN Plus
or similar)
Related Procedure

Number : 1
Data
2001.01.29. - Woodward
MAN Diesel & Turbo
514-01.05 Work Card
Dismounting/mounting of fuel injection pump Page 2 (3)
Edition 07
L16/24
Dismounting of fuel injection pump

Warning!
Dismounting of fuel injection pipe.
1) Unscrew the sleeve piece (1).
2) Remove the high pressure pipe.
1 Sleeve piece
Figure 1: Dismounting of fuel injection pipe
Figure 2: Dismounting of fuel and drain pipes
Dismounting of fuel and drain pipes

Warning! Removal of fuel injection pump
Use protective gloves! Warning!
1) The lock ring (1), see fig 2 must be shifted into Use protective gloves!
the groove in the center of the pipe.
1) Separate the spring loaded lever from the regu-
2) Push the fuel and drain pipes into the adjacent lating rod on the fuel injection pump.
pump until the injection pump is free, see fig 2.
2) Remove the screws in the bottom flange and
take the fuel injection pump away.
Mounting of fuel injection pump

Warning!
New pumps: Remove preserving agents.
2001.01.29. - Woodward
MAN Diesel & Turbo
Work Card 514-01.05
Edition 07
L16/24
The injection pumps are adjusted by the manufac-
turer to a uniform delivery quantity of 75% by
means of a pointer. The pointer position for the
adjustment value, the "adjustment point", is a 18
mm and can be read from the scale on the control
rack.
1) Attach the injection pump to the engine frame,
tighten the 5 screws with a torque, according to
description 500.40.
2) Reconnect the regulating rod to the spring loa-
ded lever.

1) Renew O-ring (pos 2, fig. 4), and coat the high-
pressure connecting threds at the pump and at
the pressure piece including the O-rings.
sure piece.
the pressure pipe has to be checked. The seal-
ing cone must be completely ummersed into
the pressure nozzle of the injection pump
(approx. 3.6 mm). The sleeve nut has to be
screwed manually to the pressure socket of the
injection pump.
4) Tighten the sleeve nut at the pressure piece
with 65 + 5 Nm.
of the pump with 65 + 5 Nm.
Mounting of fuel and drain pipes

1) Check the fuel and leakage pipes, they must
not have any sharp bores on the outer circum-
ference, the inner circumference must be free of
any residuals.
2) Rub the O-rings in the injection pump with
paste for lip-type packing.
3) Mount the pipes opposite order of dismantling
point 1-2 in "Dismounting of fuel and drain
pipes".
2001.01.29. - Woodward
MAN Diesel & Turbo
Work Card Disassembly/assembly and repair of fuel injection 514-01.06
Page 1 (5)
pump Edition 05
L16/24

52014 121
Shut off fuel oil
Short Description
Disassembly/assembly and repair of fuel injection
pump

Adjustable spanner 12"
Dismounting of fuel injection 514-01.05
pump Unbraco top and ratchet 5, 8 mm
Torque wrench
Aluminium arbor
Tools for cleaning
Antiseizure product (Copaslip, Molykote GN Plus
or similar)
Related Procedure
Mounting of fuel injection pump 514-01.05

Number : 1 51402 033 2/valve
51402 104 1/valve
Data
2001.01.29. - Woodward
MAN Diesel & Turbo
514-01.06 Disassembly/assembly and repair of fuel injection Work Card
Page 2 (5)
Edition 05 pump
L16/24
Disassembly/assembly and Repair of Fuel Caution! The holding screw (24), see fig 1 and the
Injection Pump cylindrical screw (12) are provided with a TufLok
bolt protection. The bolts can be re-used. If there is
If damages occur at the injection pump during the no TufLok (blue medium in the thread) in the thread
warranty period the service of the manufacturer or any more a new screw must be used.
of a contracted workshop shall be utilized, other-
wise you lose your rights under the guarantee.
Exchange of pressure valve
Note! It must be cared during the disassembly of
the injection pump that the workplace is free of 1) Loosen the cylindrical screws (25), see fig 1.
chips and contaminations. It is recommended to 2) Remove the delivery socket (1), the stroke lim-
clean all parts with diesel fuel oil, and to place them iter (17) and the pressure valve spring (15).
on a non-fuzzing cloth. 3) Exchange the pressure valve (The pressure
The complete injection pump must not be placed valve can be exchanged as a component group
on hard or metallic surfaces by the roller. Do not only).
use the extractable control rack as a handle! 4) Assembly in reciprocal order. Tightening torque
45 Nm.
The following guidelines shall be Caution! Installation of the pressure-valve housing
considered (16) with an aluminum arbor and a non-fuzzing cloth
▪ Do not mix up parts of the pump element and to protect the high-pressure surface.
of the constant-pressure release valve.
▪ High-pressure surfaces must be protected
against damage, and cleaned with clean Diesel
fuel and a non-fuzzing cloth or paper when they
are installed again.
▪ O-rings on demounted parts shall generally be
replaced by new O-rings before parts are instal-
led again.
▪ Only original O-rings of the manufacturer shall
be used. Apply paste for lip-type sealings to the
O-rings before installation.
▪ Cylindrical screws must be coated by graphite
paste on the bearing surface and on the thread;
tighten them crosswise and step by step (in
three steps of equal torque) to the required
tightening torque.
▪ The cylindrical screws shall be loosened cross-
wise and step by step (in three steps of equal
torque), too.
2001.01.29. - Woodward
MAN Diesel & Turbo
Page 3 (5)
pump Edition 05
L16/24
Disassembly of pump element
1) Loosen the 4 nbs. holding screws (24) M6x35,
see fig 1.
2) Press in the roller tappet (14) by means of the
installation device, see fig 2.
1 Fuel injection pump 2 Tool

3 Roller
1 Socket 2 Blocking screw
3 Control rack 4 Pump casing Figure 2: Dismounting of roller tappet
5 Sealing ring 6 Cavitation screw
7 Barrel 8 Spring plate 3) Screw off the sliding block (10).
9 Pump spring 10 Sliding block 4) Loosen the springforce and demount the instal-
11 Thrust piece 12 Cylindrical screw lation device.
13 Roller tappet 14 Roller tappet 5) Take off the roller (22) and the roller pin (23).
15 Pressure valve spring 16 Pressure valve housing 6) Loosen the 2 nbs. cylindrical screws (12)
17 Stroke limiter 18 Plunger
M5x14, and take off the roller tappet (13).
19 Control sleeve 20 Countersunk screw 7) Pull out the thrust piece (11) with the plunger
(18), afterwards the pump spring (9), the spring
21 Thrust piece 22 Roller
plate (8), and control sleeve (19).
23 Roller pin 24 Holding screw
8) Turn the injection pump vertically by 180
25 Cylindrical screw degrees.
9) Further disassembly as under "Exchange of
Figure 1: Fuel injection pump
pressure valve".
10) Screw off the blocking screw (2).
2001.01.29. - Woodward
MAN Diesel & Turbo
Page 4 (5)
Edition 05 pump
L16/24
11) Carefully press out the barrel (7) with an alumi-
num arbor.
Installation
1) Pump elements can be exchanged as compo-
nent groups only. (plunger and barrel).
2) Insert the barrel (7), see fig 1 carefully into the
injection pump casing (4) with an aluminum
arbor and a non-fuzzing cloth to protect the
high-pressure surface, and screw in the block-
ing screw (2).Tightening torque 5 Nm.
3) Further assembly see under "Exchange of pres-
sure valve".
degrees.
5) Install the control sleeve (19) - care for the
marking! - control sleeve (19) milled tooth, con-
trol rack (3) groove around circumference.
6) The further assembly is carried in reciprocal
order of disassembly (driving pin of the plunger
in the direction of the slot of the control sleeve). 1 Measuring pin 2 Measuring sleeve
Tightening torque: (24) 10 Nm + tuflok, (10) 20
Figure 3: Check of pre-stroke
Nm, (12) tuflok.
7) Marking on the driving pin, installed towards the Caution! Secure the countersunk screws (20) by
boring of the control rack. Loctite 601 - tightening torque 4 Nm.
If a pump element is exchanged it is recommended
to check the pre-stroke. Proceed as follows: Pump element sticking
The injection pump is assembled without pump
In case a pump element sticking has occurred, uti-
spring (9) and cavitation screws (6).
lize the service of the manufacturer or of a contrac-
The plunger (18) is fixed in the control boring by the ted workshop. If this is not possible the following
measuring pin, see fig 3. procedure is recommended:
The span between the measuring sleeve and the 1) Loosen the holding screws (24) M6x35, see fig
roller is measured by a depth micrometer. 1.
The difference to the required dimension of 10 ± 2) Remove the roller (22) with the roller pin (23).
0.05 mm has to be newly adjusted by the thrust
3) Attach the installation device, see fig 2 and
piece (21), if necessary. If the pre-stroke is not cor-
locate it in such a way that it acts as a securing
rect, the max firing pressure of the mentioned cylin-
element of the roller tappet which is under pre-
der will be wrong.
tension by the spring.
If the pre-stroke is correct then reassembly the
4) Remove the sliding block (10)
pump with spring (9) and cavitation screws (6) and
tighten with correct torque acc. to description 5) Turn the injection pump vertically by 180
500.40. degrees.
6) further as under "Exchange of pressure valve".
7) Hit down the plunger (18) by an aluminum arbor
and a hammer, in interaction with the installa-
tion device, until the spring pre-tension has
been overcome.
2001.01.29. - Woodward
MAN Diesel & Turbo
Page 5 (5)
pump Edition 05
L16/24
8) Demount the installation device.
9) Proceed as described under "Disassembly of
the pump-element"
10) Installation and check-up of the pre-stroke see
under "Installation".
Preservation
The main functional components of each injection
pump supplied by the manufacturer has been pre-
served during its check-up in the test stand.
P3 gero cut S 102 having a viscosity of 3.5 mm2/
sec at 20°C according to DIN 53015 is used as
preserving agent.
All external surfaces are primed.
The processed external surfaces are coated with
anti-rust grease or preserved with preserving oil
Castrol Rustilo DWX31 having a specific gravity of
820 kg/m3 at 15°C according to DIN 51757.
This preservation is effective for 2 years.
Re-preservation
If the injection pump has not been put into opera-
tion within 2 years after its delivery a re-preservation
has to be carried out.
For that purpose, a protective cap must be
removed from the fuel discharge (upper connection)
at the injection pump.
The suction chamber of the injection pump is filled
with preserving agent through the fuel discharge
boring, and closed.
By moving the plunger, the hollows are filled with
preserving agent.
All external surfaces coated with anti-rust agent
must be preserved once more.
The control rack has to be moved in regular inter-
vals of approx. 3 months to avoid a sticking of the
plunger.
2001.01.29. - Woodward
MAN Diesel & Turbo
Page 1 (4)
pump Edition 06
L16/24

52014 121
Shut off fuel oil
Short Description
Disassembly/assembly and repair of fuel injection
pump

Adjustable spanner 12"
Dismounting of fuel injection 514-01.05
pump Unbraco top and ratchet 5, 8, 10 mm
Plier for lockring, inner
Aluminium arbor
Tools for cleaning.
Clean kerosene or gas oil.
Antiseizure product. (Copaslip, Molykote GN Plus
or similar)
Related Procedure
Mounting of fuel injection pump 514-01.05

Number : 1 51402 033 2/valve
51402 104 1/valve
Data
2001.01.29. - L'Orange
MAN Diesel & Turbo
Page 2 (4)
Edition 06 pump
L16/24
Disassembly/assembly and Repair of Fuel 2) Screw off the sliding block (10).
Injection Pump 3) Loosen the spring force and demount the
installation device.
If damages occur at the injection pump during the
warranty period the service of the manufacturer or 4) Take out the tappet insert (13), roller tappet
of a contracted workshop shall be utilized, other- (14), roller (22), thrust piece (11), pump spring
wise you lose your rights under the guarantee. (9) and plunger (17/18).
Note! It must be cared during the disassembly of Caution! Be sure not to damage the plunger.
the injection pump that the workplace is free of 5) If necessary remove the lockring (20), guide pin
chips and contaminations. It is recommended to (21) and take out the regulating rod (3) as well
clean all parts with diesel fuel oil, and to place them as the plug screw (23) in the opposite end of
on a non-fuzzing cloth. the regulating rod (3).
The complete injection pump must not be placed 6) Loosen the 4 cylindrical screws (2) and remove
on hard or metallic surfaces by the roller. Do not the connection socket (1) and barrel (7). Pres-
use the extractable control rack as a handle! sure valve is included in connection socket (1)
and can be exchanged as a component group
The following guidelines shall be only.
considered 7) Carefully press out the barrel (7) with an alumi-
num arbor.
▪ Do not mix up parts of the pump element and
of the constant-pressure release valve.
▪ High-pressure surfaces must be protected
against damage, and cleaned with clean Diesel
fuel and a non-fuzzing cloth or paper when they
are installed again.
▪ O-rings on demounted parts shall generally be
replaced by new O-rings before parts are instal-
led again.
▪ Only original O-rings of the manufacturer shall
be used. Apply paste for lip-type sealings to the
O-rings before installation.
▪ Cylindrical screws must be coated by graphite
paste on the bearing surface and on the thread;
tighten them crosswise and step by step (in
three steps of equal torque) to the required
tightening torque.
▪ The cylindrical screws shall be loosened cross-
wise and step by step (in three steps of equal
torque), too.
Disassembly of fuel pump

1) Press in the roller tappet (14) by means of the
installation device, see fig 2.
2001.01.29. - L'Orange
MAN Diesel & Turbo
Page 3 (4)
pump Edition 06
L16/24
1 Fuel injection pump 2 Tool

3 Roller
Figure 2: Dismounting of roller tappet
Installation
1) Pump elements can be exchanged as compo-
1 Connection socket 2 Cylindrical screw nent groups only. (plunger and barrel).
3 Regulating rod 4 Pump casing 2) Insert the barrel (7), see fig. 1 carefully into the
5 Sealing ring 6 Caviation screw injection-pump casing (4) with an aluminum
arbor and a non-fuzzing cloth to protect the
7 Barrel 8 Spring plate
high-pressure surface.
9 Pump spring 10 Guide screw
3) Mount the connection socket tighten the 4
11 Thrust piece 12 Shim
cylindrical screws. Tighten torque 40 Nm.
13 Tappet insert 14 Roller tappet
15 Pressure valve spring 16 Valve spring degrees.
17 Plunger (1.5-20 cSt) 18 Plunger (< 1.5 cSt) 5) Install the control sleeve (19) - care for the
19 Regulating sleeve 20 Lockring marking!
21 Guide pin 22 Roller 6) The further assembly is carried in reciprocal
23 Plug screw order of disassembly (driving pin of the plunger
in the direction of the slot of the control sleeve).
Figure 1: Fuel injection pump Guiding screw has to be mounted with loctite
0577.
7) Marking on the driving pin, installed towards the
boring of the control rack.
2001.01.29. - L'Orange
MAN Diesel & Turbo
Page 4 (4)
Edition 06 pump
L16/24
If a pump element is exchanged it is recommended Preservation
to check the pre-stroke. Proceed as follows:
The main functional components of each injection
The injection pump is assembled without pump pump supplied by the manufacturer has been pre-
spring (9) and cavitation screws (6). served during its check-up in the test stand.
The plunger (18) is fixed in the control boring by the P3 gero cut S 102 having a viscosity of 3.5 mm2/
measuring pin, see fig. 3. sec at 20°C according to DIN 53015 is used as
The span between the measuring sleeve and the preserving agent.
roller is measured by a depth micrometer. All external surfaces are primed.
The difference to the required dimension of 10 ± The processed external surfaces are coated with
0.05 mm has to be newly adjusted by the thrust anti-rust grease or preserved with preserving oil
piece (21), if necessary. Castrol Rustilo DWX31 having a specific gravity of
If the prestroke is not correct, the max firing pres- 820 kg/m3 at 15°C according to DIN 51757.
sure of the mentioned cylinder will be wrong. This preservation is effective for 2 years.
If the pre-stroke is correct then reassembly the
pump with spring (9) and cavitation screws (6) and Re-preservation
tighten with correct torque acc. to description
500.40. If the injection pump has not been put into opera-
tion within 2 years after its delivery a re-preservation
Caution! Secure the guiding screws (10) by Loctite has to be carried out.
0577.
For that purpose, a protective cap must be
removed from the fuel discharge (upper connection)
at the injection pump.
The suction chamber of the injection pump is filled
with preserving agent through the fuel discharge
boring, and closed.
By moving the plunger, the hollows are filled with
preserving agent.
All external surfaces coated with anti-rust agent
must be preserved once more.
The control rack has to be moved in regular inter-
vals of approx. 3 months to avoid a sticking of the
plunger.
1 Measuring pin 2 Measuring sleeve
Figure 3: Check of pre-stroke
2001.01.29. - L'Orange
MAN Diesel & Turbo
Work Card 514-01.10
Page 1 (5) Fuel injection valve
Edition 19
L16/24

52000 407
Short Description
Dismounting, overhaul, pressure testing and
mounting of fuel injection valve.

Top cover on the cylinder head
and front cover on the fuel injec- Ring and open end spanner, 24 mm
tion pump have been dismounted. Socket spanner, 24 mm
For dismounting of fuel injection 514-01.05 et spanner, 30 mm
pipe Tools for cleaning
Antiseize product (Copaslip, Molykote GN Plus or
similar)
Related Procedure

Number : 1 51402 116 3/valve
Data
2012.01.30.
MAN Diesel & Turbo
514-01.10 Work Card
Fuel injection valve Page 2 (5)
Edition 19
L16/24
Fuel injection valve Note: Utmost cleanliness and care are required
during the disassembly of fuel injection valve.
The fuel injection valve is the single component that
has the greatest influence on the diesel engine con- 3) Loosen the nut (2), fig 2.
dition. Various forms of operation and quality of fuel 4) Then release the pressure spring (3).
oil affect the overhaul intervals. In some cases it
5) Clean the lower part of the nozzle from carbon-
may be necessary to shorten the prescribed inter-
ized oil disposits.
vals.
6) Loosen the nozzle nut (5). If it is jammed, then
heat the nozzle nut up in hot oil.
Dismounting and cleaning
7) Remove the injector nozzle (6). Be careful that
Warning! the the injector needle does not fall out.
1) Dismount the fuel injection valve from the cylin-
der head by means of the special tool as shown
in fig 1.
1 Adjusting screw 2 Nut

3 Pressure spring 4 O-rings
5 Nozzle nut 6 Injector nozzle
Figure 2: Fuel injection valve

1 Extractor 2 Fuel valve
Figure 1: Tool for dismounting of fuel injection valve

Attention
2) Mount the fuel injection valve on the pressure Do not damage the lapped surface.
testing pump.
1) Dismount all other components.
2012.01.30.
MAN Diesel & Turbo
Work Card 514-01.10
Edition 19
L16/24
2) All parts must be cleaned with kerosene or gas lubricated with an antiseizure product.
oil and a hard brush (not a steel brush). b. The sealing plane surface of body and nozzle
3) Clean the nozzle holes of charred coke by must be wiped dry with paper.
means of the supplied special drill please see c. Renew the O-rings, fig. 2, pos 4.
plate 52014 with holder. d. Tighten torque for nozzle nut. Please see
Description 500.40.
4) Carefully clean the injector body by placing
these in a cleaning liquid and then blow through
the parts with dry air. Pressure testing of fuel injection valve
1) The most effective checking of the fuel injection
Inspection of the parts valves is obtained through pressure testing,
preferably carried out after each overhaul and
1) Nozzles are matched by lapping and are only also in case of irregularities in operation. The
interchangeable as units. pressure testing is carried out in the following
2) The injector needle, which has been previously way by means of the pressure testing appara-
cleaned, wetted by test oil P3 gero cut S 102 or tus supplied.
diesel fuel and inserted into nozzle body, is 2) Mount the fuel injection valve in the test tool
pulled out to approx. one third of its sliding sur- again. The bracket to be in such a position that
face. At an almost vertical position, the injector the nozzle of the injector is pointing down-
needle must quickly slide onto the tight seat by wards.
its deadweight. This check-up has to be carried
out for three almost uniformly distributed turning 3) To flush off possibly existing dirt particles in the
position of the needle. fuel system of the injection valve, it is recom-
mended to pump through fuel several times,
3) If the holes are oval worn, which is checked while the released pressure spring (3), fig 2 of
with a magnifying glass, the nozzle must be the nozzle holder is increase pressure by means
scrapped and replaced. of the lever on the test pump, and adjust the
4) The best way, however, to check if the holes opening pressure according to description
are worn out is to control the flow rate of the 500.35, by the adjusting screw (1), then tighten
nozzle which, in general, only can be made at lock nut (2) and check opening pressure again.
the manufacturer’s works on a special test 4) The fuel injection valve shall properly spray at a
stand. pumping frequency of approx. 1 to 2 strokes/
5) Every effort to refinish will result in alterations of second, do not expect chattering. The fuel
these values and malfunction of the nozzle. If (MDO) must be atomized by uniform jets. After
heavy abrasion symptoms, respectively dam- the jets are cut off, no fuel (MDO) drop shall fall
ages are observed at the visual inspection of down from the bottom of the spraying ball dur-
the parts, the parts in question must be ing 10 seconds when the injector nozzle is verti-
replaced. cally placed. Do not expect a nozzle tip with
more than 1000 running hours to perform like a
new nozzle in the test pump.
Reassembling
5) All connecting and attached points of the fuel
1) When all parts have been overhauled, found in
injection valve must not leak during this check-
good order and carefully cleaned, assemble the
up.
fuel injection valve again.
If the test conditions are not fulfilled it is necessary
2) When assembling the fuel injection valve, pro-
to demount the fuel injection valve to determine the
ceed in the opposite order compared to the dis-
causes. For that purpose, check the slidability of the
assembly.
injector needle and that the injection nozzle is not
Pay attention to the following: jammed in the nozzle holder.
a. Lubricate the threads on the adjusting screw, fig.
2, pos. 1, with lub. oil, and the threads of the nozzle
holder for the nozzle nut. The shoulder of the nozzle
which is in contact with the nozzle nut, must be
2012.01.30.
MAN Diesel & Turbo
514-01.10 Work Card
Fuel injection valve Page 4 (5)
Edition 19
L16/24
Assembly of the injection valve

No jamming 1) Coat the o-rings at the injection valve with
If the injector nozzle is deformed by the tightening of graphite paste.
the nozzle nut (5), fig 2, the injector needle will be 2) The injection valve has to be inserted into the
jammed in the nozzle body. Then fuel will be leaving cylinder head. Care for the alignment of the
the spray holes as not or only partially atomized high-pressure cone connection. The alignment
straight jet only. Tightening torque for nozzle nut (5), of the injection valve is ensured by tightening
see description 500.40. the pressure piece before tightening the injec-
tion valve.
Conditions of labour safety
The fuel jets must not be touched under any cir- Assembly of the pressure piece
cumstances as they hit through the skin tissue, and 1) Pull off the immosion-melting coating from the
cause blood poisoning. Urgently comply with the pressure piece. Blow the fuel borehole clean by
regulations on fire prevention when handling inflam- air to remove dirt. Renew and coat the o-ring on
mable liquids. fig 4 for the sealing in the cylinder head with
graphite paste.
Mounting of the fuel injection valve in 2) Carefully insert the pressure piece together with
cylinder head spring lock washers into the cylinder head.
Press the pressure piece thoroughly by hand
1) Before mounting the fuel valve, clean and
down to the sealed seat of the injection valve.
inspect the valve sleeve in the cylinder head. If
necessary, grind the seating face with the grind- 3) The nut including the guiding gasket has to be
ing tool, fig 3. screwed on the stud bolt. The pressure piece
must be turned clockwise up to the stop of the
spring lock washer. Tighten the nut according
to description 500.40. Care that the wrench is
not pressed against the pressure piece. The
tightening torque is then to small in this case
and leakages will be the consequence.
1 O-ring
Figure 4: Fuel injection pipe
4) When the pressure piece has been tightened,

Figure 3: Grinding tool for seat and liner for fuel injection valve
the fixing flange for the injection valve must be
plugged on. The washers and nuts have to be
attached or screwed on. The injection valve is
pressed to the sealed seat by an alternate tight-
2012.01.30.
MAN Diesel & Turbo
Work Card 514-01.10
Edition 19
L16/24
ening of the nuts. The nuts shall be tightened,
see description 500.40 and with use of antisei-
zure products.

1) Renew o-ring on fig 4, and coat the high-pres-
sure connecting threds at the pump and at the
pressure piece including the o-rings.
sure piece.
the pressure pipe has to be checked at the
pump. The sealing cone must be completely
ummersed into the pressure nozzle of the injec-
tion pump (approx. 3.6 mm). The sleeve nut has
to be screwed manually to the pressure socket
of the injection pump.
4) Tighten the sleeve nut at the pressure piece,
see description 500.40.
of the pump, see description 500.40.
2012.01.30.
MAN Diesel & Turbo
Work Card 514-01.90
Page 1 (2) Check of fuel oil piping system
Edition 04
L16/24

Shut off fuel oil
Short Description
Check of fuel oil piping system.

Engine is running.
Related Procedure

Number : 1
Data
2001.02.19.
MAN Diesel & Turbo
514-01.90 Work Card
Check of fuel oil piping system Page 2 (2)
Edition 04
L16/24
Health Risk! If the above instructions are not followed carefully,

there is a risk of oil leakage that can result in dan-
Warning! gerous vaporised fuel emission into the engine
room.
Health Risk!
Concerning fuel oil condition, see section 504.
Fuel oil system

Important for starting up new engines or newly
overhauled engines!
The system includes all parts in the internal fuel oil
system, ie main components as pumps, high pres-
sure pipes, pressure piece, injection valve and all
types of connections, all types of pipes as well as
leakage alarm and safety filter.
These components have to be checked at intervals
according to the "Planned maintenance pro-
gramme".
1) Dismount the covers to the injection pumps.
Blow through drain pipes.
2) Examine the piping system for leaks. No outer
leaks can be permitted.
3) Retighten all bolts, nuts and plugs in the piping
system. Especially does all high pressure parts
have to be tightened correctly. Please, see
working cards in section 514 "Fuel Oil system".
4) Move all valves in the piping system. Lubricate
valve spindles with graphite or similar.
5) Check flexible connections for leaks and dam-
ages.
It is important that the flexible connections are free
from paint and grease and in healthy condition.
6) Check for any leak of the O-ring for the fuel
injection pipe.
When the engine has reached normal working tem-
perature and no later than 24 operating hours after
starting up, the complete fuel oil system has to be
checked according to the above-mentioned instruc-
tion book working card "Check of the fuel oil piping
system".
2001.02.19.
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Injection Pump 51401-07H
L16/24
033
034
183a
183b
183c
183d
183e
183f
183g
183h
183i
183j
13.29 - ES0, L'Orange

MAN Diesel & Turbo
Plate
51401-07H Fuel Injection Pump Page 2 (2)
L16/24
Item Item
014 1/P Roller guide, com Rullestyr, komplet inkl. 349 1/P Blocking screw Låseskrue
plete incl. item 026, item 026, 038, 051, 063
038, 051, 063 362 1/P Pointer Viser
026* 1/P Roller Rulle 421 6/P Cylindrical screw Cylindrisk skrue
033 1/P Spring Fjeder 433 1/P Countersunk screw Skrue
034 1/P Spring Fjeder 457* 1/P O-ring O-ring
038* 1/P Roller pin Rulletap 469* 1/P O-ring O-ring
051* 1/P Roller guide Rullestyr 482* 2/P Seal ring Tætningsring
063* 1/P Bolt Bolt 516 1/P Shim, Mellemlæg,

set of 4 pcs sæt af 4 stk
087 1/P Pump element, com Pumpeelement, kom-
plete incl. plunger plet inkl. stempel og 565 1/C Fuel Injection Pump, Brændselspumpe,
and barrel cylinder complete as shown komplet som vist på
on front page forsiden
110* 1/P O-ring O-ring
577 1/P Cylindrical pin Cylindrisk stift
158* 1/P O-ring O-ring
600 4/P Screw Skrue
183a 1/P Shim, 7,80 mm Skive, 7,80 mm
183b 1/P Shim, 7.85 mm Skive, 7.85 mm 697* 2/P Support ring Støttering
183c 1/P Shim, 7.90 mm Skive, 7.90 mm
183d 1/P Shim, 7.95 mm Skive, 7.95 mm 707* 1/P O-ring O-ring
183e 1/P Shim, 8.00 mm Skive, 8.00 mm
183f 1/P Shim, 8.05 mm Skive, 8.05 mm 756* 1/P Circlip Snapring
183g 1/P Shim, 8.10 mm Skive, 8.10 mm
183h 1/P Shim, 8.15 mm Skive, 8.15 mm 768* 6/P Seal ring Tætningsring
183i 1/P Shim, 8.20 mm Skive, 8.20 mm
183j 1/P Shim, 8.25 mm Skive, 8.25 mm 781* 1/P Lock ring Låsering
205 1/P Piston spring plate Stempelfjederplade 793 1/P Screw plug Propskrue
229 1/P Pump casing Pumpehus 803* 1/P Seal ring Tætningsring
230 1/P Connecting socket Forbindelsesstykke 827 /I Loctite 0577 Loctite 0577
complete incl. valve komplet, inkl. ventil-
cones, springs and spindler, fjedre og item 839 1/P Seal kit for fuel in- Pakningssæt for
item 577 577 jection pump, incl. brændselspumpe,
item110, 158, 457, inkl. item 110, 158,
242 2/P Buffer bolt Bolt 469, 482, 697, 707, 457, 469, 482, 697,
756, 768, 781, 803, 707, 756, 768, 781,
254 1/P Control rack Reguleringsstang 984 803, 984
266 1/P Regulating sleeve Reguleringsbøsning 984* 1/P O-ring O-ring
278 1/P Spring plate Fjederplade
291 1/P Pump spring Pumpefjeder
337 1/P Arresting bolt Bolt
Qty/P = Qty/Pump Qty/P = Qty/Pumpe

MAN Diesel
Plate
Page 1 (2) Fuel Injection Pump (Woodward) 51401-16H
L16/24
08028-0D/H5250/94.08.12
06.27 - ES0
MAN Diesel
Plate
51401-16H Fuel Injection Pump (Woodward) Page 2 (2)
L16/24
Item Item
014 1/P Roller guide, com- Rullestyr, komplet inkl. 278 1/P Spring plate Fjederplade
plete incl. item 026, item 026, 038, 051,
038, 051, 063, 075, 063, 075, 408 291 1/P Pump spring Pumpefjeder
408
301* 1/P pressure valve Fjeder for
026* 1/P Roller Rulle spring trykventil
038* 1/P Roller pin Rulletap 313* 1/P Stroke limiter Begrænser
051* 1/P Roller guide Rullestyr 325 1/P Blocking screw Skrue
063 4/P Holding screw Skrue 337 1/P Guiding screw Styreskrue
075 1/P Cylindrical pin Cylindrisk stift 349 1/P Locking screw Låseskrue
087 1/P Pump element, com- Pumpeelement, kom- 350 2/P Throttle screw Skrue
plete incl. item 099, plet inkl. item 099,
109, 110 109, 110 362 1/P Pointer Viser
099* 1/P Barrel Cylinder 374 1/P Stop plate Stopplade
109* 1/P Plunger Stempel 386 1/P Sealing Tætning
110* 2/P O-ring O-ring 398 2/P Cylindrical screw Cylindrisk skrue
122 1/P Pressure valve, com- Trykventil, komplet inkl. 408 1/P Cylindrical screw Cylindrisk skrue
plete incl. item 134, item 134, 146, 158,
146, 158, 301, 313 301, 313 421 6/P Cylindrical screw Cylindrisk skrue
134* 1/P Pressure valve Hus for trykventil 433 1/P Pan head screw Skrue
housing
445 4/P O-ring O-ring
146* 1/P Constant pressure Konstant trykventil
valve 457 1/P O-ring O-ring
158* 1/P O-ring O-ring 469 2/P O-ring O-ring
171 1/P Pressure piece, com- Trykstykke, komplet 470 2/P Seal ring Tætningsring
plete incl. item 183, inkl. item 183, 195,
195, 205, 217 205, 217 482 2/P Seal ring Tætningsring
183 1/P Slotted disk Skive 494 1/P Seal ring Tætningsring
195 1/P Spacer plate Afstandsplade 504 1/P Seal ring Tætningsring
205 1/P Thrust piece Trykstykke 516 1/P Fitting disk Skive
217 3/P Countersunk screw Skrue 528 1/P Fitting disk Skive
229 1/P Pump casing Pumpehus 541 1/P Fitting disk Skive
08028-0D/H5250/94.08.12
230 1/P Connecting piece Forbindelsesstykke 553 1/P Fitting disk Skive
242 2/P Buffer bolt Bolt 565 1/C Fuel Injection Pump, Brændselspumpe,
complete as shown komplet som vist på
254 1/P Control rack Reguleringsstang on front page forsiden
266 1/P Control sleeve Kontrolbøsning 984 1/C O-ring O-ring
06.27 - ES0
MAN Diesel
Plate
Page 1 (2) Fuel Injection Valve (Woodward) 51402-24H
L16/24
08028-0D/H5250/94.08.12
09.34
MAN Diesel
Plate
51402-24H Fuel Injection Valve (Woodward) Page 2 (2)
L16/24
Item Item
021 1/V Injection nozzle, Dyse,

1200 rpm engine 1200 omdr. motor
033 2/V O-ring O-ring
045 1/V Nozzle nut Dysemøtrik
057 1/V Pressure bolt Bolt
069 1/V Adjusting spindle Justebar spindle
070 1/V Pressure spring Trykfjeder
082 1/V Nut Møtrik
094 2/V Cylindrical pin Cylindrisk stift
116 1/C Fuel injection valve, Brændselsventil, kom-

complete for 1200 rpm plet for 1200 omdr.
engine, incl. item 021, motor, inkl. item 021,
045, 057, 069, 070, 082, 045, 057, 069, 070, 082,
094, 104, 128 094, 104, 128
128 1/V Nozzle holder Dyseholder
141 1/V Pressure piece Spændestykke
153 2/V Nut Møtrik
165 2/V Sperical disc Skive


057, 069, 070, 082, 094, 057, 069, 070, 082, 094,
104, 128, 273 104, 128, 273 08028-0D/H5250/94.08.12
Qty/V = Qty/Valve Qty/V = Qty/Ventil
09.34
MAN Diesel
Plate
Page 1 (2) Fuel Injection Valve (L'Orange) 51402-12H
L16/24
08028-0D/H5250/94.08.12
03.50 - ES0
MAN Diesel
Plate
51402-12H Fuel Injection Valve (L'Orange) Page 2 (2)
L16/24
Item Item

045 1/V Nozzle nut Dysemøtrik
057 1/V Pressure bolt Bolt
069 1/V Adjusting spindle Justebar spindle
070 1/V Pressure spring Trykfjeder
082 1/V Nut Møtrik
094 2/V Cylindrical pin Cylindrisk stift

033, 045, 057, 069, 070, 033, 045, 057, 069, 070,
082, 094, 104, 128 082, 094, 104, 128
128 1/V Nozzle holder Dyseholder
141 1/V Pressure piece Spændestykke
153 2/V Nut Møtrik
165 2/V Sperical disc Skive


045, 057, 069, 070, 082, 045, 057, 069, 070, 082,
094, 104, 128, 273 094, 104, 128, 273 08028-0D/H5250/94.08.12
Qty/V = Qty/Valve Qty/V = Qty/Ventil
03.50 - ES0
MAN Diesel
Plate
Page 1 (2) Fuel Injection Pipe (Woodward) 51404-06H
L16/24
08028-0D/H5250/94.08.12
00.48 - ES0
MAN Diesel
Plate
51404-06H Fuel Injection Pipe (Woodward) Page 2 (2)
L16/24
Item Item
010 1/C Pressure piece Trykstykke
034 1/C Pressure pipe Højtryksrør
083 1/C Holder, complete Holder, komplet

incl. sleeve inkl. bøsning
095 1/C Nut Møtrik
08028-0D/H5250/94.08.12
Qty/E = Qty./Engine Qty/E = Qty./Motor
00.48 - ES0
MAN Diesel
Plate
Page 1 (2) Fuel Injection Pipe (L'Orange) 51404-07H
L16/24
08028-0D/H5250/94.08.12
00.48 - ES0
MAN Diesel
Plate
51404-07H Fuel Injection Pipe (L'Orange) Page 2 (2)
L16/24
Item Item
010 1/C Pressure piece Trykstykke
034 1/C Pressure pipe Højtryksrør
083 1/C Holder, complete Holder, komplet

incl. sleeve inkl. bøsning
095 1/C Nut Møtrik
08028-0D/H5250/94.08.12
Qty/E = Qty./Engine Qty/E = Qty./Motor
00.48 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Oil Filter Duplex 51415-11
General
070
072
073 028
014 012
015 019
013
024
025
026 020
027 021
029 022
030 036 023
031 037
032 038
033 075 039
040
034 076 041
035 077 043 042
078 044
079 045
018
002
003
004
005
010
011
016
017
006
007
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
51415-11 Fuel Oil Filter Duplex Page 2 (2)
General

Item Item
002 2/F Screw plug Propskrue 030 2/F Gasket, DN 40, DN 50, Pakning, DN 40, DN 50,
DN 65 DN 65
003 2/F Gasket Pakning
031 2/F Filter element, DN 25 Filterelement, DN 25
004 2/F Screw plug Propskrue
010 6/F Bolt, DN 25, DN 32 Bolt, DN 25, DN 32
036 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
011 6/F Bolt, DN 40, DN 50, Bolt, DN 40, DN 50,
DN 65 DN 65 037 2/F Gasket, DN 40 Pakning, DN 40
012 2/F Cover, DN 25, DN 32 Dæksel, DN 25, DN 32 038 2/F Gasket, DN 50 Pakning, DN 50
013 2/F Cover, DN 40, DN 50, Dæksel, DN 40, DN 50, 039 2/F Gasket, DN 65 Pakning, DN 65
DN 65 DN 65
014 2/F O-ring, DN 25, DN 32 O-ring, DN 25, DN 32
015 2/F O-ring, DN 40, DN 50, O-ring, DN 40, DN 50,
DN 65 DN 65 042 8/F Bolt, DN 65 Bolt, DN 65
016 6/F Nut, DN 25, DN 32 Møtrik, DN 25, DN 32 043 8/F Nut, DN 25, DN 32 Møtrik, DN 25, DN 32
017 6/F Nut, DN 40, DN 50, Møtrik, DN 40, DN 50, 044 8/F Nut, DN 40, DN 50 Møtrik, DN 40, DN 50
DN 65 DN 65
045 8/F Nut, DN 65 Møtrik, DN 65
018 1/F Ball valve Kugleventil
070 2/F Screw Skrue
019 1/F Cock Hane
072 2/F Nut Møtrik
073 2/F Spring washer Fjederskive
021 2/F O-ring, DN 40 O-ring, DN 40
075 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
022 2/F O-ring, DN 50 O-ring, DN 50 DN 25, complete ter, DN 25, Komplet
023 2/F O-ring, DN 65 O-ring, DN 65 076 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
DN 32, complete ter, DN 32, Komplet
024 1/F Circlip ring, DN 25, Sikringsring, DN 25,
DN 32 DN 32 077 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
025 1/F Circlip ring, DN 40 Sikringsring, DN 40
026 1/F Circlip ring, DN 50 Sikringsring, DN 50 DN 50, complete ter, DN 50, Komplet
027 1/F Circlip ring, DN 65 Sikringsring, DN 65 079 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
028 1/F Plug key Prop
Qty./E = Qty./Engine Qty./E = Qty./Engine
Qty./F = Qty./Filter Qty./F = Qty./Filter
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General
070 009
072
073 028
014 012
015 019
013
024
025
026 020
027 021
029 022
030 036 023
031 037
032 038
033 075 039
040
034 076 041
035 077 043 042
078 044
079 045
018
002
003
004
005
010
011
016
017
006
007
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General

Item Item
002 2/F Screw plug Propskrue 029 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
003 2/F Gasket Pakning 030 2/F Gasket, DN 40, DN 50, Pakning, DN 40, DN 50,
DN 65 DN 65
009 1/F Differential pressure Differential trykindikator
indicator 035 2/F Filter element, DN 65 Filterelement, DN 65
010 6/F Bolt, DN 25, DN 32 Bolt, DN 25, DN 32 036 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
011 6/F Bolt, DN 40, DN 50, Bolt, DN 40, DN 50, 037 2/F Gasket, DN 40 Pakning, DN 40
DN 65 DN 65
038 2/F Gasket, DN 50 Pakning, DN 50
012 2/F Cover, DN 25, DN 32 Dæksel, DN 25, DN 32
013 2/F Cover, DN 40, DN 50, Dæksel, DN 40, DN 50,
DN 65 DN 65 040 8/F Bolt, DN 25, DN 32 Bolt, DN 25, DN 32
014 2/F O-ring, DN 25, DN 32 O-ring, DN 25, DN 32 041 8/F Bolt, DN 40, DN 50 Bolt, DN 40, DN 50
015 2/F O-ring, DN 40, DN 50, O-ring, DN 40, DN 50, 042 8/F Bolt, DN 65 Bolt, DN 65
DN 65 DN 65
043 8/F Nut, DN 25, DN 32 Møtrik, DN 25, DN 32
017 6/F Nut, DN 40, DN 50, Møtrik, DN 40, DN 50,
DN 65 DN 65 045 8/F Nut, DN 65 Møtrik, DN 65
018 1/F Ball valve Kugleventil 070 2/F Screw Skrue
019 1/F Cock Hane 072 2/F Nut Møtrik
020 2/F O-ring, DN 25, DN 32 O-ring, DN 25, DN 32 073 2/F Spring washer Fjederskive
024 1/F Circlip ring, DN 25, Sikringsring, DN 25, 077 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
DN 32 DN 32 DN 40, complete ter, DN 40, Komplet
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General
070
072
073 028
014 012
015 019
013
024
025
026 020
027 021
029 022
030 036 023
031 037
032 038
033 075 039
040
034 076 041
035 077 043 042
078 044
079 045
018
002
003
008
004
005
010
011
016
017
006
007
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General

Item Item
002 2/F Screw plug Propskrue 029 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
003 2/F Gasket Pakning 030 2/F Gasket, DN 40, DN 50, Pakning, DN 40, DN 50,
DN 65 DN 65
008 1/F Oil Pan Bundkar
011 6/F Bolt, DN 40, DN 50, Bolt, DN 40, DN 50,
DN 65 DN 65 037 2/F Gasket, DN 40 Pakning, DN 40
012 2/F Cover, DN 25, DN 32 Dæksel, DN 25, DN 32 038 2/F Gasket, DN 50 Pakning, DN 50
013 2/F Cover, DN 40, DN 50, Dæksel, DN 40, DN 50, 039 2/F Gasket, DN 65 Pakning, DN 65
DN 65 DN 65
015 2/F O-ring, DN 40, DN 50, O-ring, DN 40, DN 50,
DN 65 DN 65 042 8/F Bolt, DN 65 Bolt, DN 65
016 6/F Nut, DN 25, DN 32 Møtrik, DN 25, DN 32 043 8/F Nut, DN 25, DN 32 Møtrik, DN 25, DN 32
017 6/F Nut, DN 40, DN 50, Møtrik, DN 40, DN 50, 044 8/F Nut, DN 40, DN 50 Møtrik, DN 40, DN 50
DN 65 DN 65
045 8/F Nut, DN 65 Møtrik, DN 65
018 1/F Ball valve Kugleventil
070 2/F Screw Skrue
019 1/F Cock Hane
072 2/F Nut Møtrik
073 2/F Spring washer Fjederskive
024 1/F Circlip ring, DN 25, Sikringsring, DN 25,
DN 32 DN 32 077 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General
070 009
072
073 028
014 012
015 019
013
024
025
026 020
027 021
029 022
030 036 023
031 037
032 038
033 075 039
040
034 076 041
035 077 043 042
078 044
079 045
018
002
003
008
004
005
010
011
016
017
006
007
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General

Item Item
002 2/F Screw plug Propskrue 028 1/F Plug key Prop
003 2/F Gasket Pakning 029 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
004 2/F Screw plug Propskrue 030 2/F Gasket, DN 40, DN 50, Pakning, DN 40, DN 50,
DN 65 DN 65
008 1/F Oilpan Bundkar
009 1/F Differential pressure ifferential trykindikator
indicator 035 2/F Filter element, DN 65 Filterelement, DN 65
010 6/F Bolt, DN 25, DN 32 Bolt, DN 25, DN 32 036 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
011 6/F Bolt, DN 40, DN 50, Bolt, DN 40, DN 50, 037 2/F Gasket, DN 40 Pakning, DN 40
DN 65 DN 65
012 2/F Cover, DN 25, DN 32 Dæksel, DN 25, DN 32
013 2/F Cover, DN 40, DN 50, Dæksel, DN 40, DN 50,
DN 65 DN 65 040 8/F Bolt, DN 25, DN 32 Bolt, DN 25, DN 32
014 2/F O-ring, DN 25, DN 32 O-ring, DN 25, DN 32 041 8/F Bolt, DN 40, DN 50 Bolt, DN 40, DN 50
015 2/F O-ring, DN 40, DN 50, O-ring, DN 40, DN 50, 042 8/F Bolt, DN 65 Bolt, DN 65
DN 65 DN 65
017 6/F Nut, DN 40, DN 50, Møtrik, DN 40, DN 50,
DN 65 DN 65 045 8/F Nut, DN 65 Møtrik, DN 65
018 1/F Ball valve Kugleventil 070 2/F Screw Skrue
019 1/F Cock Hane 072 2/F Nut Møtrik
020 2/F O-ring, DN 25, DN 32 O-ring, DN 25, DN 32 073 2/F Spring washer Fjederskive
024 1/F Circlip ring, DN 25, Sikringsring, DN 25, 077 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
DN 32 DN 32 DN 40, complete ter, DN 40, Komplet
13.07 - ES0, 25 my
MAN Diesel
Plate
Page 1 (2) Ball Valve with Actuator 51425-05
General
015
027 039
Seen from A
08028-0D/H5250/94.08.12
040
07.17 - ES0
MAN Diesel
Plate
51425-05 Ball Valve with Actuator Page 2 (2)
General
Item Item
015 1/Q Solenoid valve Magnetventil
027 1/Q Actuator Actuator
039 1/Q Limit switch Grænseafbryder
040 2/Q Ball valve Kugleventil
08028-0D/H5250/94.08.12
Qty/Q = Qty/Plant Qty/Q = Qty/Anlæg
07.17 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Oil Arrangement 51430-19H
L16/24
061 193
073
360 107
264 119
156
085 168
097
181 203
443
036 120
264 132
288 144
311 252 215
012 239
024 240
276
227
323
384 239
335
240
347
431
359
372
406
467
Loop expansion joint, see plate 51902
418
Fuel oil leakage alarm, see plate 50925
07.21 - ES0
MAN Diesel & Turbo
Plate
51430-19H Fuel Oil Arrangement Page 2 (2)
L16/24
Item Item
012 1/E Screw Skrue 288 3/E Gasket Pakning
024 2/E Washer Skive 311 12/E Screw Skrue
036 1/E Pipe, Rør, 323 3/E Packing ring Pakningsring

fuel oil outlet afgang brændolie
335 8/E Screw Skrue
coupling 347 4/E Screw Skrue
073 2/E Reduction Reduktion 359 12/E Nut Møtrik
085 1/E Pipe clamp Rørholder 360 1/E Pipe, Rør,

fuel oil outlet afgang brændolie
097 1/E Screw Skrue
372 1/E Pipe, Rør,
107 1/E Pipe, Rør, fuel oil inlet tilgang brændolie
fuel oil inlet tilgang brændolie
384 1/E Pipe, Rør,
119 1/E Straight male stud Ligeforskruning fuel oil outlet afgang brændolie
coupling
120 1/E Pipe, drain Rør, dræn
418 3/E Screw Skrue
431 1/E Drain pipe Rør, dræn
144 2/E Screw Skrue
443 1/E Flat steel bars Fladståljern
156 1/E Adjustable elbow Justebar
coupling vinkelforskruning 467 3/E Nut Møtrik
168 1/E Pipe Rør
181 1/E Adjustable elbow Justerbar

coupling vinkelforskruning
193 1/E Adjustable elbow Justerbar

coupling vinkelforskruning
203 1/E Pipe Rør
215 1/E Straight coupling, Ligeforskruning,

complete komplet
227 1/E Pipe Rør
240 5/E Slotted cheese head Kærvskrue

screw
252 1/E Non-return valve Kontraventil
264 5/E Straight male stud Forskruning

coupling
276 1/E Screw Skrue
07.21 - ES0
MAN Diesel
Plate
Page 1 (2) Fuel Injection Pump Connections (L'Orange) 51435-11H
L16/24
189
285 273
297 070 200 307 104
224 069 069 153
165
116
141
057
320
319
248 332 045 094 045 021
261 236 082 212 082
285 070
297 069
224
190
177 Fuel injection pump,
057 see plate 51401
08028-0D/H5250/94.08.12
Fuel injection pipe,

see plate 51404
09.09
MAN Diesel
Plate
51435-11H Fuel Injection Pump Connections (L'Orange) Page 2 (2)
L16/24
Item Item
021 5/C Screw Skrue 248 1/E Restriction Begrænser
045 1/C O-ring O-ring 261 1/E Closing screw Propskrue
057 1/C Spring pin Fjederstift 273 2/E O-ring O-ring
069 Insert pipe incl. item Rør inkl. item 70 og 285 2/E O-ring O-ring
70 and 200 200
8/E 5 cyl. engine 5 cyl. motor 297 2/E Retaining ring Sikringsring
12/E 7 cyl. engine 7 cyl. motor 307 2/E O-ring O-ring
16/E 9 cyl. engine 9 cyl. motor 319 1/E O-ring O.ring
070 4/C Retaining ring Sikringsring 320 1/E O-ring O-ring
082 Insert pipe incl. item Rør incl item 94 og 332 1/E Retaining ring Sikringsring
94 and 212 212
104 2/E Plug incl. item 273 Prop inkl. item 273
and 307 og 307
116 1/E Plug incl. item 320 Prop inkl. item 320
141 1/E Screw Skrue
153 1/E Cover plate Dækselplade
165 2/E Screw Skrue
177 2/E Stud Tap
189 1/E Connecting socket Forbindelsesstykke inkl.

incl. item 248 and item 248 og 261
261
190 2/E Nut Møtrik
224 2/E Connecting pipe incl. Forbindelsesrør inkl. O-

O-ring and retaining ring og sikringsring
08028-0D/H5250/94.08.12
ring
236 1/E Connecting pipe incl. Forbindelsesrør inkl. O-

O-ring and retaining ring og sikringsring
ring
09.09
MAN Diesel
Plate
Page 1 (2) Fuel Injection Pump Connections (Woodward) 51435-04H
L16/24
08028-0D/H5250/94.08.12
00.50 - ES0
MAN Diesel
Plate
51435-04H Fuel Injection Pump Connections Page 2 (2)
L16/24
Item Item
021 5/C Screw Skrue
057 1/C Spring pin Fjederstift
069 Insert pipe Rør

082 Insert pipe Rør

104 2/E Plug Prop
116 1/E Plug Prop
128 1/E Sheet Plade
141 1/E Screw Skrue
153 1/E Cover plate Dækselplade
165 2/E Screw Skrue
177 2/E Stud Tap
189 1/E Connecting socket Forbindelsesstykke
190 2/E Nut Møtrik
224 2/E Connecting pipe Forbindelsesrør
236 1/E Connecting pipe Forbindelsesrør

08028-0D/H5250/94.08.12
00.50 - ES0
Lubricating oil system
515/615
MAN Diesel
Description 515.01
Page 1 (2) Internal Lubricating Oil System Edition 04H
L16/24
Fig 1 Diagram for Internal Lubricating Oil System
Lubricating Oil System The main groups of components to be lubricated

are:
All moving parts of the engine are lubricated with oil
circulating under pressure. 1 - Turbocharger.
2 - Main bearings, big-end bearing etc.
3 - Camshaft drive.
System Flow
4 - Governor drive.
The lubricating oil pump draws oil from the oil sump 5 - Rocker arms.
and pushes the oil through the cooler and filter to 6 - Camshaft.
the main lubricating oil bore, from where the oil is
distributed to various lubricating points. From the ad 1) For priming and during operation the turbo-
lubricating points the oil returns by gravity to the oil charger is connected to the lub. oil circuit of the
sump.The oil pressure is controlled by an adjustable engine. The oil serves for bearing lubrication
spring-loaded relief valve built into the system. and also for dissipation of heat.
ad 2) Lubricating oil for the main bearings is sup-

08028-0D/H5250/94.08.12
plied through holes in the engine frame. From

the main bearings it passes through bores in
the crank-shaft to the connecting rod big-end
bearings.
98.50 - ES0
MAN Diesel
515.01 Description
Edition 04H
Internal Lubricating Oil System Page 2 (2)
L16/24
Channels have been bored into the connecting Lubricating Oil Cooler
rods for supply of oil from the big-end bearings
to the small-end bearings, which has an inner The lubricating oil cooler is of the plate type. The
circumferential groove, and a pocket for distri- cooler is mounted on the front-end box.
bution of oil in the bush itself. For supply of oil
to the pin bosses and the piston cooling.
Thermostatic Valve
From the front main bearings channels have
been bored in the crankshaft for lubricating of The thermostatic valve is a fully automatic 3-way
the pump drive. valve with thermostatic elements set at fixed tem-
perature.
ad 3) The camshaft drive gear wheels are being
lubricated via the oil-mist principle. Oil-mist is
being generated by oil, which is led out from Lubricating Oil Filter
the bearing in the intermediate wheels.
The lubricating oil filter is a full-flow depth filter of
ad 4) From bores in the engine frame the governor the duplex paper car tridge type, with a fineness of
drive is being pressure lubricated. 10-15 microns, and a safety filter with a fineness of
60 microns.
ad 5) The lubricating oil to the rocker arms is led
through bores in the engine frame to each cy-
linder head. The oil continues through bores in Pre-lubricating
the cylinder head to lubricate the rocker arms
and valve bridges. Further, lub oil is led to the The engine is equipped with an electric-driven prelub.
movable parts in need of lubrication. pump mounted parallel to the main pump. The pump
is arranged for automatic operation, ensuring stand-
ad 6) Lubrication to the fuel pump is supplied via still of the prelubricating pump when the engine is
the fuel camshaft bearing. running, and running during engine stand-still in
stand-by position by the engine control system.
Lubricating Oil Pump
The lubricating oil pump, which is of the helical gear

type, is mounted in the front-end box of the engine
and is driven by the crankshaft.
08028-0D/H5250/94.08.12
98.50 - ES0
MAN Diesel & Turbo
Description 515.31
Page 1 (2) Crankcase ventilation
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

Crankcase ventilation 1) The vent pipe from each engine is to run inde-
pendently to the manifold and be fitted with cor-
The crankcase ventilation is not to be directly con- rosion resistant flame screen within the mani-
nected with any other piping system. It is preferable fold.
that the crankcase ventilation pipe from each
engine is led independently to the open air. The out- 2) The manifold is to be located as high as practi-
let is to be fitted with corrosion resistant flame cable so as to allow a substantial length of pip-
screen separately for each engine. ing, which separates the crankcase on the indi-
vidual engines.
3) The manifold is to be vented to the open air, so
that the vent outlet is fitted with corrosion resist-
ant flame screen, and the clear open area of the
vent outlet is not less than the aggregate area
of the individual crankcase vent pipes entering
the manifold.
4) The manifold is to be provided with drainage
arrangement.
The ventilation pipe must be designed to eliminate
the risk of water condensation in the pipe flowing
back into the engine and should end in the open air:
▪ The connection between engine (C13 / C30)
and the ventilation pipe must be flexible.
▪ The ventilation pipe must be made with continu-
ous upward slope of minimum 5°, even when
the ship heel or trim (static inclination).
▪ A continuous drain must be installed near the
engine. The drain must be led back to the
sludge tank.
Engine Nominal diameter ND (mm)
A B C
L16/24 50 65
L21/31 65 40 80
L23/30H 50 - 65
L27/38 100 - 100
L28/32H 50 - 65
V28/32H 100 - 125
L32/40 125 50 125
V28/32S 100 - 125
Table 1: Pipe diameters for crankcase ventilation
▪ Dimension of the flexible connection, see pipe
Figure 1: Crankcase ventilation diameters Fig 2.
▪ Dimension of the ventilation pipe after the flexi-
However, if a manifold arrangement is used, its ble connection, see pipe diameters Fig 2.
arrangements are to be as follows:
2012.01.16 - ES1
MAN Diesel & Turbo
515.31 Description
Crankcase ventilation Page 2 (2)
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

The crankcase ventilation flow rate varies over time,
from the engine is new/major overhauled, until it is
time to overhaul the engine again.
The crankcase ventilation flow rate is in the range of
3.5 – 5.0 ‰ of the combustion air flow rate [m³/h]
at 100 % engine load.
If the combustion air flow rate at 100 % engine load
is stated in [kg/h] this can be converted to [m³/h]
with the following formula (Tropic Reference Condi-
tion) :
Example :
Engine with a mechanical output of 880 kW and
combustion air consumption of 6000 [kg/h] corre-
sponds to :
The crankcase ventilation flow rate will then be in

the range of 19.2 – 27.4 [m³/h]
The maximum crankcase backpressure measured
right after the engine at 100 % engine load must not
exceed 3.0 [mbar] = 30 [mmWC].
2012.01.16 - ES1
MAN Diesel & Turbo
Work Card 515-01.00
Page 1 (3) Lubricating oil pump
Edition 03
L16/24

Shut off fuel oil
Short Description
Disassembly, overhaul and assembly of lubricating
oil pump.

Feeler gauge 0.1 mm, min length 40-50 cm
Lubricating oil cooler 515-06.00
Related Procedure

Number : 1 51501 018 2/P
51501 102 4/P
Data
2006.12.18
MAN Diesel & Turbo
515-01.00 Work Card
Lubricating oil pump Page 2 (3)
Edition 03
L16/24
Preparing before Dismounting 9) Mount the pump by the bolts and tighten these
according to description 500.40.
For access to the lubricating oil pump it is neces-
sary to remove the lubricating oil cooler. Please see 10) Re-new the O-rings for oil and water connec-
worcking card 515-06.00. tions to the lub. oil cooler.
11) Mount the lub. oil cooler to the frame plate.
Dismounting
1) Remove the bolts which are holding the lub. oil
pump.
2) Use the spring bolts to push out the pump.
Overhaul
3) Remove the bolt (1) and the spur gear (2), see
fig 1.
4) Remove the bolt (3) and the cover (4), see fig 1.
Take out the pinion spindles (5) and clean all parts
in gas oil and with a hard bush, (never use a steel
bush). The parts are blown clean with working air.
5) Check the wear of the bearing bush. 1 Bolt 2 Spur gear
6) If the bearing bush is to be removed the existing 3 Bolt 4 Cover
bearing bush is plugged out by means of a 5 Axle for spur gear 6 Guide pin
mandrel, the bores are cleaned, see fig 2, and
new bearing bush is mounted. Figure 1: Lubricating oil pump
The bush is cooled down to -130°C, the hous-
ing or cover has room temperature.
Note!
Criteria for replacement of bearing bush, see
A, fig 3.
7) Mount the pinion spindels (5) the cover (4) and

the bolt (3), the spur gear (2) and the bolt (1),
see fig 1.
Note!
Be aware that axle for spur gear is placed cor- Figure 2: Bores to be cleaned
rectly in relation to guide pin on pump hous-
ing.
Tighten the bolts according to page 500.40.
Note!
Check that the oil pump can run easily when the
pump is assembled.
Mounting
8) Change the O-rings on the pump.
2006.12.18
MAN Diesel & Turbo
Work Card 515-01.00
Page 3 (3) Lubricating oil pump
Edition 03
L16/24
Figure 3: Check of bearing bush
2006.12.18
MAN Diesel & Turbo
Work Card 515-01.05
Page 1 (4) Prelubricating pump
Edition 03
L16/24, L23/30H

Shut off fuel oil
Short Description
Dismantling, replacement of the mechanical seals
and assembly of prelubricating pump
Related Procedure

Duration in h : 2-3 Plate No. Item No. Quantity
51504
Data
1998.11.16
MAN Diesel & Turbo
515-01.05 Work Card
Prelubricating pump Page 2 (4)
Edition 03
L16/24, L23/30H
Periodic overhauls
Periodic overhauls for the purpose of avoiding func-
tional trouble are not normally necessary for the
prelubricating pumps. When properly used, there is
very little wear on the pump screws.
If oils and other liquids with abrasive properties are
pumped periodic overhauls may nevertheless be
carried out so that worn parts can be replaced in
good time. The intervals between such overhauls
are determined by experience in each individual
case.
Impurities in the pumped liquid or careless handling
during dismantling and reassembly can result in
damage to the lapped sealing surfaces. Dismantling
and reassembling the seal should therefore be carri- Figure 1: Prelubricating pump
ed out in conditions of scrupulous cleanliness and
carefulness and every effort must be made to avoid
touching the sealing surfaces with the fingers. The
carbon ring must be carefully handled.
Warning!
It must not get in touch with grease
Dismantling
1) Turn the motor, using the fan beneath the fan
casing, until the set screw (20) see fig. 1, which
locks the pump shaft to the motor shaft is
accessible in one of the inspection holes in the
pump body back off the stop screw all the way.
2) Shut off the suction to the pump and block the
Figure 2: Shaft seal
electric motor starting button.
3) Loosen the screws which hold the motor and 6) Remove the power rotor (17) fig. 1, from the
pump together and lift away the motor. pump body. If only the seal is to be replaced,
4) Remove the front end cover of the pump (1). Do the idlers can remain in the pump body.
not damage the joint (2) between front end 7) Remove the rotary seal ring (24) fig. 1.
cover and pump body.
8) Press the rotating seal (18) out of the power
5) Press the stationary seal with o-ring (27 and 23) rotor (17). Due to the rubber bellows (25) fig. 2,
see fig. 2, out of the front cover. the necessary press-off power may be compa-
ratively big.
1998.11.16
MAN Diesel & Turbo
Work Card 515-01.05
Page 3 (4) Prelubricating pump
Edition 03
L16/24, L23/30H
Reassembly Thereafter screw the set screw (20) firmly

against the motor shaft. This is necessary to
The fit of the rotary seal on the pump shaft is rather ensure a correct play of the idler rotors.
hard. To prevent damage of the bellows (25) it is
advisable to clean the pump shaft from possible 18) Check that the pump rotates freely when the
coating like particles of coke from oil etc. motor is rotated by hand.
Polish the pump shaft by means of an emery or Open the valves in the pipe lines and re-establish
cleaning cloth to get a smooth finish. This prepara- the electric supply to the motor. Proceed in accord-
tion facilitates the mounting of the rotary seal. ance with the instructions "Starting-up".
The reassembly will take place in reverse order: Note!
9) After cleaning wipe the shaft over with light oil Do not let the pump run for more than one minute
(not grease). Press the rotating seal (18) with re- without working
moved rotary seal ring (24) onto the rotor shaft.
10) Check that the bellows are pressed against the
locating ring of the spring. Keep the seal Maintenance
pressed in that position for half a minute until The seal is self-adjusting and requires no subse-
the bellows stick. quent tightening.
11) Mount the rotary seal ring (24) with its smaller If copious leakage occurs, this is the usual sign of
surface turning upwards, taking care that the wear, which may be due to such causes as incau-
grooves in the seal ring are in line with the dim- tious starting, dirty oil, poor alignment or running
ples of the retaining sleeve. without oil.
12) Insert the power rotor in the pump casing (3).
13) Wipe over the outside of the stationary seat with Starting
its o-ring gasket (27 and 23) with light oil and Starting should always take place with fully open
press the seat into the front cover. valves in the suction and delivery lines.
14) Mount the front cover (1) to the pump casing (3) As the prelubricating pump is self-priming it carries
making sure not to forget the joint (2) which seal off the air in the suction line and the noise reveals
between the pump casing and the front cover. when the pump begins to work. It is essential for
15) Screw the set screw (20) into the power rotor the air to be led off without any appreciable coun-
far enough to be guided into the keyway in the ter-pressure in the delivery line.
motor shaft. As soon as the pump has started to work normally,
16) Mount the electric motor on the pump so that the by-pass valve must be set by means of a pres-
the set screw (20) enters the motor-shaft key- sure gauge at the required pressure.
way. Tighten the screws joining pump and Set the by-pass valve, with the screw (10) fig 1, on
motor flanges. the end cover of the pump body. Turning to the
right increases the opening pressure. Do not set the
valve at pressures higher than necessary.
This pressure setting should be maintained while
the pump is in operation.
If the pump refuses to work properly after having
been started, it must not be allowed to run for more
than about half a minute. Fresh attempts to make
the pump go may be made at intervals of about a
Figure 3: . minute and in conjunction with these attempts the
bypass valve tension should be increased slightly. If
17) The power rotor shall be forced up on the thes does not help, something must be wrong and
motor shaft by means of a screw driver put into the fault must be located and remedied before the
the groove of the power rotor shaft, see fig. 3. pump is put into operation.
1998.11.16
MAN Diesel & Turbo
515-01.05 Work Card
Prelubricating pump Page 4 (4)
Edition 03
L16/24, L23/30H
Direction rotation
When the pump is ready to be started, check that
the dive motor rotates in the correct direction as
indicated on the pump by briefly switching it on and
by watching the fan impeller of the electric motor.
Note!
Do not check the direction of rotation without prior
filling the pump with oil.
1998.11.16
MAN Diesel & Turbo
Work Card 515-01.10
Page 1 (3) Lubricating oil filter
Edition 02
L16/24

Shut off fuel oil
Short Description
Replacement of paper filter element(s). Cleaning of
safety filter and filter housing.

Open-end ring spanner, 19".
Allen key, 6 mm.
Allen key, 10 mm.
Related Procedure

Number : 1 51502 013 2x3/Engine
51502 049 2x1/Engine
Data
1998.11.02
MAN Diesel & Turbo
515-01.10 Work Card
Lubricating oil filter Page 2 (3)
Edition 02
L16/24
Lubricating Oil Filter

Please note: Never open the filter while it is in use.
The filter to be cleaned must be out of operation.
Normal running
1) The valve is in position 2 or 4, see fig 2, and the
element not in use is vented and ready to use
(standby).
Changing the filter

Warning!
1 Vent screw
Figure 1: Vent screws
2) the valve is in position 2 or 4, see fig 2, and the
element not in use is vented and ready to use 7) Dismantle the cover.
(standby).
8) Dismantle the filter housing cap.
Changing the filter 9) Remove the inner safety element. Clean the ele-
ment with detergent. Check that it is intact.
Warning! 10) Remove the outer elements.
Note!
3) Switch to position 3, fig 2, and wait 5 minutes. Our filter elements are of the disposable type.
Then continue to position 1 or 5, fig 2. Always change to new original filter.
4) Wait 2 minutes.
11) Clean the filter housing and the cap.
5) Open the vent screw on the filter out of service.
12) Check the seal in the cap. Change if needed.
6) Wait 20 minutes.
13) Assemble the filter in reverse order.
14) Switch to position 2 or 4 and vent the
exchanged element by means of the vent
screw.
1998.11.02
MAN Diesel & Turbo
Work Card 515-01.10
Page 3 (3) Lubricating oil filter
Edition 02
L16/24
Figure 2: Name plate for lubricating oil filter
1998.11.02
MAN Diesel & Turbo
Work Card 515-01.20
Page 1 (3) Lubricating oil, thermostatic valve
Edition 03
L16/24

Shut off fuel oil
Short Description
Inspection of thermostatic valve and replacement
of elements.
Related Procedure

Number : 1 51103 146 2/Engine
Data
1998.11.16
MAN Diesel & Turbo
515-01.20 Work Card
Lubricating oil, thermostatic valve Page 2 (3)
Edition 03
L16/24
Adjustment and maintenance 8) Mount the lock ring (1).

The thermostatic valve cannot be adjusted, and 9) Renew the gasket and mount the cover (2).
under normal working conditions maintenance is Tighten the bolt (1) according to page 500.40.
not required. However, in some cases it is neces-
sary to replace the element. Check the element
10) Place the element in a bucket of water -12° C
below the nominal rating and stir the water vigo-
rously with the element for 5 minutes (the sliding
valve should not be off its seat).
11) Next, place the element in water 10° C above
the nominal rating and stir vigorously for 5
minutes. The element should not be fully
stroked.
This is determined by immediately placing the ele-
ment back in the valve housing, and pushing the
element spider fully into its counterbore. If the
resistance of the sliding valve overtravel spring can
be felt, the element is fully stroked. Perform the last
step quickly before the element has cooled.
1 Bolt 2 Cover
Note!
3 Lock ring 4 element
Do not use oil as the test bath.
5 Sleeve
On every high temperature elements, water and gly-
Figure 1: Lubricating oil thermosatic valve col may be used.
Replacement of the element

Warning!
1) Unscrew the bolts (1) and remove the cover (2),
see fig 1.
2) Remove the lock ring (3)
3) Remove the sleeve and element (4 and 5).
4) Thoroughly clean the sleeve (5).
5) Replace it or check, see "check the element".
6) Remount the element (4) by wriggling it some-
what over side.
7) Mount the sleeve (5).
1998.11.16
MAN Diesel & Turbo
Work Card 515-01.20
Page 3 (3) Lubricating oil, thermostatic valve
Edition 03
L16/24
Figure 2: Placing of lubricating oil thermostatic valve
1998.11.16
MAN Diesel & Turbo
Work Card 515-01.90
Page 1 (2) Check of lubricating oil piping system
Edition 02
L16/24

Shut off fuel oil
Short Description
Check and examination of the lubricating oil piping
system.

Engine running.
Related Procedure

Number : 1
Data
1998.10.05
MAN Diesel & Turbo
515-01.90 Work Card
Check of lubricating oil piping system Page 2 (2)
Edition 02
L16/24
Health Risk!
Warning!
Health Risk!
Checks to be carried out

1) Examine the external connections for leaks.
2) Retighten all bolts and nuts in the external sys-
tem.
3) Check flexible oil vapour discharge hose con-
nections for leaks and damages.
Note!
free from paint and grease and in healthy con-
dition.
Concerning lubricating oil condition, see section

504.
1998.10.05
MAN Diesel & Turbo
Work Card 515-06.00
Page 1 (5) Lubricating oil cooler
Edition 03
L16/24

Shut off fuel oil
Short Description
Separation, cleaning and assembling. Replace-
ment of plates and gaskets.

Cooling water and lube oil have been drained from Ring and open end spanner, 10 mm
cooler/engine. All external pipes are disconnected. Ring and open end spanner, 55 mm
Adjustable spanner
Related Procedure

Number : 1
Data
1998.10.19
MAN Diesel & Turbo
515-06.00 Work Card
Lubricating oil cooler Page 2 (5)
Edition 03
L16/24
Introduction Upon completion of the procedure “Cooling and

Pressure Relief”, separate the frame by retaining
Cleaning of the cooler must take place, when the two or four diagonally placed bolts.
pressure drop on the oil and water side exceeds an
allowable value and/or if oil cannot be sufficiently Note!
cooled.
Take care that the pressure plate does not tilt!
Separation Loosen the bolts uniformly and diagonally (max. 10
mm at a time), then push the pressure plate
towards the end support. When the pressure plate
Cooling and pressure relief
is not tight anymore, the plates can be removed.
Before opening the plate heat exchanger, it must be
cooled down to below 40° C and be without pres- Note!
sure! When using plate heat exchangers on board ships,
The cooling must not exceed 10° C per minute. the pressure plate have to be secured in order to
The pressure drop must not exceed 10 bar per avoid danger during the movements of the ship.
minute.
Note! Cleaning
If these norms are exceeded, the guarantee will The capacity and corrosion resistance of the plate
cease to be valid. heat exchangers depend on the cleanness of the
plates. Any coating on the plates can be removed
manually.
Separation of edge-clamped frame
Mount the bolts, see fig 1 Manual cleaning
Clean the plates with a soft brush and a suitable
detergent. In case of dense coating of scale or
organic materials, the plates must be put in a bath
with detergent.
Note!
Never use a steel brush, metal scraper or the like.
A high-pressure cleaner can be used with care,
however, never with sand or other abrasives added.
Detergents
A detergent is suitable, if it will removes any coating
on the plates without causing any damage to plates
and gaskets.
Figure 1: Mounting of oil cooler in front-end box
1998.10.19
MAN Diesel & Turbo
Work Card 515-06.00
Edition 03
L16/24
Note! n : the molecular concentration of titration fluid
It is of great importance that decomposition of the m : The molecular weight of the cleaning fluid
protective film on the stainless steel does not take (NaOH) molecular weight 40, HNO3 molecular
weight 63)
place - the film preserves the corrosion resistance
of steel.
Do not use chlorine-containing agents such as Replacement of plates and gaskets
hydrochloricacid (HCI)!
Oil and fats are removed by using a water emulsify- Marking
ing oil solvent, e.g. BP-system cleaner. The plates are marked with material codes and ref-
Organic and greasy coatings are removed by using erence numbers at each end, plus codes for non-
sodium hydroxide (NaOH): glued gaskets, if any, and stamped with the letter V
and H at either end (Fig 1).
▪ max. concentration 1.5%
(1.5% concentration corresponds to 3.75 l 30% When facing the gasket, the plate is designated as
NaOH per 100 l water). a left plate, when letter V turns upwards - and as a
right plate when letter H turns upwards. Inlets and
▪ max. temperature 85° C.
outlets of the V-plates are taking place through the
Stone and lime/calcareous deposits are removed corner holes Nos 1 and 4. Inlets and outlets of the
by using nitric acid (HNO3): H-plates take place through corner holes Nos 2 and
▪ max. concentration 1.5% 3.
(1.5% concentration corresponds to 1.75 l 62%
HNO3 per 100 l water). Replacement of plates
▪ max. temperature 65° C. Before mounting a spare plate in the plate stack,
please make sure that the spare plate is identical
Note! with the faulty one.
The nitric acid has an important constructive effect
Note!
on the protective film of stainless steel.
The same corner holes must be opened and letters
V and H must be placed properly.
Control of cleaning fluid concentrations
Sodium hydroxide (NaOH) solution is tritrated with
0.1 n hydro-chloric acid (HCI) with methyl orange or
Replacement of glued gaskets
methyl red as indicator. On Plate 51506 stated are gasket and glue quan-
Nitric acid (HNO3) solution is titrated with 0.1 n tity.
sodium hydroxide (NaOH) with phenolphtalin as an Please use a degreasing agent on the new gaskets.
indicator. The first plate after the end cover and the connector
The concentration of the cleaning fluid in % can be grid must have gaskets in all grooves. The gaskets
calculated from the titration result using the follow- must be cut according to the existing gaskets.
ing formula: Loosen the glued gaskets by heating the plate in
water at 100° C. Clean the plates and remove the
coatings, if any.
Cleaning of new gaskets and plates

a : ml cleaning fluid taken out for titration
New gaskets and gasket grooves of the plates are
b : ml titration fluid used as cover cleaned with a cloth moistened with degreasing
agent. The glue surfaces must be absolutely clean -
without finger prints etc.
1998.10.19
MAN Diesel & Turbo
515-06.00 Work Card
Lubricating oil cooler Page 4 (5)
Edition 03
L16/24
Please use our cleaning fluid, which conforms to At 20° C the drying time will be approx. 48 hours.
suppliers recommendations. At 40° C, the drying time is approx. 24 hours.
Alternatively, please use:
▪ Trichloroethylene Assembling
▪ Chlorothene VG If the plates are dismounted, they must be properly
assembled according to plate item numbers.
▪ Acetone
The fixed cover has number 1 and serial numbers
▪ Methyl ethyl ketone for the subsequent plates, and intermediate frames,
▪ Ethylacetat if any, are numbered 2, 3, 4, 5 etc.
It is important that all degreasing agent has evapo-
rated, before the glue is applied. This will normally
take approx. 15 min. at 20° C.
Clean the new gaskets on the glued surfaces with
fine-grained sandpaper instead of the degreasing
agent supplied.
Gluing
Pliobond 25, which is a solvent-based nitrile rubber
glue (25% solids). The glue is applied with a brush
in a thin layer on the backs of the gaskets and the
gaskets must be dried in a clean place free of dust.
Apply a thin layer of glue on the gasket grooves of
the plates and press the gaskets down into the gas-
ket grooves.
The insertion of the gaskets starts at both ends of
the plate - and continues with the straight sections Figure 2: .
along the edges.
Serial numbers are stamped in the right top corner
The gluing process is most easily performed by
of the plates. Further, please note that the gasket
placing the gaskets and the plates on a table. After
side must face the fixed cover.
pressing the gaskets into the grooves of the plate, it
is stacked.
The plates with the gaskets are mounted in the
frame which is lightly clamped. In the case of using
rubber grooves, they are assembled to the mini-
mum measure stated on the engine sign plus 0.2
mm per plate.
Heat up the plate heat exchanger to 90-100° C by
means of water or steam.
Please note
▪ The temperature must be kept for 1½-2 hours.
▪ The liquid pressure must be kept as low as pos-
sible.
If there is no possibility of heating the plate heat
exchanger, it must be placed in a place as warm as
possible with connections dismounted. Figure 3: Measuring x
1998.10.19
MAN Diesel & Turbo
Work Card 515-06.00
Edition 03
L16/24
Fastening
Fasten the nuts crosswise until the movable cover
to the measure x at each nut.
Cyl. x mm
5 82.5
6 86.3
7 100.0
8 117.3
9 131.1
1998.10.19
MAN Diesel & Turbo
Work Card 515-15.00
Page 1 (3) Centrifugal bypass filter
Edition 07
L16/24

Shut off fuel oil
Short Description
Cleaning procedure, cleaning intervals. Mainte-
nance intervals and procedures.

Big adjustable spanner
With the engine stopped or filter
isolated by means of a valve Tools for cleaning
Related Procedure

Number : 1 51515 301 1/Filter
51515 313 1/Filter
51515 325 1/Filter
Data
2013.01.22
MAN Diesel & Turbo
515-15.00 Work Card
Centrifugal bypass filter Page 2 (3)
Edition 07
L16/24
Cleaning procedure 6) Remove sludge from inside the rotor by means

of a spatula and wipe clean. Ensure that all
1) Isolate the filter by closing the valve for lubricat- rotor components are throughly cleaned and
ing oil inlet to the filter. free from deposits of dirt before reassembling
Warning! the rotor.
Use protective gloves Note!
2) Slacken cover clamp ring (266). Unscrew cover Failure to do so could cause an out-of-bal-
fixing nut and lift off cover (038). ance condition which will accelerate bearing
and spindle wear.
3) Lift off rotor assembly having allowed oil to drain
from nozzles. The rotor should be removed and 7) Clean nozzle with brass wire. Examine top and
replaced on the spindle with extreme care in bottom bearings in tube assembly. If damaged
order to ensure that the bearings are not dam- or worn - replace tube assembly complete.
aged. Examine O-ring and renew if damaged.
4) Unscrew rotor cover nut (026) and separate 8) Replace paper insert (if mounted)
rotor. 9) Reassemble rotor complete and tighten top nut.
Note!
Ensure that rotor cover and rotor body are
always matched by balance number and pin
location. Do not interchange rotor cover.
10) Examine spindle journals. If damaged or worn -
replace with body assembly complete.
11) Reassemble filter complete checking that rotor
revolves freely. Then replace filter body cover
Tighten cover nut and secure safety clamp. The
clamp ring should be securely fitted at all times
and the filter should not be run without the
clamp ring fitted.
12) Open for lubricating oil.
13) With filter running, check all joints for leakage.
Check for excessive vibration.
026 Cover nut 038 Cover
075 Stand tube 266 Cover clamp ring Maintenance - Bearings and spindles
Figure 1: Centrifugal bypass filter All rotors are correctly balanced before leaving the
factory. An out-of-balance condition can occur as a
5) Remove stand tube (075) and clean. result of an uneven build up of sludge in the rotor or
as a result of excessive bearing or spindle wear.
2013.01.22
MAN Diesel & Turbo
Work Card 515-15.00
Page 3 (3) Centrifugal bypass filter
Edition 07
L16/24
Dependent on the conditions, wear will eventually
take place on the spindle and bearings and these
should be replaced with factory fitted assemblies
only.
To check bearing clearances

This is most easily done by applying a dial gauge to
the outside of the rotor opposite each bearing in
turn and measuring the total play, thus:
14) Apply dial gauge and measure play.
15) Turn rotor 90° and repeat measurement.
16) Re-apply dial gauge at 90° to previous position
and repeat.
17) Turn rotor 90° and repeat.
The highest reading is the play in the bearing.
The maximum clearances when new are 0.08 mm
at top and 0.06 mm at bottom bearing. If the clear-
ance exceeds 0.25 mm top or 0.2 mm bottom then
check the sizes of the individual components and
replace as necessary.
Spindle top journal diameter 14.98 mm Min
Spindle bottom journal diameter 21.63 mm Min
Top bearing bore diameter 15.06 mm Max
Bottom bearing bore diameter 21.69 mm Max
The spindle and body assembly and the rotor bear-

ing tube assembly are factory assembled items and
should only be replaced with complete assemblies.
2013.01.22
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Pump 51501-06H
L16/24
08028-0D/H5250/94.08.12
06.32 - ES0
MAN Diesel
Plate
51501-06H Lubricating Oil Pump Page 2 (2)
L16/24
Item Item
031 1/E Lubricating oil pump, Smøreoliepumpe, kom-

comp. 5-6 cyl. engine plet 5-6 cyl. motor
incl. item 055, 079, 092, incl. item 055, 079, 092,
102, 114, 126, 151, 175, 102, 114, 126, 151, 175,
187, 199 187, 199
043 1/E Lubricating oil pump, Smøreoliepumpe, kom-

comp. 7-9 cyl. engine plet 7-9 cyl. motor
incl. item 055, 080, 092, inkl. item 055, 080, 092,
102, 114, 138, 163, 175, 102, 114, 138, 163, 175,
187, 199 187, 199
055 3/P Cylindrical pin Cylindrisk stift
067 6/P Screw Skrue
079 1/P Pump housing, Pumpehus,

complete komplet
5-6 cyl. engine 5-6 cyl. motor
080 1/P Pump housing, Pumpehus,

complete komplet
092 1/P Cover Dæksel
102 4/P Bush Bøsning
114 6/P Screw Skrue
126 1/P Gear wheel, Tandhjul,




175 1/P Cylindrical gear Cylindrisk tandhjul

wheel
187 1/P Washer Skive
199 1/P Screw Skrue

08028-0D/H5250/94.08.12
06.32 - ES0
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Filter 51502-17H
L16/24
050
037 025
216
049
Front-end box,
see Plate 51103
049
216
025
204
170
182
133
145
169
194
300
157 312
182
204 324
062 289
013
277 086
253
108
08028-0D/H5250/94.08.12
013 049 241

289 253
277 228
086 098
336
098 241
108 228 121
09.18 - ES0
MAN Diesel
Plate
51502-17H Lubricating Oil Filter Page 2 (2)
L16/24
Item Item
013 2/E Filter cartridge Filterindsats
037 8/E Screw Skrue
050 2/E Cover, complete incl. Dæksel, komplet inkl.

item 216 item 216
062 2/E Safety filter Sikkerhedsfilter
086 2/E Cover, complete Dæksel, komplet
098 8/E Screw Skrue
108 2/E Covering, complete Skærm for dæksel,

incl. item 228, 241, komplet inkl. item 228,
253 241, 253
121 6/E Screw Skrue
133 1/E Shaft Aksel
145 1/E Shaft Aksel
170 1/E Plate Plade
194 1/E Plate Plade
204 6/E Screw Skrue
216 2/E Guide ring Styrering
228 2/E Cover Skærm
241 2/E Screw Skrue
289 2/E Screw Skrue

08028-0D/H5250/94.08.12
300 1/E Lever Arm
312 1/E Latch pin Låsestift
324 1/E Spring pin Fjederstift
336 1/E Plate Skilt
09.18 - ES0
MAN Diesel
Plate
Page 1 (2) Prelubricating Pump 51504-04H
L16/24
99.07 - ES0
MAN Diesel
Plate
51504-04H Prelubricating Pump Page 2 (2)
L16/24
Item Item
014 1/P Front cover Fordæksel 516 1/E Ball bearing, rear Kugleleje, bagside
026 1/P Joint Pakning 528 1/E Ball bearing, front Kugleleje, forside
038 1/P Pump casing Pumpehus
051 8/P Screw Skrue
063 1/P Socket Muffe
075 1/P Set screw Sætskrue
087 2/P Counter flange, Modtryksflange,

complete komplet
099 2/P Joint Pakning
109 1/P Joint Pakning
110 1/P Rear cover Endedæksel
122 2/P Idler rotor, only avai- Friløbsrotor, kun tilgæn-

lable together with gelig sammen med
item 217 item 217
134 1/P Regulating screw Reguleringsskrue
146 1/P Retaining ring Låsering
158 1/P Valve cover Ventildæksel
171 1/P Sealing washer Pakning
195 1/P Valve spring Ventilfjeder
205 1/P Valve piston Ventilstempel
217 1/P Power rotor, only Drivrotor, kun tilgæn-

available together gelig sammen med
with item 122 item 122
229 1/P Drip ring Dræn
230 1/P Shaft seal, Akseltætning,

complete komplet
242 1/E Pump, complete Pumpe, komplet

with el-motor med el-motor
08028-0D/H5250/94.08.12
374 1/E Pump, complete Pumpe. komplet

without el-motor uden el-motor
494 1/E El-motor, El-motor,

complete komplet
99.07 - ES0
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Cooler 51506-10H
L16/24
064 015
076 027
172 039
184 040
196 052
206
218
040
088
111
Mandrel, 159
see plate 52015
231 135
123 147 160
243 483 529
495 530
505 542
517 554
08028-0D/H5250/94.08.12
Note: when ordering plates, please state the

serial numbers of the plates. The serial numbers
of the plates can be found in the top right-hand
corner of the plates. (See working card 515-06.00)
Husk: Ved bestilling af plader angives serienum-

meret på pladen. Serienummeret er stemplet I
toppen af pladen til højre. (Se arbejdskort 515-06.00)
06.48 - ES0
MAN Diesel
Plate
51506-10H Lubricating Oil Cooler Page 2 (2)
L16/24
Item Item
015 1/K Plate Plade 495 10/K Screw Skrue

7 cyl. engine 7 cyl. engine
027 4/K O-ring O-ring
039 14/K Screw Skrue 8 cyl. engine 8 cyl. motor
040 4/K O-ring, oval O-ring, oval 517 10/K Screw Skrue
052 8/K Screw Skrue
529 /I Plate Plade
064 1/K Plug screw Propskrue 6 cyl. engine 6 cyl. motor
076 1/K Packing ring Pakningsring 530 /I Plate Plade

088 1/K Plate Plade
542 /I Plate Plade
111 1/K Plate Plade 8 cyl. engine 8 cyl. motor
123 10/K Self locking nut Selvlåsende møtrik 554 /I Plate Plade
135 10/K Washer Skive

159 /I Gasket Pakning
160 /I Plate Plade

172 1/E Lubricating oil Smøreoliekøler,

cooler, 5 cyl. motor
5 cyl. engine

6 cyl. engine

7 cyl. engine

8 cyl. engine

9 cyl. engine
231 /I Glue Lim

08028-0D/H5250/94.08.12
243 /I Cleaning fluid Rensevædske

Qty/K = Qty/Cooler Qty/K = Qty/Køler
06.48 - ES0
MAN Diesel
Plate
Page 1 (2) Pressure Regulating Valve 51507-04
L16/24
Centrifugal by-pass filter,

see plate 51515 022
034
213+ 249 046
225 071
083
237
058
129
201
117
191
Front-end box,
010 see plate 51103
130
178
058
154
166 105
095
08028-0D/H5250/94.08.12
083
142 071
10.16 - ES0 - Tier II

MAN Diesel
Plate
51507-04 Pressure Regulating Valve Page 2 (2)
L16/24
Item Item
010 1/E Bracket for by-pass Konsol for centrifugal

centrifugal filter by-pass filter
071 8/E Screw Skrue
083 8/E Spring washer Fjederskive
105 1/E Piston Stempel
130 1/E Thrust piece Trykstykke
154 1/E Setting screw Skrue
166 1/E Nut Møtrik
178 1/E Covering plate Dækselplade
213+ 1/E Flange Flange
237 4/E Screw Skrue
249 1/E Expander Prop
+ To be used if cen- + Anvendes hvis ikke

trifugal by-pass filter centrifugal by-pass
is not mounted filter er monteret
08028-0D/H5250/94.08.12
10.17 - ES0 - Tier II

MAN Diesel
Plate
Page 1 (2) Centrifugal By-pass Filter 51515-02H
L16/24
171
266 110 134
291 195
278 122
158
337
146
229
183
242
109
230
075
205
217
08028-0D/H5250/94.08.12
014
254 026 099
051 087
038 063
07.27 - ES0
MAN Diesel
Plate
51515-02H Centrifugal By-pass Filter Page 2 (2)
L16/24
Item Item
014 1/F Body , complete incl. Sokkel, komplet inkl. 291 1/F Stiffner plate Plade
item 026, 038, 051, 063, item 026, 038, 051, 063,
075, 087, 099, 109 075, 087, 099, 109 301 1/F Cover nut fixing kit, Dækselmøtrikskit, inde-
consisting of item 134, holdende item 134, 146,
026 1/F Valve body Ventilsokkel 146, 158, 171 158, 171
038 1/F Valve handle Ventilhåndtag 313 1/F Valve kit, consisting Ventilkit, indeholdende
of item 026, 038, 051, item 026, 038, 051, 063,
051 1/F Nyloc nut Møtrik 063, 075, 087 075, 087
063 1/F Valve adaptor Ventiladapter 325 1/F Seals kit, consisting Tætningskit, indehold-
of item 087, 099, 109, ende item 087, 099,
075 1/F Valve stop Ventilstop 158, 242 109, 158, 242
087 1/F Valve seal Ventiltætning 337 1/E Centrifugal by-pass Centrifugal by-pass fil-
filter, complete as ter, komplet som vist på
099 1/F Flange gasket Flangepakning shown on front page forsiden
109 1/F Filter body O-ring Filtersokkel O-ring
110 1/F Cover, complete incl. Dæksel, komplet inkl.

item 122, 134, 146, item 122, 134, 146,
158, 171 158, 171
122 1/F Cover Dæksel
134 1/F Cover nut pin Stift for dækselmøtrik
146 1/F Cover fixing nut Dækselmøtrik
158 1/F Cover nut O-ring Dækselmøtrik O-ring
171 1/F Cover nut collar Dækselmøtrik muffe
183 1/F Band clamp Spændering
195 1/F Rotor, complete incl. Rotor, komplet inkl. item

item 205, 217, 229, 205, 217, 229, 230, 242,
230, 242, 254, 266, 254, 266, 278, 291
278, 291
205 1/F Nozzle Dyse
217 1/F Bearing tube Lejerør
229 1/F Stand tube Standrør
230 1/F Circlip Låsering
242 1/F Rotor O-ring Rotor O-ring

08028-0D/H5250/94.08.12
254 1/F Pin Stift
266 1/F Rotor cover nut Rotordækselmøtrik
278 1/F Paper insert Papirindsats
Qty/F = Qty/Filter Qty/F = Qty/Filter
07.27 - ES0
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Separator 51530-02H
L16/24
08028-0D/H5250/94.08.12
99.06 - ES0
MAN Diesel
Plate
51530-02H Lubricating Oil Separator Page 2 (2)
L16/24
Item Item
041 4/E Nut Møtrik
053 4/E Stud Tap
077 2/E Screw Skrue
089 2/E Screw Skrue
090 1/E Bow Bøjning
112 8/E Screw Skrue
136 1/E Insert Indsats
148 1/E Housing Hus
161 1/E Lubricating oil separa- Smøreolieseparator,

tor, complete as shown komplet som vist på
on front page forsiden
08028-0D/H5250/94.08.12
99.06 - ES0
MAN Diesel
Plate
Page 1 (2) Crankcase Venting 51531-05H
L16/24
011
08028-0D/H5250/94.08.12
07.44 - ES0
MAN Diesel
Plate
51531-05H Crankcase Venting Page 2 (2)
L16/24
Item Item
011 1/E Venting pipe Udluftningsrør
08028-0D/H5250/94.08.12
07.44 - ES0
MAN Diesel
Plate
Page 1 (2) Prelubricating Oil Arrangement 51535-02H
L16/24
08028-0D/H5250/94.08.12
00.14 - ES0
MAN Diesel
Plate
51535-02H Prelubricating Oil Arrangement Page 2 (2)
L16/24
Item Item
037 1/E Adjustable straight Justerbar

male stud coupling ligeforskruning
049 1/E Male stud coupling Vinkelforskruning
062 1/E Straight male Ligeforskruning

stud coupling
074 1/E Equal tee coupling, T-forskruning,

complete komplet
086 1/E Pipe Rør
098 2/E Adjustable elbow Justerbar vinkel
108 1/E Non-return valve Kontraventil
121 1/E Reducing adaptor Reduktionsadapter
133 1/E Non-return valve Kontaventil
145 2/E Threaded sleeve Bøsning
169 1/E Bleeding screw Skrue
170 1/E Pipe Rør
182 1/E Pipe Rør
194 1/E Pipe Rør
204 2/E Screw Skrue
08028-0D/H5250/94.08.12
00.14 - ES0
516/616
MAN Diesel
Description 516.01
Page 1 (1) Internal Cooling Water System Edition 04H
L16/24
The cooling water system consists of a low tempe-

rature system and a high temperature system.
Both the low and the high temperature systems are

cooled by treated water.
The water in the low temperature system passes

through the low temperature circulating pump which
drives the water through the second stage of the
charge air cooler and then through the lubricating
oil cooler before it leaves the engine together with
the high temperature water.
The high temperature cooling water system

passes through the high temperature circulating
pump and then through the first stage of the charge
air cooler before it enters the cooling water jacket
and the cylinder head. Then the water leaves the
engine with the low temperature water.
Both the low and high temperature water leaves the

engine through separate three-way thermostatic
valves which control the water temperature.
It should be noted that there is no water in the en-

gine frame.
Fig 1 Integral cooling water system.
Thermostatic Valves
The thermostatic valves are fully automatic three-

way valves with thermostatic elements set at fixed
temperatures.
08028-0D/H5250/94.08.12
99.03 - ES0
MAN Diesel & Turbo
Work Card 516-01.90
Page 1 (2) Check of Cooling Water System
Edition 02
L16/24

Shut off fuel oil
Short Description
Check of cooling water system.

Engine is running
Related Procedure

Number : 1
Data
1998.10.05.
MAN Diesel & Turbo
516-01.90 Work Card
Check of Cooling Water System Page 2 (2)
Edition 02
L16/24
Health Risk!
Warning!
Health Risk!
Checks to be carried out

1) Examine the cooling water connetions for leaks.
2) Check flexible connections for leaks.
free from paint and grease and in healthy condi-
tion.
3) Check O-rings in water connections between
cylinder covers and also between cylinder cov-
ers and front-end box
4) Check the condition of the outmost of the two
O-rings (which makes up the tightening
between the water jacket and the combustion
space) by means of the inspection holes in the
cylinder cover.
Concerning check of the fresh water condition, see
section 504.
1998.10.05.
MAN Diesel & Turbo
Work Card 516-04.00
Page 1 (2) Cooling Water, Thermostatic Valve
Edition 02
L16/24

Shut off fuel oil
Short Description
Inspection of thermostatic valve and replacement
of elements.

Top / Extension / Ratchet 19 mm
Cooling water drained from engine
(if necessary) Pliers for lock ring
Sealing paste
Related Procedure

Number : 1 51605 098 2/4/E
Data
2011.03.28.
MAN Diesel & Turbo
516-04.00 Work Card
Cooling Water, Thermostatic Valve Page 2 (2)
Edition 02
L16/24
General 7) Clean the sealing surfaces of the casing.

Tighten bolts according to page 500.40.
The thermostatic valves cannot be adjusted, and
under normal conditions maintenance is not
required. However, in some cases it is necessary to
clean or replace elements
Replacement of elements
Warning!
1) Remove the casing by unscrewing bolts (1), see
fig 1.
2) Remove lock ring (2).
3) Remove element (4) from the casing.
4) Thoroughly clean sleeve (3).
Figure 2: Seen from front end of the engine
1 Bolt 2 Lock ring

3 Sleeve 4 Element
Figure 1: Cooling water thermostatic valve
5) Remount a new element (4) by wriggling it

somewhat over side.
6) Mount lock ring (2) in the recees.
2011.03.28.
MAN Diesel & Turbo
Work Card 516-10.00
Page 1 (3) HT and LT Water Pumps
Edition 01
L16/24

Shut off fuel oil
Short Description
Disassembly, overhaul and assembly of HT and LT
pumps.

Cooling water drained from engine (if necessary)
Related Procedure

Number : 1 51610 010 4/E
51610 022 2/E
51610 095 2/E
Data 51610 250 1/E
1998.10.05.
MAN Diesel & Turbo
516-10.00 Work Card
HT and LT Water Pumps Page 2 (3)
Edition 01
L16/24
HT and LT water pumps Disassembling of the pump

After the cooling water thermostat casing is 1) Remove the screw (2), see fig 2 and pull of the
removed the cooling water pumps can be dismoun- washer (3) and spur wheel (4).
ted. 2) Remove the bolt (5) and the cover (6).
Warning! 3) Remove the nut (7) with disc (8), then remove
impeller (9) and the slide ring joint (10).
4) Take out the lock ring (11), then pull out the
1) Remove the screws (1), see fig. 1 and pull out shaft (12) with bearings (13) and (14) and the
the pump by means of the spring bolts. shaft seal (15).
Inspection of the pump

1) Inspect the shaft for seizures after removing the
shaft seal and bearings, also inspect the impel-
ler for pittings and caviations. Clean all parts
carefully.
Assembling of the pump

1) Fit new bearings (13) and (14) together with a
new shaft seal (15).
2) Mount the shaft in the housing and lock it with
the lock ring (11).
3) Fit the spur wheel (4) and washer (3) with the
1 Casing 2 Screw screw (2) and tight it according to page 500.40.
3 Washer 4 Spur wheel 4) Fit the spur wheel (4) and washer (3) with the
5 Screw 6 Cover screw (2) and tight it according to page 500.40.
7 Nut 8 Disc 5) Mount the cover (6) with the screw (5) and tight
9 Impeller 10 Slide ring joint
them according to page 500.40.
11 Lock ring 12 Shaft 6) Fit new o-rings on the pump housing and pump
cover, then mount the pump in the front end
13 Ball bearing 14 Lock rin
box with the screws (1), see fig. 1 and tight
15 Shaft seal 16 Thrust washer them according to page 500.40.
17 Ball bearing 18 O-ring
19 O-ring
Figure 1: HT and LT water pumps
1998.10.05.
MAN Diesel & Turbo
Work Card 516-10.00
Page 3 (3) HT and LT Water Pumps
Edition 01
L16/24
Figure 2: HT and LT water pumps
1998.10.05.
MAN Diesel & Turbo
Plate Mounting of Cooling Water Thermostatic Elements

Page 1 (2) (without LT Pump and LT Thermostat) 51605-10
L16/24
050
169
170 098
025 074
013 108
086
216
182
037 194
049
157
204
145 133
121
12.41 - ES0 - Tier II

MAN Diesel & Turbo
Mounting of Cooling Water Thermostatic Elements Plate

51605-10 (without LT Pump and LT Thermostat) Page 2 (2)
L16/24
Item Item
037 1/E Housing (1-string) Hus (1-streng)
049 1/E Housing (2-string) Hus (2-streng)
050 2/E Thermostatic ele- Termostatelement

ment for HT cooling for HT kølevand
water
108 2/E Screw Skrue
121 4/E Closing cover Dæksel
133 8/E Screw (1-string) Skrue (1-streng)
145 2/E Flange (1-string) Flange (1-streng)
157 2/E Gasket (1-string) Pakning (1-streng)
204 Closing cover Dæksel

1/E 1-string 1-streng
5/E 2-string 2-streng
12.41 - ES0 - Tier II

MAN Diesel
Plate
Page 1 (2) High- and Low Temperature Freshwater Pumps 51610-11H
L16/24
129
010
095
130
250
105
201 117
191 237
142
166
154
225
213
071
08028-0D/H5250/94.08.12
058
046
178
034
083
09.07 - ES0
MAN Diesel
Plate
51610-11H High- and Low Temperature Freshwater Pumps Page 2 (2)
L16/24
Item Item
034 1/P Depp groove ball Radialkugleleje

bearing
046 1/P Ball bearing Kugleleje
058 1/P Retaining ring Sikringsring
071 1/P Retaining ring Sikringsring
083 1/P Shaft seal Pakdåse
095 1/P Slide ring joint Roterende pakning
105 2/E Freshwater pump, Ferskvandspumpe,

complete as shown komplet som vist
on front page på forside
117 4/P Screw Skrue
129 1/P Pump housing Pumpehus
130 1/P Impeller Løbehjul
142 1/P Cover Dæksel
154 4/P Screw Skrue
166 4/P Lock washer Låseskive
178 1/P Shaft, Aksel,

incl. item 191 and 201 inkl. item 191 og 201
191 1/P Self locking nut Selvlåsende møtrik
201 1/P Disc Skive
213 1/P Spur gear Cylindrisk tandhjul
225 1/P Washer Skive
237 1/P Screw Skrue
249 /I Loctite Loctite

08028-0D/H5250/94.08.12
Qty./P = Qty./Pump Qty./P = Qty./Pumpe
Qty./I = Qty./Individual Qty./I = Qty./Individuelt
09.07 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Cooling Water Pipe to Expansion Tank 51626-02
L16/24
199
187
175
163
222
102
092
151
258 317
138
271
209
210
080
222
067
079
283
234
295
114 246 126 317 305
10.40 - ES0 - Tier I - Tier II (5-6L16/24)

MAN Diesel & Turbo
Plate
51626-02 Cooling Water Pipe to Expansion Tank Page 2 (2)
L16/24
Item Item
067 1/E Cooling water pipe Kølevandsrør
114 Support Holder
126 Support Holder
138 Bracket Konsol
151 Solenoid valve Magnetventil
163 Gasket Pakning
175 Non return valve Kontraventil
187 Flange Flange
199 Bolt Bolt
209 Pipe clamp Rørbøjle
210 Bolt Bolt
222 Connecting piece Forbindelsesstykke
234 Screw Skrue
246 Gasket Pakning
258 Nut Møtrik
271 Disc Skive
283 Nut Møtrik
295 Pipe clamp Rørbøjle
305 Connecting piece Forbindelsesstykke
317 Pipe connection Rørforbindelse
10.40 - ES0 - Tier I - Tier II (5-6L16/24)

MAN Diesel
Plate
Page 1 (2) Cooling Water Connections 51630-10H
L16/24
S1
094 104 021
045
069
094
104
021
045
069
S1
S1 - S1 128 141 116 070 165 116 094

104
033
021
045
069
094
104
033
021
045
069
10.06 - ES0
MAN Diesel
Plate
51630-10H Cooling Water Connections Page 2 (2)
L16/24
Item Item
045 2/E Screw Skrue
069 2/E Lock washer Låseskive
070 2/C Sleeve Bøsning
094 2/E Stud Tap
104 2/E Nut Møtrik
116 4/C Seal ring Tætningsring
128 2/C Clamp Spændestykke
141 2/C Seal ring Tætningsring
153 2/C Intermediate piece, Mellemstykke,

complete incl. item komplet inkl. item
070, 116, 128, 141 070, 128, 141 og
and 165 165
165 2/C Sleeve Bøsning
10.06 - ES0
Special equipment
517/617
MAN Diesel
Kit
Page 1 (2) Kit for Inspection of Fuel Valve (L'Orange) 51701-03
L16/24
015
See working card 514-01.10
104
022
033
094
274
457
08028-0D/H5250/94.08.12
046 274
10.07
MAN Diesel
Kit
51701-03 Kit for Inspection of Fuel Valve (L'Orange) Page 2 (2)
L16/24
Item
015 1/V Kit for fuel valve, complete

consisting of:
2/V O-ring Plate 51402 Item 033
2/V Cylindrcal pin Plate 51402 Item 094
1/C O-ring Plate 51404 Item 022

1/P O-ring Plate 51401 Item 457
08028-0D/H5250/94.08.12
Qty/V = Qty/Valve
Qty/P = Qty/Pump
10.07
MAN Diesel
Kit
Page 1 (2) Kit for Inspection of Fuel Valve (Woodward) 51701-04
L16/24
015
104
022
033
094
274
457
08028-0D/H5250/94.08.12
046 274
10.07
MAN Diesel
Kit
51701-04 Kit for Inspection of Fuel Valve (Woodward) Page 2 (2)
L16/24
Item
015 1/V Kit for fuel valve, complete

consisting of:
2/V Cylindrcal pin Plate 51402 Item 094

08028-0D/H5250/94.08.12
Qty/V = Qty/Valve
Qty/P = Qty/Pump
10.07
MAN Diesel & Turbo
Plate
Page 1 (2) Kit for Overhaul of Fuel Valve 51702-03
L16/24
(1000 rpm)
015
104
033 022
094
273
274
457
08028-0D/H5250/94.08.12
046 274

MAN Diesel & Turbo
Plate
51702-03 Kit for Overhaul of Fuel Valve Page 2 (2)
L16/24
(1000 rpm)
Item
015 Kit for fuel valve, complete

consisting of:
2 O-ring Plate 51402 Item 033
2 Cylindrcal pin Plate 51402 Item 094
1 Injection nozzle, 1000 rpm engine Plate 51402 Item 273
Please Note that this is a kit supply, and that

any exceeding number of o-rings and gaskets
are not accepted as return goods.
08028-0D/H5250/94.08.12

MAN Diesel & Turbo
Plate
L16/24
(1200 rpm)
015
104
033 022
094
021
274
457
08028-0D/H5250/94.08.12
046 274

MAN Diesel & Turbo
Plate
L16/24
(1200 rpm)
Item

consisting of:

08028-0D/H5250/94.08.12

MAN Diesel & Turbo
Plate
L16/24
(1000 rpm)
015
104
033 022
094
273
274
457
08028-0D/H5250/94.08.12
046 274
10.45 - ES0, Woodward

MAN Diesel & Turbo
Plate
L16/24
(1000 rpm)
Item

consisting of:

08028-0D/H5250/94.08.12

MAN Diesel & Turbo
Plate
L16/24
(1200 rpm)
015
104
033 022
094
021
274
457
08028-0D/H5250/94.08.12
046 274

MAN Diesel & Turbo
Plate
L16/24
(1200 rpm)
Item

consisting of:


08028-0D/H5250/94.08.12

MAN Diesel & Turbo
Plate
Page 1 (2) Kit for Complete Cylinder Unit Exchange 51703-02
L16/24
045
022 See working card 505-01.55

457
274
046
104
033a
014
033b
027
033b
243
231
11.41 - ESO, Woodward

MAN Diesel & Turbo
Plate
51703-02 Kit for Complete Cylinder Unit Exchange Page 2 (2)
L16/24
Item
No Qty Designation Where to find in the engine instruction book
045 Kit for cylinder unit exchange, complete

consisting of:
2 O-ring Plate 51402 Item 033a

6 Seal ring Plate 51630 Item 033b

11.41 - ESO, Woodward

MAN Diesel & Turbo
Plate
Page 1 (2) Kit for Complete Cylinder Unit Exchange 51703-05
L16/24
045
022 See working card 505-01.55

457
274
046
104
033a
014
033b
027
033b
243
231
11.41 - ESO, L'orange

MAN Diesel & Turbo
Plate
51703-05 Kit for Complete Cylinder Unit Exchange Page 2 (2)
L16/24
Item
045 Kit for cylinder unit, complete

consisting of:


11.41 - ESO, L'orange

MAN Diesel & Turbo
Plate
Page 1 (2) Kit for Cylinder Unit 51704-06
L16/24
021
457
274
033a
116/
033b
116/
033b

MAN Diesel & Turbo
Plate
51704-06 Kit for Cylinder Unit Page 2 (2)
L16/24
Item
021 Kit per cylinder unit
1 Sealing ring Plate 50610 Item 031

4 Seal ring Plate 51630 Item 116
Please Note that this is a kit supply, and that any exceeding number of o-rings and gaskets are not accepted as return goods.

MAN Diesel & Turbo
Plate
Page 1 (2) Kit for Cylinder Unit 51704-07
L16/24
OK 021
457
274
033a
116/
033b
116/
033b
12.18 -ES0, L'Orange

MAN Diesel & Turbo
Plate
51704-07 Kit for Cylinder Unit Page 2 (2)
L16/24
Item
021 Kit per cylinder unit
1 Sealing ring Plate 50610 Item 031


Please Note that this is a kit supply, and that any exceeding number of o-rings and gaskets are not accepted as return goods.

MAN Diesel
Kit
Page 1 (2) Kit for renewal of Piston Rings 51706-02
L16/24
093*
103*
127*
See Working Card 506-01.05
* Please order item 012
09.12
MAN Diesel
Kit
51706-02 Kit for renewal of Piston Rings Page 2 (2)
L16/24
Item
012 1/C Kit for renewal of piston rings,

incl item 093, 103, and 127 Plate 50601
1/C Piston ring Plate 50601 Item 093
1/C Piston ring Plate 50601 Item 103
1/C Oil scraper ring Plate 50601 Item 127

09.12
MAN Diesel & Turbo
Plate
Page 1 (2) Kit for renewal of Piston Rings and Flame Ring 51706-07
L16/24
093*
103*
127*
092*
11.03 - EO0
MAN Diesel & Turbo
Plate
51706-07 Kit for renewal of Piston Rings and Flame Ring Page 2 (2)
L16/24
Item
061 Kit per renewal of piston rings and flame ring for one piston/cylinder,
complete consisting of:
1 Piston ring Plate 50601 Item 093
1 Piston ring Plate 50601 Item 103
1 Oil scraper ring Plate 50601 Item 127
1 Flame ring Plate 50610 Item 092
11.03 - EO0
MAN Diesel
Kit
Page 1 (2) Kit for High and Low Temperature Freshwater Pumps 51710-03
L16/24
See Working Card 516-10.00 010*
095*
250*
201* 117*
191* 237*
166*
154*
225*
071*
058*
046*
178*
034*
083* * Please order item 291
09.42
MAN Diesel
Kit
51710-03 Kit for High and Low Temperature Freshwater Pumps Page 2 (2)
L16/24
Item
291 1/P Kit for freshwater pump,

incl item 010, 034, 046, 058, 071, 083, Plate 51610
095, 117, 154, 166, 178, 191, 201, 225,
237 and 250
1/P Depp groove ball bearing Plate 51610 Item 034
1/P Ball bearing Plate 51610 Item 046
1/P Retaining ring Plate 51610 Item 058
1/P Retaining ring Plate 51610 Item 071
1/P Shaft seal Plate 51610 Item 083
1/P Slide ring joint Plate 51610 Item 095
4/P Screw Plate 51610 Item 117
4/P Lock washer Plate 51610 Item 166
1/P Shaft Plate 51610 Item 178
1/P Self locking nut Plate 51610 Item 191
1/P Disc Plate 51610 Item 201
1/P Washer Plate 51610 Item 225

Qty/P = Qty/Pump
09.42
MAN Diesel & Turbo
Kit Kit for Upgrading of

Page 1 (2) High and Low Temperature Freshwater Pumps 51710-05
L16/24
See Working Card 516-10.00 010*
095*
130*
250*
201* 117*
191* 237*
166*
154*
225*
071*
058*
046*
178*
034*
083* * Please order item 313
12.49
MAN Diesel & Turbo
Kit for Upgrading of Kit

51710-05 High and Low Temperature Freshwater Pumps Page 2 (2)
L16/24
Item
313 Kit per upgrading of freshwater pump,

incl item 010, 034, 046, 058, 071, 083,
095, 117, 130, 154, 166, 178, 191, 201, 225,
237 and 250
1 Deep groove ball bearing Plate 51610 Item 034
1 Ball bearing Plate 51610 Item 046
1 Retaining ring Plate 51610 Item 058
1 Retaining ring Plate 51610 Item 071
1 Shaft seal Plate 51610 Item 083
1 Slide ring joint Plate 51610 Item 095
4 Screw Plate 51610 Item 117
1 Impeller Plate 51610 Item 130
4 Lock washer Plate 51610 Item 166
1 Shaft Plate 51610 Item 178
1 Self locking nut Plate 51610 Item 191
1 Disc Plate 51610 Item 201
1 Washer Plate 51610 Item 225

is not accepted as return goods.
Please Note:
After upgrading future spare part ordering has to be in accordance with plate 51610-11H!
12.49
MAN Diesel
Kit
Page 1 (2) Kit for Rotor, Centrifugal By-pass Filter 51716-02
L16/24
266
291
278
229
242
230
205
217
08028-0D/H5250/94.08.12
254
09.10
MAN Diesel
Kit
51716-02 Kit for Rotor, Centrifugal By-pass Filter Page 2 (2)
L16/24
Item
195 1/F Cover nut kit,

incl item 205, 217, 229, 230, 242, 254,
266, 278, 291 Plate 51515
1/F Nozzle Plate 51515 Item 205
1/F Bearing tube Plate 51515 Item 217
1/F Stand tube Plate 51515 Item 229
1/F Circlip Plate 51515 Item 230
1/F Rotor O-ring Plate 51515 Item 242
1/F Pin Plate 51515 Item 254
1/F Rotor cover nut Plate 51515 Item 266
1/F Paper insert Plate 51515 Item 278
1/F Stiffner plate Plate 51515 Item 291

08028-0D/H5250/94.08.12
Qty/F = Qty/Filter
09.10
MAN Diesel
Kit
Page 1 (2) Kit for Cover Nut, Centrifugal By-pass Filter 51717-02
L16/24

171
134
158
146
08028-0D/H5250/94.08.12
09.10
MAN Diesel
Kit
51717-02 Kit for Cover Nut, Centrifugal By-pass Filter Page 2 (2)
L16/24
Item
301 1/F Cover nut kit,

incl item 134, 146, 158, 171 Plate 51515
1/F Cover nut pin Plate 51515 Item 134
1/F Cover fixing nut Plate 51515 Item 146
1/F Cover nut O-ring Plate 51515 Item 158
1/F Cover nut collar Plate 51515 Item 171

08028-0D/H5250/94.08.12
Qty/F = Qty/Filter
09.10
MAN Diesel
Kit
Page 1 (2) Kit for Valve, Centrifugal By-pass Filter 51718-02
L16/24
08028-0D/H5250/94.08.12
026
051 087 * Please order item 313
038 063
09.10
MAN Diesel
Kit
51718-02 Kit for Valve, Centrifugal By-pass Filter Page 2 (2)
L16/24
Item
313 1/F Valve kit,

incl item 026, 038, 051, 063, 075, 087 Plate 51515
1/F Valve body Plate 51515 Item 026
1/F Valve handle Plate 51515 Item 038
1/F Nyloc nut Plate 51515 Item 051
1/F Valve adapter Plate 51515 Item 063
1/F Valve stop Plate 51515 Item 075
1/F Valve seal Plate 51515 Item 087

08028-0D/H5250/94.08.12
Qty/F = Qty/Filter
09.10
MAN Diesel
Kit
Page 1 (2) Kit for Seals, Centrifugal By-pass Filter 51719-02
L16/24
158*
242*
109*
08028-0D/H5250/94.08.12
099*
087*

09.08
MAN Diesel
Kit
51719-02 Kit for Seals, Centrifugal By-pass Filter Page 2 (2)
L16/24
Item
325 1/F Seals kit,

incl item 087, 099, 109, 158, 242 Plate 51515
1/F Valve seal Plate 51515 Item 087
1/F Flange gasket Plate 51515 Item 099
1/F Filter body O-ring Plate 51515 Item 109
1/F Cover nut ring Plate 51515 Item 158
1/F Rotor O-ring Plate 51515 Item 242

08028-0D/H5250/94.08.12
Qty/F = Qty/Filter
09.08
MAN Diesel
Kit
Page 1 (2) Kit for Fuel Injection Pump (Woodward) 51730-04
L16/24
767
386
08028-0D/H5250/94.08.12
Please see working card 514-01.06 (05H)
09.36
MAN Diesel
Kit
51730-04 Kit for Fuel Injection Pump (Woodward) Page 2 (2)
L16/24
Item
767 1/C Kit for Fuel injection pump, complete consisting of:
1/P Sealing Plate 51401 Item 386
2/P Seal ring Plate 51401 Item 470

08028-0D/H5250/94.08.12
Qty/P = Qty/Pump
09.36
MAN Diesel & Turbo
Plate
Page 1 (2) Kit for Fuel Injection Pump 51730-07
L16/24
839
457
158
768
482
707 697
803
110 469
781
984
756
Please see working card 514-01.06 (06H)

08028-0D/H5250/94.08.12
10.37, L'Orange
MAN Diesel & Turbo
Plate
51730-07 Kit for Fuel Injection Pump Page 2 (2)
L16/24
Item
839 1 Kit per Fuel injection pump, complete consisting of:
2 Support ring Plate 51401 Item 697
1 Circlip Plate 51401 Item 756
1 Lock ring Plate 51401 Item 781


08028-0D/H5250/94.08.12
10.37, L'Orange
MAN Diesel
Kit
Page 1 (2) Kit for Vibration Damper 51735-01
5L16/24
173
5L16/24-1200 rpm
Crankshaft
see plate 51001

08028-0D/H5250/94.08.12
08.51
MAN Diesel
Kit
51735-01 Kit for Vibration Damper Page 2 (2)
5L16/24
Item
173 1/E Spare part kit for vibration damper,

5 cyl. - 1200 rpm engine, consisting of:
40/E Disc spring
2/E O-ring
2/E O-ring
1/E Loctite

08028-0D/H5250/94.08.12
Qty/E = Qty/Engine
08.51
MAN Diesel
Kit
Page 1 (2) Kit for Vibration Damper 51735-02
L16/24
154
166
173
Crankshaft
see plate 51001
08028-0D/H5250/94.08.12
12.50
MAN Diesel
51735-02 Kit for Vibration Damper Kit

Page 2 (2)
L16/24
Item

5 cyl. - 1000 rpm, 5 cyl. - 1200 rpm engine
consisting of:

20/E Disc spring

2/E O-ring
2/E O-ring
1/E Loctite

6 cyl. - 1200 rpm, 7 cyl. - 1000 rpm,
7 cyl. - 1200, 9 cyl. - 1200 rpm rpm engine
consisting of:

24/E Disc spring

2/E O-ring
2/E O-ring
1/E Loctite

8 cyl. - 1000 rpm, 8 cyl. - 1200 rpm,
9 cyl. - 1200 rpm engine consisting of:

20/E Disc spring

2/E O-ring
2/E O-ring
1/E Loctite

08028-0D/H5250/94.08.12
Qty/E = Qty/Engine
12.50
MAN Diesel & Turbo
Kit
Page 1 (2) Kit for Covers on Frame 51751-02
5L16/24
298
274
166
345
237
321
191
Frame,
see plate 51101
11.49 - ES0
MAN Diesel & Turbo
Kit
51751-02 Kit for Covers on Frame Page 2 (2)
5L16/24
Item
006 Kit per coves on frame
Please Note that this is a kit supply, and that any exceeding number of parts are
not accepted as return goods.
11.49 - ES0
MAN Diesel & Turbo
Kit
6L16/24
298
274
166
345
237
321
191
Frame,
see plate 51101
11.49 - ES0
MAN Diesel & Turbo
Kit
6L16/24
Item
11.49 - ES0
MAN Diesel & Turbo
Kit
7L16/24
298
274
166
345
237
321
191
Frame,
see plate 51101
11.49 - ES0
MAN Diesel & Turbo
Kit
7L16/24
Item
11.49 - ES0
MAN Diesel & Turbo
Kit
8L16/24
298
274
166
345
237
321
191
Frame,
see plate 51101
11.49 - ES0
MAN Diesel & Turbo
Kit
8L16/24
Item
11.49 - ES0
MAN Diesel & Turbo
Kit
9L16/24
298
274
166
345
237
321
191
Frame,
see plate 51101
11.49 - ES0
MAN Diesel & Turbo
Kit
9L16/24
Item
11.49 - ES0
Specific plant
information
519/619
MAN Diesel & Turbo
Description 519.03
Page 1 (2) Resilient mounting of generating sets
Edition 11
L16/24
Resilient Mounting of Generating Sets 2) The support can also be made by means of two
steel shims, at the top a loose steel shim of at
On resiliently mounted generating sets, the diesel least 75 mm and below a steel shim of at least
engine and the alternator are placed on a common 10 mm which are adjusted for each conical
rigid base frame mounted on the ship's/machine mounting and then welded to the foundation.
house's foundation by means of resilient supports,
Conical type.
All connections from the generating set to the exter-
nal systems should be equipped with flexible con-
nections and pipes. Gangway etc. must not be wel-
ded to the external part of the installation.
Resilient support
A resilient mounting of the generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to
the top flange of the base frame (see fig 1).
The setting from unloaded to loaded condition is
normally between 5-11 mm for the conical mount-
ing.
The support of the individual conical mounting can
be made in one of the following three ways:
Figure 1: Resilient mounting of generating sets. Figure 2: Support of conicals
1) The support between the bottom flange of the 3) Finally, the support can be made by means of
conical mounting and the foundation is made chockfast. It is necessary to use two steel
with a loose steel shim. This steel shim is adjus- shims, the top steel shim should be loose and
ted to an exact measurement (min. 75 mm) for have a minimum thickness of 75 mm and the
each conical mounting. bottom steel shim should be cast in chockfast
with a thickness of at least 10 mm.
2010.08.22 - ES1
MAN Diesel & Turbo
519.03 Description
Resilient mounting of generating sets Page 2 (2)
Edition 11
L16/24
Irrespective of the method of support, the 75 mm
steel shim is necessary to facilitate a possible future
replacement of the conical mountings, which are
always replaced in pairs.
Check of Crankshaft Deflection (Optional)

The resiliently mounted generating set is normally
delivered from the factory with engine and alternator
mounted on the common base frame.
Eventhough engine and alternator have been adjus-
ted by the engine builder, with the alternator rotor
placed correctly in the stator and the crankshaft
deflection of the engine (autolog) within the prescri-
bed tolerances, it is recommended to check the
crankshaft deflection ( autolog) before starting up
the GenSet.
2010.08.22 - ES1
MAN Diesel & Turbo
Description 519.03
Page 1 (1) Resilient Mounting of Generating Sets
Edition 10
L16/24, L21/31
Resilient Mounting of Generating Sets
On resiliently mounted generating sets, the diesel
engine and the alternator are placed on a common
rigid base frame mounted on the ship's/machine
house's foundation by means of resilient supports,
Conical type.
All connections from the generating set to the exter-
nal systems should be equipped with flexible con-
nections and pipes. Gangway etc. must not be wel-
ded to the external part of the installation.
Resilient Support
The resilient mounting of a generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. The conical mountings are bolted to
the top flange of the base frame (see fig 1).
The setting from unloaded to loaded condition is
normally between 5-11 mm for the conical mount-
ing.
The support of the individual conical mounting can
be made in two ways:
Figure 2: Support of conicals.
Check of Crankshaft Deflection

The resiliently mounted generating set is normally
delivered from the factory with engine and alternator
mounted on the common base frame.
Eventhough engine and alternator have been adjus-
ted by the engine builder, with the alternator rotor
placed correctly in the stator and the crankshaft
deflection of the engine (autolog) within the prescri-
bed tolerances, it is recommended to check the
crankshaft deflection (autolog) before starting up the
GenSet.
Figure 1: Resilient mounting of generating sets
1) The support between the bottom flange of the

conical mounting and the foundation is made
with a loose steel shim. This steel shim is adjus-
ted to an exact measurement (min. 10 mm) for
each conical mounting.
2) Finally, the support can be made by means of
chockfast. It is necessary to use one steel shim.
The steel shim should be cast in chockfast with
a thickness of at least 10 mm.
2010.08.15 - ES1
MAN Diesel & Turbo
Work Card 519-03.00
Page 1 (4) Fitting Instructions for Resilient Mounting of GenSets
Edition 24
L16/24, L21/31

Shut off fuel oil
Short Description
Mounting and adjustment instruction for new Gen-
Set and adjustment instruction for existing plants.

The foundation should be welded and milled off on Ring and open-end spanner, 19 mm
shim surfaces. Ring and open-end spanner, 24 mm
Ring and open-end spanner, 41 mm
Feeler gauge, 1-2 mm
Measurement tool
Hydraulic jack (if necessary)
Related Procedure
Replacement of conicals 519-03.05

Number : 2
Data
2003.12.08 - Method 1
MAN Diesel & Turbo
519-03.00 Work Card
Fitting Instructions for Resilient Mounting of GenSets Page 2 (4)
Edition 24
L16/24, L21/31
Mounting and adjustment instructions for 2) Fit the conical element to the bracket on the
new generating sets (Method 1) suspended equipment by means of fi xing the
central buffer (2), the ring (6) and nut (7).
3) Tighten the nut (7) by hand and simultaneously
Make Ready for Adjustment of Conical
block the central buffer (2) by applying a span-
Elements ner to the hexagon (S = 19) on the top of the
If the conical elements have not been mounted by central buffer (2).
the factory, they must be mounted on the prepared 4) Position the four jacking bolts in the tapped
brackets on the base frame. In case they have been holes (8) in the bottom flange.
mounted by the factory, please start with item 4.
5) Position the jacking bolt with a through-going of
Warning! minimum 75 mm.
6) Lower the generating set until it rests com-
pletely on the foundation.
1) Remove nut (7) and ring (6) from the conical ele- 7) Check that all the jacking bolts have full contact
ment. with the foundation.
8) Loosen the nut (7).
9) Turn all the internal buffers by applying a span-
ner to the hexagon (S = 19) to check that they
can move freely.
If all internal buffers Then
Can move freely Let conical elements settle
for 48 hours.
Cannot be moved freely Turn the jacking bolts clock-
wise to release the internal
buffer.
Figure 1: Conical mounting
2003.12.08 - Method 1
MAN Diesel & Turbo
Work Card 519-03.00
Page 3 (4) Fitting Instructions for Resilient Mounting of GenSets
Edition 24
L16/24, L21/31
Measuring of Steel Shim

11) Measure the steel shim on several points to
obtain the highest possible accuracy during
preparation.
Fabricating Steel Shim

12) Make sure that the minimum height of the steel
shim is 75 mm to secure a future replacement
of the steel shim.Drill the mounting holes in the
steel shim according to the conical base casting
dimensions.
Mounting of the Completed Steel Shim

13) Turn the internal buffer anticlockwise until it
contacts the base casting to secure the loaded
height of each conical element.
14) Lift the generating set with crane or hydraulic
jack.
Figure 2: Conical element 15) Remove all the jacking bolts.
16) Position each completed steel shim.
Adjustment of Conical Elements after 48
After the conical elements have been deflected pletely in itself.
under static load for 48 hours, the loaded height
18) Number each steel shim together with each
(H1) see fig 1, should be measured and compared
conical element.
to the recommended loaded height.
10) Care must be taken, during levelling of the
Adjustment of Internal Buffer
installation, to ensure that individual mountings
are not overloaded. The variation in laden height 19) Turn the internal buffer clockwise (downwards)
should not exceed 2 mm and should ideally be until it makes contact with the steel shim or
less. The laden height can be measured foundation.
between top and base casting at H, on two 20) Turn the internal buffer anticlockwise (upwards)
sides (see fig 1). until it obtains contact with the base casting.
Ex: Average = (H1 + H2 + H3 ... HN) / Number of ⇨ This must be four full turns.
conical elements
21) Turn the internal buffer two full turns clockwise
If Then (downwards) and check with a feeler gauge
between the base casting of the conical ele-
Difference exceeds 2mm Level the conical element by
ment and the steel shim that the internal buffer
adjusting the jacking bolts -
commencing with the coni- (2), see fig 1, does not touch the steel shim or
cal element with the largest foundation.
deviation. 22) Tighten the nut (7) with a torque of 300 Nm and
Difference does not exceed The height of the steel mm block the central buffer (2) with a spanner (S =
2mm shim can be measured. 19) at the same time.
The difference between the two sides of a conical
mounting should not be more than 0.5 mm.
2003.12.08 - Method 1
MAN Diesel & Turbo
519-03.00 Work Card
Fitting Instructions for Resilient Mounting of GenSets Page 4 (4)
Edition 24
L16/24, L21/31
Mounting of Conical Elements on the

Foundation
23) Drill four mounting holes in the foundation for
each conical element, either
⇨ a) Mark the positions of the mounting holes
on the foundation through the conical ele-
ment.
(Re)move the set completely so that the
markings can be reached by drilling with
conventional tools.
Place the set on its former position by align-
ing it with the drilled holes.
⇨ or
⇨ b) Drill the mounting holes in the foundation
by means of the drilling pattern from the
installation drawing.
The drilling has to be done on beforehand
and the set must be aligned with the foun-
dation holes before the work starts to avoid
further removal of the set.
24) Fix the conical element and the steel shim to
the foundation with four bolts.
Note!
After completion of all works the buffer clearance
must be checked, see points 19, 20, 21 and 22.
2003.12.08 - Method 1
MAN Diesel & Turbo
Work Card 519-03.00
Page 1 (4) Fitting instructions for resilient mounting of GenSets
Edition 25
L16/24, L21/31

Shut off fuel oil
Short Description

Measurement tool
Related Procedure

Number : 2
Data
2003.12.08 - Method 2
MAN Diesel & Turbo
519-03.00 Work Card
Fitting instructions for resilient mounting of GenSets Page 2 (4)
Edition 25
L16/24, L21/31
Mounting and adjustment instructions for 2) Fit the conical element to the bracket on the
new generating sets (Method 2) suspended equipment by means of fixing the
Make ready for adjustment of conical
elements ner to the hexagon (S = 19) on the top of the
If the conical elements have not been mounted by central buffer (2).
the factory, they must be mounted on the prepared A 75 mm supporting steel shim, complete with
brackets on the base frame. In case they have been holes for four jacking bolts and mounting holes dril-
mounted by the factory, please start with item 4. led according to conical base casting dimensions,
is required
Warning!
4) Position the supporting steel shim as per fig 1
Use protective gloves and locate the conical element by means of
dowel pins.
1) Remove nut (7) and ring (6) from the conical ele-
ment. 5) Position the jacking bolts in the tapped holes in
the supporting steel shim as per fig 1.
6) Position the jacking bolts with a through-going
of minimum 10 mm, see fig 1.
7) Lowed generating set until it rests completely
on the foundation.
8) Check that all jacking bolts have full contact
with the foundation.
10) Turn all the internal buffers by applying a span-
ner to the hexagon (S = 19) to check that they
can move freely.
If all internal buffers Then
for 48 hours.
Cannot be moved freely Turn the three jacking bolts
in the supporting steel shim
clockwise, or anticlockwise
to release the internal buffer.
2003.12.08 - Method 2
MAN Diesel & Turbo
Work Card 519-03.00
Edition 25
L16/24, L21/31
Measuring of steel shim

12) Measure the steel shim on several points to
obtain the highest possible accuracy during
preparation.
Fabricating steel shim

13) Make sure that the minimum height of the steel
shim is 10 mm to secure the future replacement
of the supporting steel shim.
Drill the mounting holes in the steel shim according
to the conical base casting dimensions.
Mounting of the completed steel shim

14) Lift the generating set 1 mm totally be means of
the three jacking bolts.
15) Position each completed steel shim.
16) Re-lower the generating set by means of the
three jacking bolts until it rests completely in
Figure 2: Conical element
itself.
Adjustment of conical elements after 48

Adjustment of internal buffer
hours settling
17) Turn the internal buffer clockwise (downwards)
After the conical elements have been deflected until it makes contact with the steel shim or
under static load for 48 hours, the loaded height foundation.
to the recommended loaded height. 18) Turn the internal buffer anticlockwise (upwards)
until it obtains contact with the base casting.
11) Care must be taken, during levelling of the
installation, to ensure that individual mountings ⇨ This must be four full turns.
are not overloaded. The variation in laden height 19) Turn the internal buffer two full turns clockwise
should not exceed 2 mm and should ideally be (downwards) and check with a feeler gauge
less. The laden height can be measured between the base casting of the conical ele-
between top and base casting at H, on two ment and the steel shim that the internal buffer
sides (see fig 1). (2), see fig 1, does not touch the steel shim or
Ex: Average = (H1 + H2 + H3 ... HN) / Number of foundation.
conical elements 20) Tighten the nut (7) with a torque of 300 Nm and
block the central buffer (2) with a spanner (S =
If Then 19) at the same time.
Difference exceeds 2mm Level the conical element by
adjusting the jacking bolts - Mounting of conical elements on the
commencing with the coni-
cal element with the largest foundation
deviation. 21) Remove the dowel pins.
Difference does not exceed The height of the steel mm 22) Drill four mounting holes in the foundation for
2mm shim can be measured. each conical element, either
The difference between the two sides of the conical ⇨ a) Mark the positions of the mounting holes
mounting should not be more than 0.5 mm. on the foundation through the conical ele-
ment.
2003.12.08 - Method 2
MAN Diesel & Turbo
519-03.00 Work Card
Edition 25
L16/24, L21/31
(Re)move the set completely so that the
markings can be reached by drilling with
conventional tools.
Place the set on its former position by align-
ing it with the drilled holes.
⇨ or
⇨ b) Drill the mounting holes in the foundation
by means of the drilling pattern from the
installation drawing.
The drilling has to be done on beforehand
and the set must be aligned with the foun-
dation holes before the work starts to avoid
further removal of the set.
23) Fix the conical element and the supporting steel
shim/steel shim to the foundation with four
bolts.
24) Weld the lowest steel shim to the foundation
Note!
must be checked, see points 17, 18, 19 and 20.
2003.12.08 - Method 2
MAN Diesel & Turbo
Work Card 519-03.00
Edition 26
L16/24, L21/31

Shut off starting air
Shut off fuel oil
Short Description

Measurement tool
Related Procedure

Number : 2
Data
2003.12.08 - Method 3
MAN Diesel & Turbo
519-03.00 Work Card
Edition 26
L16/24, L21/31
2) Fit the conical element to the bracket on the
suspended equipment by means of fixing the
ner to the hexagon (S = 19) on the top of the
central buffer (2).
A 75 mm supporting steel shim, complete with tap-
Mounting and adjustment instructions for ped holes for three jacking bolts, four mounting
new generating sets (Method 3) holes and four tapped holes, drilled according to
the conical base casting dimension, is required see
Make ready for adjustment of conical fig 1.
elements 4) Position the supporting steel shim as per fig 1
and locate the conical element by means of four
If the conical elements have not been mounted by hold-down bolts.
the factory, they must be mounted on the prepared
brackets on the base frame. In case they have been
Warning!
1) Remove nut (7) and ring (6) from the conical ele-
ment.
1 Base casting 2 Central buffer (spindle)

3 Synthetic bush 4 Rubber element
5 Top casting 6 Ring
7 Nut 8 Tapped hole M12
5) Position the jacking bolts in the tapped holes in

the supporting steel shim as per fig 1.
6) Position the jacking bolts with a through-going
of minimum 10 mm plus permitted thickness,
as specified from the chockfast supplier, see fig
1.
7) Lowed the generating set until it rests com-
pletely on the foundation.
8) Check that all jacking bolts have full contact
with the foundation.
2003.12.08 - Method 3
MAN Diesel & Turbo
Work Card 519-03.00
Edition 26
L16/24, L21/31
If all internal buffers Then 11) Drill the mounting holes in the steel shim
according to the mounting holes in the support-
ing steel shim.
for 48 hours.
Cannot be moved freely Turn the three jacking bolts
Adjustment of Internal Buffer
in the supporting steel shim
clockwise, or anticlockwise 12) Turn the internal buffer clockwise (downwards)
and slacken the four hold- until it makes contact with the steel shim or
down bolts to release the foundation.
internal buffer.
13) Turn the internal buffer anticlockwise (upwards)
until it obtains contact with the base casting.
Adjustment of conical elements after 48
This must be four full turns.
hours settling
14) Turn the internal buffer two full turns clockwise
After the conical elements have been deflected (downwards) and check with a feeler gauge
under static load for 48 hours, the loaded height between the base casting of the conical ele-
(H1) see fig 1, should be measured and compared ment and the steel shim that the internal buffer
to the recommended loaded height. (2), see fig 1, does not touch the steel shim or
9) Care must be taken, during levelling of the foundation.
installation, to ensure that individual mountings 15) Tighten the nut (7) with a torque of 300 Nm and
are not overloaded. The variation in laden height blocking the internal buffer (2) with a spanner at
should not exceed 2 mm and should ideally be the same time, see fig 1.
less. The laden height can be measured
between top and base casting at H, on two
Mounting of Conical Elements on the
sides (see fig 1).
Foundation
Ex: Average = (H1 + H2 + H3 ... HN) / Number of
conical elements 16) Drill mounting holes in the foundation according
to the supporting steel shim/steel shim and
If Then chockfast, either
Difference exceeds 2mm Level the conical element by ▪ Mark the positions of the mounting holes on the
adjusting the jacking bolts - foundation through the supporting steel shim.
commencing with the coni- (Re)move the set completely so that the mark-
cal element with the largest ings can be reached by drilling with conven-
deviation.
tional tools.
Difference does not exceed The height of the steel shim Place the set on its former position by aligning it
2mm and the shockfast can be with the drilled holes.
measured.
▪ or
The difference between the two sides of the conical ▪ Drill the mounting holes in the foundation by
mounting should not be more than 0.5 mm. means of the drilling pattern.
The drilling has to be done on beforehand and
Measuring of steel shim and shockfast the set must be aligned with the foundation
holes before the work starts to avoid further
10) The steel shim should be at least 10 mm heigh.
removal of the set.
Check the minimum permitted thickness of chock-
Make sure that the mounting bolts are isolated from
fast for the load and surface of this application with
the chockfast.
chockfast supplier.
Note!
Fabricating steel shim After completion of all works, the buffer clearance
Make sure that the minimum height of the steel must be checked, see points 13, 14, 15 and 16.
shim is 10 mm to secure a future replacement of
the supporting steel shim.
2003.12.08 - Method 3
MAN Diesel & Turbo
Work Card 519-03.00
Edition 22
L16/24, L21/31

Shut off fuel oil
Short Description

The foundation should be welded and milled off on
shim surfaces.
Related Procedure

Number : 2
Data
2004.05.24
MAN Diesel & Turbo
519-03.00 Work Card
Edition 22
L16/24, L21/31
Mounting and adjustment instructions for 4) Tighten the nut (1) by hand and simultaneously
new generating sets block the central buffer (3) by applying a span-
ner to the hexagon (S = 19) on the top of the
central buffer (3).
Make ready for adjustment of conical
5) Position the four jacking bolts in the tapped
elements holes in the bottom flange (6).
If the conical elements have not been mounted by 6) Lower the generating set until it rests com-
the factory, they must be mounted on the top pletely on the foundation.
flange of the base frame. In case they have been
8) Turn all the central buffers (3) by applying a
1) Remove nut (1) and washer (5) from the conical
spanner to the hexagon (S = 19) to check that
element.
they can move freely.
2) Adjustment nut (2) has to be turned down until it
9) Check with the feeler gauge that central buffer
gets in contact with the upper surface of the top
is not in contact with the foundation.
casting.
3) Fit the conical element to the bracket on the If all internal buffers Then
suspended equipment by means of fixing the Can move freely Let conical elements settle
central buffer (3), the washer (5) and nut (1). for 48 hours.
Cannot be moved freely Turn the jacking bolts clock-
wise to release the internal
buffer.
1 Nut 2 Adjustment nut

3 Central buffer 4 Jack-up bolt
5 Washer 6 Bottom flange
7 Top casting 8 Rubber element

2004.05.24
MAN Diesel & Turbo
Work Card 519-03.00
Edition 22
L16/24, L21/31
Adjustment of conical elements after 48 17) Turn the internal buffer 2 turn clockwise and
hours setting check with a feeler gauge between the bottom
flange on the conical element and the founda-
After the conical elements have been deflected tion that the internal buffer (3) does not touch
under static load for 48 hours, the loaded height the foundation.
18) Tighten the nut (1) with a torque of 300 Nm and
to the recommended loaded height.
block the central buffer (3) with a spanner (S =
10) Care must be taken, during levelling of the 19) during the tightening.
installation, to ensure that individual mountings
are not overloaded. The variation in laden height
Mounting of conical elements on the
should not exceed 2 mm and should ideally be
less. The laden height can be measured foundation
between top and base casting at H, on two 19) Drill four mounting holes in the foundation for
sides (see fig 1). each conical element, either
Ex: Average = (H1 + H2 + H3 ... HN) / Number of ▪ Mark the positions of the mounting holes on the
conical elements foundation through the conical element.
(Re)move the set completely so that the mark-
If Then
ings can be reached by drilling with conven-
Difference exceeds 2mm Level the conical element by tional tools.
adjusting the jacking bolts - Place the set on its former position by aligning it
commencing with the coni- with the drilled holes.
cal element with the largest
deviation.
or
Difference does not exceed The height between bottom
▪ Drill the mounting holes in the foundation by
2mm flange and foundation can be
measured. means of the drilling pattern from the installation
drawing.
The difference between the two sides of a conical The drilling has to be done on beforehand and
mounting should not be more than 0.5 mm. the set must be aligned with the foundation
holes before the work starts to avoid further
Height adjustment removal of the set.
11) Turn the internal buffer anticlockwise until it 20) Fix the conical element to the foundation with
contacts the base casting to secure the loaded four bolts.
height of each conical element. Note!
12) Lift the generating set with crane or hydraulic
jack.
must be checked, see points 15-18.
13) Turn the adjustment nut (2) to the measured
height (see point 10) max 5 mm above the top
casting.
pletely in itself.
Adjustment of internal buffer

15) Turn the internal buffer clockwise until it makes
contact with the foundation.
16) Turn the internal buffer anticlockwise until it
obtains contact with the base casting.
This must be four full turns.
2004.05.24
MAN Diesel & Turbo
Work Card 519-03.05
Page 1 (2) Replacement of Conicals
Edition 02
L16/24, L21/31

Shut off fuel oil
Short Description
Replacement of conicals.

Safety precautions. Hydraulic jack
Related Procedure
Fitting instructions for resilient
mounting.

Number : 2 51903 013 4/E
Data
1998.10.26
MAN Diesel & Turbo
519-03.05 Work Card
Replacement of Conicals Page 2 (2)
Edition 02
L16/24, L21/31
Replacement of Conicals
Warning!
A One pair
Figure 1: The conicals must be replaced in pairs

1) Loosen all the holding down-bolts for the coni-
cals in one side.
2) Mount a jack under the base frame, see fig 2.
3) Lift the GenSet until the steel shim can be
removed. This will give enough space for
removing damaged conical.
4) Mount the GenSet conical.
Note!
Conicals should only be replaced in pairs, see
fig 1and plate 51903.
5) Lower the GenSet again. 1 Nut 2 Conical mounting
3 Adjusting screw 4 Holding down bolts
6) Repeat items 1-5 for the other side.
5 Steel shim 6 Foundation
7) Adjust the conicals, please see working card
519-03.00 "Fitting instructions for resilient 7 Bracket 8 Deck
mounting of GenSet. 9 Jack
Figure 2: Removal of conicals
1998.10.26
MAN Diesel & Turbo
Work Card 519-03.05
Page 1 (2) Replacement of Conicals
Edition 04
L16/24, L21/31

Shut off fuel oil
Short Description
Replacement of conicals.

Safety precautions. Hydraulic jack
Related Procedure
Fitting instructions for resilient
mounting.

Number : 2 51903 013 4/E
Data
2004.05.24
MAN Diesel & Turbo
519-03.05 Work Card
Replacement of Conicals Page 2 (2)
Edition 04
L16/24, L21/31
Replacement of Conicals
The central buffer is divided in two parts and will be
mentioned as central buffer lower part and central
buffer upper part.
Warning!
Use protective glasses
1) Loosen all the conicals in one side of the engine

and remove the nut from the central buffer.
2) Use the 19 mm. spanner and turn the central
buffer anticlockwise until the buffer hits the
base-casting and divides in two and remove the
upper part.
3) Mount the hydraulic jack under the base frame.
4) Lift the GenSet until the conical can be 1 Nut 2 Adjustment nut
removed. 3 Central buffer 4 Jack-up bolt
5) Remove the nut and the upper part of the cen- 5 Washer 6 Bottom flange
tral buffer, from the new conical.
7 Top casting 8 Rubber element
6) Mount the new conical. Add Loctite 243 to the
tread connection between upper and lower part Figure 1: Removal of conicals
of the central buffer.
7) Lower the Genset from the hydraulic jack.
8) Use the 19 mm spanner and turn the central
buffer clockwise until it hits the foundation and
tighten to 300 Nm.
9) Follow the procedure "Loosing central buffer".
Please see the working card 519-03.10 "Main-
tenance of conical"
10) Repeat items 1-8 for the other side.
11) Adjust the conicals, please see working card
519-03.00 "Fitting instructions for resilient
mounting of GenSet.
2004.05.24
MAN Diesel & Turbo
Work Card 519-03.10
Page 1 (2) Maintenance of Conicals
Edition 02
L16/24, L21/31

Shut off fuel oil
Short Description
Control and adjustment of conicals.

Ring and open-end spanner.
Feeler gauge, 2 mm.
Related Procedure

Number : 1
Data
1998.10.05
MAN Diesel & Turbo
519-03.10 Work Card
Maintenance of Conicals Page 2 (2)
Edition 02
L16/24, L21/31
Visual check
What to check
Warning!
1) Check for oil deposits on the rubber element.

2) Check for loose mounting bolts.
3) Check for damage in the rubber element.
Result of visual check
If Then 1 Nut 2 Internal buffer
everything is OK continue to next conical 3 Conical base casting 4 Steel shim
oil deposits on rubber ele- clean rubber element
Figure 1: Conical
ment are observed
loose mounting bolts fasten mounting bolts
Adjustment of conicals
damage to conicals is replace conical according to
5) Remove protective cap by loosen the nut (1).
observed Working card 519-03.05
6) Turn internal buffer (2) clockwise until it makes
contact with the steel shim (4).
Clearance check
7) Turn internal buffer (2) anti-clockwise until it
What to check makes contact with the conical base casting (3).
4) Check clearance on all conicals between steel This must be done in four full rotations.
shim and internal buffer through the slot in the 8) Turn internal buffer (2) two full rotations clock-
base casting of the conical (see fig 1) with a wise. This will ensure full vertical movement for
feeler gauge of approx. 2 mm. the buffer.
Result of clearance check 9) Check all conicals again.
If Then 10) Tighten the nut (1), see page 500.40 and at the
same time block the internal buffer (2) with a
everything is OK check is completed
spanner.
everything is not OK adjust conicals which do not
comply with the clearance
demands acc. to item 5-10.
Recheck all conicals acc. to
item 4.
everything is still not OK replace conicals acc. to
Working card 519-03.05
1998.10.05
MAN Diesel & Turbo
Work Card 519-03.10
Page 1 (3) Maintenance of conicals
Edition 04
L16/24, L21/31

Shut off fuel oil
Short Description
Control and adjustment of conicals.

Feeler gauge, 2 mm
Hydraulic jack
Related Procedure

Number : 1
Data
2004.05.24
MAN Diesel & Turbo
519-03.10 Work Card
Maintenance of conicals Page 2 (3)
Edition 04
L16/24, L21/31
Visual check
What to check
Warning!
1) Check for oil deposits on the rubber element.

2) Check for loose mounting bolts.
3) Check for damage in the rubber element.
Result of visual check
If Then
everything is OK continue to next conical
1 Nut 2 Adjustment nut
oil deposits on rubber ele- clean rubber element 3 Rubber element 4 Jacking screw
ment are observed
5 Base casting 6 Central buffer
loose mounting bolts fasten mounting bolts
damage to conicals is replace conical according to Figure 1: Conical
observed Working card 519-03.05
Adjustment of conicals
Clearance check 5) Nut (1) must be loose.
What to check 6) Check that the central buffer can be easily
turned. If not see the procedure for "Loosing
4) Check clearance on all conicals between steel
Central buffer".
shim and internal buffer through the slot in the
base casting of the conical (see fig 1) with a 7) Measure the compression at each element 48
feeler gauge of approx. 2 mm. hours after installation. Maximum deviation ±2
from average is acceptable. Deviation ±1mm is
Result of clearance check
perfect.
If Then 8) If deviation is out of tolerance adjust the height
everything is OK check is completed with the adjustment nut (2). Use spanner 65
mm. It may be necessary to lift the GenSet
everything is not OK adjust conicals which do not slightly with a hydraulic jack. Make sure that all
comply with the clearance
Central buffers can be turned freely at all time.
demands acc. to item 5-10.
Recheck all conicals acc. to 9) Check compression of element again. If out of
item 4. tolerance repeat from 8.
everything is still not OK replace conicals acc. to 10) Turn the central buffer anti clockwise without
Working card 519-03.05 restriction until slight contact at top.
11) Turn the central buffer clockwise and check that
it can be turned freely 3½-4 turns.
12) Turn central buffer anticlockwise 2-2½ turns.
2004.05.24
MAN Diesel & Turbo
Work Card 519-03.10
Page 3 (3) Maintenance of conicals
Edition 04
L16/24, L21/31
13) Tighten top nut (1) without turning the central
buffer. Tighten hard max 300 Nm.
Loosing central buffer

14) Turn the central buffer (6) clockwise until it
makes contact with the foundation and tighten
with 300 Nm.
15) Use the jacking screws (4) to lift the base cast-
ing until the central buffer can be turned freely.
Make sure that there is no contact between
thread of central buffer and the base frame.
16) Turn the central buffer two turns anticlockwise.
17) Lovers the base casting by the Jacking screws
and tighten the holding bolts.
18) Check that the central buffer can be turned
freely. If not go to point 14 again.
2004.05.24
MAN Diesel
Plate
Page 1 (2) Flexible External Connections 51902-04H
L16/24
Item
Fig. Designation Connection
No
Fuel oil, inlet A1 018
Fuel oil, outlet A2 031
Waste oil, outlet A3 043
Lubricating oil from separator, C3 079

inlet
Lubricating oil to separator, C4 080

outlet
Lub. oil overflow, outlet C15 092
Oil vapour discharge, outlet C13 126

08028-0D/H5250/94.08.12
Venting to expansion tank/ F3/F4 163

Fresh water for preheating
99.09 - ES0
MAN Diesel
Plate
51902-04H Flexible External Connections Page 2 (2)
L16/24
Item
Fig. Designation Connection
No
HT freshwater, inlet F1 209
HT freshwater, outlet F2 210
LT freshwater/raw water, G1 222

inlet
LT freshwater/raw water, outlet G2 234
Compressed air, inlet K1 271
Exhaust gas, outlet (DN 250) P2 305
Exhaust gas, outlet (DN 400) P2 329
08028-0D/H5250/94.08.12
99.09 - ES0
MAN Diesel
Plate
Page 1 (2) Conical Element 51903-02
L16/24
L21/31
08028-0D/H5250/94.08.12
97.49 - ES0
MAN Diesel
Plate
51903-02 Conical Element Page 2 (2)
L16/24
L21/31
Item Item
013 1/M Conical element, Konisk understøtning,

complete komplet
025 4/M Screw Skrue
08028-0D/H5250/94.08.12
Qty/M = Qty/Conical mounting. Qty/M = Qty/Conical montering.
97.49 - ES0
MAN Diesel
Plate
Page 1 (2) Conical Element 51903-05
L16/24
L21/31
013
08028-0D/H5250/94.08.12
04.22 - ES0
MAN Diesel
Plate
51903-05 Conical Element Page 2 (2)
L16/24
L21/31
Item Item
013 1/M Conical element, Konisk understøtning,

complete komplet
08028-0D/H5250/94.08.12
Qty/M = Qty/Conical mounting. Qty/M = Qty/Conical montering.
04.22 - ES0
Tools
520/620
MAN Diesel & Turbo
Work Card 520-01.05
Page 1 (6) Function of the Hydraulic Tools
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Safety hints and function of hydraulic tools.

Application of hydraulic tools 520-01.06
Related Procedure

Number : -
Data
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Function of the Hydraulic Tools Page 2 (6)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38
Function of the Bolt Tensioning Device 10) During the pressurization when tensioning or
loosening the bolt connection, always watch the
In order to achieve an optimal result with one or admissible stroke of the device. Exceeding this
several devices, some rules have to be considered. stroke is connected with insufficient generating
We expressly point out that a conscientious han- of tensioning force because the device is ten-
dling of the device as well as the accessories is of sioned in itselve or the hydraulic pressure is
highest importance. To ignore these rules or sepa- bleeded automaticly.
rate hints means danger to life or danger of injuries!
See Safety Hints. 11) On principle, when connecting high-pressure
hoses it has to be taken care that the connec-
tions are correct (see also separate hints).
Safety Hints
12) The hydraulic hoses have to be installed in a
Beside regarding the general accident-prevention way that they are not run over by vehicles or
rules, the safe handling of the device and the unnecessarily walked over by people. Never lay
hydraulic accessories demand especially the con- hoses across sharp objects (danger of cuts)
sideration of the following hints. When disregarding and never bend or jam them in.
even single items, you can cause danger to life and/
or danger of injuries! 13) Never hold or transport the device by using the
high-pressure hoses.
1) When leakages occur during the pressurization,
bleed pressure immediately and seal the leak- 14) An incorrect working manometer that doesn´t
age or replace defect parts. show the right pressure leads to overstressing
of the parts and to an incorrect bolt connection.
2) In case of repair, use exclusively original spare Apart from damaged parts an incorrect bolt
parts. Inexpert substitution of damaged parts by connection can also cause conditions that are
non-original spare parts is prohibited. danger to life. Therefore take care that the man-
3) All assembly parts are to be handled in corre- ometer shows the right value or the tensioning
spondence to the working cards only. A change force is checked in an other way (for example
in the procedure or another operation of the by using a master manometer). Tensioning
device is not allowed. forces can be checked for example by measur-
4) Make sure that the components to be ten- ing the linear deformation. Damaged manome-
sioned do not exceed the admissible strain. ters have to be exchanged immediately.
5) In order to use the device, the thread has to be

sufficiently exceeding in order to avoid that the Working Hints
turn of a thread cracks, see item 4. In order to achieve a bolt connection of high preci-
6) During the pressurization the people involved sion, it is vital to consider the following working
have to remain in an appropriate distance. Stay- hints:
ing in direction towards the bolt axis is forbid- ▪ Prior to setting the device, clean all threads and
den. remove possible damages in order to avoide a
7) Tensioning pressures or tensioning forces are to “freeze on”.
be given or changed by authorized personnel ▪ The base plate for the device must be plain and
only while considering the admissible compo- free of dirt. Further check the squareness
nent loads, see item 4. towards the bolt axis in order to avoid that the
8) The operation and handling of the device are to bolt has a bending stress during the pressuriza-
be carried out by expert staff only. tion (tensioning).
9) The given max. operation pressure is not to be ▪ The stroke of the device may not at any point
exceeded in any case and is to be watched at be exceeded.
the manometer of the pressure generator during ▪ For transporting the device it is necessary to
the complete tensioning or loosening proce- uncouple all high-pressure hoses.
dure. When having achieved the given pressure, ▪ After each pressurization, bring the device back
stop the pressurization immediately. to zero, see also Piston Return Stroke.
1999.10.18. - ES0
MAN Diesel & Turbo
Work Card 520-01.05
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

▪ For oiling the parts, use exclusively hydraulic oil.
Turnable Connection Unit ▪ For replacements, use exclusively new seals.
In order to simplify the connection of the hydraulic
hose, a turnable connection unit is mounted on Coupling of the High-Pressure Hoses
some devices. ▪ Only couple when the hydraulic system is in a
The turnable connection unit consists of the follow- pressureless condition.
ing components:
▪ To produce a high-pressure connection, put
▪ bolt nipple one coupling and one nipple into each other
▪ disc while the coupling socket is pulled back. When
▪ seal letting the coupling socket go, there is a form fit
barring the connection.
▪ securing ring
▪ By drawing the hose with a manual force of
Furthermore, an entry guide is available or con- about 100 N make sure that the connection is
tained in the scope of supply, see fig.1. correctly barred.
▪ For decoupling the high-pressure hose in a
pressureless condition, first pull back the cou-
pling socket and then take off the hose.
Figure 2: Coupling of the high-pressure hoses.
Hoses with fast-lock coupling sockets avoid, also

when uncoupled, that oil runs out. When the hoses
get heated, there can be an inside pressure in the
uncoupled condition making a coupling impossible.
By loosening one screw connection (see fig. 2) the
pressure can be bleeded
Figure 1: Turnable connection unit ▪ To avoid a contamination use protecting caps
for the sockets.
Exchange of the Seals Tensioning Procedure

Should leakages show up at the connection unit, it Prior to the tensioning procedure make sure that
might be necessary to exchange the seals. the components to be tensioned are correctly posi-
For doing so, loosen the securing ring and take the tioned towards each other. Then screw the device
disc off the bolt nipple. Having removed the seals, onto the bolt.
clean the components with fluff-free cleaning mate- First put the support sleeve on the bolt and align it
rial. You can also apply compressed air. Having centrically to the bolt axis. When screwing on the
checked the components for damages and oiled device take care that the support sleeve at the cyl-
them slightly, apply new seals by help of the entry inder is correctly centered (consider centering
guide and reassemble the turnable connection unit. shoulder).
Hint:
▪ For the cleaning, never use aggressive cleaning
liquids.
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Screw the device until the support sleeve or the During the pressurization, a slight turn-back
support cylinder fits exactly to the flange. The piston momentum is applied to the main nut with the
of the device must be at its zero position. Further- adjusting rod. At the moment, when the main nut
more, take care that the hydraulic connector and can be loosened, interrupt the pressurization.
the window for the adjusting rod is well accessible. Should it not be possible to loosen the main nut
If necessary, turn back the device, but make sure when achieving the original tensioning pressure,
that the max. admissible stroke of the device is not interrupt the pressurization immediately. Find the
exceeded. Beside that, it has to be ensured that the cause with expert staff.
cylinder and the support sleeve remain centrically Having achieved the loosening pressure, turn back
towards each other (consider centering shoulder). the main nut by the value that the bolt and the com-
Having made all hydraulic connections correctly, ponents spring back during the loosening proce-
see fig. 2, start the pressurization for the tensioning dure. The slit measure, however, must be lower
procedure. If the necessary pressure is achieved than the slit measure adjusted at the device before,
stop pressurization. The inducted force causes the see also hint b.
bolt to extend or an edging of the components to The main nut may never be turned back until it fits
be tensioned so that the main nut is lifted from the to the piston or the cylinder since then the device
flange. Screw it back to the flange, see fig. 3. can be tensioned in itself.
Check by help of a feeler gauge leaf whether the Having turned back the main nut, the pressure can
main nut really fits tight to the flange. After that, be bled. The bolt connection is loosened. Before
bleed hydraulic pressure. Now the connection is unscrewing the device, bring the piston back to its
tensioned. zero position, see fig. 4. After that, the hydraulic
Having brought the piston to its zero position, see hoses can be decoupled. In order to prevent impur-
fig. 4, the hydraulic hoses can be decoupled. In ities, it is advisable to close coupling sockets and
order to prevent impurities, it is advisable to close coupling nipples at once by protecting caps. The
coupling sockets and coupling nipples at once by device can be unscrewed from the bolt.
protecting caps. The device can be unscrewed ▪ Make sure that no operational forces (e.g. inner
from the bolt. pressure) affect the components to be loosened
▪ Always consider the safety and working hints! since only part of the bolts take over these
forces and thus the bolts, which are not yet
Loosening Procedure loosened, might be overburdened.
▪ The pressure when the main nut can be loos-
In order to loosen an existing bolt connection,
ened may never exceed the tensioning pressure
screw the device onto the bolt. First put the support
by help of which the connection was tensioned!
sleeve on the bolt and align it centrically to the bolt
Should it not be possible to loosen the main nut
axis. When screwing on the device take care that
when reaching the original tensioning pressure
the support sleeve at the cylinder is correctly cen-
interrupt the pressurization immediately. Find
tered (consider centering shoulder).
the cause with expert staff.
The piston of the device must be at its zero posi-
▪ Always consider the safety and working hints!
tion. Having screwed the device down until the sup-
port sleeve or the support cylinder fits tight to the Hint:
flange, turn back the device by at least the value (slit 1. Should it be impossible to unscrew the device
measure) which the bolt and the components after the depressurization, it has been turned
spring back elastically during the loosening proce- back by a too low measure prior to the pressur-
dure. ization. Pressurize again until the original ten-
Hint: sioning pressure is reached, turn the main nut
The adjusted slit measure may never exceed the and bleed the pressure again (tensioning proce-
admissible stroke of the device! Furthermore, take dure). Now you can turn back the device fur-
care that the window for the adjusting rod are well ther. (Attention: consider the admissible stroke
accessible. of the device!) Now repeat the loosening proce-
Having made all hydraulic connections correctly, dure explained above.
see fig. 2, start the pressurization.
1999.10.18. - ES0
MAN Diesel & Turbo
Work Card 520-01.05
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

2. Should it be impossible to loosen the main nut In order to enable the oil to flow back to the tank of
after the depressurization, it has been turned the pressure generator, the corresponding hydraulic
back by a too low measure prior to the pressur- connections must be done.
ization. Pressurize again and turn the main nut The piston return stroke is done by a screw-down
further back. Bleed the pressure again. at the bolt itself before the device is taken off.
Hint: Hint:
Never screw the main nut back until it fits to the pis- When using fast lock coupling elements, the oil’s
ton since the device can be tensioned in itself. running out and thus a piston return stroke in an
uncoupled condition is impossible!
Adjustment and Turn Back of the Main Nut During the piston return stroke, considerable back-
During the pressurization of the device, the bolt is pressures can occur in the piston area of the device
being extended by the tensioning force and the since quite large quantities of oil have to flow back
components are being edged. The result is that the through the small cross sections of the high-pres-
main nut does no longer fit to the flange. sure connections.
Having achieved the necessary pressure, adjust the In order not to unnecessarily increase the force for
main nut - when tensioning - until it fits to the flange the piston return stroke turn the piston slowly. On
again before bleeding the pressure, see Tensioning principle the piston of the device has to be pushed
Procedure. When loosening the bolts, turn back the back until it fits to the cylinder again.
main nut after the pressurization according to the
bolt and component deformations, (see Loosening
Procedure.
Hint:
During the loosening procedure, never turn back
the main nut until it fits to the piston or the cylinder
since the main nut sticks after the depressurization.
The main nut is equipped with several radial bores
where the adjusting rod can be put in. The main nut
is accessible through the window in the support
sleeve.
Figure 4: Piston return stroke
Exchange of the Seals

Should leakages occur at the piston of the device,
an exchange of the seals might be necessary.
Drive out the piston by carefully beating with a ham-
mer while using a plastic spacer in order to protect
the device from unnecessary damages. After
removing the hydraulic connector, you can also
carefully lead compressed air into the piston area.
Figure 3: Adjustment and turn back of the main nut. Attention:
Sudden input of compressed air can lead to the pis-
ton’s uncontrolled outlet.
After removal of the piston, the seals and the
Piston Return Stroke backup rings can be removed from the piston and
After each pressurization it must be ensured that the cylinder.
the piston of the device is brought back to its zero Carefully clean the components with fluff-free mate-
position. On principle, it has to be considered that rial and check them for damages. If necessary, use
hydraulic oil is being displaced from the piston area. compressed air for the cleaning, but never aggres-
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

sive cleaning liquids. After that, slightly oil these – Prior to the device’s operation, repair possi-
components with hydraulic oil and assemble new ble damages and clean the device.
backup rings as well as new seals to the piston and – Check the components of the device and
the cylinder according to the drawing. its accessories for completion.
– The operating manual has to be read by all
users.
Figure 5: Exchange of the seals
As shown in the picture, first assemble the backup

ring, then put the seal onto the backup ring. Piston
and cylinder can now be assembled again by put-
ting the components together. By slightly hammer-
ing on the piston (with plastic spacer), it can be
driven in until it fits tightly to the cylinder (piston in its
zero position). It is essential that the piston does not
tilt during being driven in since this might damage
the seals as well as the components. When assem-
bling the piston it has to be taken care that the air
can come out of the piston area.
Maintenance and Storage

Regular maintenance of the device is not neces-
sary, but you should consider the following points:
▪ Storage
– After each operation, repair possible dam-
ages and clean the device in order for it to
be ready for the next operation immediately.
In order to avoid a corrosion it is advisable
to oil the device and especially its thread. All
coupling nipples, coupling sockets and also
loosened screw connections are to be
closed by protecting caps.
– In addition, check the components of the
device and its accessories for completion.
Keep the device in the tool box also offering
protection from mechanical damages.
The temperature must be between -20 C
and +70 C in order to exclude a damage of
the seals.
▪ Start-up of the device
1999.10.18. - ES0
MAN Diesel & Turbo
Work Card 520-01.06
Page 1 (4) Application of hydraulic tools
Edition 06
L16/24

Shut-off starting air - - See page 2-4
Shut off fuel oil
Short Description
Application of hydraulic tools.

Function of hydraulic tools 520-01.05
Related Procedure

Number : -
Data
2001.08.27 - ES0
MAN Diesel & Turbo
520-01.06 Work Card
Application of hydraulic tools Page 2 (4)
Edition 06
L16/24
Description
This working card gives the information for applica-
tion of hydraulic tools, to be used in connection with
Figure 1: Spur gear Figure 2: Main bearing
2001.08.27 - ES0
MAN Diesel & Turbo
Work Card 520-01.06
Page 3 (4) Application of hydraulic tools
Edition 06
L16/24
Figure 4: Cross bolt and tie rod
Figure 5: Connection of hydraulic tools
2001.08.27 - ES0
MAN Diesel & Turbo
520-01.06 Work Card
Application of hydraulic tools Page 4 (4)
Edition 06
L16/24
Figure 6: Counter weight and connection rod
2001.08.27 - ES0
MAN Diesel & Turbo
Work Card 520-01.07
Page 1 (4) Hand Lever Pump
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Application of hydraulic tools.
Related Procedure

Number : -
Data
2008.08.25. -ES0
MAN Diesel & Turbo
520-01.07 Work Card
Hand Lever Pump Page 2 (4)
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38
Description Turn the carrying handle with counter-clockwise

rotation out of his fixing. Then turn it into the hand
Warning: lever of the pump against the stopping face.
The hand lever pump is not equipped with a pres-
sure relief valve. Attention:
Never use the pump without a mounted manome- If the carrying handle is not srewed-in into the hand
ter. Always pay attention to the given pressure of lever, it can cause injuries while using the pump.
the connected pressure consumers. Do never Open the oil filler cap and check the oil level. If nec-
exceed this pressure or the max. pressure of the cessary, fill up the tank with hydraulic oil according
hand lever pump. to IS0 VG 32. Never overfill the tank. Close the oil
Important: filler cap.
Except for hydraulic oil, never use different liquids Open the tank breather with the square wrench
such as petrol, water, diesel oil, alcohol or brake liq- (included in the scope of supply) by about one turn.
uid, since these can lead to damages or even to Now loosen the breather screw at the pump on the
destruction of the pump and/or the parts connected left side on the pump housing with an allen key SW
with it. Choose a place of assembling and operation 2,5 by about one turn. Close the depressurization
where the pump can always stand safe and firm on valve tightly. Seal the nipple on the pump with a
a horizontal plain. There should always be sufficient hose and pump at the hand lever until oil flows out
space for operating the pump. of the breather screw bladder-free. Only then are
Never handle the pump lever with oiled hands and you allowed to close the breather screw. The pump
never use hand lever extensions. Never expose the is now vented and ready for operation.
pump to great heat, fire or extreme coldness, since After each operation and for the transport, close the
this leads to damages or even destruction. Protect tank breather in order to avoid the hydraulic oil’s
the pump from falling objects and avoid hard blows running out.
or pushes.
Attention - Danger to life Pressurization
Check the manometer of the pump for the needed
▪ Open the tank breather with the square wrench
hydraulic pressure, given by an authorized person,
approx. one turn.
not to be exceeded. Make sure that the pressure
you want to generate is also admissible for all con- Remark:
nection parts. The pump is only to be operated with open tank
breather.
All pressure connections and connecting elements
have to be clean and undamaged. High-pressure ▪ Close the depressurization valve at the pump
connections from the pump to the tools have to be when turning clockwise by handoperation.
established correctly prior to any pressurization. Remark:
Disregard leads to danger to life. Please see work- The depressurization valve is designed for manual
ing card 520-01.06. operation. The use of any tools at the depressuriza-
Attention - Danger on injuries tion valve could cause damages of the valve or the
Loads being lifted by the pump may never be held valve seat.
by the pump valves alone. Use additional non- ▪ Pump at the hand lever until the wanted pres-
return valves or safety relief valves and secure the sure is achieved. Check the pressurization at
load by sufficient support against falling. the manometer and take care of possible leak-
ages.
Initial Start-up and Venting Remark:
In general and venting The pump works with two stages. The change from
the first stage to the second stage happens auto-
Please make sure that all parts of the pump, espe-
matical at a system pressure of about 30 bar.
cially the manometer and the pressure port, are in a
perfect condition. Defect parts are to be exchanged
against new ones immediately.
2008.08.25. -ES0
MAN Diesel & Turbo
Work Card 520-01.07
Page 3 (4) Hand Lever Pump
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Attention: Analysis and Correction of Malfunction
The pump is not equipped with an internal pressure
relief valve. The use of a manometer and the control Correction of malfunctions
of the system pressure during pressurization is In case of malfunctions at the pump, the following
indispensable. points are to help you with the analysis of the prob-
lem and correcting it yourself.
Attention: For this, uncouple or unscrew all consumer and
Do not stand directly over the moving line of the high-pressure hoses from the pump.
pump lever. Under arising circumstances the lever
can “hit back”. To avoid accidents stand sideways Malfunction Correction
the pump. No pressurization 1. Check the oil level and, if
Attention - High-pressure hydraulic necessary, fill it up as descri-
On principle, tihen leakages occur during the pres- bed in chapter maintenance
surization, immediately release the hydraulic pres- and storage.
sure and seal the leakage or renew defect parts. 2. Close depressurization
valve.
Depressurization 3. Visual inspection whether
there are leakages. If so, seal
▪ Open the depressurization valve slowly by a them.
turn to the left.
4. Vent the pump as descri-
▪ Make sure that the hydraulic pressure at the bed in chapter initial start-up
manometer has been completely released. and venting.
Consider the returning time of the hydraulic oil.
Insufficient pressurization 1. Check the oil level and, if
(prior to any corrections, necessary, fill it up, as
Adjustment of change-over pressure from
open de-pressurization valve described in chapter main-
stage 1 to stage 2 and release hydraulic pres- teance and storage.
sure completely) 2. Close depressurization
In exeptional case, it can be useful to adjust the
change-over pressure from stage 1 to stage 2 (fac- valve.
tory adjusted at approx. 30 bar). 3. Visual inspection whether
ther are leakages. If so, seal
Below of the pressure relief valve is an adjusting
them.
screw with inner hexagon (wrench size 10 mm).
Turning out counter-clockwisely the adjusting screw 4. Vent the pump as descri-
minimizes the change-over pressure, turning in bed in chapter initial start-up
clockwise maximizes the change-over pressure. and venting.
Attention: Pressure drop 1. Visual inspection whether

Inside of the adjusting screw is another grub screw (prior to any corrections, there are leakages. If so, seal
with inner hexagon (wrench size 4 mm) to limit the open de-pressurization valve them.
stroke of the change-over piston inside of the pump and release hydraulic pres- 2. Close depressurization
block. It is absolutely necessary, to screw out the sure completely) valve.
grub screw approx. 2 times before turning the If the problem cannot be solved, please contact MAN Die-
adjusting screw! sel & Turbo
The regulation of the adjusting screw follows gradu-
ally in approx. 10° - steps. After everv adjusting
step the grub screw is to screw in until it fits closely Pressure Port
and approx. a l/4 turn to loosen. The pressure port of the pump is produced accord-
Check by carefully pumping if the change-over ing to our customers’ wishes. In addition, there is a
pressure wanted has been reached. If necessary, variety of possibilities to connect the pump with one
repeat the procedure as described above. or more pressure consumers.
2008.08.25. -ES0
MAN Diesel & Turbo
520-01.07 Work Card
Hand Lever Pump Page 4 (4)
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Attention - Danger to life
Prior to the pump’ s start-up please make sure that,
no matter which pressure port you chose, all con-
nection elements are in a perfect condition. Con-
vince yourself of the fact that these are correctly
connected and suitable for the necessary pressure.
Attention - High-pressure hydraulic
On principle, when leakages occur during the pres-
surization, immediately release the hydraulic pres-
sure and seal the leakane or renew defect parts.
Maintenance and Storage

The pump should be lubricated frequently at the
movable parts. Protect it from contamination
because dirt in the oil or in the pressure port can
lead to the pump’ s failure. A dry storage avoids the
steel parts’ getting rusty.
The storage and transport of the pump should
always be done in a horizontal position. Thus, you
avoid a possibly necessary venting of the pump
during its start-up.
For checking the oil level, please open the depres-
surization valve and let the oil completely flow back
into the tank. Open the oil filler cap and fill up
hydraulic oil according to IS0 VG 32, if neccessary.
Do not overcharge the tank. Close the oil filler cap.
The use of the pump in a dirty area requires a regu-
lar oil change. Fill the pump with clean hydraulic oil
and lubricate all moving parts (hinges) regulary.
2008.08.25. -ES0
MAN Diesel & Turbo
Plate
Page 1 (13) Standard Tools for Normal Maintenance 52000-13
L16/24
Section 505 Cylinder head Supply per Ship Drawing Remarks

Name Sketch Working Spare Plate no Item no
Valve spring tightening 1 52000 014

device
Lifting tool for cylinder unit 1 52000 038
13.29 - ES1 - Tier II - Stationary - GenSet

MAN Diesel & Turbo
52000-13 Standard Tools for Normal Maintenance Plate

Page 2 (13)
L16/24
Section 506 Piston, connecting rod and cylinder liner Supply per Ship Drawing Remarks
Removing device for fla-

me ring 1 52000 021
Guide bush for piston 1 52000 045
Fit and removal device for

conn. rod bearing, incl.
eye screws (2 pcs) 1 52000 069

MAN Diesel & Turbo
Plate
L16/24
Lifting device for cylinder

liner 1 52000 082
Lifting device for piston

and connecting rod 1 52000 104
Plier for piston pin lock

ring 1 52000 177
Piston ring opener 1 52000 190

MAN Diesel & Turbo

Page 4 (13)
L16/24
Supporting device for 1 52000 212

connecting rod and piston
in the cylinder liner

MAN Diesel & Turbo
Plate
L16/24
Section 508 Operating gear for inlet and exhaust valves Supply per Ship Drawing Remarks
Feeler gauge, 0.4-0.5 mm 1 52000 010

(inlet valve) 0.4 mm CORRECT
0.5
mm
INC
OR
RE
CT
Feeler gauge, 0.5-0.6 mm 1 52000 034

(exhaust valve) 0.5 mm CORRECT
0.6
mm
INC
OR
RE
CT
260 1 52000 652

Socket wrench
169
469
Socket wrench and 1 52000 664
Torque Spanner 1 52000 676
Socket screw key 1 52000 831
Feeler gauge for adjust- 0.1 mm 2 52000 640

ment of roller guide

MAN Diesel & Turbo

Page 6 (13)
L16/24
Section 510 Crankshaft and main bearings Supply per Ship Drawing Remarks
Dismantling tool for main

bearing upper shell 1 52000 035

MAN Diesel & Turbo
Plate
L16/24
Section 512 Turbocharger system Supply per Ship Drawing Remarks

Eye screw for lifting of

charge air cooler/lubrica-
ting oil cooler 2 52000 036
Container complete for

water washing of com-
pressor side 1 51205 331
480
ø200
Blowgun for dry cleaning

172
of turbocharger 1 51210 303
Water washing of turbine 1 51215 481

side, complete

MAN Diesel & Turbo

Page 8 (13)
L16/24
Section 514 Fuel oil system Supply per Ship Drawing Remarks
Cleaning tool for fuel in- 84

jector, 1000 rpm 1 52000 013
ø22.5
84
Cleaning tool for fuel in-
jector, 1200 rpm 1 52000 848
ø22.5
Pressure testing tool 1 52000 050

incl. bow 1 52000 098
Extractor device for injec-

tor valve 1 52000 407

MAN Diesel & Turbo
Plate
L16/24
Grinding device for no- 200

zzle seat 1 52000 074
Grinding paper 1 52000 747
Loctite 1 52000 760

747
442
760
Loctite
Combination spanner,
32 mm 1 52000 772
Crow foot, 32 mm 1 52000 784

MAN Diesel & Turbo

Page 10 (13)
L16/24
Section 520 Tools Supply per Ship Drawing Remarks

Hydraulic tools complete

consisting of the follo-
wing: 52000 806
023
405
Pressure pump,
complete 1 52000 011
Manometer 52000 023

417
011
Quick coupling 52000 405
Distributor 52000 417
L x B x H = 886 x 256 x 334 mm
Hydraulic tools box

consisting of the follo-
wing: 52000 633

MAN Diesel & Turbo
Plate
L16/24

Distributing piece for cylin-

der head, complete. 52000 143
Gasket 52000 155
Distributing piece for main

bearing, complete. 52000 167
Gasket 52000 155
Hydraulic tools for connec-

ting rod, complete 52000 299
Piston for hydraulic jack* 52000 704
Set of O-rings with back-

up ring 52000 716
Cylinder for hydraulic jack* 52000 741
Spacer piece 52000 096
Angle piece complete 52000 358
Hydraulic jack as item nos.

704, 716, 741 52000 586
Spare parts for hydraulic

tools for connecting rod 52000 251
*not available as a single

part

MAN Diesel & Turbo

Page 12 (13)
L16/24

Hydraulic tools for cylinder

head, complete 52000 275
Piston for hydraulic jack* 52000 429
Set of O-rings with back-

up ring 52000 430
Cylinder for hydraulic jack* 52000 442
Spacer piece, long 52000 059
Hydraulic jack as Item

Nos. 429, 430, 442 52000 454
Angle piece, complete 52000 358
Spacer piece, short 52000 072
Tension screw 52000 118
Spare parts for hydraulic

tools for cylinder head 52000 226
Spare parts kit for angle

piece 52000 322
Spanner 52000 310
Tommy bar 52000 334
*not available as a single

part

MAN Diesel & Turbo
Plate
L16/24

Hose with unions for

cylinder head, 4 pieces
complete, 500 mm 52000 180
Hose with unions for con-

nection of oil pump and
distributing block, 1 pieces
complete, 3000 mm 52000 202
Hose, 3000 mm 52000 537
Quick coupling with pro-

tecting cap 52000 549
Hose, 500 mm 52000 525
Adapter 52000 836

MAN Diesel & Turbo
Plate
Page 1 (11) Additional Tools 52002-07
L16/24

Grinding tool for cylinder

head/liner 1 52002 126
Grinding machine for

valve seat rings 1 52002 199
Mandrel 1 52002 209

209
Cutting tool 1 52002 210
Carbide cutting insert 1 52002 211
210 211
Wooden box
L x B x H = 450 x 380 x 190 mm
Grinding machine for

valve seat rings 1 52002 222
Stone 1 52002 234

234
Guide 1 52002 246
246
13.07 - ES1 - TierII + Stationary

MAN Diesel & Turbo
Plates
52002-07 Additional Tools Page 2 (11)
L16/24

Grinding machine
for valve spindle incl.
wooden box, complete 1 52002 283
Grinding stone 1 52002 662
Mandrel for dismounting/

mounting of valve guide 1 52002 258
Turning device for cylin-

der unit 1 52002 114

MAN Diesel & Turbo
Plate
L16/24

Grinding tool for valves 1 52002 285
Extraction tool for valve 1 52002 329

seat rings

MAN Diesel & Turbo
Plates
L16/24
Section 506 Piston, connecting rod and cylider liner Supply per Ship Drawing Remarks
Testing mandrel for

piston ring grooves, 5.43
mm 1 52002 163
Micrometer screw for

cylinder liner 1 52002 425
Micrometer screw for

connecting rod 1 52002 665

MAN Diesel & Turbo
Plate
L16/24
Section 507 Camshaft and camshaft drive Supply per Ship Drawing Remarks
Adjusting tool for injec-

tion timing, MAN 1 52002 533

MAN Diesel & Turbo
Plates
L16/24
Section 510 Crankshaft and main bearings Supply per Ship Drawing Remarks
Removal device for main 1 52002 641

bearing cap

MAN Diesel & Turbo
Plate
L16/24
Section 511 Frame and base frame Supply per Ship Drawing Remarks
Assembly sleeve 15 1 52002 604
ø35

MAN Diesel & Turbo
Plates
L16/24
Section 512 Turbocharger system Supply per Ship Drawing Remarks

Lifting tool for charge air

cooler 1 52002 401

MAN Diesel & Turbo
Plate
L16/24
Cleaning needles for fuel

injector (5 pcs), 1000
rpm 1 52002 378
Cleaning needles for fuel

injector (5 pcs), 1200 1 52002 616
rpm

MAN Diesel & Turbo
Plates
L16/24
Section 515 Lubricating oil system Supply per Ship Drawing Remarks
Mandrel for lubricating

oil cooler 1 52002 508

MAN Diesel & Turbo
Plate
L16/24

Air driven high pressure 1 52002 653

pump for hydraulic valve

MAN Diesel & Turbo
Plate
Page 1 (2) Hand Tools 52004-02
L16/24
L21/31, L27/38
Socket spanner set

019 Designation Size [mm]
Rachet
Extension 125
Extension 250
Universal
Socket - double hexagon 10
Socket for internal hexagon 5
Socket - screwdriver 1.6 x 10
Socket - cross head screw 2
Socket - cross head screw 3
Item Size [mm] Socket - cross head screw 4
331 7
343 8
355 Hexagon key Combination spanner
10
367 12
379 14 Item Size [mm]
380 17 032 10
392 19 044 12
056 13 139
068 14
223 16
081 17
235 18
093 19
103 22
140 272 115 24
284 127 30
296
152
164 176 188 247 259 260
24 mm 30 mm 36 mm 8 mm 10 mm 12 mm
11.01 - ES0
MAN Diesel & Turbo
Plate
52004-02 Hand Tools Page 2 (2)
L16/24
L21/31, L27/38
Item Item
019 1/E Set of tools Topnøglesæt 260 1/E Bit, hexagon socket Unbrakotop, str 12
screw, square drive
032 1/E Combination spanner, Ring-gaffelnøgle,
10 mm 10 mm 272 1/E Torque spanner, Momentnøgle,
20-120 Nm - 1/2" 20-120 Nm - 1/2"
40-200 Nm - 1/2" 40-200 Nm - 1/2"
30-320 Nm - 1/2" 30-320 Nm - 1/2"
14 mm 14 mm 331 1/E Hexagon key 7 mm Unbrakonøgle 7 mm
081 1/E Combination spanner, Ring-gaffelnøgle, 343 1/E Hexagon key 8 mm Unbrakonøgle 8 mm
17 mm 17 mm
355 1/E Hexagon key 10 mm Unbrakonøgle 10 mm
103 1/E Combination spanner, Ring-gaffelnøgle, 379 1/E Hexagon key 14 mm Unbrakonøgle 14 mm
22 mm 22 mm
380 1/E Hexagon key 17 mm Unbrakonøgle 17 mm

30 mm 30 mm
139 1/E Tee handle 1/2" square T-greb 1/2"

drive
140 1/E Ratchet, 20 mm Skralde, 20 mm
152 1/E Extension bar Forlænger
164 1/E Socket spanner, squa- Top, str 24

re drive, size 24
176 1/E Socket spanner, squa- Top, str 30

re drive, size 30
188 1/E Socket spanner, squa- Top str 36

re drive, size 36

16 mm 16 mm

18 mm 18 mm
247 1/E Bit, hexagon socket Unbrakotop, str 8

screw, square drive
259 1/E Bit, hexagon socket Unbrakotop, str 10

screw, square drive
* = Only available as part of a spare parts kit / * = Kun tilgængelig som en del af et reservedelssæt /
not avail separately ikke tilgængelig alene
11.01 - ES0
Site Report
M/V Vulcanello
Augusta Due - Mednav Group
PrimeServ Holeby
18 November 2015
Author
Name: Morten Buus Nielsen

Department: SEAFSS2 PrimeServ Center: PrimeServ Holeby
Job started: 2015-11-02 Job finished: 2015-11-18
Report date: 2015-11-18 SAP identification no:
Order / matter
Destination: Malta
Participants:
Reason for visit: Replace 3 crankshafts, 3 MkII upgrade and 1 TCR 12 upgrade.
Service Warranty goodwill Warranty unclarified Warranty clarified Service Agreement
Customer
Name: Augusta Due - Mednav Group Customer No:

Requested by:
Plant / vessel: M/V Vulcanello
IMO No: L9337779 Plant No:
Name of yard: Hull No:
Engine / Equipment
Engine/Equipment No: SB5L16-5296 SB5L16-5297 SB5L16-5298
Engine/Equipment type: 5L16/24
Manufacturer: STX
Operating time [h]: 39050 32753 36732
Engine: main auxiliary engine
Rotation direction: clockwise anticlockwise
Start warranty period: viewed from viewed from
End warranty period: flywheel free end
Commissioning date: Power: 500 [KW]
ECS version: Engine speed: 1200 [rpm]
Turbocharger
Manufacturer: MAN MAN
Turbocharger type: NR12/S107 TCR12/42034
Turbocharger No: 7020228 7648774 7020227
Appendix
This service report consists of 4 pages, including all separate sheets.

Operating values: yes no Measuring sheets: yes no
Check lists: yes no Lubricant analysis: yes no
yes no Report checked for completeness:
The statements in this document are not binding. No claims can be asserted versus MAN Diesel.
MAN PrimeServ 18 November 2015 Page 2 of 10

Spare Parts
Spare part order No:

Spare parts from MAN: yes no
External workforce: yes no
Workshop: Navalcanteri italia
Operating conditions
Area of operation: At sea

Operating data on
yes no
separate sheet?
Fuel specification: Heavy oil Diesel oil Gas oil Gas Biofuel
Fuel viscosity: [cSt/50 °C]
Lube oil consumption: [kg/day] [kg/h] [g/kWh]
Bunker place:
Lube oil brand: Shevron TLX
Mean load: 220 kW
Daily Report
02-11-2105
Travel from Denmark to Malta.
The crankshafts in engine 1 and 2 dismantled and shifted away from engine room.
Counterweights, gear rim and oil throw ring dismantled from crankshafts engine 1 and 2.
Engine frames 1 and 2 cleaned.
Main bearing caps mounted in engine no 1 and tightened.
Main bearing boring measured for ovality. All within MAN limits, no remarks.
03-11-2105
Oil sumps in engine no 1 and 2 cleaned.
Oil suction pipes dismantled and cleaned.
Oil suction pipes mounted.
Front-end box engine 1 and 2 cleaned.
Alignment tool made for the front-end box.
Front-end box mounted on engine no 2.
Various engine parts cleaned.
Clearance measured between the camshaft gearwheels and intermediate gearwheels. No remarks.
Clearance measured between governor drive and camshaft gearwheel. No remarks.
Clearance measured on camshaft bearings engine no 1 and 2. No remarks.
04-11-2105
Front-end box mounted on engine no 1.
New T/C cartridge mounted on engine no 1.
Various engine parts cleaned.
Spare parts arrived and were shifted onboard.

05-11-2105
All spare parts checked.
Plug screws, gear rim and counterweights mounted on crankshafts engine 1 and 2.
Crankshafts shifted to engine room and mounted in engines with new main bearings and thrust bearing.
Main bearing caps tightened 1200 bar.
Axial clearance on crankshafts 1 and 2 measured. No remarks
Vibration damper mounted on engine no 1.
Engine frame tightened to base frame on engine no 1.
06-11-2105
Timing checked on engine no 1 and 2.
Holes drilled in the engine frames for new alignment pins for the cylinder unit on engine no 1 and 2.
Clearance measured between crankshaft gearwheel and intermediate gearwheel on engine no 1 and 2. No
remarks.
Vibration damper engine no 2 mounted.
Oil throw ring on the crankshaft mounted on engine 1 and 2.
Flywheel cover mounted on engine 1 and 2.
Flywheels mounted on engine 1 and 2.
Water pumps overhauled and mounted in engine 1.
Valve camshafts exchanged to new type (low lift) on engine 1 and 2.
New bushes mounted in oil pump engine no 1.
Cylinder head tie rods mounted on engine no 1.
07-11-2105
Cylinder head tie rods mounted on engine 2.
Cylinder units mounted on engine 1 and 2.
Cylinder head tie rods tightened 1200 bar on engine no 1 and 2.
Water and air connections between cylinder units mounted on engine no 1 and 2.
Water pumps overhauled and mounted on engine no 2.
New bushes mounted in oil pump engine no 2.
Lube oil pumps mounted on engine no 1 and 2.
Lube oil cooler mounted on engine no 1.
Thermostatic housing mounted on engine no 1.
Charge air manifold mounted on engine no 1.
T/C diffuser housing mounted on engine no 1.
All the electrical system mounted on engine no 1.
Fuel pumps 3, 4 and 5 overhauled on engine 1. Rest overhauled approx on month ago by the crew.
Charge air cooler from engine no 2 cleaned and pressure tested without any remarks.
T/C drain pipe mounted on engine no 1.
Jet assist pipes mounted on engine 1 and 2.
Connecting rods bolts tightened on engine 1 and 2.
Fuel valves mounted on engine no 1.
08-11-2105
Disassembling of engine no 3 started.
Charge air cooler mounted on engine no 2.
Exhaust gas manifold mounted on engine no 1.
Overhauled fuel pump 3, 4 and 5 mounted on engine no 1.
High pressure pipes mounted on engine no 1.
Fuel valves mounted on engine no 2.
Roller guides adjusted on engine no 1 and 2.
Various pipes mounted on engine 1 and 2.
Shipyard started to mount the new type of fuel filters on all 3 engines.
Lambda controller mounted on engine 1 and 2.
Fresh water pipes mounted with new rubber compensators on engine no 1.
T/C silencer mounted on engine no 1.
Emergency stop valve mounted on engine no 1 and 2.
Electrical system dismantled on engine no 3.
Start air motor mounted on engine no 1.

09-11-2105
All units from engine no 3 removed and shifted to engine workshop.
6 old units were covered with grease and shifted to transport boxes outside the vessel.
Charge air cooler dismantled from engine no 3.
Alternator dismantled from engine no 3 and shifted back.
All the electrical system was mounted on engine no 2.
All water traps for the charge air coolers were dismantled and cleaned inside. They were all found in none
working condition because they were blocked inside.
All charge air cooler water traps were mounted.
Shipyard finished mounting of the new fuel filters on engine 1 and 2.
Counterweights removed from old crankshaft engine 3.
Oil cooler and thermostatic housing dismantled from engine no 3.
Water pumps from engine no 3 were overhauled.
New bushes mounted in lube oil pump from engine no 3.
Engine no 1 filled with water and the hose for the expansion tank was leaking.
The hose for expansion tank was replaced and engine no 1 filled with water again. No leaks found.
Flywheel cover and flywheel dismantled from engine no 3.
Vibration damper dismantled from engine no 3.
Engine no 2 filled with water. No leaks found.
Preheating for engine 1 and 2 started. No remarks.
Charge air manifold mounted on engine no 2.
10-11-2105
O-rings changed on all covers on engine no 1.
Engine 1 and 2 filled with oil.
Prelube pump engine 1 started and lubrication system inspected.
Old T/C foot dismantled from engine no 2.
Old T/C diffuser housing dismantled from engine no 2.
New type of T/C diffuser housing mounted on engine no 2.
New type of T/C foot mounted on engine no 2.
Valve clearance adjusted on engine no 1.
Counterweights, plug screws and gear rim mounted on crankshaft from engine no 3.
Crankshaft mounted in engine no 3 and tightened.
Vibration damper mounted on engine no 3.
11-11-2105
Oil throw ring mounted on engine no 3.
Flywheel cover and flywheel mounted engine no 3.
Alternator mounted on engine no 3.
Lube oil pump and water pumps mounted on engine no3.
Old T/C cartridge dismantled from engine no 3.
T/C cartridge from engine no 1 mounted on engine no. 3.
Camshaft exchanged on engine no 3 to new low lift design.
Governor mounted on engine no 1 and 2.
New T/C mounted on engine no 2.
Old oil discharge plate dismantled from front-end box and new mounted for T/C upgrade.
New T/C oil drain pipe mounted.
New crankcase venting hose mounted engine 2. (Venting system is now integrated in the new T/C foot)
The exhaust pipe after the T/C was modified to fit the new T/C by the shipyard.

12-11-2105
Holes drilled in engine frame no 3 for alignment of the cylinder unit and pins mounted.
Cylinder head tie rods mounted on engine no 3.
Cylinder unit mounted in engine no 3.
Cylinder heads and connecting rods were tightened 1200 bar.
Fuel valves and high pressure pipes mounted on engine no 3.
Various parts for the T/C upgrade were mounted en engine no 2.
Governor mounted on engine no 3.
All governor index and fuel rack index were adjusted to "0" index.
Jet-assist pipe modified to fit new T/C on engine no 2.
Lube oil system checked on engine no 1. No remarks.
Exhaust pipe mounted en engine no 3.
13-11-2105
New HT thermostat mounted and calibrated on engine no 1.
New jet-assist pick-up mounted on engine no 1.
Feeling over test made on engine no 1.
Engine no 3 filled with water and checked for leaks. No remarks.
Pre heating started on engine no 3.
Valve clearance adjusted on engine 2 and 3.
Prelube pump started on engine 3 and lubrication system checked. No remarks.
Load test started on engine no 1, but was stopped because after 40 min running with 25% load the fuel
pump 3 - 5 temperature were increasing to 95 degrees.
14-11-2105
The fuel pipes inlet and outlet were cleaned on engine no 1.
Fuel oil running in filters was found in all engines and was removed.
25 % load test started again on engine no 1. Test was stopped after 45 min because of high temperature
on fuel pumps.
New air inlet pipe for the T/C engine no 2 mounted.
Prelube pump started on engine 2 and lubrication system checked. No remarks.
New T/C RPM sensor, cables and junction box mounted on engine no 2.
Feeling over test made on engine no 3. No remarks.
25% load test started on engine no 3. Test also stopped after approx 45 min with high temperature on fuel
pump 3 - 5.
Feeling over test started on engine no 2. Test was stopped because there was no lube oil pressure.
All fuel filters cleaned 3 times.
15-11-2105
Gear wheel was found loose on the lube oil pump in engine no 2.
Water drained from engine no 2.
Lube oil cooler and lube oil pump dismantled from engine no 2.
Lube oil pump gear wheel shaft and gear wheel inspected and was found in good condition.
Gear wheel mounted on lube oil pump.
Lube oil pump and cooler mounted on engine no 2.
Engine no 2 filled with water.
Manometer mounted on MDO return line to check in the system was blocked.
Fuel return valve dismantled from engine no 3 and was found in working condition.
Feeling over test made on engine no 2. No remarks.
4 hours of load test was performed on engine no 1 and 3.
Covers for T/C mounted on engine no 2.
One fuel filter cleaned on each engine.

16-11-2105
The remaining 2 hours of load test on engine 1 and 3 was performed with no remarks.
4 hours load test performed on engine no 2. After the load was increased to 340 kW the lube oil
temperature increased to 80 °C and we had to reduce the load again.
The new lube oil filters were cleaned 2 times on each engine. (It is recommended to order some filters in
spare so the dirty filters can stay in chemicals for 24 hours before cleaning with air)
The lube oil shutdown test valve was found in none working condition on engine no 2. It was not possible
to test the lube oil shutdown because the test valve was leaking.
Exhaust pipe covers were mounted on engine 1 and 3.
One fuel filter cleaned on all 3 engines.
Performance was taken on engine no 1.
17-11-2015
One fuel filter cleaned on each engine.
The remaining 2 hours of load test was performed on engine no 2. Lube oil temperature reached 80
approx. 10 min after the load test were finished.
Sea trial carried out.
Oil pressure regulating valve dismantled from engine no 2 because the oil inlet pressure was pending up
and down in pressure. The piston inside the valve had some marks and was therefore polished.
Fuel oil pressure on engine 2 and 3 were also pending and the damper for the fuel pressure transmitter
was adjusted.
18-11-2015
Lube oil cooler cleaned on engine no 2.
Lube oil thermostatic elements dismantled and tested together with one new element we found on board.
The 2 old were only opening 7,5 and 8mm at 75 °C were the new opened 10,5mm.
The new thermostatic element and the best of the old were mounted again.
Engine no 2 loaded with 260 kW now the lube oil temp only reached 76 °C (The remaining old has to be
changed to new)
Performance was taken on engine 2 and 3.
The new automatic filter on the HFO line was started and engines no 1 and 3 was changed to HFO. No
remarks.
Base modules changed between engine 2 and 3 to see if the T/C sensor would work.

Findings, wear, problems, comments, recommendations
14-11-2015
During the 25% load running in test it was discovered that the temperatures on the fuel pumps was increasing.
The increasing temperature is normally caused by an insufficient fuel oil flow through the fuel pumps.
The flow of fuel is cooling the pumps. The inlet temperature of the fuel was approx 40 degrees.
When the engines were running with 25% load the fuel temperature in the inlet pipes between the pumps
were increasing about 8-10 degrees per pump.
These temperatures are from engine no 1 after running in 40 min at 25% load.
Inlet Fuel Inlet Fuel Inlet Fuel Inlet Fuel Inlet Fuel
pipe pump pipe pump pipe pump pipe pump pipe pump
1 1 2 2 3 3 4 4 5 5
Temp Temp Temp Temp Temp Temp Temp Temp Temp Temp
40 °C 53 °C 49 °C 61 °C 58 °C 72 °C 66 °C 82 °C 72 °C 91 °C
When measuring the return/outlet pipe on the engine the temperature was 42 °C but the temperature on the
return line from the engines was only 31 °C right after the ball valve on the outlet pipe on the engine. This
indicates that there were no flow on the fuel line and therefore no cooling on the fuel pumps.
15-11-2015
All inlet valves and outlet valves were opened and closed several times.
The MDO return lines back pressure manometer was dismantled and the fuel line was buffed for air through
the valve to the manometer.
The load test was started and now there were oil flow through the pumps. The return pipe now also
increased in temperature all the way back to the booster unit which indicates that there now is flow in the
pipe.
The load test was now carried out without any remarks. All fuel pumps were within 10 °C. Highest
temperature after for hours load test were 63 °C on pump no 5 and 54 °C on the inlet pipe to the pump.
16-11-2015
When running with two engines parallel the MDO inlet temperature was increasing to 48 °C. A recirculation
valve was found open so the booster pump suction was mixed fuel from the MDO service tank and from the
return line from the generators. After the valve was closed the MDO inlet temp on the engines decreased to
33 °C. Now the booster pump only has suction from the MDO service tank.
18-11-2015
After approx 1 hour with engine no 1 on HFO at 240 kW the lube oil temperature started to increase.
Before the base modules were changed between no 2 and 3 the T/C inlet temp didn’t work on engine 2.
After the changeover the T/C inlet now worked on engine no 2 but didn’t work on engine 3. This means the
base module from no 2 is not working for the T/C inlet temp.

Starting up, performance test and retightening
Engine no 1 - SB5L16-5296.
Feeling over test.
Engine started and kept running for 5 min at low RPM without load.
All site covers removed and oil flow in all bearings checked. (Cam, con rod and main).
All bearing temperatures were measured and all were within 3 degrees.
All connecting rods checked for free movement on the journal. No remarks found.
Same procedure made after the engine had kept running for 15 min and 30 min without load.
Over speed and lube oil shutdown tested with no remarks.
Feeling over test.
It was not possible to test the lube oil shutdown because the test valve was leaking. It was not possible to
simulate low lube oil pressure at the lube oil transmitter (PSL 22) due to the leaking valve.
Over speed shutdown tested with no remarks.
Feeling over test.
Over speed and lube oil shutdown tested with no remarks.
ALL hydraulic bolts and nut has to be retightened after 200 hours.
Engines have to be retightened at:
No 1 at 39250 hours
No 2 at 32953 hours
No 3 at 36932 hours

Return delivery of parts, damaged parts and samples drawn
All 15 old cylinder unit complete has to be returned to Frederikshavn in Denmark
Tools to be returned to MAN
Yes tools are left on board and needs to be returned to Frederikshavn in Denmark within 3 weeks after my
departure.
Attachments
Final report will be made and sent after return to Holeby Denmark.
_____18-11-2015________ _ Morten Buus Nielsen _ _____________________

Date MAN Signature Customer Signature

Service Report
M/V VULCANELLO M
PrimeServ Holeby
23 November 2015
Author
Department: SEAFSS2 (bhha) PrimeServ Center: PrimeServ Holeby

Report date: 2015-11-23 SAP identification no: 31731527/40049551
Order / matter
Destination: Malta
Participants:
Reason for visit: Change of crankshaft and installation of Mk 2 Update Package on AE 1
Customer
Name: Augusta Due - Mednav Group Customer no:

Requested by: Matteo Leban
Plant / vessel: M/V VULCANELLO M
IMO no: 9337779 Plant no:
Name of yard: Hull no:
Engine / Equipment
Engine/Equipment no: 5296
Manufacturer: STX
Operating time [h]: 39050
Turbocharger
Manufacturer: MAN
Turbocharger type: NR12/S107
Turbocharger no: 7020228
Appendix
This service report consists of pages, including all separate sheets.


Spare Parts
Spare part order no:

Workshop: Navalcantieri Italia

Operating data on
yes no
separate sheet?
Bunker place:
Lube oil brand: Chevron TLX
Mean load: 220 kW
Summary and conclusion
Most of the work carried out was done by Navalcantieri Italia under supervision by our MAN Superintendent
Engineer Morten Buus Nielsen.
Crankshaft and bearings have been replaced.

Original Mk 1 cylinder units have been exchanged with reconditioned Mk 2 units.
Turbocharger cartridge has been replaced with a new one.
Lub. oil temperature was incorrect, and thermostatic elements need replacement.
Pressure regulating valve for lub. oil was not functioning correctly and needs replacement.
Pickup for jet assist (ZT88) needs urgent replacement due to broken wires – the pickup is out of order.
Position switch for turning gear (ZS75) needs replacement as it is not working, and it is a safety hazard in
case of work carried out on the engine.
The newly installed parts are updated to the newest design; therefore, the engine manual should be updated
with relevant spare part plates, description sheets and working cards.
With the new parts TBO has been extended to 16,000 hours, and the engine has obtained 6,000 hours’ pro
rata warranty on the first set of injection nozzles.
All hydraulic bolts and nuts are to be retightened after 200 hours, i.e. AE No 1 is to be retightened at 39,250
running hours.
Toke Weirup Berthelsen

Superintendent
PrimeServ Holeby

Work and checks carried out
When arriving at the vessel the engine had already been disassembled by Navalcantieri Italia, except for
the crankshaft.
The old crankshaft was removed, and the main bearing borings were measured, please see attached
sheet.
The gear rim and the counterweights were dismantled from the old crankshaft and mounted on the new
crankshaft.
New crankshaft was mounted with new main bearings and thrust bearings.
Axial clearance on the crankshaft was 0.25 mm.
Vibration damper was mounted.
Flywheel was mounted.
Front-end box was mounted.
Engine frame was mounted on base frame.
Flywheel cover and alternator were mounted.
Reconditioned Mk 2 cylinder units were mounted.
New valve camshaft sections were mounted (low lift design).
New T/C cartridge was mounted.
New HT thermostat (TSH12) was mounted and calibrated to 93 °C.
New oil sump high level sensor (LAH28) was mounted.
New fuel injection valves were mounted.
Fuel pumps Nos 3, 4 and 5 were overhauled.
Water pumps were overhauled.
Water compensators were replaced.
Bushings were changed in the lub. oil pump.
Old fuel oil slit filter was replaced by new fuel oil duplex filter (25 micron).
Conical were adjusted.
Feeling-over test
Engine was started and kept running for 5 min. at low rpm without load.
All side covers were removed, and oil flow in all bearings was checked (cam, con rod and main).
All bearing temperatures were measured, and all temperatures were within ±1.5 °C.
All connecting rods were checked for free movement on the journal – no remarks.
The same procedure was made after 15 minutes’ and 30 minutes’ operation without load.
Over-speed and lub. oil shutdown functions were tested – no remarks.
Running-in test
Running-in test was carried out according to MAN instructions D501.10.
The test was carried out with only one remark.
During the 25 % load running-in test it was observed that the temperatures on the fuel pumps were
increasing.
Increasing temperature is normally caused by an insufficient fuel oil flow through the fuel pumps. The flow
of fuel is cooling the pumps. The inlet temperature of the fuel was approx 40 °C.
When the engines were running with 25 % load the fuel temperature in the inlet pipes between the pumps
were increasing about 8-10 °C per pump.
The following temperatures are from AE No 1 after running for 40 min. at 25 % load.
Inlet Fuel Inlet Fuel Inlet Fuel Inlet Fuel Inlet Fuel
pipe 1 pump 1 pipe 2 pump 2 pipe 3 pump 3 pipe 4 pump 4 pipe 5 pump 5
Temp. Temp. Temp. Temp. Temp. Temp. Temp. Temp. Temp. Temp.
40 °C 53 °C 49 °C 61 °C 58 °C 72 °C 66 °C 82 °C 72 °C 91 °C

When measuring the return/outlet pipe on the engine the temperature was 42 °C, but the temperature on the
return line from the engines was only 31 °C right after the ball valve on the outlet pipe on the engine. This
indicates that there was no flow in the fuel line and therefore no cooling of the fuel pumps.
Inlet/outlet pipes were dismantled and checked for any blockages – none found and no further remarks.
All inlet/outlet valves on the fuel oil piping were opened and closed several times.
The MDO return lines back pressure manometer was dismantled, and the fuel line was bled for air through
the valve to the manometer.
The load test commenced, and suddenly the oil flew through the pumps. The temperature in the return pipe
also increased all the way back to the booster unit; hence, there was flow in the line.
The load test was carried out without any remarks.
All the fuel pumps were within 10 °C. The highest temperature after four hours’ load test was 63 °C on pump
No 5 and 54 °C on the inlet pipe to the pump.
Performance was taken during MDO operation.
On the cylinder heads on units Nos 2, 4 and 5 excessive oil leakages were observed. The leakages stopped
after a few hours. It is recommended that the crew keeps a close eye on these leakages. If the leakages
continue after 200 hours, then the cylinder heads should be replaced.

Findings, wear, problems, comments
Electrical instruments
The position switch for indication of engaged turning gear (ZS75) was not working and has to be exchanged.
The ZS75 switch should indicate that the turning gear is enabled, and in case the start button is pushed, the
ZS75 switch should prevent the engine from starting up. As this safety device is not functioning it will cause a
hazardous situation.
The switch should be able to engage the roller below – internal parts are missing
The jet assist pickup sensor (ZT88) was found defective; the wires in the cable were broken. Without the
sensor the engine cannot take load changes fast enough, and the engine will produce excessive smoke
and emissions limits will be exceeded. New sensor (P50907-18/227) has to be ordered and mounted.
Fuel oil system

The crew informed that the fuel nozzles did not last very long. All fuel injector valve bodies were inspected
and found worn out. Only one valve body was found OK on board.
The bodies show clear signs of some kind of reconditioning by milling the head down. This procedure is not
approved by MAN, and therefore the bodies have to be scrapped. This could also relate to the low lifetime
of the nozzles.

Worn out fuel valve bodies
The automatic backflush filter was installed on the HFO main line to all the auxiliary engines, and engine
was changed to HFO with one remark.
When the engine was running on HFO, the lub. oil temperature increased if the engine was loaded with
more than 220 kW.
Lub. oil system

A similar issue was observed on AE 2 when running on MDO at approx. 220 kW – this was solved by
changing the thermostatic elements.
Unfortunately, no thermostatic elements were available on board, and the old ones were mounted. It is
recommended changing the thermostatic elements on AE 1 at the first opportunity.
While overhauling the lub. oil pump deep marks were found on the driven gear wheel (P51501-06/126). It is
recommended changing the gear wheels during the next overhaul.
Marks after threading, cavitation or simple wear

External connections
The external working team explained that during the disassembly of the engine several parts of rubber were
found in the water channels.
It was found that the old inlet/outlet compensators (P51902-04 / 209, 210, 222, 234) were mounted/ repaired
with rubber gaskets and silicone. New compensators were mounted during attendance.
Picture shows extra rubber from the old compensator
Works and checks not carried out
It was observed that the lub. oil pressure and water pressure were hunting up and down. It is normal that the
housing for pressure regulating valve (P51507-06) is worn and that the valve starts wobbling around in the
housing. This results in a hunting oil pressure that spreads pulsing throughout the lub. oil cooler into the
freshwater system.
A similar case was observed on AE 2 where the housing was worn out. Due to lack of time the regulating
valve was not dismantled to determine if the valve was in the same condition as the one on AE 2.
MAN recommends dismantling the regulating valve to inspect the condition of the piston and the valve
housing. If the condition is the same as the condition on AE 2 MAN recommends changing the regulating
valve completely, please see picture of piston in the report for AE 2.

Installed parts
New crankshaft and bearings

Reconditioned Mk 2 cylinder units
New valve camshaft sections
New HT thermostat (TSH12)
New oil sump high level sensor (LAH28)
New fuel injector valves
New T/C cartridge
L16/24 Fuel System Update Package including:
 New Fuel oil duplex filters
 New automatic backflush filter
Tools and old Mk 1 unit should be sent to PrimeServ 4-Stroke Denmark. Relevant ZF-notification and return
labels have been supplied.
Potential benefits for customer
It was observed that the lub. oil centrifuge for the auxiliary engines was not working. It would be a great
benefit for the vessel to have the lub. oil centrifuges for the auxiliary engines in good working condition and
to maintain the lub. oil according to MAN recommendations, see manual 504.03, newest D50403-09.
For the newly installed parts the following spare part plates should be filed in the engine manual in order to
avoid wrong supply
 P50501-19, Cylinder head
 P50502-11, Valve spindles and valve gear
 P50507-01, Water guide jacket
 P50515-11, Cylinder unit
 P50601-27, Piston and connecting rod
 P50705-25, Camshaft
 P50801-13, Roller guide and push rods
 P50907-18, Instruments
 P51415-14, Fuel oil filter duplex
 P51610-11, Freshwater pumps
 P51704-07, Kit for cylinder unit – L’Orange fuel equipment
With the new Mk 2 update the planned maintenance programme, sheet 500.23 should also be replaced in
the engine manual. The new sheet is edition 06, D50023-06. Please note that the TBO has been extended
from 12,000h to 16,000h.
The valve guides in the new cylinder heads have been updated to the newest design; therefore, working
card 505-01.20 should be updated in the manual – the new working cards are M5050120-15, M5080100-15,
and M5080110-14.

With the newly installed complete fuel valves and the automatic backflush filter in the common fuel line for
auxiliary engines the engine obtains a 6,000 hours’ pro rata warranty on the first set of injection nozzles as
stated in the attached To Whom It May Concern – L16/24 Fuel System Update package.
23 November 2015 Toke Weirup Berthelsen

Date Signature
Main Bearing Performance DG

To whom it may P51902-04.pdf P51704-07.pdf
Diameter DG 1.pdf 1.pdf concern -L1624 Fuel F
P51610-11.pdf P51501-06.pdf P51415-14.pdf P50907-18.pdf
P50801-13.pdf P50705-25.pdf P50601-27.pdf P50515-11.pdf
P50507-01.pdf P50502-11.pdf P50501-34.pdf M5080110-14.pdf
M5080100-15.pdf M5050120-15.pdf D50023-06.pdf

Service Report
M/V VULCANELLO M
PrimeServ Holeby
23 November 2015
Author

Order / matter
Destination: Malta
Participants:
Customer

Engine / Equipment
Manufacturer: STX
Turbocharger
Manufacturer: MAN
Turbocharger type: TCR12/42034
Appendix


Spare Parts


Operating data on
yes no
separate sheet?
Lub. oil consumption: [kg/day] [kg/h] [g/kWh]
Bunker place:
Lub. oil brand: Chevron TLX
Mean load: 220 kW
Original NR12/S107 turbocharger has been exchanged with a brand new TCR12. Amendment for technical
file will follow.
Lub. oil thermostatic elements are worn out and need replacement.
The solenoid valve for jet assist was broken and needs urgent replacement.
Pressure regulating valve for lub. oil was found to be worn out and need replacement.
Test valve block for PSL22 needs urgent replacement. There is a high risk of wrong readings which can
cause engine damage in case of loss of lub. oil pressure.
Turbocharger RPM sensor signal was not working. A solution is still worked upon at MAN. The engine can
still be used under normal conditions without this signal.
with relevant spare part plates, description sheets and working cards. With the new parts TBO has been
extended to 16,000 hours, and the engine has obtained 6,000 hours’ pro rata warranty on the first set of
injection nozzles.
All hydraulic bolts and nuts are to be retightened after 200 hours, i.e. AE 2 is to be retightened at 32,953
running hours.

Superintendent
PrimeServ Holeby

When arriving at the vessel the engine had already been disassembled by Navalcantieri Italia, except for
the crankshaft.
The old crankshaft was removed, and the main bearing borings were measured, please see attached
sheet.
The gear rim and the counterweights were dismantled from the old crankshaft and mounted on the new.
Front-end box was mounted.
New turbocharger (TCR12) was mounted.
Exhaust gas piping had to be re-fitted by a welder from the shipyard.
Old fuel oil slit filter was replaced with new fuel oil duplex filter (25 micron).
Conicals were adjusted.
Pickup for jet assist valve ZT88 was replaced.
Air supply for jet assist valve was blocked due to broken solenoid valve.
Feeling-over test
All side covers were removed, and oil flow in all bearings was checked (cam, con rod and main).
It was not possible to test the lub. oil shutdown (PSL22) as the test valve was leaking. The lub. oil
shutdown is a vital part of the safety system and should be corrected as soon as possible. It is necessary to
order a new test valve (50907-18/502) for the PSL 22 to make it possible to test the lub. oil shutdown
function.
Over-speed shutdown function was tested with no remarks.
Running-in test
The test was carried out with only one remark.
At the 2nd step in the running-in test at 50 % load the lub. oil temperature reached maximum allowable
temperature.
The crew informed that the lub. oil cooler had been cleaned one month ago, but it was decided to open and
clean the cooler anyway. Unfortunately, this did not solve the problem with the high temperature.
The lub. oil thermostatic elements were dismantled and tested together with one new element found on
board. The elements were mounted in a pot filled with water and heated up to 75 °C. The old elements
dilated 7.5 and 8 mm. The new element dilated up to 10.5 mm. This is a clear sign of the fact that the old
elements are worn out and need replacement.

Picture of thermostatic elements in a pot with warm water: From the left the new element with 10.5 mm
dilation is shown, then 8 mm and finally 7.5 mm on the element on the right.
The new element and the best of the old elements were mounted on the engine. When the running-in test
recommenced the lub. oil temperature decreased to 76 °C at continuous running with 280 kW. It is
recommended changing the remaining old thermostatic elements.
Instruments
The fuel oil pressure inlet alarm was manually disabled in the control room alarm system as the fuel oil
pressure transmitter was hunting up and down. The fuel oil damper for the fuel oil transmitter (PT40) was
adjusted as good as possible. After adjustment the hunting was only 0.2 bar compared to 3 bar before. The
alarm set point in the power management system was re-enabled.

Picture of the damper for PT40 mounted on the valve block
Control air system

The diaphragm in the solenoid valve for the jet assist (P51330-02/140) was found broken and has to be
changed. Without the solenoid valve the engine cannot take load changes fast enough and will produce
extraordinary smoke, and emission limits will be exceeded. New solenoid valve or repair kit has to be
ordered and mounted.
Broken diaphragm in jet assist solenoid valve

Fuel oil system
and found worn out. Only one valve body was found OK on board. The bodies show clear signs of some kind
of reconditioning by milling the head down. This procedure is not approved by MAN, and therefore the
bodies had to be scrapped. This could also relate to the low lifetime of the nozzles.
Valve body showing wear in centre hole; it should be straight and not concave.
Lub. oil system

While overhauling the lub. oil pump deep marks were found on the driven gear wheel (P51501-06/126+151).
It is recommended changing the gear wheels soon as there is risk of damaging the gear teeth and blocking
the output leading to further damage of pump and engine.
Deep marks were found on all teeth

It was observed that the lub. oil pressure and water pressure were hunting up and down. It is normal that the
housing for pressure regulating valve (P51507-06) is worn and that the valve starts wobbling around in the
housing. This results in a hunting oil pressure that spreads pulsing throughout the lub. oil cooler into the
freshwater system.
The lub. oil pressure regulating valve was dismantled. The piston and the valve house were polished a little;
however, it only solved the problem with the hunting oil and water pressure for a short period of time.
It is recommended replacing the complete regulating valve.
Pictures of piston and stem of lub. oil pressure regulating valve
It was found that the old inlet/outlet compensators (P51902-04 / 209, 210, 222, 234) were mounted/repaired

Installed parts

New jet assist pickup (ZT88)
New type of turbocharger (TCR12)
L16/24 Fuel System Update Package including:
 New fuel oil duplex filters
Tools and old Mk 1 unit should be sent to PrimeServ 4-Stroke Denmark.

Relevant ZF-notification and return labels have been supplied.
benefit for the vessel to have the lub. oil centrifuges for the auxiliary engines in good working condition and
avoid wrong supply
 P51704-07, Kit for cylinder unit – L’Orange fuel equipment
the engine manual. The new sheet is edition 06, D50023-06. Please note that the TBO has been extended
from 12,000h to 16,000h.
The valve guides in the new cylinder heads have been updated to the newest design, therefore, working
card 505-01.20 should be updated in the manual – new working cards are M5050120-15, M5080100-15, and
M5080110-14.

With the newly installed complete fuel valves and automatic backflush filter in the common fuel line for
auxiliary engines the engine obtains a 6000 hours’ pro rata warranty on the first set of injection nozzles as
23 November /2015 Toke Weirup Berthelsen

Date Signature
Main Bearing Performance DG To whom it may P51902-04.pdf P51704-07.pdf P51610-11.pdf

P51501-06.pdf P51415-14.pdf P50907-18.pdf P50801-13.pdf P50705-25.pdf P50601-27.pdf
P50515-11.pdf P50507-01.pdf P50502-11.pdf P50501-34.pdf M5080110-14.pdf M5080100-15.pdf
M5050120-15.pdf D50023-06.pdf

Service Report
M/V VULCANELLO M
PrimeServ Holeby
23 November 2015
Author

Order / matter
Destination: Malta
Participants:
Customer

Engine / Equipment
Manufacturer: STX
Turbocharger
Manufacturer: MAN
Turbocharger type: NR12/S107
Appendix


Spare Parts


Operating data on
yes no
separate sheet?
Bunker place:
Lube oil brand: Chevron TLX
Mean load: 220 kW

Original NR12/S107 turbocharger has been mounted, but the exhaust gas piping has been prepared for
installation of a new TCR12 turbocharger.
Lubrication oil thermostatic elements need replacement.

Base module needs replacement.
with relevant spare part plates, description sheets and working cards.
With the new parts TBO has been extended to 16,000 hours, and the engine has obtained 6,000 hours’ pro
rata warranty on the first set of injection nozzles.
All hydraulic bolts and nuts are to be retightened after 200 hours, i.e. AE No 3 is to be retightened at 36,932
running hours.

Superintendent
PrimeServ Holeby

Engine was disassembled, but on this engine the front-end box was not dismantled from the base frame.
The old crankshaft was removed, and the main bearing borings were measured, please see attached sheet.
The gear rim and the counterweights were dismantled from the old crankshaft and mounted on the new one.
Old T/C cartridge from engine No 1 was mounted. Exhaust gas piping has been prepared for TCR12
upgrade, by a welder from the shipyard.
Old fuel oil slit filter was replaced with new fuel oil duplex filter (25 micron).
Conicals were adjusted.
When troubleshooting on AE 2 the base modules were switched between AE 2 and AE 3. This showed that
the exhaust gas temperature sensor before turbocharger port (TE62 on the base module) was not working.
The damaged base module was mounted on AE 3. The engine can run without the signal, but it is
recommended changing the module at the first opportunity.
Feeling-over test
All side covers were removed and oil flow in all bearings were checked (cam, con rod and main).
.
Over-speed and lub. oil shutdown functions were tested – no remarks.
Running-in test
The test was carried out without any remarks.

Instruments
The fuel oil pressure inlet alarm was manually disabled in the control room alarm system as the fuel oil
pressure transmitter was hunting up and down.
The fuel oil damper for the fuel oil transmitter (PT40) was adjusted as good as possible. After adjustment the
hunting was only 0.3 bar compared to 3-4 bar before. The alarm set point in the power management system
was re-enabled.
Picture of the damper for PT40 mounted on the valve block
The old inlet/outlet compensators were mounted with rubber gaskets and silicone. New compensators were
mounted.

Fuel oil system
and found worn out. Only one valve body was found OK on board.
The bodies show clear signs of some kind of reconditioning by milling the head down. This procedure is not
approved by MAN, and therefore the bodies have to be scrapped. This could also relate to the low lifetime of
the nozzles.
Valve body showing wear in centre hole – It should be straight and not concave.
Lub. oil system

While overhauling the lub. oil pump deep marks were found on the driven gear wheel (P51501-06/126+151).
It is recommended changing the gear wheels at the first opportunity as there is a risks of damaging the gear
teeth and blocking the output leading to further damage of pump and engine.

Deep marks were found on all gear wheel teeth. MAN recommends changing the impellers now.
It was found that the old inlet/outlet compensators (P51902-04 / 209, 210, 222, 234) were mounted/repaired

Installed parts

L16/24 Fuel System Update package including
 New fuel oil duplex filters
Tools and old Mk 1 unit should be sent to PrimeServ 4-Stroke Denmark.

Relevant ZF-notification and return labels have been supplied.
benefit for the vessel to have the lube oil centrifuges for the auxiliary engines in good working condition and
avoid wrong supply
 P51704-07, Kit for cylinder unit –L’Orange fuel equipment
the engine manual. New sheet is edition 06, D50023-06. Please note that the TBO has been extended from
12,000h to 16,000h.
The valve guides in the new cylinder heads have been updated to the newest design, therefore, working
card 505-01.20 should be updated in the manual – new working cards are M5050120-15, M5080100-15,
and M5080110-14.

With the newly installed complete fuel valves and automatic backflush filter in the common fuel line for
auxiliary engines the engine obtains a 6,000 hours’ pro rata warranty on the first set of injection nozzles as
23 November 2015 Toke Weirup Berthelsen

Date Signature
Main Bearing Performance DG To whom it may P51902-04.pdf P51704-07.pdf P51610-11.pdf

P51501-06.pdf P51415-14.pdf P50907-18.pdf P50801-13.pdf P50705-25.pdf P50601-27.pdf
P50515-11.pdf P50507-01.pdf P50502-11.pdf P50501-34.pdf M5080110-14.pdf M5080100-15.pdf
M5050120-15.pdf D50023-06.pdf

Service Letter SL12-560/SIC
Action code: AT FIRST OPPORTUNITY
L16/24
Mk. 2 Update Package
SL12-560/SIC
Dear Sirs March 2012
The engine type L16/24 GenSet was successfully introduced to the Concerns
market in 1995. Today, it is one of the most popular engines in our Owners and operators of MAN Diesel &
programme, reaching sales figures of 2,500 engines, equal to more Turbo four-stroke diesel engines.
than 15,000 cylinder units. Type: L16/24 GenSet, Tier 1 and previous
Our experience with heavy fuel oil (HFO) on the market has shown a
tendency of decreasing ignition properties, which in general may lead
to operational problems, such as sticking valves, especially in con-
nection with low-load operation, which has led to internal engine and
turbocharger damage.
L16/24 Mk. 2 - TBO increase to 16,000 hrs

The design updates introduced on the L16/24 engine – called Mk. 2
- have improved engine performance, and especially the update intro-
duced on the cylinder unit, has reduced the risk of damage to internal
engine parts in the event of a sticking valve. Enclosure:
Working Card 505-01.20 (12H)
The performance improvement is significant, and we have decided to Working Card 507-01.20 (15)
increase the recommended TBO from 12,000 hrs on the L16/24 Mk. 1 Working Card 508-01.00 (15)
to 16,000 hrs for the L16/24 Mk. 2. Plate 50501-19H
Plate 50502-11H
In order for our customers to gain the benefit of the updates introduced Plate 50515-11H
on the Mk. 2 version, we are pleased to inform that MAN Diesel & Turbo Plate 50601-27
has developed a Mk. 2 update package. Plate 50705-25H
Plate 50801-13H
Please note that the Mk. 2 update package is a technical improvement
and will not increase the power output.
Yours faithfully
Mikael C. Jensen Lennart Wahl

Vice President Manager
Engineering Operation
MAN Diesel & Turbo MAN Diesel & Turbo MAN Diesel & Turbo
H. Christoffersensvej 6 Niels Juels Vej 15 Branch of MAN Diesel & Turbo SE,
4960 Holeby 9900 Frederikshavn Germany
Denmark Denmark CVR No.: 31611792
Phone: +45 54 69 31 00 Phone: +45 96 20 41 00 Head office: Teglholmsgade 41
Fax: +45 54 69 30 30 Fax: +45 96 20 40 30 2450 Copenhagen SV, Denmark
[email protected] [email protected] German Reg.No.: HRB 22056
Amtsgericht Augsburg
Service Letter SL12-560/SIC
The L16/24 Mk. 2 update package and/or overhaul the following engine parts at the same time
This package consists of a complete cylinder unit updated as the Mk. 2 update:
to our latest standard. Also included is:
• Fuel equipment
• 1 low lift cam (50705-25H item 014) • Turbocharger
• 1 connecting rod bearing • Charge air cooler
• 1 packing set • Thermostatic valves (water)
See plate 50515-11H. • Engine room ventilation/pressure
It is particular important to note that the stronger valve Introduction price

springs are designed to work with the new low-lift cam profile In the light of the present economic environment, we have
type only. Therefore they are not to be installed on engines decided to discount the Mk. 2 update package in such a
with the previous cam and rotocaps design. way, that the set is significantly more attractive, than the
price of the single parts. The price for one reconditioned
Update at next overhaul cylinder unit (Mk. 2 update package) is set to be 3,500 Euro
In order to introduce the Mk. 2 version in the most cost- ex. works. Removed parts must be returned to MAN Diesel &
efficient way, we recommend installing the Mk. 2 update Turbo on owners account within one month after the update.
package in connection with a scheduled main overhaul. The Otherwise MAN Diesel & Turbo reserves the right to invoice
update is not to be deemed solely as a major overhaul. the parts.
In order to have a fully overhauled engine − a basis for ob- This price offer is only valid one time per engine and only
taining the 16,000 hrs TBO − we highly recommend to check for Mk. 1. Engines. The price of 3,500 Euro is valid until 31st
December 2013, where after it may be changed.
In order to obtain the introduction Mk. 2 update price, please

refer to the Reference No.: L16/24-Mk 2-SL12-560, when or-
dering.
Upon receipt of the order department LEO9 will ensure that

the order will be directed to the responsible service hubs and
departments for easy handling.
Technical File and documents

The technical file is influenced by the Mk. 2 update. An
amendment to the technical file will be supplied by MAN
Diesel & Turbo in Holeby.
Attached Working Cards and Plates are to be used after

update of the engines. Please update your Instruction Books
accordingly.
1. New rotocaps 2. New valve springs 3. New valve guides For further information or assistance in this matter, please
4. Valve pockets in piston 5. Reduced cam/valve lift contact [email protected].
L16/24 Mk. 2 Update Package. Page 2 of 2

MAN Diesel & Turbo
Working Card 505-01.20

Page 1 (3) Replacement of Valve Guide Edition 12H
L16/24
Stopped engine Plate no Item no Note

Shut-off cooling water 52005 099
Shut-off fuel oil
Stopped lub. oil circul.
Description Hand tools
Dismantling and mounting of valve guide for inlet Hammer / Lead hammer
and exhaust valve. Nitrogen (N2), or similar.
Starting position
Related procedure
Manpower Replacement and wearing parts
Working time : 3/4 hour Plate no. Item no. Qty/

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

Data for torque moment (Page 500.40)
08.03 - ES0-ver08
MAN Diesel & Turbo
505-01.20 Replacement of Valve Guide Working Card

Edition 12H Page 2 (3)
L16/24
When to Replace the Valve Guide
If the clearance exceeds the max. limit, please see

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

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

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

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

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

against the cylinder head, by knocking slightly with
the mandrel and a hammer.
Fig 2 Mounting of valve guide
08.03 - ESO-ver08
MAN Diesel & Turbo

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

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

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

Fig 3 Inserting a new O-ring in the valve guide
08.03 - ES0-ver08
MAN Diesel & Turbo

Page 1 (4) Adjustment of Camshaft for Valve and Injection Timing Edition 15
L16/24

Shut-off cooling water 52007 040 Woodward
Shut-off fuel oil 52007 052 L'Orange
Hand tools
Description
Nominal adjustment of camshaft. (Adjustment of

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

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

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

Capacity : - man
Data

10.51 - ES0, version 2008

MAN Diesel & Turbo
507-01.20 Working Card

Edition 15 Adjustment of Camshaft for Valve and Injection Timing Page 2 (4)
L16/24
Assembly of gear wheels for valve cam-
shaft and Injection valve camshaft, without
mounted flywheel
Following description is for mounting the gearwheels Upper

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

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

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

wheel
Fig 1 Marks on gearwheels
10.51 - ES0, version 2008

MAN Diesel & Turbo

Page 3 (4) Adjustment of Camshaft for Valve and Injection Timing Edition 15
L16/24
4) Tighten up the intermediate gearwheels.Tight- 3) Position the support of the measuring tool
ening torque, please see page 500.40. on the two bolts of the camshaft covering.
Slip on the distance sleeves and fasten to
the cylinder crankcase by means of hexagon
Mounting of gearwheel for valve camshaft nuts.
5) Before mounting the gearwheel, must marks for Note: During attaching, pay attention to the cor-
crankshaft and lower intermediate gearwheel rect fitting position of the contact point.
small holes for both intermediate gearwheels 4) Insert the dial gauge into the support.
be corresponding.
5) Turn the engine until the cam base circle is
6) Turn the valve camshaft, until the mark on the reached (approx 40° BTDC).
gearwheel for valve camshaft corresponds with
the 2 marks on upper intermediate gearwheel, 6) Set the dial gauge to "Zero".
see fig 1 (E1).
7) Turn the engine until the TDC mark (ignition
7) Tighten up the gearwheel. Tightening torque, DC) for the actual cylinder is reached.
please see page 500.40. Read the dial gauge and note down the
gauge value in sheet on page 4.
Mounting the gearwheel for injection cam- 8) Determine the values for the other cylinders
shaft in the same way.
8) Before mounting the gearwheel, must marks for Calculate the average value of all measure-
crankshaft and lower intermediate gearwheel ments.
small holes for both intermediate gearwheels 9) Compare the calculated value determined
be corresponding. with the value mentioned below.
9) Turn the injection valve camshaft, until the 10) If the values exceeds the limits, an adjust-
mark on the gearwheel for valve camshaft cor- ment must be done in order to correct the
respond with the 2 marks on upper intermediate errors.
gearwheel, see fig 1 (E1).
11) Remove the complete measuring tool.
Note: Adjustment of injection valve camshaft is now
needed, please see separately chapter “Adjustment 12) Mount all camshaft covers.
of Fuel Injection Camshaft / Injection Timing”.
Plunger lift (average value): see Fig 4.

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

pump.
2) Check the mobility of the regulating device.
10.51 - ES0, version 2008

MAN Diesel & Turbo
507-01.20 Working Card

Edition 15 Adjustment of Camshaft for Valve and Injection Timing Page 4 (4)
L16/24
Requrements:
Only to be used with piston crown
marked with:
IMO-0664
Fig 4
Pump type: Woodward L'Orange
Engine rpm 1000 1200 1000 1200
Engine power rating 90 100 110 90 100 110

(kW/Cyl.) (kW/Cyl.) (kW/Cyl.) (kW/Cyl.) (kW/Cyl.) (kW/Cyl.)
Max plunger lift 5.40 mm 5.93 mm 6.04 mm 5.40 mm 5.93 mm 6.04 mm
08028-0D/H5250/94.08.12
1. Contact point
2 Lever
Fixing screws and
discs of enclosing
2 cover used
10.51 - ES0, version 2008

MAN Diesel & Turbo
Working Card
Page 1 (3) Inspection of Valve Roller Guide 508-01.00
Edition 15
L16/24

Shut-off cooling water
Shut-off fuel oil
Description Hand tools
Dismounting, inspection and/or overhaul, and Feeler gauge, 0.1 mm

Starting position
Cylinder unit has been removed from engine and

dismantled.
Related procedure
Control and adjusting of valve

clearance, 508-01.10
Working time : 2 hours Plate no Item no Qty/

Capacity : 1 man
Data

11.50 - ES0
MAN Diesel & Turbo
508-01.00 Inspection of Valve Roller Guides Working Card

L16/24

guides can slip out at the water jacket.
1
2) Examine the surface of the roller and the tap-
pet housing for marks and secures, if any they 2
must be polished away.
3) Blow clean the lubricating ducts in the tappet 3

4
4) Excamine the push rod, pin and ball cup for
damage and replace if necessary.
0.1 0.1 5
Replacement of Roller and Shaft Pin Clearance adjusted with

feeler gauge
5) Remove the lock screw. Item Description

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

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

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

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

point towards each other, and mount them in
the water jacket.
11.50 - ES0
MAN Diesel & Turbo
Working Card
Page 3 (3) Inspection of Valve Roller Guide 508-01.00
Edition 15
L16/24
Adjustment of Guides for Tappets
11) Final adjustment of guide-tappet clearance

can only be done after the cylinder unit has
been installed on the engine and cylinder cover
nuts are tightened.
12) Turn the actual cylinder into overlap top dead

centre. (Both inlet- and exhaust valve has lifted
a few millimetres and the cams are now aligning
the roller in correct position)

guides and untighten the two M6 bolts. Make
sure that there is full parallel contact on the Fig 2 Brackets between roller guides.
feeler gauges. Tighten the two M6 bolts see
fig. 2. (Re-check the feeler gauges has parallel
contact and make sure the clearance between
guide and tappet is 0.1 + – 0.1
0 mm) Remove the
feeler gauges.
14) Turn the engine so that both rollers are on

the circular part of the cams. Check that the
tappets can turn free from side to side in the
clearance. Adjustment is completed.
11.50 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder Head 50501-19H
L16/24
040
255
015 052
064 076
088
027
039
206
267
280
111 279
123 172
184
135
196
218
231
243
See plate 50610
09.35 - ES0 - ver08

MAN Diesel & Turbo
Plate
50501-19H Cylinder Head Page 2 (2)
L16/24
Item Item
015 2/C Guide for Styr for

valve bridge ventilbro
027 1/C Cylinder head Cylinderdæksel
039 2/C Plug Prop
052 1/C Sleeve Foring
088 4/C Valve guide Ventilstyr

inlet indstrømning

exhaust udstødning
206 5/C Screw Skrue
218 1/C Water guide jacket Kølekappe
255 2/C Bolt Bolt
267 1/C Stud Tap
280 11/C Closing cover Frostprop
09.35 - ES0 - ver08

MAN Diesel & Turbo
Plate
Page 1 (2) Valve Spindles and Valve Gear 50502-11H
L16/24
058
010
105 071
022 083
034 095
046 142
117 071
129 154
130
166
178
178 191
191 201
213
201
237
249
250
Cylinder Head,
see plate 50501
262
274
07.26 - ES0 - ver08

MAN Diesel & Turbo
Plate
50502-11H Valve Spindles and Valve Gear Page 2 (2)
L16/24
Item Item
010 1/C Rocker arm, exhaust Vippearm, udstøds, 274 2/C Valve spindle, inlet Ventilspindel, indsugn.
complete, incl. item komplet inkl. item 034,
034, 046, 058, 071, 046, 058, 071, 083
083
022 1/C Rocker arm, inlet com- Vippearm, indsugning

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

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

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

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

exhaust udstøds
07.26 - ES0 - ver08

MAN Diesel & Turbo
Plate
L16/24
011
08.43 - ES0 - ver08 - KS

MAN Diesel & Turbo
Plate
L16/24
Item

consisting of:
08.43 - ES0 - ver08 - KS

MAN Diesel & Turbo
Plate
L16/24
093
103
127
223
260
355
367
235
247
272
259
152
056
140
139
068
164
11.10 - ES0 - ver08 - KS

MAN Diesel & Turbo
Plate
L16/24
Item Item

rod

bearing 2/2

rod
164 2/C Nut Møtrik

incl. item 259, inkl. item 259,
260 and 272 260 og 272
259 4/C Bolt Bolt
272 4/C Distance sleeve Skive
11.10 - ES0 - ver08 - KS

MAN Diesel & Turbo
Plate
Page 1 (2) Camshaft (Valve Camshaft) 50705-25H
L16/24
349
291 291
266 230
278
278 350 254
266 266
301
313*
350
014
014
266
278
291 291
5 cyl.
278
026 038
266 038 026
6 cyl.
063 087
Item No for 051 075 099
7 cyl.
109 122 110
242 110 122 109
8 cyl.
134 158 171 195
9 cyl.
205 087 229 217
217 229 087 205
07.42 - ES0 - B, version 2008

MAN Diesel & Turbo
Plate
50705-25H Camshaft (Valve Camshaft) Page 2 (2)
L16/24
Item Item
014 1/C Camshaft part Styreakselsektion, 217 2/E Bearing disk, Lejesøle,
piece, 5-6-7-8-9 cyl. 5-6-7-8-9 cyl. 9 cyl. engine 9 cyl. motor
254 1/E Spur wheel Cylindrisk tandhjul
6 cyl. engine 6 cyl. motor 266 Screw Skrue
1/E 6 cyl. engine 6 cyl. motor 278 Washer Skive
7 cyl. engine 7 cyl. motor 291 Cylindrical pin Cylindrisk stift
301 1/E Bearing plate, com- Lejeplade, komplet
134 1/E Bearing disk, Lejesøle, plete incl. item 313 inkl item 313
313* 3/E Expander plug Ekspansionsprop
8 cyl. engine 8 cyl. motor 349 7/E Screw Skrue
158 1/E Bearing disk, Lejesøle, 350 Camshaft bearing Styreakselleje



07.42 - ES0 - B, version 2008

MAN Diesel & Turbo
Plate
Page 1 (2) Roller Guide and Push Rods 50801-13H
L16/24
Valve Spindles
and Valve Gear,
016 see plate 50502
028
041
Cylinder Head
see plate 50501
016 077
053 220
065 197+
089 207
220 219
11.01 - ES0
MAN Diesel & Turbo
Plate
50801-13H Roller Guide and Push Rods Page 2 (2)
L16/24
Item Item
028 2/C Push rod Stødstang
041 2/C Bolt Bolt
053 2/C Roller Rulle
065 2/C Shaft Aksel
077 2/C Housing for roller Hus for rullestyr

guide
089 2/C Screw Skrue
197+ 2/C Guide piece Styrestykke
219 2/C Screw Skrue
+ only available as + kun tilgængelig som

a pair et par
11.01 - ES0
Service Experience
Small Bore Four-stroke Engines
Contents
Introduction.................................................................................................. 5
Cylinder incidents – L16/24 units................................................................... 5
Exhaust gas temperature – L16/24................................................................ 6
Valve adjustment procedure – L16/24, L21/31, L27/38 ................................. 7
Excessive wear on valve – L21/31 and L27/38............................................... 7
Cavitation – L21/31 and L27/38.................................................................... 7
Pressure fluctuations in the fuel system – L21/31 and L27/38........................ 8
Exhaust gas sensors – L21/31...................................................................... 8
Cracked piston – L23/30 . ............................................................................ 9
Oval/cracked connecting rod – L23/30 and L28/32..................................... 10
Broken gear wheel – 9L27/38...................................................................... 11
Liner and ring groove wear – L27/38........................................................... 12
Bush for cam follower – V28/32S ............................................................... 12
Prolonged Service Interval L23/30............................................................... 14
New roller on valve cam – L28/32H............................................................. 15
HFO service experience.............................................................................. 16
Leak oil....................................................................................................... 17
Conclusion.................................................................................................. 17
Service Experience
Small Bore Four-stroke Engines
Introduction
For the small bore four-stroke engines,
considerable know-how is available in
Denmark within the four-stroke organi-
sation at Holeby. The MAN Diesel & Tur-
bo Holeby organisation is the day-to-
day cooperation partner when it comes
to component sales, technical support,
GenSet and engine design, etc.
In the following, we will report about Design changes:
some of the important findings regard- Improved turbochargers
Pre-heating valve
ing service experience of small bore Retroﬁt clamp/shark ﬁn
four-stroke engines. Furthermore, we

■ New rotocap
describe how we have identified and ■ New valve springs
■ New valve guides
rectified a number of technical prob- ■ Valve pockets in piston
lems on the small bore four-stroke en- ■ Camshaft with reduced valve lift
gines in service.
Some engines in service are in need of
updating to be able to perform satis-
factorily, and it is necessary to improve Fig. 1: L16/24: higher safety against sticking valves, i.e. sticking valves will not cause engine breakdown
their condition in order to regain the

trust of the operators.
introduction of the low-lift cam (Mk 2),
Cylinder incidents – L16/24 units we have not experienced valve damage
It is well-known that the L16/24 en- related to sticking valves in service.
gine has experienced cylinder incidents
over the last years. At the same time,
similar engines have logged 50-80,000
running hours in service and never ex-
perienced such problems. The inves-
tigation of the incidents revealed that
most cases were related to extremely
low load operation in combination with
fuel of poor ignition properties. Because
the fuel fulfilled the standard, even with
the poor ignition properties, we had to
make some modifications. From the
beginning, the modifications were con-
centrated on preventing sticking valves,
better charge air preheating, better
turbocharger and adjustment of valve
stem clearance, see Fig. 1.
With the low-lift cam, stronger spring
valve, etc., the risk of collision with the
piston has been eliminated. After the
Service Experience – Small Bore Four-stroke Engines 5

Unfortunately, incorrect valve adjust-
ment still resulted in valve bridges get- First version of new clamp
ting out of place during operation of
engines. Therefore, we recently intro-
duced a valve bridge guide to align the
rocker arm and valve bridge as a retro-
fit, see Fig. 2.
For new engines, the solution to prevent
the valve bridge from turning is a so-
called “shark fin”, see Fig. 3.
A new valve clearance procedure has
also been introduced to minimise the
possibility of incorrect adjustment. This
new valve adjusting procedure is com-
mon for L16/24, L21/31 and L27/38,
and it was introduced to the operators
with the service letter: SL12-559/MIKA.
To summarise, the Mk 2 package
launched in the beginning of 2012 com- Cost-optimised version. Price reduced with 25%
prises:
low-lift cam Fig. 2: L16/24: new rocker arm and self-aligning valve bridge introduced
insulation of the front-end box top

improved turbochargers
pre-heating valve
retrofit clamp/shark fin
new rotocap
new valve spring
new valve guide
valve pocket in piston.
Exhaust gas temperature – L16/24

On some 5L16/24 engines, the exhaust
gas temperature is too high. Generally,
the temperature was acceptable when
the engines were tested at the shop trial
and after cleaning of the turbine side on
board, but the time between necessary
cleaning is unacceptably short, and
many operators are not cleaning effi-
ciently.
The problem has been solved on many
engines by introducing a valve cam with
a longer overlap. The turbocharger has
proven to have better long-term per- Fig. 3: L16/24: valve arrangement, new serial solution
formance with the longer valve overlap.
6 Service Experience – Small Bore Four-stroke Engines

Our next step is to test different turbo-
charger characteristics for better part
load performance. This may include
different valve timing and different tur-
bochargers. We expect this will result
in satisfactory cleaning intervals without
increased exhaust gas temperature.
Valve adjustment procedure – L16/24,
L21/31, L27/38
Service experience has revealed that,
from time to time, valve clearance ad-
justment was not done properly or with
the required accuracy. This has largely Fig. 5: Wear on valve seat (L21/31 and L27/38)
been the case for the L16/24 type en-

gine, but only to a very limited extent This kind of wear has never been seen
for the L27/38, and very seldom for the on HFO-running engines or on most We have implemented these actions on
L21/31 engine. common diesels. To overcome the several plants, and subsequent service
For this reason, we simplified the ad- problem, we are currently testing a new experience looks promising. However,
justment procedure and safeguarded a armouring of the valve seats. we still need more running hours to
correct tightening torque by means of a Cavitation – L21/31 and L27/38 close the topic.
new special tool, see Fig. 4. Ever stricter requirements on exhaust Pressure fluctuations in the fuel sys-
Excessive wear on valve – L21/31 and gas emissions imply that more ma- tem – L21/31 and L27/38
L27/38 rine engines and power plant engines MGO operation may also lead to pres-
We have experienced heavy wear on operate on gas oil. Operationally, this sure fluctuations in the low-pressure
the inlet valve seat for engines running can have a negative influence on the fuel system. At the end of each injec-
on low-sulphur diesel, see Fig. 5. fuel injection equipment. Marine gas tion, the high pressure is released to the
This observation has been made on a oil (MGO) has a lower vapour pressure suction chamber in the fuel pump. On
very small number of engines, but still than HFO, and the system pressure is HFO, the viscosity of the fuel absorbs
we have decided to introduce counter- also lower. This may lead to cavitation, most of the pressure peak, whereas on
and cavitation on the plunger leads to MDO/MGO, the pressure peak is trans-
lower capacity of the fuel pumps, with mitted to the fuel piping.
a lower power output as a possible This has been experienced on marine
consequence. Cavitation of plugs and engines and power plant engines with
valves in the pump may result in larger low-volume fuel systems, and has
particles blocking the nozzle holes. Ero-
sion of the delivery and constant-pres-
sure valves can result in loss of residual
pressure in the high-pressure system.
This may result in cavitation of the high-
pressure pipes and nozzle parts, see
Fig. 6.
Fig. 4: Tool for correct tightening torque (L16/24, Actions taken to minimise cavitation:
L21/31 and L27/38)
supply system pressure increased
circulation flow increased
measures. temperature kept as low as possible. Fig. 6: Cavitation of high-pressure pipe (L21/31
and L27/38)

caused damage on pressure transduc- The problems with the exhaust gas junction box and full cable length on
ers and other components in the sys- measurement turned out to be com- sensors).
tem. plex:
Actions taken to decrease pressure 1. Sensors were not sufficiently reliable
fluctuations: from the manufacturer
installation of gas dampers (Fig. 7) 2. Junction box connections suffered
matching of fuel pump inlet and out- from loose wires and failures
let nozzles. 3. Longer sleeves had not been fitted
correctly
We are testing the gas damper on sev- 4. Teflon cables had not been intro-
eral plants, see Fig. 7. Service experi- duced correctly
ence looks promising, but we need 5. Insufficient exhaust gas pipe insula-
more running hours to close the topic. tion resulted in sensor cable failure.
Matching on different nozzles is still on-
going. To solve the problems, the following
Exhaust gas sensors – L21/31 countermeasures were introduced:
In connection with the L21/31 Tier II re- 1. Junction boxes removed (see Fig. 8)
lease and introduction of the SaCoSone 2. Sensors with full cable length applied
system, the exhaust gas temperature 3. Washer applied on engines in serv-
PT1000 sensor type was released. ice, and long sleeves applied on new
On the L21/31 engines, licensees and engines
operators have often reported a failing 4. Service Letter with photo documen-
temperature signal. The problem was tation of the exchange procedure is-
claimed to MAN Diesel & Turbo, and an sued
investigation of the root cause was initi- 5. New assembly drawings and parts
ated. lists introduced (new cable route, no
Junction boxes have been removed
Cable tray has been moved down
Fig. 7: Gas dampers being tested in service (L21/31 and L27/38)
Fig. 8: Exhaust gas sensors on L21/31

Initial damage Next level of damage Final level of damage
Fig. 9: Cracked pistons on L23/30
Cracked piston – L23/30 Consequential cracks run from the lat- serious personal injury for people who
In mid-2010, we received a report from eral piston bolt accommodation in cir- are near the engine.
a vessel claiming cracks in the L23/30 cumferential direction to the piston skirt After issuing the service letters regard-
pistons. After further inspections, or through the pin boss. Investigations ing the pistons, we received reports
cracks were found in all pistons on all into the origin of the problem proved from operators with pistons from other
three genset engines on board. During that a too small rounding and poor cast- licensees, using other sub-suppliers,
the second half of 2010, the same type ing quality of the surface roughness had stating that they had also found cracks
of failure was reported to MAN Diesel & led to an excessively high stress level. in the pistons.
Turbo (MDT) from more than ten differ- All engines affected were equipped with Thorough investigations of the pis-
ent vessels and ship operators. In some pistons from the same maker. Nearly tons from the involved makers are still
cases, fatigue cracks caused total pis- 21,000 pistons were in service world- in progress to eliminate any future risk
ton failure with consequential damage wide. According to an agreement be- of engine damage and injury of people
to the engine. The cracks were found tween the licensees involved and MDT, around the engines. During the inves-
in pistons that had been in service from service letters were issued from all par- tigations, all involved licensees will be
20,000, but also up to 50,000 hours. ties involved. One general service letter approached/involved to eliminate the
The pistons were sent for material ex- from MDT, and one from each licensee problem in cooperation before issuing
amination, which revealed that the pis- to the specific operator with pistons new service letters. According to our
tons always had a primary initial crack, installed from their engine production. knowledge, there are around 15,000
and one or two typical consequential The service letters strongly recom- high-risk pistons in service from differ-
cracks. mended to replace the pistons due to ent makers.
Primary cracks start from the inner con- the potential risk of engine damage and Oval/cracked connecting rod – L23/30
necting bar towards the piston bottom.

and L28/32 failures are often related to inappro-
In 2011, we received notice from op- priate tightening of the connecting
erators claiming that their connecting rod and/or lubrication of the serration
rods had an ovality at the big end bore before assembly.
exceeding the limit of 0.08 mm. When
the connecting rods were sent for re- As another important issue related to
conditioning, they were often found with connecting rods, see Fig. 11, we have
cracks in the serrations, and recondi- seen broken connecting rods causing
tioning was therefore not possible. serious damage to the engine and the
After thorough investigation of connect- risk of personal injury. These failures are
ing rods from various engines, we found due to machining errors of the thread
the following two root causes, which in the connecting rod resulting in a fa-
depend on the running hours: tigue crack initiated in the bottom of the
1. If the connecting rod is found with thread hole.
high ovality and/or cracks in the ser-
ration the first time the connecting
rod is disassembled, then this is re-
lated to incorrect machining of the
serration by the maker of the con-
necting rod. The geometry of the ser-
rations on both sides of the big end
was measured, and there was not
correct correspondence between the
upper part and the lower part. The
incorrect geometry of the serrations
will have a negative influence on the Fig. 10: Connecting rod serration (L23/30 and
L28/32)
ovality and the occurrence of cracks.
The connecting rods are from engines

built by different licensees, but the con-
necting rods are mainly from one sub-
supplier. The serrations are, however,
not made by this sub-supplier. Fig. 10
shows an example where the require-
ment of 80% contact between the mat-
ing surfaces between the teeth is not
fulfilled.
We always recommend full measure-
ment and reporting when a connecting
rod is disassembled to ensure the cor-
rect quality of the connecting rod.
2. If the ovality or cracks are found af-
ter the second disassembly or later,
this is related to failure during the last
assembly of the connecting rod. The Fig. 11: L23/30 connecting rod

Broken gear wheel – 9L27/38
The problem with broken gear wheels is
cracks between the teeth of the inter-
mediate wheel driven by the crankshaft.
See Fig. 12.
The conclusion is that the crankshaft
of a 9-cylinder engine has a small up-
and-down movement during rotation,
thereby pressing the teeth of the gear
wheels so close to each other that they
get into full contact. Thus, the stress in
the bottom of the teeth becomes high
and the resulting fatigue may initiate a
crack. Statistics show that only 9-cylin-
der engines with single bearing alterna- Fig. 12: Broken gear wheel from L27/38
tors are affected.

New two-part gear rings for installation
on the crankshaft are in production. The
new gear rings will increase the clear-
ance, thereby overcoming the problem.
Today, two-bearing alternators are the
standard for new 8 and 9L27/38 en-
gines and, thereby, the problem has
been eliminated.
A circular letter (CL001-2012) alerting
the operator about the issue has been
sent out, and new gear wheels will be
delivered to the relevant operators.

Liner and ring groove wear – L27/38
A high liner and ring groove wear on the 1998 to 2002 2006 →
L27/38 engine was a problem earlier,
and various solutions have been tested
in the field. As a result, the liner wear 3,000 hrs., 6,200 hrs.,
is now kept below 10 µm/1,000 hours, HFO Propul- HFO Propul-
and the ring groove wear rate can be sion sion
kept below the target limit, i.e. less than
5 µm/1,000 hours. The entire solution
package consists of:
1. Changed cylinder liner support
2. Changed piston top land clearance
3. Improved scraper ring groove drain
4. Changed compression ring shape
and material
5. Cooling jacket with controlled water
flow Fig. 13: L27/38: improvement on hardware
6. Low-sac fuel nozzle.
All the changes were tested and intro- wear rate

duced in 2006, see Figs. 13 and 14. [mm 1000 h] 2000
0.12 1st customer engine
Nevertheless, some operators were
2001
still claiming high wear rates in the ring liner worn out
0.1
after 1500 hrs
grooves, i.e. more than 0.25 mm within
2003
12,000 hours. 0.8 LTC-Ring
new piston rings 2005
Investigation of these cases showed free liner
0.06 2006 package
that not all engines built after 2006 were free liner
low sack nozzle
equipped with the mentioned package,
0.04
which effectively will cure the problem.
Bush for cam follower – V28/32S 0.02
Due to cracks in the engine frame in 0.01
the area of the roller guide’s 12-o’clock 0

1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
stud (see Fig. 15), as well as cost-down year
considerations, the original roller guide
design was simplified and integrated in Fig. 14: 27/38 liner wear rates
the engine frame.

Original roller guide design: weakened by the cut-out for the hous-
mounted in the roller guide housing, ing, and cracks developed around the
which is mounted in the engine frame lower cylinder cover stud. Especially the
steered by a pin on the roller guide gas engine version was affected.
stud and a groove in the housing. Service experience revealed afterwards
that, with an improved design of the
The original roller guide design was roller guide, the wear rates of roller
working very well, but the frame was guides and bushings were not as low as

expected and the required lifetime was
V28/32H Original design
not achieved.
A re-introduction of the guiding bush in
combination with enforcement of rel-
evant wall thicknesses was introduced
as the new standard and retrofit solu-
tion, see Fig. 16.
New roller guide design (2006)
mounted in bushes that are shrink-
fitted directly into in the engine frame
steered by a pin on the roller guide
stud and a groove in the bushes.
The new roller guide design was based

on the old one from the V28/32H,
L28/32H and L23/30H, etc. Now, a
bush is mounted in the engine frame,
with a steering groove similar to the
housing on the above-mentioned types. Crack position
In this way, the frame strength is main-
tained.
The new design requires correct posi- Fig. 15: Original roller guide design on V28/32H
tioning of the bush and the roller guide

stud. Otherwise, the roller guide, cam, Prolonged Service Interval L23/30
etc., will fail. A recent inspection of exchanged en-
gine p arts after main overhaul of a
7L23/30H auxiliary engine, following
an interval of 21,199 hrs. in operation,
confirmed that the L23/30H can oper-
V28/32S New Design (2006)
Fig. 16: V28/32S: present roller guide design

ate for 20,000 hours on HFO between
main overhaul. The specific wear rates
recorded for the cylinder components is
listed below:
Cylinder liners, TDC 1st ring: .
5 µm/1,000 hrs.
Piston, 1st ring grove: .
2 µm/1,000 hrs.
Piston rings: all with intact Cr-layer
and no side face corrosion.
Fig. 17 shows the good condition of the
piston rings from the 7L23/30H auxiliary
engine after 21,199 hrs. in service.
To achieve this prolonged service inter- Fig. 17: Piston ring condition after more than 20,000 hrs. in service (7L23/30H)
val, regular maintenance cleaning of the

turbocharger, lube oil, and fuel oil is re-
quired. Furthermore, the main overhaul
must be carried out according to the in-
structions and with correct spare parts,
and the engine performance must be
brought back to “shop test level”.
The inspection revealed that the ex-
haust valves and seat rings seemed to
have reached their limit, while bearings,
pistons and connecting rods had even
more hours left, see Fig. 18.
Fig. 18: Main bearing condition after more than 20,000 hrs. in operation (7L23/30H)

New roller on valve cam – L28/32H
A number of damaged valve cams (bal-
listic type) were claimed from the op-
erators, and the root cause has been
identified to be insufficient material
properties and/or an incorrect harden-
ing process, see Fig. 19.
A solution involving the release of “soft
shoulder” cams (see Fig. 20) has been
introduced, similar to the ones used on
newer engine types, as this design is
easier to handle production-wise.
The below production procedure must
be followed to obtain the best soft
shoulders:
1. Roller is pre-machined.
2. Roller is hardened to a specified hard-
ness and, more importantly, to a Fig. 19: Camshaft pitting – L28/32 fuel cam with 5,000 operating hours
specified hardening depth

3. Roller is grinded to specified dimen-
sions
4. Area to create soft shoulders to be ma-
chined away. This machining ensures
that hardened material is removed
and that the remaining non-hardened
material has the wanted flexibility.
This design variant will also mean a cost

reduction for some engine producers.
Fig. 20: L28/32 soft shoulder cam design

HFO service experience From report:
Sticking fuel pumps have always been
an annoying problem for engines oper-
ating on heavy fuel. Lacquer deposits
on the lower part of the plunger reduce
the clearance and can lead to sticking
of the plunger, especially after standby
periods and change to diesel fuel.
High viscosity and low-quality HFO
leads to a higher temperature to achieve
the correct injection viscosity. The high-
er temperature increases the tendency
to lacquering in the lower drain grooves.
Furthermore, when the drain bores are
filled/blocked by coke, the leak oil will Fig. 21: L21/31 pump
be trapped there, see Figs. 21 and 22.

The L16/24 does not have this problem,
and it seems that a special sealing oil
system with controlled oil flow in the
From report:
lower part of the pump element mini-
mises the problem.
In response to the above, investigations
are ongoing to eliminate the problem
also on engines larger than the L16/24.
A similar system for the other small four-
stroke engine pumps has been func-
tion-tested and will go into field test.
Another approach to lower the risk of
lacquering is to keep the fuel tempera-
ture in the pumps as low as possible
within the limits for viscosity and to have Fig. 22: L21/31 pump plunger
a high-circulating fuel flow to maintain a

sufficient standby temperature.

Leak oil
When operating engines on MGO, the
leak oil amount increases to nearly 1%
of the full load fuel consumption. The
increased leak oil flow is caused by
the lower viscosity of MGO compared
with HFO. The main part of the leak oil
comes from the fuel nozzle, and a minor
part comes from the fuel pump drain.
All this oil can be reused directly. A new
system is in the design phase where
leak oil from the fuel nozzle and pump Fuel oil inlet
will be separated from leaks in the low-
pressure system and engine frame top, Waste oil outlet (closed circuit)
To day tank
see Fig. 23.
Fuel oil outlet
Conclusion
MAN Diesel & Turbo works hard to
Waste oil outlet (open circuit)
ensure the best service to engines in To sludge tank
operation and when it comes to con-
tinuous development of the engine pro-
gramme. It goes without saying that we
will do our utmost to make the neces- Fig. 23: L21/31 split drain
sary changes and improvements. As
is already the case, we will continue
to offer our strong support to both our
engine licensees and the owners, so as
to ensure that we all achieve our goals.

All data provided in this document is non-binding. This data serves informational
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially .
specific site and operational conditions. Copyright © MAN Diesel & Turbo.
5510-0118-00ppr Aug 2012 Printed in Denmark
MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
[email protected]
MAN Diesel & Turbo – a member of the MAN Group

Service Letter SL12-559/MIKA
Action code: IMMEDIATELY
Valve Adjustment
Procedure
Dear Sirs
After introduction of the 2008 version for the L16/24 engine we ex- SL12-559/MIKA
perienced unforeseen valve damage. After thorough investigation March 2012
of the parts, the root cause was detected to be faulty adjustment of
the valve clearance. Similar incidents have been seen on L21/31 and Concerns
L27/38. The incorrect valve adjustment effects high stress on the Owners and operators of MAN Diesel &
valve bridge guides and, in the worst case, incidents with breakdown Turbo four-stroke diesel engines.
of the engine. Type:
GenSet L16/24, L21/31, L27/38
In 2009 an “Updated Valve Adjustment Procedure” was released in Propulsion L21/31, L27/38
Service Letter SL09-517. The procedure was complex, time con-
suming and not operational for the crew. This complexity has in
some cases led to incorrect adjustment of the valve clearance.
Countermeasure:
With this Service letter we now introduce a new, simplified procedure
based on operational experience. The procedure is introduced in our
Instruction Books, Working Card 508-01.10 (edition 14) and enclosed
to this Service Letter. The valve clearance tolerances are to be found
in the Instruction Book, Section 500.35, for each specific engine Enclosure:
type. Working Card 508-01.10 (14)
The simplified valve adjustment procedure replaces all former pro-

cesses released for the engine types stated in this Service Letter.
Please remove the previous edition in your Instruction Book and re-
place it with the new version enclosed to this Service Letter.
If you have any questions regarding this Service Letter, please feel
free to contact us via our e-mail addresses:
GenSet engines: [email protected]

Propulsion engines: [email protected]
Yours faithfully
Mikael C. Jensen Jens Christensen

Vice President Manager
Engineering Operation
MAN Diesel & Turbo MAN Diesel & Turbo MAN Diesel & Turbo
H. Christoffersensvej 6 Niels Juels Vej 15 Branch of MAN Diesel & Turbo SE,
4960 Holeby 9900 Frederikshavn Germany
Denmark Denmark CVR No.: 31611792
Phone: +45 54 69 31 00 Phone: +45 96 20 41 00 Head office: Teglholmsgade 41
Fax: +45 54 69 30 30 Fax: +45 96 20 40 30 2450 Copenhagen SV, Denmark
[email protected] [email protected] German Reg.No.: HRB 22056
Amtsgericht Augsburg
MAN Diesel & Turbo
Working Card
Control and adjusting of valve clearance 50801.10
L16/24, L21/31,
L27/38
Safety precautions: Special tools:

Shutoff starting air
Shutoff cooling water
Shutoff fuel oil
Press Blocking  reset
Description: Hand tools:
Control and/or adjustment of inlet and exhaust Socket wrench

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

Cover for cylinder top is removed.
Related procedure:
Manpower: Replacement and wearing parts:
Working time : 1½ hours Plate no Item no Qty/

Capacity : 1 man
See also plate 50502
Data:

12.08 - ES0
MAN Diesel & Turbo
50801.10 Control and adjusting of valve clearance Working Card

L16/24, L21/31,
L27/38
1. Shut-off starting air and fuel oil.
2. Stop the lubricating oil circulation.
3. Dismantle the cylinder top cover.
4. Dismantle the clamp for non-turning bridge, if

mounted (L16/24).
5. Turn the crankshaft until the cylinder is in igni-

tion TDC (both valves closed).
6. Check that the surfaces are clean. Feeler gauge
7. Loosen the counter nut, pos. 1, and the adjust- Pos. 5

ing screw, pos. 2, on the valve bridge.
Pos. 4 Fig. 2
Pos. 3
Pos. 2
Pos. 1 11. Adjust the screw, pos. 2, on the valve bridge

until the feeler gauge makes slightly more re-
sistance, but it must still be possible to move
the feeler gauge.
12. Tighten the counter nut, pos. 1, on the valve

bridge with torque. Re-check that the feeler
gauge clearance has not changed.
Fig. 1
P1 P3
8. Loosen the counter nut, pos. 3, and the adjusting P2

screw, pos. 4, on the rocker arm and insert the
feeler gauge between valve bridge and rocker
arm, pos. 5.
9. Adjust the screw , pos. 4, on the rocker arm until

the feeler gauge makes only slight resistance.
10. Tighten the counter nut, pos. 3, on the rocker

arm with torque. Re-check that the feeler gauge
clearance has not changed. Fig. 3
12.08 - ES0
MAN Diesel & Turbo
Working Card
Control and adjusting of valve clearance 50801.10
L16/24, L21/31,
L27/38
- Attach the socket wrench straight on the hexa-
gon nut before screwing.
P1
- Adjust the torque correctly, see values for

tightening in description 500.40.
P2 - Tools consisting of several part, can fall into

for L21/31 and pieces.
L27/38
for L16/24 - All bolted joints to be re-established.

P3
Caution:
Fig. 4 - Engine parts can be hot; watch out for burns.
- Slipping can cause injuries.

13. The adjustment is completed. - Injuries such as crushing of fingers, hands or
similar.
14. Install the clamp for the non-turning bridge, if
mounted (L16/24). - Slipping of torque spanner or similar tools can
cause injuries.
15. Install the cylinder head cover.
- Falling down from working position and/or hit-
ting engine parts can cause injuries.
Please note:
- Damaging of socket wrench, hexagon nut or
- The engine must be cold or cooled down for screw can cause injuries.
at least 30 minutes.
- Sharp-edged feeler gauge can cause injuries.
- Ensure to have a firm stand before working on
the engine. - Be careful not to put fingers between adjusting
screw and valve.
- It is not allowed to turn during the adjustment
process. - Wrong torque can cause injuries.
- The torque spanner must be positioned com- - Damaged parts must not be reused.
pletely on the coupling.
12.08 - ES0

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MAN Diesel & Turbo

Work Card 508-01.00

Safety precautions Special tools

Starting Position Hand Tools

Qualified Manpower Replacement and wearing parts

Replacement of roller and shaft pin

Mounting of guide for tappets

Figure 2: Brackets between roller guides

3) Put 0,1 mm feeler gauge on both sides of the

Figure 1: Inspection of roller guide and roller

Control and adjusting of valve clearance

Control and adjusting of valve clearance

Replacement and wearing parts

Control and adjusting of valve clearance

1) Shut-off starting air and fuel oil.

Control and adjusting of valve clearance

14) The adjustment is completed.

▪ The engine must be cold or cooled down for at least 30 minutes.

▪ Engine parts can be hot; watch out for burns.

▪ Injuries such as crushing of fingers, hands or similar.

▪ Damaging of socket wrench, hexagon nut or screw can cause injuries.

Control and adjusting of valve clearance

2017.05.10 - Mk2 - KS - 1 (2)

Pos. No. Qty Item Designation

011 1/C Cylinder unit complete

When ordering spare parts, see also page

2 (2) 2017.05.10 - Mk2 - KS -

Piston and connecting rod

2011.03.07 - Mk2, KS - 1 (2)

Pos. No. Qty Item Designation

056 1/C Bush for connecting rod

When ordering spare parts, see also page

2 (2) 2011.03.07 - Mk2, KS -

2007.10.15 - B, version 2008 (valve camshaft) - 1 (2)

Pos. No. Qty Item Designation

014 1/C Camshaft part piece, 5-6-7-8-9 cyl. engine

When ordering spare parts, see also page

2 (2) 2007.10.15 - B, version 2008 (valve camshaft) -

MAN Energy Solutions

Pos. No. Qty Item Designation

016 4/C Thrust piece

When ordering spare parts, see also page

Kit for cylinder unit

Kit for cylinder unit

L16/24S;L16/24, L'Orange 1 (2)

Item No. Qty Item Designation Where to find in the engine

2 (2) L16/24S;L16/24, L'Orange

Text Index Drawing No

Engine data 500/600

Operation of engine 501/601

Operation Description 501.01 (03)

Performance and condition 502/602

Engine performance and condition Description 502.01 (08)

Trouble shooting 503/603

Starting failures Description 503.01 (02)

Text Index Drawing No

Ignition in crankcase Description 503.04 (03)

Media specification 504/604

Cylinder head 505/605