Instruction Book L2738ed080120

MAN B&W Diesel
L27/38
Preface
What does this book contain?
This instruction manual provides general
guidance regarding operation and maintenance of the engine. It is also to be used as
reference when ordering spare parts.
The manual is divided into a number of
chapters that correspond to the main components/units in the engine. The number of
each chapter is determined by our PSPsystem (product specification system) and is the
foundation stone of our EDPsystem.
20000601
Each chapter consists of four main elements:

y
Descriptions (explanatory text concerning design features, functionality

and operation)
Work cards (specifications on how to

perform different maintenance jobs)
Data sheets (oil list, tightening torques

etc.)
Spare part plates (spare part illustrations and additional lists)
Release Preface
Reliable and safe operation of the engine is

dependent on correct operation and maintenance. It is therefore important that the
en-gine personnel is fully acquainted with
the contents of this book.
The equipment is delivered including a warranty clause which has been contractually
agreed upon.
It is, of course, a precondition for the validity of such a warranty that the equipment is
op-erated in accordance with agreed requirements and recommendations.
Spare parts must be original spare parts
purchased directly from MAN B&W Diesel,
Alpha Diesel or from one of MAN B&W Diesels authorized workshops or agents.
L27/38
How do I order spare parts?
Spare part plates consist of a drawing of the
spare part and an accompanying list of the
items shown on the drawing.
The drawing may not be completely identical to your plant and may also show some
items that are not included in your plant. The
additional list of items, however, is always in
accordance with your specific plant.
Note that some items on the spare part
drawings may only be delivered as part of a
kit or as a complete, assembled component.
This, however, is generally stated on the
drawing.
made in correspondence), you must specify

the following data:
1.
Name of vessel (eg M/S WANNSEE)
2.
Type of engine (eg 6L27/38)
3.
Engine no or product identification no

(eg 17019 or 1000 6769)
4.
Spare part plate no (incl edition no eg

1 101001
5.
Item no (eg 7)
6.
Description of part and quantity required (eg 2 gaskets)
When ordering spare parts (or reference is
20000601
These data are used in order to ensure correct supply of spare parts for the individual
propulsion plants.
Plate no A BBCCDD
A:
A = 1 for engine
BBCC: BB = chapter (main function)

CC = subfunction
DD:
II
version
Release Preface
L27/38
MAN B&W Diesel
00. Data
Description
Main data for L27/38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00-3
General safety precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00-4
Capacities at MCR MDO operation . . . . . . . . . . . . . . . . . . . . . page 00-6
Capacities at MCR HFO operation . . . . . . . . . . . . . . . . . . . . . page 00-7
Maintenance program L27/38 MDO operation
Major overhaul/inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00-8
Maintenance program L27/38 HFO operation
Major overhaul/inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00-10
Duties during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00-12
2008-01-10
Duties during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00-14

Operating data and set point . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00-16
Green passport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00-17
Data sheet
Shop test report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . engine no XX XXX
Crankshaft deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . product no XXXX
Inspection sheet gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . s no XXXX
List of lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 74 23-0
Quality requirements for engine cooling water . . . . . . . . . . . . . . . drawing 6680-3.3.7-01E
Quality requirements for MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing D365600E1.21
Quality requirements for HFO. . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing 66803.3.3-01E
Viscosity temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing D365600E-1.25
Settings and limit values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 77 49-0
Weights of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 92 69-5
List of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 79 48-0
Tightening specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 95 81-0
Release TOC_1 00
page 00-1
2008-01-10
L27/38
page 00-2
Release TOC_1 00
L27/38
MAN B&W Diesel
Main data for L27/38
20050606
The main particulars are carefully selected

in order to reach the optimal compromise
between low operational costs and reliability, - and fulfilling future legal emission limit
values.
Cylinder numbers
6-7-8-9
Power range
2040-3060 kW
Engine speed
800 rpm
Bore
270 mm
Stroke
380 mm
Stroke/bore ratio
1.4: 1
Swept volume/cylinder
21.8 l
Bmep
23.5 bar
Mean piston speed
10.1 m/s
Compression ratio
16.5: 1
Max combustion press.
195 bar
Turbocharger principle
Constant
pressure
Fig 00.1
Fuel quality according to MGO, MDO

& HFO up to
700 cSt/50C
Ignition sequences
Clockwise rotating engines (seen from aft
end):
6 cyl: 1-2-4-6-5-3
7 cyl: 1-2-4-6-7-5-3
8 cyl: 1-2-4-6-8-7-5-3
9 cyl: 1-2-4-6-8-9-7-5-3
Counter clockwise rotating engines (seen
from aft end):
Cross section of engine
6 cyl: 1-3-5-6-4-2
7 cyl: 1-3-5-7-6-4-2
8 cyl: 1-3-5-7-8-6-4-2
9 cyl: 1-3-5-7-9-8-6-4-2
Release 1 00A1-01
page 00-3
L27/38
General safety precautions
Cleanliness
The engine room should be kept clean above
and below the floor plates. If grit or sand may
blow into the engine room when the ship is in
port, the ventilation should be stopped and
ventilating ducts, skylights, and doors in the
engine room should be closed.
In particular, welding or work which causes
spreading of grit and chips must be avoided
near the engine unless this is closed or covered, and the turbocharger air intake filters
are covered.
The exterior of the engine should be kept
clean and the paintwork maintained so that
leakages can be easily detected.
Fire
If the crankcase is opened before the engine
is cold, welding and the use of naked light
will involve a risk of explosions and fire. The
same applies to inspection of oil tanks and
the space below the floor. Attention is furthermore drawn to the danger of fire when
using paint and solvents with a low flash
point. Porous insulating material drenched
with oil from leakages is highly inflammable
and should be renewed. See also: Ignition
in crankcase.
Other
Hand tools should be placed easily accessible on tool boards. Special tools should be
fastened to tool panels (if supplied) in the
page 00-4
engine room close to the area of application.

No major objects must be left unfastened,
and the floor and passages should be kept
clear.
Spares
Large spare parts should as far as possible
be placed well strapped near the area of
application and accessible by crane. The
spare parts should be well preserved against
corrosion and protected against mechanical
damage. The stock should be checked at
intervals and replenished in time.
Light
Ample working light should be permanently
installed at appropriate places in the engine
room, and portable low voltage working light,
in explosion-proof fittings, should be obtainable everywhere.
Freezing
If there is a risk of damage due to freezing
when the plant is out of service, engines,
pumps, coolers, and pipe systems should
be emptied of cooling water.
Warning
The opening of cocks may cause discharge
of hot liquids or gasses. The dismantling of
parts may cause springs to be released. The
removal of fuel valves (or other valves in the
cylinder head) may cause oil to run down
to the piston crown; if the piston is hot, an
explosion may then blow out the valve. When
testing fuel valves with the hand pump, do
not touch the spray holes, as the jet may
pierce the skin. Think out beforehand which
way the liquids, gases or flames will move,
and keep clear.
Release 1 00B1-01
2000-11-01
Proper maintenance, which is the aim of this

book, constitutes the crucial point in obtaining optimum safety in the engine room. The
general measures mentioned here should be
a natural routine to the entire engine room
staff.
L27/38
MAN B&W Diesel
Entering the crankcase or cylinder
Slow turning
Check beforehand that the starting air supply

to the engine is shut off, and that the turning
gear is engaged. Make sure that the propeller is disengaged or that the propeller shaft
is mechanically locked.
After prolonged out-of-service periods or

overhaul work which may involve a risk of
accumulation of liquid in the combustion
spaces, Slow turning should always be
effected, through at least two complete
revolutions.
Turning gear
2000-11-01
Before engaging the turning gear, check that

the starting air supply is shut off, that the
indicator valves are open, and subsequently
that the Turning gear in indication is on.
Hydraulic tools
Safety goggles and gloves must be worn
when using hydraulic tools. If skin is damaged
by oil jets seek treatment immediately.
Feeling-over
Grinding tools
When repairs or alterations have been made

to the running gear, apply the Feel-over sequence until satisfied that there is no undue
heating, oil mist formation, blow-by, or failure
of cooling water or lubricating oil systems.
Safety goggles and gloves must be worn

when using grinding tools. Prevent grinding
particles from entering the engine. Afterwards clean all parts carefully.
Check and maintain

Feel-over sequence
Feel-over after 5, 15 and 30 minutes idle running and finally when the engine is running at
full load. See also Starting-up sequence .
Release 1 00B1-01
Engine performance, lubricating and cooling

water condition.
Measuring equipment.
page 00-5
L27/38
Capacities at MCR MDO operation

Engine type
MCR (Max continuous rating)
6L
7L
8L
9L
kW
2040
2380
2720
3060
Fuel oil system

Fuel oil consumption
MDO incl built-on pumps
I/h
475
555
635
715
Pump capacity
Built-on primary pump
m3/h
2.3
2.3
2.3
2.3
Stand-by pump, min
m /h
2.2
2.2
2.8
2.8
Built-on pump
m3/h
80
80
115
115
Lubricating oil system

Pump capacity
Stand-by pump
m /h
60
60
75
75
Heat dissipation
Lub oil cooler (built-on)
kW
285
335
380
430
Lub oil volume in oil pan
Min
m3
1.4
1.6
1.8
1.9
Max
1.6
1.8
2.0
2.2
Built-on pump
m3/h
62
62
62
62
Stand-by pump
m3/h
62
62
62
62
Charge air cooler/LT stage
kW
Pump capacity
Heat dissipation
200
230
265
295
0.15
0.15
0.15
0.15
0.1
0.1
0.1
0.1
Built-on pump
m3/h
62
62
62
62
Stand-by pump
m3/h
62
62
62
62
Charge air cooler /HT stage
kW
430
500
575
645
Jacket water
kW
315
370
425
475
0.175
0.2
0.225
0.25
Water in engine
Expansion tank
HT cooling water system

Pump capacity
Heat dissipation
Water in engine
Expansion tank
rrv*
0.1
0.1
0.1
0.1
2000-06-01
LT cooling water system
Starting air system

Air consumption
Per start
Nm3
1.7
1.7
1.9
1.9
Starting air receivers
Receiver 1
500
500
500
500
250
250
500
500
22.5
22.5
30
30
NR24/S
NR24/S
NR26/R
NR29/S
kg/h
14800
17300
19700
22200
58/58
58/58
58/58
58/58
Receiver 2
Starting air compressors
Total capacity
m /h
Charging air system

Turbocharger type
MAN B&W
Air consumption
ISO ambient conditions
Charge air cooler
MBD 58/58
Exhaust gas quantity
kg/h
15200
17700
20300
22800
Exhaust pipe dimensions
Du t
mm
500 3
550 3
600 3
600 3
kW
65
76
87
98
ton
31.0
34.0
37.0
40.5
Radiated heat
Engine weight (dry)
page 00-6
Approx
Release 1 00C1-01
2047392-8.4
Exhaust gas system
L27/38
MAN B&W Diesel
Capacities at MCR HFO operation

Engine type
6L
7L
8L
9L
kW
2040
2380
2720
3060
HFO Incl built-on pumps
kg/h
430
500
570
640
Booster pump (separate)
m /h
2.2
2.2
2.8
2.8
MCR (Max continuous rating)
Fuel oil system

Fuel oil consumption*
Pump capacity
bar
4-6
4-6
4-6
4-6
Stand-by pump, min
m3/h
2.2
2.2
2.8
2.8
Built-on pump
m3/h
80
80
115
115

Pump capacity
Stand-by pump
m /h
60
60
75
75
Heat dissipation
Lub oil cooler (built-on)
kW
285
335
380
430
Lub oil volume in oil pan
Min
m3
1.4
1.6
1.8
1.9
Max
m3
1.6
1.8
2.0
2.2
Built-on pump
m3/h
62
62
62
62
62
62
62
62
LT cooling water system
Heat dissipation
Stand-by pump
m /h
Charge air cooler/LT stage
kW
200
230
265
295
Water in engine
m3
0.15
0.15
0.15
0.15
Expansion tank
m3
0.1
0.1
0.1
0.1
m3/h
62
62
62
62
HT cooling water system

Pump capacity
Built-on pump
Stand-by pump
m /h
62
62
62
62
Charge air cooler /HT stage
kW
430
500
575
645
Water in engine
m3
0.175
0.2
0.225
0.25
Expansion tank
0.1
0.1
0.1
0.1
Heat dissipation
Starting air system

Air consumption
Per start
Nm3
1.7
1.7
1.9
1.9
Starting air receivers
Receiver 1
500
500
500
500
Receiver 2
250
250
500
500
22.5
22.5
30
30
NR24/S
NR24/S
NR26/R
NR29/S
Starting air compressors
Total capacity
m /h
Charging air system

Turbochargertype
MAN B&W
Air consumption
kg/h
14800
17300
19700
22200
Charge air cooler
MBD 58/58
m2
58/58
58/58
58/58
58/58
Exhaust gas quantity
kg/h
15200
17700
20300
22800
Exhaust pipe dimensions
Du t
mm
500 3
550 3
600 3
600 3
Radiated heat
Engine weight (dry)
Approx
Exhaust gas system
kW
65
76
87
98
ton
31.0
34.0
37.0
40.5
* Depending on fuel oil quality
Release 1 00C2-01
page 00-7
2047428-0.4
2000-06-01
Pump capacity
L27/38
Observations
Monthly
Weekly
Daily
24000
18000
12000
6000
Overhaul to be carried out
2000
Check the condition
Time between
overhauls
200
Description
Check new/ overhaauled parts

after-hours
Majoroverhaul/inspection
Chapter
Engine frame and foundation

Foundation bolts retightening, see Tightening
specification 2049581-0
Safety cover - function test
200
10
10
Inspection of main bearing (two by two)

Inspection of guide bearing
Recording of crankshaft deflection
Main and guide bearing cap retightening
Vibration damper check sleeve
springs
Counterweights retightening, see Tightening
200
12
12
12
12
12
200
12
200
14
14
Camshafts and camshaft drive

Camshafts inspect gear wheels, screws,
connections etc
Camshaft bearings check of clearance
Camshaft adjustment check of cam
followers
14
Cylinder unit
Dismountingassembly of cylinder unit
(if space available above engine)
Inspection of piston
Piston rings and scraper rings
to be replaced
Inspection of connecting rod bearing shells
Connecting rod retightening
Cylinder liner borescope inspection Cylinder
liner-cleaning, honing and measuring
Inlet valves, exhaust valves, valve guides
and valve rotators
Safety valve check and adjustment
of opening pressure
Indicator valve
page 00-8
16
16
200
16
16
16
16
16
16
16
16
Release 1 00D1-01
2000-11-01
Crankshaft and main bearing
L27/38
Cylinder head nut retightening
Observations
Monthly
Weekly
Daily
24000
18000
12000
6000
2000
Check the condition
Time between
overhauls
200
Description

after-hours
MAN B&W Diesel
Chapter
200
16
200
18
18
18
200
20
20
20
Turbocharger
Charging air cooler cleaning and inspection
Retightening all screws and connections
For turbocharger, refer to special manual
Fuel oil system and injection

equipment
2000-11-01
Fuel oil injection pumps check

of condition
Fuel injection pump retightening
Fuel injection valves
Starting air system

Air starter inspection and overhauldismantling
and inspection
26

Lubricating oil pump engine driven
Lubricating oil cooler
Lubricating oil filter
Thermostatic valves
28
28
28
28
Cooling water system

Cooling water pumps engine driven
(LT/HT water)
Thermostatic valves
30
30
Local monitoring, control

and safety systems
Function test of monitoring, control
and safety sensors
84
See Maintenance programme during operation, page 12.
Release 1 00D1-01
page 00-9
L27/38
Observations
Monthly
Weekly
Daily
24000
18000
12000
6000
2000
Check the condition
Time between
overhauls
200
Description

after-hours
Majoroverhaul/inspection
Chapter

Foundation bolts retightening, see Tightening
Safety cover function test
200
10
Crankshaft and main bearing
200
10
10
12
10
12
200
12
Camshafts and camshaft

drive
Camshafts inspect gear wheels, screws,
connections etc
Camshaft bearings check of clearance
Camshaft check of cam followers
14
14
14
Cylinder unit
Dismounting of cylinder unit
(if space available above engine)
Piston rings and scraper rings
to be replaced
Inspection of connecting rod bearing shells
Connecting rod retightening
Cylinder liner bore scope inspection
Cylinder liner-cleaning, honing and measuring
Inlet valves, exhaust valves, valve guide
and valve rotator
Safety valve check and adjustment
of opening pressure
Indicator valve
Cylinder head nut retightening
page 00-10
16
16
200
16
16
16
16
16
16
200
16
16
16
Release 1 00D2-01
2000-11-01
Inspection of main bearing (two by two)

Inspection of guide bearing
Main and guide bearing cap retightening
Vibration damper check sleeve
springs
Counterweights retightening, see Tightening
L27/38
Observations
Monthly
Weekly
Daily
24000
18000
12000
6000
2000
Check the condition
Time between
overhauls
200
Description

after-hours
MAN B&W Diesel
Chapter
Turbocharger
Charging air cooler cleaning and inspection
Retightening all screws and connections
For turbocharger, refer to special manual
200
18
18
18
200
20
20
20

equipment
Fuel oil injection pumps check
of condition
Fuel injection pump retightening
2000-11-01
Starting air system

Air starter inspection and overhaul
26

Lubricating oil pump engine driven
Lubricating oil cooler
Lubricating oil filter
Thermostatic valves
28
28
28
28

Cooling water pumps engine driven
(LT/HT water)
Thermostatic valves
30
30

and safety systems
Function test of monitoring, control
and safety sensors
84
See Maintenance programme during operation, page 14.
Release 1 00D2-01
page 00-11
L27/38
Observations
Monthly
Weekly
Daily
24000
18000
12000
6000
2000
Check the condition
Time between
overhauls
200
Description

after-hours
Duties during operation
Chapter
General operation of engine

Record engine performance data with reference
to Shop Test Report
Draining of water condensate constantly
Check for leakages
00
02
10

10
Cylinder unit
Inlet and exhaust valves check and adjustment
of valve clearance
Lubricating of operating gear check
Check rotation of valve rotators
at idle speed
200
16
16
16
Turbocharger
Cleaning of air filter compressor side
Water washing of compressor side
Exhaust system compensators
Retightening of all screws and connections
By-pass valve and wastegate
check function
200
18
18
18
18
18

equipment
Fuel oil system check the system
Fuel oil filter replace
filter cartridge
Fuel oil injection pumps check free movement
of speed control system
page 00-12
20
20
20
20
Release 1 00E1-01
2000-11-01
Flexible mounting check rubber mountings
L27/38
Observations
Monthly
Weekly
Daily
24000
18000
12000
6000
2000
Check the condition
Time between
overhauls
200
Description

after-hours
MAN B&W Diesel
Chapter
Starting air system

Function test main and emergency
starting valve
Air filter, draining of bowl
Starting air system drain air receivers
and pipes
26
26
26

Lubricating oil filter check function
Lubricating oil oil samples
28
28
2000-11-01

Cooling water system water samples
Cooling water system check the system
30
30

and safety systems
Function test of emergency
stop
Governor check oil level, see governor
instruction book
82
84
See Maintenance programme major overhaul/inspection, page 8.
Release 1 00E1-01
page 00-13
L27/38
Observations
Monthly
Weekly
Daily
24000
18000
12000
6000
2000
Check the condition
Time between
overhauls
200
Description

after-hours
Duties during operation
Chapter
General operation of engine

Record engine performance data with reference
to Shop Test Report
Draining of water condensate constantly
Check for leakages
00
02
10

10
Cylinder unit
Inlet and exhaust valves check and adjustment
of valve clearance
Lubricating of operating gear check
Check rotation of valve rotators
at idle speed
200
16
16
16
Turbocharger
Cleaning of air filter compressor side
Dry cleaning of turbine side
Water washing of compressor side
Exhaust system compensators
Retightening of all screws and connections
By-pass valve and waste gate check
function
200
18
18
18
18
18
18

equipment
Fuel oil system check the system
Fuel oil filter rotate split
filter element
Fuel oil filter drain and clean
Fuel oil oil samples after each bunkering,
see chapter 00
Fuel oil injection pumps check free movement
of speed control system
page 00-14
20
20
20
20
20
20
Release 1 00E2-01
2000-11-01
Flexible mounting check rubber mountings
L27/38
Observations
Monthly
Weekly
Daily
24000
18000
12000
6000
2000
Check the condition
Time between
overhauls
200
Description

after-hours
MAN B&W Diesel
Chapter
Starting air system

Function test main and emergency
starting valve
Air filter, draining of bowl
Starting air system drain air receivers
and pipes
26
26
26

Lubricating oil filter check function
Lubricating oil oil samples
28
28
2000-11-01

Cooling water system water samples
Cooling water system check the system
30
30

and safety systems
Function test of emergency stop
Governor check oil level, see governor
instruction book
82
84
See Maintenance programme major overhaul/inspection, page 10.
Release 1 00E2-01
page 00-15
L27/38
Operating data and set points

Normal
values
at MCR
Alarm set points

Low
High
Reduced
load of
engine
80C
85C
Shut
down of
engine

Temp. after cooler (inlet engine)
6873C
Pressure after filter (inlet engine)
4.04.8 bar
Pressure before filter
4.25.0 bar
Pressure drop across filter
0.10.3 bar
Pressure inlet turbocharger
1.41.8 bar
3.0 bar
1.8 bar
1.0 bar
0.9 bar
Low level
Lub oil level

8095C
Temperature main bearing
100C
105C
Fuel oil system

Pressure after filter
MDO
2.03.0 bar
1 bar
Pressure after filter
HFO
410 bar
3 bar
Temperature inlet engine
MDO
2040C
Temperature inlet engine
HFO
80140C
Fuel oil viscosity
HFO
1113 cSt
10 cSt
2000-06-01
High leakage
level
Leaking oil
14 cst

Press. LT system, inlet engine
Press. HT system, inlet engine
2.03.0 bar
0.4 +
static
2.03.0 bar
0.4 +
Static
pressure
static
Temp. HT system, outlet engine
7585C
Temp. HT system, inlet engine
6570C
Temp. LT system, inlet engine
2540C
Temp. LT system, outlet engine
3545C
92C
92C
97C
Exhaust gas and charge air

Exh. gas temp. before TC
Exh. gas temp. outlet cyl
480530C
570C
370450C Average
50C
Exh. gas temp. after TC
300350C
Ch. air press. after cooler
2.93.1 bar
Ch. air temp. after cooler
4055C
25C
30 bar
15 bar
Average
Average
+50C
50C
450C
65C
Starting air system

Press. inlet engine
Speed control system
Engine speed
Turbocharger speed
Safety control air pressure
page 00-16
920
800
30 000
or 35 000
8 bar
6 bar
Release 1 00F1-01
L27/38
MAN B&W Diesel
Green passport
List of potentially hazardous materials of
MAN four-stroke diesel engines that are
relevant to be delivered to recycling facilities according to IMO resolution A.962(23)
Adopted on 5 december 2003.
Asbestos
Type of asbestos Materials
Location
Approximate quantity/volume
None
Type
Location
Copolymer, based on acrylnitrile and

butadiene: NBR
O-rings (Inside engine)
*)
Copolymer, based on vinylidene-fluoride

and hexafluoro-propene: FPM
O-rings (Inside engine)
*)
FPI 155, Flame retardant according to

IEC 332-3 cat. 3
Cable jacket
< 100 m
2007-10-29
Plastic Materials
Materials containing PCBs, PCTs, PBBs at levels of 50 mg/kg or more

None
Gases sealed in the machinery

Argon
Exhaust thermometers
*)
Type
Location
Anti-seize Compounds
Used on high temperature screws
*)
Chemicals in engine
Engine Additives
Water Treatment: Nitrite-borate inhibitor
None
Fresh water system
See instruction manual
Type
Location
Fuel oil
Engine F.O. pipe system
< 0,020 m3
Lubricating oil
Engine frame
See instruction manual
Filter cartridge
Lub. oil filter on engine
2 pcs. 1)
Filter cartridge
Lub. oil filter on engine/filter candles
2 pcs./48 pcs. 2)
Other Substances in engine
Mercury
None
Lithium battery (if installed)
Electronic cabinet
1 pcs.
Lead Pb - for soldering circuit board
Electronic cabinet
< 10 g/engine 2)
*) The component is most likely bound in an alloy or present at a very low concentration
1
) only valid for GenSets
2
) only valid for Propulsion engines
Release 1 00G1-01
page 00-17
2007-10-29
L27/38
page 00-18
L27/38
MAN B&W Diesel
02. Operation of engine

Description
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 02-21
Checks during out-of-service periods
Starting-up after repair
.....................................
page 02-24
........................................................
page 02-26
Engine performance and condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 02-28

Condensate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 02-31
Bore scope inspection of cylinder liner . . . . . . . . . . . . . . . . . . . . page 02-33
Work card
2008-01-10
02 10101 Recording of engine performance data . . . . . . . . . . page 02-35
Release TOC_1 02
page 02-19
2008-01-10
L27/38
page 02-20
Release TOC_1 02
L27/38
MAN B&W Diesel
Operation
Preparations for starting
Fig 02.1
The following describes what to do before

starting when the engine has been out of
service for a period of some hours.

Open for the cooling water supply to the
engine. Start sea water pump(s) for central
cooler.
1 2410-01 L27/38
Warning
Check
oil level
2001-03-21
To avoid shock effects owing to large temperature fluctuations just after start, it is
required
1. To preheat the engine.
The HT cooling water must be preheated to:
HFO operation 60-70C
MDO operation Min 40C
2. If for some reason starting without pre
heated cooling water, the engine may
only be started on MDO.
Governor
Fuel oil system

1. Open the fuel oil supply.
Starting on HFO:
Circulate preheated fuel through the
pumps until correct working temperatures have been achieved.
1. Check the oil level in the oil pan.
2. Regulating gear please check:
2. Check the oil level in the governor, see

fig 02.1.
y that all fuel injection pumps are set at

index "0" when the regulating shaft is
in STOP position.
3. Start up the stand-by pump.

The engine must be prelubricated for
at least 3 minutes prior to startup.
4. Check prelubricating oil pressure at inlet to engine and to inlet turbo charger
on the operator panel.
Release 1 02A1-01
y o that each fuel injection pump can be

pressed by hand to full index when the
regulating shaft are in STOP position,
and that the pumps return auto matically to the "0" index when the hand is
removed.
page 02-21
L27/38
Starting air system

1. Check the pressure in the starting air
receiver(s).
2. Drain the starting air system.
and at the same time keeping fuel pump

index on zero, with a tool on the regulating shaft.
2. Close indicator valves. Observe possible leakages from indicator valves!
3. Open the starting air supply.
5. Check that:
Propeller pitch is zero
Engine is disconnected
Propeller is locked (if shaft brake)
Turning of engine
1. Open the indicator valves and turn the
engine some few revolutions, check
that no liquid is flowing out from any
indicator valves during the turning.
The turning can be done by activating
the start button on the operator panel
Starting
1. Start the engine by turning the start
button on the operator panel until the
engine ignites, see fig 02.2.
To reduce the exhaust smoke during
starting, the load limit knob on the
governor can be activated corresponding to a fuel pump index of 24.
For normal operation the load limit
knob should be set at 10.
Warning
Failure in reset of fuel limit can load to blackout during shaft alternator operation.
2001-03-21
4. Check the air pressure on the operator

panel.
Fig 02.2
Operator panel
page 02-22
Release 1 02A1-01
L27/38
MAN B&W Diesel
Testing during running

Check the following on the operator panel
according to shop test report and sea trial
records.
1. Check the lubricating oil pressure and
that the stand-by pump has stopped.
2. Check the cooling water pressure.
3. Check the fuel oil feed pressure.
4. Check that the turbocharger is running.
5. Check that all cylinders are firing, see
exhaust gas temperatures.
6. Check that all shut-downs are connected and function satisfactorily.
7. Check that all alarms are connected.
2001-03-21
Operation
The engine should not be loaded more than
50% just after start. The increase to 100%
should take place gradually over 15 to 20
minutes.
When the engine is running, the following
should be checked:
1. The lubricating oil pressure must be
within the stated limits and may not fall
below the stated minimum pressure.
2. The lubricating oil temperature must be
kept within the stated limits indicated
on the data and set points sheet, see
page 00-16.
3. The fuel oil pressure must be kept at
the stated value.
4. The cylinder cooling water temperature
must be kept within the limits indicated
on the data and set points sheet.
See also shop test report and sea trial
records.
5. The exhaust gases should be free of
visible smoke at all loads. For normal
Release 1 02A1-01
exhaust temperatures, see the shop

test report and sea trial records.
6. Keep the charging air pressure and
temperature under control. For normal
values, see the test report from shop
and sea trial records.
7. Recharge the starting air receivers to
30 bar. The air starter operates with a
pressure of 7-8 bar.
8. To ensure full operational reliability,
the condition of the engine should be
continuously observed so that order to
preventive maintenance work can be
carried out before serious break downs
occur.
Stopping
Before stopping, it is recommended to
run the engine at idle speed for 10-15
minutes.
1. The engine is stopped by turning the
button on the operator panel.
2. Check that the lub oil stand-by pump
is started automatically and runs for 5
minutes.
Starting and stopping on HFO

Starting and stopping of the engine should
take place on HFO in orderto prevent any
incompatibility problems on changeover to
MDO.
MDO should only be used in connection with
maintenance 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 starting and as described below.
Stopping the engine on HFO is no problem,
but it should be ensured that preheated fuel
is continuously circulated by means of the
booster pump.
page 02-23
L27/38
Checks during out-of-service periods

The responsible chief engineer should always
be well-informed regarding the operational
condition of the engine; the results of the
inspections must therefore be recorded.
The work can be adapted to the sailing
schedule of the ship so that it is carried out
at suitable intervals, eg as suggested in the
Maintenance Programme, see chapter 00.
The intervals stated are normal for well-maintained machinery. If a period of operational
irregularities occurs or the operational condition is unknown due to repairs or changes,
the relevant inspections should be repeated
more frequently until normal operation has
been restored.
The checks are listed in the following order:
18 to be carried out before overhaul
914 during the overhaul
1518 after the overhaul
1. Recordings
Make a complete set of recordings of
the engine performance data at MCR
load.
2. Check lub oil flow
Start the stand-by lub oil pump, remove
the crankcase covers and check that
the oil flows freely from all bearings.
Also take off the valve covers on the
cylinder heads and make sure that oil
is supplied for lubrication of the rocker
arms.
Warning
In case of longer runs (more than 5 minutes)
with the stand-by lub oil pump, the lub oil
connection to the turbocharger should be
blocked. Do not forget to restore this connection prior to operation.
page 02-24
3. Oil sump, crank pin bearings and

main bearings
Check the bottom of the oil sump for
fragments of bearing metal and similar,
which could indicate incipient damage.
4. Automatic lub oil filter
Check that the automatic filter is operating under oil pressure. (Rotating of the
filter shaft can be observed at the end
cover of the filter.)
5. Inspection of cylinder liner
Check the cylinder liner running surface
from the crankcase or by borescope
through the hole for the fuel valve.
6. Crankshaft
Carry out deflection measuring of the
crankshaft. See Settings and limit values 2047749-0.
7. Oil samples
A lub oil sample is to be sent to a laboratory for immediate analysis.
8. Turbocharger
If the recordings show that the charging
air conditions have changed radically,
cleaning or other action should be effected. See separate instruction manual
for turbocharger.
9. Nuts and bolts
Tighten all nuts and bolts in the crankcase, see Tightening specification
2049581-0. Also retighten foundation
bolts and check the chocks.
10. Camshaft gear train
Check the various gear wheels.
11. Pneumatic valves
Drain starting air pipes for condensate
water. Check solenoid valve for overspeedstop, charge air by-pass valve
and waste gate.
Release 1 02B1-01
2000-06-01
This section describes how to check the condition of the engine while it is stopped.
MAN B&W Diesel
12. Lub oil sump

Empty the oil sump and remove sludge.
Clean the sump very thoroughly and
inspect for foreign bodies, pieces of
bearing metal, etc.
13. Automatic lub oil filter
Remove the complete filter unit from
the housing.
Dismantle the end cover and candle
unit. The filter candles are inspected
for possible damages.
Replace if necessary.
2000-06-01
14. Lub oil cooler

If the performance records indicate
increased lub oil temperature or pressure drop, the oil cooler should be
dismantled and cleaned.
15. Lub oil cleaning
Opening up the engine or the lub oil
system may have caused ingress of
impurities and a thorough cleaning
should be carried out before starting
the engine.
By means of the stand-by pump and the
purifier the lub oil should be circulated
until the impurities are removed.
Release 1 02B1-01
L27/38
After cleaning and starting up, keep a

close watch on the pressure drop.
16. Turning
After normal lub oil circulation has
been restored, turn the engine at least
2 revolutions by means of the turning
device to control the movability of the
engines parts.
17. Speed control system
Lubricate bearings and rod connections. Disconnect the governor and
move the rod connections by hand to
check that friction in the bearings and
fuel injection pumps is sufficiently low.
Checks which should be made just before starting the engine are mentioned
under Operation, see page 3.
18. Cooling water system
Add cooling water, keep the system
under pressure and check for leakages
at cylinder liner and cylinder head sealings and at the cooling water joints.
Do not forget to add cooling water treatment additives.
page 02-25
L27/38
Starting-up after repair

General
It is assumed that the plant has been out

of service for some time, for instance due
to overhaul, and that the check during outof-service periods (see page 6) has been
carried out as described.
Starting-up after such an out-of-service
period is normally carried out as a test run
(quay trial). Priorto the trial run it must be
ascertained that:
1. The port authorities allow quay trials
2. The moorings are adequate
3. The wheel house is manned during
quay trials
Whether a quay trial is carried out or not, in
addition to normal supervising and recording, the following checks must be made in
the order stated.
To be checked immediately after starting
1. Check that the turbocharger is running.
2. Check that the lubricating oil pressure
is in order and that the automatic lub
oil filter is operating.
3. Check that all cylinders are firing (see
exhaust temperatures).
4. Check that everything is normal for
engine speed, fuel oil, cooling water
and system oil.
Note
The overspeed setting should be according
to Operating data and set points.
To be checked during starting-up, but only
if required after repairs or alterations
1. If the condition of the machinery is not
well-known, especially after repairs or
alterations, the feel-over sequence
should always be followed, ie:
After 5,15 and 30 minutes idle running,
open the crankcase and the camshaft
housing and perform feel-over on the
surfaces of all moving parts where friction may arise and cause undue heating.
Feel: main bearings, con-rod bearings,
camshaft bearings and cylinder liners.
After the last feel-over, check lub oil
flow from bearings, see also Ignition
in crankcase .
2. After repair or renewal of cylinder liners, piston rings or bearings, allowance
must be made for a running-in period,
ie the engine load should be increased
gradually as indicated in the table below. The engine output is determined
on the basis of the fuel pump index
and engine speed. The turbocharger
speed and charge air pressure give
some indication of the engine output.
Check by simulation of the overspeed

shutdown device that the engine
stops.
page 02-26
Release 1 02C1-01
2000-06-01
The following checks are to be made immediately after starting and during load
increase.
L27/38
MAN B&W Diesel
Running-in sequence
Time
[hours]
Load
[%]
Engine
[rpm]
1
2
3
4
5
6
7
8
9
10
11
0.5
0.5
0.5
0.5
0.5
1.0
1.0
1.0
1.0
1.0
1.0
0
10
20
30
40
50
60
70
80
90
100
500
535
610
670
800
800
800
800
800
800
800
2008-09-04
Load
step
After the runningin sequence, make sure

that all fuel pumps are set at the same index and that the governor can move all fuel
pumps to zero index.
Release 1 02C1-01
page 02-27
L27/38
Engine performance and condition

Performance data and engine condition
Evaluation of performance data
During operation, small changes in the engine condition take place continuously as
a result of combustion, including fouling of
airways and gasways, formation of deposits,
wear, corrosion, etc. If continuously recorded,
these changes in the condition can give valuable information about the operation and
maintenance condition of the engine. Continuous observation can contribute to forming
a precise and valuable basis for evaluation
of the optimum operation and maintenance
programmes for the individual plant.
Air cooler
Engine performance data
Reduction of the charge air pressure results

in a reduction of the compression pressure
and max combustion pressure. When checking the max pressure adjustment of the
engine, it is therefore to be ensured that the
existing charge air pressure is correct.
We recommend weekly records of the performance data of the engine plant. During
recording (Inspection sheet 2020734-6 is
used) the observations are to be compared
continuously in orderto ascertain alterations
at an early stage and before these exert any
appreciable influence on the operation of
the plant.
As a reference condition for the performance
data, the shop test report for the engine or
possibly the measurements taken during the
sea trial from the delivery of the ship can be
used. If considerable deviations from the
normal conditions are observed, it will be
possible, in a majority of cases, to diagnose
the cause of such deviations by means of a
total evaluation and a set of measurements,
after which possible adjustment/overhauls
can be decided on and planned.
An increase in charge air temperature

involves a corresponding increase in the
exhaust gas temperature level by a ratio of
about 1:1.5, ie 1C higher charge air temperature gives about 1.5C higher exhaust
gas temperature.
Fuel injection and load setting

The amount of fuel injected is equivalent to
the supplied energy and is thus an expression of the load and mean effective pressure of the engine. The fuel pump index can
therefore be assumed to be proportional to
the mean pressure.
The specific fuel consumption, SFOC, (measured by weight) will, on the whole, remain
unchanged whether the engine is operating
on HFO or on MDO, when considering the
difference in calorimetric heat value. However, when operating on HFO, the combination
of density and calorific value may result in a
change of up to 6% in the volumetric consumption at a given load.
As the engine is tested with MDO, changing
to HFO will normally result in higher loading
at the same fuel pump index.
page 02-28
Release 1 02D1-01
2000-06-01
If abnormal or incomprehensible deviations in

operation are recorded, expert assistance in
the evaluation thereof should be obtained.
Fouling of the air side of the air cooler will

manifest itself as an increasing pressure
drop, lower charge air pressure and an increased exhaust/charge air temperature level
(with consequential influence on the overhaul
intervals for the exhaust valves).
L27/38
MAN B&W Diesel
To avoid overloading of the engine the charge

air pressure and turbine speed recorded at
the shop test should not be exceeded.
At the PCS panel in the engine control room
it is possible to reduce the load by adjusting
the setting for maximum MCR load limit.
Abrasive particles in the fuel oil result in
wear of fuel injection pumps and fuel valve
nozzles. Effective treatment of the fuel oil in
the purifier can keep the content of abrasive
particles to a minimum. Worn fuel injection
pumps will result in loss of power.
2000-06-01
When evaluating performance data a distinction is to be made between changes which

affect the whole engine (all cylinder units)
and changes which occur in only one or a
few cylinders.
Deviations occuring for one or a few cylinders
are, as a rule, caused by malfunctioning of
individual components, for example a faulty
fuel valve, a burned exhaust valve, etc.
Turbocharger
Service experience has shown that the
turbine side is exposed to increased fouling
when operating on HFO.
Deposits occur especially on the guide vanes
of the nozzle ring and on the rotor blades.
In the long run, fouling will reduce the efficiency of the turbocharger and thereby also
the quantity of air supplied for the combustion of the engine. A reduced quantity of air
will result in higher wall temperatures in the
combustion spaces of the engine.
Detailed information and instructions regarding water washing of the turbocharger are
given in chapter 18 as well as in the turbocharger manual.
Release 1 02D1-01
Fuel valves
Assuming that the fuel oil is purified and
filtered effectively and that the engine is
well-maintained, the operational conditions
for the fuel valves and the overhaul intervals
will not normally be altered essentially when
operating on HFO.
Abrasive particles in the fuel oil involve
heavier wear of the fuel valve needle, seat,
and fuel nozzle holes. Therefore, abrasive
particles are to the greatest possible extent
to be removed at the purification.
Exhaust valves
The overhaul interval for exhaust valves is
one of the key parameters when the reliability
of the entire engine is to be judged. The performance of the exhaust valves is therefore
extremely informative.
The exhaust valve temperature depends on
the actual maintenance condition and the
load of the engine. With correct maintenance,
the valve temperature is kept at a satisfactory, low level at all loads. The air supply to
the engine (turbocharger/air cooler) is a key
parameter in this connection.
It is important for the functioning of the valves
that the valve seats are overhauled correctly
in accordance with our instructions.
The use of rotocaps ensures a uniform distribution of temperature of the valves.
Inlet valves
The operational conditions of the air inlet
valves are not altered substantially when
using residual fuel. The rotation of the valves
will reduce valve seat wear.
page 02-29
L27/38
Engine room ventilation, exhaust

system
gine room will involve an increased exhaust

temperature level.
Good ventilation of the engine room and

suitable location of the fresh air intake on
the deck is important. Sea water in the intake
air may cause a corrosive attack and influence the overhaul intervals for the exhaust
valves.
The exhaust back pressure measured after

the turbochargers at full load must not exceed
250300 mm water column. An increase in
the exhaust back pressure will also cause an
increased exhaust valve temperature level
and increased fuel consumption.
The fresh air supply (ventilation) to the engine

room should be minimum 1.5 times the air
consumption of the engines and possible
boilers in operation. Sub-pressure in the enFig 02.3
Pressure drop
increasing:
Air side of
cooler fouled.
MBDH502.02
All cylinders
Exhaust temp. increasing:
Air system fouled
(A ir filter-blo wer-cooler).
Exhaust system fouled
(nozzle ring, turbine wheel).
Temp difference
too large:
Water flow too small
Decreasing charge air

pressure:
Decreasing air amount.
Fouled turbocharger,
air filter or charge
air cooler (air side).
One cylinder
Exhaust temp increasing:
Fuel valve needs overhaul.
Compression too low owing
to leakage of exhaust valve
or piston ring blow-by.
Evaluating performance data
page 02-30
Release 1 02D1-01
2000-06-01
Pressure drop
increasing:
Air filters fouled
L27/38
MAN B&W Diesel
Condensate
General
Example
Air always holds a certain amount of water.

When the air is saturated with aqueous vapour, the humidity is said to be 100% and
there is as much water in the air as it can
absorb without condensing.
Diesel engine
2300 kW
Ambient air condition:

air temperature
relative air humidity
35 C
90 %
Charge air temperature
50 C
Charge air pressure
2.6 bar
The amount of water in kg/kg air can be found

from the diagram. The ability to absorb water
depends on the pressure and temperature
of the air.
Amount of condensate in charge air
receiver
2000-06-01
Both higher pressure and lower temperature

reduce the ability to absorb water. A turbocharged diesel engine takes air from the
outside, compresses and cools it.
Then the air can normally not absorb the
same amount of water as before.
Condensation of water in the engines charge
air receiver is consequently dependent on
the humidity and the temperature of the
ambient air. To find out if condensation in the
charge air receiver will occur, the diagram
can be used.
As a guidance, an air consumption of 7.25

kg/kWh (Le) at full load can be used for
L27/38.
Solution according to diagram fig 4:
Water content of air (I)
0.033 kg/
kg
Max water content of air (II) 0.021 kg/kg
Amount of condensate in charge air receiver:
= (I-II) Le P
= (0.033-0.021 ) 7.25 2300 = 205
kg/h
Draining of condensate
The phenomenon will occur on all turbocharged engines.
There is no risk with a small amount of water,
but to avoid overfilling of the air receiver, it
must be drained off.
The drain valve at the bottom of the air cooler
housing shall therefore be kept open.
Release 1 02E1-01
page 02-31
L27/38
Amount of condensate in air tanks
Ambient air temperature
35C.
The volume of condensate in the air tank is

determined by means of the curve at the bottom to the right of the diagram, representing
an operating pressure of 30 bar.
Relative air humidity
90%.
Example
Amount of condensate in air tank:
Volumetric capacity of tank (V) 1000 dm2
Temperature in tank (T)
40C = 313 K
Internal pressure
of tank (p)
30bar = 31105N/m2(abs)
Gas constant for air (R)
287 Nm/kg K
Weight of air in tank:

m = p V = 31 105 1 = 34,5 kg
R T 287 313
Solution according to above diagram:
Water content of air (I)
0.033 kg/kg
Max water content of air (III) 0.0015 kg/kg

Amount of condensate in air tank:
= (I - III) m
= (0.033 - 0.0015) 34.5 = 1.08 kg
Fig 02.4
MBDH502.05 fig 1
Relative
air humidity
page 02-32
Charge air temperature after cooler. Air temperature in tank.

Air temperature in tank.
Nomogram for calculation of condensate amount

Release 1 02E1-01
2000-06-01
Charge air pressure (Above atmospheric
Max water content

of atmosphere
Pressure
in air tank
Water content of air in kg water / kg air
Ambient air temperature (1 bar)
L27/38
MAN B&W Diesel
Borescope inspection of cylinder liner

In order to check and evaluate the cylinder
liner condition, a borescope inspection is recommended as an easy and efficient method,
only by removal of the fuel injection valve.
Example:
Increasing lub oil consumption may be
caused by lacquer deposits on the liner surface. As the honing marks are filled with lacquer, it will result in loss of lub oil control.
scope inspection and the necessary measures can be decided.

Scores, polished areas or water leakage may
occur in one cylinder only, and it is imperative
to detect which cylinder has to be opened.
Alpha Diesel will be pleased to carry out the
borescope inspection.
This can normally be detected by a bore-
2000-06-01
Fig 02.5
AINSUG
Borescope
Release 1 02F1-01
page 02-33
2000-06-01
L27/38
page 02-34
Release 1 02F1-01
L27/38
MAN B&W Diesel
Work card 02 101-01

Recording of engine performance data
Safety precautions
Man power
Tools
c Stopped engine
c Shut-off starting air
c Shut-off cooling water
Working time: 1 hour
c Shut-off fuel oil
Capacity:
1 man
Special tools
Indicator (Baewert),
Handle for indicator
See plate: 1 901206
c Stopped lub oil circul.

c Select local control
Replacement and
wearing parts
2000-10-01
Data
(See chapter 00 Data)
Shop test report for engine
Inspection sheet 20207346
Starting position: Engine running.
Procedure
1. Run the engine at MCR load.
2. Stabilise the engine load and keep a
straight course.
3. Record the performance data.
4. Compare the data with the engine
builders shop test report.
Release 02 101-01
Note
To obtain reliable records, the engine observations should be recorded during calm sea,
normal weather conditions and with the ship
operated in normal load condition.
page 02-35
L27/38
2000-10-01
Your Notes:
page 02-36
Release 02 101-01
MAN B&W Diesel
L27/38
06. Troubleshooting
Descripcion
Starting failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06-39
Faults in fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06-40
Disturbances during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06-41
Ignition in crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06-44
Faults in cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06-45
Faults in lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06-46
Data sheet
2008-01-10
Values for thread tightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 95 81-0
Release TOC_1 06
page 06-37
2008-01-10
L27/38
page 06-38
Release TOC_1 06
L27/38
MAN B&W Diesel
Starting failures
Trouble
Possible cause
Air starter does not respond Empty air receivers.

when activating the star t
switch.
Charge air receivers.
Valves closed.
Open air valves.
Solenoid valve on air starter

does not receive 24 volt.
Check electrical connections.
Emergency stop activated.
De-activate emergency stop.
Turning gear engaged.
Disengage the turning gear.
Pinion engages, but does not Filter at air starter blocked.

turn the engine.
Low air pressure.
2000-06-01
Troubleshooting
Clean the filter.

Raise the air receiver pressure.
Pressure control valve is not Dismantle and repair the

working.
pressure control valve.
Air starter works, but the drive Clutch or drive shaft broken. Dismantle the air starter and
shaft does not rotate.
repair it.
Release1 06A1-01
page 06-39
L27/38
Faults in fuel oil system

Trouble
Possible cause
Troubleshooting
Engine turns, but ignition

fails. Fuel pumps are not
actuated.
Stop signal to governor.
Check if emergency stop is

activated.
Overspeedstop tripped.
Cancel over speed stop.
Sticking fuel pumps.
Dismantle and clean.
Defective governor.
See governor manual.
Engine turns, but no fuel is Fuel oil service tank empty.

injected owing to failure in fuel
system.
Pump oil into the tank.
Engine runs, but does not Air in fuel system.

ignite on all cylinders.
Start electrical stand-by

pump.
Worn-out fuel pump.
Change fuel pumps.
Primary pressure too low.
Clean fuel filter.
Water in the fuel.
Drain off water.
Fuel valves or nozzles defec- Change defective fuel valves.

tive.
First ignitions are too violent. Sluggish movement of the
fuel pump terminal shaft.
Engine runs erratically.
Lubricate and mobilize rod

connections and bearings on
the terminal shaft.
Fuel pump index too high.
Check rod connection from

the terminal shaft. Check that
governor is working properly.
page 06-40
Release 1 06B1-01
2000-06-01
Check rod connection.

Check that fuel pump indexes are equal on all pumps.
L27/38
MAN B&W Diesel
Disturbances during operation

Trouble
Possible cause
Exhaust gas temperatures

increased on all cylinders.
Increased charging air tem- Clean air cooler.

perature due to ineffective air
cooler.
2000-06-01
Exhaust gas temperature

increased on one cylinder.
Troubleshooting
Fouling of air and gas passages.
Clean air and gas passages.
Insufficient cleaning of fuel

oil or changed combustion
characteristics.
Check separator and fuel

filters.
Poor fuel quality.
Change fuel.
Fuel valve or valve nozzle

defective.
Overhaul fuel valve.
Leaky exhaust valves.
Check the valve clearance

or
change the cylinder head.
Pressure test the cylinder by
means of special tool.
Note: This manifests itself

by a rise in the exhaust temperature and failing of the
compression and maximum
combustion pressure of the
respective cylinder.
If
Stopping of the engine is not
possible or convenient
Then
The fuel pump of the cylinder
concerned should be put out
of operation by moving the
index to stop and locking it in
this position.
Damaged fuel pump cam/

roller.
Release 1 06C1-01
Replace camshaft section

and roller.
page 06-41
L27/38
Trouble
Possible cause
Troubleshooting
Crankcase pressure increased.
Blow-by = leaky combustion

chamber.
Check piston rings.

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
Stopping of the engine is not
possible or convenient.
The fuel pump of the cylinder
concerned should be put out
of operation by moving the
index to stop and locking it in
this position.

decreases on all cylinders.
Decreased charging air tem- Check the thermostatic valve

in the cooling water system.
perature.

decreases on one cylinder.
Fuel pump plunger is sticking or leaking.
Change fuel pump plunger/

barrel assembly.
Engine speed decreases.
Pressure before fuel pumps

too low.
Raise fuel oil primary pump

pressure to normal
or
check filter.
page 06-42
Fuel valves defective.
Change defective valves.
Fuel injection pumps defective.
Change or overhaul.
Water in the fuel.
Drain off water from service

and settling tanks. Check
fuel oil centrifuge.
Governor defective.
See governor manual.
Release 1 06C1-01
2000-06-01
Then
L27/38
MAN B&W Diesel
Trouble
Possible cause
Troubleshooting
Engine stops.
Shut-down for overspeed.
Check fuel pumps.

Check governor.
Check movement of regulating mechanism.
Shut-down for low lubricating Check pressostat.

Check lubricating oil filter.
oil pressure.
Check lubricating oil pump.
Shut-down for high HT cool- Check HT system and pump.
ing water temp. or low HT
cooling water pressure.
Smoky exhaust.
Charge air pressure too low. Clean turbine, see turbocharger manual.
Check air supply to engine
room.
2000-06-01
Air supply too low.
Rising cooling water temperature.
Clean air cooler.

Clean air filter.
Clean compressor.
Clean turbine.
Fuel valves or nozzles defec- Check fuel valves.

tive.
Check thermostat.
Thermostat function.
Defective pumps.
Stop the engine and repair

the pumps.
Fouled cooler.
Clean cooler.
Check whether steam has
developed.
Check filling at test cocks.
Release 1 06C1-01
page 06-43
L27/38
Ignition in crankcase
During running the atmosphere in the crankcase contains the same gases (N2-O2-CO2)
in the same proportions as in the ambient
air, but an intense spray of oil drops is slung
around everywhere. If undue friction arises
between sliding surfaces, the heated surface
will cause evaporation of the lubricating oil
splashed onto it. When the oil vapours condense, they form a milky white oil mist which
can ignite. Such ignition may be caused by
the same hot spot that produced the oil
mist. If a large quantity of oil mist has developed before ignition, the burning may cause
considerable pressure rise in the crankcase,
forcing the relief valves to open.
Every precaution should therefore be taken
to avoid hot spots and discover oil mist in
time.
Hot spots in crankcase

Overheating of bearings is a result of inadequate or failing lubricating, possibly caused
by pollution of the lubricating oil.
It is therefore important that the lubricating
oil filtration equipment is in perfect condition.
Checking of the oil condition by analysis is
recommended.
Oil mist in crankcase

The presence of oil mist may be noted at the
vent pipe which is fitted at the aft end of the
crankcase or by an oil mist detector.
Measures (in case of white oil mist).
Warning
Keep away from doors and relief valves on
crankcase. Do not stay unnecessarily in
doorways near the doors of the engine room
casing.
page 06-44
1. Stop the engine

2. Leave the engine room. Shut doors and
keep away from them. Make ready firefighting equipment.
Warning
Do not open crankcase until 10 minutes after
stopping the engine. When opening up, keep
clear of possible flames. Do not use naked
light and do not smoke.
3. Cut off starting air. Take off all doors
on one side of the crankcase. Set the
switch on the operator panel in position
LOCAL.
4. Locate the hot spot. Powerful lamps
should be employed at once (in explosion-proof fittings). Feel over all sliding
surfaces.
5. Look for squeezed-out bearing metal
and discoloration by heat (blistered
paint, burnt oil, heated steel).
6. Prevent further heating, preferably by
making a permanent repair. Special
attention should be paid to ensure
lubricating oil supply and the satisfactory condition of the frictional surfaces
involved. It is important to replace or
clean the filter candles.
7. Start electrically driven lubricating oil
pump and check oil flow from all bearings and spray pipes in crankcase while
turning the engine through at least two
revolutions.
8. Start engine. Look out for oil mist.
Especially the frictional surfaces that caused
the heating should be felt over (5,15 and 30
minutes after starting, and again when full
load is obtained).
Release 1 06D1-01
2000-06-01
Cause
L27/38
MAN B&W Diesel
Faults in cooling water system

The built-on fresh water pumps in the high
and low temperature circuits are of the centrifugal type. They are mounted in the frontend box and are driven through gearwheels
from the crankshaft.
The pump bearings are lubricated automatically with oil from the lubricating oil system
of the engine.
Trouble
Note
Running trouble with the pumps, 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.
Possible cause
2000-06-01
Oil or water flows out of the Worn shaft seals.

telltale holes in the front-end
box.
The pump does not work

after start.
Troubleshooting
Repair the pump.
Pump draws in air at suction Check gaskets and pipes for

side.
tightness.
The system is not filledup. Check the level in the expansion tank.
Pump capacity drops after

normal operation.
Pump does not give maximum delivery.
Release 1 06E1-01
Air cannot escape on delivery side.
Check the venting pipe.
Leaking shaft seal.
Check the shaft seal.
Air leakages from shaft seal. Overhaul the shaft seal.

Fouled or worn impeller.
Check the impeller.
Non-return valve not fully

open.
Dismantle pump and check

the non-return valve.
Defective seals.
Replace the seals.
Worn impeller and worn

wear rings.
Overhaul the pump.
page 06-45
L27/38
Faults in lubricating oil cooler

Visible leakage
Trouble
Possible cause
Troubleshooting
Leakage
(Phase 1)
Insufficient tightening.
Tighten up the cooler, but not

below the minimum distance
and never when the plate
heat exchanger is under
pressure or over 40C.
Leakage
(Phase 2)
Fouled or deformed plates.

Inelastic or deformed gaskets.
Dismantle the cooler and

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. Before assembling clean all plates and
gaskets very carefully. Assemble the cooler and start
up again.
Note: Even tiny impurities
such as sand grains may
cause leakage.
page 06-46
Release 1 06F1-01
2000-06-01
If the cooler is still leaky,

proceed to phase 2.
L27/38
MAN B&W Diesel
Visible leakage
Trouble
Possible cause
Troubleshooting
Leakage.
Defective gasket.
(Even after tightening of the
plate heat exchanger to minimum dimension)
Dismantle the cooler.

Clean the plates very carefully.
Replace the gaskets.
Assemble the cooler and
start up again.
Leakage.
(Through the drain holes of
the gaskets)
Dismantle the cooler.

Replace defective plates and
gaskets, if any.
start up again.
2000-06-01
Defective gasket or badly

corroded plate.
Release 1 06F1-01
page 06-47
L27/38
Trouble
Possible cause
Troubleshooting
Reduced heat transmission

and/or increasing pressure
drop.
Fouled plates or choked

plate channels.

check if the plates are fouled.
Clean the plates very carefully.
start up again.
Leakage
(The fluids get mixed)
(Phase 1)
A suspected leakage can

Holes in plates
Corrosion or fatigue fracture. be localized in the following
way:
Remove the complete cooler
from the engine.
check the plates very carefully.
Check suspected plates with
a dye penetrant.
Before assembling, clean all
plates and gaskets.
check to find more defective
plates, if any, by putting one
side under press.
Install the cooler on the engine and start up again.
page 06-48
Release 1 06F1-01
2000-06-01
Non-visible leakage
L27/38
MAN B&W Diesel
10. Frame, bearings, oil pan covers

Description
Engine frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10-51
Main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10-52
Resilient mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10-53
Work card
10 101-01 Dismantling and mounting of main bearing
and guide bearing . . . . . . . . . . . . . . . . . . . . . . . . . . page 10-55
10 102-01 Functional test of crankcase safety relief valves . . . . page 10-59
Data sheet
2008-01-10
Guidance for replacement of bearings . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 36 66-4
Spare part plate

Oil pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1010-01
Dipstick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1010-02
Oil pan - dry sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1010-03
Frame aft end. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1012-01
Frame front end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1012-01
Covers on frame aft view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1014-01
Covers on frame front view . . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1014-01
Front end box front view. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1016-01
Front end box aft view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1016-01
Covers on aft end front view . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1018-01
Covers on aft end aft view . . . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1018-01
Covers on aft end front view . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1018-02
Covers on aft end aft view . . . . . . . . . . . . . . . . . . . . . . . . . . . . plane 1 1018-02
Release TOC_1 10
page 10-49
2008-01-10
L27/38
page 10-50
Release TOC_1 10
L27/38
MAN B&W Diesel
Engine frame
Fig. 10.1
Cylinder head
tie rods
Main bearing
tie rods
2000-06-01
MBD-H, 511. 01 fig 1
The engine frame is made of nodular cast

iron. Distribution of lubricating oil is integrated in the frame to reduce the number of
pipes to be installed. To reduce the stresses
in the frame, the frame is kept compressed
by heavy tie rods from the main bearing cap
to the top of the frame. The tie rods for the
cylinder head are deeply anchored in the
frame. Tie rods in each side stabilize the
main bearing caps. All tie rods are hydraulically tightened. The engine frame does not
hold any water.
Side tie rods
Tie rods in engine frame
Release 1 10A1-01
page 10-51
L27/38
Main bearings
Fig 10.2
Well supported main bearings carry the

crankshaft with generously dimensioned
journals. The combination of the stiff box
design and the carefully balanced crankshaft
ensures a smooth and vibration free running
engine.
Note
2000-06-01
1 1012-01
Criteria for replacement of main bearing

shells, see Guidance for replacement of
bearings 2043666-4, see chapter 10.
Main bearing
page 10-52
Release 1 10B1-01
L27/38
MAN B&W Diesel
Resilient mounting
Fig 10.3
PG-L27/38 fig 5.1
2000-06-01
The engine can be installed resiliently by

means of bolted-on brackets and rubber
mounts. These are easy to implement and
do not require modification of the engine
except for installation of flexible connections.
The highly elastic rubber coupling between
engine and gearbox will permit the radial
movements.
Resiliently mounted engine
Release 1 10C1-01
page 10-53
2000-06-01
L27/38
page 10-54
Release 1 10C1-01
L27/38
MAN B&W Diesel
Work card 10 101-01

Dismantling and mounting of main bearing and guide bearing
Safety precautions
Man power
Stopped engine
Shutoff starting air
Working time:
Shutoff cooling water
Capacity:
Shutoff fuel oil
For each bearing
Stopped lub oil circul.
Tools
Special tools
1 hour Turningout tool
2 men Lifting handles
See plate: 1 901205
Hydraulic tools
See plate: 1 901215
Select local control
Replacement and
wearing parts
Plate no: 1 1012
Plate no: 1 1014
Tightening specification 2049581-0
Starting position: Engine out of operation.
Procedure
Dismantling of main bearing
Fig 10.4
1. Dismantle the crankcase covers on

both sides of the engine fore and aft of
the main bearing in question.
to pump
2. Install the hydraulic tool on the side

tie rods for the main bearing cap to be
lowered. Loosen and remove the nuts
(1), see fig 10.4. Leave the the rods
in to avoid that the main bearing cap
drops down when removing the nuts
for the main bearing cap.
3. Install the hydraulic tool on the tie rods
for the main bearing cap inside the
crankcase. Loosen and remove the nut
(2), see fig 10.4.
Release 10 101-01
to pump
AINS
2000-11-01
Data
Hydraulic tools mounted on tie rods
page 10-55
L27/38
4. Install the lifting tool for the main bearing cap, see fig 10.5.
Fig 10.5
5. Place a tackle above the handles of

the two lifting tools. Connect it to the
handle and pull tight to carry the weight
of the main bearing cap and screw the
side stay bolts out.
6. Slacken the tackle until the lifting tool
is resting against the engine frame.
7. Remove the lower bearing shell from
the bearing cap.
8. Press the tool for turning the upper
bearing half out into the lubricating oil
bore in the crank journal, see fig 10.6.
9. Turn the upper bearing half out by turning the crankshaft.
Mounting of main bearing
2. Add oil to the bearing surface of the

upper bearing shell and slide it by hand
into position as far as possible. Make
sure that the bearing is placed in the
middle of the longitudinal direction of
the bearing bore.
AINS
3. If the bearing cannot be brought into

correct position by hand, the tool for
turning out the bearing can be used to
turn in the bearing. Make sure the joint
faces of the bearing shell and the frame
are in line.
Installing lifting tool on main bearing cap
4. Add oil to the bearing surface of the

lower bearing shell and place it in the
main bearing cap. Make sure the joint
faces of the bearing shell and the bearing cap are in line.
5. Add molykote paste to the surface
around the hole for the side tie rods on
the main bearing cap.
page 10-56
Release10 101-01
2000-11-01
Seen from above
1. Carefully wash the new bearing in diesel fuel to remove the preservation.
L27/38
MAN B&W Diesel
6. Lift the bearing cap into position by

means of the tackle and screw the
side studs in by hand. Add some liquid
sealing compound to the nuts to seal
against the frame and screw on the nuts
but do not tighten.
7. Fit the nuts on the tie rods for the main

bearing cap in the crankcase.
Fig 10.6
2000-11-01
Turning out
bearing
AINS
Turning in
bearing
Using turning-out tool
Release 10 101-01
page 10-57
L27/38
9. Install the hydraulic tools on the side

tie rods and tighten with a pressure of
400 bar and turn the nuts against the
frame.
10. Install the hydraulic tool on the tie rods
for the main bearing cap in the crankcase and tighten with a pressure of
1200 bar and turn the nuts against the
bearing cap.
11. Release the pressure completely and
rise the pressure once again to 1200
bar and turn the nuts against the bearing cap.
12. Release the pressure and remove the
hydraulic tools.
13. The hydraulic tool on the side tie rods
is now pressurized to 1200 bar and
the nuts are turned against the engine
frame.
14. Release the pressure completely and
rise the pressure once again to 1200
bar and turn the nut against the engine
frame.
15. Release the pressure and remove the
hydraulic tools.
Fig 10.7
Upper thrust ring
Dismantling of guide bearing, fig 10.7

All 4 thrust ring halves are identical.
Check or replacement of the thrust rings is
carried out, when checking or replacing the
aft main bearing.
Before lowering the aft main bearing cap, as
described under Dismantling of main bearing, the crankshaft must be moved a little
axially to make sure there is no axial force
on the fore or aft thrust rings.
Dismantling of thrust rings
1. When lowering the main bearing cap,
care must be taken that the lower thrust
rings do not drop into the oil pan.
2. The fore and aft upper thrust rings have
come down a little at the same time
as the main bearing cap was low ered
and can easily be turned out while the
main bearing cap is resting in the lifting
tools.
Installation of thrust rings
1. The upper fore and aft thrust rings can
easily be turned in if the crankshaft is
in the right axial position.
2. Leave the two halves hanging over
the main journal with the joint faces in
horizontal position.
3. Add some grease to the back of the
lower thrust rings and place the thrust
rings on the main bearing cap. Make
sure the guide flaps are located in the
grooves machined in the bearing cap.
4. Lift the bearing cap and assemble as
described under Mounting of main
bearing.
AINS
Lower thrust ring
Guide bearing
page 10-58
Release 10 101-01
2000-11-01
8. The lifting tool for the main bearing cap

can now be removed.
L27/38
MAN B&W Diesel
Work card 10 102-01

Functional test of crankcase safety relief valves
Safety precautions
Man power
Tools
Stopped engine
Working time:
Shutoff fuel oil
Capacity:
hour
No special tools
1 man

2000-11-01
Data
Replacement and
wearing parts
Plate no: 1 1014
Procedure
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.
Release 10 102-01
page 10-59
L27/38
Fig. 10.8
Check of opening pressure

To check the proper opening pressure, see
fig 10.8.
1. Remove the relief valve cover from the
engine.
MBDH-511-01.00 fig 1
2. Place the cover on the floor with the

pressure area upwards.
3. Apply a weight of 26.5 kg on the pres
sure area. The relief valve must open
under this pressure.
Cover
Relief valve
Cover with relief valve
4. Remount the relief valve cover on the

engine.
If the safety relief valves are actuated, the

engine must be stopped immediately, and
it must not be restarted until the cause and
the fault are detected.
page 10-60
Release 10 102-01
2000-11-01
Warning
L27/38
MAN B&W Diesel
12. Crankshaft, flywheel, turning gear

Description
Crankshaft and main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . page 12-63
Sleeve spring vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . page 12-64
Work card
12 10101 Recording of crankshaft deflection . . . . . . . . . . . . . . page 12-65
Data sheet
Remote control turning device, complete . . . . . . . . . . . . . . . . . . drawing no 2 03 27 43-3
Spare part plate

Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1210-01
2008-01-09
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1210-02

Power takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1212-01
Power takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1212-02
Vibration damper arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1214-01
Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1216-01
Vulkan coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1218-01
Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1220-01
Turning gear manual driven . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1220-02
Turning gear electrical driven . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1220-03
Release TOC_1 12
page 12-61
2008-01-09
L27/38
page 12-62
Release TOC_1 12
L27/38
MAN B&W Diesel
Crankshaft and main bearings

The crankshaft, which is a one-piece forged
component, is suspended in underslung
bearings. To attain a suitable bearing pressure and vibration level, the crankshaft is
provided with counterweights which are

attached to the crankshaft by means of hydraulically tightened studs and nuts.
F ig 12.1
N ut
S tud
2000-06-01
C ountelw eijht
Plate 1 1 1210-01
Crankshaft
Release 1 12A1-01
page 12-63
L27/38
Sleeve spring vibration damper

In a drive system with a reciprocating diesel
engine, attention has always to be paid to
the influence of the torsional vibrations on
the system.
On the L27/38 engine, a so-called sleeve
spring damper is installed on the forward
end of the engine (in the front-end box). The
damper consists of an inner and an outer part
with side plates. In between, sleeve springs
are fitted, see fig 12.2.
The inner part is connected to the free end
of the crankshaft and follows the torsional
vibration amplitudes of the free end. The
outer part is over the springs, flexibly connected and can therefore follow the torsional
vibration.
The sleeve spring packets positioned between the inner and the outer part are compressed due to the twisting of the damper.
Each spring chamber is supplied with
pressurized lub oil from the crankshaft. The
hydraulic damping is generated due to the
displacement of the oil as well as due to the
friction in the springs. The heat generated by
the damping is removed with the oil flowing
through the damper.
Maintenance
After some years in operation, the spring
packets must be removed for inspection. See
Maintenance programme major/overhaul
inspection, chapter 00.
Fig 12.2
2000-06-01
The outer part together with the side plates

form an inertia mass.
Sleeve spring packet

Outer
part
Inner
part
Side plate
AINS
Side plate
Vibration damper
page 12-64
Release 1 12B1-01
L27/38
MAN B&W Diesel
Work card 12 101-01

Safety precautions
Man power
Tools
Stopped engine
Special tools

Working time:
1 hour
Shutoff fuel oil
Capacity:
2 men
Crankshaft deection
gauge
See plate: 1 9012

Replacement and
wearing parts
2001-05-01
Data
Settings and limit values 2047749-0
Crankshaft control 2020713-1
Plate no: 1 9012
Starting position: Engine stopped. Turning gear engaged.
Procedure
Fig. 12.3
1. Remove the side covers from the crank

casing.
2. Turn the crankshaft to bring the crank
web for cylinder no 1 to position 1, see
fig 12.4.
3. Place the deflection gauge in the
punch marks in the crank web, see fig
12.3.
4. Adjust the dial gauge to 0.
Distance between points of
measurement on the web
for L27/38:
D=113 mm
Deflection gauge
Crankshaft deflection
Release 12 101-01
page 12-65
L27/38
Fig 12.4
5. Turn the crankshaft to position 2, 3, 4

and 5 and read the dial gauge in each
position and fill in the form Crankshaft
control 2020713-1.
Pos 3
6. Repeat the procedure on the remaining

crank webs.
Pos 4
Pos 2
7. Compare the values to earlier values

taken after the sea trial.
8. Please contact us if the values exceed
the values shown in Settings and limit
values 2047749-0.
Pos 5
Pos 1
Looking forward
2001-05-01
Turning the crankshaft
page 12-66
Release 12 101-01
L27/38
MAN B&W Diesel
14. Camshaft, gear wheels, roller guides

Description
Camshaft and camshaft drive . . . . . . . . . . . . . . . . . . . . . . . . . . . .page 14-69
Operating gear for valves and fuel injection pumps . . . . . . . . . . . .page 14-70
Work card
14 10101 Check of camshaft and camshaft drive . . . . . . . . . . . .page 14-71
14 10201 Inspection and replacement
of camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . .page 14-73
14 10301 Settings of camshafts for valve
and injection timing . . . . . . . . . . . . . . . . . . . . . . . . . . .page 14-77
14 10401 Inspection of cam followers and rocker arms. . . . . . . .page 14-79
Spare part plate

2008-01-10
Camshaft (valve camshaft) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 1410-01

Camshaft (fuel injection). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 1410-02
Camshaft (valve camshaft without pump drive). . . . . . . . . . . . . .plate 1 1410-03
Camshaft (valve camshaft) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 1410-04
Camshaft (valve camshaft without pump drive). . . . . . . . . . . . . .plate 1 1410-05
Drive of camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 1412-01
Drive of pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 1412-02
Cam follower and push rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 1414-01
Release TOC_1 14
page 14-67
2008-01-10
L27/38
page 14-68
Release TOC_1 14
L27/38
MAN B&W Diesel
Camshaft and camshaft drive

The engine has two camshafts. One for actuation of valves and one for fuel injection.
Using two camshafts gives the opportunity
to change the fuel injection independently of
the valve timing.
The camshaft for valve actuation is located in
the exhaust side of the engine at a high level
in relation to the engine frame to make the
push rods as short as possible and thereby
reduce the moving masses.
The camshaft for fuel injection is located in
the manoeuvre side of the engine.
Both camshafts are made of sections. Cam

sections and journal sections are bolted
together. This design makes it possible to
change a cam section through the inspection
openings in the engine frame.
The camshafts are located in replaceable
bearing bushes, frozen into bores in the
engine frame.
The gearwheel drive for the camshafts is
located in the flywheel end of the engine.
Lubrication of the gears is supplied from two
spray nozzles.
Fig 14.1
2000-06-01
Camshaft for
valve actuator
MBDH-507.01 fig 1
Camshaft for
fuel injection
Camshafts
Release 1 14A1-01
page 14-69
L27/38
Operating gear for valves and fuel injection pumps

Valve operation
Fuel pump operation
The valves are operated from the camshaft

through cam followers, push rods and rocker
arms.
The fuel injection pump is operated from the

fuel camshaft.
The cam follower is a lever. In one end a roller

and a bushing are placed on a shaft.
The shaft is installed in a press fit and secured with a lock screw. A ball shaped thrust
piece is mounted in a press fit at the same
end. In the opposite end of the link a bushing
has been frozen in. The lever is installed on
a shaft in a console above the camshaft.
In the lower part of the fuel pump housing

a roller guide has been integrated which
means that the fuel pump and roller guide
are one unit.
Lubricating oil from the camshaft bearing is
transferred through a pipe to the roller guide
in the lower part of the pump.
Lubrication takes place through internal

bores.
2000-06-01
Fig 14.2
Rocker arm
Push rod
Fuel pump
Console
Pl-L17/38 Fig 9
Integrated
roller guide
Cam
follower
Cam follower and roller guides
page 14-70
Release 1 14B1-01
L27/38
MAN B&W Diesel
Work card 14 101-01

Check of camshaft and camshaft drive
Safety precautions
Man power
Tools
Stopped engine
Working time:
Shutoff fuel oil
Capacity:
3 hours
No Special tools
1 man

Replacement and
wearing parts
Plate no: 1 1410
Starting position: Engine out of service.
Procedure
1. Dismantle the side covers at the cam Fig 14.3
shafts and the side covers at the gear
wheel drive in the aft, see fig 14.3.
Side covers
camshaft
2. Check the condition of the gearwheels

while turning the crankshaft.
3. Check the surface of the cams and
the rollers while turning. Check the
tightening of all screws, see Tightening
specification 2049581-0.
4. Start the lubricating oil stand-by pump
to check the oil flow from all bearings.
5. Put the covers back on.
PG L27/38 fig 5.2
2000-11-01
Data
Release 14 101-01
Side covers
gear wheel drive
Side covers
page 14-71
L27/38
2000-11-01
Your notes:
page 14-72
Release 14 101-01
L27/38
MAN B&W Diesel
Work card 14 102-01

Inspection and replacement of camshaft bearings
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Special tools
One bearing
Working time:
Capacity:
4 hours
2 men
Feeler gauge
Extractor
See plate: 1 901201
Replacement and
wearing parts
See plate: 1 1012
Svee plate: 1 1410
Starting position: Covers for camshaft and gear wheel have been removed.
Procedure
Check of camshaft bearings
Fig 14.4
The surface of the camshaft bearings cannot

be checked without dismantling the camshafts and journals. However, as long as no
visible burrs or discolouring at the circumference of the bearing indicate serious damage,
evaluation of the bearing condition can be
done by means of a feeler gauge.
Feeler gauge
Max tolerance at the valve cam bearings is:

0.3 mm.
Max tolerance at the fuel cam bearings is:
0.35 mm, see fig 14.4.
11.10100-1847
2000-11-01
Data
Check of bearing tolerance
Release 14 102-01
page 14-73
L27/38
Fig 14.5
All camshaft sections in one side of the engine are identical, which means that a camshaft section can be installed in any position
regardless of the cylinder number. All journal
sections have locating pins to ensure the
right timing of the cam sections. This means
that the journal sections must remain in their
place as originally installed.
Locking screw for rocker arm shaft
Fig 14.6
A camshaft bearing can be replaced after

the camshaft section next to the bearing in
question and towards the engine front and
the journal section has been removed. This
means that all cam sections from the bearing to be replaced and towards the engine
front must be moved about 12 mm towards
the engine front.
Prior to this, the rocker arms and push rods
on the cylinder heads related to the cams to
be moved must be dismantled. To remove the
rocker arms, the crankshaft must be turned
until the cam followers for the rocker arms
in question are resting on the circular part
of the cams. The screw A, see fig 14.5, is
removed and the rocker arm shaft is pushed
to the side to release the rocker arms. The
push rods can now be removed.
MBDH-507-01.05 fig 3
1. Unscrew and remove all the screws in

both ends of the camshaft section to be
removed.
Tool for removing the camshaft bearing

tool is optional
2. Place a screwdriver between the cam

shaft section and the journal section
in the aft end of the section to be re
moved and push the camshaft forward
about 12 mm.
3. Remove the cam section.
4. Unscrew and remove all screws in the
aft end of the shaft journal and remove
it.
5. The bearing can now be extracted from
its bore by means of a tool similar to the
tool in fig 14.6.
page 14-74
Release 14 102-01
2000-11-01
AINS
Replacement of bearings for valve camshaft
MAN B&W Diesel
6. A new bearing must be cooled down

to at least 90C by means of liquid
nitrogen. Make sure the oil pockets are
in horizontal position and the bearing
is in the right position to the oil bore.
Note
If the aft camshaft bearing has to be replaced
and the engine is equipped with a fuel oil
primary pump, the pump must be removed.
The aft side door must be removed and the
camshaft gearwheel dismantled from the
shaft journal. The axial guide bearing at the
aft bearing journal must be dismantled before
the journal can be removed.
L27/38
The procedure is largely the same as for the

valve camshaft bearings. The rocker arms
can remain in place, but the fuel pump above
the cam section must be dismantled, see
work card 20 101. If the aft bearing is going
to be replaced, the gearwheel and the journal must be marked to be able to assemble
the two parts in the same position as before
disassembling.
When assembling the camshaft see Tightening specification 2049581-0
2000-11-01
Replacement of fuel camshaft bearings
Release 14 102-01
page 14-75
L27/38
2000-11-01
Your notes:
page 14-76
Release 14 102-01
L27/38
MAN B&W Diesel
Work card 14 10301

Settings of camshafts for valve and injection timing
Safety precautions
Man power
Tools
Stopped engine
Working time:
Shutoff fuel oil
Capacity:
2 hours
No special tools
2 men

Replacement and
wearing parts
See plate: 1 1014
Starting position: Engine out of operation covers for gearwheel drive removed.
Procedure
Fig. 14.7
Valve camshaft timing

The camshaft for valve timing is adjusted
from the factory and cannot be changed,
unless the engagement of the gearwheels is
changed. The original setting is marked with
punch marks, see fig 14.7.
Injection camshaft timing
The setting of the injection timing must basically remain unchanged.
However, a minor change in the injection timing can be done by loosening all the screws
in the aft of the camshaft gearwheel and turn
the crankshaft in the direction of rotation to
delay the injection or in the opposite direction to advance the injection. See Tightening
specification 2049581-0.
Release 14 103-01
MBDH-507-01.20 fig 1
2000-11-01
Data
Marks on gearwheels
page 14-77
L27/38
Check of injection timing
Fig 14.8
Plug screw
Plug screw
1. A TDC mark on the flywheel indicates

the TDC position of piston number one
(opposite the flywheel end).
2. A second mark in front of the TDC mark
is referring to the cut-off position of the
plunger in the fuel pump.
3. To check if the injection timing for cylin
der number one is correct, the two plug
screws, fig 14.8, in the pump housing
must be removed.
Use a flashlight and a mirror

to light through the pump
5. Stop turning when the light is cut off and

check if the mark in front of the TDC
mark on the flywheel corre sponds
to the TDC indicator, see fig 14.9.
Fig 14.9
PG Fig 6.11
TDC indicator
Check that TDC mark corresponds

to TDC indicator
page 14-78
Release 14 103-01
2000-11-01
MBD-H 507-01.20 fig 4
4. By using a light on one side of the fuel

pump and at the same time turning the
crankshaft in normal rotation direction,
it can be observed when the plunger
cuts off the light coming through the
pump barrel, see fig 14.8.
L27/38
MAN B&W Diesel
Work card 14 104-01

Inspection and overhaul of cam followers and rocker arms
Safety precautions
Man power
Tools
Stopped engine
Working time:
Shutoff fuel oil
Capacity:
2 hours
No special tools
1 man

Replacement and
wearing parts
Plate no: 1 1414
Plate no: 1 1616
Plate no: 1 1620
Starting position: Cyl. unit has been removed from engine. See work card 16 101.
Procedure
1. To be able to inspect the cam followers
it is necessary to gain access by re
moving the arrangement above, see
fig 10.
2. The cam followers can be dismantled
after the rocker arms in the cylinder
head have been removed.
To remove the rocker arms, the crankshaft must be turned to a position
where the cam followers are on the
circular part of the cams for the cylinder
unit in question. After the rocker arms
have been removed, the push rods can
be pulled out.
Fig 10
Remove pipe
shielding and
exhaust
manifold
piece
Remove
cooling
water
pipes
Remove cover
for valve
camshaft
AINS
2000-11-01
Data
Gaining access to cam followers
Release 14 104-01
page 14-79
3. Check the condition of the bushings in

the rocker arms and the condition of
the rocker arm shaft. Max clearance is
0.3 mm, see fig 11.
4. To get access to the cam follower, the
cover for the valve camshaft must be
removed.
Dismantle the shaft for the cam followers by removing the locking screw (1),
fig 12, and push the shaft out of the
console.
5. Check of roller, bushing and shaft: While
pressing in the spring loaded lo cating
pin, the roller shaft can be pressed out,
see fig 13.
If all parts appear in good condition,
they can be reused, otherwise defective
parts are to be replaced.
6. Check the tolerance between the shaft
and the bushing in the shaft end of
the cam follower. Max clearance is 0.3
mm.
Max total tolerance between shaft,
bushing and roller is 0.35 mm.
16 104 fig 16.16
Fig 11
Remove screw
Fig 12
Fig 13
Roller
Roller pin
AINS
MBDH 508-01.00 fig 2
Locating pin
page 14-80
Locking screw
Remove the locating pin for the roller shaft
Release 14 104-01
2000-11-01
L27/38
L27/38
MAN B&W Diesel
16. Cylinder unit

Description
Cylinder unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 16-83
Piston, connecting rod and cylinder liner . . . . . . . . . . . . . . . . . . . page 16-84
Work card
16 10101 Dismantling of cylinder unit from engine . . . . . . . . . . page 16-87
16 10202 Disassembly of cylinder unit . . . . . . . . . . . . . . . . . . . page 16-91
16 10301 Dismantling of piston and cylinder liner . . . . . . . . . . . page 16-93
16 10401 Inspection of inlet and exhaust valve . . . . . . . . . . . . . page 16-95
16 10501 Grinding of valve seat ring and valve spindle seat . . . page 16-99
16 106-01 Replacement of valve guide. . . . . . . . . . . . . . . . . . . . page 16-101
16 107-01 Replacement of valve seat ring . . . . . . . . . . . . . . . . . page 16-103
16 108-01 Inspection of piston . . . . . . . . . . . . . . . . . . . . . . . . . . page 16-105
16 109-01 Removal of marine head from engine . . . . . . . . . . . . page 16-107
2008-01-10
16 11001 Inspection of connecting rod big-end bearing . . . . . . page 16-111

16 111-01 Inspection and honing of cylinder liner . . . . . . . . . . . page 16-115
16 112-01 Grinding of seal faces on cylinder liner,
cylinder head and engine frame . . . . . . . . . . . . . . . . page 16-119
16 113-01 Assembly of cylinder unit . . . . . . . . . . . . . . . . . . . . . page 16-121
16 114-01 Mounting of cylinder unit in engine . . . . . . . . . . . . . . page 16-125
16 115-01 Inspection of valve rotators . . . . . . . . . . . . . . . . . . . . page 16-129
16 116-01 Check and adjustment of valve clearance . . . . . . . . . page 16-131
16 117-01 Check and overhaul of indicator valve . . . . . . . . . . . page 16-133
16 118-01 Check/adjustment of safety valve
opening pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . page 16-135
Spare part plate

Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1610-01
Cooling water jacket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1610-02
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1610-03
Cooling water jacket with LTC ring . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1610-04
Connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1612-01
Piston with piston rings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1614-01
Release TOC_1 16
page 16-81
L27/38

Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1616-01
Safety valve and indicator valve . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1618-01
2008-01-10
Valve guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1620-01
page 16-82
Release TOC_1 16
L27/38
MAN B&W Diesel
Cylinder unit
Cylinder head
Fig 16.1
Valve rotator
The cylinder head with integrated charge air

receiver is made of nodular cast iron. It has
4 valves and is of the cross flow design, to
ensure a high flow efficiency. The fuel injection valve is placed in a liner in the centre.
Intensive water cooling of the nozzle tip
area makes it possible to omit direct nozzle
cooling.
The cylinder head is tightened by means of
4 nuts and 4 studs. The studs are screwed
into the engine frame. The tightening is done
by means of hydraulic jacks.
Charge
air
receiver
Gas
outlet
Inlet
valve
Exhaus
valve
Safety valve
Cooling
water
jacket
Air inlet and exhaust valves

The valve spindles are of heat-resistant
material and the spindle seat has welded-on
hard metal.
All valve spindles are fitted with valve rotators which turn the spindles each time the
valves are activated. The turn of the spindles
ensures even temperature levels on the valve
discs and prevents deposits on the seating
surfaces.
Valve seat
ring
The cylinder head has replaceable valve

seat rings. The exhaust valve seat rings are
water cooled in order to ensure low valve
temperatures.
The seat rings are made of heat-resistant
steel. The seating surfaces are hardened
in order to minimize wear and prevent dent
marks.
Release 1 16A1-01
AINS
2003-08-26
The top cover has two functions. It is a cover

for the rocker arm chamber to seal for the
lubricating oil and a guard to cover the cylinder head.
Cylinder head
page 16-83
L27/38
Piston, connecting rod and cylinder liner

Fig 16.2
Piston, see fig 16.2

The piston is of two-part design. The piston
crown is made of forged steel and the skirt
is made of nodular cast iron.
The piston has 3 piston rings and 1 oil
scraper ring.
All piston ring grooves are hardened and
placed in the piston crown.
Plate 1 1614-01
The piston has a cooling oil space at the top,

to ensure efficient cooling of the top land and
piston ring area. Oil from the lubricating oil
system of the engine is used as cooling oil.
The piston pin is floating and kept in position
by two circlips.
Connecting rod of marine head design,
see fig 16.3
The connecting rod and the big-end bearing
housing are made of CrMo steel.
Fig 16.3
To make it possible to pull a piston without

pulling the cylinder liner, the connecting rod
can be separated from the big-end bearing.
The big-end bearing housing is assembled
by means of two hydraulically tightened
studs.
The big end bearing shells are thin-walled
steel shells.
Note
Plate 1 1612-01
Criteria for replacement of connecting rod

big-end bearing and main bearing shells,
see Guidance for replacement of bearings
2043666-4, see chapter 10.
Connecting rod
page 16-84
Release 1 16B1-01
2003-08-26
Piston
L27/38
MAN B&W Diesel
Cylinder liner, see fig 16.4
Fig 16.4
The cylinder liner is made of cast iron.

Only the upper part of the liner is watercooled which gives a uniform temperature
pattern over the entire length of the liner
preventing cold corrosion.
The liner is landed on top of the engine
frame. The cooling water chamber around
the top of the liner holds the cooling water
which means there is no cooling water in the
engine frame.
2003-08-26
Plate 1 1610-01
To reduce bore polishing and lub oil consumption, a slip-fit-type flame ring is installed
in top of the cylinder.
Cylinder liner
Release 1 16B1-01
page 16-85
2003-08-26
L27/38
page 16-86
L27/38
MAN B&W Diesel
Work card 16 101-01

Dismantling of cylinder unit from engine
Safety precautions
Man power
Stopped engine
Working time:
1 hour
Shutoff fuel oil
Capacity:
2 men
2003-08-26
Tools
Special tools
Fixation tool for cyl. liner
and connecting rod
See plate: 1 901203
Lever for cooling water con
nections
See plate: 1 901211
Fork for intermediate piece
See plate: 1 901212
Fixation tool marine head
See plate: 1 901214
Hydraulic tool
See plate: 1 901215
Starting position: Engine stopped and cooled down.
Procedure
Before dismantling
1. Drain off the water from the engine.
2. Remove the top cover from the cylinder
head.
Disassembling of external connections

5. Dismantle the clamp connecting cylinder head and exhaust receiver.
6. Dismantle the fuel oil high pressure
pipe.
3. Remove the crank case covers on

both sides of the engine.
7. Dismantle the clamps locking the FW

connection between the cylinder
heads.
4. Remove the guard over the exhaust gas

receiver.
8. Push the FW connections into the cylinder head to be removed.

9. Disconnect the clamps locking the
charge air connections.
Release 16 101-01
page 16-87
L27/38
10. Push the charge air connections into

the cylinder head to be removed, see
fig 16.5.
Fig 16.5
11. Turn the piston into top dead centre.

Disconnecting connecting rod from connecting rod bearing
12. Install the tool for fixation of the connecting rod bearing, see fig 16.6.
AINS
13. Loosen the piston rod from the bearing

by means of the hydraulic tools.
14. Remove the 4 nuts.
Charge air connection
2003-08-26
Fig 16.6
AINS
Remove
nuts
Fixation of connecting rod bearing
page 16-88
Release 16 101-01
L27/38
MAN B&W Diesel
15. Install the fixing tool on both sides of the

connecting rod for fixation of cylinder
liner and connecting rod, see fig 16.7.
means of the hydraulic tools.

17. Mount the lifting tool on top of the cylinder head.
16. Remove the cylinder head nuts by
AINS
2003-08-26
Fig 16.7
Mounting of fixing tool
Release 16 101-01
page 16-89
L27/38
Lifting of cylinder unit from engine
Fig 16.8
Hydraulic tool
18. Carefully lift the cylinder unit out of the

engine.
Note
Be careful not to harm the threads on the
4 studs on the connecting rod bearing when
lifting the cylinder unit.
19. Remove the push rods from the engine
frame.
2003-08-26
AINS
20. Land and fasten the cylinder unit upon

the special work table, or on the floor
upon wooden supports and remove the
lifting tool.
Cylinder
head
nut
Cylinder
head
Cylinder
head
bolt
Hydraulic tool for dismounting

of the cylinder head
page 16-90
Release 16 101-01
L27/38
MAN B&W Diesel
Work card 16 102-02

Disassembly of cylinder unit
Safety precautions
Man power
Tools
Stopped engine
Working time:
1 hour
Shutoff fuel oil
Capacity:
1 man

Special tools
Lifting tool for cylinder head
See plate:
1 901201
Lifting tool for cylinder liner,
Fixation tool for cylinder
liner and connecting rod,
Extractor tool for ame ring
See plate:
1 901203
Procedure
Fig 16.9
Fixation tool
Before the cylinder unit is dismantled, it must

be placed on the working table.
Removal of piston and connecting rod
1. Turn the unit upside down.
2. Remove the tool fixing the connecting
rod and cylinder liner.
3. Mount an eye bolt at the bottom of the
connecting rod, see fig 16.9.
4. Pull the piston and piston rod out of the
liner by means of a tackle.
5. Turn the unit back to its starting position.
MBDH-501-01.01 fig 1
2006.03.16
Starting position: Cylinder unit is dismantled from engine, see work card 16 101.
Removal of piston and piston rod
Release 16 102-01
page 16-91
L27/38
Fig 16.10
Removal of cylinder head

Allan screw
Allen screw
6. Remove all 4 allen screws see fig 16.10

keeping the cooling water jacket to the
cylinder head.
7. Mount the lifting tool on the cylinder
head, see fig 16.11.
11.0503-0005
8. Lift the cylinder head out of the cooling

water jacket.
Removal of cylinder liner from water
jacket
Cyl. head and cooling water assembly
Fig 16.11
9. Lift the cylinder liner out of the water

jacket by means of the lifting tool as
shown in fig 16.13.
Lifting tool
2006.03.16
505-01.01 Holeby/cdr
10. Remove the flame ring from the cylinder

liner by means of the tool shown in fig
16.12 and a scrapped piston ring.
Fig 16.13
Lifting tool
Removal of cylinder head
Fig 16.12
Extractor tool for

flame ring
Flame ring
Cylinder
liner
Piston ring
Removal of flame ring
page 16-92
Removal of cyl. liner from water jacket
Release 16 102-01
L27/38
MAN B&W Diesel
Work card 16 103-01

Dismantling of piston and cylinder liner
Safety precautions
Man power
Tools
Stopped engine
Working time:
Shutoff fuel oil
Capacity:
2 hour
2 man

Special tools
Lifting tool for piston
See plate:
1 901202
Lifting tool for cooling water
jacket and liner
See plate:
1 901203
Fixation tool marine head
See plate:
1 901214
Hydraulic tools
See plate:
1 901215
Starting position: Complete cylinder unit has not been removed from engine.
2003-08-26
Engine stopped and cooled down.
Procedure
Fig 16.14
Prepare dismantling of the cylinder head as

described in work card 16 101.
Lift the cylinder head as described in work
card 16 102.
2. Turn the crankshaft into a position

where the hydraulic tools can be in
stalled to loosen the nuts on the con
necting rod.
MBDH-506-01.50 fig. 2
1. Remove the push rods after the cylinder

head has been removed.
3. Remove the flame ring from the liner,

see work card 16 102-01 fig 16.12.
Fixation tool mounted on the marine head

and counterweight
Release 16 103-01
page 16-93
L27/38
Fig. 16.15
4. Remove the deposits in top of the

liner.
5. Remove the nuts on the connecting rod
and turn the crankshaft into TDC.
6. Install the fixation tool, see fig 16.14.
7. Install the tool for lifting of the piston,
see fig 16.15.
8. Pull the piston out of the liner and land
it on a wooden support.
MBDH-506-01.50 fig. 3
9. Install the tool for lifting of the cooling

water jacket and cylinder liner, see fig
16.16.
10. Lift the cooling water chamber and the
liner out of the engine frame.
2003-08-26
Lifting tool for piston
11.49041-0841
Fig 16.16
Lifting tool for cooling water jacket

and cylinder liner
page 16-94
Release 16 103-01
L27/38
MAN B&W Diesel
Work card 16 104-01

Inspection and overhaul of cam followers and rocker arms
Safety precautions
Man power
Tools
Stopped engine
Special tools
Working time:
1 hour
Shutoff fuel oil
Capacity:
1 man
Valve spring compressing

device
See plate: 1 901201
Replacement and
wearing parts
2003-08-26
Data
Plate no: 1 1616
Starting position: Cylinder unit is disassembled, see work card 16 102.
Procedure
Fig 16.17
1. Before the valves can be dismantled,

the rocker arms have to be removed.
AINS
2. The screw A in fig 16.17 has to be

removed before the rocker arm shaft
can be pushed out to free the rocker
arms.
Release 16 104-01
page 16-95
L27/38
Fig 16.18
3. By means of the tool shown in fig 16.19,

the valve spring can be com pressed
and the cone ring removed, see fig
16.18.
a) Valve closed
4. The valve rotator and spring can now be

removed and the valve pushed out.
Fig 16.19
Remove
valve
locks
Tool for dismantling valves
11.49028-0480A
c) Valve spring
completely
relieved
Remove tool so valve

rotator and spring may be
dismantled
Dismantling valve step a, b and c
page 16-96
Release 104-01
2003-08-26
AINS
b) Valve spring
pressed down
L27/38
MAN B&W Diesel
Inspection of valves/valve seats
Fig 16.20
If the valve seat is burned or scarred, it must

be ground using a valve seat grinder, see
work card 16 105.
Inspection of valve guide
Max 20.2 mm
Too much clearance between the valve

spindle and the valve guide may cause:
y o fouling of the spindle guides resulting
in sticking valves
1. Clean the valve guide.
2. Inspect and measure for wear.
2003-08-26
If the inner diameter of the valve guide

measured below the O-ring exceeds
20.2 mm, the valve guide must be replaced,
see fig 16.20.
MBD-H, 505-01.05 fig 5
y o increased lube oil consumption
Measurement of valve guide wear
Too much clearance means insufficient

guidance of the valve spindle, and thus bad
alignment between the spindle head and the
valve seat ring.
3. Change the O-ring inside the spindle
guide, see work card 16 106.
Release 16 104-01
page 16-97
L27/38
2003-08-26
Your Notes:
page 16-98
Release16 104-01
L27/38
MAN B&W Diesel
Work card 16 105-01

Grinding of valve seat ring and valve spindle seat
Safety precautions
Man power
Tools
Stopped engine
Special tools
Working time:
Shutoff fuel oil
Capacity:
3 hours
1 man
Grinding machine
See plate: 1 901201

Replacement and
wearing parts
Plate no: 1 1616
Starting position: Valve spindle has been removed, see work card no 16 104.
Procedure
For operation of the grinding machine, see
separate instructions.
Grinding of valve seat rings
1. All valve seat rings to be ground in an
angle A of 30 +0,1
0 , see fig 16.21.
2. Grind until a clean and uniform surface
is obtained.
3. Carry out final grinding with a feed in
the direction from inside out.
4. When the seat S on the exhaust seat
ring is ground to such an extent that the
recess R disappears, see fig 16.21,
the valve seat ring must be renewed,
see work card 16 107.
Fig 16.21
R Grinding limit
MBDH-505-01.01
2003-08-26
Data
Valve exhaust seat ring
Release 16 105-01
page 16-99
L27/38
Fig 16.22
D max = 100 mm
5. The inlet valve seat ring can be ground

until the dimension D= 100 mm has
been reached, see fig 16.22.
Grinding of valve spindle seat
AINS
The valve spindle to be ground in an angle

0
of 30 -0,1
, see fig 16.23.
Valve inlet seat ring
After grinding check the height H, see fig

16.23. The height H must be no less than
9.0 mm.
2003-08-26
MBDH-505-0
Fig 16.23
Valve spindle
page 16-100
Release 16 105-01
L27/38
MAN B&W Diesel
Work card 16 106-01

Replacement of valve guide
Safety precautions
Man power
Tools
Stopped engine
Working time:
Shutoff fuel oil
Capacity:
hour
1 man
Special tools
Drift mandrel
See plate: 1 901201
topped lub oil circul.

Replacement and
wearing parts
2003-08-26
Data
Plate no: 1 1616
Starting position: Valve spindle has been removed, see work card no 16 104.
Procedure
Fig 16.25
If the clearance exceeds the max limit of

20.2 mm, the valve guide must be replaced.
MBDH-505-01.20
1. Knock the valve guide out from the bottom of the cylinder head by means of a
drift mandrel, see fig 16.25.
Dismounting of valve guide
Release 16 106-01
page 16-101
L27/38
Fig 16.26
Mounting of valve guide

2. Clean the bore in the cylinder head
carefully.
3. The new valve guide must be cooled
down to approx 70C with nitrogen.
4. Insert the valve guide in the bore, see
fig 16.26.
MBDH-505-01.20
5. Make sure the valve guide has come

all the way down.
6. Insert a new O-ring in top of the valve
guide, see fig 16.27.
Tool for valve guides is optional.
Mounting of valve guide
MBDH-505-01.20
2003-08-26
Fig 16.27
Inserting a new O-ring in the valve guide
page 16-102
Release 16 106-01
L27/38
MAN B&W Diesel
Work card 16 107-01

Replacement of valve seat ring
Safety precautions
Man power
Tools
Stopped engine
Working time:
1 hour
Shutoff fuel oil
Capacity:
1 man
Special tools
Extractor
See plate: 1 901201
Hydraulic tool
See plate: 1 901215
Replacement and
wearing parts
Data
2003-08-26
Plate no: 1 1616
Starting position: Cylinder head removed from engine
Procedure
Fig 16.28
The exhaust and inlet valve seat rings are

installed in a press fit.
1 9012-01
The seat rings can be pulled out by means

of the hydraulically operated extractor shown
in fig 16.28.
Extractor
Release 16 107-01
page 16-103
L27/38
Before installing new seat rings the bores

in the cylinder head must be cleaned carefully.
The bore for the inlet seat rings does not

need any sealing compound before pulling
in the seat rings.
Do not use emery paper because this will

change the tolerance of the bore.
After the valve seat rings have been installed

the valve seat must be ground.
Add a little sealing compound (loctite 572.)

to the bore for the exhaust seat rings.
Regarding valve seat angle and max grinding

limit, see work card 16 105.
Place a new O-ring on the seat ring and

lubricate with oil or copaslip.
It is not necessary to cool down the seat
rings before pulling them in by means of the
pulling deice shown in fig 16.29.
AINS
2003-08-26
Fig 16.29
Pulling device mounted on cylinder head - tool not supplied
page 16-104
Release 16 107-01
L27/38
MAN B&W Diesel
Work card 16 108-01

Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
1 hour
1 man
Special tools
Piston ring expander tool
See plate: 1 901202

Replacement and
wearing parts
2003-08-26
Data
Weights of main components 2049269-5
Plate no: 1 1614
Starting position: Cyl. unit has been removed from engine, work card 16 101.
Piston has been dismantled from connecting rod.
Procedure
At major overhauls the piston crown must be
separated from the skirt and cleaned inside. If
there is any sign of wear on the joint surfaces,
the parts must be machined according to our
specifications.
1. Remove the piston and scraper rings.
2. Clean the piston.
Piston
type
KOLBENSCHMIDT
Piston and New ring

oil scraper
grooves
ring
Nominal Tolerances
size (mm)
(mm)
Ring
grooves
Max wear
limit (mm)
Piston ring
1
6.17 +0.03
6.42
Piston ring
2
6.12 +0.03
6.37
6.12 +0.03
6.37
8.04 +0.03
8.17
Piston ring
3
Scraper
ring
Nominal size, new ring groove tolerance

and max wear limit for ring grooves
Release 16 108-01
page 16-105
L27/38
Fig 16.30
3. Check the ring grooves for wear, see

fig 16.30.
Clearance ring/groove
4. Separate the piston crown from the

skirt.
0.45 resp. 0.40 mm
maximum clearance with
new piston rings
5. Clean the inside of the piston crown.
Note
At each engine overhaul:
y The piston and scraper ring must be
replaced.
0.20 mm maximum
clearance with new
scraper rings
y The cylinder liner must be honed according to work card 16 111.

y For position and fitting of piston rings
refer to workcard 16 113 and spare part
plate 1 1614.
Fig 16.31
1. Check the tightening of the 4 studs with

a torque of 40 Nm.
2. Fit a new O-ring on the piston skirt and
add some oil to it.
3. Assemble the piston crown and skirt.
4. Fit the thrust pieces and lubricate the
threads and the nuts with molycote
paste type G-n plus.
5. Tighten the nuts crosswise with a
torque of 67 Nm.
Thrust
piece
6. Loosen the nuts again.
Nut
7. Check the tightening of the studs with

a torque of 40 Nm.
Stud
8. Tighten the nuts crosswise with a

torque of 20 Nm.
11.03455-3412
9. Turn each nut 90 crosswise.
Piston sectional view
Note
The nuts must not turn further when a torque
of 54 Nm is applied.
page 16-106
Release 16 108-01
2003-08-26
Assembling of piston, fig 16.31

Wear limits for ring grooves
L27/38
MAN B&W Diesel
Work card 16 109-01

Removal of marine head from engine
Safety precautions
Man power
Tools
Stopped engine
Working time:
Shutoff fuel oil
Capacity:
hour
2 men
Special tools
Fixation tool for marine
head, Guide beam
See plate: 1 901214
Hydraulic tools
See plate: 1 901215
Replacement and
wearing parts
Plate no: 1 1612

Fig 16.32
Procedure
Condition: Piston and connecting rod has
been removed and the fixation tool is installed, see fig 16.32.
Fixation tool
AINS
2003-08-26
Data
Fixation of connecting rod bearing

Release 16 109-01
page 16-107
L27/38
1. Turn the crank through to about TDC.
Fig 16.33
2. Install the brackets in the lower end of

the crankcase opening, see fig 16.33.
3. Place the guide beam on the brackets
and secure it by means of the screws,
see fig 16.34.
2003-08-26
Bracket installed
Fig 16.34
Guide
AINS
Bracket
Placing of guide beam
page 16-108
Release 16 109-01
L27/38
MAN B&W Diesel
4. Turn the crankshaft to the position

shown in fig 16.35 and remove the nuts
by means of the hydraulic tool.
AINS
2003-08-26
Fig 16.35
Removal of nuts
Release 16 109-01
page 16-109
L27/38
5. Install the slide piece as shown in fig

36 and remove the bracket.
6. Turn the crankshaft to make the marine
head rest against the beam, see fig
16.36.
7. Pull out the two halves of the marine
head.
8. Remove the bearing shells from each

marine head half.
Mounting of marine head
Mounting is carried out in reverse order
of the above. See Tightening specification
2049581-0.
Fig 16.36
AINS
2003-08-26
Slide piece
Marine head with slide piece
page 16-110
Release 16 109-01
L27/38
MAN B&W Diesel
Work card 16 110-01

Inspection of connecting rod big-end bearing
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
1 hour
1 man

Replacement and
wearing parts
Data
Guidance for replacement of bearings 2043666-4
Plate no:
1 161
Starting position: Crankcase opened.
Procedure
Fig 16.37
Check of connecting rod bearing shells
Crews
Holder
1. Turn the crankshaft into top dead centre.

2. Install the lifting tool with two screws on
each side of the connecting rod bearing
housing. The upper screw is screwed
into the upper bearing hous ing and the
other into the lower bearing housing,
see fig 16.37.
MBDH-506-01.30 fig 1
2003-08-26
Special tools
Lifting handles
Fixation tool
See plate: 1 901214
Hydraulic tool marine
head
See plate: v1 901215
Mounting of holders on the marine head
Release 16 110-01
page 16-111
Fig 16.38
MBDH-506-01.30 fig 2
Step 1
Step 2
Lowering marine head bearing cap

with lifting handles
Fig 16.39
3. Loosen the two nuts (1) on the marine

head, by means of the hydraulic tool,
see fig 16.41.
4. Remove the hydraulic tool and then the
nuts (1) and studs (2), see fig 16.41.
5. Fit the two pipes for lifting, see fig
16.38.
6. Pull upwards in the two lifting pipes to
carry the weight of the lower bearing
housing while removing the upper
screws from the lifting tools.
7. Lower the bearing cap until the lifting
pipes are resting on the engine frame.
8. The lower bearing shell can now be re
moved, see fig 16.38.
9. Install the inspection bracket, see fig
16.39.
10. Slowly turn the crankshaft until the upper part of the bearing housing is resting on the bracket and secure it with a
screw, see fig 16.39.
11. Turn the crankshaft until it is possible
to remove the upper bearing shell, see
fig 16.40.
Inspection of bearing shells
Fixation tool
See Guidance for replacement of bearings

2043666-4.
Installation of bearing shells
MBDH-506-01.30 fig 3
12. Carefully clean the joint faces, the bore

and the bearing shells.
13. Install the upper bearing shell. Make
sure the ends of the bearing shell are
flush with the ends of the bearing cap.
14. Add some clean engine oil to the crank
journal.
Screw for securing marine

head and inspection bracket
Mounting of the inspection bracket
page 16-112
Release 16 110-01
2003-08-26
L27/38
L27/38
MAN B&W Diesel
15. Turn the crankshaft until the journal

has contact with the bearing, see fig
16.40.
Fig 16.40
16. Remove the inspection bracket.
18. Install the lower bearing shell. Make

sure the ends of the bearing shell are
flush with the ends of the lower bearing
cap.
19. Add some clean engine oil to the bear
ing shell.
20. Lift the lower bearing cap up against
the upper and fit the two screws to in
terlock the two bearing houses.
MBDH-506-01.30 fig 4
17. Turn the crankshaft into top dead centre.
Removal of the upper marine head

bearing shell
22. Install the hydraulic tool and tighten,

see fig 16.41 and Tightening specifica
tion 2049581-0.
Fig 16.41
AINS
2003-08-26
21. Mount the two assembling studs and fit

the nuts.
Hydraulic tool
Release 16 110-01
page 16-113
L27/38
2003-08-26
Your notes:
page 16-114
Release 16 110-01
L27/38
MAN B&W Diesel
Work card 16 111-01

Inspection and honing of cylinder liner
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
hour
1 man
No special tools

Replacement and
wearing parts
Plate no: 1 1610
Starting position: Piston and connecting rod removed.
Procedure
Fig 16.42
Measuring of cylinder diameter

At any overhaul of the cylinder unit it is very
important to know the condition of the cylinder liner.
The inside diameter of the cylinder liner is
measured in 3 levels, see fig 16.42.
The measurements are taken in both transverse and in longitudinal direction.
Max acceptable diameter is 270.4 mm after
honing.
Max acceptable ovalness after honing is
0.05 mm.
MBDH-506-01.35 fig 1
2003-08-26
Data
Measuring points
Release 16 111-01
page 16-115
L27/38
Fig 16.43
Honing of cylinder liner

Before honing the cylinder liner must be
cleaned and deposits in the top must be
removed.
The honing must be done with a honing machine and not a honing brush.
Honing procedure (plateau honing)
The honing angle is 60 5
The honing marks must be of equal depth in
both directions and equidistant.
The surface must be free of smeared material
and free of polished areas.
Honing device for cylinder liner

tool not supplied
Rmax
= 1216 m
Rz
= 610 m
(Ra
= 1.31.6 m)
Measuring guidance:
Fig. 16.44
Measuring length
= 5 mm
Cut-off value
= 0.8 mm
Plateau area
= 5070%
Plateau area to be measured 1.5 m below

the top line.
MBDH-506-01.35 fig 3
After the honing, the liner must be carefully

cleaned with gas oil. Make sure that all
abrasive particles are removed.
Angle between honing grooves
page 16-116
Release16 111-01
2003-08-26
Roughness:
L27/38
MAN B&W Diesel
Measurement of cylinder liner

Ships name
Inspec
date
Engine no
Running hours
Engine type
Fuel type
Cyl no
Ident no
Sign
Running hours
Lengthwise A
mm
B
C
A
Crosswise
mm
B
C
2003-08-26
Liner temp C
Remarks
Release 16 111-01
page 16-117
L27/38
2003-08-26
Your notes:
page 16-118
Release 16 111-01
L27/38
MAN B&W Diesel
Work card 16 112-01

Grinding of seal faces on cylinder liner, cylinder head and engine
frame
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
hour
1 man
Special tools
Grinding tool
See plate: 1 901203

2003-08-26
Starting position: Disassembly of cylinder unit, see work card 16 102.
Procedure
Fig. 16.45
The grinding tool is used for grinding of the

seal face on the cylinder head, the cylinder
liner and the engine frame.
The intention with the grinding is to ensure
a proper sealing between mating faces in
connection with major overhaul.
If severe damage or corrosion is observed,
a machining of the sealing faces may be
required.
In this case please consult us.
Note
Grinding tool
Clean all parts carefully after grinding.
Release 16 112-01
page 16-119
L27/38
Grinding tool used on cylinder liner
Fig 16.48
MBDH-506-01.45 fig 4
MBDH-506-01.45 fig 2
Fig 16.46
Grinding tool used on cylinder head
MBDH-506-01.45 fig 3
2003-08-26
Fig 16.47
Grinding tool used on engine frame
page 16-120
Release 16 112-01
L27/38
MAN B&W Diesel
Work card 16 113-01

Assembly of cylinder unit
Safety precautions
Man power
Tools
Stopped engine
Working time:
Shutoff fuel oil
Capacity:
1 hour
1 man

Replacement and
wearing parts
Data
Plate no: 1 1610

Plate no: 1 1616
Starting position: Cylinder unit dismantled, see work card no 16 102.
Procedure
Fig 16.49
1. Place the water jacket on the work

table.
2. Place a new O-ring (1) on the cylinder
liner and oil it.
3. Install the cylinder liner in the water
jacket by means of the lifting tool for
the liner, see fig 16.49.
AINS/ 11.49023-0272
2003-08-26
Special tools
Piston ring expander, Lifting
tool for piston, Guide ring
for piston
See plate: 1 901202
Lifting tool for cyl. liner
Fixation tool for cyl. unit and
con. rod
See plate: 1 901203
Lifting tool for cylinder liner
Release 16 113-01
page 16-121
L27/38
Fig 16.50
Note
The liner can be marked in two different ways:
Either the letters ASin top of the liner or a
groove below the largest diameter. Be sure
the marking on the cylinder liner points towards the exhaust side of the cooling water
jacket.
Mounting of piston
AINS/ 11.49023-0272
Machined
groove
4. Place the piston guide ring on the cylinder liner.

5. Install the lifting tool on the piston crown
and lift the piston.
Marking of liner
6. Install the piston rings using a piston

ring expander.
8. Slowly lower the piston into the cylinder

liner.
Fig 16.51
Note
Make sure the mark AS on the top of the
piston is pointing in the same direction as
the cylinder liner.
9. Install the fixation tools to lock the connecting rod and cylinder liner.
10. Remove the lifting tool from the piston
crown.
Lmina 1 1610-01
11. Place the seals 1, 2, 3, 4, 5 and the

flame ring 6 as shown in fig 16.51.
Mounting of seals in cylinder unit
page 16-122
Release16 113-01
2003-08-26
7. Lubricate the piston rings and the in

side of the liner.
L27/38
MAN B&W Diesel
12. Install a new O-ring (1) at the bottom

of the cylinder head, see fig 16.53.
Fig 16.53
Before landing the cylinder head on top of the

liner, make sure the exhaust gate is pointing
in the right direction.
13. Install and tighten the 4 long allen
screws, see fig 16.52. Tightening
specification 2049581-0 in chapter 00
Data.
AINS
Fig 16.52
Allen screws
Mounting O-ring on cylinder head bottom
IInstall allen screws
AINS/11.49032-0186
2003-08-26
11.05603-0005
Fig 16.54
Cylinder unit mounted on table
Release 16 113-01
page 16-123
L27/38
2003-08-26
Your notes:
page 16-124
Release 16 113-01
L27/38
MAN B&W Diesel
Work card 16 114-01

Mounting of cylinder unit in engine
Safety precautions
Man power
Tools
Stopped engine
Working time:
Shutoff fuel oil
Capacity:
1 hour
2 men
Replacement and
wearing parts
Data
See plate: 1 1012

See plate: 1 1610
See plate: 1 3016

Starting position: Cylinder unit is completely assembled.

Valve gear of respective cylinder is in position valve closed
Fig 16.58
Procedure
Before installing the cylinder unit, the joint
faces must be cleaned carefully and the
crank throw with marine head must be turned
into top dead centre. See the marks on the
flywheel.
Installation of cylinder unit
Lmina 1 1012-01
2003-08-26
Special tools
Lifting tool for marine head
See plate: 1 901201
Lever tool for cooling water
connection
See plate: 1 901211
Fork for intermediate piece
See plate: 1 901212
Hydraulic tools
See plate: 1 901215
1. Place a new seal (1) around the hole for

push rods in the frame, see fig 16.58.
Connecting piece for rocker arm lubrication
Release 16 114-01
page 16-125
Fig 16.59
AINS
Lifting tool
Installation of cylinder unit
Fig 16.60
2. Fit new O-rings (2) on the lubricating

oil connection tube for rocker arm lu
brication and install it in the connecting
piece (3).
3. Replace O-ring (4) under connecting
piece.
4. Place new O-rings on the cooling water
connecting sleeves. Lubricate the Orings with grease and install the sleeves
in the cooling water bores pointing
to the aft of the engine. Press in the
sleeves as far as possible.
Replace the O-rings on the cooling
water sleeves belonging to the cylinder
head in front of the unit to be installed
and press in the sleeves as far as possible. See fig 16.64.
5. Place new O-rings on the charge air
connecting sleeves. Lubricate the Orings with grease and press the
sleeves into the charge air bore in the
cylinder unit to be installed, and the unit
on the engine.
6. Slowly lower the unit into the engine
frame.
7. Make sure that the connecting rod lands
on the marine head without harming
the threads on the studs.
8. Remove the fixation tools from the unit,
see fig 16.60.
9. Lubricate the 4 studs on the marine
head with engine oil and install the 4
nuts. Tighten by using a tommy bar.
AINS
Note
Check that the IMO marks on the marine
head and connecting rod are pointing in direction of the exhaust side.
Remove fixation tools
page 16-126
Release 16 114-01
2003-08-26
L27/38
L27/38
MAN B&W Diesel
Tightening of connecting rod to marine

head
Fig 16.61
Hydraulic tool
10. Install the hydraulic tools and tighten.

Tightening of cylinder head
11. Lubricate the threads on the cylinder
head studs with engine oil.
12. Fit the cylinder head nuts and make
sure they turn easily and tighten with
a tommy bar.
13. Install the hydraulic tools on the cylinder
head studs as shown in fig 16.61.
Note
If new studs or nuts are fitted, the assembly
must be tightened and loosened three times,
in order to compensate for deformation of the
threads and in order to ensure a safe load
of the studs.
Cylinder head nut
16 101 fig 3
Cylinder head bolt

Cylinder
head
Hydraulic tool for mounting of cylinder

head nuts
Fig 16.62
Mounting of push rods
16. Push out the rocker arm shaft and re

move the rocker arms.
17. Place the push rods on the cam fol
lower.
18. Remount the rocker arms and secure
the shaft with the screw shown in fig
16.62.
AINS
15. Remove the screw on top of the rocker

arm shaft, see fig 62.
Fig 16.63
Assembling of connections
19. Mount the clamp for assembling of
cyl inder head and exhaust pipe, see
fig 16.63.
AINS
2003-08-26
14. Make sure the slot in the lower end of

the distance tube is pointing in a direc
tion where it is possible to use the
tommy bar.
Correct mounting of clamps

Release 16 114-01
page 16-127
L27/38
20. Push the connecting sleeves for water

and charge air into the bores in the
adjacent units.
21. Secure the connections with the clamps

and screws belonging to them.
Fig 16.64
Normal operation
Water
outlet
Lever tool
Remove for
overhaul
O-rings
O-rings
PI-L27/38
O-rings
O-rings
Cooling water connection between cylinder units
page 16-128
Release 16 114-01
2003-08-26
Water
inlet
L27/38
MAN B&W Diesel
Work card 16 115-01

Inspection of valve rotators
Safety precautions
Man power
Tools
Stopped engine
Working time:
Shutoff fuel oil
Capacity:
hour
No special tools
1 man

Replacement and
wearing parts
2003-08-26
Data
Plate no: 1 1616

Plate no: 1 1620
Starting position: Engine stopped.
Procedure
Valve rotators are installed on all 4 valves in
the cylinder head. The function of the valve
rotators is of greatest importance for the
lifetime of the valves. Non-functioning valve
rotators must be exchanged.
At every overhaul of the cylinder head, the
valve rotators must be checked.
16.24.
4. Stop the engine, and re-install the valve
Fig 16.24
Indicator mark
1. Remove the valve covers from the cylinder heads.

2. Start the engine and let it run idle speed
to avoid oil splash.
3. Watch the indicator mark on top of the
valve rotator and see that it moves a little
each time the valve is activated. See fig
Release 16_115-01
11.11439-0101.0
Function test
Valve rotator
page 16-129
L27/38
2003-08-26
Your notes:
page 16-130
Release 16_115-01
L27/38
MAN B&W Diesel
Work card 16 116-01

Check and adjustment of valve clearance
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
hour
1 man
Special tools
Valve feeler gauge,
See plate: 1 9012

Replacement and
wearing parts

Plate no: 1 1616

Plate no: 1 1620
Starting position: Cover for rocker arm removed.

Fig 16.55
Procedure
Valve bridge adjustment
Before adjusting or checking the valve clearance, it has to be checked that the valve
bridge (6) is in contact with both valves simultaneously, see fig 16.55.
1. Engage the turning gear and turn the
crankshaft until the cam followers for
valve operation rest on the circular
part of the cams for the cylinder head
in question.
(Valve bridge)
2. Loosen the nut (1) and turn the adjust

ing screw (2) a few turns anticlockwise,
see fig 16.55.
3. Do likewise to nut (3) and screw (4).
AINS
2003-08-26
Data
Loosen the nut and adjustment screw

Release 16 116-01
page 16-131
L27/38
Fig 16.56
4. Check that the valve bridge (6) rests on

top of the valve opposite the adjusting
screw (4), see fig 16.56.
5. Turn the adjusting screw (4) clockwise
until the thrust piece (5) on the adjust
ing screw is in contact with the valve
stem.
(Thrust
piece)
6. Tighten the nut (3). Tightening torque:

200 Nm. Check that the valve bridge
still is in contact with both valve stems
simultaneausly.
AINSP
(Valve
bridge
Adjustment of valve clearance (cold engine)
1. Place a feeler gauge size 0.7 mm be

tween the valve bridge (6) and the
thrust piece on the adjusting screw (2),
see fig 16.55.
Valve bridge
2. Turn the screw (2) clockwise until there

is contact between the valve bridge,
feeler gauge and thrust piece on the
screw (2).
Fig 16.57
1 (nut)
2 (screw)
3. Tighten the nut (1). Tightening torque:

200 Nm.
3 (nut)
4. Check that the clearance is still 0.7 mm
4 (screw)
AINSP
Feeler gauge
Loosen the adjustment screw on the rocker arm
page 16-132
Release 16 116-01
2003-08-26
Clearances for inlet and outlet valves are

the same.
L27/38
MAN B&W Diesel
Work card 16 117-01

Check and overhaul of indicator valve
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
hour
1 man
No special tools

2003-08-26
Data
Replacement and
wearing parts
Plate no: 1 1618
Starting position: Engine stopped.
Procedure
Description
Under normal working conditions the indicator valves require very little maintenance.
However, to minimize toxic gases in the
engine room and to keep the engine and
engine room clean, it is necessary to keep
the indicator valves tight.
Also, when taking combustion pressures/
diagrams, it is important that the mechanical
connection between the indicator valve and
Release 16 117-01
the indicator is tight so that the parts are

not overheated and damaged. It is therefore
important that the valve connecting surface
is in good condition.
Warning
In connection with check of indicator valves,
be aware of hot surfaces and possible discharge of hot gasses.
page 16-133
L27/38
Fig 16.65
Check of indicator valve, see fig 16.65.

1. Visually inspect the valve cone for damage.
Valve cone
2. Ensure that all indicator valves are

closed.
3. Start and run the engine.
4. Observe that the indicator valve is not
leaking.
5. Shortly open the valve and close it
again.
1 1618-01
6. Observe if there is a leakage from the

indicator valve.
2003-08-26
7. If the indicator is leaking, stop the en

gine and replace the indicator valve.
Indicator valve
page 16-134
Release 16 117-01
L27/38
MAN B&W Diesel
Work card 16 118-01

Check/adjustment of safety valve opening pressure
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
hour
1 man
Special tools
Calibrated high pressure
testing equipment
(not supplied)

Data
Replacement and
wearing parts
2003-08-26
Plate no: 1 1618
Starting position: Engine stopped. Respective side covers on engine manoeuvre

side dismounted.
Procedure
For safety reasons, the safety valves are
normally checked/adjusted at an authorised
workshop in connection with overhaul of
cylinder heads.
However, it is possible to check/adjust the
valves on board if calibrated high pressure
testing equipment is available.
Note
In connection with check of safety valves,
do not increase the test pressure to more
than 250 bar.
Blow off pressure
for L27/38 is:
230 bar +7 bar at 20 C.
Warning
When using hydraulic equipment, protective
goggles and gloves MUST be used.
Release 16 118-01
page 16-135
L27/38
Fig 16.66
1. Dismount the safety valve.

2. Connect the safety valve to a cali brated
high pressure testing device.
3. Slowly increase the pressure until the
safety valve blows off. Observe the
blow-off pressure and compare with
the factory setting.
2
3
4
Remove lead seal (2) and securing

wire (3).
Loosen and remove locking screw
(4).
Adjust the blow off pressure by tur
ning the outer bushing (1).
Repeat step 3. until the correct low
off pressure is reached.
Drill a securing bore for locking
screw (4).
Mount locking screw (4).
Secure locking screw with locking
wire and lead seal.
5. Mount the safety valve with a new gasket.
AINS
6. Mount the side covers.
Safety valve
page 16-136
Release 16 118-01
2003-08-26
4. If necessary, adjust the blow off pres

sure, see fig 16.66:
L27/38
MAN B&W Diesel
18. Turbocharger
Description
Turbocharging, charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . page 18-139
Turbocharger See separately supplied manual
Work card
18 101-01 Cleaning of charge air cooler. . . . . . . . . . . . . . . . . . . page 18-141
18 10201 Cleaning of turbine, dry-cleaning . . . . . . . . . . . . . . . . page 18-145
Spare part plate

Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1810-01
Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1810-02
Wastegate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1810-03
Charge air bypass arrangement . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1810-04
2008-01-10
Mounting off control valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1810-05

Turbocharger TCR20, mounting . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1810-06
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1812-01
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1812-02
Charge air connection TC/AC. . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1814-01
Charge air connection AC/Receiver . . . . . . . . . . . . . . . . . . . . . . . plate 1 1814-04
Charge air receiver drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1814-05
Charge air connection AC/Receiver . . . . . . . . . . . . . . . . . . . . . . . plate 1 1814-06
Exhaust pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1818-01
Exhaust pipe 170 mm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1818-04
Exhaust, manifold to turbocharger . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1818-05
Turbocharger turbine cleaning valve. . . . . . . . . . . . . . . . . . . . . . . plate 1 1820-01
Compressor cleaning, arrangement . . . . . . . . . . . . . . . . . . . . . . . plate 1 1822-01
Compressor cleaning, arrangement . . . . . . . . . . . . . . . . . . . . . . . plate 1 1822-02
Exhaust outlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1824-01
Exhaust compensator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1826-01
Release TOC_1 18
page 18-137
2008-01-10
L27/38
page 18-138
Release TOC_1 18
L27/38
MAN B&W Diesel
Turbocharging, charge air cooler

The turbocharging system is based on the
constant pressure principle, using the radialflow type MAN B&W NR/S turbo-chargers,
lubricated from the engine lub oil system.
A by-pass connection is arranged from the
turbocharger air outlet to the gas inlet side
in order to increase the charge air pressure
at part load and thus minimising exhaust
smoke.
The two-stage design provides the possibility

of utilizing a high percentage of the engine
heat loss for other purposes such as freshwater generation and heating.
Fig 18.1
By-pass
For certain operating conditions requiring

high engine torque at reduced engine speed,
a waste gate arrangement will be incorporated in the exhaust system.
PI-L27/38 Fig 11
Waste-gate
Turbocharger by-pass/waste
gate arrangement
Fig 18.2
Air flow
Outlet
HT
Outlet
Inlet
LT
Inlet
MBD-H
2001-08-06
The charge air cooler is a compact two-stage

plug-in unit. The high temperature water
passes the first stage and the low temperature water is passed through the second
stage of the cooler.
Charge air cooler
Release 18A1-01
page 18-139
2001-08-06
L27/38
page 18-140
Release 18A1-01
L27/38
MAN B&W Diesel
Work card 18 101-01

Cleaning of charge air cooler
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
2 hours
2 men
Special tools
Lifting tool
See plate: 1 901210

Replacement and
wearing parts
Plate no: 1 1812
Procedure
The air cooler is normally cleaned if observations prove that the cooler efficiency has
dropped.
To clean the cooler on the air and the water
side, it must be dismantled from the engine.
Dismounting
Before the cooler can be dismantled, the
instrument panels must be removed.
1. Unscrew and remove the multiple plug
in the bottom of the instrument panels.
2. Remove the plate with the instrument
panels from the air cooler.
3. Remove all allen screws from the end
cover of the cooler, except for the 8
screws shown in fig 18.3.
Release 18 101-01
Fig 18.3
Do not remove
11.32200-0971.A
2001-08-06
Data
End cover of cooler
page 18-141
L27/38
5. Hook on a chain block to the lifting tool,

but keep the chain slack.
6. Press out the cooler insert about 30
millimetres with the dismantling
screws.
7. Lift the cooler with the chain block, pull it
out and land it on a wooden support.
8. Remove the end covers and the side
plates, see fig 18.6.
9. Clean the pipes inside and be sure all
deposits have been removed. Use a
suitable cleaning agent to clean the
lamellas.
Fig. 18.4
Note
The greatest care must be taken when
handling the cooler insert. Make sure not
to bend any of the lamellas on the tubes.
If by accident some of the lamellas have
been bent they must be straightened again,
otherwise the air flow through the cooler will
be reduced and change the performance of
the engine.
Assembling after cleaning
1. Reinstall the side plates and the end
covers with new gaskets and a new
O-ring, see fig 18.6.
2. Pressure test the cooler to see if any
of the tubes are leaking. If some pipes
are leaking where the tubes are expanded into the tube plates, they can
possibly be repaired by re-expanding
the tubes. Otherwise, the tubes must
be plugged.
3. Fit new O-rings on the cooling water
connecting tubes, fig 18.5 and add
some acid free grease to the O-rings.
4. Install the connecting tubes in the bores
inside the aft-end box, see fig 18.5.
5. Put some liquid sealing compound on
the surface against which the insert is
going to be tightened.
Crankshaft
6. Lift the cooler insert with the lifting tool

and carefully push it into the cooler
housing and press it in as far as possible.
PG-L27/38 Fig 4.25
7. Because of the O-rings on the connecting tubes and the O-ring on the cooler,
the cooler does not go all the way in,
therefore it must be pressed into final
position by 4 long screws.
8. Install and tighten all screws with a
torque of 140 Nm.
Lifting tool mounted on charge air cooler
page 18-142
Release 18 101-01
2001-08-06
4. Fit the lifting tool on the 4 studs on

which the instrument panel was in
stalled, see fig 18.4.
L27/38
MAN B&W Diesel
11.32200-0971.A
Fig 18.5
Cooling water connecting tubes
2001-08-06
Fig 18.6
1 1812-01
O-ring
Charge air cooler
Release 18 101-01
page 18-143
L27/38
2001-08-06
Your notes:
page 18-144
Release 18 101-01
L27/38
MAN B&W Diesel
Work card 18 102-01

Cleaning of turbine, dry-cleaning
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
hour
1 man
Special tools
Dry cleaning device
See plate: 1 901213

Procedure
Dry cleaning
The device is connected immediately before
the TC gas inlet.
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 instruction plate on
the engine.
The cleaning is to be carried out at high engine load, min 75% MCR.
1. Before connecting the cleaning device
(see fig 18.7), open the stop valve
(1) and check that the passage is not
blocked. Close the valve again.
2. Fill the container (2) with granulate.
The amount depending on the type of
turbocharger:
NR24/S, NR26/R 0.4 litres
NR29/S
0.5 litres
3. Connect to the working air system (4).

4. Connect the dry cleaning device to
valve (1) and open valve (3). Then open
valve (1) slowly until a hissing sound
indicates that the granulate is being
injected. Injection period: Approx 2 min
or until the container is emtpy.
Fig 18.7
Air
supply
1 1820-01
2001-08-06
Starting position: Engine in operation min 75% loaded.
Dry cleaning device connected to blow-in valve
Release 18 102-01
page 18-145
L27/38
Note
2001-08-06
If vibrations occure after cleaning the turbine

it is necessary to repeat the cleaning proces
until no vibrations are observed.
page 18-146
Release 18 102-01
L27/38
MAN B&W Diesel
20. Fuel oil system

Description
Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 20-149
Fuel oil system MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 20-150
Fuel oil system HFO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 20-152
Fuel injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 20-156
Work card
20 101-01 Dismantling/installation of fuel injection . . . . . . . . . . . page 20-159
20 102-01 Disassembly/reassembly and repair
of fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . page 20-163
20 103-01 Overhaul of fuel valve . . . . . . . . . . . . . . . . . . . . . . . . page 20-169
Spare part plate

2008-01-10
Fuel oil prefilter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2010-04

Cover if no fuel oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2012-01
Fuel oil primary pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2012-05
Fuel oil filter, MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2014-01
Fuel oil filter duplex, HFO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2014-02
Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2016-01
Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2016-02
Starting air pipes on pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2016-03
Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2018-01
Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2018-02
High pressure fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2020-01
Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2020-02
Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2020-03
Release TOC_1 20
page 20-147
L27/38
Lub oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2812-01

Lub oil pressure regulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2814-01
Double check valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2814-02
Pressure relief pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2814-03
Lubricating oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2816-01
Lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2818-01
Lubricating oil thermostatic valve . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2820-01
Lubricating oil thermostatic valve manual overdrive . . . . . . . . . . . plate 1 2820-02
Lubricating oil pipes on fuel injection pumps . . . . . . . . . . . . . . . . plate 1 2824-01
Lubricating oil pipes from turbocharger . . . . . . . . . . . . . . . . . . . . plate 1 2824-02
page 20-148
Release TOC_1 20
2008-01-10
Starting air receivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2620-03
L27/38
MAN B&W Diesel
Fuel oil system

General
Depending on fuel oil quality the engine can be equipped with different types of equipment.
MDO
HFO
For operation on MDO (Marine Diesel Oil),

the standard engine is equipped with builton:
For operation on HFO (Heavy Fuel Oil), the

standard engine is equipped with built-on:
Fuel oil primary pump
Fuel oil back pressure valve
Double filter with paper inserts
Lubrication of fuel oil pumps
Lubrication of fuel oil pumps
Uncooled fuel injection valves
Fuel oil pumps with leak oil seal

Uncooled fuel injection valves
2000-11-22
Fuel oil duplex slit filter
The MDO built-on equipment is designed for

single engine installation. For multi engine installations, it is recommended to have either
separate fuel supplies or the built-on pumps
have to be replaced by electrical pumps.
The built-on equipment is designed for use

on fuel oil modules, normally referred to as
booster modules. For multi engine installations, a common fuel oil feed system should
cover all engines.
HFO quality
We recommend to use heavy fuel up to 380
cSt/50C, even though the engine is designed
for operation on HFO up to 700 cSt/50C, depending on the actual fuel quality.
For fuel oil quality, see Quality Requirements
D365600E/D365692E.
The maximum injection viscosity is 1214
cSt.
Release 1 20A1-01
page 20-149
L27/38
Fuel oil system MDO

Fig 1
LAL
To sluge
To sluge
2047042-0.4 + pg 6.1.1 L27/38
Item
1
2
3
4
5
6
7
8
9
2000-11-22
PT
1424
To fuel oil drain tank
From
bunker/setting
tank
Return to
bunker/setting tank
LSH
1425
PT
1423
PSL
1421
Connections:
Description
Prefilter for purifier
Transfer pump
Purifier
MDO service tank
Sightglass for MDO overflow
Duplex filter (magnetic insert)
Stand-by pump
Primary pump
Duplex filter (paper insert)
B1
B3
B4
B7
Fuel oil primary pump suction

Fuel oil stand-by pump pressure
Fuel oil circulation to service tank
Leak oil to drain tank
Fuel oil diagram MDO
page 20-150
Release 1 20B1-01
L27/38
MAN B&W Diesel
Fuel oil system, see fig 1
sary.
To protect the purifier pump (2), a prefilter is

inserted before the pump.
The service tank (4) should be drained daily

for water and sludge.
The pump can be driven directly by the purifier or by an independent motor.
A duplex suction filter (6) with magnetic inserts is installed in the suction line of the fuel
oil primary pump to protect the pump. The
filter should be cleaned regularly.
For engines operating on MDO, we recommend cleaning of the oil by a purifier to

remove water. For the blended fuel oil (M3
in accordance to BS MA100 fuel oil specification) which can be expected in some bunker
places, the purifier is also an important cleaning device. An automatic self-cleaning type
is recommended.
2000-11-22
Pre-heating is normally not necessary, but

a purifying temperature of approx 40C will
improve separation. Some Marine Diesel Oils
have a high content of paraffin which cloggs
up filters and can cause the engine to stop.
To avoid this preheating can be necessary.
A heat exchanger and a thermostatic valve
using the main engine HT cooling water as
heating media can be installed, if neces-
Release 1 20B1-01
A stand-by fuel oil pump (7) is installed for

circulation of fuel after dismantling or repair
of the system.
In case of break-down of the built-on primary
pump, the stand-by pump will take over.
The fuel oil temperatures before engine/fuel
injection pumps should be observed:
MDO
Viscosity at 40C
2.5cSt
max 60C
2.0cSt
max 50C
MGO
Viscosity at 40C
page 20-151
L27/38
Fuel oil system HFO

Fig 20.2
Heavy fuel oil
Marine diesel oil
To sludge
To sludge
To sludge
To sludge
From bunker tank (HFO)
To sludge
From bunker tank (HFO)
Return to bunker tank (HFO)
Return to bunker tank (HFO)
To sludge
2047918-0.3 + PG 6.1.2 L27/38
To sludge
page 20-152
Fuel oil diagram HFO
Release 1 20B2-01
2000-11-22
To sludge
MAN B&W Diesel
Item
2000-11-22
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
30
31
32
33
34
35
Description
HFO settling tank
Prefilterfor purifier/clarifier
Transfer pump for purifier/clarifier
Preheater for purifier/clarifier
HFO purifier
HFO clarifier
HFO day tank
Prefilter for HFO supply pump
Fuel oil supply pump
Automatic filter
Flow indicator
Mixing tank
Automatic deaeration valve
Supply pressure control valve
Duplex filter (magnetic insert)
Fuel oil booster pump
Preheater
Viscosity control equipment
Duplex slit filter
Booster pressure regulating valve
Sight glass, HFO day tank overflow
Prefilter for MDO transfer pump
MDO transfer pump
MDO purifier
MDO day tank
Sight glass, MDO day tank overflow
Connections:
B1
B2
B4
B7
Fuel oil inlet engine

Drain oil from fuel valves
Fuel oil circulation to service tank
Leak oil to drain tank (with alarm)
Pressure regulating valve (item 20):

The pressure regulating valve is to be adjusted to a pressure of 4 bar.
The relief valve for booster pumps (items 16 and 16A) are adjusted to a
somewhat higher pressure
Release 1 20B2-01
L27/38
Heavy fuel oil system, fig 20.2

The settling tank (1) should be designed to
provide the most efficient sludge and water
separation.
The capacity of each settling tank should
be sufficient to ensure minimum 24 hours
operation.
The temperature of the oil settling tanks
should be as high as possible to help the dirt
to settle. The temperature should be below
75C in order to avoid the formation of asphaltenes, and min 7C above the pour point
of the oil to ensure pumpability.
To protect the separator pumps, (3/3A)
pre-filters (2/2A) are inserted before the
pumps.
The pumps can be driven directly by the purifier or by an independent motor.
The preheaters (4/4A) must be able to raise
the temperature of the oil from approx 60C
to approx 98C, which is the temperature of
the oil for purifying.
Cleaning of the fuel oil by a purifier and a
clarifier which remove water and solids. For
applications with separators acting as a clarifier and purifier at the same time, one separator should be stand-by. Only the automatic
self-cleaning type should be used.
Guidance given by the manufacturer of the
separators must be observed.
The service tank (7) should be dimensioned
to contain purified HFO for operating for at
least 12 hours.
The tank must be insulated and the oil
temperature in the tank should be kept at
minimum 60C. Depending on separating
temperature and tank insulation, the temperature may rise to above 90C.
Attention must be paid that the fuel oil suction
pipe is connected to the side of the tank in a
position to avoid sludge and water contamination of the HFO system.
page 20-153
L27/38
The pressure regulating valve (14) is to be

adjusted to a pressure of approx 4 bar and
the relief valve setting for supply pumps
(9/9A) is adjusted to a higher pressure.
An automatic filter (10) is installed between
the supply pumps and the mixing tank (12).
As the flow is limited to the consumption of
the engine, a filter with 10 m mesh size
should be used in order to achieve optimal
filtration. In case of malfunction of the filter,
a manually cleaned by-pass filter has to be
installed in parallel to the automatic filter.
For engines with pressurised HFO system
a fuel consumption meter (11) may be fitted
between the automatic filter (10) and the
mixing tank (12). A spring loaded valve is
installed in parallel. In case of problem with
the measuring device, the valve will open and
ensure fuel supply to the engine.
The main purpose of the mixing tank (12) is
to ensure good ventilation of gas from the
hot fuel oil.
gradual temperature balance by mixing the

hot oil returned from the engine with the oil
from the service tank.
Because the capacity of the fuel oil booster
pumps (16/16A) is higher than the consumption of the engine, the surplus oil from the
engine is returned to the mixing tank.
To protect the fuel oil booster pumps, a duplex
prefilter (15) is installed between the mixing
tank and the booster pumps (16/ 16A).
The filter must be cleaned regularly.
In order to heat the HFO to the proper viscosity before the injection valves (10-14 cSt), the
oil is led through a preheater.
The temperature of the HFO is regulated
by an automatic viscosity control unit to 85150C (depending on the viscosity).
The viscosity control equipment (18) is required for all types of fuel to ensure the optimum viscosity of approx 10-14 cSt at the inlet
to the fuel injection pump. The viscosi-meter
should not be affected by pressure peaks
produced by the injection pumps.
The viscosity control equipment must be able
to switch over to thermostatic control in case
of malfunctioning.
Furthermore, the mixing tank ensures a
page 20-154
Release 1 20B2-01
2000-11-22
The HFO system must be pressurised to

avoid gas separation in the fuel oil piping.
Pressurising is maintained by the pumps
(9/9A) installed between the HFO service
tank and the automatic filter. The prefilters
(8/8A) must be cleaned regularly.
MAN B&W Diesel
The MDO treatment and feed system

The engine is designed for pier to pier operation on HFO. However, changeover to
MDO might become necessary. For in-stance
during:
L27/38
The layout of the MDO treatment and feed

system should be in accordance with the
recommendations for MDO.
Repair of engine and fuel oil system

Docking
More than 5 days stop
2000-11-22
Environmental legislation requiringuse

of lowsulphur fuels
Release1 20B2-01
page 20-155
L27/38
Fuel injection system
Fig 20.3
Fuel pump
To injection valve
Delivery valve
housing
Delivery valve
The fuel pump and the roller guide are one

unit, placed over the fuel cam. A pipe supplies lubricating oil from the camshaft bearing
to the roller guide.
The barrel is installed with seals on the outer
circumference at various levels to avoid leakages and to give the possibility to drain fuel
from the lower part of the barrel bore.
Barrel
Fuel
Fuel rack
PII 27/38 fig 10
Lub oil
The rack for fuel control is shaped as a piston at one end. The piston works inside a
cylinder. When the cylinder is pressurized,
the fuel rack will go to zero and the engine
will stop.
A delivery valve is installed on top of the
barrel. In the delivery valve housing a second valve is installed. This valve will open
for oscillating high pressure waves between
the needle in the fuel injection valve and
the delivery valve on the pump, causing the
needle in the fuel valve to stay closed after
the injection is finished. This will reduce formation of carbon around the nozzle tip and
save fuel.
Roller
Fuel pump
page 20-156
Release 1 20C1-01
2000-11-22
At the same time it also gives the possibility

to add sealing oil to minimize fuel contamination of the lubricating oil.
L27/38
MAN B&W Diesel
Fuel injection valve
Fig 20.4
The fuel valve is uncooled and placed in a

sleeve in the centre of the cylinder head.
O-rings around the fuel valve body prevent
fuel and lubricating oil from mixing. From the
side of the cylinder head, a lance for fuel supply is screwed into the fuel valve. The lance
is sealed with a bushing and two O-rings
where the lance goes into the cylinder head.
A double-walled high pressure pipe connects
the fuel pump with the lance.
Sleeve
Lance
Leak oil from the fuel valve or from a possible

defective high pressure pipe is led to the bore
for the lance in the cylinder head. From here
a pipe will drain the fuel either to a leak oil
tank in case of HFO operation, or to the
day tank in case of MDO operation.
2000-11-22
Fuel inlet
Neefle
PII27/38 fig 10
Nozzle
complete
Injection valve
Release 1 20C1-01
page 20-157
2000-11-22
L27/38
page 20-158
L27/38
MAN B&W Diesel
Work card 20 101-01

Dismantling/installation of fuel injection pump
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
2 hours
1 man
Special tools
Lifting tool
See plate: 1 901204

Replacement and
wearing parts

Plate no: 1 2016

Plate no: 1 2020
Starting position: Covers over fuel pumps removed.
Procedure
Fig 20.5
Dismantling
1. Close the valves in the fuel lines and
the air supply for safety stop.
2. Dismantle the high pressure fuel pipe.
3. Remove the pipes for lubrication, drain
and air.
4. Remove the plug screws (1) fig 20.5.
5. Unscrew the 8 screws (3) on the con
necting pieces on the right side of the
fuel pump, see fig 20.5.
AINS
2000-11-22
Data
Fuel injection pump

Release 20 101-01
page 20-159
L27/38
Fig 20.6
6. Pull the connecting pieces to the right

to separate the connecting pieces from
the fuel pipes to the left, see fig 20.9.
7. Disconnect the ball head connection
(1) fig 20.6 between the terminal shaft
and the fuel rack shaft.
MBDH-514-01.05 fig 1
8. Check if the roller of the fuel pump is on

the circular part of the fuel cam. Other
wise turn the crankshaft.
9. Loosen and remove the 4 nuts (2) se
curing the pump on the engine, fig
20.6.
Fuel injection pump as mounted
10. Install the lifting tool as shown in fig

20.7 and remove the pump.
AINS
MBDH-514-01.05 fig 1
2000-11-22
Fig 20.7
Removing the fuel injection pump
page 20-160
Transporting the dismounted fuel

injection pump
Release 20 101-01
L27/38
MAN B&W Diesel
Installation
Fig 20.8
11. Clean all the joint surfaces on the en

gine and the pump.
12. Place new O-ring seals (2) fig 20.9 on
the orifice flanges at the inlet and outlet
of the pump and the lower part of the
pump (2) fig 20.5.
13. Install the lifting tool on the fuel pump

and lift it to the place where it is to be
installed.
14 Order of tightening
Tightening of fuel pump
2000-11-22
14. Establish all the connections earlier

disconnected, fit new O-rings (1) fig
20.9. Install and tighten the 4 nuts to
fasten the pump, fig 20.8. See Tighten
ing specification 2049581-0.
MBDH-514-01.05 fig 4
Lubricate the O-rings with acid-free

grease.
Fig 20.9
AINS
Aft and section
Removal of fuel oil pipes
Release 20 101-01
page 20-161
L27/38
2000-11-22
Your notes:
page 20-162
Release 20 101-01
L27/38
MAN B&W Diesel
Work card 20 102-01

Disassembly/reassembly and repair of fuel injection pump
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
1 hour
1 man
Special tools not supplied

Replacement and
wearing parts
Plate no: 1 2016
Starting position: Fuel injection pump dismantled from engine, see work card 20 101.
Procedure
Disassembly of fuel injection
pump
Fig 20.10
1. Unscrew the allen screws (1), fig 20.10,

and remove the delivery valve housing.
Take care not to loose the valves inside
the housing.
AINS
2000-11-22
Data
Delivery valve on fuel pump
Release 20 102-01
page 20-163
L27/38
Fig 20.11
2. Turn the pump upside down and install

the tool (I) shown in fig 20.11 and press
down the roller guide a few millimetres
(II).
3. Unscrew the screw (1), fig 20.11 (III).
4. Turn the spindle (2), fig 20.11 (IV),
counter clockwise until the spring in the
roller guide is completely relieved.
5. Remove the tool.
6. Pull out the roller guide. The plunger
will consequently come out at the same
time.
Press down roller guide
MBDH-514-01.06 fig 2
2000-11-22
Mount the tool
Remove the screw
Relieve the spring

load
Unloading / loading
the spring in the fuel injection pump
Tool is not supplied
page 20-164
Release 20 102-01
L27/38
MAN B&W Diesel
7. Unscrew and remove the allen screws

(7), fig 12, to separate the plunger from
the roller guide.
Fig 20.12
Note
If the same plunger and barrel are going
to be reused, the same thrust plate (6), fig
20.12, or one of the same thickness has to
be installed when reassembling the parts.
11.20000-0845.A
2000-11-22
8. Remove the spring (9), fig 20.12, the

spring retainer (4) and the regulating
sleeve (11) from the pump housing.
Fuel injection pump sectional view
Release 20 102-01
page 20-165
L27/38
9. Unscrew and remove the two baffle

screws (3), fig 20.13.
Fig 20.13
10. Remove the thrust ring (2), fig 20.13.

11. Install the extractor tool as shown in
fig 20.14 to remove the barrel from the
pump housing.
12. Unscrew the cylinder (8) fig 20.13, and
pull out the rack (12).
Worn and damaged parts are to be replaced.
11.20000-0845.A
2000-11-22
Fig 20.14
MBDH-514-01.06 fig 3
Mount the tool
Fuel injection pump sectional & top view
page 20-166
Removing the barrel

Tool is not supplied
Release 20 102-01
L27/38
MAN B&W Diesel
Reassembly of fuel injection pump

1. Fit new seals on the barrel and lubricate
with acid free grease.
20.15. Make sure that the locating pin

(2) points in the right direction.
2. IInstall the barrel (1) as shown in fig
MBDH-514-01.06 fig 4
2000-11-22
Fig 20.15
Installing a new barrel Tool is not supplied
Release 20 102-01
page 20-167
L27/38
5. Install the rack and the regulating

sleeve. Note the marks M, see fig
20.13.
Fig 20.16
7. Add loctite 243 to the threads on the

cylinder (8), fig 20.13, and install it with
a new gasket.
Delivery valve
Thrust ring
Order of tightening the fixing bolts for the barrel

cylinder (left) and valve support (right)
3. Lubricate the allen screws (1) with copaslip and tighten the thrust ring (2),
fig 20.13. Follow tightening sequence
as shown on fig 20.16. Remember to
tighten in 3 steps.
Tightening torque see Tightening specification 2049581-0.
4. Install the delivery valve on top of the
barrel and lubricate the allen screws
with copaslip. Tightening sequence
as shown on fig 20.16. Remember to
tighten in 3 steps.
Tightening torque see Tightening
pecification 2049581-0.
page 20-168
8. If the pump housing is placed upside

down, the spring retainer (4), fig 20.12,
can be placed over the regulating
sleeve and on top of this, the spring.
9. Assemble the roller guide and plunger.
10. Add some diesel oil to the plunger and
install plunger and roller guide. Make
sure the slot and the hole for the screw
(5), fig 20.12, are in line.
11. Install the tool, fig 11, and press down
until the screw (5), fig 20.12, can be
screwed in.
Release 20 102-01
2000-11-22
MBDH-514-01.06 fig 5
6. Place a new seal (13) fig 20.13 on the

piston on the rack.
L27/38
MAN B&W Diesel
Work card 20 103-01

Overhaul of fuel valve
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
1 hour
1 man

Replacement and
wearing parts
Data
Plate no: 1 2018
Starting position: Side covers and valve covers removed from engine.
Fig 20.17
Procedure
Dismantling fuel injection valve
When the engine is stopped, the fuel supply
to the engine must be cut off.
1. Remove the side cover over the fuel
pump and the cover over the rocker
arms on the cylinder head.
2. Dismantle the delivery pipe between
the fuel pump and the lance (5) fig
20.17.
3. Remove the nuts (1) and the thrust
piece (2).
4. Unscrew the screw (3) and remove the
locking device (4).
5. Unscrew the lance (5) and remove it
from the cylinder head.
AINS
2000-11-22
Special tools
Grinding device for nozzleseat
Extractor
Fuel valve test pump
Cleaning needles
See plate: 1 901204
Fuel injection valve assembly
Release 20 103-01
page 20-169
L27/38
Fig 20.18
6. Install the extractor tool, see fig 18, and

pull out the fuel valve.
Overhaul of fuel valve

1. Place the fuel valve in a vice with soft
jaws.
2. Remove the counter nut (1), fig 20.19.
3. Turn the adjusting screw (2) anticlock
wise and remove it from the fuel valve
body.
4. Remove the locating screw (3).
5. Unscrew the union nut (4) and remove
the atomizer.
6. Pull out the intermediate piece (5) by
means of a long 8 mm screw.
8. Clean all parts carefully and investi gate

for damage. Damaged parts must be
scrapped.
Extractor tool mounted on fuel injection valve
9. Check that the needle in the atomizer

is moving freely. If the needle is worn,
the atomizer must be scrapped.
10. Check all holes in the atomizer by
means of a magnifying glass to see if
the holes are round and of the same
size. If the holes are worn, the atomizer
must be scrapped.
page 20-170
Release 20 103-01
2000-11-22
AINS
7. Remove the spring (6) and the thrust

piece (7) from the fuel valve body.
L27/38
MAN B&W Diesel
Assembly of fuel valve
Fig 20.19
1. Lubricate the threads for the atomizer in

the union nut (4) fig 20.19, with copaslip
and install the atomizer. Tightening
torque: 270 Nm.
2. Put the thrust piece (7) and the spring
(6) into the bore opposite the atomizer.
3. Install a new O-ring on the intermedi
ate piece (5) and put it into the bore.
Make sure that the groove for the lo
cating screw (3) is pointing in the right
direction.
4. Add loctite type 243 on the threads of
the locating screw (3) and screw it in.
6. Place the fuel valve in the clamping

bracket on the fuel valve test pump and
connect the high pressure pipe.
7. Operate the pump to get rid of air. When
perating the pump, the adjust ing screw
is turned down to increase the opening
pressure. When the open ing pressure
is 410 bar, the counter nut (1) is fitted
and tightened with a torque of 180 Nm.
Check that the fuel is spray ing out of
all the holes equally.
8. Fit two new O-rings (8) on the fuel valve
and add some oil before instal ling it in
the engine.
1 2018-01
2000-11-22
5. Lubricate the threads on the adjusting

screw (2) with molykote paste type GN
and screw it in.
Fuel injection valve
Release 20 103-01
page 20-171
L27/38
Grinding device for nozzle-seat
1. Before the fuel valve is installed in the

cylinder head, the sleeve in which the
valve is installed must be cleaned carefully. Using bright light inside the sleeve
will reveal any marks on the seat where
the fuel valve is landing. If there are any
marks, it is necessary to grind with the
grinding tool and fine grinding powder,
see fig 20.20.
2. The seat on the union nut for the atomizer has to be without marks. If there are
any marks, the seat must be ground using fine grinding powder and a grinding
ring.
3. Coat the fuel valve body with copaslip.
4. When installing the fuel valve in the
cylinder head it is important that the
threaded hole for the lance is pointing
in the right direction before it is pressed
down.
5. Fit two new O-rings on the bushing (6),
fig 17, for the lance and press it into the
bore in the cylinder head. Add molykote
paste type GN to the threads on the
lance (5), fig 20.17 and screw it into the
fuel valve. It might be necess ary to turn
the fuel valve a little to make the threads
catch. Tightening torque for the lance:
75 Nm.
6. Place the thrust piece (2), fig 20.17, on
top of the fuel valve and add molykote
on the threads of the studs (7), fig
20.17, screw on the two nuts (1) and
tighten with a torque of 115 Nm.
7. Place the locking device on the hexa
gon of the lance and secure it with the
screw (4) lubricated with oil. Tighten ing
torque: 115 Nm.
8. Add molykote to the threads on the
lance (5), fig 20.17, and the fuel pump
and install the high pressure pipe. Tightening torque: 50 Nm.
AINS
Fig 17 (repeated)
Installation of fuel valve
Fuel injection valve assembly
page 20-172
Release 20 103-01
2000-11-22
AINS
Fig 20.20
L27/38
MAN B&W Diesel
24. Speed control system

Description
UG8 MAS Governor See separately supplied manual
Spare part plate

Governor and governor drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2410-01
Governor and governor drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2410-02
2008-01-10
Speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2412-01
Release TOC_1 24
page 24-173
2008-01-10
L27/38
page 24-174
Release TOC_1 24
L27/38
MAN B&W Diesel
26. Starting air system

Description
Starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 26-177
Spare part plate

Start air connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2616-01
Control air pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2616-02
Air starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2618-01
Air starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2618-02
2008-01-10
Starting air receivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2620-03
Release TOC_1 26
page 26-175
2008-01-10
L27/38
page 26-176
Release TOC_1 26
L27/38
MAN B&W Diesel
Starting air system

Ingersoll Rand air starter
Starting air for the engine is supplied from
two air receivers. Maximum pressure is 30
bar.
filled. The solenoid valve for start can be

activated manually. In this case the safety
precautions will be overruled.
An air operated turbine starter is installed on

the engine at the flywheel.
A pressure control valve and a filter is installed in the air inlet pipe at the starter. The
pressure from the air receiver is reduced to
6.3 bar at the inlet of the starter.
The starter may be activated in two ways:
When the solenoid valve for start is activated,

the pinion shaft of the starter is pushed aft
to engage with the gear rim on the flywheel.
After the pinion has engaged fully with the
gear rim, air will enter the turbine with a pressure of 6.3 bar and the engine will start.
Overspeed stop
to consumers
Fig 26.1
to drain
Drain mounted at
lowest point
to drain
Air pressure
of 67 bar
Item
1
1A
2
3
3A
4
5
6
Description
Compressor
Compressor
Filter with water trap
Starting air receiver
Starting air receiver
Filter
Pressure reducing valve
Typhon
PG-L27/38 fig 6.4
2000-11-22
The starter engages with a gear rim on

the flywheel on order from a switch in
the instrument panel on the engine.
By remote control.
In both cases the start will only take place
if all safety precautions for the start are
ful-
Release 1 26A1-01
Connections:
A1 Starting air inlet
A2 Overspeed stop air inlet
A5 Turning motor air inlet (optional)
Starting air diagram
page 26-177
2000-11-22
L27/38
page 26-178
Release 1 26A1-01
L27/38
MAN B&W Diesel
28. Lubricating oil system

Description
Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 28-181
Lubricating oil filter back-flushing filter . . . . . . . . . . . . . . . . . . . page 28-183
Work card
28 101-01 Overhaul of lubricating oil pump . . . . . . . . . . . . . . . . page 28-185
28 102-01 Dismantling and overhaul of back-flushing filter . . . . page 28-187
28 102-02 Dismantling and overhaul of back-flushing filter . . . . page 28-191
28 103-01 Overhaul of lubricating oil thermostatic valve . . . . . . page 28-195
28 104A-01 Overhaul of lubricating oil cooler . . . . . . . . . . . . . . . page 28-197
Spare part plate

Lub oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2812-01
2008-01-10
Lub oil pressure regulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2814-01

Double check valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2814-02
Pressure relief pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2814-03
Lubricating oil thermostatic valve . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2820-01
Lubricating oil thermostatic valve, manual override . . . . . . . . . . . plate 1 2820-02
Lubricating oil pipes on fuel injection pumps . . . . . . . . . . . . . . . . plate 1 2824-01
Lubricating oil pipes from turbocharger . . . . . . . . . . . . . . . . . . . . plate 1 2824-02
Release TOC_1 28
page 28-179
2008-01-10
L27/38
page 28-180
Release TOC_1 28
L27/38
MAN B&W Diesel

Lub oil diagram, fig 28.1
to enter the engine, the oil cooler (3) and a

self-cleaning, continuously back-flushing filter (5A) at the top of the front-end box. The
filter mesh is 25 micron. The safety mesh is
50 micron.
The particles caught in the back-flushing filter
(5A) are drained to the sump from where they
must be removed by a purifier (23).
The oil pan contains the oil needed for lubrication and cooling of all moving parts (wet
sump).
A gearwheel pump integrated in the frontend box and driven by a gear train from the
crankshaft supplies the oil needed, see table
page 4.
Before the oil enters the bearings, etc, it has
passed a double acting non-return valve
(8), also allowing oil from the stand-by pump
Fig 28.1
D N 32
Filling from lub oil

storage tank
PT
D N 65
D12
D8
D7
D4
2007-03-01
DN 125
PSL
1221
D5
LSH
DN 65
TE
B
C
PT
PT
TE
DN 100
4
TE
1222
3
DN 32
21
20
22
23
DN 32
Flushing outlet
Cent. water outlet
Connections:
Item
1
2
3
4
5
6
7
8
20
21
22
23
Description
Lub oil pump, attached
Lub oil pump, stand-by
Lub oil cooler
Thermostatic valve
Automatic back-flushing filter
Lub oil pressure control valve
Strainer (magnetic insert)
Double acting non return valve
Prefilterforlub. oil purifier
Lub oil purifier pump
Preheaterfor lub. oil purifier
Lub oil purifier
D4
D5
D7
D8
D12
H
Lub oil stand-by pump, suction

Lub oil stand-by pump, pressure
Lub oil to purifier
Lub oil from purifier
Filling of lub oil
Venting of crankcase
Automatic back-flushing filter (item 5):

Filter outlet
to sump
Filter
outlet
Filter
intlet
5A Back-flushing filter unit, 25 m

5B Pressure controlled by-pass valve
5C Back-up filter in line, 50 m
Lub oil diagram

Release 1 28A1-01
page 28-181
L27/38
Fig 28.2
Pilot valve
Adjusting
spindle
Piston
By-pass to
oil sump
The oil temperature is controlled by thermostatic elements (4) integrated in the front-end
box. The thermostatic elements are manufactured to control a certain temperature and
the set point cannot be changed, but manual
override is possible, if required by the classification society.
An adjustable pressure control valve (6)
keeps the oil under pressure.
The oil flow through the turbocharger is
controlled by an orifice at the inlet of the
turbo-charger.
The oil pressure is controlled by means of

a hydraulically loaded piston. Oil from the
pump passes an orifice in the centre of the
piston and pressurizes the chamber behind
the piston. This pressure forces the piston
towards its own seat and in this way controls
the oil pressure. To be able to adjust the oil
pressure, a spring loaded pilot valve is connected to the mentioned chamber and the
pressure side after the back-flushing filter.
By adjusting the spring load, the oil pressure
can be adjusted.
Pressure pipe
1 2814-01 + 11.62012-0096
Pressure
control valve
Seen from fore
Control valve
Engine type
Pump capacity
[m3/h]
Volume in oil pan
[m3]
page 28-182
6L
7L
8L
9L
80
80
115
115
Max.
1.6
1.8
2.0
2.2
Mn.
1.4
1.6
1.8
1.9
Release 1 28A1-01
2000-11-22
Oil pressure control valve, fig 28.2
L27/38
MAN B&W Diesel
Lubricating oil filter back-flushing filter

The back-flushing filter is integrated in the
front-end box. It has filter candles with a filter
mesh of 25 micron, a safety filter with a filter
mesh of 50 micron and safety valves.
A lub oil pressure driven turbine in the inlet
of the filter operates a worm gear which
continuously rotates the back-flushing arm.
The rotation can be seen in the centre of
the end cover. Rotation indicates that the
filter works.
After the oil has passed the filter candles, it
passes the safety filter before it enters the
bearings.
Impurities caught by the filter candles will go
to the sump together with the back-flushing
oil.
20051117
A purifier must be connected to the sump to

remove impurities from the oil.
If the filter candles become blocked and the

pressure drop over the filter exceeds 2 bar,
the safety valves will open and the oil will
bypass the filter candles and only be filtered
by the safety filter.
Maintenance
Under normal conditions, the filter does not
need any maintenance as long as the pressure drop over the filter is less than 1.0 bar
and the shaft is rotating.
However, it is required to replace all filter
candles after 18,000 20,000 hours of operation (or after maximum 4 years) since this
is expected to be the safe life time for the
filter candles.
Fig 28.3
S afety valves
F ilter candle s
B ack-fluching arm
W orm gear
R o tating
sha ft
Turb in e
S afety filter
Back-flushing filter
Release 1 28B1-02
page 28-183
20051117
L27/38
page 28-184
Release 1 28B1-02
L27/38
MAN B&W Diesel
Work card 28 101-01

Overhaul of lubricating oil pump
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
4 hours
1 man
No special tools

Replacement and
wearing parts

Plate no: 1 2812
Procedure
Dismantling of pump from engine
1. Remove the screws holding the oil
pump.
2. Press the pump out of the front-end box
by means of two dismantling screws.
Fig 28.4
Lmina 1 2812-01
2000-11-22
Data
Overhaul, see fig 28.4

3. Unscrew the screw (1).
4. Remove the gearwheel (2).
5. Unscrew the screws (3) and remove the
end cover (4).
6. Remove the two gearwheels (5) from
the pump housing.
Lubricating oil pump
Release 28 101-01
page 28-185
L27/38
7. Check the gearwheels in accordance

with fig 28.5, as well as the condition
of the flanks.
Fig 28.5
Lmin 122.65 small pump
Lmin 174.65 large pump
Dmin. 128,75
8. Check the inside diameter of the bear

ing bushings. If the diameter exceeds
the measure in fig 28.5, the bearing
bushings must be replaced.
9. New bushings are frozen with nitrogen
before they are placed in the bores.
Make sure the oil inlet holes in the
bushings are located in the right posi
tion, see fig 28.7.
Gearwheels
AINS
Dmax. 55,05 mm
10. Assemble the pump and fit new O-rings

(1) fig 28.6.
11. Install the pump.
Fig 28.6
Bearing bushing
2000-11-22
Gearwheels and bearing bushing
plate 1 2824-02
Fig 28.7
AINS
Fit new O-tings
Installation of bearing bushing
page 28-186
Release 28 101-01
L27/38
MAN B&W Diesel
Work card 28 102-01

Dismantling and overhaul of back-flushing filter
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
3 hours
2 men
Special tools
Lifting tool for oil lter
See plate: 1 901209

Replacement and
wearing parts
Plate no: 1 2816
Procedure
The oil in the filter can be drained by turning
the screw (1), fig 28.8, anticlockwise.
Fig 28.8
1. When all the screws (1), fig 28.9, have

been removed, the filter can be
pressed out by means of two dismantl
ing screws.
2. The filter must only be pressed out 21
mm. This will give enough space to in
stall the lifting tool (10), see fig 28.9.
3. When the lifting tool is installed and the
weight of the filter is carried in a chain
block, the filter can be pulled out.
AINS
2000-11-22
Data
Oil drain from filter

Release 28 102-01
page 28-187
L27/38
5. Remove the end cover (2), fig 28.9, and

the cover plate (3).
6. Pull the candle unit (7) out of the housing.
7. The filter candles can now be pushed
out one by one.
8. The filter candles can be cleaned in
hot soap water. It is advisable to use
high pressure cleaning to ensure that
the candles are completely clean. Max
pressure is 60 bar and the spray distance is 20 cm.
9. Check the cleaned candles carefully
and scrap defective candles.
10. Install new or cleaned candles in the
candle plate with new O-rings and put
the cover plate (3) over the candles and
secure it with the 3 screws (4).
13. Fit two new O-rings (12) on the centre

shaft.
14. Check that the turbine wheel and the
worm drive are moving freely.
15. Fit a new O-ring (5), fig 28.9, and in stall
the candle unit in the housing.
Note
When lowering the candle into the housing,
care must be taken that the gear wheels are
gently engaged.
16. Place the O-rings (6) around the
candle plate and install the end cover
(2).
17. Fit new O-rings (8) and install the lift
ing tool on the side opposite the turbine
inlet.
18. Lift the filter and push it into the frontend box as far as the lifting tool allows.
11. Check that the bushings (9) on the

back-flushing arm does not slide
against the candle plate. If there is any
contact, the bushings must be ad justed
to make some clearance.
19. Remove the lifting tool and push the

filter all the way in. Lubricate the screws
(1) with oil and tighten the screws with
a torque of 150 Nm.
12. If the ball bearings on the centre shaft

are worn (11), they must be replaced.
Note
Remember to turn the screws (1), fig 28.8,
clockwise and tighten it before starting the
engine.
page 28-188
Release 28 102-01
2000-11-22
4. Place the filter on a wooden support in

vertical position and remove the lifting
tool.
L27/38
MAN B&W Diesel
2000-11-22
Fig 28.9
AINS
21 mm max.
Fitting of lifting tool
Release 28 102-01
page 28-189
L27/38
2000-11-22
Your notes:
page 28-190
Release 28 102-01
L27/38
MAN B&W Diesel
Work card 28 102-02

Dismantling and overhaul of back-flushing filter
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
3 hours
2 men
Special tools
Lifting tool for oil lter
See plate:
1 901209

Replacement and
wearing parts
Plate no: 1 2816
Procedure
The oil in the filter can be drained by turning
the screw (1), fig 28.8, anticlockwise.
Fig 28.8
1. When all the screws (1), fig 28.9, have

been removed, the filter can be
pressed out by means of two dismantl
ing screws.
2. The filter must only be pressed out 21
mm. This will give enough space to in
stall the lifting tool (10), see fig 28.9.
3. When the lifting tool is installed and the
weight of the filter is carried in a chain
block, the filter can be pulled out.
AINS
20051117
Data
Oil drain from filter

Release 28 102-02
page 28-191
L27/38
5. Remove the end cover (2), fig 28.9, and

the cover plate (3).
6. Pull the candle unit (7) out of the housing.
7. The filter candles can now be pushed
out one by one.
8. Install new candles in the candle plate
with new O-rings and put the cover
plate (3) over the candles and secure
it with the 3 screws (4).
9. Check that the bushings (9) on the
back- lushing arm does not slide
against the candle plate. If there is any
contact, the bushings must be ad justed
to make some clearance.
10. If the ball bearings on the centre shaft
are worn (11), they must be replaced.
11. Fit two new O-rings (12) on the centre

shaft.
12. Check that the turbine wheel and the
worm drive are moving freely.
page 28-192
13. Fit a new O-ring (5), fig 28.9, and install

the candle unit in the housing.
Note
When lowering the candle into the housing,
care must be taken that the gear wheels are
gently engaged.
14. Place the O-rings (6) around the
candle plate and install the end cover
(2).
15. Fit new O-rings (8) and install the lift
ing tool on the side opposite the turbine
inlet.
16. Lift the filter and push it into the frontend box as far as the lifting tool allows.
17. Remove the lifting tool and push the
filter all the way in. Lubricate the screws
(1) with oil and tighten the screws with
a torque of 150 Nm.
Note
Remember to turn the screws (1), fig 28.8,
clockwise and tighten it before starting the
engine.
Release 28 102-02
20051117
4. Place the filter on a wooden support in

vertical position and remove the lifting
tool.
L27/38
MAN B&W Diesel
20051117
2063552-2.0
Fig 28.9
Fitting of lifting tool
Release 28 102-02
page 28-193
L27/38
20051117
Your notes:
page 28-194
Release 28 102-02
L27/38
MAN B&W Diesel
Work card 28 103-01

Overhaul of lubricating oil thermostatic valve
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
1 hour
1 man
No special tools

Replacement and
wearing parts
Plate no: 1 2820
Procedure
The temperature of the lubricating oil is controlled by 4 thermostatic elements placed in a
thermostat housing installed on the front-end
box below the oil cooler, see fig 28.10.
Fig 28.10
Thermostatic valve
housing
The thermostatic elements are not adjustable. The elements are supplied with or
without manual override, depending on the
requirements of the classification societies.
If the elements fail to work, they must be
replaced.
1 2820-01
2000-11-22
Data
Lub oil thermostatic valve mounted

on front-end box
Release 28 103-01
page 28-195
L27/38
Fig 28.11
Replacement of thermostatic
elements, see fig 28.11
1. Fit two eye bolts in the holes (1) on the
thermostat housing. Put a wire through
the eye bolts and hook it onto a chain
block.
2. Unscrew all the screws (2).
3. Remove the thermostat housing from
the engine.
1 2810-01
4. Remove the circlip (7) and pull out the

distance tube (6) and thermostatic el
ement (5).
Lub oil thermostatic valve

without manual override
5. After the elements have been dis

mantled, they can be checked in hot
water. The elements must start open
ing at about 63C.
7. Install new or checked elements in the

housing.
8. Clean the joint surface on the engine
and thermostat housing and apply
some liquid sealing compound.
9. Lift the thermostat housing back onto
the engine. All the screws (2) lubri cated
with oil are tightened with a torque of
140 Nm.
page 28-196
Release 28 103-01
2000-11-22
6. D e f e c t i v e e l e m e n t s m u s t b e
scrapped.
L27/38
MAN B&W Diesel
Work card 28 104A-01

Overhaul of lubricating oil cooler
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
4 hours
1 man
No special tools

Replacement and
wearing parts
Plate no: 1 2818
Starting position: Cooling water and lub oil have been drained from cooler/engine.
All external pipes are disconnected.
Procedure
Fig 28.16
A plate cooler is placed on top of the frontend box and secured by allen screws. See
fig 28.16.
Lub oil cooler
Inlet and outlet of water and oil are sealed

with O-rings between the bottom plate of the
cooler and the front-end box.
The cooler plates are made of stainless steel
and the gaskets are of the clip-on type.
1 2818-01
2000-11-22
Data
Cooler mounted on front-end box
Release 28 104A-01
page 28-197
L27/38
Whenever it becomes necessary to clean

the cooler, this can take place in two different ways:
Fig 28.17
1. The complete cooler can be removed

from the engine and brought to a work
shop for overhaul.
2. The cooler can be dismantled on the
engine.
Disassembling of the cooler
Oil cooler
Cleaning agent
Kerosene on the oil side. Citric acid on the
water side, or agents that do not harm the
stainless steel or the nitrile rubber gasket.
Fig 28.18
After cleaning, the condition of the gaskets is

to be checked. Replace gaskets with cracks
or other types of damage.
Replacement of clip-on gasket, see fig
28.18.
The clip-on gasket in the gasket groove
page 28-198
Release 28 104A-01
2000-11-22
plate 2 2818-02
This cooler (see fig 28.17) has long assembling studs and does not need special tools
for disassembling or assembling. In addition,
it has tubes around the studs against which
the top frame plate has to be tightened to
ensure the right compression of the plates.
L27/38
MAN B&W Diesel
Assembling of the cooler, fig 28.19
Fig 28.19
1. Place the first cooler plate marked

367317-0483A with the gasket against
the bottom frame plate.
2. The plates marked 367317-4403 are
placed one by one on the foregoing
plate and always with the canal pattern
pointing in the opposite direction of the
foregoing.
3. Place the final plate marked 3673170476 A.
4. Place the top frame plate on top of the
cooler plates.
2000-11-22
5. Tighten the nuts crosswise in turns and

only a little at the time to ensure that
the top frame plate comes down in par
allel with the bottom frame plate.
plate 1 2818-02
LT cooling water
Lubricating oil
Lubricating oil
LT cooling water
Lubricating oil cooler viewed from below
Release 28 104A-01
page 28-199
L27/38
2000-11-22
Your notes:
page 28-200
Release 28 104A-01
L27/38
MAN B&W Diesel
30. Cooling system

Description
Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 30-203
Work card
30 101-01 Cooling water thermostatic valves . . . . . . . . . . . . . . . page 30-205
30 102-01 Overhaul and replacement
of cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . page 30-207
2008-01-10
Spare part plates

High temperature cooling water pump clockwise . . . . . . . . . . . . . plate 1 3010-01
High temperature cooling water pump anticlockwise . . . . . . . . . . plate 1 3010-02
Cooling water thermostat for low temperature system . . . . . . . . . plate 1 3012-01
Cooling water thermostat for high temperature system . . . . . . . . plate 1 3012-01
Cooling water thermostat for low temperature system
manual override . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 3012-02
Cooling water thermostat for high temperature system
Freshwater thermostatic valve 74C with manual override . . . . . . plate 1 3012-03
Cooling water connection for low temperature system . . . . . . . . . plate 1 3012-04
Cooling water connection for low temperature system . . . . . . . . . plate 1 3012-05
Cooling water thermostat for low temperature system . . . . . . . . . plate 1 3012-06
Cooling water thermostat for low temperature system
Release TOC_1 30
page 30-201
L27/38
2008-01-10
High temperature cooling water pipes . . . . . . . . . . . . . . . . . . . . . plate 1 3016-01

Cooling water connection, gear . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 3016-04
Low temperature cooling water pump . . . . . . . . . . . . . . . . . . . . . plate 1 3210-01
Low temperature cooling water pump . . . . . . . . . . . . . . . . . . . . . plate 1 3210-02
page 30-202
Release TOC_1 30
L27/38
MAN B&W Diesel

The engine is designed for freshwater cooling only. Therefore the cooling water system
has to be arranged as a centralised/closed
cooling water system.
2002-06-06
Fig 30.1
The engine design is almost pipeless, ie the

water flows through internal cavities inside
the front-end box and the cylinder units. The
front-end box contains all large pipe connections. On the aft-end, the water to the gear oil
cooler has to be connected by the yard.
Gear box
PG-L27/38 Fig 6.4
Item
1
2
3
4
9
10
11
12
13
14
15
16
17
18
29
30
31
32
33
34
35
36
37
38
39
49
Description
Seachest low
Seachest high
Sea water filter
Sea water pump
Overboard discharge valve
LT pump
LT stand-by pump
Regulating valve (optional)
Charging air cooler, LT section
Orifice for cooling water to gearbox
Gear oil cooler
Engine lubricating oil cooler
LT thermostatic valve
Central cooler
LT expansion tank
HTpump
HT stand-by pump
Charging air cooler HT section
Adjustment valve for heat recovery
Thermostatic valve for heat recovery
Heat recovery
HT thermostatic valve
HT freshwater cooler
Circulating pump for preheater
Preheater
HT expansion tank
Connections:
E1
E2
E3
E6
E7
F1
F4
F5
F6
F7
F10
F12
F13
LT cooling water inlet

LT cooling water outlet
LT cooling water standby pump pressure
LT cooling water to gear cooler (on gear/engine)
LT cooling water from gear cooler (on gear/engine)
HT cooling water inlet
HT cooling water standby pump pressure
HT cooling water to heat recovery system
HT cooling water from heat recovery system
HT cooling water to expansion tank (venting)
Engine preheating inlet
Engine preheating outlet
HT cooling water outlet (to cooler)
Cooling water diagram

Release 1 30A1-01
page 30-203
L27/38
The engine is equipped with built-on freshwater pumps for both the high and low temperature cooling water systems. To facilitate
automatic start-up of stand-by pumps, nonreturn valves are included.
Fig 30.2
The freshwater pumps are mounted in the

front-end box and are driven through gearwheels from the crankshaft.
The pump bearings are lubricated automatically with oil from the lubricating oil system
of the engine.
Charging air cooler
The engine is equipped with a two stage

charge air cooler. The first stage is placed in
the high temperature cooling water system.
The high charging air temperature after the
turbocharger makes a higher degree of heat
recovery possible when the heat is dissipated
to the high temperature cooling water.
The second stage of the charge air cooler is
placed in the low temperature system.
It will cool the charging air further down before entering the cylinder.
For special applications, ie sailing in arctic
waters with low air temperatures and direct
air intake from deck, a regulating system
can be applied to control the water flow to
the second stage of the charge air cooler in
order to increase the charging air temperature, at low load.
page 30-204
Release 1 30A1-01
2002-06-06
plate 1 1812-02
Thermostatic valve elements which control

the high and low temperature cooling water
system are also integrated parts of the frontend box.
L27/38
MAN B&W Diesel
Work card 30 101-01

Cooling water thermostatic valves
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
2 hours
1 man
No special tools

Replacement and
wearing parts
Data
Plate no: 1 3012

Fig 30.3
Procedure
The cooling water system is normally divided into two separated closed circuits.
A low temperature circuit (LT) and a high
temperature circuit (HT) based on freshwater treated with anti-corrosion agents, see
fig 30.3.
Each circuit has 4 thermostatic elements. The
elements are supplied with or without manual
override, depending on the requirements of
the classification societies. The elements
are not adjustable. The elements for HT and
LT have different temperature ranges and
therefore not interchangeable. If they fail to
work, they must be replaced.
HT
LT
1 3012-01
2002-06-06
Cooling water thermostatic valves

mounted on front-end box
Release 30 101-01
page 30-205
L27/38
Fig 30.4
The pump cover/housing for thermostatic

valves must be dismantled from the front-end
box to replace the thermostatic elements.
Each element is secured with a cir-clip (1),
see fig 30.4.
In case the HT cooler is cooled by water
from the LT circuit, a separate thermostatic
valve is installed in the external piping. In
such cases the LT thermostatic elements
in the thermotat housing on the engine are
replaced by dummies.
Replacement of thermostatic elements,
see fig 30.4
1. Unscrew all the screws (2).
1 3012-01
3. Remove the circlip (1) and pull out the

distance tube (6), thermostatic el
ement (5), supporting ring (4) and Oring (3).
Vlvula termosttica de BT:

sin correccin manual
4. After the elements have been dis

mantled, they can be checked in hot
water.
The LT elements must start opening at
about 29C.
The HT elements must start opening at
about 77C.
5. D e f e c t i v e e l e m e n t s m u s t b e
scrapped.
6. Install new or checked elements in the
housing.
7. Clean the joint surface on the engine
and thermostat housing and apply
some liquid sealing compound.
8. Lift the thermostat housing back onto
the engine. All the screws (2) lubricated
with oil are tightened with a torque of
140 Nm.
page 30-206
Release 30 101-01
2002-06-06
2. Remove the thermostat housing from

the engine.
L27/38
MAN B&W Diesel
Work card 30 102-02

Overhaul and replacement of cooling water pumps
Safety precautions
Man power
Tools
Stopped engine
Shutoff fuel oil
Working time:
Capacity:
Per pump
4 hours
2 men
No special tools

Replacement and
wearing parts

Plate no: 1 3010
Procedure
Fig 30.8
The HT and LT cooling water pumps are

centrifugal pumps installed in the front-end
box. The pumps are installed underthethermostatic housing holding the elements and
can therefore not be seen. The pumps are
driven by a gear train from the crankshaft.
HT
LT
A pump can be dismantled after the thermostatic valve housing has been removed.
AINS
2002-06-06
Data
Cooling water pumps

mounted on front-end box
Release 30 102-02
page 30-207
L27/38
Fig 30.9
When the 4 screws (1), fig 9, have been removed, the pump can be pulled out by means
of dismantling screws.
Disassembling of a pump, see fig 30.10
1. Unscrew the 3 screws (6) and remove
the flange (5).
2. Remove the screw (16) and thrust piece
(17).
3. Pull off the impeller (3) and the shaft
seal (14).
4. The gearwheel can be removed after
the screw (20) and disc (19) have been
removed.
1 3010-02
5. Remove the circlip (11).
Bomba de agua refrigerante
page 30-208
7. Remove the gland for the shaft seal and

the lip ring (13) from the housing.
Release 30 102-02
2002-06-06
6. The pump shaft with ball bearings can

now be pressed out.
L27/38
MAN B&W Diesel
Assembling of a pump, see fig 30.10

1. Install 2 new ball bearings (9 and 10)
on the shaft.
7. Place the gearwheel on the tapered

end of the shaft together with the disc
(19).
2. Place a new lip ring seal (13) and a

new gland for the shaft seal in the pump
housing.
8. Tighten the screw (20) with a torque

of 110 Nm after it has been lubricated
with oil.
3. Add some oil to the shaft in the position

where the lip ring is going to seal.
9. Fit two new O-rings (1) in the ring

groves on the pump housing.
4. Install the shaft in the housing and fit

the circlip (11).
5. Place the rotating parts of a new shaft
seal over the shaft and on top of this
the impeller.
6. Lubricate the screw (16) with oil and
tighten to 50 Nm.
Installation
A new or overhauled water pump is placed in
the bore in the front-end box and tightened
with 4 screws lubricated with moly-cote paste
type GN or copaslip. Tightening torque is
140 Nm.
If the screws are lubricated with oil the torque
is 200 Nm.
1 3010-03
2002-06-06
Fig 30.10
Cooling water pump

Release 30 102-02
page 30-209
L27/38
2002-06-06
Your notes:
page 30-210
Release 30 102-02
L27/38
MAN B&W Diesel
80. Instrumentation
Description
Local monitoring, control and safety LMCS . . . . . . . . . . . . . . . . . page 80-213
Spare part plate

Operator panel - fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8010-01
Engine operator panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8010-02
Operator panel, fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8010-05
Operator panel, fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8010-06
Operator panel, mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8010-07
Local operator panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8010-08
Local operator panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8010-09
2008-01-10
Engine operator slave panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8012-01
Release TOC_1 80
page 80-211
2008-01-10
L27/38
page 80-212
Release TOC_1 80
L27/38
MAN B&W Diesel
Local monitoring, control and safety LMCS

General
The engine is using a fully electronic and redundant local instrumentation concept on the
engine, thus providing extensive monitoring
and a good overview for the operator.
exact value of all parameters. All sensors

are continuously monitored to be within the
specified measuring range. The operator will
be made aware, should a sensor exceed its
validity limits.
The Operator Panel Engine (OP-E) is

placed next to the governor. This is done to
give the operator the best possible condition
for controlling and monitoring the complete
engine from only one position.
The measurement and display of the essential parameters are duplicated. The
duplicated measurements can be identified
on the drawing, where they are marked with
an S.
The lay-out of the Local Monitoring, Control

and Safety systems (LMCS) is shown on
fig 11.
The hardware of the two Alphacomm units

marked ACS and ACM-E is identical. The
units are acting as self-contained computer
units with their sensors and outputs directly
connected. The power supply is 24 volt D.C.,
coming from a battery-backed outlet. The
units are communicating with the operator
panel via a serial connection. Communication between the units takes place via a
duplicated network.
2004-08-05
The computer unit named Alphacomm Safety

(ACS) is acting as a self-contained safety
system, using the OP-E as its display.
The computer unit named Alphacomm Monitoring Engine (ACM-E) is handling the
following tasks:
Acting as a data collection device, using
the OP-E as its display
Data link to the ship's alarm system
Automatic control functions on the en
gine
Redundant Safety System
Generally, all sensors are analogue, thus offering the user the possibility to read the
Release 1 80A1-01
The ACM-E is connected to the ships alarm

system via a serial connection, enabling access to all sensor values.
The ACS is connected to the Propulsion
Control System via a serial connection, enabling remote display and operation of the
Safety System.
Lists of sensors connected to the LMCS can
be found in chapters 84 and 86.
page 80-213
L27/38
Fig 80.11
Bar graphs marked with en "S" identify
measurements with dupriceted transducers.
S: Safety Circuit
C: Local Contror
Remaining parts: Monitoring Circuit
*: Sensor not dupricated
S*
% rpm
Cyrinder 1
ber
ber
O
C
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
Exheust Ges Tempereture
Press.
efter
Firter
Press.
before
Firter
TC Lub. Oir
Press.
O
C
ber
Temp.
Press.
O
C
ber
6.0
5.5
5.0
4.5
4.0
3.5
3.0
2.5
2.0
1.5
1.0
0.5
0
Lubriceting Oir
O
C
ber
6.0
5.5
5.0
4.5
4.0
3.5
3.0
2.5
2.0
1.5
1.0
0.5
0
S S
Temp.
Press.
Fuer Oir
ber
Temp.
In
Temp.
Out
Press.
O
C
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
BYPASS
OPEN
OPEN
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
BYPASS
WASTE
GATE
TC Speed
TC Temp.
In
Power Suppry
24 V D.C.
TC Temp.
Out
rpm
O
C
O
C
ber
4.0
3.5
3.0
Bus to ACM
2.5
2.0
1.5
1.0
0.5
From
PCS
0
Temp.
In
Temp.
Out
Press.
LT Cooring Weter
HT Cooring Weter
WASTE
GATE
ber
40
Sefety
Temp.
Cherge Air
% rpm
35
SHUT DOWN Active

SHUT DOWN Cencerred
30
25
CANCEL
SHUT
DOWN
RESET
SHUT
DOWN
20
Pener / Lemp
Test
15
10
5
CONTROL POSITION
Emergency Stop
Overspeed, Engine
Engine Lub. Oir Press. Low
HT Cooring Weter Temp. High
HT Cooring Weter Press. Low
Geer Lub. Oir Press. Low
Oir Mist in Crenk Cese
STOP
Safety
Power Suppry
24 V D.C.
RUN
START
LOCAL
REMOTE
Stert
Air Press.
Speed
Fuer
Index
Stert Brocking
Turning Geer
Prop. Pitch not Zero
Properrer Locked
Safety
Circuit
rpm
Monitoring
Circuit
Operator Panel- Engine

Front
Bus to ACS
Local Control, Hardwired

Stop/Run/Start
Remote / Local
2004-08-05
PCS
+ 24 V, Emc'y
Lay-out of electronics inside

Operator Panel - Engine
Start Block.
from ACS
(in governor)
STOP
START
Operator
Panel
(OP-E)
STOP
Jet
Assist
PI
Alphacomm
Monitoring
(ACM-E)
24Vdc
OVER
LOAD
IL-Bus-ME
PI
Start
Valve
TC
RPM
Propulsion
Control
System
(PCS)
S- s u B- LI
Engine
Controls
TC
Valves
VIC
Valve
Cooler
By-pass
Governor
Stop
Valve
Alphacomm
Safety
(ACS)
24Vdc
(Safety)
Serier
RPM
Sensors
Ship's
Alarm
System
Dupricated Net
Serier
System configuration
page 80-214
Release 1 80A1-01
L27/38
MAN B&W Diesel
Operator panel
engine. In order to give a good overview, the

bar graphs are organised in a mimic diagram,
showing the approximate location of the sensors on the engine.
The operator panel for the engine (OP-E) is

serving three purposes:
local monitoring
In addition to the indication on the bar graph,

it is possible to show the exact value of each
sensor, using the Measurement display and
push buttons. A yellow lamp will indicate the
selected parameter above the corresponding
bar graph.
local control
safety system interface
Local monitoring
The local monitoring function is using bar
graphs to present all measurements on the
Fig 80.12
% rp m
C ylin d e r
bar
2004-08-05
bar
C
560
530
500
470
440
410
380
350
320
290
260
230
200
C
560
530
500
470
440
410
380
350
320
290
260
230
200
C
560
530
500
470
440
410
380
350
320
290
260
230
200
C
560
530
500
470
440
410
380
350
320
290
260
230
200
C
560
530
500
470
440
410
380
350
320
290
260
230
200
C
560
530
500
470
440
410
380
350
320
290
260
230
200
C
560
530
500
470
440
410
380
350
320
290
260
230
200
C
560
530
500
470
440
410
380
350
320
290
260
230
200
T C L u b . O il
P re ss.
E xh au st G a s Te m p e ra tu re
bar
P re ss.
b e fo re
F ilte r
P re ss.
a fte r
F ilte r
L u b rica ting
bar
6 .0
5 .5
5 .0
4 .5
4 .0
3 .5
3 .0
2 .5
2 .0
1 .5
1 .0
0 .5
0
Te m p .
P re ss .
Te m p .
O il
P re ss .
bar
C
560
530
500
470
440
410
380
350
320
290
260
230
200
F u e l O il
ba r
6 .0
5 .5
5 .0
4 .5
4 .0
3 .5
3 .0
2 .5
2 .0
1 .5
1 .0
0 .5
0
Te m p .
O ut
P re ss .
Te m p .
In
Te m p .
In
S a fe ty
S H U T D O W N A ctive
S H U T D O W N C a n ce lle d
CANCEL
SHUT
DOWN
RESET
SHUT
DOWN
E m e rg e n cy S to p
O ve rsp e ed , E n g in e
E n g in e L u b . O il P re ss. L o w
H T C o o lin g W a te r Te m p . H ig h
H T C o o lin g W a te r P re ss. L o w
G e a r L u b . O il P re ss. L o w
O il M ist in C ra n k C a se
Panel / Lam p
Te st
C O N T R O L P O S IT IO N
RUN
S TO P
S TA R T
LO CAL
REM OTE
O
C
560
530
500
470
440
410
380
350
320
290
260
230
200
C
560 W ASTE
BY
5 3 0 G AT E
PA S S
500
OPEN
470 O PEN
440
410 W ASTE
BY
380
PA S S
3 5 0 G AT E
320
290
260
TC Speed
230
200
T C Te m p .
In
T C Te m p .
O ut
rp m
bar
4 .0
3 .5
3 .0
2 .5
2 .0
1 .5
1 .0
0 .5
0
Te m p .
O ut
LT C o o lin g W a te r
H T C o o lin g W a te r
P re ss .
Te m p .
C h a rg e A ir
bar
40
35
30
25
20
15
10
5
0
S ta rt
A ir P re ss.
% rp m
Spee d
Fuel
In d e x
S ta rt B lo ckin g
Tu rn in g G e a r
P ro p . P itch n o t Z e ro
P ro p e ller L o cke d
rp m
Operator panel
Release 1 80A1-01
page 80-215
L27/38
Sensor failure
(value out of range or cable failure) can be indicated on the OP-E in the following ways:
The upper and lower indicator of a bar
graph is flashing to indicate that the
corresponding sensor has a failure.
The digital display marked Measure
ment is displaying FAIL when a sen
sor selected by the yellow LED has a
failure.
A single shut down indicator is flashing
to indicate sensor failure of a shut down
sensor
The Safety system interface, fig 80.13
The shut down indicators are duplicated. The
right hand side of the indicators are activated
via the ACS, while the left hand side is activated via the ACM-E.
2004-08-05
The digital display marked Measurement

will show the values originating from the
sensors connected to the ACM-E.
The digital display marked Engine Running
Hours is indicating the total number of hours
where the engine has been running. The
counter can not be reset by the ships crew.
The push-button marked Panel/Lamp Test
will, as long as activated, turn on all indicators inside the panel. Both indicators for the
safety and the monitoring circuits will be
activated.
When green, the two indicators marked
Safety Syst. Link OK and Monit. Syst. Link
OK indicate that the communication with the
ACS and the ACM-E respectively is working.
If there is a problem with the communication
to one of the Alphacomm units, the corresponding indicator will be turned off.
Fig 80.13
Redundant indicators for

safety functions
Push buttons for local cancel

and reset of shut down
Status of
Shut Down Memory
Non-cancellable
shut downs
Single
shut down
indicators
Cancellable shut
downs
Indications from ACS

Indications from ACM-E
Safety system interface
page 80-216
Release 1 80A1-01
L27/38
2004-08-05
MAN B&W Diesel
When one of the shut down sensors is exceeding its limit , the corresponding single
shut down indicator will be turned on. Simultaneously, the Shut Down Memory will be set
and the Safety Stop valve will be activated
and the engine will be stopped.
The Shut Down Memory can be reset by
activating the push-button RESET SHUT
DOWN.
Shut downs are divided into Cancellable shut
downs and Non-cancellable shut downs as
indicated above.
Cancellable shut downs
When the push button CANCEL SHUT
DOWN is activated, the indicators SHUT
DOWN Cancelled will be turned on to indicate the present status. If one of the cancellable shut down sensors should exceed its
shut down limit, nothing will happen as long
as the SHUT DOWN Cancelled indicator
is on.
Activating the push button CANCEL SHUT
DOWN will turn the indicator off again.
Cancellable shut downs will be initiated by a

pre-warning of 6 seconds on the bridge and
in the ECR. During this time, the operator
has the possibility, via the Propulsion Control
System, to cancel the shut down before it
stops the engine.
Non-cancellable shut downs
A non-cancellable shut down will always shut
down the engine immediately. It can not be
cancelled.
Sensor failure
Sensorfailure on a shut down sensor will not
lead to a shut down. An alarm will be given
via the ships alarm system, and the corresponding indicator on the OP-E will start
flashing. The flashing will not stop before the
sensor failure has been repaired.
Local control, fig 80.14
The local control functions are acting directly
on the machinery components; i e the local
controls are operating independently of the
computer units. However, any active start
blocking coming from the Safety System, will
inhibit the start of the engine.
Fig 14
Local control switches.
Active independant
of electronics on the engine
Start blocking indicators.

Start blocking is also active
during local control
Local control
Release 1 80A1-01
page 80-217
L27/38
Speed-setting of the governor
The set-point of the governor is remotely

controlled by the PCS when the CONTROL
POSITION switch is in position REMOTE.
When changing from REMOTE to LOCAL,
no change of set-point will take place.
Safety system
The safety system is acting as an independent stand alone system including its own
sensors. In order to give an even higher
safety level, the safety functions are duplicated in the ACM-E, ie also in case of a failure of the actual safety system, the full shut
down protection of the engine will be intact
via the ACM-E, acting on the stop valve of
the governor.
Warning
In case of failure of the ACS, all start
blockings will be released automatically. The
operator must prevent a dangerous situation
when starting the engine, ie check that the
turning gear is not engaged.
Test of the overspeed shut down

function
It is possible to test the overspeed shut
down function, using switches on the two
units ACS and ACM-E. The switches are
located inside box 1 on the front end of the
engine.
The normal overspeed shut down limit is
960 rpm. By activating the test-switch, the
limit is lowered to 600 rpm.
2004-08-05
The governor set-point can be controlled

when the CONTROL POSITION switch is
in position LOCAL. Speed-setting is done by
turning the appropriate knob on the governor
itself. Please refer to the governor manual.
Fig 80.15
SW1
In addition to the operator interface on the

local Operator Panels described above, there
are similar operator facilities on the Operator
Panels of the Remote Control System.
Switch number 2 is used for

test of the overspeed shut down
function.
Normal switch position is
OFF giving overspeed shut
down at 960 rpm.
Start blocking
The safety system detects possible start
blockings as shown above. The start blocking
protection is active during both remote and
local operation.
In case of a very high turbo charger speed,
the waste gate valve will be opened in order
to decrease the turbo charger speed. During
remote control, the PCS will normally avoid
the high TC rpm by reducing engine load (ie
propeller pitch).
The list of all shut down sensors and their
limits can be found in chapter 86.
page 80-218
Test position of the switch is

ON giving overspeed shut
down at 600 rpm.
OFF
ON
Switch
By setting switch number 2 ON only on the

ACS, only the shut down system of the ACS
will be tested. Only the safety shut down
valve will be activated when the engine rpm
exceeds 600. The individual fuel pumps will
be pushed to zero position using compressed
air.
Release 1 80A1-01
MAN B&W Diesel
After test of the overspeed shut down of the

ACS, the switch is set back to OFF and the
shut down memory is reset by the operator
via the RESET SHUT DOWN push button
of the Operator Panel - Engine.
By setting switch number 2 ON only on the
ACM-E, only the shut down system of the
ACM-E will be tested. Only the stop valve
inside the governor will be activated when
the engine rpm exceeds 600. The fuel pumps
will collectively be pushed to zero position
by the governor. After test of the overspeed
shut down of the ACM-E, the switch is set
back to OFF and the shut down memory is
reset by the operator via the RESET SHUT
DOWN push button of the Operator Panel
- Engine.
2004-08-05
Automatic control functions

The following automatic control functions will
be carried out by the ACM-E unit:
Position of the turbo charger by-pass
valve
Position of the turbo charger waste gate
valve
Activation of the Jet Assistance valve
Position of the Variable Injection timing
Control (VIC)
Position of the charge air low tempera
ture cooler by-pass valve
The position of the two turbo charger valves
is sensed by feed-back switches, and the corresponding position is displayed as WASTE
GATE OPEN (or CLOSED) and BY-PASS
OPEN (or CLOSED)
The position of the two turbo charger valves
is supervised by the ACM-E. If there is a
discrepancy between the commanded position and the actual position, an alarm will be
given via the ships alarm system. In addi-
L27/38
indicator until command and feed-back signals coincide again.
Connection to the ships alarm

system
Generally, all measurements from the ACM-E
can be transmitted to the Ships Alarm System which will detect possible exceeding of
alarm limits and emit an alarm throughout
the vessel as required. Chapter 84 gives the
exact information of the alarm sensors and
their limits.
The connection to the Ships Alarm System
is realised using a serial point to point connection. Supervision of the communication
line must be handled by the ships alarm
system, as this is acting as a master in the
communication.
Note
It is important that all alarms lead to prompt
investigation 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 use and important of
the alarm system.
The most serious alarms are equipped with
slow-down and/or shut-down functions.
Connection to the Propulsion

Control System
The ACS is connected to the Propulsion Control System via a serial connection, enabling
remote display and operation of the Safety
System. In case of a failure of this communication line, the PCS will initiate an alarm.
tion, the OP-E will flash the corresponding
Release 1 80A1-01
page 80-219
2004-08-05
L27/38
page 80-220
Release 1 80A1-01
L27/38
MAN B&W Diesel
82. Control equipment

Spare part plate
Engine terminal box 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 8210-01
Governor control equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 8210-02
ZS1705 - turning gear indication . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 8210-04
Engine terminal box 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 8210-05
Electrical govenor control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 8210-06
Electrical govenor installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 8210-06
Governor control equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 8210-07
Plug for local operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .plate 1 8210-08
2008-01-10
Operator panel and control unit, Plug local remote . . . . . . . . . . . . .plate 1 8210-09
Release TOC_1 82
page 82-221
2008-01-10
L27/38
page 82-222
Release TOC_1 82
L27/38
MAN B&W Diesel
84. Monitoring equipment

Description
Sensors used on the engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . page 84-225
Oil mist detector see separately supplied manual
Work card
84 101-01 Adjustment and test of pressure controllers . . . . . . page 84-233
84 102-01 Adjustment and test of pressure transmitters . . . . . page 84-235
84 103-01 Adjustment and test of
temperature sensors (Pt 100) . . . . . . . . . . . . . . . . . page 84-237
84 104-01 Adjustment and test
of temperature sensors (NiCrNi) . . . . . . . . . . . . . . . page 84-239
84 105-01 Adjustment and test of level sensors . . . . . . . . . . . . page 84-241
2008-01-10
84 106-01 Adjustment and test of

tacho and proximity sensors . . . . . . . . . . . . . . . . . . page 84-243
84 107-01 Adjustment and test of displacement transmitter . . . page 84-245
Data sheet
Alarm system interface, MODBUS . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 92 74-2
Summary of alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 0X XX XX-X
Wiring diagram L27/38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 05 24 10-0
Spare part plate

PT/PSL pressure sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8412-01
PT/PSL pressure sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8412-02
TE temperature sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8416-01
TE temperature sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8416-02
TE12011210 Bearing sensors . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8418-01
LSL1231 level sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8420-01
LSL1231 level sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8420-02
LSH1332 level sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8420-03
Release TOC_1 84
page 84-223
L27/38
TE-exhaust temperature sensors . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8424-01

TE12011210 oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8426-01
Crank case monitoring system . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8427-01
TE - temperature sensors, bearing. . . . . . . . . . . . . . . . . . . . . . . plate 1 8427-01
TE - Temperature sensors, splash oil . . . . . . . . . . . . . . . . . . . . . plate 1 8427-01
SE1704A/B/C tacho sensors . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8428-01
ZSH/ZT1401 displacement transmitters . . . . . . . . . . . . . . . . . plate 1 8428-02
2008-01-10
ZSH/ZT1401 displacement transmitters . . . . . . . . . . . . . . . . . plate 1 8428-03
page 84-224
Release TOC_1 84
L27/38
MAN B&W Diesel
Sensors used on the engine

Pressure controllers
Fig 84.1
The pressure controller register a deviation

in pressure and will only operate correctly if
the sensor is adjusted to the intended pressure limit, see fig 84.1.
Pressure transmitters
2004-02-17
The pressure transmitters register the actual

pressure and transform it into an electrical signal (420 mA) corresponding to the
pressure range specified on the sensor, see
fig 84.1.
Switch
In
Out N.O.
Out N.C.
Pressure controller
Analog
Pressure transmitter
Pressure sensor
Release 1 18A1-01
page 84-225
L27/38
Temperature sensors (Pt 100)
Fig 84.2
707 790-2.0
The Pt 100 sensors consist of a temperature

resistance wire. The mechanical design
may vary depending on type of measuring.
Fig 84.2 shows a typical Pt 100 sensor for
measuring of liquid temperature and fig 84.3
shows a typical Pt 100 sensor for measuring
of bearing temperatures.
The sensor is made of a platinum (Pt) thread
with a resistance of 100 ohm at 0C, hence
the name Pt 100. The connection between the
Pt 100 sensor resistance and the measured
temperature may be seen in the table.
2004-02-17
3 Wires
PT 100 sensor liquid
3 84C2-01
Fig 84.3
PT 100 sensor bearings
Temperature
10
20
30
40
50
60
70
80
90
100
Resistance
100.00
103.90
107.79
111.67
115.54
119.40
123.24
127.07
130.89
134.70
138.50
Pt resistance 100
page 84-226
Release 1 84A1-01
L27/38
MAN B&W Diesel

Temperature sensors (NiCrNi thermocouple)
The NiCrNi thermocouples consist of two
wires of different material: nickel-chromium
and nickel-aluminium, respectively. The
amount of voltage generated between the
two depends on the temperature of the medium in which the sensor is placed. In the
temperature range from 0 C to 600 C, the
generated voltage is from 0 V to 25 mV.
The NiCrNi thermocouple is mainly used for
measuring of engine exhaust temperature.
Appearance and construction of the sensor

can vary depending on the spot where the
temperature is measured, see fig 84.4.
The sensors used for measuring of the engine exhaust gas temperature from each
cylinder contain two independent thermocouples, one connected to the AlphaComm
monitoring unit and one connected to the
AlphaComm safety unit.
1669217-1.2
2004-02-17
707 780-3.3
Fig 84.4
Nickel - Chromium (Green)
Nickel - Aluminium (White)
Nickel - Chromium (Green)
Nickel - Aluminium (White)
NiCrNi thermocouples
Release 1 84A1-01
page 84-227
L27/38
Level sensors
Fig 84.5
The level sensors shown in fig 84.5 are all

used for measuring high/low limits of liquid
levels. They function in the same way and
their design depends on the connection in
which they are to be used.
In principle, they consist of a magnetic float
moving according to the liquid level and thus
activate a glass-cased, hermetically sealed
switch in the core of the level device.
Normal
closed
2004-02-17
3 84D1-01
Normal
open
page 84-228
Level alarms
Release 1 84A1-01
L27/38
MAN B&W Diesel
In general, the sensors are used to measure the position of a movable mechanical
part, but also used as a tacho sensor to
detect rotational speed of a shaft. A transistor circuit inside the sensor will react when
a metal object approaches the front of the
sensor, whereby the output signal from the
sensor is activated. The proximity sensor is
used mainly for relatively low speed measurements and position measurements of
movable parts.
2004-02-17
For high speed measurements, a magnetic

tacho sensor generating an electrical signal is used. This sensor type consists of a
permanent magnet and a coil. A voltage is
induced in the coil when ferromagnetic material passes the front of the sensor.
Fig 84.6
GAP 1mm 0.5
Brown
Black
Blue
Load
1638345-7.2
Tacho and proximity sensors
Tacho and proximity sensor
The mechanical design of the tacho and

proximity sensors may vary depending on
type of measuring. Fig 84.6 shows typical
proximity sensors used for measuring of
speed or position of movable parts.
Release 1 18A10-1
page 84-229
L27/38
Displacement transmitter
2040134-0.
Fig 84.7
Bearing
Marks
The mechanical design of the sensors

may vary depending on type of measuring.
Fig 84.7 shows typical displacement sensors
for measuring of linear displacement.
2004-02-17
Fixed to movable part
A displacement sensor is used to measure

the actual position of movable mechanical
parts. The measured displacement can be
angular or linear. The sensor registers the
actual position of the movable mechanical
part and transforms it into an electrical signal
(420 mA) corresponding to the range of displacement specified on the sensor. The sensor will normally consist of a ferromagnetic
or magnetic part mounted on the movable
mechanical part and a fixed part incorporating an electronic circuit for conditioning of
the measured signal.
4 mA
2049067-0.0
Mounted on movable part
20 mA
Displacement transmitter
page 84-230
Release 1 84A1-01
L27/38
MAN B&W Diesel
Alarm sensors
Test of sensors
Generally, all measurements collected by the

Alphacomm units, mounted on the engine
and the gear, are transmitted to the ships
alarm system where possible exceeding of
alarm limits will be detected and alarmed as
required throughout the vessel. The list with
Summary of alarms gives the exact information of the sensors and their alarm limits.
According to the maintenance program for

the engine, the tests mentioned on the following work cards should be carried out at every
major overhaul. The test shall make sure that
in case of abnormal operating conditions, a
warning is given in orderto prevent a major
breakdown.
The list Summary of alarms incorporated in
this chapter gives the exact information of
the sensors and their alarm limits. The lists
Summary of shut downs, load reductions and
stand-by pump controls incorporated in the
following chapter 86 give the exact information of the safety and control sensors and
their limits.
2004-02-17
The connection to the ships alarm system

is realised using a serial point-to-point connection. The electrical interface is specified
in the document: Alarm system interface,
MODBUS.
Release 1 84A1-01
page 84-231
2004-02-17
L27/38
page 84-232
Release 1 84A1-01
L27/38
MAN B&W Diesel
Work card 84 101-01

Adjustment and test of pressure controllers
Safety precautions
Man power
Tools
Stopped engine
Shut-off starting air
Working time: h/sensor Pressure testing pump with

Capacity:
1 man reference manometer - not
supplied
Shut-off cooling water

Shut-off fuel oil
Replacement and
wearing parts
Data
2004-02-17
Data for pressure limits from the list Summary of alarms
Starting position:
Plate no: 1 8412
Local monitoring, control and safety power are switched on.
Procedure
Adjustment
Open the protection cap in the top of the
sensor and use one of the below-mentioned
procedures for adjustment of the setpoint.
Adjustment for decreasing pressure
(low limit)
sure indicated for high limit of the measured

parameter.
Warning
If a pressure controller has been replaced
by a spare unit, the new sensor has to be
adjusted to the pressure limit specified for
the measured parameter.
Pump up the pressure till the switch changes

over. Release the pressure slowly and check
that the switch changes back at the pressure indicated for low limit of the measured
parameter.
Adjustment for increasing pressure
(high limit)
Pump up the pressure till the switch changes
over and check that it happens at the presRelease 84 101-01
page 84-233
L27/38
Test
Fig 84.8
Cable connection to
terminal box
It is possible to test the functioning of the

pressure controller. This is done in the following manner:
1. Cut off the system pressure with the
valve on the test block on which the
sensor is mounted.
Protection
cover
2. Dismantle the screw lock on the test

coupling.
3. Connect the testing tool to the test
coupling.
4. Pump up the pressure as described
above and check that the sensor will
change over at the intended pressure
limit.
Test coupling
6. Connect the system pressure by opening the valve on the test block.
Valve
2046576-9.0
System pressure
page 84-234
Pressure controller
Release 84 101-01
2004-02-17
5. Dismantle the test tool and mount the

screw lock after checking and adjusting.
Test block
L27/38
MAN B&W Diesel
Work card 84 102-01

Adjustment and test of pressure transmitters
Safety precautions
Man power
Tools
Stopped engine
Working time: h/sensor Pressure testing pump with

Capacity:
1 man reference manometer not
supplied

Shut-off fuel oil
Data
2004-02-17
Data for pressure limits from the list Summary of alarms
Starting position:
Replacement and
wearing parts
Plate no: 1 8412
Procedure
Adjustment
A pressure transmitter is adjusted by the
factory and does not need to be adjusted
on board the vessel. The limits for alarm are
set in the ships alarm system, limits for shut
down are set in the AT2000 LMCS safety system and limits for automatic load reduction
are set in the remote control system.
Release 84 102-01
page 84-235
L27/38
Fig 84.9
Test
Cable connection
to terminal box

pressure transmitter. This is done in the following manner:
1. Cut off the system pressure with the
valve on the test block on which the
sensor is mounted.
Protection
covers
2. Dismantle the screw lock on the test

coupling.
3. Connect the testing tool to the test
coupling.
Test block
Valve
Job card 84 101
System pressure
5. Release the pressure slowly and

check the pressures for alarm, load re
duction and shut down limits specified
for the tested parameter.
6. Dismantle the test tool and mount the
screw lock after checking.
7. Connect the system pressure by open
ing the valve on the test block.
Pressure transmitter
page 84-236
Release 84 102-01
2004-02-17
Test coupling
4. Pump up a pressure within the range of

the transmitter. If the tested parameter
is incorporated in the local operator
panel on the engine, the pressure may
be read here. Measured parameters not
incorporated in the local operator panel
are shown in the ships alarm system.
L27/38
MAN B&W Diesel
Work card 84 103-01

Adjustment and test of temperature sensors (Pt 100)
Safety precautions
Man power
Tools
Stopped engine
Working time: h/sensor

Capacity:
1 man

Shut-off fuel oil
Temperature testing tool

with reference termometer
not supplied

2004-02-17
Data
Data for temperature limits from the list Summary of
alarms
Starting position:
Replacement and
wearing parts
Plate no: 1 8416
Plate no: 1 8418
Procedure
Adjustment
The Pt100 sensor cannot be adjusted. The
limits for alarm are set in the ships alarm
system, limits for shut down are set in the
AT2000 LMCS safety system and limits for
automatic load reduction are set in the remote control system.
Release 84 103-01
page 84-237
L27/38
Test
Fig 84.10

Pt 100 sensor. This is done in the following
manner:
Unscrew
to remove
the sensor
Sensor
1. Take the sensor out of its pocket or

channel boring.
2. Test the sensor by using a special temperature testing tool.
3. Increase the temperature to the normal value stated for the measured
parameter. If the tested parameter is
on the engine, the temperature may be
read here. Measured para meters not
are shown in the ships alarm system.
1 8416-01
4. Increase the temperature slowly and

check the high temperature alarm, load
reduction and shut down limits specified for the tested parameter.
5. Reduce the temperature slowly and
check the low temperature alarm, load
reduction and shut down limits speci
fied for the tested parameter.
Pt 100 sensor
page 84-238
6. Remount the sensor in the sensor

pocket after test.
Release 84 103-01
2004-02-17
Sensor pocket
L27/38
MAN B&W Diesel
Work card 84 104-01

Adjustment and test of temperature sensors (NiCrNi)
Safety precautions
Man power
Tools
Stopped engine
Working time: h/sensor High temperature testing tool

Capacity:
1 man with reference thermometer
not supplied

Shut-off fuel oil
Replacement and
wearing parts
2004-02-17
Data
Data for temperature limits from the list Summary of
alarms
Starting position:
Procedure
Adjustment
The NiCrNi thermocouple sensor cannot be
adjusted. The limits for alarm are set in the
ships alarm system and limits for automatic
load reduction are set in the remote control
system.
Test
NiCrNi thermocouples. This is done in the
following manner:
1. Take the sensor out of the boring in the
exhaust pipe.
Release 84 104-01
Plate no: 1 8424
2. Test the sensor by using a temperature

controlled testing tool.
3. Increase the temperature to a normal
value stated for the measured parameter. The tested parameter is incorporated in the local operator panel on
the engine and the temperature may
be read here.
4. Increase the temperature slowly and
check the high temperature alarm and
load reduction limits specified for the
tested parameter.
5. Remount the sensor in the boring.
page 84-239
L27/38
2004-02-17
Your notes:
page 84-240
Release 84 104-01
L27/38
MAN B&W Diesel
Work card 84 105-01

Adjustment and test of level sensors
Safety precautions
Man power
Tools
Stopped engine

Capacity:
1 man
No special tools
Shut-off fuel oil

Replacement and
wearing parts
Data
2004-02-17
Data for level limits from the list Summary of alarms
Starting position:
Plate no: 1 8420
Procedure
Adjustment
The level sensors used for alarm operate
as a normally closed switch (NC) so that
a warning also can be given if the wire is
broken. Switch function normally open (NO)
or normally closed (NC) can be chosen by
turning the float 180.
Test
The functioning of the level sensor can be
carried out by the following procedure:
Note
It is important that all alarms lead to prompt
investigation 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
parametres are additionally protected with
automatic load reduction.
1. Dismantle the level sensor mechanically.

2. Check that the level alarm sets off when
the float is actuated by hand.
3. Remount the level alarm.
Release 84 105-01
page 84-241
L27/38
2004-02-17
Your notes:
page 84-242
Release 84 105-01
L27/38
MAN B&W Diesel
Work card 84 106-01

Adjustment and test of tacho and proximity sensors
Safety precautions
Man power
Tools
Stopped engine

Capacity:
1 man
No special tools
Shut-off fuel oil

Replacement and
wearing parts
Data
2004-02-17
Data for speed limits from the list Summary of alarms
Starting position:
Plate no: 1 8428
Procedure
Adjustment
Correct detection of position or counting of
teeth depends on the size of the gap between
the movable 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 1.0 mm 0.5 mm.
The number of teeth, relative speed values
and speed limits are set in the AT2000 LMCS
system.
Test
tacho and proximity sensors. This is done in
the following manner:
Release 84 106-01
1. Start rotation of the shaft on which the

tacho sensor is measuring.
2. Adjust shaft speed to a wellknown
rpm, if necessary use a hand ta
chometer for reference measurement.
Alternatively, a frequency generator can
be used for test of speed limits set in
the system.
3. Read and check the measured para
meter in the local operator panel and/or
in the remote control system.
4. Increase the speed slowly and check
the limits for alarm, control and overspeed stop specified for the tested
parameter.
page 84-243
L27/38
2004-02-17
Your notes:
page 84-244
Release 84 106-01
L27/38
MAN B&W Diesel
Work card 84 107-01

Adjustment and test of displacement transmitters
Safety precautions
Man power
Tools
Stopped engine

Capacity:
1 man
No special tools
Shut-off fuel oil

Replacement and
wearing parts
Data
2004-02-17
Data for displacement from the list Summary of alarms
Starting position:
Procedure
Adjustment
A displacement sensor is normally adjusted
by the factory to a specified range of movement and does not need to be adjusted on
board the vessel. But some sensors have
to be adjusted on board the vessel to fulfil
requirements for a plant specific range of the
measured movement.
For adjustment of a displacement sensor,
the specific instruction for the particular
measurement must be used. In general, the
Release 84 107-01
Plate no: 1 8428
position corresponding to 4 mA is adjusted

with the zero setting and the position corresponding to 20 mA is adjusted with the gain
setting.
Warning
If the engine fuel index displacement transmitter has been replaced by a spare unit, the
new sensor always has to be adjusted to the
fuel index range specified for the engine.
page 84-245
L27/38
Test
displacement sensors. This is done in the
following manner:
3. Move the mechanical part slowly and

check the control limits specified for the
tested parameter.
2004-02-17
1. Move the mechanical part to a well

known reference position for the
measured movement.
2. Read and check the measured parameter in the local operator panel and/or
in the remote control system.
page 84-246
Release 84 107-01
MAN B&W Diesel
L27/38
86. Safety equipment

Data sheet
Summary of shut downs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 0X XX XX-X
Summary of load reductions. . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 0X XX XX-X
2000-11-22
Summary of stand by pump controls . . . . . . . . . . . . . . . . . . . . . drawing no 2 0X XX XX-X
Release TOC_1 86
page 86-247
2000-11-22
L27/38
page 86-248
Release TOC_1 86
MAN B&W Diesel
L27/38
90. Tools
Spare part plate
Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9010-01
Tools for cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-01
Tools for piston and connection rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-02
Tools for cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-03
Tools for fuel valve and fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-04
Tools for main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-05
Tools for Baewert indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-06
Control instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-07
Mounting device for oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-08
Lifting device for lub oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-09
Lifting tool for charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-10
Lever for cooling water connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-11
2008-01-10
Fork for intermediate piece. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-12

Dry cleaning device turbine cleaning. . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-13
Tools for connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-14
Hydraulic tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-15
Closing device for turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-17
Peak pressure gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-18
Peak pressure gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012-19
Release TOC_1 90
page 90-249
2008-01-10
L27/38
page 90-250
Release TOC_1 90

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MAN B&W Diesel

Each chapter consists of four main elements:

Descriptions (explanatory text concerning design features, functionality

Work cards (specifications on how to

Data sheets (oil list, tightening torques

Spare part plates (spare part illustrations and additional lists)

Reliable and safe operation of the engine is

made in correspondence), you must specify

Name of vessel (eg M/S WANNSEE)

Type of engine (eg 6L27/38)

Engine no or product identification no

Spare part plate no (incl edition no eg

Description of part and quantity required (eg 2 gaskets)

When ordering spare parts (or reference is

BBCC: BB = chapter (main function)

MAN B&W Diesel

Duties during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00-14

MAN B&W Diesel

Main data for L27/38

The main particulars are carefully selected

Mean piston speed

Max combustion press.

Fuel quality according to MGO, MDO

Cross section of engine

General safety precautions

engine room close to the area of application.

Proper maintenance, which is the aim of this

MAN B&W Diesel

Entering the crankcase or cylinder

Check beforehand that the starting air supply

After prolonged out-of-service periods or

Before engaging the turning gear, check that

When repairs or alterations have been made

Safety goggles and gloves must be worn

Check and maintain

Engine performance, lubricating and cooling

Capacities at MCR MDO operation

Fuel oil system

MDO incl built-on pumps

Built-on primary pump

Stand-by pump, min

Lubricating oil system

Lub oil cooler (built-on)

Lub oil volume in oil pan

Charge air cooler/LT stage

Charge air cooler /HT stage

HT cooling water system

LT cooling water system

Starting air system

Starting air receivers

Charging air system

ISO ambient conditions

Charge air cooler

Exhaust gas quantity

ISO ambient conditions

Exhaust pipe dimensions

Exhaust gas system

MAN B&W Diesel

Capacities at MCR HFO operation

HFO Incl built-on pumps

Booster pump (separate)

MCR (Max continuous rating)

Fuel oil system

Stand-by pump, min