Instruction Manual For STX Man B&W 26/32

Instruction Book
Engine Type
L28/32H
Your Notes :
08031-0D/H5250/94.09.07
Instruction book for :
STX/OLDENDROFF
S-1217
9L28/32H
MAN B&W Diesel Identification No. for Instruction Book.
Identification No for Description: 000.00
Function
Section No
Identification No for Working Card: 000 - 00.00
Sub-function
Function
Section No
Identification No for Plates: 00000 - 00 H
H for Holeby
Edition
Section No and Function
For ordering of spare parts, see page 600.50.
This book must not, either wholly or partly, be copied, reproduced, made public or in any other way made
available to any third party without the written consent to this effect from MAN B&W A/S, Holeby.
MAN Diesel A/S, STX Engine.Co., Ltd.

Holeby 80, Seongsan-dong, Changwon, Kyungnam
stervej 2, DK-4960 Holeby Republic of Korea
Denmark
Technical Service
Telephone + 45 54 69 31 00 Telephone : + 82 55 280 0590
Telefax : + 82 55 282 6907
Marketing
Telefax : + 45 54 69 30 30 Part Sales
Cables : oildiesel maribo Telephone : + 82 55 280 0550~6
Telex : 40646 hodiel dk Telefax : + 82 55 282 1388
Reg. No. : 24231
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
INSTRUCTIONS FOR ENGINE TYPE L28/32H
Introduction
This instruction book has been prepared to provide general guidance on operation and maintenance and
to give a description of the design of a standard version of the above engine type. Deviations may be
found in a specific plant. The book may also be used for reference purposes when ordering spares.
The first five sections (600-604) of the book serve as a guide on the operation of the engine, and the next
fifteen sections (605-619) contain technical descriptions, spare parts illustrations with pertaining parts lists
as well as overhauling procedures. The last section (620) comprises tools. The engine is divided into a
number of main components/assemblies, each one described in a section of this book (sections 605-619).
Each of these sections is prefaced by a short technical description, followed by spare parts illustrations
and parts lists. Later the overhauling procedures are to be found, each initiated by a Data-sheet
specifying the data relevant for the specific procedure.
As reliable and economical operation of the diesel engines is conditional on correct operation and
maintenance, it is essential that the engine-room personnel is fully acquainted with the contents of this
book.
This book, or parts of it, must not be copied without the written permission of MAN B&W Diesel A/S,
Holeby.
ORDERING OF SPARE PARTS, ENGINE TYPE L28/32H
Whenever spare parts are ordered (or reference is made in correspondance etc.) the following data must
be indicated for the particular engine:
1. Name of plant
2. Engine No. - -, built by
3. Illustration plate number (complete with Ed. figures)
4. Item No.
5. Quantity required (and description)
This data is used by us to ensure supply of the correct spare parts for the individual engines, even though
the spare parts illustrations contained in this book may not always be in complete accordance with the
individual components of a specific engine.
Index
Page 1(1) Engine Data 600
L28/32H
Description
Main data for gensets ------------------------------------------------------------------------ 600.00

Introduction ------------------------------------------------------------------------------------- 600.01 (07H)
Safety ---------------------------------------------------------------------------------------------600.02 (06H)
Cross section ----------------------------------------------------------------------------------- 600.05 (06H)
Key for engine designation ------------------------------------------------------------------600.10 (01H)
Designation of cylinders --------------------------------------------------------------------- 600.11 (01H)
Engine rotation clockwise ------------------------------------------------------------------- 600.12 (02H)
Code identification for instruments --------------------------------------------------------600.20 (01H)
Introduction to planned maintenance programme ------------------------------------ 600.24 (02H)
Planned maintenance programme -------------------------------------------------------- 600.25 (16H)
Maintenance Schedule - NICO ------------------------------------------------------------ 600.25 (20H)
Operation data and set points --------------------------------------------------------------600.30 (33H)
Data for pressure and tolerance ----------------------------------------------------------- 600.35 (13H)
Data for torque moments -------------------------------------------------------------------- 600.40 (15S)
Declaration of weight ------------------------------------------------------------------------- 600.45 (01H)
Ordering of spare parts ---------------------------------------------------------------------- 600.50 (01H)
Service letters ---------------------------------------------------------------------------------- 600.55 (01H)
Conversion table -------------------------------------------------------------------------------600.60 (01H)
Basic symbols for piping ---------------------------------------------------------------------600.65 (01H)
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Page 1 (1) Warning 000.00
General
Warning !
(Marine engines only)
It is important that all MAN B&W Diesel A/S engines

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

Regulations, Part 94, Subpart C, 94.211 NOTICE is
hereby given that Chapter I of the Code of Federal
Regulations, Part 94, Subpart K, 94.1004 requires
that the emissions related maintenance of the diesel
engine shall be performed as specified in MAN B&W
Diesel A/S instructions including, but not limited to,
the instructions to that effect included in the
Technical File.
08028-0D/H5250/94.08.12
03.38 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Main Data for GenSets 600.00
Page 1(1)
L28/32H
Main Data for Engine Type L28/32H

Engine Nos 4
(SB9L28-4839/40/41/42)
Number of cylinders 9
Cycle 4 stroke
Cylinder bore 280 mm
Stroke 320 mm
Engine speed 720 rpm
Engine outpur (on flywheel) 1890 Kw
Compression ratio 13.3 : 1
Max. combustion pressure 132.5 kg/cm2
Firing order 1-5-9-3-6-8-2-4-7
Rotation C.W view from flywheel
Main Data for Alternator Make HYUNDAI

Type HFC5 639-14K
Serial No for engine No.1 20070579RAL05001
Capacity 2250.0 kVA
Rating 720 rpm
Voltage 450 V
Frequency 60 Hz
Power factor 0.8
Main Data for Turbocharger Make ENPACO-MAN

Type NR24/S047
Serial No for engine No.1 SLK 0837
Main Data for Governor Make WOODWARD

Type UG8D
Serial No for engine No.1 14957365
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Introduction 600.01
Page 1 (1) Edition 07H
General
Description
This instruction book earn the purpose to provide Reliable and economical operation of the plant is
general information for operation and maintenance, conditional upon its correct operation and mainte-
to describe the design and to be used for reference nance in accordance with MAN B&W Diesel A/S'
when ordering spare parts. instructions. Emissions related maintenance of the
diesel engine shall be performed as specified in
MAN B&W Diesel A/S' instructions and any addi-
tional instructions to that effect included in the Tech-
nical File. Consequently, it is essential that the
engine room personnel are fully acquainted with the
contents of this book and, in respect of instructions
on emissions related maintenance of the diesel
engine, also the additional instructions to that effect
Section 505-519
Spare parts plates set out in the Technical File.
The book is a basic instruction manual for the

Working card particular engine supplied with plant-adapted infor-
mation such as principle media-system drawings,
electric wiring diagrams and test bed reports.
Description
The first five sections (600-604) of the book serve as

a guide on the operation of the engine, and the next
fifteen sections (605-619) contain technical descrip-
tions, spare parts illustrations with pertaining parts
lists as well as working cards.
The last section (620) comprises tools.
The engine is divided into a number of main compo-

Fig. 1. Structuring of instruction book.
nents/assemblies, each of which is described in a
section of this book (section 605-619).
Each of these sections starts with technical de-

scriptions of the systems/components, followed by
working cards. Later the spare parts illustration
plates and parts lists are to be found.
08028-0D/H5250/94.08.12
03.36 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Description
Safety 600.02
Page 1 (2)
Edition 06H
General
General Spares
Proper maintenance, which is the aim of this book, Large spare parts should, as far as possible, be
constitutes the crucial point in obtaining optimum placed well strapped near the area of application and
safety in the engine room. The general measures accessible by crane. The spare parts should be well
mentioned here should therefore be a natural routine preserved against corrosion and protected against
to the entire engine room staff. mechanical damage. The stock should be checked
at intervals and replenished in time.
Cleanliness
Light
The engine room should be kept clean above and
below the floor plates. If grit or sand blows into the Ample working light should be permanently installed
engine room when the ship is in port, the ventilation at appropriate places in the engine room, and port-
should be stopped and ventilating ducts, skylights, able working light, in explosion-proof fittings, should
and doors in the engine room should be closed. be obtainable everywhere.
In particular, welding or work which causes spread-

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

liquids or gases. The dismantling of parts may cause
If the crankcase is opened before the engine is cold, springs to be released.
welding and the use of naked light will involve the risk
of explosions and fire. The same applies to inspec- The removal of fuel valves (or other valves in the
tion of oil tanks and the space below the fooler. cylinder head) may cause oil to run down to the
Attention is furthermore drawn to the danger of fire piston crown, and if the piston is hot, an explosion
when using paint and solvents with a low flash point. may then blow out the valve.
Porous insulating material drenched with oil from
leakages is easily inflammable and should be re- When testing fuel valves with the hand pump, do not
newed. See also: "Ignition in crankcase" in section touch the spray holes, as the jet may pierce the skin.
603. Think out beforehand which way the liquids, gases or
flames will move, and keep clear.
08028-0D/H5250/94.08.12
Order
Crankcase work
Hand tools should be placed easily accessible on
tool boards. Special tools should be fastened to tool Check beforehand that the starting air supply to the
panels (if supplied) in the engine room close to the engine is shut off.
area of application. No major objects must be left
unfastened, and the floor and passages should be
kept clear.
91.12 - ES0U
600.02 Safety Description
Edition 06H Page 2 (2)
General
Feeling over Turning with air
Whenever repairs or alterations have been made to After prolonged out-of-service periods or overhaul
the running gear, apply the "Feel-over sequence" work which may involve a risk of accumulation of
until ensured that there is no undue heating, oil-mist liquid in the combustion spaces, turning with open
formation, blow-by, or failure of cooling water or indicator cocks should always be effected, through
lubricating oil systems. at least two complete revolutions.
Feel-over sequence Check and maintain
Feel-over after 5-15 and 30 minutes' idle running and Lubricating oil condition, filter elements and
finally when the engine is running at full load. See measuring equipment.
also "Starting-up sequence" in the section 602.
91.12 - ES0U
Description 600.05
Page 1 (1) Cross Section Edition 06H
L28/32H
08028-0D/H5250/94.08.12
99.40 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description 600.10
Page 1 (1) Key for Engine Designation Edition 01H
General
Engine Type Identification
The engine types of the MAN B&W Holeby programme are identified by the following figures:
6 L 28/32 H MCR
No of cylinders
5, 6, 7, 8, 9
12, 16, 18
Engine Type
L : In-line
V : V-built
Cyl. diam/stroke
16/24 : 160/240
23/30 : 225/300
27/38 : 270/380
28/32 : 280/320
32/40 : 320/400
Design Variant
Rating
08028-0D/H5250/94.08.12
MCR : Maximum continuous rating

ECR : Economy continuous rating
97.40 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description 600.11
Page 1 (1) Designation of Cylinders Edition 01H
L28/32H
Front End Flywheel end
Exhaust Side / Right Side
Control Side / Camshaft Side / Left Side

08028-0D/H5250/94.08.12
89.17 - ES1S-L
Your Notes :
08031-0D/H5250/94.09.07
Description
Engine Rotation Clockwise 600.12
General
08028-0D/H5250/94.08.12
98.18 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description
Code Identification for Instruments 600.20
General
Symbol explanation:
Measuring device
TI
Locally reading
40
Temperature Indicator
No. 40 *
Measuring device
PI Sensor mounted on engine/unit
22 Reading/identification mounted in a panel on the engine/unit
Pressure Indicator
No. 22 *
Measuring device
TAH Sensor mounted on engine/unit
12 Reading/identification outside the engine/unit
Temperature Alarm High

No. 12 *
* Refer to standard location and text for instruments on the following pages.
Specification of letter code for measuring devices
1 st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed H High
08028-0D/H5250/94.08.12
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
Z Position T Transmitting
X Failure
92.03 - ES1U
600.20 Code Identification for Instruments Description
General
Standard text for instruments
Diesel engine/generator
LT Water System
01 inlet to air cooler 05 outlet from alternator

02 outlet from air cooler 06 outlet from fresh water cooler (SW)
03 outlet from lub. oil cooler 07 inlet to lub. oil cooler
04 inlet to alternator 08 inlet to fresh water cooler (SW)
09
HT Water System
10 inlet to engine 15
11 outlet each cylinder 16 outlet turbocharger
12 outlet from engine 17 outlet fresh water cooler
13 18 inlet fresh water cooler
14 19
Lubricating Oil System
20 inlet to cooler 25 prelubricating

21 outlet from cooler / inlet to filter 26 inlet rocker arms and roller guides
22 outlet from filter / inlet to engine 27 intermediate bearing / generator bearing
23 inlet to turbocharger 28 level in base frame
24 sealing oil - inlet engine 29 main bearings
Charging Air System
30 inlet to cooler 35 surplus air inlet

31 outlet from cooler 36 inlet to turbocharger
32 jet assist system 37
33 outlet from TC filter / inlet to TC compressor 38
34 39
Fuel Oil System

08028-0D/H5250/94.08.12
40 inlet to engine 45
41 outlet from engine 46
42 leakage 47
43 inlet to filter 48
44 outlet sealing oil pump 49
92.03 - ES1U
Description
Code Identification for Instruments 600.20
General
Cooling Oil System
50 inlet to fuel valves 55

51 outlet from fuel valves 56
52 57
53 58
54 59
Exhaust Gas System
60 outlet cylinder 65
61 outlet turbocharger 66
62 inlet turbocharger 67
63 68
64 69
Compressed Air System
70 inlet to engine 75 micro switch for turning gear

71 inlet to stop cylinder 76
72 inlet to balance arm unit 77
73 control air 78
74 inlet to reduction valve 79
Load Speed
80 85 micro switch for overload

81 overspeed 86
82 87
83 88 index - fuel-pump
84 89 turbocharger speed
90 engine speed
Miscellaneous
91 Natural gas - inlet to engine 95 voltage

92 96
08028-0D/H5250/94.08.12
93 97
94 98
99
92.03 - ES1U
Your Notes :
08031-0D/H5250/94.09.07
Description
Introduction to Planned Maintenance Programme 600.24
Page 1 (1)
Edition 02H
General
General 4. Related procedures - indicates other works,

depending on this work - or works which would be
The overhaul intervals are based on operation on a expedient to carry out.
specified fuel oil quality at normal service output,
which means 70-100% of MCR. 5. Indicates x number of men in x number of hours
for accomplishing the work.
In the long run it is not possible to obtain a secure and
optimal economic running without an effective main- The stated consumption of hours is only intended as
tenance system. guide.
With the structure and amount of information in the Experience with the specific station/crew may lead to
maintenance programme, it can be integrated in the a bringing up-to-date.
entire ship's/power station's maintenance system or
it can be used separately. 6. Refers to data, which are required for carrying
out the work.
The crux of the maintenance system is the key
diagram, see page 600.25, indicating the inspection 7. Special tools, which must be used. Please note
intervals for the components/systems, so that the that not all tools are standard equipment.
crew can make the necessary overhauls, based on
the engines' condition and/or the time criteria. 8. Various requisite hand tools.
The stated, recommended intervals are only for 9. Indicates the components/parts, which it is
guidance as different service conditions, the quality advisible to replace during the maintenance work.
of the fuel oil and the lubricating oil, treatment of the Please note, that this is a condition for the intervals
cooling water, etc, will decisively influence on the stated.
actual service results and thus the intervals between
necessary overhauls.
Experience with the specific plant/crew is to be used

for adjustment of time between overhaul. Further it is
to be used for adjusting the timetable stated for
guidance in the working cards.
1
7
Working cards
2
Each of the working cards can be divided into two: a
front page and one or several pages, describing and
illustrating the maintenance work. 3
8
The front page indicates the following:
08028-0D/H5250/94.08.12
1. Safety regulations, which MUST be carried

through before the maintenance work can start.
5
9
2. A brief description of the work.
6
3. Reference to work, which must be carried out,

if any, before the maintenance work can start.
Fig 1. Guidance instruction for working cards.
94.35 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Description 600.25
Page 1 (4) Planned Maintenance Program Edition 16H
L+V28/32H
Time Between Overhaul
l Working
Observations
= Overhaul to be carried out
Description n
3th month
Card
50
Weekly
6000
200
12000
24000
2000
Montly
Daily
= Check the condition
No.
Operating of Engine:
Readings of data for Engine and Generator, with refe-

rence to "Engine Performance Data", section 602-1 ...... n 602-01.00
Cylinder Head:
Inlet and exhaust valve - Overhaul and regrinding of

spindel and valve seat .................................................... l 605-01.10
Inspection of inlet, exhaust valves and valve guide ........ n 605-01.05
Check of valve rotators rotation during engine rotation .. n 605-01.05
Sleeve for fuel injector .................................................... n 605-01.30
Safety valve - Overhaul and adjustment of opening
pressure ......................................................................... n 605-01.25
Indicator valve ................................................................ n n 605-01.26
Cylinder head cooling water space - Inspection ............. n 605-01.45

Cylinder head nut - Retightening .................................... 200 605-01.40
Piston, Connecting Rod and Cylinder Liner:
Inspection of piston ........................................................ n 606-01.10

Piston ring and scraper ring ........................................... l 606-01.10
Piston pin and bush for connecting rod - Check of

clearance ........................................................................ n 606-01.15
Connecting rod - Measuring of big-end bore .................. n 606-01.15
Inspection of big-end bearings shells ............................. n 606-01.16
Connecting rod - Retightening ........................................ 200 n 606-01.25

Cylinder liner - Cleaning, honing and measuring ............ l 606-01.35
Cylinder liner removed - Check the water space and
guide ring in frame.......................................................... n 606-01.40
Overhauled parts
Check new/
after -hours
Camshaft and Camshaft Drive:

50
Camshaft - Inspection of gear wheels, bolt, connections

etc. ................................................................................. 200 n 607-01.00
Camshaft bearing - Inspection of clearance ................... n 607-01.05
Camshaft adjustment - Check the condition ................... n 607-01.20
Lubrication of camshaft bearing - Check ........................ n 607-01.00
97.27 - ES0U
600.25 Description
Edition 16H
Planned Maintenance Program Page 2 (4)
L+V28/32H
Overhauled parts
l Working
Observations
Description n
3th month
Check new/
after -hours
Card
2000
6000
50
Weekly
200
24000
12000
Montly
Daily
No.
Operating Gear for Inlet Valves, Exhaust Valves and

Fuel Injection Pumps:
n
n
Roller guide for valve gear ............................................. 608-01.00
n
Valve gear - Valve bridge, spring, push rod, etc ............. 608-01.10
Roller guide for fuel injection pump ................................ 608-01.05
Roller guide housing ....................................................... n 608-01.10
n
Inlet and exhaust valve - Check and adjustment of valve
clearance ........................................................................ 608-01.10
Lubricating of operating gear - Check ............................ n 608-01.00

608-01.05
Control and Safety System, Automatics and

Instruments:
Safety, alarm and monitoring equipment ........................ n 609-01.00
n
n
Jet system - Adjustment ................................................. 609-01.00
Pick-up - Adjustment ...................................................... 609-10.00
n
Governor - Check oil level, see governor instruction
book, section 609 ...........................................................
Crankshaft and Main Bearing:
n
n
Checking of main bearings aligment, (autolog) .............. 610-01.00
n
Inspection af main bearing ............................................. 610-01.05
Inspection of guide bearing ............................................ 610-01.10
Vibration damper - Check the condition ......................... n 610-04.00

08028-0D/H5250/94.08.12
n
Lubricating of gear wheel for lub. oil pump and cooling
n
water pump etc. ..............................................................
Counter weight - Retightening, see page 600.40 ........... 200
Main- and guide bearing cap - Retightening ................... 200 n 610-01.05

610-01.10
97.27 - ES0U
Description 600.25
Page 3 (4) Planned Maintenance Program Edition 16H
L+V28/32H
Overhauled parts
l Working
Observations
Description n
3th month
Check new/
after -hours
2000
6000
50
Card
Weekly
200
24000
12000
Montly
Daily
No.
Engine Frame and Bedplate:
Holding down bolts - Retightening, see page 600.40 ..... 200 n

n
Bolts between engine frame and base frame -
Retightening, see page 600.40 ...................................... 200
n
For flexible mounted engines - Check anti-vibration
619-03.00
n
mountings ....................................................................... 200
Safety cover - Function test ............................................ 611-01.00
Turbocharger System:
l 612-10.00
l
Dry cleaning of turbine side ............................................
612-15.00
l
Wet cleaning of turbine side ...........................................
Water washing of compressor side ................................ 612-05.00
Cleaning of air filter - Compressor side (see turbo-

charger instruction book) ................................................
Turbocharger complete - Dismantling, cleaning, inspec-
n
tion etc. (see turbocharger instruction book) ..................
Charging air cooler - Cleaning and inspection ................ 612-01.00
l
n
Charging air cooler housing - Draining ...........................
Exhaust pipe - Compensator ..........................................
Compressed Air System:
Air starter motor - Dismantling and inspection ................ n 613-01.30
n
Function test - Main starting valve, starting valve, main
valves and emergency start valve .................................. 613-01.40
l
l
Dirt separator - Dismantling and cleaning ......................
Muffler - Dismantling and cleaning .................................
l 613-01.90
n
Compressed air system - Draining .................................
Compressed air system - Check of the system .............. 613-01.90
Drain of bowl .................................................................. l 613-01.21

(filter element to be replaced when pressure drop
exceeds 0.7 bar)
97.27 - ES0U
600.25 Description
Edition 16H
Planned Maintenance Program Page 4 (4)
L+V28/32H
Overhauled parts
l Working
Observations
Description n
3th month
Check new/
after -hours
Card
2000
6000
50
Weekly
200
24000
12000
Montly
Daily
No.
Fuel Oil System and Injection Equipment:
l 614-01.15
l
Fuel oil filter - Dismantling and cleaning .........................
614-10.00
l
Fuel oil feed pump ..........................................................
Fuel oil injection pump - Dismantling and cleaning ......... 614-01.05
n 614-01.10
n
Fuel injection valve - Adjustment of opening pressure ... 200
614-01.05
l
Fuel oil high-pressure pipe - Dismantling and check ......
Adjustment of the maximum combustion pressure ......... 614-05.01
n 614-01.90
n
Fuel oil system - Check the system ................................
Nozzle cooling system - Check the system .................... 614-01.90
Fuel oil - Oil samples after every bunkering, see sec.604
Lubricating Oil System:
n 615-01.00
l
Lubricating oil pump - Engine driven ..............................
615-01.10
l
Lubricating oil filter - Cleaning and exhange ..................
Lubricating oil cooler ...................................................... 615-06.00
n 615-01.05
n
Prelubricating pump - El. driven .....................................
615-01.20
l
Thermostatic valve .........................................................
Centrifugal filter - Cleaning and exhange of paper ......... 615-15.00
n
n
Lubricating oil - Oil samples, see section 604 ................
Lubricating oil system - Check the system ..................... 615-01.90
Cooling Water System:
n
Cooling water pump - Engine driven (sea water and
08028-0D/H5250/94.08.12
n
fresh water) ....................................................................
n
Thermostatic valve .........................................................
Cooling water system - Check the system ..................... 616-01.90
Cooling water system - Water samples, see sec. 604 .... n n
97.27 - ES0U
Description
Maintenance Schedule NICO 600.25
L28/32H

Description = Replace Working
dismantlement
Observations
3th month
= Inspection Card
Montly
16000
24000
32000
Every
2000
5000
= Inspection or replace No.
Fuel Injection Pump:
Seal parts.............................................................................
Spring : Delivery valve ......................................................... 614-01.05
Delivery valve ......................................................................
Plunger, complete................................................................
Spring : Plunger ...................................................................
Guide : Plunger....................................................................
Deflector ..............................................................................
Other parts...........................................................................
Fuel Injection Valve: 614-01.10
Seal parts.............................................................................
Atomizer, complete (Nozzle needle and nozzle body) ......
Other parts
Replcace : the dismantled parts must be replaced with new

parts.
Inspection : you have only to inspect the dismantled parts

except these arent considered faultily. When those
considered faultiry, you should consult MAN B&W Diesel
A/S, Holeby on whether replace or not.
Inspection or Replace : The dismantled parts are

inspected and those considered faultily are replaced.
08028-0D/H5250/94.08.12
94.47-ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description
Operation Data & Set Points 600.30
L28/32H
Normal Value at Full load Alarm Set point Autostop of engine
Temp. before cooler SAE 30 TI 20 60-75 C TAH 20 90 C

(outlet engine) SAE 40 TI 20 65-82 C TAH 20 100 C
Temp. after cooler SAE 30 TI 22 45-65 C TAH 22 75 C TSH 22 85 C

(inlet engine) SAE 40 TI 22 50-72 C TAH 22 85 C TSH 22 95 C
Pressure after filter (inlet eng) PI 22 3-4 bar PAL 22 3 bar PSL 22 2.5 bar
Elevated pressure i.g. when
centrifugal filter installed PI 22 4-5 bar PAL 22 4 bar PSL 22 2.5 bar
Pressure drop across filter PDAH 21-22 0.5-1 bar PDAH 21-22 1.5 bar
Prelubricating pressure PI 25 0.1-0.5 bar LAL 25 level switch

Pressure inlet turbocharger PI 23 1.5 0.2 bar
Lub. oil, level in base frame LAL 28/LAH 28 low/high level
Temp. main bearings TE 29 75-85 C TAH 29 95 C

Fuel Oil System
Pressure after filter MDO PI 40 2-3 bar PAL 40 1.5 bar

HFO PI 40 (A) PAL 40 4 bar
Leaking oil LAH 42 leakage
Press. nozz. cool. oil, inlet eng. PI 50 2-3 bar PAL 50 1.5 bar (C)
Temp. nozz. cool. oil, outlet eng. TI 50 80-90 C (C)
Cooling Water System

Press. LT-system, inlet engine PI 01 1-2.5 bar PAL 01 0.4 bar + (B)
Press. HT-system, inlet engine PI 10 1-3.0 bar PAL 10 0.4 bar + (B)
Temp. HT-system, inlet engine TI 10 60-75 C

Temp. HT-system, outl. cyl.units TI 11 70-85 C
Temp. HT-system, outlet engine TAH 12 90 C

TAH 12-2 93 C TSH 12 95 C
Temp. raise across cyl. units max. 10 C
Exhaust Gas and Charge Air
Exh. gas temp. before TC TI 62 425-475 C TAH 62 550 C

TAH 62-2 600 C
Exh. gas temp. outlet cyl. TI 60 270-380 C TAH 60 410 C
Diff. between individual cyl. TAD 60 average 50 C
Exh. gas temp. after TC TI 61 275-350 C TAH 61 500 C

Ch. air press. after cooler PI 31 2-2.5 bar
Ch. air temp. after cooler TI 31 35-55 C TAH 31 65 C
08028-0D/H5250/94.08.12
Compressed Air System
Press. inlet engine PI 70 7-9 bar PAL 70 7 bar
Speed Control System

Engine speed
GenSets for 60 Hz
Mechanical SSH 81 825 rpm
Elec. SI 90 720 rpm SAH 81 815 rpm SSH 81 815 rpm
GenSets for 50 Hz
Mechanical SSH 81 860 rpm
Elec. SI 90 750 rpm SAH 81 850 rpm SSH 81 850 rpm
Turbocharger speed SI 89 SAH 89 (D)

Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameters
can be included. For remarks to some parameters, see overleaf.
03.50 - ES1
600.30 Operation Data & Set Points Description
L28/32H
Remarks to individual Parameters C. Nozzle Cooling Oil System
The nozzle cooling oil system is only applied for

A. Fuel Oil Pressure, HFO-operation. stationary engines.
When operating on HFO, the system pressure must

be sufficient to depress any tendency to gasification D. Limits for Turbocharger Overspeed Alarm
of the hot fuel. (SAH 89)
The system pressure has to be adjusted according to Engine type 720 rpm 750 rpm
the fuel oil preheating temperature. 5L28/32H 42,680 42,680
6L28/32H 42,680 42,680
B. Cooling Water Pressure, Alarm Set Points. 7L28/32H 34,900 34,900
8L28/32H 34,900 34,900
As the system pressure in case of pump failure will 9L28/32H 36,180 36,180
depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to
0.4 bar plus the static pressure.
08028-0D/H5250/94.08.12
03.50 - ES1
Description
Data for Pressure and Tolerance 600.35
L+V28/32H
Section Description mm. / bar
605 Safety valve to be adjusted to 170 bar

Maximum inner diameter, valve guide 18.35 mm.
For grinding of valve spindle and valve seat ring
(see also working card 605-01.10)
Minimum height of valve head, inlet valve and exhaust valve, "H" 1 6.5 mm.
Maximum height of spindle above cylinder head, "H" 2 108.0 mm
606 Piston and piston ring grooves (see working card 606-01.10)
Clearance between connecting rod bush and piston pin 0.15 - 0.25 mm.
Maximum ovalness in big-end bore (without bearing) 0.10 mm.
New cylinder liner, inside diameter 280.03 - 280.08 mm.
Maximum inside diameter cylinder liner 280.60 mm.
607 Clearance between camshaft and camshaft bearing 0.13 - 0.22 mm.
Maximum clearance between camshaft and camshaft bearing 0.35 mm.
Clearance between tooths on intermediate wheel 0.20 - 0.30 mm
608 Valve clearance, Inlet valve (cold engine 15 - 55C) 0.40 mm.
Valve clearance, Exhaust valve (cold engine 15 - 55C) 0.90 mm.
Maximum clearance between rocker arm bush and rocker arm shaft 0.30 mm.
609 Clearance between pick-up and impulse wheel 1 0.3 mm

Adjustment of Lambda controller.
(see working card 609-10.00)
610 Clearance between main bearing cap and frame,

before tightening of bracing screw (side screw) 0.06 0.01 mm.
Deflection of crankchaft (Autolog) (see working card 610-01.00)
Clearance between crankshaft and sealing ring, (upper and lower part) 0.30 - 0.40 mm.
611 Opening pressure of safety relief valves (on crankcase), max: 0.20 bar
614 Maximum combustion pressure at full load 130 3 bar

Individual cylinders; admissible deviation from average 3 bar
A change of the height of the thrust piece spacer ring of 0.10 mm.
will change the maximum pressure by 1 bar
1 turning of camshaft gear wheel changes max. pressure by approx 6 bar
Measurement "X" between thrust piece and roller guide housing 11 1.0 mm
Opening pressure of fuel valve 320 bar
Pressure testing, cooling oil sealing, on fuel valve 100 bar
03.36 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description 600.40
Page 1 (2) Data for Tightening Torque Edition 15S
L+V28/32H
Tightening
Section Description Thread Torque Pressure Lubricant
Nm bar
605 Cylinder head stud (in frame) Stud M 39 200 Loctite 243
Nut for cylinder head stud Nut M 39 x 3 700 Oil / Molykote
(Unimol gl 82)
606 Connecting rod screw

(see working card 606-01.25) Molykote
Connecting rod screw (hydraulic Stud M 39 x 3 (Unimol gl 82)
tightening) Nut M 39 x 3 700
Molykote
607 Camshaft assembling Nut M 12 50 (Unimol gl 82)
Gear wheel on camshaft Screw M 12 50
Intermediate wheel shaft Nut M 22 x 1.5 250
Intermediate wheel assembling Nut M 12 40
Gear wheel on crankshaft Nut M 12 50
608 Housing for valve gear Screw M 16 160

Rocker arm bracket Nut M 12 40
610 Main bearing stud (in frame) Stud M 56 200 Loctite 243
Molykote
Nut for main bearing stud Nut M 52 x 3 900 (Unimol gl 82)
Main bearing side screw - L28/32H Screw M 24 350
Main bearing side screw - V28/32H Screw M 30 600
Counterweight on crankshaft Screw M 26 x 1.5 300
Vibration damper on crankshaft Nut M 30 500
Flywheel mounting (fitted bolt)
- L28/32H Nut M 30 480
- V28/32H Nut M 30 360
Gear rim on flywheel Screw M 16 75
611 Frame / baseframe Nut M 27 500

08028-0D/H5250/94.08.12
(3 x cross-tightening
614 Fuel-pump connecting piece Screw M 10 60 20 - 40 - 60 Nm)
Fuel-pump top flange (barrel) Screw M 12 100
Fuel-pump cavitation plugs Plug M 20 x 1.5 100 - 120
Fuel-pump mounting Screw M16 150
Fuel-valve (nozzle nut) Nut M 26 x 1.5 100 - 120
Fuel-valve mounting Nut M 16 30
Fuel-valve (lock nut) Nut M 16 x 1.5 100
High pressure pipe Nut M 22 x 1.5 60
03.36 - ES0
600.40 Description
Edition 15S
Data for Tightening Torque Page 2 (2)
L+V28/32H
Tightening
Section Description Thread Torque Pressure Lubricant
Nm bar
Molykote
615 Gear wheel on lub. oil pump Nut M 30 x 2 400 (Unimol gl 82)
616 Impeller and gear wheel on fresh-

water cooling pump - L28/32H Nut M 24 x 1.5 250
Impeller and gear wheel on fresh-
water cooling pump - V28/32H Nut M 33 x 2 400
619 Conical elements mounting

- L28/32H
Upper mounting Screw M 20 150
Lower mounting Screw/ M 20 320
Nut
Sandwich elements mounting

- V28/32H
Upper mounting Screw M 16 165
Lower mounting Screw M 16 165
08028-0D/H5250/94.08.12
03.36 - ES0
Description
Declaration of Weight 600.45
Page 1 (1)
Edition 01H
L28/32H
Section Component Plate No. Item No. Weight in Kg.
605 Cylinder Head, incl. rocker arms 60501-60502 255

60508-60510
606 Piston, complete 60601 08 40

Piston Pin 60601 01 19
Connecting Rod, complete 60601 06 81
Cylinder Liner, complete 60610 10 119
Cooling Water Jacket 60610 15 33
607 Camshaft, section 60705 02, 16, 20 29
608 Housing for Roller Guide 60801 20 17
609 Governor, complete 60901 01-09-10 28
611 Main Bearing Cap 61101 26 75

Guide Bearing Cap 61101 19 85
Front cover 61102 01 164
End cover, complete 61106 11 179
612 Turbocharger, complete See special

instruction
Intermediate piece 61202 26 9
Air Cooler 61203 38 450
Inlet Bend 61203 33 93
Charging Air Cooler Housing 61203 34 350
613 Air Starter 61309 63 40
614 Fuel Injection Pump 61401 01-02 15

Fuel Injection Valve 61402 02 5
Fuel Oil Feed Pump 61410 22 22
615 Lubricating Oil Pump 61501 35 45

Thermostatic Valve 61503 11 29
Prelubricating Oil Pump, incl. el-motor 61504 25 20
08028-0D/H5250/94.08.12
Centrifugal Filter 61515 33 24
616 Thermostatic Valve 61604 11 29

Cooling Water Pump 61610 19 30
00.32 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description
Ordering of Spare Parts 600.50
Page 1 (2)
Edition 01H
General
Whenever spare parts are ordered (or reference is This data is used by us to ensure supply of the
made in correspondance etc.) the following data correct spare parts for the individual engines, even
must be indicated for the particular engine: though the spare part illustrations contained in this
book may not always be in complete accordance
1. Name of plant with the individual components of a specific engine.
2. Engine type and engine No. ----, built by
3. Illustration plate number (complete with ed. Note: For ordering of spare parts for Governor,
figures). Turbocharger and Alternator, please see special
4. Item No. instruction book for these components.
5. Quantity required (and description)
Information found on page 600.15 or on the nameplate on the engine(s):
Example: Name of plant Eng. type Eng. No. Built by

DANYARD 6L28/32H 20433 MAN B&W Holeby
Information found on each plate:
Plate No. Edition Item No. Qty. (and description)

60601 13H 10 10 pcs (Piston ring)
Pla
Page te
1 (2)
Piston
and Conn
ecting
Rod
60601-
13H
L/V28/
08
32H
09
10
11
12
01
02
03
04
05
607
608
609
06
610
08028-0D/H5250/94.08.12
611
13
612
07
3
61
4
91.4
61
6 - ES
0S
14
5
61
6
61
7
61
8
61
9
61
0
62
91.46 - ES2S
Description
Ordering of Spare Parts 600.50
General
Name of Plant:
Engine type: Engine Number: Built by:
Plate No. Ed. No. Item No. Description Qty.

08028-0D/H5250/94.08.12
91.46 - ES2S
Description Service Letters 600.55
General
Description great importance to the operation of the plant, we

recommend that engine staff file them to supplement
In order to ensure the most efficient, economic, and the relevant chapters of this instruction book.
up-to-date operation of our engines, we regularly send
out "Service Letters", containing first-hand information
regarding accumulated service experience.
The service letters can either deal with specific

engine types, or contain general instructions and
recommendations for all engine types, and are used
as a reference when we prepare up-dated instruction
book editions.
Therefore, since New Service Letters could be of

08028-0D/H5250/94.08.12
91.14 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Description 600.60
Page 1 (3) Conversion Table Edition 01H
General
SI Base Units Length (m)
Quantity Name Symbol 1 in (inch) 25.40 mm = 0.0254 m
1 ft (foot) = 12 inches 0.3048 m
lenght metre m 1 yd (yard) = 3 ft = 36 inches 0.9144 m
mass kilogram kg 1 statute mile = 1760 yds 1609 m
time second s 1 n mile (international nautical mile) 1852 m
electric current ampere A
absolute temperature* kelvin K
amount of substance mole mol SI Prefixes

luminous intensity candela cd
Factor Prefix Symbol Factor Prefix Symbol
* Also named "Thermodynamic temperature"
1018 exa E 10-1 deci d

15
10 peta P 10-2 centi c
Supplementary SI Units
1012 tera T 10-3 milli m
Quantity Name Symbol 9
10 giga G 10 -6
micro m
106 mega M 10-9 nano n

plane angle radian rad 3
10 kilo k 10-12 pico p
solid angle steradian sr 102 hecto h 10-15 femto f
10 deca da 10-18 atto a
Derived Si Units with Special Names

Quantity Name Symbol Expressed in base, Area (m2)
supplementary or
derived SI units 1 sq. in (square inch) 0.6452 x 10-3 m2
1 sq. ft (square foot) 92.90 x 10-3 m2

frequency hertz Hz 1 Hz = 1 s-1
force newton N 1N = 1 kg m/s2
pressure, stress pascal Pa 1 Pa = 1 N/m2* Volume (1 m3 = 1000 l)

energy, work quantity of heat joule J 1J = 1 Nm
1 cub. in (cubic inch) 16.39 x 10-6 m3
power watt W 1W = 1 J/s
1 cub. ft (cubic foot) 28.32 x 10-3 m3 = 28.32 l
electric potential volt V 1V = 1 W/A
1 gallon* (imperial, UK) 4.546 x 10-3 m3 = 4.546 l
temperature Celcius C 1C = 1 k**
1 gallon* (US) 3.785 x 10-3 m3 = 3.785 l
* For mechanical stresses N/mm2 is widely used. 1 N/mm2 = 106 N/m2
1 barrel (US petroleum barrel) =
** t (C) = T(K) - T0(K), where T0 = 273.15 K
42 gallon (US) 0.1590 m3
1 bbl (dry barrel, US) 0.1156 m3
Additional SU Units 1 register ton = 100 cub. ft 2.832 m3
* 1 gallon = 4 quarts = 8 pints

Quantity Name Symbol Definition
time minute min 1 min = 60 s Velocity, Speed (m/s) (3.6 km/h = 1 m/s)
08028-0D/H5250/94.08.12
time hour h 1h = 60 min

1 kn (knot) = 1 nautical mile/h 1.852 km/h = 05144 m/s
plane angle degree 1 = (p/180) rad
For other conversions, see table for length
volume litre l 1l = 1 dm3
pressure bar bar 1 bar = 105 Pa
92.16 - ES0U
600.60 Conversion Table Description
General
Mass (kg) Dynamic viscosity (N s/m2)
1 lb (pound mass) = 16 ozs (ounces) 0.4536 kg 1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)
1 cwt (UK) (hundredweight) = 112 lbs 50.80 kg 1 poundal s/sq.ft 1.488 N s/m2
1 long ton (UK) = 20 cwt = 2240 lbs 1.016 metric tons = 1016 kg 1 lbf/sq.ft 47.88 N s/m2
1 short ton (UK) = 2000 lbs 0.907 metric tons = 907 kg poise is a special name taken from the CGS system. 1 P = 0.1 Pa s
1 slug* 14.59 kg 1 cP = 1 mPa s = 10-3 Pa s
* Unit and mass in the ft-lb-s system
Kinematic viscosity (m2/s)

Density
1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103 cSt *
1 lb/cub. ft 16.02 kg/m3 * 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special name taken from the
CGS system. 1 St = 10-4 m2/s
Force (1 kg m/s2 = 1 N)
Energy, Work (1 Nm = 1 J, Wh)
1 kp (kilopound)* 9.807 N
1 poundal** 138.3 x 10-3 N 1 cal I.T* 4.187 J*

1 lbf (pound force) 4.448 N 1 kpm 9.807 J
* Can occasionally be found stated as kgf (kilogram force). 1 hph (metric) 2.648 x 106 J = 0.7355 kWh
Standard acceleration of free fall gn = 9.80665 m/s2 1 ft. lbf 1.356 J
** Unit of force in the ft-lb-s system 1 hph (UK, US) 2.685 x 106J = 0.7457 kWh
1 BTU (UK, US) 1.055 x 103J = 1.055 KJ
* Exact value: 4.1868 J

Pressure I.T. = International Steam Table
(1 N/M2 = 1 Pa, 1 bar = 105 Pa, 1 mbar = 10-3 bar)
1 kp/cm2 = 1 at = 0.9678 atm 98.07 x 10 3 Pa = 0.9807 bar
1 at = 735.5 mm Hg* = 10 m H2O** (T = 277 K) Power (1 kg m2/s3 = 1 N m/s = 1 J/s = 1 W)

750 mm Hg* 105 Pa = 1 bar
1 kpm/s 9.807 W
1 mm Hg* (T = 273 K) 133.3 Pa = 1.333 mbar
1 hp (metric) = 75 kpm/s 735.5 W = 0.7355 kW
1 mm H2O** (T = 277 K) 10-4 at = 9.807 Pa = 98.07 x 10-3 mbar
1 kcalI.T./h 1.163 W
1 in Hg* (T = 273 K) 3386 Pa = 33.86 mbar
1 ft lbf/s 1.356 W
1 in H2O** (T = 277 K) 249.1 Pa = 2.491 mbar
1 hp (UK, US) = 550 ft.lbf/s 745.7 W
1 atm (standard atmosphere) = 760 mm Hg, 1.013 x 105 Pa = 1013 mbar
1 BTU/h 0.2931 W
1 atm = 1.033 at
1 lbf/sq.in (psi) 6895 Pa = 68.95 mbar
* Mercury. 1 mm Hg = 1 Torr
Moment of Force, Torque (kg m2/s2 = Nm)
Values in Table provided gn = 9.80665 m/s2
** Water column (WC) Can easily be derived from the above tables.
08028-0D/H5250/94.08.12
Stress ( 1 N/m2 = 10 -6
N/mm2) Moment of Inertia (kg m2)
1 kp/mm2 = 100 kp/cm2 9.807 N/mm2 1 GD2 (old notation) = 4 x I* kg m2
1 lbf/sq. in (psi) = 0.07031 at 6.895 x 10-3 N/mm2 1 WR2 (old notation)* = 1 x I* kg m2
*I = dmr x r2 mr = mass at the radius r

G = W = mass in kg D = Diameter of gyration
R = Radius of gyration
92.16 - ES0S
Description 600.60
Page 3 (3) Conversion Table Edition 01H
General
Specific fuel consumption* (g/kWh) Some physical data in SI units

1 g/hph (metric) 1.360 g/kWh
Nomenciature
* See also table for specific fuel oil consumption values t = temp. in C DK = temperature difference
r = density in kg/m3 Cp = heat capacity in J/(kg DK)
Temperature difference (K) t r Cp t Cp

range
1 C (Celsius) 1K
1 F (Fahrenheit) 5/9 K Water 18 999 4.18 x 103
Lubricating oil (approx.)* 15 900 1.96 x 103
Atmosphereric air (dry) (p= 1 bar) 0 1.276 998 0-150 1005
Exhaust gas 200-400 1080
Temperature levels (K) (see "Derived SI Units with special
Names) * Viscosity: 100-140 cSt at 40C
750 mm Hg = 1 bar = 105 Pa
t C (Celsius) tc + 273.15 = K 1 atm (standard pressure at sealevel) = 760 mm Hg = 1013 mbar
tF (Fahrenheit) 5/9(tf - 32) + 273.15 = K Gas constant for air and exhaust gas = 287 J/(kg x K)
Celsius from Fahrenheit: tc = 5/9(tf - 32) Water, heat of evaporation 100C 1.013 bar 2.256 x 106 J/kg
Fahrenheit from Celcius: tf = 9/5 x tc + 32 Fuel oil. Lower caloric value 41-43 x 106 J/kg
ISO 3046/1-1986 standard reference fuel 43 x 106 J/kg
Diesel engine reference fuel (see below)
Specific heat capacity (J/(kg K))

1 kcalI.T./(kg x C) 4.187 x 103 J/(kg K)
1 BTU*/(lb x F) = 1 kcalI.T. /(kg C) 4.187 x 103 J/(kg K) Specific fuel oil consumption (SFOC)
* British Thermal Unit (see table for energy conversions)
Reference conditions
Specific fuel oil consumption values refer to brake power, and the following
Heat conductance (W/(m K)) reference conditions:
1 calI.T./(cm x s x C) 418.7 W/(m K) Reference Conditions (ISO)

1 kcalI.T./(m x h x C) 1.163 W/(m K)
1 BTU*/(ft x h x F) 1.731 W/(m K) Blower inlet temperature 25C 298 K
* British Thermal Unit (see table for energy conversions) Blower inlet pressure 1000 mbar
Charge air coolant temperature 25C 298 K
Fuel oil lower calorific value (10200 kcal/kg) 42707 kJ/kgk
Heat transmittion (W/(m2 K))

1 calI.T./(cm x s x C) 41.87 x 103 W/(m2 K)
1 kcalI.T./(m" x h x C) 1.163 W/(m2 K)
1 BTU*/(ft2 x h x F 5.678 W/(m2 K)
08028-0D/H5250/94.08.12
92.16 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description
Basic Symbols for Piping 600.65
General
No. Symbol Symbol designation No. Symbol Symbol designation
1. GENERAL CONVENTIONAL SYMBOLS 2.14 Spectacle flange
1.1 Pipe 2.15 Orifice
1.2 Pipe with indication of direction of flow 2.16 Orifice
1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint
1.4 Appliances 2.18. Snap-coupling
1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere
1.6 High pressured pipe 3. VALVES, GATE VALVES, COCKS AND FLAPS
1.7 Tracing 3.1 Valve, straight through
Enclosure for several components as-

1.8 sembled in one unit 3.2 Valve, angle
2. PIPES AND PIPE JOINT 3.3 Valve, three-way
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.2 Crossing pipe, connected 3.5 Non-return valve (flap), angle
2.3 Tee pipe 3.6 Non-return valve (flap), straight screw
2.4 Flexible pipe 3.7 down
2.5 Expansion pipe (corrugated) general 3.8 Non-return valve (flap), angle, screw
2.6 Joint, screwed 3.9 down
2.7 Joint, flanged 3.10 Safety valve
2.8 Joint, sleeve 3.11 Angle safety valve

08028-0D/H5250/94.08.12
2.9 Joint, quick-releasing 3.12 Self-closing valve
2.10 Expansion joint with gland 3.13 Quick-opening valve
2.11 Expansion pipe 3.14 Quick-closing valve
2.12 Cap nut 3.15 Regulating valve
2.13 Blank flange 3.16 Ball valve (-cock)
92.47 - ES0S
600.65 Basic Symbols for Piping Description
General
4. CONTROL AND REGULATION PARTS

3.17 Butterfly valve
4.1 Han-operated
3.18 Gate valve
4.2 Remote control

3.19 Double-seated changeover valve
4.3 Spring
3.20 Suction valve chest
4.4 Mass
3.21 Suction valve chest with non-return
4.5 Float
3.22 valves
4.6 Piston
3.23 Double-seated changeover valve, straight
4.7 Membrane
3.24 Double-seated changeover valve, angle
4.8 Electric motor

3.25 Cock, straight through
4.9 Electro-magnetic
3.26 Cock, angle
4.10 Manual (at pneumatic valves)

3.27 Cock, three-way, L-port in plug
4.11 Push button

3.28 Cock, three-way T-port in plug
4.12 Spring
3.29 Cock, four-way, straight through in plug
4.13 Solenoid
3.30 Cock with bottom connect.
4.14 Solenoid and pilot directional valve

3.31 Cock, straight through, with bottom conn.
4.15 By plunger or tracer

3.32 Cock, angle, with bottom connection
5. APPLIANCES
3.33 Cock, three-way with bottom connection
5.1 Mudbox
3.34 Thermostatic valve
08028-0D/H5250/94.08.12
5.2 Filter or strainer

3.35 Valve with test flange
5.3 Magnetic filter

3.36 3-way valve with remote control
5.4 Separator
3.37 (actuator)
5.5 Steam trap

3.38 Non-return valve (air)
On/off valve controlled by solenoid and
5.6 Centrifugal pump
pilot directional
3/2 spring returnvalve andnormally
valve, with spring
closed
3.39
return
2/2 spring return valve, normally closed

92.47 - ES0S
3/2 spring return valve contr. by solenoid
Description
Basic Symbols for Piping 600.65
General
5.7 Gear or screw pump 6. FITTINGS
5.8 Hand pump (bucket) 6.1 Funnel / waste tray
5.9 Ejector 6.2 Drain
5.10 Various accessories (text to be added) 6.3 Waste tray
5.11 Piston pump 6.4 Waste tray with plug
5.12 Heat exchanger 6.5 Turbocharger
5.13 Electric preheater 6.6 Fuel oil pump
5.14 Air filter 6.7 Bearing
5.15 Air filter with manual control 6.8 Water Jacket
5.16 Air filter with automatic drain 6.9 Overspeed device
5.17 Water trap with manual control 7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.18 Air lubricator 7.1 Sight flow indicator
5.19 Silencer 7.2 Observation glass
Fixed capacity penumatic motor with on

5.20 7.3 Level indicator
direction of flow
5.21 Single acting cylinder with spring returned 7.4 Distance level indicator
5.22 Double acting cylinder with spring 7.5 Recorder
5.23 returned
Steam trap
08028-0D/H5250/94.08.12
92.47 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1) Operation of Engine 601
L28/32H
Description
Operating ------------------------------------------------------------------------------------------ 601. 01 (21H)

Out of service -------------------------------------------------------------------------------------601. 05 (17H)
Starting-up after out of service periods ---------------------------------------------------- 601. 10 (17H)
Guidelines for longterm low-load operation on HFO ------------------------------------601. 15 (02H)
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Operating 601.01
Page 1 (3)
Edition 21H
L+V28/32H
Preparations for Starting
The following describes what to do before starting, 4. Open the fuel oil supply to the feed pump.
when the engine has been out of service for a longer
period of time, or if major overhauls has been made. Starting on HFO: circulate preheated fuel through
the pumps until correct working temperatures has
1. Check the oil level in the base frame (or in the been obtained. Takes normally 30-60 minutes.
lub. oil tank if the engine is with dry sump), air
lubricator and in the govenor. 5. Check the pressure in the starting air
receiver(s) and open the starting air supply (blow-off
Start-up the prelubricating pump. water, if any, drain the starting air system before
opening.
The engine shall be prelubricated at least 2 minutes
prior to start. 6. Check that the sealing oil system for the injec-
tion pumps are working correct.
Check oil pressures before and after the filter.
7. Check in the regulating gear:
2. Open the cooling water supply, start separate
cooling water pumps where installed, and check the - That all fuel pumps are at index "0" when the
cooling water pressure. regulating shaft is in the STOP position.
Note: To avoid shock effects owing to large tempe- - That each fuel pump can be pressed by hand
rature fluctuations just after the start, it is recom- to full index when the regulating shaft is in the STOP
mended: position, and that the pumps return automatically to
the "0" index when the hand is removed.
a) to preheat the engine, cooling water of at least
60 C should be circulated through the frame and - That the spring-loaded pull rod is working
cylinder head for at least 2 hours before start. correctly.
- either by means of cooling water from engines - That the stop cylinder for regulating shaft
which are running or by means of a built-in preheater works properly, both when stopping normally and at
(if installed). overspeed and shut down.
or - Testing is made by simulating these situations.
b) When starting without preheated cooling wa- 8. Open the indicator valves and turn the engine
ter, the engine must only be started on MDO (Ma- some few revolutions, check that no liquid is flowing
rine Diesel Oil). out from any of the indicator valves during the
turning.
The engine should not be run up to more than 50%
load to begin with, and the increase to 100% should Slow-turning must always be carried out, before the
take place gradually over 5 to 10 minutes. engine is started after prolonged out of-service pe-
riods and after overhauls, which may involve a risk of
Note: When starting on HFO (Heavy Fuel Oil), only liquid having collected in the cylinders.
item "a" should be used.
9. Close the indicator valves.
3. Open the nozzle cooling oil supply (only when
started on HFO), circulate preheated oil through the 10. Disengage the turning gear, if fitted. Check
nozzles for at least 15 minutes. that it is locked in the "OUT" position.
96.30 - ES0U
601.01 Description
Edition 21H
Operating Page 2 (3)
L+V28/32H
Starting 6. The exhaust gases should be free from smoke

at all loads. For normal exhaust temperatures, see
1. Start the engine, by activating the start buttom. the test sheet from shop and sea trials.
2. Check the lubricating oil pressure, cooling 7. Keep the charging air pressure and tempera-
water pressure, fuel oil feed pressure. Check that the ture under control. For normal values, see the test
prelubricating oil pump is stopped. sheet from shop and sea trials.
3. Check that all alarms are connected. 8. Recharge the starting air recivers when the
pressure has dropped to about 20 bar. Stop rechar-
See also "checks after starting-up". ging at 30 bar.
9. To ensure the greatest possible operational

Tending during running liability, condition of the engine should be contin-
uously observed in order that preventive mainte-
When the engine is running, the planned maintenance work can be carried out before serious break-
nance program and the following should be checked: downs occour.
1. The lubricating oil pressure must be within the

stated limits and must not fall below the stated Stopping
minimum pressure. The paper filtering cartridges
must be replaced before the pressure drop across 1. Before stopping, it is recommended to run the
the filter reaches the stated maximum value, or the engine at reduced load, or to idle for about 5 minutes
pressure after the filter has fallen below the stated for cooling-down purposes.
minimum value. Dirty filter cartridges cannot be
cleaned for re-use. 2. The engine is stopped by keeping the fuel
pump delivery rate at "0", by turning the "load- limit"
2. The lubricating oil temperature must be kept knob on the governor to "0", or by activating the
within the stated limits indicated on the data sheet. remote stopping device.
3. The fuel oil pressure must be kept at the stated

value, and the filter must be cleaned before the Start and Stop on HFO
pressure drop across the filter reaches the stated
maximum value. Start and stop of the engine should take place on
HFO in order to prevent any incompatibility problems
4. The cylinder cooling water temperature must by change-over to MDO.
be kept within the limits indicated and the tempera-
ture rise across the engine should not exceed 10C. MDO should only be used in connection with main-
tenance work on the engine or longer periods of
5. The cooling water temperature at the charging engine standstill.
air cooler inlet should be kept as low as possible;
however, not as low as to produce condensation Before starting on HFO the engine must be properly
water in the charging air space. preheated. as described in "Preparations for star-
ting" and as below.
Adjustment takes place in the external system outside
the engine, and the amount of cooling water must be Stopping the engine on HFO is no problem, but it
so adjusted that the temperature rise across the should be ensured that the temperature of fuel pipes
charging air cooler is 3 - 5 C. not are reduced to a level below the pour point of the
fuel, otherwise reestabilishing of the circulation might
cause problems.
96.30 - ES0U
Description
Operating 601.01
L+V28/32H
Starting on MDO
For starting on MDO there are no restrictions except

lubricating oil viscosity may not be higher than 1500
cSt (5 C SAE 30, or 10 C SAE 40).
Initial ignition may be difficult if the engine and

ambient temperature are lower than 5 C, and 15 C
cooling water temperature.
96.30 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description
Out-of Service 601.05
General
1. Stand-by Engines 4.3. Open up all filters to check that filter elements
are intact. Filter cartridges in the lub. oil filter is to be
During engine standstill in stand-by position, the replaced before start after repair or due to excessive
media cooling water, fuel oil and nozzle oil should be differential pressure. After eremoval, dirty elements
continuously circulated at temperatures similar to the can be examined for particles of bearing metal at the
operation conditions. bottom of the paper lamellae.
(The elements can not be used again).
The engine shall be prelubricated 2 minutes prior to
start, if there is not intermittent or continuous prelub- 4.4. Check the cylinder walls.
ricating installed. intermittent prelub. is 2 min every 10
minutes. 4.5. Take deflection measurements of the crank-
shaft.
2. Maintenance during Standstil 4.6. A lubricating oil sample should be send to a

laboratory for immediate analysis.
in periods, duringe stand-still of the engine (not in
stand-by position) it is recommended, that the prelub- 4.7. Drain plugs are unscrewed from the bottom of
ricating oil pump is startet minimum 10 minutes once turbochargers, or the drain cock is opened, if there is
every week and that the engine during the prelubricating installed drain fasilities in the exhaust gas system this
period is turnd 2-3 revolutions.. should be opened.
3. Laid-up Vessels 5. Works during Repairs
During the lay-up period (and also when laying-up the The following should be made during the major repairs.
vessel), we recommend that our special instructions
for preservation of the engines, are followed. 5.1. Retighten all bolts and nuts in the crankcase
and check their locking devices. Also retighten
foundation bolts.
4. Works before Major Repairs
5.2. Check the various gear wheel drives for the
4.1 After stopping the engine, while the oil is still camshaft(s).
warm, start the electrically driven prelubrication pump,
open up the crancase and camshaft housing and 5.3. Remedy leakages of water and oil in the engine,
check that the oil is flowing freely from all bearings. and blow through blocked-up drain pipes.
Also take off the top covers on the cylinder heads and
make sure that oil is not supplied for lubrication of 5.4. Drain starting air pipes of water.
rocker arms, as non-return valves are fitted which do
not open until the oil pressure at the inlet to the rocker 5.5. Empty the oil sump of lubricating oil and remove
arms exceeds 1 bar. the sludge, if not done within a period of one year. Very
thoroughly clean the sump and subsequently coat
08028-0D/H5250/94.08.12
After overhaul of pistons, bearings, etc. this check with clean lubricating oil.
should be repeated before starting the engine.
4.2. After stopping the prelubricating pump, check 6. Works after Repairs
the bottom of the oil sump for fragments of babbitt
from bearings, and check crankpin and main bearings 6.1. If an opening-up of engine or lubricating oil
clearances with a feeler gauge. Measure the bearing system may have caused ingress of impurities,
clerance at the top, at the bottom, and 10 degrees cleaning should be carried out very carefully before
above and below the joints at both sides. starting the engine.
The differential pressure across the lub. oil filter must
92.02 - ES0U
601.05 Description
Edition 17H
Out-of Service Page 2 (2)
General
be watched very carefully after cleaning and starting- reaching normal oil temperatures in governor and
up the engine. Be sure to replace filter cartridges in engine, increase the load instantaneously to about
due time. 80% ( by starting major pump or compressor). This
must not cause the frequency to fall by more than
6.2. After restoring normal lubricating oil circulation, some 8%, and the engine must return to a constant
turn the engine at least two revolutions by means of r.p.m. about 3 seconds (although this r.p.m. will be a
the turning rod to check the movability of the relevant little lower than before owing to the speed drop of
parts of the engine. the governor). If the engine is operated in parallel with
other engines, an even sharing of load shall be
6.3. Close drain cocks in the turbocharger (or in the established within about 3 seconds. If the governor
exhaust gas system if mounted). reacts too slowly, compensating adjustment is ef-
fected as indicated in Woodward's instruction manual
6.4. Lubricate bearings and rod connections in the (Compensating adjustment).
manoeuvring gear. Disconnect the governor and move
the rod connections by hand to check that the friction Note: It is a condition for this test that the engine and
in bearings and fuel pumps is sufficiently low. If repair turbocharger are in perfect operating condition, so
of bearings or alignment of engine has been made, that they can be elimated as possible sources of error.
checks 1, 2, and 5 should be repated.
6.7 c) Hunting: Run the engine at synchronous
6.5. Cheks to be made just before starting of the r.p.m., and without load. Provided the governor oil is
engine are mentioned under 601.01. warm, the regulating lever must not perform any major
periodical movments, and neither must there be any
6.6. Add cooling water and check with pressure on variation up and down in the engine speed. If that is
the system for leakage at the upper and lower cy- the case, repeat the compensating adjustment
linder liner sealings and at cooling water connections. according to Woodward's instruction manual.
6.7. Check the governor as follows: 6.7 d) Speed Drop: in case of unsatisfactory load
Start up the engine and run it at the synchronous sharing between two ore more engines this can be
number of revolutions. rectified by increasing the speed drop of the engine
that is subject to the greatest load (or by reducing the
6.7 a) Speed setting: Check before switching-in setting of the other engines).
generator on the switchboard that the servomotor
adjusts the r.p.m. with a suitable quickness after The setting shoul not normally be increased beyond
actuation of the synchronizer knob on the switch- 70 on the scale, and satisfactory parallel operation
board. The range from - 5% to + 5% from the syn- can generally be obtained at settings between 40 and
chronous r.p.m. should be tested. 60.
6.7 b) Adjustment speed: Switch-in generator on

the switchboard and set the load to about 40%. On
08028-0D/H5250/94.08.12
92.02 - ES0U
Description
Starting-up after Out of Service Periods 601.10
Page 1 (1)
Edition 17H
L+V28/32H
The following enumerates checks are to be made After the last feel-over, repeat check 4 page 601.05,
immediately after starting, during load increase, and see also Ignition in Crankcase page 603.04 in
during normal running. The sequence has been section 603.
accordingly.
After repair or renewal of cylinder liners, piston rings
In the following it is assumed that the engine has or bearings, allowance must be made for a running-
been out of service for some time, for instance due in period, i.e. the engine load should be increased
to repairs and gradually as indicated in the tables below. The
engine output is determined on the basis of the fuel
- checks during out of service periods have index and the load on the electric switchboard. The
been carried out as described in the previous chap- turbocharger speed gives some indication of the
ter. engine output, but is not directly proportional to the
output throughout the service period.
When starting after such an out-of-service period,
the following checks must be made in the stated Begin the starting-up sequence at a reduced engine
order in addition to normal surveillance and recor- speed, e.g. 400 rpm, until it can be known for certain
ding. that there areno hot spots in the engine. Then
increase the speed to the normal rpm and connect to
the switchboard and put on load.
1. To be made immediately after starting:
The load increase during the starting-up sequence
1.1. See that the turbocharger is running. may, for instance, be:
1.2. See that the lubricating oil pressure is in order. 25 % load for 2 hours
50 % load for 2 hours
1.3. See that all cylinders are firing (see exhaust 75 % load for 2 hours
temperatures). 100 % load may be put on.
1.4. See that everyting is normal for the engine The pump index indicated in the tables has been
speed, fuel oil, cooling water and system oil. given as a percentage of the index at full load. To
enable the index to be read directly off the fuel pumps
1.5. Check by simulation of the overspeed shut- the following formula can be employed:
down device that the engine stops. The overspeed
setting should be according to " Set Points and I = I% x IF
Operation Data " section 600. 100
IF = Index at full load (from testbed table)

2. To be made during the starting-up, but
only if required after repairs or alterations made: I% = Index expressed as % of full load index
(stated in the preceding starting-up
2.1. If the condition of the machinery is not well- sequence).
08028-0D/H5250/94.08.12
known, especially after repairs or alterations, the

"feel-over sequence" should always be followed. Following the alteration of the pump index of the one
that is: or two cylinders concerned it must be checked that
when in the STOP position the governor is able to
After 5-15 and 30 minutes' idle running, open the move all the fuel pumps to an average pump index
crankcase and the camshaft housing and feel-over not exceeding 2 or 3, thus excluding the possibility of
on the surfaces of all moving parts where friction may racing of the engine when the propeller is declutched.
arise and cause undue heating.
After completing the starting-up sequence, make
Feel: Main bearings, big-end bearings, (alternator), sure that all fuel pumps are set at the same index and
and camshaft bearings, piston pins, cylinder liners, that the governor can cause all fuel pumps to move
roller guides and gear wheels. to "0" index.
96.30 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description
Guidelines for Longterm Low-Load Operation on HFO 601.15
General
Part load/low load operation HFO-operation at loads lower than 20% MCR should
therefore only take place within certain time limita-
In certain ship operation situations the diesel-gen- tions according to the curves.
erator sets are sometimes exposed to part load/low
load operation. After a certain period of HFO-operation at a load
lower than 20% MCR, a change to MDO should take
During manoeuvring all diesel-generator sets are place in order to prevent further retardation of the
often started up for safety reasons, resulting in low engine performance condition, or the engine load
load conditions for all sets. should over a period of 15 minutes be raised to 70%
MCR and maintained here for a certain period of time
During harbour stay even one diesel-generator run- in order to burn off the carbon deposits, thus reestab-
ning could be lowloaded when hotel purposes are lishing adequate performance condition. After such
the only electricity consumers. "cleanburning period" low-load operation on HFO
can be continued.
At part load/low load it is important to maintain
constant media temperatures, i.e. for cooling water, However the operator must be aware of the fact that
lubricating oil and fuel oil, in order to ensure ad- fouwling in the air inlet channels, if any, will not be
equate combustion chamber temperature and thus cleaned with high load running. Extensive low-load
complete combustion. running can therefore result in necessity off manual
cleaning of the inlet channels.
At loads lower than 20% MCR there is risk of timede-
pendant retardation of the engine performance con- If special application conditions demand continuous
dition due to fouling of gas- and air channels, com- HFO-operation at loads lower than 20% MCR. and
bustion chambers and the turbocharger. occasionally performed "clean-burning" periods are
inconvenient or impossible, special equipment and
arrangements must be established.
Load %
20
Admissible low-load operation Necessary operating period
(load percent/period) on HFO. with min. 70% load after low-
load operation on HFO.
15
Running-up period to 70%
load: approx. 15 min.
a b 70% load
10 HFO or MDO
08028-0D/H5250/94.08.12
5
a b
Operating period (h) Operating period (h)

Example: a) with 10% load 19 hours maximum operation on HFO admissible, then change-over to MDO
or b) operate engine for approx. 1.2 hours with 70% rating minimum, in order to burn off residues.
Afterwards low load operation on HFO can be continued.
Fig 1 Low-load operation.
00.11 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1) Engine Performance and Condition 602
L28/32H
Description
Engine performance and condition ----------------------------------------------------------602. 01 (09H)

Evaluation of readings regarding combustion condition ------------------------------- 602. 02 (07H)
Condensate amount ---------------------------------------------------------------------------- 602. 05 (08H)
Working Card
Engine performance data ----------------------------------------------------------------------602- 01 .00 (03H)
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description Engine Performance and Condition 602.01
General
An increase of charge air temperature involves a
Performance Data and Engine Condition corresponding increase of the exhaust gas temperature
level in a ratio of about 1:1.5 i.e. 1C higher charge air
During the operation, small alterations of the engine temperature causes about 1.5C higher exhaust gas
condition continuously take place as a result of the temperature.
combustion, including fouling of the airways and
gasways, formation of deposits, wear, corrosion, etc. Reduction of the charge air pressure results in a
If continuously recorded, these alterations of the corresponding reduction of the compression pressure
condition can give valuable information about the and max. combustion pressure. When checking the
operational and maintenance condition of the engine. max. pressure adjustment of the engine, it is therefore
Continual observations can contribute to forming a to be ensured that the existing charge air pressure is
precise and valuable basis for evaluation lay down the correct.
optimal operation and maintenance programmes for
the individual plant. The injected amount of fuel is equivalent to supplied
energy and is thus an expression of the load and mean
We recommend taking weekly records of the most pressure of the engine. The fuel pump index can
important performance data of the engine plant. At the therefore be assumed to be proportional to the mean
recording (Working Card 602-01.00 can be used), the pressure. Consequently, it can be assumed that the
observations are to be continually compared in order connected values of the pump index are proportional
to ascertain alterations at an early stage and before to the load.
these exert any appreciable influence on the operation
of the plant. The specific fuel consumption, SFOC (measured by
weight) will, on the whole, remain unaltered whether
As a reference condition for the performance data, the the engine is operating on HFO or on marine diesel oil,
testbed measurements of the engine or possibly the when considering the difference in calorimetric
measurements taken during the trial trip at the delivery combustion value. However, when operation on HFO,
of the ship can be used. If considerable deviations the combination of density and calorific value may
from the normal condition are observed, it will, in the result in an alteration of up to 6% in the volumetric
great majority of cases, be possible to diagnose the consumption at a given load. This will result in a
cause of such deviations by means of a total evaluation corresponding alteration in the fuel pump index, and
and a set of measurements, after which possible regard should be paid to this when adjusting the
adjustment/overhauls can be decided and planned. overload preventative device of the engine.
Abrasive particles in the fuel oil result in wear of fuel

Evaluation of Performance Data pumps and fuel valve nozzles. Effective treatment of
the fuel oil in the purifier can limit the content of
For example, fouling of the air side of the air cooler will abrasive particles to a minimum. Worn fuel pumps will
manifest itself in an increasing pressure drop, lower result in an increase of the index on account of an
charge air pressure and an increased exhaust increased loss in the pumps due to leakage.
temperature level (with consequential influence on
the overhaul intervals for the exhaust valves). When evaluating operational results, a distinction is
08028-0D/H5250/94.08.12
to be made between alterations which affect the whole

Fouling of the turbine side of the turbocharger will, in engine (all cylinder units) and alterations which occur
its first phase, manifest itself in increasing turbocharger in only one or a few cylinders. Deviations occuring for
revolutions on account of increased gas velocity a few cylinders are, as a rule, caused by malfunctioning
through the narrowed nozzle ring area. In the long run, of individual components, for example, a fuel valve
the charging air quantity will decrease on account of with a too low opening pressure, blocked nozzle
the greater flow resistance through the nozzle ring, holes, wear, or other defects, an inlet or exhaust valve
resulting in higher wall temperatures in the combustion with wrongly adjusted clearance, burned valve seat
chambers. etc.
The operational observations supplemented by the daily
92.02 - ES0U
602.01 Engine Performance and Condition Description
General
routine monitoring contribute to ensuring that faulty fuel nozzle temperature decreases, it may be
adjustments and other deviations in the performance advantageous at continuous operation to reduce the
of individual components are observed in time to fuel nozzle cooling to avoid corrosion.
avoid operational disturbances and so that normal
routine overhauls can be carried out as scheduled. Abrasive particles in the fuel oil involve a heavier wear
of the fuel valve needle, seat, and fuel nozzle holes.
If abnormal or incomprehensible deviations in the Therefore, abrasive particles are, to the greatest
operation are recorded, expert assistance for the possible extent, to be removed at the purification.
evaluation of these should be obtained.
Exhaust Valves
Turbochargers
The overhaul intervals of exhaust valves is one of the
Service experience has shown that the turbine side is key parameters when reliability of the entire engine is
exposed to increased fouling when operating on HFO. to be judged. Operation on HFO has a negative effect
on these intervals. The performance of the exhaust
The rate of fouling and thereby the influence on the valves is therefore extremely informative.
operation of the engine is greatest for small
turbochargers where the flow openings between the Especially under favourable conditions, fuel qualities
guide vanes of the nozzle ring are relatively small. with a high vanadium and sodium content will promote
Deposits especially occur on the guide vanes of the burning of the valve seats. Combinations of vanadium
nozzle ring and on the rotor blades. In the long run, and sodium oxides with a corrosive effect will be
fouling will reduce the efficiency of the turbocharger formed during the combustion. This adhesive ash
and thereby also the quantity of air supplied for the may, especially in the case of increased valve
combustion of the engine. A reduced quantity of air temperatures, form deposits on the seats. An
will result in higher wall temperatures in the combustion increasing sodium content will reduce the melting
spaces of the engine. point and thereby the adhesive temperature for the
ash, which will involve a greater risk for deposits. This
Detailed information and instructions regarding water condition will be especially unfavourable when the
washing of the turbocharger are given in the section weight ratio Na increases beyond 1:3.
612. Va
The exhaust valve temperature depends on the actual

Fuel Valves maintenance condition and the load of the engine.
With correct maintenance, the valve temperature is
Assuming that the fuel oil is effectively purified and kept at a satisfactory low level at all loads. The air
that the engine is well maintained, the operational supply to the engine (turbocharger/air cooler) and the
conditions for the fuel valves and the overhaul intervals maximum pressure adjustment are key parameters in
will not normally be essentially altered when operating this connection.
on HFO.
It is important for the functioning of the valves that the
08028-0D/H5250/94.08.12
If, for any reason, the surface temperature of the fuel valve seats are overhauled correctly in accordance
valve nozzle is lower than the condensation with our instructions.
temperature of sulphuric acid, sulphuric acid
condensate can form and corrosion take place (cold The use of rotocaps ensures a uniform distribution of
corrosion). The formation of sulphuric acid further temperature on the valves.
depends on the sulphur content in the fuel oil.
Normally, the fuel nozzle temperature will be Air Inlet Valves

higher than the approx. 180C, at which cold
corrosion starts to occur. At low load where the The operational conditions of the air inlet valves are not
substantially altered when using residual fuel.
92.02 - ES0U
Description Engine Performance and Condition 602.01
General
might involve corrosive attack and influence the
Fuel Pumps overhaul intervals for the exhaust valves.
Assuming effective purification of the fuel oil, the The fresh air supply (ventilation) to the engine room is
operation of the fuel pumps will not be very much to correspond to approximately 1.5 times the air
affected. consumption of the engines and possible boilers in
operation. Sub-pressure in the engine room will involve
The occurrence of increasing abrasive wear of plunger an increased exhaust temperature level.
and barrel can be a consequence of insufficient
purification of the fuel oil, especially if using a fuel The exhaust back-pressure measured after the
which contains residues from catalytic cracking. turbochargers at full load should not exceed 250-300
Water in the fuel oil involves an increased risk of mm water gauge. An increase of the exhaust back-
cavitation in connection with pressure impulses pressure will also involve an increased exhaust valve
occurring at the cutting-off of the fuel pump. A fuel temperature level.
with a high asphalt content has deteriorating lubricating
properties and can, in extreme cases, result in sticking
of the fuel pump plungers.
Engine Room Ventilation, Exhaust System
Good ventilation of the engine room and a

suitable location of the fresh air intake on the
deck are important. Seawater in the intake air
08028-0D/H5250/94.08.12
92.02 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description Evaluation of Readings Regarding 602.02
Page 1 (1) Combustion Condition Edition 07H
L+V28/32H
PRESSURE DROP
INCREASING
(limit 50%)
Air filters
Fouled.
PRESSURE DROP
INCREASING
(limit 50%)
Air side of
cooler fouled.
ALL CYLINDERS
Exhaust temp. increasing:
Air system fouled TEMP. DIFFERENCE
(Air filter-blower-cooler). TOO LARGE
Exhaust system fouled Water flow too small
(nozzle ring, turbine wheel).
TEMP. DIFFERENCE
TOO LARGE
Air cooler fouled.
ONE CYLINDER DECREASING CHARGE AIR

Exhaust temp. in- PRESSURE:
creasing: Fuel valve Decreasing air amount.
needs overhaul. Fouled turbocharger,
Compression too low air filter or charge
owing to leakage of air cooler (air side).
exhaust valve or piston
08028-0D/H5250/94.08.12
ring blow-by.
Pcomp and Pmax ARE MEASURED by means
of max. pressure gauge.
Pcomp too low: Leaky combustion chamber,
charging air pressure too low.
See also:
Pmax too low:
P comp too low, ignition too late. Engine Performance
and Condition 602.01
00.44 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Condensate Amount 602.05
General
Ambient air temperature (1 bar)
(Above atmospheric)
10 20 30 40 50 60 70
0.10
of air in kg water / kg air
r
ba
1.0
r
0.08
ba
0
2.
air pressure
0.06
r
ba
Max. water content
Charge
0
of atmosphere
3.
Water content
I %
%
0%
%
%
60
70
80
90
10
0.04
A B
in air tank
Pressure
0.02
II
30 bar
III
Relative 0
air humidity 30 40 50 60 70
Charge air temperature after cooler.

Air temperature in tank.
Fig. 1. Nomogram for calculation of condensate amount.
General Condensation of water in the engine's charge air

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

pressure and temperature of the air. 6L28/32H, 720 rpm (P) 1260 kW
Ambient air condition:
air temperature 35 C
Amount of Condensation Water in The Charge Air relative air humidity 90 %
Receiver Charge air temperature 50 C
Charge air pressure 2.6 bar
Both higher pressure and lower temperature reduce
the ability to absorb water. A turbocharged diesel As a guidance, an air consumption of 8.2 kg/kWh (Le)
engine takes air from outside, compresses and cools at full load can be used for MAN B&W Diesel A/S,
the air. Then, normally, the air cannot absorb the Holeby engines.
same amount of water as before.
91.37 - ES1S
602.05 Condensate Amount Description
General
Solution according to diagram:
The volume of condensate in the air tank is determin-
Water content of air (l) 0.033 kg/kg ed by means of the curve at the bottom to the right of
Max. water cont. of air (ll) 0.021 kg/kg the diagram, representing an operating pressure of 30
bar.
Amount of condensate in charge air recceiver.
Example:
= (l - ll) x le x P
= (0.033 - 0.021) x 8.2 x 1260 = 123 kg/h Amount of condensate in air tank.
Volumetric capacity of tank(V) 4000 dm

Draining of Condensation Water. Temperature in tank (T) 40 C=313K
Internal press. of tank (p) 30 bar
This phenomenon will occur on all turbocharged = 31 x 105 N/m(abs.)
engines. For MAN B&W Holeby 4-stroke engine, Gas constant for air (R) 287 Nm/kg.K
there is no risk with a small amount of water in the Ambient air temperature 35 C
charge air receiver. But if the charge air receiver is Relative air humidity 90 %
filled with water, there is a risk of getting water into the Weight of air in tank
cylinder. This water have to be drained away. As
standard a valve is mounted on the charge air receiv-
er/cooler on the engine. This valve is to be used for m= = = 138 kg
pxV 31 x 105 x 4
draining of the water. If there is a great amount, the
valve can be left half-open. If the amount is small, the RxT 287 x 313
charge air receiver can be drained periodically. Solution acc. to above diagram:
Water content of air (l) 0.033 kg/kg

Amount of Condensate Water in Air Tanks. Max. water cont. of air (lll) 0.0015 kg/kg
Amount of condensate in air tank
= (I - III) x m.
= (0.033 - 0.0015) x 138 = 4.35 kg.
08028-0D/H5250/94.08.12
91.37 - ES1S
Working Card 602-01.00
Page 1 (4) Engine Performance Data Edition 03H
L+V28/32H
Safety precautions: Special tools:
Stopped engine Plate no. Item no. Note.

Shut-off starting air
Shut-off cooling water 62005-01 10 Max. pressure
Shut-off fuel oil indicator
Shut-off cooling oil
Stopped lub. oil circul.
Description:
Measurements of engine performance data.
Hand tools:
Starting position:
Engine is running.
Related procedure:
08028-0D/H5250/94.08.12
Man power:
Replacement and wearing parts:
Working time : hour
Capacity : 1 man Plate no. Item no. Qty. /
Data:
Data for pressure and tolerance (Page 600.35)

Data for torque moment (Page 600.40)
Declaration of weight (Page 600.45)
96.37 - ES0U
602-01.00 Engine Performance Data Working Card
L+V28/32H
Engine Performance Data
M/V Engine Type Engine No. Date/Year Hour Total Engine
1 2 3 4 5 6 running Hours
Engine RPM Fuel Type Turbocharger Turbocharger

7 8 Visc. Density 9 Type Serial No. 10 RPM
Switchboard
Effect (kW) Voltage (V) Current (A) cos j /kVAr
11 12 13 14
Cylinder Data
Ave-
15 Cylinder No. 1 2 3 4 5 6 7 8 9 16 rage
17 Fuel Pump Index A

B
18 Maximum Pressure (bar) A

B
19 Compress. Pressure (bar) A

B
20 Exhaust Temp. ( C) A
B
21 Cooling Water (C) A

B
Turbocharger
Temp. inlet blower ( C) Pressure before blower (mmWC) Temp. after blower ( C)
22 23 24

Press. air cooler (mmWC) Temp. charge air ( C) Press. charge air (bar)
25 26 27
Temp. exhaust gas before TC ( C) Temp. exhaust gas after TC ( C) Press. exhaust gas after TC (mmWC)
28 29 30

Temp. after engine ( C) Press. before filter (bar) Press. after filter (bar)
31 32 33
Temp. inlet engine ( C) Press. before TC (bar)
34 35 36
Cooling Water System

08028-0D/H5250/94.08.12
LT temp. inlet air cooler ( C) LT temp. outlet air cooler ( C) LT press. inlet air cooler (bar)
37 38 39
LT temp. inlet lub. oil cooler ( C) LT temp. outlet lub. oil cooler ( C) LT temp. inlet alternator ( C)
40 41 42
LT temp. outlet alternator ( C) HT FW temp. inlet engine ( C) HT FW press. inlet engine (bar)
43 44 45
Fuel Oil System

Fuel oil temp. inlet engine ( C) Fuel oil press. before engine (bar)
46 47
Nozz. cool. oil press. inlet engine (bar) Nozz. cool. oil temp. outlet engine ( Sign.
48
C) 49 50
96.37 - ES0U
Working Card
Engine Performance Data 602-01.00
L+V28/32H
The Instruction for Filling in the Diagram 14. Cos j/kVAr - can be read on the switchboard.
"Engine Performance Data".
The numbers in the instruction are commensurate Cylinder Data.

with the numbers on the diagram.
15. Cylinder no. - can be read on engine plate.
The automatic symbols mentioned in the instruction A/B is used for V-engines.
TI 01, TI 03, PI 01 etc, refer to the diagrams printed
in the instruction books for specified plants and page 16. Average for all engine cylinders for point: 17-
600.20. 18-19-20-21.
17. Fuel pump index - can be read on each of the

Engine Performance Data. high pressure fuel oil injection pumps.
1. Name of ship, if stationary name of plant. 18. Max pressure (bar) can be read for each
cylinder by means of indicator or Pmax gauge.
2. Engine type.
19. Compression pressure (bar) - can be read for
3. Engine no. each cylinder by means of the indicator measure-
ment, which is carried out during idling by nominal
4. Date/year of observations. RPM.
5. Hour, time of observations. 20. Exhaust temperature (C)

- Thermometer TI 60.
6. Total engine running hours - engineer's log-
book. 21. Water outlet cylinder (C) (jacket cooling)
7. Engine revolutions per minute (RPM) - can be
read on tachometer SI 90.
Turbocharger.
8. Fuel oil type: The viscosity must be stated (in
cSt) and the temperature by which the viscosity has 22. Thermometer inlet blower (C) can be read
been measured f.inst. 180 cSt/50C. Density must by means of a thermometer placed in the engine
be stated: g/cm. room near the air filter of the TC.
9. Turbocharger: Type and serial number are 23. Pressure before blower (mmWC) - can be
stated on the rating plate of turbocharger and page read by means of a mmWC instrument placed in the
600.00. engine room near the TC.
10. Turbocharger revolutions per minute (RPM) - 24. Temperature after blower (C) - can be read
08028-0D/H5250/94.08.12
can be read on the tachometer SI 89. by means of a thermometer TI 30.
25. D Pressure air cooler (mm/WC).

Switchboard.
26. Charge air temperature (C). Temperature of
11. Effect alternator (kW) - can be read on the the charge air in the charge air receiver.
main switchboard. - Thermometer TI 31.
12. Voltage (V) - can be read on the switchboard. 27. Pressure charge air (bar). Pressure of the
charge air in the charge air receiver.
13. Current (A) - can be read on the switchboard. - Pressure gauge PI 31.
96.37 - ES0U
602-01.00 Engine Performance Data Working Card
L+V28/32H
28. Tempereture of the exhaust gas before TC 40. Temperature of the low temperature (LT) cool-
(C) - Thermometer TI 62. ing water (sea, raw or fresh) at inlet lub. oil cooler (C)
29. Temperature of the exhaust gas after TC (C)
- Thermometer TI 61. 41. Temperature of the low temperature (LT) cool-
ing water (sea, raw or fresh) at outlet lub. oil cooler
30. Pressure of the exhaust gas after the TC (bar) C)
- Pressure gauge PI 61. - Thermometer TI 03.
42. Temperature of the low temperature (LT) cool-

Lubricating Oil System. ing water (sea, raw or fresh) at inlet alternator (C)
31. Temperature of the lub. oil inlet cooler (C)
- Thermometer TI 20. 43. Temperature of the low temperature (LT) cool-
ing water (sea, raw or fresh) at outlet alternator (C)
32. Pressure of the lub. oil before the filter (bar) - Thermometer TI 05.
- Pressure gauge PI 21.
44. Temperature of the high temperature (HT)
33. Pressure of the lub. oil after the filter (bar) fresh water (FW) at inlet engine (C)
The filter element should be replaced with a pressure 45. Pressure of the high temperature (HT) fresh
drop across the filter of 1.5 bar (see section 615). water (FW) of outlet engine (C)
34. Temperature of the lub. oil inlet engine (C)
Fuel Oil System.
35. Pressure of the lub. oil before the turbocharger
(bar). 46. Temperature of the fuel oil at inlet engine (C)
47. Pressure of the fuel oil before engine (bar)

Cooling Water System. - Pressure gauge PI 40.
37. Temperature of low temperature (LT) cooling 48. Nozzle cooling oil pressure at inlet engine
water (sea, raw or fresh) at inlet charge air cooler (bar)
(C) - Pressure gauge PI 50.
49. Nozzle cooling oil pressure at outlet engine
38. Temperature of low temperature (LT) cooling (bar)
08028-0D/H5250/94.08.12
water (sea, raw or fresh) at outlet charge air cooler - Pressure gauge PI 51.
(C)
- Thermometer TI 02. 50. Signature.
39. Pressure of the low temperature (LT) cooling

water (sea, raw or fresh) at inlet charge air cooler
(bar)
- Pressure gauge PI 01.
96.37 - ES0U
Index
Page 1(1) Trouble Tracing 603
L28/32H
Description
Starting failures -----------------------------------------------------------------------------------603. 01 (08H)

Faults in fuel oil system ------------------------------------------------------------------------ 603. 02 (09H)
Disturbances during running ------------------------------------------------------------------603. 03 (08H)
Ignition in crankcase ----------------------------------------------------------------------------603. 04 (09H)
Trouble shooting guide for turbine starter ------------------------------------------------- 603. 06 (09H)

Trouble shooting for cooling water system ------------------------------------------------603. 09 (08H)
Trouble shooting for lubricating oil cooler ------------------------------------------------- 603. 10 (01H)
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Starting Failures 603.01
Page 1 (1)
Edition 08H
General
Trouble Possible cause Trouble shooting
Engine turns as soon as shut-off Faults in electrical system Check electrical parts
valve is opened, without start but-
ton being activated
Engine does not turn when start Air pressure in starting air receiver Start compressors, re-charge air
button is activated too low receiver
Main valve(s) closed Open valve at receiver and stop

valve interposed in line between
receiver and engine
Pinion does not engage the fly Check the air starter for broken
wheel clutch jaws or other broken parts
Air motor runs, pinion engages but Check the air motor for broken
does not rotate shafting, bearing or clutch jaws
Faults in electrical system Check electrical parts
Engine turns too slowly or Worn air motor parts Remove and disassemble the air
irregularly when start but-ton is motor. Examine all parts and re-
depressed place any that are worn or damag-
ed. Use the guidelines for determi-
ning unserviceable parts
Start valve is sticking in close Check start valve

position
08028-0D/H5250/94.08.12
90.46 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description
Faults in Fuel Oil System 603.02
L+V28/32H
Engine turns on starting air, but Sluggish movement of Lubricate and mobilize rod con-
ignition fails. Fuel pumps are not manoeuvring gear nections in manoeuvring gear
actuated
Governor setting incorrect Adjust governor, see special in-
struction manual
Overspeed or another shutdown Cancel shutdown function

function is activated
Piston in Lambda controller is Check that piston is not sticking.

actuated Check that pressure in cylinder
is relieved. Check that the
overspeed trip is not actuated.
Piston in Lambda controller is Check pressures and tempera-

actuated owing to uncancelled tures. Check for faults in shut-
shut-down function (1) down devices
Failures in governor Check that governor is working

properly. For further fault
location, see special instr.
manual
Incorrect adjustment of Check rod connec. Check that

manoeuvring gear fuel pump index is corresponding
to "Adjustments after trials" in
testbed chart
Engine turns on starting air, but Incorrect adjustment of limiter Adjust setting of limiter cylinder
no fuel is injected owing to cylinder
failures in fuel system
Fuel oil service tank empty Pump oil into the tank
Air in fuel pumps and fuel injection Vent the fuel pumps unitl fuel
valves (2) with-out air bubbles appears. If
ignition fails in just one cyl., vent
the re-spective fuel injection
valve. If igni-tion still fails, install a
spare valve before attempting to
start the engi-ne again.
08028-0D/H5250/94.08.12
Worn-out fuel pump Change fuel pumps
Defective fuel injection valves or Change defective fuel valves

valve nozzles (4)
Too low pressure before fuel Increase the fuel oil feed pump
injection pumps (3) pressure
Engine turns on starting air, fuel Water in the fuel Drain off water and repeat
is injected, but ignition fails venting of fuel pumps
Fuel valves or nozzles defective Change defective fuel valves,

(4) see Working Card 614-01.10.
Cont.
02.47 - ES0
603.02 Faults in Fuel Oil System Description
L+V28/32H
Compression during start too low Check intake and exhaust valve
(5) for tight closing. Check cyl. wear
and piston rings
Incorrect timing of camshaft (6) Check fuel pump timing advance,

and fuel valve opening pressure
as well as camshat adjustment
First ignitions are too violent Oil has collected on piston crown Slow turning with open indicator
(safety valves are opening). (7) valves, to locate defective fuel
Engine runs erratically val-ve, remove oil
Sluggish movement of manoeuvring Lubricate and mobilize rod

gear connections and bearings in
manoeuvring gear
Fuel pump index to high Check rod connection in

manoeuvring gear. Check that
governor is working properly.
Limiter cylinder to be set lower
Remarks
1) If the shut-down function is due to overspeed, 4) If the fuel is forced into the cylinder through a
the shut-down activation is cancelled by resetting defective fuel valve or through worn-out atomizer
the overspeed device and thus venting the holes, no or too sluggish atomization may
Lambda controller/air cylinder. prevent ignition, possibly followed by too violent
ignition.
2) Whether air is present in the fuel oil system is

seen be repeating the venting of fuel pumps. 5) To obtain ignition temperature in the cylinders,
The cause may be that a fuel valve is kept in the compression pressure during starting should
open position (spindle sticking or spring broken). be normal, see the testbed chart. This can be
Heating of fuel to a too high temperature may checked by measuring the compression
have a similar effect owing to formation of gas pressure during starting. Cylinders having too
in the fuel. If a sticking valve is found, it should low compression should be inspected.
08028-0D/H5250/94.08.12
be changed and overhauled. It should be cheked

that no oil has collected on the piston crown. Air
in the fuel oil system may also be the result of 6) Major alterations of the combustion charac-
the fuel oil feed pump sucking-in air through a teristics of the fuel may demand adjustment of
defective stuffing box or a leaky seal. the timing of the fuel pumps. One or more cam-
shaft sections may be incorrectly fitted (after
dismantling). Too high opening pressure of the
3) If the fuel oil pressure drops, the filter may be fuel valves will also delay the injection.
clogged up, or the by-pass at the feed pump
may have opened.
02.47 - ES0
Description
Faults in Fuel Oil System 603.02
L+V28/32H
7) Oil on the piston crown will in most cases have
leaked down from a defective fuel valve. As
these oil accumulations are dangerous, the lea-
kage should be found and remedied before the
engine is started again.
08028-0D/H5250/94.08.12
02.47 - ES0
Your Notes :
08031-0D/H5250/94.09.07
MAN B&W Diesel
Description
Disturbances during Running 603.03
L+V28/32H
Exhaust temperature(s) (All cyls.) Increased charging air See Working Card 612-01.00.
increase(s) temperature due to ineffective air
coolers
(All cyls.) Fouling or air and gas Reduce load and water-wash tur-
passages bine. Clean air filters and coolers
(All cyls.) Insufficient cleaning of See Description 604.25.

fuel oil or changed combustion
characteristics
(All cyls.) Wrong position of cam- Check Pmax. Check camshaft ad-
shaft (Maladjustment) justment
(Single cyls.) Fuel valve or valve See Working Card 614-01.10.

nozzle defective
(Single cyls.) Leaky exhaust Check the valve clearance.

valves (1) Repla-ce cyl. head with defective
valve
(Single cyls.) Blow-by-leaky See Working Card 606-01.00.

com-bustion chamber (2)
(Single cyls.) Damaged fuel Check timing advance of fuel

pump cam pump
Exhaust temperature(s) (All cyls.) Decreased charging air Check that thermostatic valve
decrease(s) temperature (by-pass valve) in cold water
system is working properly and
correctly set
(Single cyls.) Air in fuel pump(s) Venting of fuel pump(s) until fuel
and fuel injection valve(s) without air bubbles appears.
Check feed pump pressure
(Single cyls.) Spindle in fuel valve Change and overhaul defective

sticking (3) fuel valve
(Single cyls.) Fuel pump plunger Change fuel pump plunger/barrel

sticking or leaking assembly
08028-0D/H5250/94.08.12
Engine RPM decreases Pressure before fuel pumps too Raise fuel oil feed pump pressure
low to normal. Check filter
Fuel valve or fuel pump defective Change defective valve or pump
Water in the fuel Drain off water and vent the fuel
pumps
Governor defective (4) Replace defective governor
Increased internal friction in See "Ignition in Crankcase"

engine
(5)
Cont.
05.08 - ES0
MAN B&W Diesel
603.03 Description
Edition 08H
Disturbances during Running Page 2 (3)
L+V28/32H
Engine stops Shut-down Check pressure and

temperatures. If OK, check for
faults in shut-down devices. See
also Starting Failures
Smoky exhaust Turbine RPM lagging behind en- Reasonably smoke is normal
gine RPM when RPM increases; no
measures cal-led for. If smoky
exhaust during normal running,
clean turbine(s) and check
valves
Air supply too low Fouling of air and gas passages,

see section 612.
Fuel valves or nozzles defective See Working Card 614-01.10.
"Trumpets" at nozzle holes. Overhaul fuel valves. Re-

Failure of cooling (especially establish nozzle-cooling
during hea-vy-oil operation) (6)
Exhaust valve knocking Adjsuting screw for valve setting Inspect and replace defective
loose. Push rod thrust disc da- parts as necessary
maged
Rising cooling water tempera- Pump stopped. Increased friction Stop the engine. Check the
ture (7) cooling water. Find cause of
increased friction and remedy
fault
Lubricating oil pressure fails Lubricating oil pump defective. Stop the engine. For further
(8) Filters/cooler fouled details, see "Ignition in
crankcase"
Alternator Short circuit Flywheel must be dismounted

and guide pin replaced
08028-0D/H5250/94.08.12
Remarks
1) This manifests itself by rise of the exhaust 2) Blow-by means a serious danger of piston
temperature and falling of the compression and seizure, and the engine must if possible be
maximum combustion pressure of the stopped and the piston in question pulled. If this
respective cylinder. is not possible, the fuel pump index must, as
described above, be moved to stop. Leaky
To limit the damage to the valves, these should piston rings will normally result in a heavy
be changed immediately, if possible, or the fuel excess pressure in the crankcase.
pump of the cylinder concerned should be put
out of operation by moving the index to stop and
locking it in this position.
05.08 - ES0
MAN B&W Diesel
Description
Disturbances during Running 603.03
L+V28/32H
3) If this happens the fuel pump barrel and plunger 6) If the cooling of the atomizers fails (if arranged
must be changed, and if, to obtain full load of the for oil cooling) while running, carbon deposits
respective cylinder, it is necessary to increase will build up round the nozzle holes, sometimes
the fuel pump index by more than 10 index in the shape of small cones or trumpets which
degrees, the fuel pump is in most cases worn causes the engine to smoke, or ot will cause
out. Usually this is confirmed by inspection of sticking of the valve spindle. For this reason the
the fuel pump plunger on which the helical cut- nozzle cooling should be well maintained.
off edge will show a pitted and corroded area
where material is plucked out. In that case the
pump can be provided with a new barrel and 7) If the cooling water temperature for the entire
plunger. engine has risen to 90-100 C, it should be
checked - by opening the test cocks, if fitted on
the discharge from cylinders - whether steam
4) The governor will not reduce the fuel pump has developed. If this is the case, there is no
delivery to zero in case of, for instance, failure water on the cooling surfaces, which may
of the governor oil pump, but the engine speed therefore be heated unduly. To avoid heat
will start fluctuating. stresses arising in cylinder liners and cylinder
heads, if the water returns too early, the engine
When the governor is defective the engine is should be stopped and left to cool, while the
protected against racing by the overspeed trip, discharge valve is closed. After 15 minutes it is
i.e. the engine is stopped automatically in case opened a little to allow the water to rise slowly
of excessive speed. It is essential, therefore, in the cooling jackets. Check filling at test
that the overspeed trip is kept in perfect order. cocks. Make crankcase inspection to ascertain
Regarding governor failure, see special instruc- that internal water leakage has not arisen.
tion book. Remember slow turning withopen indicator
valves at subsequent starting-up.
5) Usually a bearing failure will not slow down the

engine appreciably, but the seizure of a piston 8) If the lubricating oil pressure drops below the
in the cylinder liner might do so. If a PG- minimum mentioned in Data; Find the cause of
governor is employed, the index will increase the pressure drop and remedy the defect before
and exhaust temperatures rise. If such cases re-starting the engine. Feel over 5-15-30 minutes
occur, repair is necessary before starting the after starting, and again when full load is obtained.
engine again. Feel over and look out for oil mist. See section 602.
08028-0D/H5250/94.08.12
05.08 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Ignition in Crankcase 603.04
Page 1 (1)
Edition 09H
L+V28/32H
Cause 1. Stop the engine
During running, the atmosphere in the crankcase 2. Leave the engine room. Shut doors and keep
contains the same gases (N2-O2-CO2) in the same away from them. Make ready fire-fighting equip-
proportions as in the ambient air, but an intense ment.
spray of coarse oil drops is flung around everywhere.
If undue friction and thus heating arises between Warning: Do not open crankcase until 10 minutes
sliding surfaces, or heat is transmitted otherwise to after stopping of the engine. When opening up, keep
the crankcase, the heated surface will cause eva- clear of possible flames. Do not use naked light and
poration of the lubricating oil splashed on to it. When do not smoke.
the oil vapours condense they form a multitude of
minute drops suspended in the atmosphere, i.e. a 3. Take off all doors on one side of the crankcase.
milky white oil mist is formed, able to nourish and Cut off starting air. Engage turning gear, if fitted.
spread a flame if ignited. Such ignition may be
caused by the same "hot spot" which produced the 4. Locate the hot spot. Powerful lamps should be
oil mist. If a large quantity of oil mist has developed employed at once (in explosion-proof fittings). Feel
before ignition, the burning may cause considerable over all sliding surfaces (bearings, liners, pistons,
pressure rise in the crankcase, forsing the relief roller guides, etc.).
valves to open. In a few cases, when presumably the
whole crankcase has been filled with oil mist, the Look for squeezed-out bearing metal and discolo-
consequential explosion has thrown off crankcase ration by heat (blistered paint, burned oil, heated
doors and caused fire in the engine room. steel).
Every precaution should therefore be taken to (A) 5. Prevent further heating, preferably by making
avoid "hot spots" and (B) discover oil mist in time. a permanent repair. Special attention should be
given to ensure lubricating oil supply and satisfactory
condition of the frictional surfaces involved. It is
A. "Hot spots" in crankcase. equally important to replace filter elements in time.
Overheating of bearings is a result of too bad or 6. Start electrically driven lubricating oil pump
failing lubrication possibly caused by pullution of the and check oil flow from all bearings and splash pipes
lubricating oil. in crankcase while turning the engine through at
least two revolutions. See Description 601.05, Point
It is therefore important that the lubricating oil filtra- 4.1.
tion equipment is in perfect condition. Filter cartrid-
ges must not be used again, if they have been 7. Stop and feel over. Look out for oil mist.
removed from the filter. Check of the oil condition by
analysis is recommended. Especially the frictional surfaces that caused the
heating should be felt over (5-15-30 minutes after
starting, and again when full load is obtained). See
B. Oil mist in crankcase. Description 601.10, Point 2.
08028-0D/H5250/94.08.12
Presence of oil mist may by noted at the vent pipe, 8. In case it has not been possible to locate the
which is usually fitted to the top of the engine frame. hot spot, point 7 should be intensified and repeated
until the cause of the oil mist has been found and
Measures (in case of white oil mist). remedied. In very rare cases oil mist could be due to
"atomization" of lubricating oil by the action of an air
Warning: Keep away from doors and relief valves on jet (for instance blow-by, or blow-by through cracked
crankcase. Do not stay unnecessarily in doorways piston).
near doors of the engine room casing.
96.30 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description 603.06
Page 1 (2) Trouble Shooting Guide for Turbine Starter Edition 09H
L+V28/32H
Motor will not run. No air supply. Check for blockage or damage to air
supply lines or tank.
Damaged motor assembly (12). Inspect motor assembly and power

train and repair power train or
replace motor assembly if
necessary.
Foreign material in motor and/or Remove motor assembly and piping

piping. and remove the blockage.
Blocked exhaust system. Remove housing exhaust cover (1)

and check for blockage.
Defective control or relay valve. Replace control valve or relay valve.
Loss of power Low air pressure to starter. Check air supply.
Restricted air supply line. Check for blockage or damage to air

lines.
Relay valve malfunctioning. Clean or replace lines or relay valve.

Lubricate relay valve.
Exhaust flow restricted. Check for blocked or damaged

piping. Clean or replace piping.
Check for dirt or foreign material and
clean or remove. Check for ice build-
up. Melt ice and reduce moisture
build-up to starter.
Damaged motor assembly. Replace motor assembly.
Drive (36) of (57) will not engage. No pressure to drive housing port. Check air supply.
Internal drive housing ports blocked. Remove blockage.
Fluid in drive unit components.

Remove fluid.
Damaged or worn piston assembly
(54), o-rings or seals. Replace damaged or worn parts.
O-rings and seals dry. Relubricate o-rings and seals.

08028-0D/H5250/94.08.12
Motor runs, pinion engages, but Damaged or broken drive train. Disassemble drive train and replace
does not rotate flywheel. worn or damaged parts.
Excessive butt engagement. Damaged drive pinion (36) or (63) or Inspect drive pinion and flywheel
flywheel. and replace if necessary.
Damaged starter drive (36) or (57) Inspect drive components and

components. replace worn or damaged parts.
Cont. ....
94.34 - ES0U-G
603.06 Description
Edition 09H
Trouble Shooting Guide for Turbine Starter Page 2 (2)
L+V28/32H
Low air pressure. Check air supply.
Wrong drive pinion. Replace with proper drive pinion.
Oil blowing out of exhaust. Oil in air supply line. Inspect air line and remove source
of oil.
Splash deflector retaining screw (5) Install splash deflector retaining

or pipe plug missing. screw or pipe plug.
Worn or damaged rotor seals or Replace static seals on outside of

static o-rings. motor or send motor to Inger-soll-
Rand to be rebuilt.
Oil leaking from gear case (28). Worn or damaged o-rings. Replace o-rings.
Loose joints. Make sure that joints fit properly and

starter assembly cap screws are
tightened to 60 ft-lb (81 Nm) torque.
Make sure all seals and o-rings fit
and seal properly at their perimeters.
If they do not replace with new seals
and o-rings.
Excessive high-speed operation. Operate according to recommen-

dations.
High number of start cycles. Replace worn components.
Loose or leaking pipe plugs (10) or Tighten or replace pipe plugs using
(11). Ingersoll-Rand No SMB-441 pipe
sealant.
Splash deflector retaining screw Tighten splash deflector retaining

loose or pipe plug missing. screw or replace pipe plug.
Air or gas leakage. Loose joints. Make sure that joints fit properly and
starter assembly cap screws are
tightened to 60 ft-lb (81 Nm) torque.
Make sure all seals and o-rings fit
and seal properly at their perimeters.
If they do not replace with new seals
and o-rings.
Excessive high-speed operation. Operate according to recommen-

dations.
High number of start cycles. Replace worn components.
Loose or leaking pipe plugs. Tighten or replace pipe plugs.
Splash deflector retaining screw Tighten splash deflector retaining

loose or pipe plug missing. screw or replace pipe plug.
94.34 - ES0U-G
Description
Trouble Shooting for Cooling Water System 603.09
Page 1 (1)
Edition 08H
General
Description The pump bearings are lubricated automatically with

oil from the lubricating oil system of the engine.
The built-on fresh water pump in the high tempera-ture
(HT) circuit is of the centrifugal type and is mounted If the pump leaks and the shaft sealing rings are worn,
on the front cover of the engine and is driven through it is recommended to replace the shaft seal, see work
a gearing. card 616-02.00.
The pump does not work after Pump draws in air at suction side Check packings and pipes for
start tightness
The system is not filled-up Check the level in the expansion

tank
Air cannot escape on delivery side Vent the system
Leaking shaft seal Check the shaft seal
Pump capacity drops after Air leakages of shaft seal Overhaul the shaft seal
normal operation
Fouled impeller Clean the impeller
Pump does not give maximum Suction valve not fully open Open the suction valve
delivery
Defective seals Replace the seals
Worn impeller and worn wear rings Overhaul the pump
Note! Running troubles with the pump, apart from

mechanical faults, are most often due to leaks in the
suction line. It is essential, therefore, that all packings
and gaskets are in order and that they are renewed
when necessary. Even a thiny hole in the suction line
will reduce the pump capacity.
08028-0D/H5250/94.08.12
91.14 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description 603.10
Page 1 (2) Trouble Shooting for Lubricating Oil Cooler Edition 01H
General
Trouble Shooting. In case of fatigue fracture, this will normally necessitate
a replacement of all plates and gaskets - as there may
In case of damage to plates or gaskets, it will often be be a risk of fatigue fracture in all the material.
necessary to replace them. In case of corrosion, all plates must be examined
First examine very carefully the external conditions carefully!
around the plate heat exchanger in order to localize For work to be carried out see working card 615-05.00.
the cause of the damage!
Visible Leakage
Leakage. Too high pressure. Reduce the pressure to the correct

working pressure, see page 600.30
"Operating Data & Set Points".
Leakage. Insufficient tightening Tighten up the plate heat exchanger -

(Phase 1) however, not under the minimum di-
mension and never, when the plate
heat exchanger is under pressure or
over 40C.
If the plate heat exchanger is still leaky,

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

08028-0D/H5250/94.08.12
(Even after tightening of the plate heat Clean the plates very carefully.
exchanger to minimum dimension) Replace the gaskets.
Leakage.
(Through the drain holes of the gas- Defective gasket or badly corroded Separate the plate heat exchanger.
kets) plate. Replace defective plates and gaskets,
if any.
92.08 - ESOU
603.10 Trouble Shooting for Lubricating Oil Cooler Description
General
Non-Visible Leakage
Reduced heat transmission and/or Fouled plates or choked plate Separate the plate heat exchanger
increasing pressure drop. channels. and check if the plates are fouled.
Clean the plates very carefully.
Leakage. Holes in plates. A suspected leakage can be localized

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

(The fluids get mixed) Corrosion or fatigue fracture. Close down the plate heat exchanger.
(Phase 2) Separate the plate heat exchanger.
Put all plates to dry. Suspend the plates
in the plate heat exchanger again and
tighten it.
Circulate medium at full capacity on
one plate side (every second plate
channel). Keep the other plate chan-
nels unpressurised and free from liq-
uid!
Stop the circulation after a few minutes
08028-0D/H5250/94.08.12
of operation and open the plate heat

exchanger again. Take care to avoid
water spraying onto the dry plate side!
By a careful study of the plates it will be
possible to find moist areas, if any, on
the otherwise dry plate sides.
Check these areas with a dye pen-
etrant!
Replace defective plates and gaskets.
Before assembling, clean all plates
and gaskets.
and check to find more defective plates,
if any, by putting one side under pres-
sure.
Start up again.
If the unit is still leaking, check all plates 92.08 - ES0U
with a dye penetrant!
Index Specification and Treatment
Page 1(1) 604
Lubricating Oil, Fuel Oil and Cooling Water
L28/32H
Description
Lubricating oil specification --------------------------------------------------------------------604. 01 (12H)

Maintenance of lubricating oil condition ----------------------------------------------------604. 03 (09H)
Criteria for cleaning/exchange of lubricating oil 604. 04 (13H)
Lubricating points --------------------------------------------------------------------------------604. 05 (01H)
Lubricating oil in base frame ------------------------------------------------------------------604. 06 (14H)
Specific Lube Oil Consumption SLOC ----------------------------------------------------- 604. 07 (01H)
Fuel oil specification ---------------------------------------------------------------------------- 604. 20 (04H)
Fuel oil quality ------------------------------------------------------------------------------------ 604. 25 (02H)
Nomogram for determination of CCAI ------------------------------------------------------604. 26 (02H)
Analysis data --------------------------------------------------------------------------------------604. 27 (02H)
Fuel oil cleaning ----------------------------------------------------------------------------------604. 30 (01H)
Fresh water system treatment ----------------------------------------------------------------604. 40 (03H)
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Lubricating Oil Specification 604.01
General
Requirement Guiding Values
This document is valid for the following engine types: Based on typical load profile for marine GenSet (50-
L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/32H, 60% of rated power)
V28/32S
Oil type TBN TBN TBN
For the engines, a HD-lub. oil (heavy duty) corre- (initial) (equilibrium) (min. level)
sponding to at least type CD Comercial Class D after
API service system (meets MIL-L-2104 C and D) has Gas oil 8-12 6-8 6
to be used.
Marine diesel 10-15 8-10 8
The oil should be rust and oxidation inhibited. Heavy fuel (S<1.5) 10-15 8-10 8
When selecting a lubricating oil, attention must be Heavy fuel (1.5<S<2.5) 15-20 10-14 8
paid to the fuel oil sulphur content.
Heavy fuel (2.5<S<3.5) 20-25 10-14 8
Due to generating running mode for HOLEBY's en- Heavy fuel (3.5<S<4.5) 20-25 10-14 8
gines, where the lub. oil consumption depends on
running time and the fuel oil consumption and follow-
ing the sulphur input to the lub. oil depends on the Based on typical load profile for stationary GenSets
load, a lower TBN-value (Total Base Number) than (50-100% of rated power)
normal for main engines is needed.
(initial) (equilibrium) (min. level)
Viscosity
Gas oil 8-12 6-8 6
Marine
Engine SAE class Heavy fuel (S<1.5) 15-20 8-10 8

L23/30H, L+V28/32H
30* 105 mm2/sec at 40 C Heavy fuel (1.5<S<2.5) 20-25 10-14 8
L16/24, L21/31, L27/38
Heavy fuel (2.5<S<3.5) 20-30 10-14 8
40 145 mm2/sec at 40 C
Heavy fuel (3.5<S<4.5) 20-30 10-14 8
Stationary
L16/24, L21/31, L27/38 Based on typical load profile for variable speed
L23/30H, L+V28/32H, V28/32S engine, pumps (10-100% of rated power)
40 145 mm2/sec at 40 C
08028-0D/H5250/94.08.12
* At cooling water temperatures above 32 C SAE 40 (initial) (equilibrium) (min. level)

oil can be used. In this case, please contact MAN
B&W, Holeby. Gas oil 10-14 6-8 6

If load profile is different, this should be taken in
consideration. Heavy fuel (S<1.5) 15-20 8-10 8
In the long run though, the operation results are the Heavy fuel (1.5<S<2.5) 20-30 10-14 8
criteria that prove which TBN is the most economical
Heavy fuel (2.5<S<3.5) 20-30 10-14 8
one for efficient engine operation.
Heavy fuel (3.5<S<4.5) 25-30 10-14 8
01.24 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description 604.03
Page 1 (2) Maintenance of Lubricating Oil Condition Edition 09H
General
General A more economical solution is to maintain the condi-
tion by continuous treatment. Experience has proved
During operation of trunk engines the lubricating oil that centrifuging is superior to other methods of
will be contaminated slowly by small particles origi- cleaning lubricating oils.
nating from the combustion.
The optimum cleaning effect is achieved by keeping
The burning of heavy fuels will normally increase this the lubricating oil in a state of low viscosity for a long
contamination due to the increased content of car- period in the centrifuge bowl.
bon residues and other impurities.
Low viscosity is obtained by preheating the lubricat-
Contamination of lubricating oil with water, fresh or ing oil to a temperature of 85C - 95C.
salt, can also take place.
Slow passage of the lubricating oil through the
A certain amount of contaminants can be kept sus- centrifugal separator is obtained by using a reduced
pended in the lubricating oil without affecting the flow rate and by operating the separator 24 hours a
lubricating properties. day, stopping only when cleaning of the bowl is
necessary.
But the condition of the lubricating oil should be kept
under observation by analyzing oil samples. See When treating detergent type lubricating oil, the flow
also 504.04 "Criteria for Cleaning/Exchange of rate is usually recommended to be reduced to 15-
Lubricating Oil". 25% of the rated flow of the separator.
The engine bearings are protected by the full-flow In order to keep the amount of lubricating oil in the
lubricating oil filter built onto the engine, the filter engine in good condition, it is necessary to treat 0.3-
cartridges having a fineness of 15 micron and the 0.4 l/kw per hour.
safety filter a fineness of 60 micron.
A centrifuge for treating this amount of lubricating oil
The condition of the lubricating oil can be main- under the aforementioned derated flow conditions
tained/reestablished by exchanging the oil at fixed should have a rated capacity of 1.5-2.5 l/kw per hour,
intervals or based on analysis results. but in each case the separator manufacturer's rec-
ommendations for capacity and operating instruc-
tions should be followed.
Operation on Marine Diesel Oil (MDO)
For engines with cartridge-type oil filters (depth
The built-on full-flow dept filter cleans the oil thor- filters), continuous and efficient purification of the oil
oughly. For operation on MDO we recommend to in the separator is essential to ensure a long service
install a built-on centrifugal by-pass filter too. life for the cartridge filters.
For cleaning of the lubricating oil system after over-

Operation on Heavy Fuel Oil (HFO) hauls and inspection of the lubricating oil piping
system, see section 515.
08028-0D/H5250/94.08.12
For engines operating on HFO a lub. oil centrifugal

unit is required.
Deterioration of Oil
Continuous lub. oil centrifugation plus a built-on full-
flow depth filter clean the oil in a sufficient and safe Oil seldom loses its ability to lubricate, i.e. to form a
way. Any other filter system is not necessary, but not friction-decreasing oil film, but it may become cor-
wasted. rosive to the steel journals of the bearings in such a
way that the surface of these journals becomes too
rough and wipes the bearing surface.
02.16 - ES0 - G
604.03 Maintenance of Lubricating Oil Condition Description
General
In that case not only must the bearings be renewed, These may be some or all of the following:
but the journals must also be polished. The corro-
siveness of the lubricating oil is either due to far - Sludge precipitation in purifier multiplies.
advanced oxidation of the oil itself (TAN) or to the
presence of inorganic acids (SAN). In both cases the - Smell of oil becomes acrid or pungent.
presence of water will multiply the effect, especially
an influx of sea water as the chloride ions act as an - Machined surfaces in crankcase become cof-
inorganic acid. fee brown with a thin layer of lacquer.
- Paint in crankcase peels off or blisters.

Oxidation of Oils
- Excessive carbon is formed in the piston cool-
At normal service temperature the rate of oxidation ing chamber.
is insignificant, but the following factors will accele-
rate the process: In a grave case of oil deterioration, the system
should be cleaned thoroughly and refilled with new
oil.
High Temperature
If the coolers are ineffective the temperature level Water Washing

will generally rise.
Water washing of HD oils must not be carried out.
A high temperature will also arise in electrical preheat-
ers if circulation is not continued for 5 minutes after
the heating has been stopped, or if the heater is only Water in the Oil
partly filled with oil.
If the TAN is low, a minor increase in the fresh water
content of the oil is not immediately detrimental while
Catalytic Action the engine is running. Naturally, it should be brought
down again as quickly as possible (below 0.2%
Oxidation of the oil will be accelerated considerably water content, which is permissible). If the engine is
if catalytic particles are present in the oil. Wear stopped while corrosion conditions are unsatisfac-
particles of copper are especially harmful, but also tory it should be turned just over 1/2 revolution once
ferrous particles and rust are active. Furthermore, every hour (i.e. stop in different positions) while the
the lacquer and varnish-like oxidation products of oil circulation and purifying at a high preheating
the oil itself have an accelerating effect. Continuous temperature continue to remove water. Water in the
cleaning of the oil is therefore important to keep the oil may be noted by steam formation on the sight
sludge content low. glasses, by appearance, or ascertained by immers-
ing a piece of glass or a soldering iron heated to 200-
300C in an oil sample. If there is a hissing sound,
08028-0D/H5250/94.08.12
Signs of Deterioration water is present. If a large quantity of water has

entered the oil system, it may be profitable to suck up
If circulating oil of inferior quality is used and the sedimented water from the bottom of the tank. Taste
oxidative influence becomes grave, prompt action is the water for salt. If salty, an oil sample should be
necessary as the last stages in the deterioration may analysed immediately for chloride ions.
develop surprisingly quickly, i.e. within one or two
weeks. Even if this seldom happens, it is wise to be
acquainted with the signs of deterioration.
02.16 - ES0 - G
Description
Criteria for Cleaning/Exchange of Lubricating Oil 604.04
General
Replacement of Lubricating Oil 3. Water Content
It is not possible to predict the expected life time for Limit value : < 0.5
lubricating oil, as it is not possible for the engine preferred < 0.2 (higher value is
manufacturer to know which fuel and lubricating oil permissible in a shorter period)
qualities will be used and under which operation
conditions the engine will be operated. Possible test
method : Patable test unit or gas chrom-
A replacement of lubricating oil is required when the atography (or infra red distil).
oil's identification values have changed no that the If the limit value is exceeded, a
lubricating cleaning and neutralization properties no supplementary test for chlorides
longer are sufficient. (ASTM D-878) can be made.
Exchange of the lub. oil has to be based on the oil

suppliers evaluation of samples of oil in service. 4. Total Base Number (TBN-Number)
Samples should be forwarded at appropriate inter-
vals at least once every three months depending of Limit value : Ref. to fresh-oil TBN% : > 70%
running-mode and results of last analysis.
Unit : mg KOH/g
The oil sample should be taken after the filter and, if
possible, while the engine is running as this will Possible test
ensure that the test will be representative for the method : ASTM D-2896
whole change in the engine.
Due to the generating running mode for HOLE-
BY's engines, where the lub. oil consumption
Evaluation of the Lubricating Oil Condition depends on running time and the fuel oil con-
sumption and following the sulphur input to the
For evaluating the conditions of a used oil, the lub. oil depends on the load, a lower TBN-value
following guidance conditions are normally suffi- than normal for main engines is needed.
cient. Anyway, all parameters have to be evaluated
as a whole, and no single can be taken as a criterion Following guiding values can be given:
for changing oil.
Oil type TBN TBN (equi-
(initial) librium)
1. Viscosity
Gas oil 10 7
Limit value : < 1 viscosity grade
Marine diesel 15 10
Heavy fuel (S>2.5) 15 10
Units : SAE-units
Heavy fuel (S>4) 20 14
08028-0D/H5250/94.08.12
Possible test
method : ASTM D-445 (modified) The TBN is normally reduced gradually with the
time of operation. The influential elements are the
sulphur content in the fuel oil, the lubricating oil
2. Flash Point amount and the amount of re-filling due to normal
consumption. After a certain time of ope-ration,
Limit value : > 185 C the TBN will stabilize at a lower value, the TBN
equilibrium.
Possible test
method : Setaflash tests (cut of point cor
relates with 204 C i ASTM D-92
(coc)
96.44 - ES1
604.04 Criteria for Cleaning/Exchange of Lubricating Oil Description
General
Re-filling should be carried out with lubricating oil of Unit : Weight %

the initial TBN.
Possible test
method : ASTM D-893 procedure B in n-
5. Neutralization Number Heptane.
Limit value : 0.4-1.0 above typical level Additionally

test : If the level in n-Heptane insolub-
Unit : mg KOH/g les is considered high for the ty-
pe of oil and application, the test
Possible test could be followed by a supple-
method : ASTM D-974 mentary determination in Tolu-
ene.
6. The Total Contamination (insolubles Con- Also infra red test can be used.
tent) Heptane insolubles
Limit value : < 1.5 generally, depending upon

actual dispersant value and the
increase in viscosity.
08028-0D/H5250/94.08.12
96.44 - ES1
Description
Lubricating Points 604.05
General
Lubricating Oil Types used in the Engine.
Description Lub. Oil Type
Engine system lubricating oil. SAE 30 oil according to lubricating oil specification on page 604.01.
Turbocharger Engine system lubricating oil.
Governor See Governor instruction in section 609.
Air lubricator SAE 10W non-detergent oil.
Alternator See special instructions in section 618 or separate instruction.
Hydraulic tools Hydraulic oil or turbine oil. (with a viscocity of about SAE 20).
08028-0D/H5250/94.08.12
92.02 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description
Lubricating Oil in Base Frame 604.06
L28/32H
Type L28/32H 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl.
Min. level H1 (mm) 265 265 265 265 265

08028-0D/H5250/94.08.12
Max. level H2 (mm) 365 365 365 365 365
Min. litre 792 935 1078 1220 1362
Max. litre 1111 1311 1511 1710 1910
99.03 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description
Specific Lube Oil Consumption SLOC 604.07
General
In order to determine the engine condition, the lube In order to evaluate the correct engine SLOC, the
oil consumption needs to be recorded. To secure a following circumstances must be noticed and
uniform method to evaluate the SLOC, the following subtracted from the engine SLOC:
method should be used as guidance:
A1) Desludging interval and sludge amount from
During the routinely engine inspections the lube oil the lube oil separator (or automatic lube oil filters).
level in the base frame must be observed. The The expected lube oil content of the sludge amount
engine must be in operation or the pre-lubricating is 30%.
pump must be running during this inspection!
The following does also have an influence on the
The lube oil volume between maximum and minimum SLOC and must be considered in the SLOC
level at the dipstick is described in the Instruction evaluation:
Manual or in the Product Manual. If the lube oil level
is at the minimum, lube oil is added until the max level A2)
is reached at the dipstick. Lube oil evaporation
Lube oil leakages
The lube oil volume added, the lube oil temperature Lube oil losses at lube oil filter exchange
and the engine running hours are recorded and the
readings could be filled in the attached data sheet.
The engine maximum continuous rating (PMCR) must
The lube oil density, @ 15C must be known in always be used in order to be able to compare the
order to convert to the present lube oil temperature individual measurements, and the running hours
in the base frame. The following formula is used to since the last lube oil adding must be used in the
calculate : calculation. Due to inaccuracy *) at adding lube oil,
the SLOC can only be evaluated after 1,000 running
lube oil [kg/m3] = hours or more, where only the average values of a
number of lube oil addings are representative.
lube oil @15C [kg/m3] 0,64 * (tlube oil [C] 15)
If the SLOC deviates from the nominal value stated
in the Instruction Manual or in the Product Manual,
The following formula is used to calculate the SLOC: the engine cylinder condition should be inspected.
SLOC [g/kWh] =
(lube oil added A1 A2 [dm3]) * lube oil [kg/m3] Note *)

run.hrs period * PMCR [kW] A deviation of 1 mm with the dipstick measurement
must be expected, witch corresponds 5 dm3,
depending on the engine type.
08028-0D/H5250/94.08.12
03.14 - ES0
Description
Specific Lube Oil Consumption SLOC 604.07
General
Plant / Ship
Lube oil consumption
Engine type:___________________ Engine # :__________________
Lube oil brand/type:__________________________________________
Density @15C:_____________ [kg/m3]

Date Run. hrs Add. Lube oil A1 + A2 L.O.Temperature SLOC Remarks
[h] [dm] [dm] [C] [g/kWh]
08028-0D/H5250/94.08.12
03.14 - ES0
Description
Fuel Oil Specification 604.20
General
Commercially available fuel oils with a viscosity up to The data refer to the fuel as supplied, i.e. before
700 cSt at 50 C corresponding to 55 cSt at 100 C any on-board cleaning.
can be used for MAN B&W Holeby 4-stroke medium
speed diesel engines.
For guidance on purchase, reference is made to ISO Property Units Value

8216/17, BS 6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel Density at 15C kg/m3 991*
engines, third edition 1990. From these maximum
accepted grades are RMH 55 and K55. The mention- Kinematic
ed ISO and BS standards supersedes BS MA 100 in viscosity
which the limit is M9. at100C cSt 55
at 50 C cSt 700
It means that engines can be operated on the same
fuel oils as MAN B&W 2-stroke low-speed diesel Flash point C > 60
engines.
Pour point C 30
The data in the above HFO standards and specifica-
tions refer to the same fuel type as delivered to the Carbon redisue % (m/m) 22
ship, i.e. before on-board cleaning.
Ash % (m/m) 0.15
In order to ensure effective and sufficient cleaning of
the HFO, i.e. removal of water and solid contaminants, Total sediment
the fuel oil specific gravity at 15 C (60 F) should be after ageing % (m/m) 0.10
below 0.991. Higher densities can be allowed if
special treatment systems are installed. Water % (v/v) 1.0
Current analysis information is not sufficient for Sulphur % (m/m) 5.0

estimating the combustion properties of the oil.
This means that service results depend on oil pro- Vanadium mg/kg 600
perties which cannot be known beforehand. This
especially applies to the tendency of the oil to form Aluminium +
deposits in combustion chambers, gas passages Silicon mg/kg 80
and turbines. It may, therefore, be necessary to rule
out some oils that cause difficulties.
m/m = mass V/V = volume
Guiding Heavy Fuel Oil Specification *) May be increased to 1.010 provided adequate
cleaning equipment is installed, and modern
Based on our general service experience we have, type of centrifuges.
08028-0D\H5250\94.08.12
as a supplement to the above-mentioned standards,

drawn up the guiding HFO-specification shown below.
If heavy fuel oils, with analysis data exceeding the
Heavy fuel oils limited by this specification have, to above figures, are to be used, especially with regard
the extent of the commercial availability, been used to viscosity and specific gravity, the engine builder
with satisfactory results on MAN B&W GenSets. should be contacted for advice regarding possible
changes in the fuel oil system.
95.49
604.20 Fuel Oil Specification Description
General
Fuel Oil Condition, when Entering the Engine
As practically all fuel oil specifications including the For fuels above 180 cSt/50 C a pressurerized fuel
above standards refer to the same fuel type as oil system is necessary to avoid boiling and foaming
supplied, the fuel supplied to a ship has to be treated of the fuel.
on board before use. For running on the oil quality
mentioned above it is necessary that equipment The viscosity leaving the heaters should be 10-15
exists on board, which can treat, viz clean and cSt and approx. 12-18 cSt entering the engine. The
preheat, the fuel oil with optimum efficiency. maximum temperature of oil after preheater should
be 150 C to avoid to rapid fouling of preheater.
In B 11 00 0 "Cleaning Recommendations" our
recommendations are outlined. The preheating chart on page 3 illustrates the expect-
ed preheating temperature as function of the specific
For economical HFO operation the fuel oil condition fuel oil viscosity.
at engine inlet should be as recommended below.
Property Units Max. value
Water % by volume max. 0.2
Solid
particles ppm (mg/kg) max. 20
Particle size Micron max. 5
Viscosity cSt Range 12-18
08028-0D\H5250\94.08.12
95.49
Description
General
Fuel oil - preheating chart
Approx. viscosity
after preheater
Temperature sec.
cSt
after preheater C Rw.
7 43
170
160 10 52
Normal preheating limit 12 59

150
15 69
140
20 87
130
120
30 125
110
100
90
80
70
60
Approx. pumping limit
50
40
30
Log scales 10 15 25 35 45 55 cSt/100 C
30 60 100 180 380 700 cSt/50 C

200 400 800 1500 3500 7000 sec. Rw/100 F
08028-0D\H5250\94.08.12
Viscosity of fuel
This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.
Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,
dependent on the viscosity and viscosity index of the fuel.
95.49
Your Notes :
08031-0D/H5250/94.09.07
Description
General
Commercially available fuel oils with a viscosity up to The data refer to the fuel as supplied, i.e. before
700 cSt at 50 C corresponding to 55 cSt at 100 C any on-board cleaning.
can be used for MAN B&W Holeby 4-stroke medium
speed diesel engines.
For guidance on purchase, reference is made to ISO Property Units Value

8216/17, BS 6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel Density at 15C kg/m3 991*
engines, third edition 1990. From these maximum
accepted grades are RMH 55 and K55. The mention- Kinematic
ed ISO and BS standards supersedes BS MA 100 in viscosity
which the limit is M9. at100C cSt 55
at 50 C cSt 700
It means that engines can be operated on the same
fuel oils as MAN B&W 2-stroke low-speed diesel Flash point C > 60
engines.
Pour point C 30
The data in the above HFO standards and specifica-
tions refer to the same fuel type as delivered to the Carbon residue % (m/m) 22
ship, i.e. before on-board cleaning.
Ash % (m/m) 0.15
In order to ensure effective and sufficient cleaning of
the HFO, i.e. removal of water and solid contaminants, Total sediment
the fuel oil specific gravity at 15 C (60 F) should be after ageing % (m/m) 0.10
below 0.991. Higher densities can be allowed if
special treatment systems are installed. Water % (v/v) 1.0
Current analysis information is not sufficient for Sulphur % (m/m) 5.0

estimating the combustion properties of the oil.
This means that service results depend on oil pro- Vanadium mg/kg 600
perties which cannot be known beforehand. This
especially applies to the tendency of the oil to form Aluminium +
deposits in combustion chambers, gas passages Silicium mg/kg 80
and turbines. It may, therefore, be necessary to rule
out some oils that cause difficulties.
m/m = mass V/V = volume
Guiding Heavy Fuel Oil Specification *) May be increased to 1.010 provided adequate
cleaning equipment is installed, and modern
Based on our general service experience we have, type of centrifuges.
08028-0D\H5250\94.08.12
as a supplement to the above-mentioned standards,

drawn up the guiding HFO-specification shown below.
If heavy fuel oils, with analysis data exceeding the
Heavy fuel oils limited by this specification have, to above figures, are to be used, especially with regard
the extent of the commercial availability, been used to viscosity and specific gravity, the engine builder
with satisfactory results on MAN B&W GenSets. should be contacted for advice regarding possible
changes in the fuel oil system.
01.34 - ES1
604.20 Fuel Oil Specification Description
General
Fuel Oil Condition, when Entering the Engine
As practically all fuel oil specifications including the For fuels above 180 cSt/50 C a pressurerized fuel
above standards refer to the same fuel type as oil system is necessary to avoid boiling and foaming
supplied, the fuel supplied to a ship has to be treated of the fuel.
on board before use. For running on the oil quality
mentioned above it is necessary that equipment The viscosity leaving the heaters should be 10-15
exists on board, which can treat, viz clean and cSt and approx. 12-18 cSt entering the engine. The
preheat, the fuel oil with optimum efficiency. maximum temperature of oil after preheater should
be 150 C to avoid to rapid fouling of preheater.
In B 11 00 0 "Cleaning Recommendations" our
recommendations are outlined. The preheating chart on page 3 illustrates the expect-
ed preheating temperature as function of the specific
For economical HFO operation the fuel oil condition fuel oil viscosity.
at engine inlet should be as recommended below.
Property Units Max. value
Water % by volume max. 0.2
Solid
particles ppm (mg/kg) max. 20
Particle size Micron max. 5
Viscosity cSt Range 12-18
08028-0D\H5250\94.08.12
01.34 - ES1
Description
General
Fuel oil - preheating chart
Approx. viscosity
after preheater
Temperature sec.
cSt
after preheater C Rw.
7 43
170
160 10 52
Normal preheating limit 12 59

150
15 69
140
20 87
130
120
30 125
110
100
90
80
70
60
Approx. pumping limit
50
40
30
Log scales 10 15 25 35 45 55 cSt/100 C
30 60 100 180 380 700 cSt/50 C

200 400 800 1500 3500 7000 sec. Rw/100 F
08028-0D\H5250\94.08.12
Viscosity of fuel
This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.
Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,
dependent on the viscosity and viscosity index of the fuel.
01.34 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description
Fuel Oil Quality 604.25
General
General Considerations Combustion Quality
The quality of a fuel oil is stated, in analysis data, in Combustion quality is the ability of the fuel oil to ignite
terms of physical and chemical properties, which are and burn in a proper way. The ignition quality,
decisive to the suitability of the fuel oil for different combustion intensity, and length and completeness
applications. For diesel engine fuels the combustion of combustion are properties influenced by the
quality, the content of impurities and the handling chemical combustion and structure of the fuel oil.
properties are the main quality criteria.
Ignition quality relates to ignition delay, i.e. the time
Since residual fuels are traded and designated elapsed between the start of injection and the start of
according to viscosity, it has become common combustion.
practice to associate viscosity with quality. This
practice can be very misleading, especially with Ignition quality is expressed by the cetane number,
modern residual fuels, as a fuel oil of low viscosity diesel index or cetane index. In all cases the higher
can often be just as bad, or even worse, than other the value, the better the ignition quality. For diesel oil
fuel oils of very high viscosity. the ignition quality is expressed by the cetane number
determined by a specified method in a standard
The quality of refinery residues is dependent on the engine running under standard conditions.
origin of the crude oil, the grade of utilization when
refining the crude oil, and the refinery technique For residual fuels the ignition quality can be expressed
used. by the diesel index or cetane index, both to be
calculated from physical properties such as the
Some of the residues used in fuel oil production are aniline point, specific gravity and mid-distillation
of a viscosity requiring visbreaking, a process which temperature. The cetane number, diesel index or
will reduce the viscosity without improving the quality cetane index of a certain fuel oil will show reasonable
at all. correlation between the numerical values.
When producing residual fuels from visbreaked, A FIA cetane number test is also good for evaluation
cracked residues and from "straight run" residues, of the combustion quality.
the final adjustment of viscosity to fulfil the
requirements of the different grades of intermediate The combustion condition of the fuel oils is normally
fuels is achieved by adding gas oil. evaluated from Conradson Carbon residue and the
asphaltene contents.
However, it must be noted that considerable reduction
of the viscosity is achieved by adding a relatively
small amount of gas oil, which will give only a minor Content of Impurities
improvement of the quality of the blend. This means
that the quality to a major extent depends on residues The content of impurities of diesel engine fuels
present in the blend. Therefore the quality also should be kept as low as possible, and harmful and
08028-0D/H5250/94.08.12
depends on the density, see 504.26. unwanted impurities should, to the greatest possible
extent, be removed in the pre-treatment system in
As a consequence of the possible variations in the order to minimize wear and corrosion of engine
quality of residues and the influence of adding gas components. Impurities derive from the crude oil
oil, the quality of blended fuels can vary, even for fuel itself, from refinery processes and from handling and
oils of equal nominal viscosity. storage of oils. Some impurities, such as sulphur and
vanadium, are oil soluble and therefore impossible
to remove in a conventional mechanical fuel oil
treatment system, while the amount of water and
solid impurities can be reduced by centrifuging and
filtration.
02.16 - ESO - G
604.25 Fuel Oil Quality Description
General
Sand, rust, metal oxides and catalyst particles can The flash point is related to the volatility of the
be found as solid particles in fuel oil. amount and nature of lighter fractions in the fuel oil,
and might thus be used to estimate the propensity of
Fuel-related wear and corrosion in diesel engines gasification in non-pressurized parts of the fuel
take the form of mechanical wear and chemically system.
induced corrosion, the latter in the form of high and
low temperature corrosion. The pour point defines the temperature at which wax
crystallization will take place and prevent the fuel oil
The solid impurities and particles produced during from flowing and from being pumped.
combustion, collectively known as ash, cause
mechanical wear of engine components. Therefore, the pour point must be taken into account
when deciding the presence and capacity of heating
Especially catalyst particles, silicone and aluminium coils in bunker tanks.
oxides and silicates in the form of sand are very
abrasive. From vanadium and sodium corrosive ash
in the form of oxides, carbonates and sulphates, is Quality Fuel Oil Main Effects
created during combustion. Criteria Characteristics
Combustion Conradson carbon Ignition ability.

The sulphur content of a fuel oil may lead to low quality asphaltenes + Combustion condition.
temperature corrosion of combustion chamber FIA test Fouling of gasways.
components and the formation of deposits on these.
The corrosive effect is due to the formation of sulphuric Sulphur Corrosive wear. Cold
acid. corrosion.
Vanadium Formation of deposits on

Water in the fuel oil may lead to several detrimental Sodium exhaust valves and turbo-
effects to the fuel system and to the diesel engine in chargers.
general by giving rise to mechanical and corrosive High temperature corrosion.
wear, as well as fouling.
Water Disturbance of combustion
process.
Increased heat-load of com-
Handling Properties Content of bustion chamber compo-
impurities nents, fouling of gas ways,
mechanical wear and cavita-
Handling of the fuel, i.e. storage, pumping and
tion of fuel injection system.
treatment, is affected mainly by physical properties
such as viscosity, density, flash point and pour point, Ash Mechanical and corrosive
but other fuel oil properties such as stability, emul- wear of combustion
sification tendency, viscosity index and the nature chamber components.
Formation of deposits.
and amount of water and solid impurities will also
Catalyst fines Mechanical wear of fuel in-
08028-0D/H5250/94.08.12
influence the handling system. jection system, cylinder

liners and piston rings.
The nominal viscosity is decisive for the preheating
temperature necessary to achieve adequate viscosity Viscosity Temperatures, pressures,
Density and capacities of fuel oil
for pumping, settling, centrifuging and injection.
Handling Pour point systems for storage,
properties pumping and pre-treatment.
The density influences the gravitational settling of
water and solid contaminants in settling tanks. Flash point Safety requirements.
Specific gravity is also an important parameter in the
centrifuging process. The flash point is, for safety Table 1. Fuel properties affecting diesel engine and fuel systems.
reasons, limited to a minimum of 60C (140F) by
classification societies and other authorities.
02.16 - ES0 - G
Description
Nomogram for Determination of CCAI 604.26
General
08028-0D/H5250/94.08.12
Fig 1 Nomogram for determination of CCAI.
01.34 - ES1
604.26 Nomogram for Determination of CCAI Description
General
Example: Ignition quality is an important fuel parameter. The

reason why it does not appear in the international
Viscosity: 180 cSt at 50C specifications is that there are no standardized testing
Density: 990 kg/m at 15C method is non-existent. Therefore, parameters such
as the Calculated Carbon Aromaticity Index (CCAI)
The combining straight line across density (990 kg/ are resorted to as an aid which is derived from
m) and viscosity (180 cSt) of a heavy fuel oil results determinable fuel parameters. According to our
in CCAI (859). From CCAI, conclusions may be experience, only a rough assessment of the ignition
derived with regard to the ignition qualities. quality of the heavy fuel oil is possible with the help
of this method.
CCAI may be calculated with the aid of the following
formula: However, the CCAI has become so well-known in
widespread publications that, in spite of the
CCAI = D - 141 log (log (v + 0.85)) - 81 reservations mentioned above. We were compelled
to classify the respective MAN B&W Diesel A/S,
Holeby engines according to CCAI-rating, too.
08028-0D/H5250/94.08.12
01.34 - ES1
Description
Analysis Data 604.27
General
Comments on Analysis Data for Fuel Oils Asphaltenes also influences the lubricating proper-
ties of the fuel oil and, in extreme cases, high
Carbon Residue asphalteness content may lead to fuel injection
pump sticking.
The carbon residue of a fuel oil indicates its coke-
forming tendency and can be used to determine the Fuel oils with a high asphalteness content will have
tendency to form deposits in the combustion cham- a tendency to form sludge, especially if the water
ber and gasways. The higher the carbon residue content is also high. The asphaltenes content of a
value, the higher the fouling tendency. fuel oil is influenced by pre-treatment. The heaviest
semi-solid asphaltenes, and asphaltenes bound to
Some changes in the combustion process, requiring water as sludge, can be separated by centrifuging.
adjustment of the maximum pressure, may also be
attributed to a high carbon residue content. The
value is measured by standardized tests, such as Diesel Index
the Conradson or Ramsbottom tests which give
similar results. Diesel index is a calculated value to determine the
ignition quality of a fuel oil. The ignition quality is
The non-vaporized residue from the carbonizing test related to the hydrocarbon composition, paraffin
consists of carbonaceous material and inorganic being of high quality, n-heptanes of moderate quality
impurities and is expressed as percentage weight of and aromatics of low quality.
the fuel sample tested. Carbon residue and
asphaltenes content generally move in parallel, both With certain exceptions the properties of the aniline
in relation to the carbon-to-hydrogen ratio, with in- point and the specific gravity reflect the hydrocarbon
creasing values for a higher ratio. composition of a fuel oil, and are therefore used in
the following simple formula as an expression of
The carbon-to-hydrogen ratio and thus also the ignition quality:
carbon residue depends on the source of the crude
oil and the type of refinery processing used. Diesel index = (aniline point F x API gravity) x 0.01.
The effect of carbon residue is impossible to coun- The aniline point is the lowest temperature at which
teract by pre-treatment of the fuel oil, as centrifuging equal volumes of the fuel and aniline become just
only influences solid inorganic contaminants and miscible. The test relies on the fact that aromatic
hard asphalts, which are only small amounts of the hydrocarbons mix completely with aniline at com-
percentage weight called carbon residue. paratively low temperatures, whereas paraffins re-
quire considerably higher temperatures before they
are completely miscible.
Asphaltenes
A high aniline point thus indicates a highly paraffinic
Asphaltenes is defined as the part of a fuel oil sample fuel, and consequently a fuel oil of good ignition
which is insoluble in heptane. The content of quality. Similarly, a high API gravity number denotes
08028-0D/H5250/94.08.12
asphalteness is expressed as percentage weight of a low specific gravity and high paraffinicity, and
the fuel oil sample tested. again a good ignition quality.
Asphaltenes, which is aromatic, slow-burning, semi- The diesel index provides a reasonable idea of the
solid hydrocarbon compounds dispersed in the fuel ignition quality, but generally gives figures slightly
oil, has a similar effect on the combustion process to above the cetane number.
the carbon residue, the main impact being fouling of
gasways. The stability of the fuel oil is related to the Fuel oils with poor ignition quality and a low diesel
asphaltenes content. index might in particular cause problems in starting
diesel engines and running at low load.
02.16 - ES0 - G
604.27 Analysis Data Description
General
In addition to starting difficulties, a prolonged ignition Especially if the weight ratio of sodium to vanadium
delay may give rise to alternations in the maximum exceeds 1:3, ash with a very low melting point and
pressure, leading to increased mechanical or ther- stiction temperature is formed, giving rise to high
mal load. temperature corrosion of exhaust valves and de-
posit formation in turbochargers.
Furthermore, fuel oils with poor ignition quality may
cause retarded combustion and subsequent fouling It is possible to reduce the tendency for formation of
of gasways. detrimental vanadium-sodium ash by effective cen-
trifuging, which will remove sodium salts together
with water. If a very low content of sodium is ensured,
Sulphur a relatively high vanadium content might be accept-
able.
Sulphur is present in fuel oil, mainly as organic
compounds, the amount present being expressed
as percentage weight of an oil sample tested. If free Water
sulphur is present it may cause corrosion in the fuel
system. The main problem caused by sulphur is low The water content of fuel oil is measured by a
temperature corrosion. During combustion, sulphur standardized distillation test and is expressed as
oxides are produced in the form of gases. Since percentage volume of the sample tested. Water in
humidity is also present sulphur and sulphuric acid the fuel oil may lead to several detrimental effects on
may be formed on components in the combustion the fuel oil system, and corrosion and cavitation of
chamber and in the gasways, where the temperature fuel injection pumps and fuel valves, and cause
is below that of the dew point for sulphuric acid. fouling of exhaust systems and turbochargers.
The detrimental effect of sulphur in fuel oil is counter- Due to its content of sodium, salt water in combina-
acted by maintaining an adequate temperature of tion with vanadium contributes to the formation of
the combustion chamber components and by using low-melting corrosive ash, which attacks exhaust
alkaline lubricating oil to neutralize the sulphuric acid valves and turbochargers. When it disturbs the fuel
produced during combustion. atomization, water will lead to poor combustion,
resulting in higher heat load on the combustion
chamber components.
Vanadium and Sodium
It is possible to reduce the water content of a fuel oil
Vanadium and sodium are constituents of the ash primarily by centrifuging, and this should be done to
content. The amounts of these are measured by the widest possible extent in order to avoid the
analyzing the residue from the combustion test used detrimental effects of water in the fuel oil.
for determination of the ash content. The amount of
vanadium and sodium present is expressed in ppm,
parts per million, by weight in relation to the fuel oil Ash
sample being tested for ash content. Vanadium
08028-0D/H5250/94.08.12
derives from the crude oil itself and, being oil soluble, Ash content is a measure of the non-combustible
cannot be removed from the fuel oil by conventional material present in the fuel oil. The ash content is
pre-treatment. Sodium derives from the crude oil, determined by a combustion test and it is expressed
and also from contamination with salt water during as a percentage weight residue from complete com-
storage and transport of the fuel oil. Sodium is water- bustion of the oil sample tested.
soluble and, regardless of derivation, tends to com-
bine with the water present in the fuel oil. Ash-forming materials are present in the fuel oil as
natural components of crude oil and due to external
Owing to its water solubility, it is possible to remove contamination of the fuel oil.
or reduce the amount of sodium present in the fuel
oil. During combustion, corrosive ash is formed from
vanadium and sodium.
02.16 - ES0 - G
Description
Analysis Data 604.27
General
Ash-forming materials exist both as solid contami- Viscosity of Marine Gas Oil (MGO) and Marine
nants and in soluble compounds. The solid contami- Diesel Oil (MDO) are expressed in centistokes (cSt)
nants may lead to abrasive wear in the fuel injection at 40 C.
system. Ash formed during combustion may lead to
abrasive as well as corrosive wear of combustion Viscosity is an important parameter in connection
chamber components and give rise to formation of with pumping, pre-treatment and injection of fuel oil,
detrimental deposits. It is therefore essential, to the since the possibility and efficiency of these processes
greatest possible extent, to reduce the amount of to a large extent depend on adequate viscosity.
ash-forming materials by centrifuging.
Adjustment of viscosity to adequate values is possible
Solid contaminants such as sand, rust, certain metal by taking advantage of the interdependence between
oxides and catalyst fines can be removed by centri- the temperature and viscosity index of the fuel oil.
fuging, and the same goes for water-soluble salts
such as sodium. The nominal viscosity of a fuel oil is the factor
determining the preheating temperatures necessary
Some of the components included in the ash content to obtain adequate viscosity for pumping, centrifug-
have been found to be particularly harmful and are ing and injection of the fuel oil, and thus also the
therefore stated individually in the analysis data. factor determining the capacity of the preheating
equipment in the fuel oil system.
Silicium and Aluminium Oxides

Density
Residual fuels produced by refineries using fluid
catalytic cracking may be contaminated by catalyst Density is defined as the mass of a unit volume and
particles in the form of silicium and aluminium ox- is expressed in g/cm at a temperature of 15C
ides. Any catalyst particles are shown by the ash (59F).
content value. Separate values for silicium oxide
content and aluminium oxide content are measured Specific gravity is the ratio of the mass of a given
by analyzing the ash content. volume of liquid at 60F (15.6C) and the mass of an
equal volume of water at the same temperature. For
The amount of silicium and aluminium oxides is a given liquid, the specific gravity will generally give
expressed in ppm in relation to the weight of the the same numerical value as the density.
original fuel oil sample being tested for ash content.
API gravity is an arbitrary scale calibrated in degrees
As catalyst particles are very hard and abrasive, they and related to specific gravity by the following for-
can cause extreme mechanical wear of the fuel mula:
injection system, cylinder liners and piston rings. 141.5
API gravity = specific gravity/50F + 131.5
Catalyst particles, being solid and insoluble, can be
removed from the fuel oil. The guidelines for
08028-0D/H5250/94.08.12
dimensioning the centrifuge size are based on the As the formula indicates, the API gravity is in inverse
fact that approx. 1/3 of the catalyst particles in terms proportion to density and specific gravity.
of weight is removed.
Density is an important parameter in the centrifuging
process, where separating water and water-dis-
Viscosity solved impurities from the fuel oil is based on the
difference in densities. If the density of the fuel oil
Basically viscosity is a measure of the internal fric- approaches that of water, centrifuging thus becomes
tion or resistance of a liquid to flow. less effective, necessitating a reduced flow rate and
therefore increased centrifuge capacity.
02.16 - ES0 - G
604.27 Analysis Data Description
General
The water separation ability of fuel oil is increased by Pour Point

preheating the fuel oil prior to centrifuging since the
densities of fuel oil and water change with the The pour point is the lowest temperature at which an
temperature at different rates, thus making it possi- oil will flow or can be poured. The pour point is
ble to optimize density differences. measured under specific test conditions. Fuel oil
must be stored, handled and pumped at tempera-
To some extent the quality of a fuel oil can be judged tures above the pour point to avoid wax crystalliza-
by the density, since this is directly proportional to tion, which may result in precipitation in storage
the carbon-to-hydrogen ratio, which again is in direct tanks, blocking of filters and pipe lines and preven-
proportion to aromativity, carbon residue and tion of pumpability. Normally, the pour point of re-
asphaltene content, but in reverse ratio to calorific sidual fuel oil does not create any problems, since
value. the temperature needed to reduce the viscosity to
pumpable levels will be adequately in excess of the
pour point.
Analysis Data for Fuel Oils
Carbon Residue % weight Flash Point

Asphaltenes % weight
Diesel Index The flash point of an oil is defined as the temperature
Engine- FIA
at which it gives off sufficient vapour to create an
Relevant Ash % weight
Properties Sulphur % weight inflammable mixture with air. This mixture will ignite
Water % volume or flash under the influence of an open flame, but will
Vanadium ppm not support combustion itself. The flash point of fuel
Sodium ppm oil is normally tested by the Pensky-Martens closed-
Silicium Oxide ppm
up method.
Aluminium Oxide ppm
Viscosity cSt/50C In order to provide a sufficient margin of safety from

Installation- Density g/ml fire risk during storage, handling and transportation,
Relevant Flash Point C fuel oils for shipboard use must meet the classifica-
Properties Pour Point C
tion societies' requirements of flash point, limited to
a minimum of 60C (140F).
Table 2 Analysis data for fuels.
08028-0D/H5250/94.08.12
02.16- ES0 - G
Description
Fuel Oil Cleaning 604.30
General
Purification Recommendations. RW/100F) the highest possible temperature 98C
(208F) should be maintained in the centrifuge oil
Fuel oils are always contaminated and should therefore preheater.
be thoroughly cleaned for solid as well as liquid
contaminants before use. The solid contami-nants in The fuel is kept in the centrifuge as long as possible
the fuel are mainly rust, sand, dust and re-finery by adjusting the flow rate through the centrifuge so
catalysts. Liquid contaminants are mainly water, i.e. that it corresponds to the amount of fuel required by
either fresh water or salt water. the engine without excessive re-circulating.
Consequently, the centrifuge should operate for 24
The impurities can cause damage to fuel pumps and hours a day except during necessary cleaning.
fuel valves, can result in increased cylinder liner wear
and deteriorate the exhaust valve seats. Also increased Taking today's fuel qualities into consideration the
fouling of gas ways and turbocharger blends may need for cleaning centrifuges ("shooting frequency")
result from the use of inadequately cleaned fuel oils. should not be underestimated. Correct choice and
adjustment of the regulating screws and/or the gravity
Effective cleaning can only be ensured by means of discs are of special importance for efficient water
a centrifuge. We recommend the capacity of the removal. The centrifuge manual states the disc or
installed centrifuges to be at least according to the screw adjustment which should be chosen on the
centrifuging maker's recommendations. To obtain basis of the specific gravity of the fuel.
optimum cleaning it is of the utmost importance to
operate the centrifuge with as low a viscosity of the Normal practice is to have at least two centrifuges
fuel oil as possible and allow the fuel oil to remain in available for fuel cleaning. Results from experimental
the centrifuge bowl as long time as possible. work on centrifuges, treating today's qualities of
residual fuel, have shown that the best cleaning
Especially for fuels above 180 cST/50C (1500 sec. effect, especially as regards removal of catalyst fines
is achieved when the centrifuges are operated in
series, in purifier/clarifier mode.
Cleaning of H.F.O. by Centrifuging
Therefore - series operation of centrifuges ensuring a

Operating Single centrifuge as purifier.
maximum of safety is a fully accepted alternative to
options Two centrifuges in parallel.
the previously recommended parallel operation,
Two centrifuges in series.
provided the operating capacity of each individual
Optimum operating configurations centrifuge can handle the total amount of fuel required
by the engine, without exceeding the flow rate
Water content Parallel operation recommended by the centrifuge maker for the operating
below 1 % Purifier / Purifier mode in question.
Normal
conditions or
Density at 15C Series operation If the installed centrifuge capacity is on the low side
below 0.991 Purifier + Clarifier corresponding to the specific viscosity of the used
fuel oil and if more than one centrifuge is available,
parallel operation in order to obtain an even lower flow
08028-0D/H5250/94.08.12
Water content
below 1 % Parallel operation rate may be considered. However, in view of the
above results and recommendations serious
Extreme Density at 15C Purifier / Purifier considerations should be given to installing new
conditions below 0.991 equipment in correspondance with today's fuel
qualities and flow recommendation.
High content Series operation
of catalyst fines Purifier + Clarifier For the determination of centrifuging capacity, we
Table 1. Cleaning of HFO.
92.04 - ES0S
604.30 Fuel Oil Cleaning Description
General
generally advise to follow the recommendations of the

centrifuge maker, but the curves on fig. 1, can be used Flow Rate
as a guidance. Related to Rated Capacity of Centrifuge
%
100
A Homogenizer may be installed in the fuel oil system
as a supplement to the centrifuges to homogenize 80
possible water and sludge still present in the fuel after 60
centrifuging. 40
20
Separation Temperature
F C
212 100
194 90
176 80
158 70
140 60
122 50
104 40
100
15 25 45 75 130 cSt/80C
Log scales 30 60 80 180 380 600 cST/50C
200 400 600 1500 3500 6000 sec. RI/100F
Fig. 1. Flowrate through centrifuge related to nominel

capacity of centrifuge.
08028-0D/H5250/94.08.12
92.04 - ES0S
Description
Freshwater System Treatment 604.40
General
Protection against Corrosion in Freshwater Cleaning agents emulsified in water as well as slightly
Cooling System alkaline cleaning agents can be used for the degrea-
sing process, whereas ready-mixed cleaning agents
The engine fresh water must be carefully treated, which involve the risk of fire must obviously not be
maintained and monitored so as to avoid corrosion or used. For descaling with acid, especially products
the formation of deposits which can result in insuffi- based on amino-sulphonic acid, citric acid, and tar-
cient heat transfer, it is necessary to treat the cooling taric acid are recommendable, as these acids are
water. MAN B&W recommend that this treatment is usually obtainable as solid substances, easily solu-
carried out according to the following procedure: ble in water, and do not emit poisonous vapours.
The cleaning agents should not be directly admixed,

Clean the cooling water system. but should be dissolved in water and then added to the
cooling water system.
Fill up with deionized or distilled cooling water
(for example from the freshwater generator) Normally, cleaning can be executed without any
with corrosion inhibitor added. dismantling of the engine. We point out that the water
should be circulated in the engine to achieve the best
Carry out regular checks of the cooling water possible result.
system and the condition of the cooling water.
As cleaning can cause leaks to become apparent in
poorly assembled joints or partly defective gaskets,
Observance of these precautions, and correct ven- inspection should be carried out during the cleaning
ting of the system, will reduce service difficulties process. The acid content of the system oil should
caused by the cooling water to a minimum. also be checked immediately after cleaning, and 24
hours afterwards.
Cleaning of the Cooling Water System

Cooling Water - Inhibitors
Before starting the inhibition process, any existing
deposits of lime or rust, or any oil sludge, should be The filling-up with cooling water and the admixture of
removed in order to improve the heat transfer and to the inhibitor is to be carried out directly after the
ensure uniform protection of the surface by means of cleaning in order to prevent formation of rust on the
the inhibitor. cleaned surfaces.
The cleaning should comprise degreasing to remove Raw Water

oil sludge, and descaling with acid afterwards to
remove rust and lime deposits. The formation of lime stone on cylinder liners and in
cylinder heads may reduce the heat transfer, which
Ready-mixed cleaning agents, specially made for will result in unacceptably high temperatures in the
cleaning the cooling water system, can be obtained material.
08028-0D/H5250/94.08.12
from companies specializing in cooling water treat-

ment. These companies offer assistance and control Therefore, it is recommended that deionized or distil-
of the treatment in all major ports. A number of these led water (for example from the freshwater generator)
companies are mentioned on the enclosed list. We is used as cooling water. However, on account of its
point out that the directions given by them should be lack of hardness, this water will be relatively corro-
closely followed. It is of particular importance to flush sive, and a corrosion inhibitor should therefore always
the system completely after cleaning. be added.
00.11- ES1
604.40 Freshwater System Treatment Description
General
If deionized or distilled water cannot be obtained, Checking of the Cooling Water System and
normal drinking water can be used in exceptional the Sooling Water during Service
cases. If so, the total hardness of the water must not
exceed 9 dH (German hardness degrees). The chlo- If the cooling water is contaminated during service,
ride, chlorine, sulphate, and silicate contents are also sludge or deposits may form. The condition of the
to be checked. These contents should not exceed the cooling water system should therefore be regularly
following values: checked, especially if deionized or distilled water is
not used. If deposits are found in the cooling spaces,
Chloride 50 ppm (50 mg/litre) these spaces or, if necessary, the entire system
Chlorine 10 ppm (10 mg/litre) should be cleaned.
Sulphate 100 ppm (100 mg/litre)
Silicate 150 ppm (150 mg/litre) According to experience, a zinc galvanized coating in
the freshwater cooling system is often very suscep-
There should be no sulphide and ammonia content. tible to corrosion, which results in heavy formation of
Rain water must not be used, as it may be heavily sludge, even if the cooling water is correctly inhibited.
contaminated. The initial descaling with acid will, to a great extent,
remove the galvanized coating. Generally, therefore,
It should be noted that softening of water does not we advise against the use of galvanized piping in the
reduce its sulphate and chloride contents. freshwater cooling system.
Corrosion Inhibitors The quality of the cooling water is to be checked

regularly, if possible once a week. Basically the
To protect freshwater cooling systems in marine inhibitor concentration, the pH value and the chloride
diesel engines against corrosion, various types of concentration should be in accordance with limits
inhibitors are available. stated by inhibitor manufacturer. For this purpose the
inhibitor manifactures normally supply simple test
Generally, only nitrite-borate based inhibitors are kits.
recommended.
As a general guidance values the pH value should be
A number of the products marketed by major compa- 7-10 measured at 20 C and the chloride concentra-
nies are specified on the enclosed list, together with tion should not exceed 50 ppm (50 mg/litre).
the necessary dosages and admixing procedures.
We recommend that these directions are strictly The water sample for these tests is to be taken from
observed. the circulating system, and not from the expansion
tank or the pipe leading to it.
Treatment of the cooling water with inhibting oils is not
recommended, as such treatment involves the risk of The concentration of inhibitor must under no
oil adhering to the heat transmitting surfaces. circumstances be allowed to fall below that re-
commended by the producer, as this would in-
Chromate inhibitors must not be used in plants crease the risk of corrosion.
08028-0D/H5250/94.08.12
connected to a freshwater generator.

A clear record of all measuring results should be kept,
Evaporated cooling water is to be replaced with so that the actual condition and trend of the system
noninhibited water, whereas a loss of water through may be currently ascertained and evaluated.
leakage must be replaced with inhibited water.
A sudden or gradual increase in the chloride content
When overhauling individual cylinders, a new dosage of the cooling water may be indicative of salt water
of inhibitor must, if necessary, be added im-mediately leakages. Such leakages are to be traced and repai-
after completing the job. red at the first opportunity.
00.11- ES1
Description
General
A chloride content in the cooling water higher than the The cooling water system must not be kept under
50 ppm specified might, in exceptional cases be pressure.
tolerated. However, in that case the upper limit speci-
fied by the individual inhibitor supplier must not be Check, and repair any leaks.
exceed.
Drain the system and fill up completely with clean tap
A clear record of all measuring results should be kept, water, in order to flush out any oil or grease from the
so that the actual condition and trend of the system tank.
may be currently ascertained and evaluated.
Circulate the water for 2 hours, and drain again.
A sudden or gradual degrease in pH value, or an
increase of the sulphate content, may indicate ex-
haust gas leakage. The pH value can be increased by Descaling with Acid Solution
adding inhibtor; however, if major quantities are ne-
cessary, the water should be replaced. Fill up with clean tap water and heat to 70-75 C.
Every third month a cooling water sample should be Dissolve the necessary dosage of acid compound in
sent ashore for laboratory analysis, in particular to a clean iron drum with hot water.
ascertain the contents of inhibtor, sulphate, and iron,
as well as the total salinity of the water. Fill the drum half up with water and slowly add the acid
compound, while stirring vigorously. Then fill the drum
up completely with hot water while continuing to stir
Cleaning and Inhibiting Procedure (e.g. using a steam hose).
The engine must not be running during the cleaning Be careful - use protective spectacles and gloves.
procedure, as this may involve the risk of overheating
when draining. For engines which have been treated before the trial
trip, the lowest concentration recommended by the
supplier will normally be sufficient.
Degreasing
For untreated engines, a higher concentration - de-
Use clean tap water for filling-up. The cooling water in pending on the condition of the cooling system - will
the system can be used, if it does not contain normally be necessary.
inhibitors.
Drain some water from the system and add the acid
Heat the water to 60 C and circulate the water solution via the expansion tank.
continuously.
The cooling water system must not be put under
Drain to lowest water level in expansion tank. pressure.
08028-0D/H5250/94.08.12
Add the amount of degreasing chemical specified by Keep the temperature of the water between 70 C and
the supplier, preferably from the suction side of the 75 C, and circulate it constantly. The duration of the
freshwater pump. treatment will depend on the degree of fouling. Nor-
mally, the shortest time recommended by the supplier
Drain to lowest water level in the expansion tank will be sufficient for engines which are treated before
directly afterwards. the trial trip. For untreated engines, a longer time must
be reckoned with. Check every hour, for example with
Circulate the cleaning chemical for the period speci- pH-paper, that the acid in the solution has not been
fied by the supplier. used up.
00.11- ES1
604.40 Freshwater System Treatment Description
General
A number of descaling preparations contain colour Adding of Inhibitors

indicators which show the state of the acid solution.
If the acid content is exhausted, a new acid solution Fill up the cooling water system with water from the
can be added, in which case, the weakest recom- evaporator to the lowest water level in the expansion
mended concentration should be used. tank.
The solubility of acids in water is often limited. Weight out the quantity of inhibitors specified by the
Therefore if, in exceptional cases, a large amount is supplier and dissolve in a clean iron drum with hot
required, descaling can be carried out in two stages water from the evaporator.
with a new solution of compound and clean water.
Normally the supplier will specify the maximum solu- Add the solution via the expansion tank to the sys-
bility. tem. Then fill up to normal water level with water from
the evaporator.
After completing the descaling, drain the system and
flush with water. Acid residues can be neutralized with Allow the engine to run for not less than 24 hours to
clean tap water containing 10 kg soda per ton of water. ensure that a stable protection of the cooling surfaces
Circulate the mixture for 30 minutes, then drain and is formed.
flush the system.
Subsequently, test the cooling water with a test kit
The cooling water system must not be put under (available from the inhibitor supplier) to ensure that an
pressure. adequate inhibitor concentration has been obtained.
Continue to flush until water used is neutral (pH This should be checked every week.
approx. 7).
The acid content of the system oil is to be checked
directly after the descaling with acid, and again 24
hours afterwards.
08028-0D/H5250/94.08.12
00.11- ES1
Description
General
Nitrite-borate corrosion inhibitors

for cooling water treatment
Maker's minimum
Company Name of Inhibitor Delivery Form Recommended
Dosage*
Castrol Limited Castrol Powder 3 kg/1000 l

Swindon Solvex WT4
Wiltshire, England Castrol Liquid 20 l/1000 l
Solvex WT2
Drew Ameriod DEWT-NC Powder 3.2 kg/1000 l

Marine Liquidewt Liquid 8 l/1000 l
Boonton, N.J./U.S.A Maxiguard Liquid 16 l/1000 l
Houseman Scandinavia Cooltreat 651 Liquid 5 l/1000 l

3660 Stenlse
Denmark Cooltreat 652 Liquid 5 l/1000 l
Nalfleet Marine Chemicals Nalfleet EWT Liq

Northwich, (9-108) Liquid 3 l/1000 l
Cheshire CW8DX, England Nalfleet EWT 9-131C Liquid 10 l/1000 l
Nalfleet EWT 9-111 Liquid 10 l/1000 l
Nalcool 2000 Liquid 10 l/1000 l
Rohm & Haas RD11 DIA PROSIM Powder 3 kg/1000 l

(ex Duolite) RD25 DIA PROSIM Liquid 50 l/1000 l
Paris, France
Unitor Rochem Dieselguard NB Powder 3 kg/1000 l

Marine Chemicals Rocor NB Liquid Liquid 10 l/1000 l
Oslo, Norway
* Initial dosage may be larger

08028-0D/H5250/94.08.12
The list is for guidance only and must not be The suppliers are listed in alpabetical order.
considered complete. We undertake no responsibil-
ity for difficulties that might be caused by these or Suitable cleaners can normally be supplied by these
other water inhibitos/chemicals. firms.
00.11- ES1
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1) Cylinder Head 605
L28/32H
Description
Cylinder head -------------------------------------------------------------------------------------605. 01 (14H)
Working Card
Dismantling of cylinder head ------------------------------------------------------------------605- 01 .00 (01H)

Inspection of inlet valve, exhaust valve and valve guide ------------------------------ 605- 01 .05 (06H)
Reconditioning of valve spindle seat and valve seat ring ----------------------------- 605- 01 .10 (01H)
Valve rotator -------------------------------------------------------------------------------------- 605- 01 .15 (01H)
Replacement of valve guide ------------------------------------------------------------------ 605- 01 .20 (05H)
Safety valve ---------------------------------------------------------------------------------------605- 01 .25 (04H)
Indicator valve ------------------------------------------------------------------------------------605- 01 .26 (02H)
Replacement of sleeve for fuel injector ---------------------------------------------------- 605- 01 .30 (04H)
Replacement of valve seat ring --------------------------------------------------------------605- 01 .35 (06H)
Mounting of cylinder head ---------------------------------------------------------------------605- 01 .40 (06H)
Inspection of cylinder head cooling water space ---------------------------------------- 605- 01 .45 (01H)
Plates
Cylinder head --------------------------------------------------------------------------------------------60501- 13H

Valve spindles and valve gear ---------------------------------------------------------------------- 60502- 21H
Safety valve and Indicator valve --------------------------------------------------------------------60508- 11H
Cylinder head, top cover ------------------------------------------------------------------------------60510- 12H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Cylinder Head 605.01
Page 1 (1)
Edition 14H
L/V28/32H
General Valve Rotator
The cylinder head is made of cast iron and is The retainer body of the valve rotator (1) has a
tightened to form a gas-tight seal against a sealing number of pockets, arranged in circumferential
ring on the cylinder liner by means of 6 nuts and 6 direction, with balls that are forced against the upper
studs, which are screwed into the engine frame. The end of an inclined race by coil springs acting in
nuts are tightened by means of hydraulic jacks. tangential direction. The ball race (3) serves as ball
track in the opposite direction. The spring washer (4)
Each cylinder head is equipped with two air inlet and seats against the inner rim of the retainer body and
two exhaust valves which are actuated by rocker is encased by the seating collar (5) which overlaps
arms running in bearings on a shaft supported in a it. The assembled valve rotator is held together,
bracket on top of the cylinder head. when removed, by the retaining ring (6).
The fuel injection valve (see section 614) is located

in a interchangeable sleeve in the center of the
cylinder head.
7
Furthermore the cylinder head is equipped with an
indicator valve and a safety valve. 1
2
3
The cylinder head has a screwed-on coaming which
encloses the valves. The coaming is closed with a
top cover and thus provides an oil tight enclosure for 4
the valve gear. The coaming is equipped with an 5
inspection cover for the rotators.
6
1 Retainer body 4 Spring washer

Air Inlet and Exhaust Valves 2 Balls 5 Seating collar
3 Ball race 6 Retainer ring
The inlet valve spindles are identical to the exhaust 7 Valve spindle
spindles.
Fig. 1. Valve rotator
The valves are made of heat-resistant material.
Hard metal is welded on to the valve spindle seats
to avoid depressions by combustion particles.
As the valve starts to open, the increasing valve
The valve spindles are fitted with valve rotators spring-load causes the spring washer to flatten, and
which turn the spindles a little each time the valves the load applied to the balls in the pockets of the
open. retainer body forces the balls in the ball race to roll
down the inclined races. The transfer of the reaction
08028-0D/H5250/94.08.12
The cylinder head is equipped with interchangeable load of the ball race to the spring washer reduces the
seat rings and valve guides for inlet and exhaust reaction load of the spring washer on the inner rim
valves.The valve seat rings and valve guides for of the retainer body. Ball race, spring washer,
inlet and exhaust valves are identical. seating collar and valve springs are, however, force-
locked by friction grip. The reaction load of the balls
The seat rings are made of heat-resistant steel, on the inclined races induces rotation to the retainer
directly hardened on the seating surface and the seat body and valve with relation to the seating collar and
rings are directly water cooled in order to assure low the valve springs. As the valve closes, load is
valve temperature. released from the spring washer and thus from the
balls, allowing them to be returned to their original
positions without rolling by the tangential force of the
coil springs.
90.44 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Dismantling of Cylinder Head 605-01.00
L/V28/32H

Shut-off cooling water 62021 10
Shut-off fuel oil 62021 01 Oil injector,
Shut-off cooling oil (complete)
62021 50 6 Piece
62021 51 1 Piece
62021 15
Description: 62005 01
62021 25 Hydraulic tools
Dismantling of cylinder head for inspection and/ 62014 15
or overhaul.
Starting position:
Cooling water has been drained from engine. Hand tools:
Ring and open end spanner 14 mm.

Related procedure:
Dismounting of piston and connecting

rod, 606-01.00
Dismounting and inspection of inlet valve,
exhaust valve and valve guide, 605-01.05
Safety valve, 605-01.25
Dismantling, overhaul and test
pressure of fuel oil valve, 614-01.10
08028-0D/H5250/94.08.12
Man power: Replacement and wearing parts:
Working time : 1 Hour Plate no. Item no. Qty./

Capacity : 2 men
Data:

91.45 - ES0S
605-01.00 Dismantling of Cylinder Head Working Card
L/V28/32H
1) Open the drain cock and vent cock for cooling 8) Remove the exhaust pipe flange screws.
water.
9) Remove the cylinder head nuts, as shown, by
2) Take off the rocker arm top cover. means of hydraulic jacks, see working card 620-
01.05.
3) Take off the cover which gives access to the
injection pump. 10) Mount the lifting tool on the cylinder head.
4) Disconnect the fuel oil high-pressure pipe. 11) Attach the hook to the lifting tool and lift the
cylinder head away.
5) Disconnect the cooling oil pipes, (inlet and
outlet.
6) Disconnect the rocker arm lubricating oil pipe.

V28/32H
7) Remove the thermometer attachment branch L28/32H
(cooling water outlet pipe).
Fig. 2
Fig. 1
08028-0D/H5250/94.08.12
91.45 - ES0S
Working Card
Inspection of Inlet Valve, Exhaust Valve and 605-01.05
Page 1 (3) Valve Guide Edition 06H
L+V28/32H
Safety precautions Special tools
Stopped engine Plate no Item no Note

Shut-off fuel oil 62005 05
Shut-off cooling oil 62005 25/30 Extra tools
Stopped lub. oil circul. 62005 55
Description
Dismounting of inlet and exhaust valve, inspec-

tion of valve guide and mounting of inlet and
exhaust valve. Hand tools
Ring and open end spanner, 19 mm.

Starting position Small screw driver.
Measuring tools.
Cylinder head, dismantled from
engine 605-01.00
Related procedure
Reconditioning of valve spindle seat

and valve seat ring, 605-01.10
Valve rotator, 605-01.15
Replacement of valve guide, 605-01.20
Replacement of valve seat ring, 605-01.35
Mounting of cylinder head, 605-01.45
08028-0D/H5250/94.08.12
Man power Replacement and wearing parts
Working time : 1 hour Plate no Item no Qty. /

Capacity : 1 man
60501 017 4/cyl.
Data

00.43 - ES0
605-01.05 Inspection of Inlet Valve, Exhaust Valve and Working Card
Edition 06H Valve Guide Page 2 (3)
L+V28/32H
Dismantling of Inlet and Exhaust Valve 3) Turn back the rocker arm and remove the
Spindles spring-loaded valve bridge over the valve spind-
les.
1) Land and fasten the cylinder head upon the
special work table and remove the lifting tool. 4) After having removed the valve bridge and
turned the rocker arm back, the tool should be
fitted by means of the screws (A), see fig 2
Or as an Alternative: tightened in the threaded holes in the cylinder
head.
Land the cylinder head on the floor upon wooden
supports and remove the lifting tool.
2) Mount the supporting devices for the valve

spindle heads on the work table.
Or as an Alternative:
Place wooden blocks under the valve spindle heads.
V28/32H
L28/32H
Fig 2
5) Now compress the valve springs by tightening

the nut (B), after which the cone rings can be
re-moved, see fig 3.
08028-0D/H5250/94.08.12
Fig 1 Fig 3
00.43 - ES0
Working Card Inspection of Inlet Valve, Exhaust Valve and 605-01.05
Page 3 (3)
Valve Guide Edition 04H
L+V28/32H
6) Release the springs again. Remove the nut (B) Inspection of valve guide
and the traverse (C). Now valve rotator and
springs can be removed. 10) Too much clearance between valve spindle
and spindle guide may cause increased lub. oil
7) Remove the supporting devices under the consumption, fouling up of the spindle guide
work table and take out the valve spindle. and thus give the risk of a sticking valve
spindle.
8) Repeat point 4 - 7 to remove the two other
valve spindles. Too much clearance also means insufficient
guid-ance of the valve spindle, and thus bad
alignment between spindle head and valve
Inspection of Valves/Valve Seats seat ring. In connection with overhaul of the
cylinder head, the valve spindle guides should
9) A slight grinding of valve/valve seat can be be cleaned, inspected and measured for wear.
carried out by means of the handle as shown, If the inner diameter of the valve spindle guide
see fig 4. exceeds the tolerance, see page 600.35 the
valve spindle guide must be replaced. See
If the valve seat is heavily burnt or scarred, it should working card 605-01.20.
be ground using the valve seat grinder according to
working card 605-01.10. 11) For mounting of valve spindle follow the
instructions in point 4 - 7 in reversed order.
08028-0D/H5250/94.08.12
Fig 4 Fig 5
00.43 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Working Card Reconditioning of Valve Spindle Seat 605-01.10
Page 1 (3) and Valve Seat Ring Edition 01H
L/V28/32H

Shut-off cooling water 62005 40 Grinding machine
Shut-off fuel oil for valve spindle.
Shut-off cooling oil 62005 35 Grinding machine
Stopped lub. oil circul. for valve seat ring.
(Extra tools).
Description:
Reconditioning of valve spindle seat and valve

seat ring, with special grinding machine.
Hand tools:
All the hand tools and new stones, are included in

the tools box for grinding machine.
Starting position:
Valve spindle has been removed, 605-01.05
Related procedure:
Mounting of valve spindle, 605-01.05

08028-0D/H5250/94.08.12
Working time : 6 Hours Plate no. Item no. Qty./

Capacity : 1 man
Data:

91.45 - ES0S
605-01.10 Reconditioning of Valve Spindle Seat Working Card
Edition 01H and Valve Seat Ring Page 2 (3)
L/V28/32H
Reconditioning of Valve Seat Ring. However when the seat "S" has been ground to such
an extent, that the recess "R" disappears, the valve
Reconditioning of valve seat rings by machining is seat ring has to be scrapped and a new one to must
carried out by means of a grinding machine, the pilot installed, see working card 605-01.35
spindle of which is to be mounted in the valve spindle
guide. For operation of the grinding machine, see
separate instructions. Reconditioning of Valve Spindle.
The grinding of the valve seat ring should be carried Reconditioning by machining is carried out with the
out according to the following sequence: valve spindle being rotated in a turning lathe and a
special grinding machine mounted on the tool post of
1) The seating surface itself is ground with a feed the turning latch.
at an angle "A" of 30 0,10.
0.
For operation of the grinding machine, see separa-
The grinding should be continued until a clean and ted instructions.
uniform surface condition has been obtained.
1) The seating surface itself is ground with a feed
Carry out the final grinding with a feed in direction at an angel "A" of 30 0.0,25.
from inside to outwards, as normally the best surface
quality is obtained in this way. 2) The grinding shoud be continued until a clean
and uniform surface condition has been obtained.
3) After completing the grinding, the height "H"1

of the valve head should be checked.
"A" 30 0,10
0
"H"1 has to be at least, see page 600.35.
"R"
"S" If measured to be less, the spindle has to be scrap-

ped.
08028-0D/H5250/94.08.12
"H"1
Fig. 1.
0
"A" 30 0,25
2) Normally the valve seat ring can be recondi-

tioned several times.
Fig. 2.
91.45 - ES0S
Working Card Reconditioning of Valve Spindle Seat 605-01.10
Page 3 (3) and Valve Seat Ring Edition 01H
L/V28/32H
After assembling the valves, check - on account of

the valve motion - that distance "H"2 between the
upper edge of the cylinder head and the upper edge
of the valve spindle does not exceed the maximum
value, see page 600.35.
"H"2
Fig. 3.
08028-0D/H5250/94.08.12
91.45 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Valve Rotator 605-01.15
L/V28/32H

Shut-off fuel oil
Description:
Dismantling, inspection and mounting of valve

rotator. Hand tools:
Small screw driver.

Starting position:
Valve spindles has been removed, 605-01.05
Related procedure:
Mounting of valve spindles, 605-01.05

08028-0D/H5250/94.08.12
Working time : 1/2 Hour Plate no. Item no. Qty./

Capacity : 1 man
Data:

91.45 - ES0S
605-01.15 Valve Rotator Working Card
L/V28/32H
Inspection of Rotocap. When inserting the balls and the tangential springs,
note that all balls on the inclined races of the ball
Dirt especially in the ball pockets due to residues in pockets point in the same direction, see fig. 1.
the oil (abrasives, combustion products), can cause
the individual parts to become stuck, and hinder the
movement of the balls.
Rotocap valve rotators need no servicing under

normal operating conditions.
Unusual operating conditions may lead to disturban-

ces. Rotation of the valve should be checked at the
intervals specified in the "Maintenance program".
Rotator performance is satisfactory when the valve
rotates visibly and evenly.
Fig. 1.
Dismantling of Rotocap.
See working card 605-01.05, point 3 to 6. The inner ring of the spring washer should rest on the
retainer body.
Overhauls Note ! Having assembled the valve rotator in dry

condition it should be placed in clean lubricating oil
Valve rotators should be cleaned and inspected for for a short period of time.
wear and ball impressions whenever the valves are
removed. The individual parts can be disassembled
after removal of the retaining ring, by means of which Mounting of Rotocap
the seating collar is fastened to the retainer body.
See working card 605-01.05, point 3 to 6 , opposite
Parts showing wear grooves or depressions formed direction.
by the balls should be replaced.
08028-0D/H5250/94.08.12
91.45 - ESOS
Working Card
Replacement of Valve Guide 605-01.20
Page1 (2) Edition 05H
L+V28/32H

Shut-off cooling water 62005 60 Lytra tools
Shut-off fuel oil
Description
Dismantling and mounting of valve guide, for inlet

and exhaust valve. Hand tools
Hammer.
Nitrogen (N2), or similar.
Starting position
Valve spindle has been removed, 605-01.05
Related procedure

08028-0D/H5250/94.08.12
Working time : 3/4 Hour Plate no. Item no. Qty. /

Capacity : 1 man
60501 017 4/cyl.
Data 60501 029 4/cyl.

00.43 - ES0
605-01.20 Replacement of Valve Guide Working Card
L+V28/32H
If the clearance exceeds the shown max. limit, (see 3) Before mounting the new valve guide, it has to
page 600.35), the valve guide must be replaced. be cooled down to approx. -70C with nitrogen
or similar.
Dismounting of valve guide When the new valve guide has been inserted
into the bore be sure that the shoulder bears
1) The valve guide is knocked out from the bot- against the cylinder head, by knocking slightly
tom of the cylinder head,by means of a mandrel, with the mandrel and a hammer.
which has a shoulder turning that fits into the
valve guide, see fig. 1. 4) Before mounting of the valve spindle insert a
new o-ring in the valve guide.
Valve seat ring
Mandrel
Fig 2.
Valve guide
08028-0D/H5250/94.08.12
Correct mounting can easily be done by the use of

two valve spindles as mounting tool, one spindle to
be used as support and the other spindle to be used
Fig 1 for pushing the o-ring downwards.
Screw drivers or other sharp tools should never be

2) After having knocked out the valve guide, used for this purpose.
carefully clean the bore of the cylinder head
and inspect for marks that can prvent mounting 5) For mounting of valve spindle, see working
of a new valve guide. card 605-01.05.
00.43 -ESO
Working Card
Safety Valve 605-01.25
L+V28/32H

Shut-off cooling water 62014 01 Pressure test
Shut-off fuel oil pump.
Shut-off cooling oil 62014 04 Pipe for fuel
Stopped lub. oil circul. injector
Description:
Dismantling, inspection, reassembling and

pressure testing of safety valve. Hand tools:
Open end spanner, 32 mm.

Small hammer.
Copaslip.
Starting position:
Related procedure:
Indicator valve 605-01.26
Man power:
08028-0D/H5250/94.08.12
Working time : 1 hour Replacement and wearing parts:

Capacity : 1 man
Plate no Item no Qty. /
60508 14 1/cyl.
Data:

96.27 - ES0S
605-01.25 Safety Valve Working Card
L+V28/32H
Maintenance and Checking. 2. Reassembling.
During extended periods of standstill and at general 2.1 Lubricate the threads on valve housing (2)
engine overhauls, the safety valves should be tho- with copaslip or similar.
roughly cleaned.
2.2 Reassemble the safety valve, reverse
Note: Do not attempt to stop a safety valve from sequence of operations outlined above, point 1.1 to
leaking by increasing the spring load. 1.5.
The setting of the opening pressure is stamped onto

the cap nut (1), see fig 1. 3. Test of Safety Valve.
The valve is to be tested after each overhaul by

1. Dismantling. making a leakage test and testing the opening pres-
sure.
1.1 Screw the safety valve out of the cylinder
head. 3.1 Mount the safety valve in the fuel injection
test pump by using the test pipe for fuel injections.
3.2 Vent the system by pumping until the oil

flows free of air bubbles through the valve ports (7)
in the valve housing (2).
Leakage Test
3.3 Increase the pressure to 135 bar.
3.4 Check that the pressure do not sink below

135 bar within 1 minute.
1. Cap nut 5. Split pin
2. Valve housing 6. Valve cone
3. Pressure spring 7. Valve ports
4. Valve spindle
If the pressure is Then
Fig 1. Safety valve

OK Continue with point 3.5.
Scrap the valve.

08028-0D/H5250/94.08.12
1.2 Clamp valve in vice. below 135 bar or
1.3 Unscrew cap nut (1). Lap the valve cone and
seat.
1.4 Remove pressure spring (3), valve spindle
(4) and valve cone (6).
1.5 Inspect and carefully clean all parts and

condition valve, if necessary.
96.27 - ES0S
Working Card
Safety Valve 605-01.25
L+V28/32H
Test of Opening Pressure 4. Adjustment of Opening Pressure
3.5 Increase the pressure to the opening pres- 4.1 Increase the pressure to the opening pres-
sure. sure.
4.2 Turn the cap nut (1) to the correct opening

pressure.
If the opening pressure is Then
4.3 Drill a new hole for mounting of split pin (5).
OK The procedure is ended.
5. Mounting of Safety Valve

Not OK The valve must be
adjusted, see point 4. 5.1 Lubricate the threads on the valve housing
(2) with copaslip or similar.
5.2 Mount the safety valve on the cylinder head.

08028-0D/H5250/94.08.12
96.27 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Indicator Valve 605-01.26
L+V28/32H
Stopped engine Plate No Item No Note

Shut-off cooling water
Shut-off fuel oil
Description:
Dismounting, inspection and mounting of indicator

valve. Hand tools:
Ring and open end spanner 10 mm

Steel brush
Copaslip
Starting position:
Related procedure:
Safety valve 605-01.25
Man power:
08028-0D/H5250/94.08.12
Working time : 1/2 hour

Capacity : 1 man
Data: Plate No Item No Qty./
Data for pressure and tolerance (Page 600.35) 60508 16 1/Cyl.

Data for torque momen (Page 600.40)
94.26 - ES0S
605-01.26 Indicator Valve Working Card
L+V28/32H
Maintenance
By normal working conditions the indicator valve

require very little maintenance except an inspection
in connection with the normal cylinder cover overhaul.
Inspection of the Indicator Valve:
1. Disassemble the indicator valve.
2. Check the valve seat and the cone for "burning

through".
If the valve seat in the housing is "burned", the entire

valve is to be replaced.
1. Indicator valve, complete
3. Clean and lubricate all components before 2. Connecting piece
remounting.
4. Ensure that the spindle is in "OPEN" position

when assembling the valve. Fig 1 Indicator valve.
NOTE: Otherwise cone and seat may be damaged.
08028-0D/H5250/94.08.12
94.26 - ES0S
Working Card
Replacement of Sleeve for Fuel Injector 605-01.30
L+V28/32H

Shut-off fuel oil
Description
Dismounting, inspection and mounting of sleeve

for fuel injector. Hand tools
Brass mandrel.
Hammer.
Lub. oil.
Starting position Two small screw driver.
Loctite 572.
The cylinder head has been dis-
mounted from engine, 605-01.00
The fuel injector has been removed, 614-01.10
Related procedure
Mounting of fuel valve, 614-01.10

08028-0D/H5250/94.08.12
Working time : 1 Hour Plate no. Item no. Qty./

Capacity : 1 man
60501 125 1/cyl.
Data 60501 137 1/cyl.
60501 149 1/cyl.
00.43 - ES0
605-01.30 Replacement of Sleeve for Fuel Injector Working Card
L+V28/32H
Dismounting of Sleeve for Fuel Injector 4) Coat the sealing ring zone in the bore with
grease or lub. oil.
1) Remove the snap ring by means of two screw
drivers.
2) The sleeve can now be driven out of the bore Snap ring
by use of a brass mandrel and a hammer. O-ring
Sleeve
Loctite 572
Brass mandrel
Fig 2
5) Install new sealing rings on the sleeve.
6) Coat the sealing surfaces on the sleeve with

Fig 1 loctite 572.
7) Insert the sleeve in the bore.

Inspection of Bore in Cylinder Head and
mounting of the Sleeve: 8) Mount the snap ring.
3) Clean and inspect the bore in the cylinder

head. Any marks which could prevent mounting
of the sleeve, should be gently smoothed.
08028-0D/H5250/94.08.12
00.43 - ES0
Working Card
Replacement of Valve Seat Ring 605-01.35
L+V28/32H

Shut-off fuel oil 62021 50 1 piece
Shut-off cooling oil 62005 45 Extra tools
Stopped lub. oil circul. 62005 50 Extra tools
62021 46 1 piece
Description
Replacement of valve seat ring, for inlet and

exhaust valve.
Starting position
Inlet and exhaust valves have been Hand tools

removed, 605-01.05
Hammer.
Loctite, 648.
Lub. oil.
Related procedure

08028-0D/H5250/94.08.12
Working time : 1 1/2 Hours Plate no. Item no. Qty. /

Capacity : 1 man
60501 245 4/cyl.
Data 60501 257 4/cyl.

00.43 - ES0
605-01.35 Replacement of Valve Seat Ring Working Card
L+V28/32H
Dismounting of Valve Seat Rings Procedure for Dismounting a Valve Seat

Ring
When reconditioning of a valve seat ring no longer is
possible due to dimensions exceeding the scrapping 1) By means of the guide pin (7) the guide disc (5)
criteria, the seat ring has to be replaced. is led vertically through the valve seat ring.
Then the guide disc (5) is lifted with the guide
Dismounting of a valve seat ring is carried out by pin (7) until the latter is guided by the valve seat
means of a special extractor tool set somprising ring. The stud (1) is then screwed in until it rests
following components, see fig 1. in the valve guide.
9
3
5
10
6
8
08028-0D/H5250/94.08.12
1 Stud 6 Eye screw

2 Collar nut hexagon 7 Guide pin Fig 2
3 Guide disc 8 Valve guide
4 Disc 9 Hydraulic jack
5 Guide disc 10 Valve seat ring
2) The guide disc (3) is positioned so that it bears

against the bottom of the cylinder head, and
the hydraulic jack is clamped with the disc (4)
Fig 1
and collar nut hexagon (2), see fig 1. The
hydraulic jack is the one used for main bearing
caps.
00.43 - ES0
Working Card
Replacement of Valve Seat Ring 605-01.35
L+V28/32H
3) By pumping up the pack, see working card

620-01.05 for the use of hydraulic tools, the 3) To facilitate mounting of the valve seat ring it is
valve seat is pressed out max. 6 mm, and the cooled down, however to no more than -25C
pressure is released again. The collar nut or the O-ring can be damaged.
hexagon is tightenied and the operation is
continued until the valve seat ring can be 4) Place the O-ring on the valve seat ring and
removed. coat with oil/loctite as shown in fig 4, just before
positioning it in the bore.
Mounting of Valve Seat Rings
1) Prior to mounting of a new valve seat ring, the

Coat with
bore must be cleaned thoroughly and inspected
loctite 648
for marks. Marks that can hinder mounting of
the valve seat ring must be removed. Valve seat ring
2) Tools for mounting of valve seat rings are

shown in fig 3. O-Ring
Coat with oil
Fig 4
5) The valve seat ring is positioned in the bore,

handle with stud inserted as shown in fig 5, and
1 washer with screw is screwed tight.
3
4
08028-0D/H5250/94.08.12
1 Handle 2 Stud
3 Washers 4 Hexagon nut
with collar
Fig 5
Fig 3
00.43 - ES0
605-01.35 Replacement of Valve Seat Ring Working Card
L+V28/32H
6) By knocking on the handle and at the same

time tightening the nut (4), the valve seat ring
slides in place in the bore and it is felt on the
knocks when it bears in the bore.
7) Prior to mounting of the valve spindle the valve

seat ring must be ground to ensure correct
centering of valve guide and valve seat ring.
This can be done according to working card
605-01.05 or 605-01.10.
08028-0D/H5250/94.08.12
00.43 - ES0
Working Card
Mounting of Cylinder Head 605-01.40
L+V28/32H

Shut-off cooling oil 62021 50 6 Pieces
Stopped lub. oil circul. 62021 51 1 Piece
62021 15
62005 01
62010 01
Description 62021 25
62014 15
Mounting of cylinder head after inspection and/or
overhaul.
Hand tools
Starting position
Cylinder head is completely Ring and open end spanner, 17 mm.
assembled, 605-01.05 to 605-01.35 Ring and open end spanner, 24 mm.
Valve gear of respective cylinder is in right posi- Lub. oil and copaslip.
tion (valve closed).
Control of the surface on the
cylinder liner, 606-01.45
Related procedure
Adjustment of valve clearance 608-01.10
Replacement and wearing parts

08028-0D/H5250/94.08.12
Man power
Plate no. Item no. Qty. /
Working time : 1 1/2 Hour
Capacity : 2 men 60501 269 2/cyl.
60510 08 1/cyl.
Data 60610 01 2/cyl.
61202 31 1/cyl.
Data for pressure and tolerance (Page 600.35) 61625 01 2/cyl.
00.44 - ES0
605-01.40 Mounting of Cylinder Head Working Card
L+V28/32H
1) Check the jointing surfaces of the cylinder Place the spacer ring around the nuts with the slot in
head/cylinder liner to see that they are clean such a position that the tommy bar can be used.
and without damage marks, see working card
606-01.45, Fit new o-rings on the water pas- Tighten the hydraulic jacks and make sure that the
sage, lubricate the o-rings with a little oil. cylinder of the jacks bears firmly against the spacer
ring. Tighten up all the nuts, see page 600.40. For
2) Check all contact faces on the cylinder head using the hydraulic tools, see working card 620-
and nuts, including threads, and make sure 01.05.
that these are plane and smooth and absolutely
free from foreign particles.
3) Attach the lifting tool to the cylinder head that

has been made ready for installation, and
position it carefully on the cylinder liner.
V28/32H
L28/32H
Fig 2
7) If new studs or nuts have been fitted, the nuts

must be tightened and loosened three times, in
order to compensate for deformation of the
thread and in order to ensure a safe minimum
load of the studs through the tightening.
8) Adjust the valve clearance, see working card

608-01.10.
Fig 1
9) Fit the pipes for fuel oil, lub. oil, cooling oil.
cooling water and the flange for exhaust pipe.
08028-0D/H5250/94.08.12
4) Make sure that the nuts run easily on the

threads and that they bear on their entire 10) Prior to start up check for leakages, and after
contact surfaces. start up check for leakages and oil flow.
5) Coat threads and contact faces with copaslip 11) Mount the cover for rocker arm and the front
before fitting the nuts. cover for fuel pump.
6) Screw nuts onto the studs and tighten lightly

with the tommy bar.
00.44 - ES0
Working Card
Inspection of Cylinder Head Cooling Water Space 605-01.45
L/V28/32H

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

Hand tools:
Steel brush
Starting position:
The cylinder head dismantled

from engine, 605-01.00
Related procedure:
Man power:
Working time : Hour

08028-0D/H5250/94.08.12
Capacity : 1 man Replacement and wearing parts:
Plate no. Item no. Qty./
Data:

93.20 - ES0S
605-01.45 Inspection of Cylinder Head Cooling Water Space Working Card
L/V28/32H
Inspection of Cylinder Head Cool. Water Space.
1) Inspect the cooling water inlet at the bottom

and the cooling water outlet in the top of the cylinder Cooling water,
head, see fig. 1. outlet
2) Remove all possible deposits.
3) Pour water into the cooling water outlet and

make sure, that water is coming out of all the cooling
water inlet bores at the bottom of the cylinder head.
4) Clean if necessary the cooling water inlet and

outlet by means of a steel brush. Flush the cooling
water space after cleaning.
Cooling
5) Should the cylinder head cooling water space water, inlet
contrary to expectation be blocked with deposits,
contact MAN B&W Diesel, Holeby for further instruc-
tions. Fig. 1. Cylinder Head
08028-0D/H5250/94.08.12
93.20 - ES0S
Plate
Page 1 (2) Cylinder Head 60501-13H
L/V28/32H
08028-0D/H5250/94.08.12
91.18-ES0S
Plate
60501-13H Cylinder Head Page 2 (2)
L+V28/32H
Item Item
Qty. Designation Qty. Designation
No. No.
01 4/C O-ring
02 4/C Valve Guide
04 1/C Cylinder Head, as Plate 60501
05 6/C Plug screw
06 6/C Gasket
08 2/C Nut
09 2/C Distance pipe
10 2/C Stud
11 2/C Trust collar
12 4/C Plug screw
13 4/C Gasket
14 1/C Snap ring
15 1/C Sleeve
16 1/C O-ring
19 8/C Nut
20 8/C Stud
21 4/C Stud
22 4/C Spring pin
24 2/C Plug screw
25 2/C Screw
26 2/C Coupling
27 4/C O-ring
28 4/C Valve seat ring, (inlet and exhaust)
29 2/C O-ring
30 2/C Plug screw
08031-0D/H5250/94.09.07
When ordering spare parts, see also page 600.50.
* = Only available as part of a spare parts kit.

Qty./C = Qty./Cylinder
91.18-ES0S
Plate
Page 1 (2) Valve Spindles and Valve Gear 60502-21H
18
L+V28/32H
19
20
21
32
03
27
28
29
01
34
30
02
35
36 31
32 13
19
04
14
05
06
06 07
07
15
16
08 17
08
09
09
10 10
11
11
33
08028-0D/H5250/94.08.12
22/23
25
26
12
12
97.44 - ES0S
Plate
60502-21H Valve Spindles and Valve Gear Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse
01 2/C Thrust piece Trykstykke 29 2/C Thrust screw Trykskrue
02 2/C Nut Mtrik 30 2/C Bearing bush Lejebsning
03 4/C Plug screw Propskrue 31 2/C Thrust pin Trykskrue
04 1/C Valve bridge, inlet Ventilbro, indstrmning 32 /I Loctite 572 Loctite 572
05 2/C Thrust screw Trykskrue 33 1/C Cylinder head as Cylinderdksel som

Plate 60501 + Plate 60501 +
06 4/C Circlip Fjederring Plate 60502 Plate 60502
07 4/C Thrust piece Trykstykke 34 1/C Valve bridge, inlet Ventilbro, indstrmning
complete incl. item komplet inkl. item
08 4/C Conical ring in 2/2 Konisk ring 2/2 01, 02, 04, 05, 06, 07, 01, 02, 04, 05, 06, 07,
14, 15, 16 and 17 14, 15, 16 og 17
09 4/C Rotocap, complete Rotationsgiver, komplet
incl. item 22, 23, 25, 26 inkl. item 22, 23, 25, 26 35 1/C Valve bridge, exhaust Ventilbro, udstdning
complete incl. item komplet inkl. item
10 4/C Inner spring Indvendig fjeder 01, 02, 05, 06, 07, 13, 01, 02, 05, 06, 07, 13,
14, 15, 16 and 17 14, 15, 16 og 17
11 4/C Outer spring Udvendig fjeder
36 4/C Screw Skrue
12 4/C Valve spindle, inlet Ventilspindel, inds.
and outlet og uds.
13 1/C Valve bridge,exhaust Ventilbro, udstdning
14 2/C Thrust piece Trykstykke
15 2/C Spring Fjeder
16 2/C Ball guide Kuglestyr
17 2/C Securing ring Sikring
18 4/C Spring pin Spndstift
19 4/C Rocker arm Buk for vippearm

Bracket
20 2/C Rocker arm shaft Aksel for vippearm
21 2/C Rocker arm, compl. Vippearm, komplet

(Item 03, 27, 28, 29, (Item 03, 27, 28, 29
30, 31) 30, 31)
23 24/C Ball Kugle

08028-0D/H5250/94.08.12
25 4/C Spring washer Fjederskive
26 4/C Retainer ring Lsering
27 2/C Nut Mtrik
28 2/C Rocker arm Vippearm
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se ogs side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
Qty./ = Qty./Individual Antal/I = Antal/Individuelt
97.44 - ES0S
Plate
Page 1 (2) Safety Valve and Indicator Valve 60508-11H
L+V28/32H
18
16
17
15
94.25 - ES0S
Plate
60508-11H Safety Valve and Indicator Valve Page 2 (2)
L+V28/32H
Item Item
03* 1/C Valve cone Ventilkugle
06* 1/C Pressure spring Trykfjeder
13 1/C Safety valve, com- Sikkerhedsventil,

plete incl. item 03, komplet inkl. item 03,
06, 25, 26, 27, 28 06, 25, 26, 27, 28
14 1/C Gasket Pakning
17 1/C Connecting piece Forbindelsesstykke
18 1/C Indicator valve, Indikatorventil,

complete komplet
25* 1/C Valve housing Ventilhus
26* 1/C Valve spindle Ventilspindel
27* 1/C Cap nut Dkselmtrik
28* 1/C Split pin Fjedernot
94.25 - ES0S
Plate
Page 1 (2) Cylinder Head, Top Cover 60510-12H
L+V28/32H
01
02
05
06
07
15
13
08
09
10
11
93.47 - ES0S
Plate
60510-12H Cylinder Head, Top Cover Page 2 (2)
L+V28/32H
Item Item
01 4/C Handle Hndtag
02 4/C O-ring O-ring
05 4/C Nut Mtrik
06 1/C Top cover Topdksel
07 1/C Top cover, compl. Topdksel, kompl.

incl. item Nos. inkl. pos. nr.
01, 02, 05, 06 01, 02, 05, 06
09 6/C Spring pin Fjederstift
10 1/C Coaming Karm
13 18/C Washer Skive
15 18/C Screw Skrue
93.47 - ES0S
Index
Page 1(1) Piston, Connecting Rod and Cylinder Liner 606
L28/32H
Description
Piston, connecting rod and cylinder liner -------------------------------------------------- 606. 01 (10H)
Working Card
Dismounting of piston and connecting rod ------------------------------------------------ 606- 01 .00 (01S)

Separation of piston and connecting rod -------------------------------------------------- 606- 01 .05 (03S)
Piston (with flame ring) -------------------------------------------------------------------------606- 01 .10 (13H)
Connecting rod -----------------------------------------------------------------------------------606- 01 .15 (04H)
Criteria for replacement of connecting rod big-end and main bearing shells -----606- 01 .16 (02H)
Mounting of piston and connecting rod ---------------------------------------------------- 606- 01 .20 (01S)
Hydraulic tightening of connecting rod screws -------------------------------------------606- 01 .25 (04H)
In-situ inspection of connecting rod big-end bearing ----------------------------------- 606- 01 .30 (01S)
Inspection and honing of cylinder liner -----------------------------------------------------606- 01 .35 (01H)
Replacement of cylinder liner ---------------------------------------------------------------- 606- 01 .40 (01H)
Grinding of seal face on cylinder liner and cylinder head ----------------------------- 606- 01 .45 (01H)
Dismounting of piston and cylinder liner at low overhaul height ---------------------606- 01 .50 (01H)
Plates
Piston and connecting rod (hydraulic tightened) ------------------------------------------------60601- 34H

Cylinder liner and water guide jacket --------------------------------------------------------------60610- 19S
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Piston, Connecting Rod and Cylinder Liner 606.01
Page 1 (1)
Edition 10H
L/V28/32H
Piston
The piston, which is oil-cooled and of the monobloc

type made of nodular cast iron, is equipped with 3 The big-end bearing is of trimetal type, i.e. steel
compression rings and 1 scraper ring. shells lined with tin-aluminium or lead-bronze coated
with a running layer. Design as plain type or rillen-
By the use of a combination of compression rings type. The bearing shells are of the precision type and
with different barrel-shaped profiles and chrome- are therefore to be fitted without scraping or any
plated running surface on all rings, the piston ring other kind of adaption.
pack is optimized for maximum sealing effect and
minimum wear rate. The small-end bearing is of trimetal type and is
pressed into the connecting rod.
The piston has a cooling oil space close to the piston
crown and the piston ring zone. The heat transport
and thus the cooling effect is based on the shaker Cylinder Liner
effect arising during the piston movement. As coo-
ling oil is used oil from the engine's lubricating oil The cylinder liner is made of fine-grained, pearlite
system. cast iron and is fitted in a bore in the engine frame.
Between the liner and the cylinder head and between
the liner and the frame there are fitted replaceable
Piston Pin cast iron sealing rings. The liner is clamped by the
cylinder head and is guided by a bore at the bottom
The piston pin is fully floating which means that it can of the cooling water space of the engine frame. The
turn freely in the pin bosses of the piston as well as liner can thus expand freely downwards, when
in the connecting rod bush. The piston pin is upwords heated during the running of the engine. Sealing for
in place in axial direction by two circlips (seeger the cooling water is obtained by means of silicone
rings). rubber rings which are fitted in grooves machined in
the liner.
Connecting Rod Tell-tale borings in the frame, starting from a level

between the sealing rings and leading to the exterior
The connecting rod is die-forged. The big-end has an will reveal any sealing malfunction by sign of leaking
inclined joint in order to facilitate the piston and water or lubricating oil mist.
connecting rod assembly to be withdrawn up through
the cylinder liner. The joint faces on connecting rod
and bearing cap are serrated to ensure precise
location and to prevent relative movement of the
parts.
08028-0D/H5250/94.08.12
90.43 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Separation of Piston and Connecting Rod 606-01.05
L/V28/32H

Shut-off cooling water 62006 01 L28/32H
Shut-off fuel oil 62006 03 L28/32H
Shut-off cooling oil 62006 05 V28/32H
Description:
Separation of piston and connecting rod for

inspection or/and overhaul.
Assembly of the piston and connecting rod after
Starting position: Hand tools:
Piston and connecting rod are dismounted Open end spanner, 32 mm.
from engine, 606-01.00 Wooden wedge, 2 pieces.
Wooden support.
Wire.
Related procedure:
Inspection or/and overhaul of piston, 606-01.10

Inspection or/and overhaul of
connecting rod, 606-01.15
Inspection of connecting rod
big-end bearing, 606-01.16
08028-0D/H5250/94.08.12
Working time : 1/4 hour Plate no. Item no. Qty./

Capacity : 1 man
Data:

92.08 - ES0S
606-01.05 Separation of Piston and Connecting Rod Working Card
L/V28/32H
Separation of the Piston and Connecting Rod: Wooden wedges should be used to prevent the
connecting rod from swinging out and thus impact
1) Land the piston and connecting rod carefully the piston skirt during the lifting into upright position.
on wooden support to prevent damage of piston and
scraper ring, see fig. 1 or 2. 5) Place a wire around the big-end of the connec-
ting rod, attach a tackle and tighten the wire rope,
see fig. 3
6) Take out the securing ring, (seeger circlips),

push out the piston pin and lift the connecting rod
away.
Fig. 1. L28/32H
2) The bearing cap should be mounted with the

screws tightened only by hand, in order to protect the
serrated joint faces during handling of the assembly,
see fig. 1 or 2.
Fig. 3.
Assembly of the Piston and Connecting Rod.

08028-0D/H5250/94.08.12
Fig. 2. V28/32H
7) For assembly of the piston and connecting rod,

see point 1-6 in opposite direction.
3) Remove the shackle and eye screw/lifting tool
from the piston crown, see fig. 1 or 2.
8) Lubricate the piston pin before assembling.
4) Place the piston and connecting rod assembly
in upright position resting on the top face of the piston
crown, see fig. 3.
92.08 - ES0S
Working Card
Separation of Piston and Connecting Rod 606-01.05
Page 1 (2) Edition 03S
L/V28/32H

62006 01 L28/32H
Shut-off cooling water 62006 03 L28/32H
Shut-off fuel oil 62006 05 V28/32H
Shut-off cooling oil 62006 20
Description:
Separation of piston and connecting rod for

Assembly of the piston and connecting rod after
Piston and connecting rod are dismounted Open end spanner, 32 mm.
from engine, 606-01.00 Wooden wedge, 2 pieces.
Wooden support.
Wire.
Related procedure:

piston, 606-01.10
big-end bearing, 606-01.16

08028-0D/H5250/94.08.12
Working time : 1/4 hour Plate no Item no Qty/

Capacity : 1 man
Data:

94.47-ES0U
606-01.05 Separation of Piston and Connecting Rod Working Card
Edition 03S Page 2 (2)
L/V28/32H
Separation of the Piston and Connecting Wooden wedges should be used to prevent
Rod: the connecting rod from swinging out and thus
impact the piston skirt during the lifting into
1) Land the piston and connecting rod care- upright position.
fully on wooden support to prevent damage of
piston and scraper ring, see fig. 1 or 2. 5) Place a wire around the big-end of the
connecting rod, attach a tackle and tighten the
wire rope, see fig.3
6) Take out the securing ring, (seeger

circlips), push out the piston pin and lift the
connecting rod away.
Fig.1. L28/32H
2) Tighten the screw and fasten the lower

part bearing cap with the nuts by hand. in
order to protect the serrated joint faces during
handling of the assembly, see fig. 1 or 2.
Fig.3.
Fig.2. V28/32H
08031-0D/H5250/94.09.07
Assembly of the Piston and Connecting

3) Remove the shackle and eye screw/lifting Rod.
tool from the piston crown, see fig. 1 or 2.
7) For assembly of the piston and connecting
4) Place the piston and connecting rod rod, see point 1-6 in opposite direction.
assembly in upright position resting on the top
face of the piston crown, see fig.3. 8) Lubricate the piston pin before assembling
94.47-ES0U
Working Card
Piston (with flame ring) 606-01.10
Page 1 (4)
Edition 13H
L+V28/32H
Stopped engine Plate no Item no Note.

Description Hand tools
Cleaning and inspection of piston. Control of Tools for cleaning of piston, steel brush,
piston ring, scraper ring and ring grooves. scraper etc.
Starting position
Piston has been dismantlet from

connecting rod 606-01.05
Related procedure
Mounting of piston and

connecting rod 606-01.20
08028-0D/H5250/94.08.12
Working time : 1/2 Hour Plate no Item no Qty. /

Capacity : 1 man
Data

03.19 - ES0
606-01.10 Piston (with flame ring) Working Card
L+V28/32H
Removal of Piston Ring Inspection of Piston
For removal of piston rings, which are to be used 1) Remove the piston and scraper rings.
again, and for all mounting of rings, only the special
ring opener which prevents local over stressing of 2) Clean and examine the piston rings to
the rings should be used. determine if reuse is acceptable, see page 3.
Straps to expand the ring gap or tools working on the 3) Clean the piston outside and inside.
same principle must not be used, as this would result
in permanent deformation which might cause blow- 4) Inspect the piston ring and scraper ring grooves
by or broken rings. for wear, see page 3.
08028-0D/H5250/94.08.12
03.19 - ES0
Working Card
Piston (with flame ring) 606-01.10
Page 3 (4)
Edition 13H
L+V28/32H
The piston has to be scrapped if:
Piston and oil New ring
Ring grooves.
scraper ring. grooves.
A) The wear limit on the testing mandrel is ex- Max. wear limit.
Nominal size. Tolerances.
ceeded, see fig 1A
Piston ring New +0.18
or 5.0 mm 5.43 mm
no 1 5.0 mm +0.16
B) The clearance between the new piston/scraper
ring and ring groove is exceeded, see fig 1B. 5.0 mm 5.43 mm
no 2 5.0 mm +0.12

Note: At each piston overhaul: 5.0 mm 5.43 mm
no 3 4.95 mm +0.12
- The piston and scraper ring must be ex-
New +0.12
changed. Scraper ring 8.0 mm 8.43 mm
8.0 mm +0.10
- The cylinder liner must be honed accord-
ing to the instructions. Table 1 Nominal size, new ring groove tolerance and wear
limit for ring grooves
A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove
If the wear limit (2 mm mark) on the testing

mandrel is exceeded, the specified max. wear
limits are exceeded, and the piston must be
scrapped.
0.45
Wear limit line.
Maximum vertical clearance

between new piston ring/scraper
ring and ring groove: 0.45 mm.
The handle is marked

with the nominal size.
08028-0D/H5250/94.08.12
Fig 1 Wear limits for ring grooves
03.19 - ES0
606-01.10 Piston (with flame ring) Working Card
L+V28/32H
Position of Piston and Scraper Rings
Piston Ring No 1:
marked with ident. no
"GOE CK36 TOP K,
1693961-4".
Piston Ring No 2:
"GOE TOP, 1678572-6".
Piston Ring No 3:
"GOE TOP, 1678573-8".
Scraper ring:
"GOE, 1678575-1".
Marking of Piston and Scraper Rings

08028-0D/H5250/94.08.12
Marking
Identification marks to face upwards against the piston crown when mounted.
Note: The marking may include other figures than mentioned above, for instance trade mark and
production codes.
03.19 - ES0
Working Card
Connecting Rod 606-01.15
L/V28/32H

Shut-off cooling water 62006 28 140-760 Nm
Shut-off fuel oil
Description:
Cleaning, inspection and test measurement of

connecting rod.
Hand tools:
Starting position: Inside micrometer (242 mm).

Feeler gauge 0,15 - 0,20 mm.
Connecting rod has been
dismantlet from piston, 606-01.05
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

97.24 - ES0S
606-01.15 Connecting Rod Working Card
L/V28/32H
Cleaning and Inspection of Big-end Bore. Screws, which are damaged as mentioned above or
cannot be turned into the threaded holes by hand,
The connecting rod is cleaned on all machined must be renewed.
surfaces.
The serrated joint faces and threaded screw holes Measurement of Big-end Bore.
are to be degreased with a volatile solvent and blown
dry with working air.
The serrated joint faces are inspected.
The serration on the connecting rod may, due to

relative movements between the mating surfaces,
show damages in form of wear marks and pittings or
even cracks in highly loaded zones.
Observed damages should be registered in the

schem "Connecting Rod Inspection". See page 4.
Wear marks are visible but not appreciable at a

fingernail. Pittings are not only visible but also
noticeable at a fingernail.
Single distinctly raised spots caused by pitting should

Fig. 1. Point of measurement
be gently smoothed by careful, local treatment with
a file.
For check of roundness the big-end bore has to be
The serration on the connecting rod and on the measured in a condition, where the connecting rod is
bearing cap can be damaged by improper handling mounted with the bearing cap but without bearing
during dismounting, transport and overhaul work. shells, and the connecting rod screws are tightened
up with the prescribed torque, see working card 606-
Note ! The connecting rod and bearing cap must 01.25.
therefore be handled with care.
Note ! The ident no. on the connecting rod and the
Single dent marks caused by impact can be rectified bearing cap, must always be the same, see fig. 3.
by gentle and careful local treatment with a file.
Measurements must be taken 30 mm from seration
In case of damage of the serration, reuse must be centerline. See fig. 1.
rejected, and a new connecting rod assembly includ-
ing new bearing shells must be mounted in the The measuring is executed with an inside micro-
engine. meter.
08028-0D/H5250/94.08.12
The connecting rod screws are to be carefully clean- Five different diameters are measured in the middle
ed. of the boring, see fig. 1 and registered in the scheme
"Connecting Rod Inspection". See page 4.
The threads are inspected for seizures and tested in
the threaded holes in the connecting rod. The test The maximum ovalnees is calculated as the diffe-
must confirm, that the screws can be turned into rence between biggest and smallest diamenter
bottom position by hand. The contact surface of the measured. For maximum allowable ovalness see
screw heads is inspected for seizure and pittings. page 600.35.
97.24 - ES0S
Working Card
Connecting Rod 606-01.15
L/V28/32H
If the ovalness exceeds this value, reuse must be Please note that squares for statement of informa-
rejected and a new complete connecting rod, inclu- tion and identification, should also be properly filled
ding new screws and new bearing shells has to be in.
mounted in the engine.
Connecting Rod Bush.
Inspect the surface of the piston pin and the connec-

ting rod bush. Measure the clearance between the
piston pin and bush, max. clearance between pin
and bush, see page 600.35.
- 0,5 - 3,0
- 2,0 - 7,0 In case the specified clearance is exceeded, contact
- 1,5 - 5,0 MAN B&W Diesel A/S, Holeby for replacement.
+ 5,0 + 5,5
+ 3,0 + 3,5
7,0 12,5 Bearing Shells for Big-end.
Criteria for replacement of connecting rod big-end

bearing, see working card 606-01.16.
to be to be
reused rejected
Fig. 2. "Connecting rod inspection".
The example, see fig. 2 shows measurements and

damage observations for two connecting rods, on
the scheme "Connecting Rod Inspection", (In case
the specified maximum ovalness is exceeded, con-
tact MAN B&W Diesel A/S, Holeby for overhaul).
Connecting rod
For connecting rod no. 1 the maximum ovalness is Ident no.
08028-0D/H5250/94.08.12
0,07 mm and reuse thus acceptable.
For connecting rod no. 2 the maximum ovalness is

0,125 mm and therefore the connecting rod is being Fig. 3.
rejected.
97.24 - ES0S
606-01.15 Connecting Rod Working Card
L/V28/32H
08028-0D/H5250/94.08.12
97.24 - ES0S
Working Card
Mounting of Piston and Connecting Rod 606-01.20
L28/32H
Safety precautions : Special tools :

62006 01
Description :
Mounting of piston and connecting rod

assembly, after overhaul and /or inspection. Hand tools :
Open end spanner 32 mm.

Clean lubricating oil.
Starting position :
Piston mounted on the connecting rod,

crankshaft turned in the right position and the
cylinder liner is OK, see working card 606-
01.35.
Related procedure :
Thightening of connecting
rod screws, 606-01.25
Man power : Replacement and wearing parts :

08028-0D/H5250/94.08.12
Working time : 1 1/2 Hours Plate no. Item no. Qty./

Capacity : 2 men
60601 09 1/cyl.
60601 10 1/cyl.
60601 11 1/cyl.
Data : 60601 12 1/cyl.

91.49-ES0S
606-01.20 Mounting of Piston and Connecting Rod Working Card
L28/32H
1) Mount the lifting device comprising eye A crank throw position of approx 50 degrees
screw, shackle and wire rope on the piston. before TDC will ensure this and also be
suitable for the further mounting procedure.
2) Lift up the piston and connecting rod
and mount the piston and scraper rings, see 6) Lower the piston further down, lubricate
point 14, and working card 606-01.10. the ends of the bearing shells (a in fig. 2) with
copaslip, molycote pasta or similar and mount
3) Remove the backstop for cylinder liner the upper shell of the big-end bearing.
and place the piston guide ring on top of the
cylinder liner, see fig. 1.
4) When the piston approaches the guide

ring, stop the lowering, coat guide ring, piston,
piston rings and scraper ring, with clean
lubricating oil on order to minimize friction
during the subsequent lowering of the
assembly.
Fig. 2.
7) Coat the crank journal with clean

lubricating oil.
Fig. 1.
08031-0D/H5250/94.09.07
8) Now lower the piston and connecting

5) Make sure that the crank throw is in a rod slowly into correct landing on the journal.
position allowing the connecting rod to go
clear of both crank journal and cylinder liner During this the connecting rod must be guided
skirt during further lowering. by hand to ensure correct approach and
landing on the journal, see fig. 3.
91.49-ES0S
Working Card
Mounting of Piston and Connecting Rod 606-01.20
L28/32H
9) Mount the bearing cap with inserted

lower shell of the big-end bearing, using the
guide pin, see fig. 4.
10) Lubricate threads and contact face of

the connecting rod screws with copaslip,
molycote pasta or similar.
11) Mount the screws and tighten them

slightly using an open end spanner.
12) Slacken the tackle and dismount the

eye screw/shackle from the piston.
Fig. 3.
Note ! The ident no. on the connecting rod

and on the bearing cap, must always be the
same, see fig. 4.
Fig. 5.
13) Tighten the screws according to Tight-

ening Procedure for Connecting Rod Screws,
see working card 606-01.25.
08028-0D/H5250/94.08.12
Fitting of Piston and Scraper Rings.
14) Piston rings should only be removed

from and fitted to the piston by the use of a
special tool, the socalled piston ring opener.
Fig. 4.
91.49-ES0S
606-01.20 Mounting of Piston and Connecting Rod Working Card
L28/32H
If the rings are opened further than necessary Before fitting the coil spring loaded scraper
there is a risk of overstressing, which means ring, the coil spring is dismantled form the ring
that rings will become permanently distorted by removal of the joint pin. The coil spring is
and will not confirm to the cylinder inner placed and assembled in the ring groove then
running surface. the scraper ring is fitted in the groove in such
away that the ring joint is approximately 180
The piston rings should be installed with the offset to the spring joint.
identification mark, which is stamped into the
ring close to the ring joints, facing upwords. Ascertain correct assembling by checking the
back clearance. The back clearance is suffient
when the face of the ring is below the groove
edge, when the ring is pressed against the
bottom of the groove.
When installed on the piston, the rings should

be pushed back and forth in the grooves to
make sure that they can move freely. It is also
advisable to insert a feeler gauge of adequate
thickness between ring and groove.
Adequate clearance is present of the feeler

gauge can be moved all the way round.
To prevent gas leakage through coinciding

ring joints the piston rings should be turned
Fig. 6. into positions offsetting the ring joint 180to
each other.
08031-0D/H5250/94.09.07
91.49-ES0S
Working Card
Hydraulic Tightening of Connecting Rod Screws 606-01.25
L+V28/32H
Safety Precautions: Special Tools:

Shut-off cooling water 62021
Shut-off fuel oil
Description:
Tightening procedure for connecting rod screws.

Check of connecting rod screws, tightening con- Hand Tools:
dition.
Starting Position:
Piston, connecting rod, bearing shells and bearing

cap preassembled. 606-01.20
Related Procedure:
Man Power: Replacement and Wearing Parts:

08028-0D/H5250/94.08.12
Working time : 1/2 Hour Plate No Item No Qty./

Capacity : 2 men
Data:

97.43 -ES0S
606-01.25 Hydraulic Tightening of Connecting Rod Screws Working Card
Edition 04H Edition 2 (2)
L+V28/32H
1) Tighten the screw pos. 3 home to the connecting

rod by hand.
2) Mount the lower part pos. 2 and fasten the

lower part with the nuts, pos. 4.
3) Tighten the nuts by hand.
4) Mount the hydraulic tool, pos. 5.
Be aware of the max. lifting heigt of the tool and

adjust the distance between the piston and the
cylinder before adding pressure to the tool. Please
see Working Card 620-01.05
5) Connect the tool to the hydraulic tool.
6) Add the prescribed hydraulic pressure, (to

both screws simultaneously). Please see Description
600.40, and tighten the screws by using a handle,
pos 6.
2
7) Relieve the hydraulic pressure on the tool. 6
1
8) Add the hydraulic pressure to the tool.
9) Tighten the nuts again.
Note: The Points 7 to 9 are to be followed in order to 5

remove tensions in the screws, if any.
3
10) If there still is a distance and the nuts still can 4
be tightened then repeat the points 7, 8 and 9.
11) Relieve the pressure on the tool and remove it

from the screws. Fig. 1
Note: General instruction about hydraulic tightening.

Please see Working Card 620-01.10
08028-0D/H5250/94.08.12
97.43 - ES0S
Working Card In-situ Inspection of Connecting 606-01.30
Page 1 (3)
Rod Big-end Bearing Edition 01S
L28/32H

62006 07
62006 22
Shut-off cooling water 62006 28 140 - 760 Nm
Shut-off fuel oil
Stopped lub. oil circul. Tool combination for tightening of connecting
rod screw, see working card 620-01.20.
Description:
In-situ inspection and/or replacement of

connecting rod big-end bearing, dismounting
and mounting. Hand tools:
Open end spanner 32 mm.
Starting position:
Fuel injector dismounted, 614-01.00

Crankcase open.
Top cover for cylinder head removed.
Related procedure:

big-end bearing 606-01.16
Tightening and check of
connecting rod screws, 606-01.25
Man power: Plate no Item no Qty/

08028-0D/H5250/94.08.12
Working time : 1 1/2 Hours

Capacity : 1 man
Data:

91.22-ES0S
606-01.30 In-situ Inspection of Connecting Working Card
Page 2 (3)
Edition 01S Rod Big-end Bearing
L28/32H
The big-end bearing shells can be inspected

and/or replaced in-situ i.e. without
dismounting the piston and connecting rod
assembly from the engine.
Dismounting.
1) The crankshaft of the engine is turned

into a position allowing the connecting rod
screws to be loosened. Having loosened the
connecting rod screws, the crankshaft is
turned until the piston in a position thus
allowing the connecting rod bearing cap to be
dismounted, see fig. 1.
Fig. 2.
3) Having tightened the tackle slightly, the

connecting rod bearing cap and bearing shell
are dismounted, see working card 606-01.00
4) When connecting rod bearing cap and

bearing shell have been dismounted, the
piston/connecting rod is lifted from the bearing
journal. Piston/connecting rod should not be
lifted further than just to allow dismounting of
the upper bearing shell, see fig. 3.
Fig. 1.
08031-0D/H5250/94.09.07
2) Before removing connecting rod bearing

cap, the especially long eye bolt is mounted. It
is inserted through the fuel injector sleeve and
is screwed into the thread hole in the piston,
see fig. 2. Then by means of a tackle it is
slightly tightened.
91.22-ES0S
Working Card In-situ Inspection of Connecting 606-01.30
Page 3 (3)
Rod Big-end Bearing Edition 01S
L28/32H
While lowering the connecting rod, it must be

guided by hand to ensure correct approach
and landing on the journal, see fig. 4.
4) Mount the bearing cap with inserted lower

big-end bearing shell, using the guide pin.
5) lubricated threads and contact face of the

connecting rod screws with copaslip or similar.
6) Mount the screws and tighten them

slightly using an open-end spanner.
7) Slacken the tackle and dismount the eye

screw from the piston crown.
8) Tighten the screws according to

Tightening Procedure for Connecting Rod
Screw, see working card 606-01.25.
Fig. 3.
5) For inspection of bearing shell, see

working card 606-01.16
Mounting.
Before remounting of inspected or new

bearing, all components must be cleaned.
Note : See also working card 606-01.20.
1) The bearing shell is placed in the bore,

the contact surfaces of the shells to be in
parallel to the contact surface of the
connecting rod, the bearing cap respectively.
08028-0D/H5250/94.08.12
2) Ascertain that the crank throw

concerned is in a position of approx 50
degrees before TDC. Fig. 4.
3) Coat the journal with clean lubricating oil

and lower the piston and connecting rod
assembly slowly into correct landing on the
journal.
91.22-ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Inspection and Honing of Cylinder Liner 606-01.35
L+V28/32H

Shut-off cooling water 62006 50 Extra tools
Shut-off fuel oil 62006 51 Extra tools
Shut-off cooling oil 62006 60 Extra tools
Description:
Inspection and honing of cylinder liner with ho-

ning brush. Hand tools:
Drilling machine 60-180 rpm.

Honing oil.
Gas oil.
Starting position:
Piston and connecting rod is

removed, 606-01.00
Related procedure:

Replacement of cylinder liner, 606-01.40
Grinding of seal face on cylinder
head and cylinder liner, 606-01.45
08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.04 - ES0S
606-01.35 Inspection and Honing of Cylinder Liner Working Card
L+V28/32H
Measurement of Cylinder Diameter. Prior to the honing, deposits of coke and possible
wear edges in the top of the liner must be removed
While the piston is removed from the cylinder, the by scraping.
latter is measured to record the wear. The measure-
ments are taken by means of an inside micrometer, If the cylinder is of the flame ring type, the used flame
with measuring points at TDC-position for upper- ring has to be cleaned in water. Subsequently, the
most piston ring, halfway down and at the bottom of flame ring is remounted in the cylinder before carry-
the cylinder liner, see fig. 1. ing out the honing process.
Note: After the honing process has taken place the

used flame ring is discarded. A new flame ring is
always mounted in the cylinder when replacing a
piston ring.
80-160 rpm.
Fig. 1.
The measurements should normally be taken in

transverse as well as in longitudinal direction.
When measuring, take care that the measuring tool

has the approximately same temperature as the
liner. When the wear of a cylinder liner exceeds the
08028-0D/H5250/94.08.12
value indicated on page 600.35, i.e. when it becomes

too troublesome to maintain satisfactory service
con-ditions, the cylinder liner in question should be
ex-changed.
Fig. 2.
Honing the Cylinder Liner.

The honing is made by means of a flex-honer with
The renovation can be made either with dismantled finess grains 80-120. A revolution speed between 80
liner in the workshop or with liner mounted in the and 160 rpm is chosen.
engine frame and by the use of the belonging funnel.
96.04 - ES0S
Working Card
Inspection and Honing of Cylinder Liner 606-01.35
page 3 (4) Edition 01H
L+V28/32H
In order to achieve the required angle between the

honing grooves, see fig. 2, the vertical speed is
adjusted to about 1 m/sec. which corresponds to
about 2 sec. for one double movement (the flex
honer is lead from below up and down in 2 sec.)
The procedure is to be continued until the cylinder 60

wall is covered by honing grooves and the surface
has a slight matt appearance and without any signs
of glaze .
During the honing it is important to lubricate freely

with honing oil or cutting oil.
Fig. 3.
After the honing, the liner is carefully cleaned with
gas oil, and make sure that all abrasive particles
have been removed.
08028-0D/H5250/94.08.12
96.04 - ES0S
606-01.35 Inspection and Honing of Cylinder Liner Working Card
L+V28/32H
08028-0D/H5250/94.08.12
96.04 - ES0S
Working Card
Replacement of Cylinder Liner 606-01.40
L/V28/32H

Shut-off fuel oil
Description:
Replacement of cylinder liner.

Dismounting and mounting of cooling water guide Hand tools:
jacket.
Allen key, 8 mm.
Adjustable spanner.
Starting position:
Cylinder head and piston/connecting rod dis-

mantled,working card 605-01.00 and 606-01.00.
Related procedure:

Grinding of seal face on cylinder
head and cylinder liner, 606-01.45
08028-0D/H5250/94.08.12
Working time : 2 Hours Plate no. Item no. Qty. /

Capacity : 2 men
60610 04 1/cyl.
Data: 60610 07 12/cyl.
60610 08 2/cyl.
Declaration of weight (Page 600.45) See also plate 60610.
91.22 - ES0S
606-01.40 Replacement of Cylinder Liner Working Card
L/V28/32H
Dismounting of Cylinder Liner.
1) Dismount the cooling water guide jacket.

L28/32H
2) Prior to mounting of the lifting tool and dis- V28/32H
mounting from the frame, it must be ensured that the
liner and frame have been marked to match, for the
sake of a posible remounting of the liner, see fig. 1.
Hole for charging air
Hole for roller guide house
Marking scratch frame
Marking scratch liner
Fig. 2.
Fig. 1.
5) Attach a tackle hook to the eye nut or the wire
and the cross bar, and lift the liner out from the
3) Mount the lifting tool as shown, see fig. 2. engine frame and stand it careful onto wooden
supports.
4) Turn the lifting eye nut to pull out the liner, until
the upper edge of the liner lie aligned against the 6) Clean all parts and inspect for damage and
copper protecting pieces of the cross bar. wear, according to the description. For measure-
08028-0D/H5250/94.08.12
ment of cylinder liner, see working card 606-02.00.
91.22 - ES0S
Working Card
Replacement of Cylinder Liner 606-01.40
L/V28/32H
Mounting of Cylinder Liner. 12) Mount the cooling water jacket, (for torque
moment see page 600.40), piston/connecting rod
7) Check that the sealing surfaces on engine, and cylinder head according to working card 606-
cylinder liner, and sealing rings are perfectly clean. 01.20 and 605-01.40.
8) Mount the lifting tool, attach a tackle hook to 13) When preparing the start-up, check for possible
the eye nut or to the wire in the cross bar and lift the leakages of water and oil, including the inspection
liner. hole in the frame, see fig. 3.
9) Check that the o-ring grooves are clean. Mount

the o-rings and lubricate with a little oil. Place a new
sealing on top of the frame.
10) Lower the cylinder liner carefully into the en-

gine frame.
When the first o-ring touches the sealing face, align

the liner so that the scratch mark on the liner flange
points to the scratch mark on the frame as illustrated,
or align the liner so that the milling groove in the liner Inspection
flange coinside with the fixing piece on the engine hole
frame control side (if mounted).
11) After having cleaned and inspected the cool-

ing water jacket, mount new o-rings on the cooling
water connections and change air connections.
Fit a new sealing ring and mount the jacket.
Fig. 3.
08028-0D/H5250/94.08.12
91.22 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card Grinding of Seal Face on 606-01.45
Page 1 (2) Cylinder Liner and Cylinder Head. Edition 01H
L/V28/32H

Shut-off fuel oil
Description:
Grinding of seal face on cylinder liner and cylin-

der head by hand, with grinding tools and grin- Hand tools:
ding pasta.
Grinding pasta.
Starting position:
Cylinder head has been removed

from the engine, 605-01.00
Cooling water guide jacket, removed.
Related procedure:

08028-0D/H5250/94.08.12
Working time : 1 Hour Plate no. Item no. Qty. /

Capacity : 1 man
60610 08 1/cyl.
Data:

91.45 - ES0S
606-01.45 Grinding of Seal Face on Working Card
Edition 01H Cylinder Liner and Cylinder Head Page 2 (2)
L/V28/32H
Note: The grinding tool is used for both grinding the

groove in the liner flange (1) and the seating surface
on the cylinder head (2), see fig. 1.
Fig. 3.
Fig. 1.
3) After grinding, remove all traces of abrasive

Grinding. and grinding compound.
1) Loosen the sealing ring in liner flange and take 4) When having ground the contact faces, it must
it out. be observed that the gap between cylinder head and
liner is no less than 0,5 mm, that is, the difference
2) Face-grind sealing groove in cylinder liner between measurements y and z must not be less
flange, see fig. 2 and sealing surface on the cylinder than 0,5 mm, see fig. 4.
head, see fig. 3. With the use of grinding pasta and
the grinding tool.
08028-0D/H5250/94.08.12
y - z = 0,5 mm, min.

Fig. 2.
To do so, move the tool back and forth and lift it out
from time to time, to allow the grinding compound to Fig. 4.
distribute evenly.
91.45 - ES0S
Working Card Dismounting of Piston and Cylinder Liner 606-01.50
Page 1 (2)
at Low Overhaul Heights Edition 01H
L+V28/32H

Shut-off cooling water 62050
Shut-off cooling oil 62006 09 2 pieces
62006 24
62006 28
62006 65
Description: 62010 01 If necessary
Dismounting of piston, connecting rod and cylin- Tool combination for dismounting of conncting
der liner for inspection and/or overhaul. rod screw, 620-01.20
Cylinder head has been dismounting from the Inside micrometer (195 mm).
engine. Feeler gauge 0,15 - 0,20 mm.
Crankcase open.
Related procedure:
Separation of piston and connecting rod.

Inspection and honing of cylinder liner.
Manpower:
Working time : 2 Hours

08028-0D/H5250/94.08.12
Capacity : 2 men
Data: Plate no Item no Qty/

94.38 - ES0S-G
606-01.50 Dismounting of Piston and Cylinder Liner Working Card
Edition 01H at Low Overhaul Heights Page 2 (2)
L+V28/32H
Dismantling of Piston at Low Overhaul Heights. Dismantling of Cylinder Liner at Low Overhaul
Heights.
1) Lift up the piston and the connecting rod through
the cylinder liner until the piston is clear of the 1) Mount normal lifting tool for cylinder liners.
liner.
2) Carefully pull the cylinder liner half-way out of
2) Mount collar on the connecting rod, see plate the frame.
62050, item 1896.
3) Mount special lifting tool for cylinder liners at
3) Place the piston with the collar on the cylinder low overhaul heights, see plate 62050, item
liner. 1895.
4) Mount pull-lifts on the collar. 4) Attach pull-lifts on the lifting tool for the cylinder
liner, see plate 62050, item 1895
If Then
5) Take out the liner over the camshaft side.
The overhaul height is Dismount the piston from
too low to pull out piston the connecting rod, re-
and connecting rod in move the piston and pull
one piece. out the connecting rod by
the pull-lifts.
The overhaul height is Remove the piston and

sufficient to pull out the connecting rod by means
piston and the connect- of the pull-lifts.
ing rod in one piece.
08028-0D/H5250/94.08.12
94.38 - ES0S-G
Plate
Page 1 (2) Piston and Connecting Rod (Hydraulic Tightened) 60601-34H
L28/32H
04.06 - ES0
Plate
60601-34H Piston and Connecting Rod (Hydraulic Tightened) Page 2 (2)
L28/32H
Item Item
No Qty. Designation Benvnelse No Qty. Designation Benvnelse
01 1/C Piston pin incl. Stempelpind inkl.

item No 02 pos. nr. 02
02 4/C Socket screw Kraterskrue
03 1/C Retaining ring Sikringsring
04 1/C Plug screw Propskrue
05 1/C Bush for Plejlstangs-

connecting rod bsning
06 1/C Connecting rod Plejlstang inkl.

incl. item Nos pos. nr.
04, 05, 14, 15, 16 04, 05, 14, 15, 16
08 1/C Piston Stempel
09 1/C Piston ring Stempelring
12 1/C Oil scraper ring Olieskrabering
13 1/C Connecting rod Plejlstangs-

bearing 2/2 leje 2/2
15 2/C Connecting rod stud Plejlstangsbolt
16 2/C Nut Mtrik
04.06 - ES0
Plate
Page 1 (2) Cylinder Liner and Water Guide Jacket 60610-19S
L28/32H
08028-0D/H5250/94.08.12
94.02-ES0S
Plate
60610-19S Cylinder Liner and Water Guide Jacket Page 2 (2)
L28/32H
Item Item
No. No.
01 2/C O-ring
02 1/C Sleeve
03 1/C Water guide jacket
04 1/C O-ring
07 12/C O-ring
08 1/C Sealing ring
09 6/C Cooling water connection
10 1/C Cylinder liner
11 2/C O-ring
12 4/C Hexagon screw
13 4/C Washer
14 4/C Sleeve
16 1/C Sealing ring
17 1/C Flame ring
08031-0D/H5250/94.09.07
When ordering spare parts, see also page 600.50

94.02-ES0S
Index
Page 1(1) Camshaft and Camshaft Drive 607
L28/32H
Description
Camshaft and Camshaft Drive --------------------------------------------------------------- 607. 01 (05H)
Working Card
Camshaft and Camshaft Drive --------------------------------------------------------------- 607- 01 .00 (01H)

Inspection and Replacement of Camshaft Bearing -------------------------------------607- 01 .05 (01H)
Adjustment of Camshaft ----------------------------------------------------------------------- 607- 01 .20 (01H)
Plates
Intermediate wheel -------------------------------------------------------------------------------------60701- 06H

Camshaft and Camshaft Bearing -------------------------------------------------------------------60705- 11S
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Camshaft and Camshaft Drive 607.01
Page 1 (1)
Edition 05H
L28/32H
General The lubricating oil pipes for the gear wheels are
equipped with nozzles which are adjusted to apply
The camshaft which controls the actuation of inlet the oil at the points where the gear wheels are in
valves, exhaust valves and fuel injection pumps is mesh. The position of the nozzles is determined by
driven by a gear wheel on the crankshaft through an direction of rotation of the engine.
intermediate wheel, and rotated by a speed which is
half of that of the crankshaft, see fig. 1.
The camshaft is placed in the engine frame at the Engine seen from aft - fly wheel end
control side, (left side, seen from the flywheel end)
and is carried in bearing bushes which are fitted in
bores in the engine frame, each bearing is replace-
able and locked in position in the engine frame by
means of lock screws.
The camshaft is built-up of sections, one for each

cylinder unit. Each section is equipped with fixed
cams for operation of fuel injection pump, air inlet
valve and exhaust valve. The sections are assem-
bled by bolting of the ample dimensioned and pre-
cision made flange connections, which also act as
bearing journals.
Except for the foremost and the aftmost ones, the

sections are identical and therefore interchange-
able. The foremost section is equipped with a clutch
for driving the fuel oil feed pump (if mounted). The
gear wheel for driving the camshaft as well as a gear
wheel connection of governor are screwed on the Clockwise rotation direction
aftmost section.
Fig. 1. Intermediate wheel

08028-0D/H5250/94.08.12
91.03 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Camshaft and Camshaft Drive 607-01.00
L/V28/32H

Shut-off cooling water 62006 26 20 - 120 Nm.
Shut-off fuel oil
Description:
Checking of gear wheels, bolted connections and

lubricating system. Hand tools:
Allen key, 12 mm.

Socket spanner, 19 mm.
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
Working time : 3 Hours Plate no. Item no. Qty./

Capacity : 1 man
60705 12 6/eng.
Data: 60705 24 3/eng.
61106 11 1/cyl.
Data for torque moment (Page 600.40) 61106 14 1/eng.
92.13 - ES0U
607-01.00 Camshaft and Camshaft Drive Working Card
L/V28/32H
1) Dismount the covers which give access to the 3) Examine all lubricating oil spray pipe nozzles.
gear wheels, camshaft and crankcase.
4) Start the electrical lubricating oil pump and
Examine all gear wheels for cracks, wear and defor- check the oil flow everywhere. Be particularly careful
mations. While turning the engine to enable inspec- to check that the oil jet hits the gear wheels correctly
tion allover the circumference of the gear wheels. at the points where the wheels mesh.
2) Check all screws, nuts and bolted connec-

tions, including locking devices everywhere in the
gear wheel housing, camshaft housing and crank-
case to check that they have not worked loose.
Tightening torques, see page 600.40.
08028-0D/H5250/94.08.12
92.13 - ES0U
Working Card
Inspection and Replacement of Camshaft Bearing 607-01.05
L/V28/32H

Shut-off fuel oil
Description:
Check of roller path of cams and check of cam-

shaft bearing. Hand tools:
Replacement of camshaft bearing.
Feeler gauge.
Starting position: Big screw driver.
Cover for camshaft and gear wheel has been

removed.
Related procedure:
Camshaft and camshaft drive, 607-01.00

08028-0D/H5250/94.08.12

Capacity : 2 men
60705 01 1/eng.
Data: 60705 03 1/cyl.
60705 21 1/cyl.
92.13 - ES0S
607-01.05 Inspection and Replacement of Camshaft Bearing Working Card
L/V28/32H
To Check Roller Path of Cams.
1) While turning the engine, examine the cam Camshaft bearing

discs and in particular, check the roller path of all Hole for lubricating oil
cams for cracks, crackles and ruffle. Also examine
the rollers of the roller guides.
Note: if there are flat spots on the roller and if some

of the rollers may be blocked, if so, the roller must be
replaced by a new one, see working card 608-01.00.
To Check Camshaft Bearings.
2) The wearing surface of the camshaft bearings

cannot be checked without dismounting the cam- Locating screw
shaft. However, ab-normal wear of one or more
Frame
bearings will become apparent in the form of burrs of
white metal at the circumference of the camshaft
journal, and in that case the bearing will in no doubt
be discoloured, as well. Fig. 1.
The bearing clearance is measured with a feeler

gauge, see data sheet 600.35. Mount a new camshaft bearing in the bore and make
sure that the hole for insertion of the locating screw
in the bearing is in a correct position. Lock the
To Replace Camshaft Bearing. bearing by means of the locating screw, which is to
be provided with a new gasket. To facilitate the fitting
3) If one or several of the camshaft bearings of the bearing it can be cooled down with Co2.
should be replaced the camshaft must be wholly or
partly dismantled. Inspect the camshaft journal for seizures.
Dismount the fuel oil feed pump, if mounted and If necessary, the camshaft section must be entirely
check that the camshaft sections are marked in removed from the engine, and the journal concerned
relation to each other. Disassemble the camshaft aft must be polished.
(toward flywheel) of the bearing that is to be replaced.
Dismount all roller guides that are located forward of Coat all the journals of the camshaft section with
the disassembling position, see working card 608- clean lubricating oil and push the camshaft into
01.00 and 608-01.05. position, making sure that the marks on the flanges
coincide.
08028-0D/H5250/94.08.12
Pull the disconnected sections of the camshaft so far

a head that the bearing which is to be replaced is Assemble the sections and fit the bolts (coated with
free. copaslip or similar).
Take out the locating screw of the camshaft bearing Tighten the nuts with a torque spanner, see data
concerned and push the bearing out of the bore in the sheet 600.40.
engine frame, see fig. 1.
Mount all roller guides as well as the fuel oil feed
Check the lubricating oil ducts to the bearing for free pump.
flow.
92.13 - ES0S
Working Card
Adjustment of Camshaft 607-01.20
L28/32H

Shut-off fuel oil
Description:
Nominal adjustment of camshaft. (Adjustment of

camshaft in relation to crankshaft). Hand tools:
Depth gauge.
Starting position:
Camshaft assembled as per timing order, moun-

ted in frame and roller gear house.
Related procedure:
Adjustment of the maximum

combustion pressure, 614-05.01
08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.30 - ES0S
607-01.20 Adjustment of Camshaft Working Card
L28/32H
If the intermediate wheel has been dismantled a

nominal adjustment of the camshaft compared to the
crankshaft (timing) must be made as follows: "Nominal
size"
1) The crankshaft is turned to TDC (top dead
centre) for cylinder no. 1.
Cylinder numbering, see page 600.11.
2) Roller guide for fuel oil pump cylinder no. 1 is

mounted and the camshaft is turned in a position
where the roller guide rests on the cicular part af the
cam, see fig. 1.
Roller guide
Cam for
exhaust valve
Cam for fuel Fig. 2.
oil pump
4) The camshaft is turned - in the engines direc-

tion of rotation (see page 600.12) - until the "nominal
size" (as described in item 3) is reduced with the
lead, mentioned in "Lead of Fuel Pump".
Seen from front edge
Note: "Lead of fuel pump" is shown in the table
"Adjusment after the trail" in the Shop Test Protocol.
Fig. 1. 5) When items 1 - 4 are completed and correct

the intermediate wheel can be mounted and tighte-
ned up again (torque moment, see page 600.40).
3) The "nominal size" is measured with a depth
gauge, i.e. the distance from the upper edge of the For adjustment of the single fuel oil pumps (separa-
roller guide house to the thrust gauge pressed into tely and assembled), see working card 614-05.01.
the roller guide, see fig. 2.
08028-0D/H5250/94.08.12
96.30 - ES0S
Plate
Page 1 (2) Intermediate Wheel 60701-06H
L28/32H
09
10
01
02
07
03 11
04
12+
05 08+
06
91.41 - ES0S
Plate
60701-06H Intermediate Wheel Page 2 (2)
L28/32H
Item Item
01 6/E Screw Skrue
02 6/E Lock plate Sikringsplade
03 3/E Gasket Pakning
04 1/E Union Vinkelforskruning
05 1/E Pipe Rr
06 1/E Union Vinkelforskruning
07 1/E Spray pipe Sprjterr
08+ 3/E Fitted bolt Pasbolt
09 3/E Self locking Selvlsende

nut mtrik
10 1/E Cover Dksel
11 1/E Gear wheel, Tandhjul, kompl.

complete
12+ 1/E Axle journal Lejetap
+ Item No. 08 and 12 + Item nr. 08 og 12 kr-

require an individual ver en individuel tilpas-
matching, before ning, fr montering kon-
mounting, contact takt MAN B&W, Holeby
MAN B&W, Holeby
Qty./E = Qty./Engine Antal/E = Antal/Motor
91.41 - ES0S
Plate
Page 1 (2) Camshaft and Camshaft Bearing 60705-11S
L28/32H
08028-0D/H5250/94.08.12
92.08-ES0S
Plate
60705-11S Camshaft and Camshaft Bearing Page 2 (2)
L28/32H
Item Item
No. No.
01 1/E Camshaft bearing Aft 23 1/E Coupling flange
02 1/E Camshaft section aft 24 3/E Locking plate
03 1/C Camshaft bearing 25 6/E Screw
04 1/E Hub
05 6/E Screw
06 6/E Locking plate
07 1/E Guide ring
08 1/E Shaft pin
11 12/E Screw
12 12/E Locking plate
13 1/E Gear wheel
14 Self locking nut
50/E 5 cyl. engine
70/E 6 cyl. engine
52/E 7 cyl. engine
66/E 8 cyl. engine
92/E 9 cyl. engine
15 Screw
40/E 5 cyl. engine
60/E 6 cyl. engine
42/E 7 cyl. engine
56/E 8 cyl. engine
82/E 9 cyl. engine
16 1/E Camshaft Fore
19 10/E Screw
20 1/C Camshaft, intermediate
21 Gasket
6/E 5 cyl. engine
7/E 6 cyl. engine
8/E 7 cyl. engine
9/E 8 cyl. engine
08031-0D/H5250/94.09.07
10/E 9 cyl. engine

22 Guide screw
6/E 5 cyl. engine
7/E 6 cyl. engine
8/E 7 cyl. engine
9/E 8 cyl. engine
10/E 9 cyl. engine
*= Only available as part of a spare parts kit.

Qty./E = Qty./Engine
92.08-ES0S
Index Operating Gear for Inlet Valves,
Page 1(1) 608
Exhaust Valves and Fuel Injection Pumps
L28/32H
Description
Operating gear for valves and fuel injection pumps ------------------------------------ 608. 01 (12H)
Working Card
Inspection of valve roller guide ---------------------------------------------------------------608- 01 .00 (01S)

Inspection of fuel injector pump roller guide ----------------------------------------------608- 01 .05 (01H)
Control and adjustment of valve clearance ----------------------------------------------- 608- 01 .10 (01H)
Plates
Roller guide and push rods -------------------------------------------------------------------------- 60801- 14S
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Operating Gear for Valve and Fuel Injection Pumps 608.01
Page 1(1)
Edition 12H
L/V28/32H
Roller Guides
The fuel injection pumps and the rocker arms for inlet
and exhaust valves are operated by the cams, on the
camshaft through roller guides. The roller guides for Valve bridge Rocker arm
fuel pump, inlet and exhaust valves are located in
bores in a common housing for each cylinder, this
housing is bolted to the engine frame.
The roller runs on a bush fitted on a pin that is pressed

into the roller guide and secured by means of a lock
screw.
Operating Gear for Fuel Injection Pumps

Valve spring
Valve spindle
The injection pumps which is mounted directly on the
roller guide housing is activated via thrust pieces Push rod
from the roller guide.
Protecting Tube
The roller is pressed down on to the cam by a spring, Roller guide

which is fixed between the roller guide and the foot housing
plate of the fuel injection pump.
Roller guide
Operating Gear for Inlet and Exhaust Valves Pin
The movment from the roller guides for inlet and Roller
exhaust is transmitted via the push rods the rocker
arms and spring-loaded valve bridges to each of the
two valve sets. The bridge is placed between the Camshaft
valve spindles and in the one end it is provided with
a pressed-on thrust shoe and in the other end it is
fitted with a thrust screw for adjustment of the valve
clearance. Fig. 1. Valve Operating Gear.
On its top the bridge is controlled by a spherical

thrust shoe on the rocker arm and at the bottom by
a guide which rests in a spherical socket in the
cylinder head.
08028-0D/H5250/94.08.12
91.13 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Inspection of Valve Roller Guides 608-01.00
L/V23/32H

62006 26 20 - 120 Nm
Shut-off fuel oil
Description:
Dismounting, inspection and/or overhaul, and

mounting of valve roller guides. Hand tools:
Inspection of roller guide housing.
Ring and open end spanner, 19 mm
Starting position: Allen key, 3 mm.
Ratchet spanner.
Top cover for cylinder head and cover for fuel Hammer.
injection pump removed. Drift.
Related procedure:
Inspection of fuel injection

pump roller guide, 608-01.05
Control and adjusting of valve
clearance, 608-01.10

Man power:
08028-0D/H5250/94.08.12
Plate no Item no Qty/

Working time : 2 hours
Capacity : 1 man 60801 04 4/cyl.
60801 08 2/cyl.
60801 09 1/cyl.
Data: See also plate 60801.

91.45-ES0S
608-01.00 Inspection of Valve Roller Guides Working Card
L/V28/32H
Dismounting of Roller Guide. 5) Dismount the screws (3) which secure

the roller guide top cover, take off the cover,
1) Turn the engine so that the roller, and lift out the roller guide (5).
rests on the circular part of the cam.
Disconnect any pipes that may be in the way
2) Unscrew the nuts which secure the (lub. oil and fuel oil pipes).
rocket arm brackets, and lift off the rocker arm
with brackets. 6) If the roller guide housing is to be
dismantled, the fuel injection pump and the
3) Remove the push rods (1), see fig. 1. fuel injection pump roller guide are to be
dismounted, see working card 614-01.05 and
a number af lubricating oil and fuel oil pipes
are also to be disconnected.
The roller guide housing (6) cannot be

dismantled with the roller guides fitted.
7) If the event of any marks or scores

from sezures, these must be polished away.
8) Inspect the spherical stud for

deformations (replace as necessary).
Examine the surface of the roller for marks

and other deformations.
Make sure that there is free ply between the

roller and the bush and the shaft pin, and
replace the bush, if necessary.
Replacement of Roller, Bush and Shaft Pin.
9) Remove the lock screw which secures

the roller guide shaft pin and push out the
shaft pin.
The roller, shaft pin, and bush can now be

replaced as required.
10) Blow through the lubricating ducts in

08031-0D/H5250/94.09.07
roller guide and roller guide housing, and

clean the lubricating grooves.
Mounting of Roller Guide.

Fig. 1.
11) When assembling the parts, which is
4) Loosen the lock screw for the push carried out in the reverse order to the above
rod protecting tube, see plate 60801, item 07, are must be exercised not to damage the O-
on the roller guide top cover and lift and ring when mounting the proctecting tube.
remove the protecting tube (2).
12) Adjusting of valve clearance, see
working card 608-01.10.
91.45-ES0S
Working Card
Inspection of Valve Roller Guides 608-01.00
L/V28/32H
13) When the roller guide housing(6) to be

* replaced into a new part, special care should
be done at the mounting checking the contact
surface between each cam & roller to give a
smooth rolling motion, especially for the
alignment of center line between cam shaft
and roller guide housing.
08028-0D/H5250/94.08.12
91.45-ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Inspection of Fuel Injection Pump Roller Guide 608-01.05
L/V28/32H

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

mounting af roller guide for fuel injection pump. Hand tools:
Allen key, 3mm.

Hammer.
Drift.
Starting position:
Cover for fuel injection pump removed.

Fuel injection pump has been
removed, 614-01.05
Related procedure:
Adjustment and/or check of max.

combustion pressure, 614-01.20
08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

91.02 - ES0S
608-01.05 Inspection of Fuel Injection Pump Roller Guide Working Card
L/V28/32H
Dismounting of Roller Guide. 3) Inspect the spherical stud for deformations

(replace as necessary).
1) Remove the support ring (1) and spring (2) and
take up the roller guide (3), see fig. 1. Examani the surface of the roller for marks and other
deformations.
Make sure that there is free ply between the roller

and the bush and the shaft pin, and replace the bush
if necessary.
1
Replacement of Roller, Bush and Shaft Pin.
2
4) Remove the lock screw which secures the
roller guide shaft pin and push out the shaft pin.
3
The roller, shaft pin, and bush can now be replaced
as required.
5) Blow through the lubricating ducts in roller

guide and roller guide housing, and clean the lubri-
cating grooves.
Mounting of Roller Guide.
6) When assembling the parts which is carried

out in the reverse order.
Fig. 1.
7) For adaption of the thrust piece of the roller
guide, see working card 614-01.20.
Inspection of Roller Guide.
2) If the event of any marks or scores from

sezures, these must be polished away.
08028-0D/H5250/94.08.12
91.02 - ES0S
Working Card
Control and Adjusting of Valve Clearance 608-01.10
L/V28/32H

Shut-off cooling water 62008 02 Exhaust
Shut-off fuel oil 62008 01 Inlet
Description:
Control and/or adjusting of valve clearance.

Hand tools:

Big screw driver.
Starting position:
Cover for rocker arm are removed.

All indicator valves open.
Related procedure:
08028-0D/H5250/94.08.12

Capacity : 1 man
Data:
Data for pressure and tolerance (Page 600.35) See also plate 60502.
91.45 - ES0S
608-01.10 Control and Adjusting of Valve Clearance Working Card
L/V28/32H
Adjusting of Inlet Valve Clearance.
1) Turn the engine so that the roller, rests on the

circular part of the cam, i.e. the inlet valves and the
exhaust valves are closed.
2) Loosen the adjustment screws on valve bridge

and rocker arm, see fig. 1.
Fig. 2.
8) Check that the clearance is correct simulta-

neously at both valve spindles.
Adjusting af Exhaust Valve Clearance.
Fig. 1. 9) Carry out adjusment in the same way as

deseribed for the inlet valves, but using the feeler
gauge for exhaust valve clearance o,90 mm.
3) Clearance between valve bridge and valve
spindle, see page 600.40.
4) Place the feeler gauge marked with "correct"

o,4 mm above the valve spindle nearest to the rocker
arm bracket, see fig. 1.
5) Adjust the clearance between valve bridge

and valve spindle by means of the adjustment screw
on the rocker arm (above the push rod) and tighten
08028-0D/H5250/94.08.12
the lock nut.
The feeler gauge is to remain in this position when

adjusting the clearance of the other valve.
6) Place another feeler gauge, at the same size

o,40 mm above the other valve spindle, see fig. 2.
Fig. 3.
7) Adjust the clearance between valve bridge
and valve spindle by means of the adjusment screw
on the valve bridge, and tighten the lock nut, see fig.
2.
91.45 - ES0S
Working Card
Control and Adjusting of Valve Clearance 608-01.10
L/V28/32H
10) The feeler gauges for checking the clearance

have two gauges which are marked "incorrect" and
"correct", the latter to be used when adjusting the
valve clearance, see fig. 4.
After tightening up the counter nuts on rocker arms

and valves bridge, be sure that the feeler gaugs
marked "correct" can be inserted into the two clear-
ances simultaneously as where it must not be pos-
sible to insert the gauges marked "incorrect".
Fig. 4.
08028-0D/H5250/94.08.12
91.45 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Roller Guide and Push Rods 60801-14S
L+V28/32H
08028-0D/H5250/94.08.12
99.41 - ES0
Plate
60801-14S Roller Guide and Push Rods Page 2 (2)
L+V28/32H
Item Item
no Qty. Designation Benvnelse no Qty. Designation Benvnelse
01 4/C Thrust piece Trykstykke 27 1/C Roller guide for Rullestyr for brnd-
fuel injection pump, selspumpe, komplet
02* 2/C Pipe Rr complete incl. item 12, inkl. item 12, 13, 14, 15,
13, 14, 15, 22, 23, 24, 22, 23, 24, 25
03 2/C Protecting tube Skrmrr 25
04 4/C Sealing ring Ttningsring 28 4/C Screw Skrue
05 4/C Screw Skrue 38 2/C Push rod, complete Stdstang, komplet inkl.
incl. item 01, 02 item 01, 02
06 2/C Cover Dksel
07 2/C Screw Skrue
08 2/C Gasket Pakning + Item no 20 require + Item nr. 20 krver

an individual match- en individuel tilpasning
09 1/C Gasket Pakning ing before mounting, fr montering, kontakt
contact MAN B&W, MAN B&W, Holeby
10 2/C Ball pin Kugletap Holeby
11 2/C Roller guide Rullestyr
12 3/C Pin Tap
13 3/C Stop screw Stopskrue
14 3/C Bush Foring
15 3/C Roller Rulle
16 1/C Washer for spring Skive for fjeder
18 2/C Guide pin Styrestift
19 8/C Screw Skrue
20+ 1/C Housing for Hus for

roller guides rullestyr
22 1/C Thrust piece Tryktap
23 1/C 1 set shims (0.1, 0.3, 1 st shims (0,1, 0,3,

0.5 and 1.0 mm) 0,5 og 1,0 mm)
24 1/C Thrust piece Tryktap
25 1/C Roller guide Rullestyr
26 2/C Roller guide for Rullestyr for ventilbe-

08028-0D/H5250/94.08.12
valve gear, complete vgelse, komplet inkl.

incl. item 10, 11, 12, item 10, 11, 12, 13, 14,
13, 14, 15 15
99.41 - ES0
Index Control and Safety Systems
Page 1(1) 609
Automatics and Instruments
L28/32H
Description
Control and safety systems ---------------------------------------------------------------- 609. 01 (14S)

Instrument and automatics ----------------------------------------------------------------- 609. 05 (11H)
Lambda controller ---------------------------------------------------------------------------- 609. 10 (12H)
Starting box ------------------------------------------------------------------------------------ 609. 35 (02H)
Converter for engine- and turbocharger RPM signal -------------------------------- 609. 40 (01H)
Working Card
Functional test and adjustment of safety, alarm and monitoring equipment ---609- 01 .00 (01H)
Function test and adjustment of overspeed trip ---------------------------------------609- 01 .05 (01H)
Adjustment and test of ON/OFF pressostate ------------------------------------------609- 05 .00 (02S)
Adjustment and test of ON/OFF thermostate ------------------------------------------609- 05 .01 (02S)
Function and test of level switch (LAL 25) --------------------------------------------- 609- 05 .02 (02H)
Adjustment and test of analogous pressure transmitter ---------------------------- 609- 05 .03 (02S)
Adjustment and test of analogous temperature transmitter ------------------------609- 05 .04 (02H)
Adjustment of lambda controller ---------------------------------------------------------- 609- 10 .00 (10H)
Plates
Governor and governor drive ---------------------------------------------------------------------60901- 07H

Regulation Mechanism -----------------------------------------------------------------------------60902- 18H
Overspeed device ----------------------------------------------------------------------------------- 60903- 38H
Fuel oil leakage alarm (LAH 42) ----------------------------------------------------------------- 60905- 09S
Prelubricating oil alarm (LAL 25) ---------------------------------------------------------------- 60905- 13H
Instrument panel ------------------------------------------------------------------------------------- 60905- 27H
Level switch in oil sump (LAL/LAH 28) ---------------------------------------------------------60905- 35H
Thermometer ----------------------------------------------------------------------------------------- 60907- 01S
Pressostate, thermostate, difference pressostate and pressure transmitter --------- 60907- 02S
Lambda controller ----------------------------------------------------------------------------------- 60910- 03H
Starting box ------------------------------------------------------------------------------------------- 60935- 07H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Control and Safety Systems 609.01
General
Governor
The engine speed is controlled by a hydraulic

governor. The purpose of the governor is to
regulate the rate of delivery from the fuel pumps,
so that the engine speed is kept within certain
limits, independing on the load.
Information about the design, function and

operation of the governor is found in the special
governor instruction book.
The governor is mounted on the fly wheel end of

the engine and is driven from the camshaft via a
cylindrical gear wheel and a set of bevel gears.
Pick-up for Engine RPM
The pick-up for transfer of signal to the tachometer Fig. 1.

instrument for engine RPM is mounted on the fly
wheel end cover of the engine.
A signal varying proportionally to engine RPM is

created in the pick-up by the rotating toothed
impulse wheel mounted on the camshaft end.
Pick-up for Turbocharger RPM
See turbocharger instruction book, section 612.
Fuel Oil Limiting Function
When starting the engine, the function of fuel oil

regulating is carried out automatically, so called,
the starting valve become to activate and the
starting air sis entered into air starter (see Section
613) and then simultaneously the regulating arm
(fig.2, pos5) will rotate into the direction of
increasing the injection fuel oil volume resultantly to
be touched with the piston rod & adjustment screw
of stop cylinder (Lambda cylinder). Fig. 2.
After that, the excessive movement of regulating

08028-0D/H5250/94.08.12
arm is avoided by the force balance between the Regulating Shaft

charge air pressure and the spring force (fig.2,
pos.2) in the stop cylinder (Lambda cylinder) and The governor movements are transmitted through
resultantly the fuel oil index of fuel oil pump is a spring-loaded pull rod to the fuel pump regulating
regulated on a balanced position. shaft which is fitted along the engine.
In sequence, the charging air pressure will increase

in proporation to engine rpm as the engine rpm
reaching at the rated rpm and this pressure will be
supplied into no.3 hole of fig.1 of stop cylinder
(Lambda cylinder), to push up the spring by boost
air pressure and position of fuel pump index is
regulated & balanced at the proper position of
engine running condition.
92.04-ES0S
609.01 Control and Safety Systems Description
General
The spring-leaded pull rod permits the press the piston in the Lambda controller
governor to give full deflection even if the stop downwards and force the index at the fuel
cylinder of the manoeuvring system keep the pumps to zero. See also Description 609.10
fuel pump regulating shaft at "no fuel" position.
Each fuel pump is connected to the common, Mechanical Overspeed (SSH 81)
longitudinal regulating shaft by means of a
two-piece, spring-loaded arm. The engine is protected against overspeeding
in the event of, for instance, governor failure
Should a fuel pump plunger seize in its barrel, by means of an overspeed trip.
thus blocking the regulating guide, governing
of the remaining fuel pumps may continue The engine is equipped with a stopping
unimpede owing to the spring-loaded linkage device which starts to operate if the maximum
between the blocked pump and the regulating permissible revolution number is exceeded.
shaft.
The overspeed tripping device is fitted to the
end cover of the lubricating oil pump and is
Shut Down Function driven through this pump.
The shut down function is carried out by the If the pre-set tripping speed is exceeded, the
Lambda controller. In case of an shut down spring loaded fly weight (1), see fig.2, will
situation e.g. overspeed lubricating oil move outwards and press down the arm (2).
pressure low or high temperature for H.T
water, compressed air will
08031-0D/H5250/94.09.07
Fig. 2. Mechanical overspeed (SSH 81).
92.04-ES0S
Description
Control and Safety Systems 609.01
General
The arm is looked in its bottom position by The engine can be stopped manually by
the lock pin (3) which is pressed in by the pressing down the button (7), see fig.2, which
spring (4). will activate the spring-loaded fly weight (1)
through the lever (8).
At the same time the arm (2) presses down
the spindle (5), and the pneumatic valve (6) If the overspeed has been activated the
opens, whereby compressed air will be led to overspeed must be reset before the engine
the stop cylinder, see fig. 1, in which the can be started. Reset is done by means of the
piston is pressed forward and, through the button (10).
arm, turns the fuel pump regulating shaft to
STOP position, thereby the engine stops, the The overspeed alarm (SAH 81) is activated by
spring-loaded pull rod connection to the meads of the micro switch (9).
governor being compressed.
08028-0D/H5250/94.08.12
92.04-ES0S
Your Notes :
08031-0D/H5250/94.09.07
Description
Instruments and Automatics 609.05
L28/32H
Main instrument panel
As standard the engine is equipped with an instru- The instrument panel is mounted flexibly on rubber
ment panel, comprising instruments for visual indi- elements and all manometer connections are con-
cation of the most essential pressures. nected to the panel by means of flexible hoses, as
Illustrated on fig. 1. shown on fig. 2.
Flexible hose
Rubber element
Valves
Push button
On the engine is as standard mounted an instrument panel.
The following incorporating pressure gauges for the most

essential pressures. Fig. 2. Cross section of instrument panel
Pressure gauge for:

08028-0D/H5250/94.08.12
PI 01 LT fresh water, inlet to air cooler

PI 10 HT fresh water, inlet engine
PI 21/22 Lubricating oil, inlet/outlet to filter The connecting pipes to the manometers are equip-
PI 23 Lub. oil, inlet to turbocharger ped with valves which make it possible to replace the
PI 31 Charge air, outlet from cooler
PI 40 Fuel oil, inlet to engine
manometers during operation.
PI 50 (*) Nozz. cool. oil, inlet to fuel valves
Switch for PI 21/22 In the charging air and nozzle oil piping damping
(*) If nozzle cooling oil applied only.
filters are inserted for levelling out pressure fluctua-
tions.
Fig. 1. Lay-out of instrument panel
94.28 - ES2S
609.05 Instruments and Automatics Description
L28/32H
Instrumentation - too high press. drop across lub. oil filter

- too high HT FW temperature - outlet engine
As standard the engine is supplied with the following - too low starting air pressure - inlet engine
instrumentation mounted local on the engine: - too high engine speed (overspeed)
Thermometer TI 01 LT water - inlet air cooler The actual number and type of the alarm- and shut-
Thermometer TI 02 LT water - outlet from air cooler down switches for the plant can be seen in the list
Thermometer TI 03 LT water - outlet from lub. oil cooler "Engine Automatic part list" in this section.
Thermometer TI 10 HT fresh water - inlet to engine
Thermometer TI 11 HT fresh water - outlet each cylinder
Thermometer TI 20 Lubricating oil - inlet to cooler Leakage Alarm (LAH 42)
Thermometer TI 22 Lubricating oil - outlet from filter
Thermometer TI 30 Charge air - inlet to cooler Waste and leak oil from the comparement, for the
Thermometer TI 31 Charge air - outlet from cooler injection equipment, fuel valves, high-pressure pipes
Thermometer TI 40 Fuel oil - inlet to engine and engine feed pump (if mounted) is led to a fuel
Thermometer*) TI 51 Nozz. cool. oil - outlet from fuel valves leakage alarm unit.
Thermometer TI 60 Exhaust gas - outlet each cylinder
Thermometer TI 61 Exhaust gas - outlet turbocharger
*) If nozzle cooling oil applied only. Normal leakage
C
The actual number of the instrumentation for the
plant can be seen on the diagrams for the specific
plant in the sections 612-613-614-615-616.
For code identification see 600.20. B
Leak alarm
Normal level
Pressostates and Thermostates
The engine is supplied with a number of alarm- and

shut-down functions. The alarms shall via the alarm
panel worn against an abnormal working condition, A
which can lead to break down and the shut-down
functions shall stop the engine before a break down.
I.e. a shut-down is "worse" than an alarm because High level
a shut-down is given if the engine could be severe
damage by running on these conditions.
Leakoil
As standard the engine is equipped with:

08028-0D/H5250/94.08.12
Alarm
Shut-down Switches for Normal
- too low lubricating oil pressure - inlet engine

- too high HT FW temperature - outlet engine
- too high engine speed (over speed)
Alarm Switches for

Waste oil outlet
- leaking fuel oil
- too low lubricating oil pressure - inlet engine
- too low prelubricating oil pressure (level alarm) Fig. 4. Fuel oil leakage alarm.
94.28 - ES2S
Description
Instruments and Automatics 609.05
L28/32H
The alarm unit consist of a box with a float switch for Alarm for Prelubricating (LAL 25)
level monitoring, see fig. 4.
Alarm for missing prelubricating, when the engine is
The supply fuel oil to the engine is led through the unit stopped is given by means of a level switch (LAL 25)
in order to keep heated up, thereby ensuring free mounted in the main lubricating oil pipe.
drainage passage even for high-viscous waste/leak
oil.
Alarm and Shut-down for Overspeed
Under normal conditions there will always be a
smaller amount of waste/leak oil from the compare- When the mechanical overspeed is activated, see
ment, this will be led out through the bore "A" in the 609.01 fig. 2, a micro-switch will release the alarm
pipe "B" as illustrated. for overspeed (SAH 81) and activate the shut-down
solenoid in the governor.
In case of a larger then normal leakage, the level in
the box will rise and the level switch "C" will be The latter function is a back-up for the mechanical
activated. The larger amount of leak oil will be lead overspeed.
out through the top of the pipe "B".
08028-0D/H5250/94.08.12
94.28 - ES2S
Your Notes :
08031-0D/H5250/94.09.07
Description
Lambda Controller 609.10
L28/32H
Purpose At a 50% load change the system will be activated for

about 3-8 seconds.
The purpose with the lambda controller is to prevent If the system is activated more than 10 seconds, the
injection of more fuel in the combustion chamber solenoid valve will be shut off and there will be a
than can be burned during a momentary load in- remote signal for "system failure".
crease. This is carried out by controlling the relation
between the fuel index and the charge air pressure.
Fuel oil limiting during start procedure
The Lambda controller is also used as stop cylinder.
During the start procedure the lambda controller is
used as an index limiter.
Advantages
Hereby heavy smoke formation is prevented during
The lambda controller has the following advantages: start procedure and further the regulating device
cannot over-react.
- Reduction of visible smoke in case of sudden
momentary load increases. The jet system is blocked during the starting proce-
dure until the engine has reached 110 RPM.
- Improved load ability.
- Less fouling of the engine's exhaust gas ways.

1. Regulating arm
2. Switch (Pick-up)
- Limitation of fuel oil index during starting 3. Piston
procedure. 4. Solenoid valve

5. Lambda controller
6. Overspeed device
(mecanical activated 3/2 valve)
Principles for functioning 6
Figure 1 illustrates the controller's operation mode.

In case of a momentary load increase, the regulating
device will increase the index on the injection pumps
and hereby the regulator arm (1) is turned, the switch
(2) will touch the piston arm (3) and be pushed 5 Charge air
receiver
downwards, whereby the electrical circuit will be
closed. 3
2
Thus the solenoid valve (4) opens. The jet system is
activated, the turbocharger accelerates and increases 1
the charge air pressure, thereby pressing the piston ~
(3) backwards in the lambda cylinder (5). When the
lambda ratio is satisfactory, the jet system will be de- 4 Engine's
compression
activated. air system
Fig 1. Principle drawing of lambda controller
96.26 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Description 609.35
Page 1 (1) Starting Box Edition 02H
L+V28/32H
Description Engine / Turbocharger RPM
The starting box is mounted on the engine's control By activating the "Engine RPM/TC RPM" button, the
side. On front of the box there are the following indication is changed.
indications/pushbuttons:
Engine RPM indication is green light-emitting diodes
- Indication of engine or turbocharger RPM and turbocharger RPM indication is red light-emitting
- Indication of electronic overspeed diodes.
- Pushbutton for "Manual Start"
- Pushbutton for "Manual Stop" External Indications
- Pushbutton for "Remote" *
- Pushbutton for "Local" * There are output signals for engine RPM and
- Pushbutton for "Blocking" * turbocharger RPM.
- Pushbutton for change-over between engine Engine: 0 - 1200 RPM ~ 4-20 mA
and turbocharger RPM TC: 0 - 60000 RPM ~ 4-20 mA
* The function chosen is indicated in the pushbutton. The pushbuttons for "Remote", "Local" and "Blocking"
See fig 1. have potential free switches for external indication.
Manual Start All components in the starting box are wired to the
built-on terminal box.
The engine can be started by means of the start
button, but only if the button "Local" is activated.
The manual, local start is an electrical, pneumatic

start, i.e. when activating the start button a solenoid
valve opens for air to the air starter, thereby enga-
ging the starter and starting the diesel engine.
Throughout the starting cycle the start button must
be activated.
The air starter is automatically disengaged when the

diesel engine exceeds 140 RPM. If the start button
is disengaged before the diesel engine has exceeded
140 RPM, further starting cycles are blocked, until 5
sec. after the engine is at standstill.
Remote Start
Remote start can only take place if the pushbutton

for "Remote" is activated.
08028-0D/H5250/94.08.12
Manual Stop
The "Manual Stop" button is connected to the stop

coil on the governor.
Blocking
If "Blocking" is activated, it is not possible to start the

diesel engine. Fig 1. Starting box
94.20 - ES2S
Your Notes :
08031-0D/H5250/94.09.07
Description 609.40
Page 1 (1) Converter for Engine- and Turbocharger RPM Signal Edition 01H
L+V28/32H
Engine RPM signal The "engine run" signals will be given through a
relay. One for synchronizing and one for start/stop of
For measuring the engine's RPM, a pick-up mounted pre. lub. oil pump or alarm blocking at start/stop.
on the engine is used giving a frequency depending
on the RPM. To be able to show the engine's RPM
on an analogue tachometer, the frequency signal is Safe start
sent through an f/I converter (frequency/current
converter), where the signal is transformed into a When the safe start signal is activated the engine
proportional 4-20 mA ~ 0-1200 RPM signal. can start. When the engine reach 140 RPM the air
starter will be shut-off.
Further, the converter has following signals:
Further, the safe start signal is a blocking function for
- overspeed the air starter during rotation.
- engine run
- safe start
- tacho fail Tacho fail
The tacho fail signal will be on when everything is

normal. If the pick-up or the converter failes the
signal will be deactivated. E.g. if there is power
supply failure.
The converter for engine RPM signal is mounted in

the terminal box on the engine.
Turbocharger RPM signal
For measuring the turbocharger RPM, a pick-up

mounted on the engine is used giving a frequency
depending on the RPM. To be able to show the
Fig 1. Converter for engine RPM. turbocharger's RPM on an analogue tachometer,
the frequency signal is sent through a f/I converter
(frequency/current converter), where the signal is
Overspeed transferred into a proportional 4-20 mA ~ 0-60000
RPM.
When the engine speed reach the setpoint for
electronic overspeed the converter gives a shutdown
signal and a alarm signal through a relay.
08028-0D/H5250/94.08.12
Engine run
When the engine speed reach 710 RPM or 200 RPM

+ 10 seconds, the converter gives a "engine run"
signal.
Fig 2. Converter for TC RPM.
The engine run signal will be deactivated when the
speed is 640 RPM. If the engine speed haven't been
over 710 RPM the signal will be deactivated at 200 The converter is mounted in the terminal box on
RPM. engine.
96.30 - ES2S
Your Notes :
08031-0D/H5250/94.09.07
Working Card Functional Test and Adjustment of Safety, 609-01.00
Page 1 (2) Alarm and Monitoring Equipment Edition 01H
General

Shut-off cooling water See Related Procedure
Shut-off fuel oil
Description:
Function test and adjustment of safety, alarm and

monitoring equipment. Hand tools:
See Related Procedure
Starting position:
Related procedure:
Overspeed trip 609-01.05

Pressostate 609-05.00
Thermostate 609-05.01
Level switch (LAL 25) 609-05.02
Analog pressure transmitter 609-05.03
Analog temperature transmitter 609-05.04
08028-0D/H5250/94.08.12
Working time : xxx hours Plate no. Item no. Qty. /

Capacity : xxx man
Data:

92. 04 - ES0U
609-01.00 Functional Test and Adjustment of Safety, Working Card
Edition 01H Alarm and Monitoring Equipment Page 2 (2)
General
Maintenance of monitoring and safety systems. It is recommended that all functions are tested every
three month according to the mentioned working
One of the most important parameters in the pre- cards.
ventive work is that the alarm system as well as the
shutdown and overspeed devices are functioning The extent of the alarm and safety functions is vari-
100%. able from plant to plant.
If some of these functions are out of operation, they For check of these functions use the working cards
have to be repaired immediately. If this is not pos- mentioned under related procedure on page 1.
sible because of the present working situation, the
engine has to be under constant observation until it
can be stopped.
08028-0D/H5250/94.08.12
92.04 - ES0U
Working Card
Functional Test and Adjustment of Overspeed Trip 609-01.05
General

Shut-off fuel oil
Description:
Functional test and adjustment of overspeed trip.

Hand tools:
Allen key, 4 mm.

Allen key, 2 mm.
Starting position:
Functional test and adjustment of safety

alarm and monitoring equipment, 609-01.00
Related procedure:
08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

91.45 - ES0S
609-01.05 Functional Test and Adjustment of Overspeed Trip Working Card
General
1) The engine is run up manually, (on governor Turn the engine until the adjusting screw is opposite
"synchronizer") and at no load, while watching the the opening on the side of the housing. Now loosen
tachometer. the lock screw and turn the adjusting screw, using
the tubular pin spanner supplied, se fig. 2.
On reaching the revolution number indicated on
page 600.30 or in "Test Report", the overspeed
tripping device must function, thus actuating the stop
cylinders. The fuel injection pump control rods are
now moved to zero index, and the engine stops.
2) If the overspeed divice trip at a revolution

number different from that stated on page 600.30 or
in the "Test Report" the overspeed device must be
adjusted.
Fig. 2.
Turn the adjusting screw outwards (slacken fly-

weight spring) to reduce the revolution number. Be
careful not to screw the adjusting screw so far out
that it may touch the release arm. Tighten the lock
screw and test the overspeed device again.
4) Refit the covers when the overspeed device

functions at correct revolution number.
5) The overspeed device can be tested manually

Fig. 1. by depressing the button on top af the housing,see
fig. 1. This will activate the flyweight and the arm for
release of the air valve for the stop cylinders and the
Adjustment of Overspeed Trip. engine should thus stop. (This test must also be
carried out without load).
08028-0D/H5250/94.08.12
3) Remove both covers on the housing of the

overspeed tripping device, see fig. 1. 6) It is recommended now and then, while the
engine is at a standstill, to move the flyweight by
means of the push button to ensure that the flyweight
can always move with sufficient ease.
91.45 - ES0S
Working Card
Adjustment and Test of On/Off Pressostate S609-05.00
08028-0D/H5250/94.08.12
S609-05.00 Adjustment and Test of On/Off Pressostate Working Card
08031-0D/H5250/94.09.07
Working Card
Adjustment and Test of On/Off Thermostate S609-05.01
L28/32H
08028-0D/H5250/94.08.12
S609-05.01 Adjustment and Test of On/Off Thermostate Working Card
L28/32H
08031-0D/H5250/94.09.07
Working Card
Adjustment and Test of On/Off Thermostate 609-05.01
L+V28/32H

Shut-off fuel oil
Description:
Adjustment and test of on/off thermostate. (lub.

oil, fuel oil, water etc.). Hand tools:
Screw driver.
Special testing devices.
Starting position:

Related procedure:

Capacity : 1 man
Data:

91.03 - ES0S
609-05.01 Adjustment and Test of On/Off Thermostate Working Card
L+V28/32H
Adjustment: Test:
1) When the thermostate cover is removed and 3) The funcional test of the thermostate is to be
locking screw pos. 5, fig. 1 is loosened, the range can carried out according to the following procedure.
be set with the spindle pos. 1 while at the same time
the scale pos. 2 is read. 4) Take out the sensor of the pocket.
5) Test the sensor in a water bath, where the

temperature can be controlled.
Alarm for Falling temperature:
6) Raise the temperature until the switch has

changed.
Then the temperature must slowly be reduced, and

check that the switch changes back at the tempera-
ture stated in the list page 600.30.
Alarm for Rising temperature:

1. Range spindle.
2. Range scale.
7) Raise the temperature until the switch chang-
3. Differential spindle. es and check that is happens at the stated alarm
4. Differential scale. points.
5. Locking screw.
8) Adjust if necessary.
9) The sensor is mounted again.

Fig. 1.
2) Thermostates having an adjustable differenti-

al, the spindle pos. 3 can be used while the scale pos.
4 is read.
Set points, see page 600.30.
91.03 - ES0S
Working Card
Function and Test of Level Switch (LAL 25) 609-05.02
General

Shut-off fuel oil
Description:
Function and test of level switch, LAL 25, in

lubricating oil system. Hand tools:
Starting position:

Related procedure:
08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

91.03 - ES0S
609-05.02 Function and Test of Level Switch (LAL 25) Working Card
General
The level switch LAL 25, which is mounted on the

main lubricating oil pipe of the engine, gives alarm for
missing prelubricating oil. Vent pipe
Function.
1) By starting the prelubricating oil pump the

main lubricating oil pipe will be filled with lubricating
oil, which means that the level switch is lifted and the
alarm is disconnected.
Level switch
2) When the prelubricating is interrupted, the lub.
oil will run out of the system through the bearings, Main lubricating oil pipe
which means that level switch is lowered and the
alarm starts.
Fig. 1.
Test:
The test is carried out when the engine is stopped.
3) Start the lubricating oil pump, and let the pump

run about 5 min.
4) Stop the prelubricating oil pump. The alarm

must be released after 0 - 5 min., depending of the
oil viscosity.
08028-0D/H5250/94.08.12
91.03 - ES0S
Working Card Adjustment and Test of Anologous S609-05.03
Page 1 (2)
Pressure Transmitter Edition 02H
L28/32H
08028-0D/H5250/94.08.12
S609-05.03 Adjustment and Test of Anologous Working Card
Page 2 (2)
Edition 02H Pressure Transmitter
L28/32H
08031-0D/H5250/94.09.07
Working Card Adjustment and Test of 609-05.04
Page 1 (2) Analogous Temperature Transmitter Edition 02H
L+V28/32H

Shut-off fuel oil
Description:
Adjustment and test of analogous temperature

transmitter, (PT 100 sensor). Hand tools:
Special testing devices.
Starting position:

Related procedure:

Capacity : 1 man
Data:

96.26 - ES0S
609-05.04 Adjustment and Test of Working Card
Edition 02H Analogous Temperature Transmitter Page 2 (2)
L+V28/32H
The PT 100 sensor consist of a resistance wire which the alarm plant gives any alarm, when the alarm limit
changes resistance depending on the temperature. which is stated on page 600.30 is exceeded (if the
alarm plant is adjusted).
Look and design varify depending on the place of
measurement and manufacture. 5) The sensor is mounted again.
Adjustment:
1) The PT 100 sensor connot be adjusted, but the

alarm limit must be set on the alarm plant.
Set point, see page 600.30.
Test:
2) The functional trial of the PT 100 sensor can be

carried out according to the following procedure.
3) Take out the sensor of the pocket.
4) Test the sensor by diving the sensor in the

water. Compare the signal from the sensor with the
water temperature.
If the alarm plant has an instrument unit, the tempe-

rature can be read on this. Fig. 1.
Otherwise the test can be carried out by watching if
96.26 - ES0S
Working Card
Lambda Controller 609-10.00
L28/32H

Shut off starting air
Shut off cooling water
Shut off fuel oil
Shut off cooling oil
Description: Hand tools:
Adjustment of lambda controller. Allen key.
Starting position:
Related procedure:
Manpower: Replacement and wearing parts:

08028-0D/H5250/94.08.12
Working time : 1 hour Plate no Item no Qty /

Capacity : 1 man
Data:

95.27 - ES0S
609-10.00 Working Card
Edition 10H
Lambda Controller Page 2 (2)
L28/32H
Lambda Controller
Normally the lambda controller does not need ad-

justment. The only time adjustment is needed, is
when the controller or the governor has been dis-
mantled. The adjustment is to be carried out in
standstill position.
1. Check that the free space between the pick-up

and the band steel on the regulating arm is min 1 mm,
see fig 1.
Fig 3.
2. Set the index of the fuel pumps according to

the Shop Test Protocol by means of the governor
arm, see plate 60902-18H, item 15.
Note: Set the "load limit" control knob at max in order

to protect the governor.
3. Fit the adjustment screw (4), fig 2, until the

piston has contact with the spring without com-
pressing the spring.
Fig 1.
4. Fasten the adjustment screw.
5. Adjustment finished.
Adjustment of the stop screw.
6. Remove pipe for charge air pressure, see fig 3.

08028-0D/H5250/94.08.12
7. Supply air pressure until the piston rod reaches

its upper position.
8. Adjust the stop screw, see fig 2, to 110% load

according to the test bed, plus 1.5 index.
Use the index arm on the fuel pump nearest to the
lambda controller as control for the index.
9. Adjustment finished.
Fig 2.
95.27 - ES0S
Plate
Page 1 (2) Governor and Governor Drive 60901-07H
L28/32H
09
01
For governor, see spe-

cial instruction book
10
11
12
13
14
15
16
02
17
03 18
19+
20
04
05
21
06
22
07
08
23
24
25
26
30 27
28
29
94.28 - ES0S
Plate
60901-07H Governor and Governor Drive Page 2 (2)
L28/32H
Item Item
01 1/E Synchronnizing Synchroniserings- 29 1/E Wear disc Slidskive

motor motor
30 1/E Key Feder
02 1/E Plug screw Propskrue
03 1/E Gasket Pakning + Item No. 19 require + Item nr. 19 krver en

an individual matching individual tilpasning
04 4/E Nut Mtrik (by shims) before (med shims) fr monte-
mounting, contact, ring, kontakt MAN B&W,
05 2/E Stud Tap MAN B&W, Holeby Holeby.
06 1/E O-ring O-ring
07 1/E Castle nut Kronemtrik
08 1/E Split pin Split
09 1/E Shut down Shut-down

solenoid spole
10 1/E Governor Regulator
11 4/E Screw Skrue
12 1/E Shim (set 0,1 - Mellemlg (st 0,1 -

0,3 - 0,5 - 1,0 mm) 0,3 - 0,5 - 1,0 mm)
13 1/E Disc Skive
14 1/E Ball bearing Kugleleje
15 1/E Bevel gear wheel Konisk tandhjul
16 1/E Key Feder
17 1/E Castle nut Kronemtrik
18 1/E Split pin Split
19+ 1/E Housing Hus
20 2/E Stud Tap
21 2/E Pin Stift
22 1/E Plug Prop
23 1/E Plug Prop
24 1/E Axle journal Akseltap
25 1/E Bush Bsning
26 1/E Bevel gear wheel Konisk tandhjul
27 1/E Gear wheel Tandhjul
28 1/E Pointed screw Pinolskrue
94.28 - ES0S
Plate
Page 1 (2) Regulation Mechanism 60902-18H
L28/32H
Governor Plate 60901
17
15
18
01 13
19 16
02
03
04
05 14
19
06 25 20
07 18
26
08 27 17
28 21
09
24 22
10
25 23
11
12
64
13
65
02
66
67
56
68
48
49 69
57
50
58 51
52
55 53
61 54
62 59
63
60
94.36 - ES0S
Plate
60902-18H Regulation Mechanism Page 2 (2)
L28/32H
Item Item
01 1/R Split pin Split 48 1/C Linkage Lnkeled
02 2/R Pull rod head Trkstangshoved 49 1/C Pin Stift
03 1/R Pull rod end Trkstangsende 50 1/C Spring Fjeder
04 1/R Cylindrical pin Cylindrisk stift 51 1/C Spring arm Fjederarm
05 1/R Spring housing Fjederhus 52 3/C Spring pin Fjederstift
06 1/R Pointed screw Pinolskrue 53 1/C Arm holder Armholder
07 1/R Spring Fjeder 54 1/C Screw Skrue
08 1/R Pull rod Trkstang 55 1/C Spring loaded Fjederbelastet

lever, complete arm, komplet
09 1/R Cylindrical pin Cylindrisk stift
56 1/E Regulating shaft Reguleringsaksel
10 1/R Guide ring Styrering
57 1/C Split pin Split
11 1/R Guide ring Styrering
58 1/C Pin Stift
12 1/R Nut Mtrik
59 1/C Bushing Bsning
13 2/R Locking plate Lseblik
60 1/C Bearing bracket Lejeblik
14 1/R Spring loaded pull Fjederbelastet trk-
rod, complete stang, komplet 61 2/C Screw Skrue
15 1/R Governor arm Regulator arm 62 2/C Washer Skive
16 1/R Screw Skrue 63 2/C Spring pin Fjederstift
17 2/R Split pin Split 64 1/E Stop ring Stopring
18 2/R Self locking nut Selvlsende mtrik 65 1/E Screw Skrue
19 2/R Screw for ball head Skrue for kuglehoved 66 2/E Screw Skrue
20 1/R Arm Arm 67 2/E Screw Skrue
21 1/R Spring pin Fjederstift 68 1/E Bracket Konsol
22 1/R Locking plate Lseblik 69 2/E Nut Mtrik
23 1/R Screw Skrue
24 1/R Bearing housing Lejehus
25 2/R Bush Bsning
26 2/R Screw Skrue
27 2/R Washer Skive
28 2/R Spring pin Fjederstift
Qty./R = Qty./Regulation mechanism Antal/R = Antal/Reguleringsmekanisme
94.36 - ES0S
Plate
Page 1 (2) Overspeed Device 60903-38H
L+V28/32H
08028-0D/H5250/94.08.12
98.14 - ES0S
Plate
60903-38H Overspeed Device Page 2 (2)
L+V28/32H
Item Item
01 1/E Socket Muffe 32 1/E Button Knap
02 1/E Button Knap 33 1/E Nipple Nippel
03 1/E Spring pin Fjederstift 34 1/E Spindle Spindel
04 1/E Spring Fjeder 35 1/E Spring (left) Fjeder (venstre)
05 4/E Screw Skrue 36 1/E Spindle Spindel
06 1/E Screw Skrue 37 2/E Washer Skive
07 1/E Cover Dksel 38 2/E Screw Skrue
08 1/E Spindle Spindel 39 1/E Ball bearing Kugleleje
09 1/E Spring pin Fjederstift 40 1/E Elastic coupling Elastisk kobling
10 1/E Cylindrical pin Cylindrisk stift 41 1/E Spring (right) Fjeder (hjre)
11 1/E Lever Arm 42 1/E Valve attachment Ventilholder
12 1/E Screw Skrue 43 4/E Screw Skrue
13 1/E Flyweight housing Hus for svingvgt 44 1/E Pneumatic valve Pneumatisk ventil
14 1/E Adjusting screw Justeringsskrue 45 1/E Silencer Lyddmper
15 1/E Spring Fjeder 46 1/E Overspeed device, Overspeed anordning,

complete excl. item komplet eksl. item 27,
16 1/E Circlip Sikringsring 27, 37, 38, 44 37, 38, 44
17 1/E Flyweight Svingvgt 47 1/E Spare parts kit for Reservedelskit for
item 44 item 44
18 1/E Key Not
19 1/E Ball bearing Kugleleje
20 1/E Housing Hus
21 1/E Cover Dksel
22 4/E Washer Skive
23 4/E Screw Skrue
24 1/E Pin Stift
25 1/E Lever Arm
26 1/E Nut Mtrik

08028-0D/H5250/94.08.12
30 1/E Spindle Spindel
31 1/E Spring Fjeder
98.14 - ES0S
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 60905-09S
L28/32H
08028-0D/H5250/94.08.12
91.41-ES0S
Plate
60905-09S Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)
L28/32H
Item Item
No. No.
01 1/E Cable union
02 1/E Mounting plug
03 1/E Gasket
04 1/E Level switch
05 1/E Plug screw
06 1/E Gasket
07 1/E Fuel oil leakage alarm, complete
08 1/E Ball valve
08031-0D/H5250/94.09.07

91.41-ES0S
Plate
Page 1 (2) Prelubricating Oil Alarm (LAL 25) 60905-13H
General
08028-0D/H5250/94.08.12
91.44-ES0S
Plate
60905-13H Prelubricating Oil Alarm (LAL 25) Page 2 (2)
General
Item Item
No. No.
01 1/E Plug screw
02 1/E Packing ring
03 1/E Packing ring
04 1/E Level switch
08031-0D/H5250/94.09.07

91.44-ES0S
Plate
Page 1 (2) Instrument Panel 60905-27H
L28/32H
PI 01 LT fresh water, inlet to air cooler

PI 10 HT fresh water, inlet engine
PI 21/22 Lubricating oil, inlet/outlet to filter
PI 23 Lub. oil, inlet to turbocharger
PI 31 Charge air, outlet from cooler
PI 40 Fuel oil, inlet to engine
PI 50 Nozz. cool. oil, inlet to fuel valves
94.28 - ES0S
Plate
60905-27H Instrument Panel Page 2 (2)
L28/32H
Item Item
No Qty. Designation Benvnelse No Qty. Designation Benvnelse
01 1/E Housing for instru- Hus for instrumentpanel 23 1/E Damper (charging air) Dmper (ladeluft)
ment panel
43 4/E Screw Skrue
02 1/E Bracket for instrument Konsol for instrument-
panel panel 44 4/E Serrated lock washer Stjernefjederskive
03 4/E Rubber clutch Gummikobling 45 2/E Screw Skrue
04 8/E Nut Mtrik 46 2/E Serrated lock washer Stjernefjederskive
05 8/E Spring lock Fjederskive 47 8/E Screw Skrue
06 2/E Pressure gauge Manometer 48 1/E Side plate Sideplade

0-3 bar 0-3 bar
(PI 31 and PI 23) (PI 31 og PI 23) 49 1/E Instrument panel, Instrument panel,
complete komplet
07 4/E Pressure gauge Manometer
0-6 bar 0-3 bar
(PI 01, PI 10, PI 50, (PI 01, PI 10, PI 50,
PI 21-22) PI 21-22)
08 1/E Pressure gauge Manometer

0-10 bar (PI 40) 0-10 bar (PI 40)
09 7/E Needle valve Nleventil
10 1/E 3-way valve for 3-vejsventil for

PI 21-22 PI 21-22
11 1/E Washer Skive
12 1/E Pipe Rr
13 1/E Angle union Vinkelforskruning
14 2/E Straight union Ligeforskruning
15 2/E Pressure gauge hose Manometer slange

195 mm 195 mm

140 mm 140 mm

300 mm 300 mm

340 mm 340 mm
19 7/E Packing ring Pakningsring
20 2/E Reduction Reduktion
21 1/E Damper (fuel oil) Dmper (fuel oil)
22 2/E Coupling for mano- Kobling for manometer

meter
94.28 - ES0S
Plate
Page 1 (2) Level Switch in Oil Sump (LAL/LAH 28) 60905-35H
L+V28/32H
08028-0D/H5250/94.08.12
95.21 - ES0S
Plate
60905-35H Level Switch in Oil Sump (LAL/LAH 28) Page 2 (2)
L+V28/32H
Item Item
01 1/E Level alarm Niveaualarm
02 1/E Plate Plade
03 1/E Packing Pakning
04 4/E Hexagon screw Hexagonskrue
05 4/E Nut Mtrik
06 1/E Pipe Rr
07 1/E Pipe Rr
08 2/E Level switch Niveaukontakt
09 2/E Reduction adaptor Reduktionsadapter
10 1/E Dipstick complete Pejlestok komplet
08028-0D/H5250/94.08.12
95.21 - ES0S
Plate
Page 1 (2) Thermometer 60907-01S
L28/32H
08028-0D/H5250/94.08.12
91.44-ES0S
Plate
60907-01S Thermometer Page 2 (2)
L28/32H
08031-0D/H5250/94.09.07
91.44-ES0S
Plate Pressostate, Thermostate Difference
Page 1 (2) 60907-02S
Pressostate and Pressure Transmitter
General
08028-0D/H5250/94.08.12
91.44-ES0S
Pressostate, Thermostate Difference Plate
60907-02S Page 2 (2)
Pressostate and Pressure Transmitter
General
08031-0D/H5250/94.09.07
91.44-ES0S
Plate
Page 1 (2) Lambda Controller 60910-03H
L28/32H
94.28 - ES0S
Plate
60910-03H Lambda Controller Page 2 (2)
L28/32H
Item Item
01 1/E Regulating arm, Reguleringsarm,

complete komplet
02 1/E Pick-up, Pick-up,

incl. sleeve incl. afstandsring
03 1/E Lambda cylinder, Lambdacylinder,

complete komplet
94.28 - ES0S
Plate
Page 1 (2) Starting Box 60935-07H
L28/32H
08028-0D/H5250/94.08.12
99.40 - EO0
Plate
60935-07H Starting Box Page 2 (2)
L28/32H
Item Item
01 1/E Panel Panel
02 1/E Starting box Starting box
08028-0D/H5250/94.08.12
Qty./E = Qty./Enigne. Qty./E = Qty./Motor
99.40 - EO0
Index
Page 1(1) Crankshaft and Main Bearings 610
L28/32H
Description
Crankshaft and main bearings --------------------------------------------------------------- 610. 01 (12H)
Working Card
Checking of main bearing alignment (deflection) ----------------------------------- 610- 01 .00 (10H)

(hydraulic tightened connecting rod)
Inspection of main bearing shells ----------------------------------------------------------- 610- 01 .05 (05H)
Inspection of guide bearing shells ---------------------------------------------------------- 610- 01 .10 (08H)
Vibration damper --------------------------------------------------------------------------------610- 40 .00 (01H)
Plates
Crankshaft ----------------------------------------------------------------------------------------------- 61001- 15H

Resilient gear wheel -----------------------------------------------------------------------------------61002- 07H
Flywheel with gear rim -------------------------------------------------------------------------------- 61003- 02H
Torsional vibration damper -------------------------------------------------------------------------- 61004- 05H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Crankshaft and Main Bearings 610.01
Page 1 (1)
Edition 12H
L/V28/32H
Crankshaft Vibration Damper
The crankshaft, which is a one-piece forging with In special cases a vibration damper is mounted on
ground main bearing and crankpin journals, is sus- the crankshaft to limit torsional vibrations. The dam-
pended in inderslung bearings. The main bearings per consists essentially of a heavy flywheel totally
are equipped with insertion-type shells, which are enclosed in a light casing. A small clearance is
coated with a wearing surface. To attain a suitable allowed between the casing and the flywheel, and
bearing pressure the crankshaft is provided with this space is filled with a highly viscous fluid. The
counterweights, which are attached to the crank- casing is rigidly connected to the front end of the
shaft by means of dovetail joints and secured with a engine crankshaft and the only connection between
centrally placed screw. the crankshaft and the damper flywheel is through
the fluid. Under conditions of no vibration, the casing
At the flywheel end the crankshaft is fitted with a gear and damper flywheel tend to rotate as one unit, since
wheel which through an intermediate wheel drives the force required to shear the viscous film is consi-
the camshaft. Also fitted here is the flywheel and a derable. As the torsional vibration amplitudes
coupling flange for connection of a reduction gear or increase, the casing follows the movement of the
a alternator. At the opposite end there is a claw-type crankshaft but the flywheel tends to rotate uniformly
coupling for the lub. oil pump or a flexible gear wheel by virtue of its inertia, and relative motion occurs
connection for lub. oil and water pumps. between the flywheel and the casing. The viscous
fluid film therefore undergoes a shearing action, and
vibration energy is absorbed and appears as heat.
08028-0D/H5250/94.08.12
91.45 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Working Card Checking of Main Bearings Alignment (Deflection) 610-01.00
Page 1 (6) (Hydraulic Tightened Connecting Rod) Edition 10H
L28/32H

Shut-off cooling oil 62010 35 Angle for
Stopped lub. oil circul. mounting on
crank web
Description:
Checking of main bearings alignment (deflection).

Hand tools:
Starting position:
Turning gear in engagement. (If mounted).

Cover for crankshaft has been removed from
frame.
All indicator valves open.
Related procedure:
08028-0D/H5250/94.08.12
Working time : 1 1/2 hours Plate no. Item no. Qty. /

Capacity : 2 men
Data:

99.25 - ES0S
610-01.00 Checking of Main Bearings Alignment (Deflection) Working Card
Edition 10H (Hydraulic Tightened Connecting Rod) Page 2 (6)
L28/32H
Alignment of Main Bearings.
The lower main bearing shells should be positioned

so that they keep the main bearing journals of the
crankshaft centered in a straight (ashore horizontal)
line. Deviations from this centre line cause the
crankshaft to bend and increase the load on some
main bearings.
If two adjacent main bearings are placed too low, the

crankshaft centre line will in this place be lowered to
form an arc, causing the intermediate crank throw to
bend in such a way that it "closes" when turned into
bottom position and "opens" in top position.
As the magnitude of such axial lengthening and

shortening during the turning of the throw increases Fig. 1 Placing of dial gauge
in proportion to the difference in the height of the
bearing, it is measured as a check on the alignment
and condition of the bearing.
Checking The Deflection Measurement.
As the crankshafts of medium speed engines are
very stiff, any great deviations in the alignment will The reading is entered in the table page 6, see
result in clearance at the bottom shell of the bearings. example in fig. 2 - 6.
The cause of incorrect main bearing position may be As "bottom" reading is used the mean value of the
wear of the bearings or misalignmnet of the engine. two "near bottom" readings X and Y, fig. 3.
The total deflection ("opening-closing") of the throw

Effecting The Deflection Measurement. during the turning from bottom to top position is
entered in fig. 4.
The deflection measurement is effected by placing a
springloaded dial gauge in the centre punch marks These figures are due to vertical misalignment of the
provided for this purpose, see fig. 1. main bearings.
"Closing" of the throw in top dead centre is regarded Similarly, horizontal misalignment procedures the
as negative, (compression of the gauge). figures in the table fig. 5.
In the example, page 3, the deflection reading is Besides misalignment of the bearings, the readings
therefore negative. can be influenced by ovality or eccentricity of the
journals.
08028-0D/H5250/94.08.12
As during the turning of the throw, the gauge and the

connecting rod will meet near the bottom position of
the throw, the measurement for the bottom position Engines Equipped with Turning Gear.
is to be replaced by the average of the two near by
positions on either side. When taking these deflection readings for the three
aftmost cylinders, the turning gear should at each
The dial gauge is set to zero, when the crank throw stoppage be turned a little backwards to ease off the
is in the near-bottom (x in fig. 8) and during the tangential pressure on the teeth of the turning wheel
turning the throw is stopped in the position horizon- as this pressure may otherwise falsify the readings.
tal-top-horizontal-near bottom (P-T-S-Y in fig. 8) for
reading of the gauge.
99.25 - ES0S
L28/32H
Deflection of crankshaft in 1/100 mm. (0.01 mm).

Deflection from vertical
misalignment
Cyl. No.
top - bottom
Crank position 1 2 3 4 5 6
or T - B = V 2 -1.5 4 4.5 -2 2
Bottom start X 0 0 0 0 0 0
Fig. 4.
Left side P 2 0 2 0 -1 2
Top T 3 -2 4 5 -2 3
Deflection from hori-
Right side S 3 -2 2 0 0 1 zontal misalignment
Bottom stop Y 2 -1 0 1 0 2 Right side - left side

or P - S = H -1 2 0 0 -1 1
Fig. 2. Fig. 5.
Bottom (0,5 x Y) = B 1 -0.5 0 -0.5 0 1 Check on T+B= C 4 -2.5 4 5.5 -2 4

gauge
readings P+S= D 5 -2 4 0 -1 3
Fig. 3.
Fig. 6.
C and D should be nearly the same, reading for cylinder 4 to be repeated.
S P
08028-0D/H5250/94.08.12
Y X
Front end view.

"Closing" of the crankthrow is considered nega- Start in position X.
tive. Turn anti clockwise
Fig. 7. Fig. 8.
99.25 - ES0S
Edition 10H (Hydraulic Tightened Connecting Rod) Pagee 4 (6)
L28/32H
Measurement of Crank Throw Deflections by Means of Dial Indicator (Autolog)
Crank throw deflection = Difference in dial indicator readings in two diametrically

opposite crank throw positions, i.e. two positions dis-
placed 180.
Vertical deflection = Difference in top-bottom readings.
Horizontal deflection = Difference in side-side readings.
Vertical of Horizontal Deflections of Crank Throws
Unless otherwise stated the values refer to cold engine.
For new or realigned aggregate Aim for + or - 4/100 mm

Acceptable + or - 6/100 mm
For aggregate in service realignment

is recommended if deflections exceed + or -10/100 mm
Vertical Deflection of Crank Throw at Flywheel
Unless otherwise stated the values refer to cold engine.
Rigid coupling between Flexible coupling between

diesel engine and driven machine diesel engine and driven machine
08028-0D/H5250/94.08.12
For new or realigned For new or realigned

aggregate 0 to + 4/100 mm aggregate Aim for - 7/100 mm
Acceptable - 10/100 mm
For aggregate in service realignment is For aggregate in service

recommended if deflection measured realignment recommendable
on warm engine exceeds - 10/100 mm if deflection exceeds - 14/100 mm
99.25 - ES0S
L28/32H
Process/Proces I.D. no.
Plant/Anlg Page of/Side af
Engine Type/Motortype Engineer/Operatr Date/Dato
Instruction/Instruktion
Top
Right side Left side
Bottom end/ Bottom start/

1/100 mm Bund slut Bund start
Right side Right side
Cyl. no 1 2 3 Cyl. no 1 2 3
Left side Cyl. no 1 2 3
Left side
Remarks/Bemrkninger
08028-0D/H5250/94.08.12
99.25 - ES0S
Edition 10H (Hydraulic Tightened Connecting Rod) Page 6 (6)
L28/32H
Component/Komponent Type I.D. no.
Process/Proces Page of/Side af
Test place/ Test bed/prvehal Cold/Kold

Condition
On board/Om bord Warm/Varm
Teststed/
Tilstand Plant/Maskinhal
Engine no.:
Motornr.:
Cyl. no. 1 2 3 4 5 6 7 8 9
Bottom X 0 0 0 0 0 0 0 0 0
Left side P
Top T
Right side S
Bottom Y
Bottom
(0.5xY)=B
Deflection from
vertical misalign-
ment.
Top - bottom
or T - B = V
Deflection from
horizontal mis-
08028-0D/H5250/94.08.12
alignment.
Left side - Right
side or P - S = H
Check on gauge
readings.
T+B= C
P+S= D
99.25 - ES0S
Working Card
Inspection of Main Bearing Shells 610-01.05
L+V28/32H

Shut-off cooling water 62010 10 2 pieces
Stopped lub. oil circul. 62010 15 2 pieces
62010 30 Extra tools
62021 40 Hydraulic tools
62021 50 2 pieces
Description: 62021 51
62021 20
Dismantling, inspection and/or replacement and
mounting of main bearing shells.
Hand tools:
Allen key, 12 mm.

Starting position: Lead hammer.
Silastene.
Copaslip.
Related procedure:
Inspection of guide bearing shell, 610-01.10

Criteria for replacement of bearings, 606-01.16
Manpower:
08028-0D/H5250/94.08.12
Working time : 2 hours Replacement and wearing parts:

Capacity : 2 men
Data:

96.30 - ES0S-G
610-01.05 Inspection of Main Bearing Shells Working Card
L+V28/32H
Make Ready for Dismantling of the Main Bearing
1) Dismount crankcase covers in front and oppo-

site the bearing concerned.
2) Turn the engine until the crank is in a conveni-

ent position for carrying out the work.
3) Dismount the bracing screw (side screw).
4) Mount the hydraulic tools and loosen the main

bearing stud nuts. For operation of the hydraulic
tools, see working card 620-01.05.
Fig 2. Mounting of Wire Straps.
8) Lift the main bearing cap a little and unscrew

the bearing stud nut.
9) Fit guide tubes on the threads of the bearing

studs and lower the bearing cap to make it rest on the
collar of the guide tubes.
Dismantling of the Main Bearing Shells
10) Remove the locking piece from the bearing

cap and take out the bearing shell.
11) Fit the tool for upper main bearing, for dis-
mantling of upper main bearing shell, in the lubricating
Fig 1. Mounting of Hydraulic Tools. hole in the crankshaft and turn out the upper bearing
shell by turning the crankshaft, see fig 3.
5) Dismount the hydraulic tools and slacken the

nuts somewhat.
Dismantling of the Main Bearing Cap

08028-0D/H5250/94.08.12
6) Fit the eye screws, diagonally, in the threaded

holes in the main bearing cap, see fig 2.
Pass the wire supplied through the eye screw and

attach it as shown, so as to keep the bearing cap in
place when the main bearing stud nuts are removed. Tool for upper main
bearing
7) Work the main bearing cap loose from the

engine frame with a lead hammer or similar. Fig 3. Mounting of tool for upper main bearing.
96.30 - ES0S-G
Working Card
Inspection of Main Bearing Shells 610.01-05
L+V28/32H
Cleaning 17) Insert the lower bearing shell in the bearing

cap and mount the locking piece.
12) Clean all machined surfaces, on frame, bearing
cap, stud, nuts and bearing shells. Lubricate the bearing shell and journal with clean
lubricating oil.
Inspection of Main Bearing Shells

Mounting of the Main Bearing Cap
13) Inspect the main bearing shells according to
working card 606-01.16. 18) Raise the bearing cap into position, dismount
the guide tubes, coat the bearing studs with molyco-
Note: The bearing is marked according to size and te pasta or similar and fit the bearing stud nuts.
when replaced it must be by a new bearing of the
same size. Make sure that the bearing cap and bearing shell are
in their correct position.
Mounting of the Main Bearing Shells 19) Dismantle the wire straps.
14) Push the upper bearing shell as far into posi- 20) Mount the hydraulic tools, see working card
tion as possible. 620-01.05, and tighten the nuts as prescribed on
page 600-40.
15) Fit the tool for upper main bearing in the
lubricating hole in the crankshaft and turn in the 21) Coat the back side of the bracing screws' (side
upper bearing shell by turning the crankshaft. screws') hexagonal head with a thin coat of silastene
or similar.
Make sure that the shell enters its correct position
then remove the tool for upper main bearing. 22) Mount the screws and tighten with a torque
spanner as indicated on page 600.40.
16) Lubricate the end of the bearing shells with
molycote pasta or similar.
08028-0D/H5250/94.08.12
96.30 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Inspection of Guide Bearing Shells 610-01.10
L+V28/32H

Shut-off cooling water 62006 28 140 - 760 Nm
Shut-off fuel oil 62010 10 2 pieces
62010 25
62010 15 2 pieces
62010 30 Extra tools
Description 62021 40 Hydraulic tools
62021 50 2 pieces
Dismantling, inspection and/or replacement and 62021 51
mounting of guide bearing shells and thrust 62021 20
washer.
Hand tools
Starting position
Allen key, 12 mm
Socket spanner, 36 mm
Lead hammer
Silastene
Molycote
Related procedure
Inspection of main bearing shells. 610-01.05

Criteria for replacement of bearing
shells. 606-01.16
08028-0D/H5250/94.08.12
Manpower

Capacity : 2 men Replacement and wearing parts
Data Plate no Item no Qty/

02.47 - ES0
610-01.10 Inspection of Guide Bearing Shells
Working Card
L+V28/32H
Make Ready for Dismantling of the Guide

Bearing
1) Dismount the crankcase covers opposite the

bearing concerned.
2) Turn the engine until the crank is in a convenient

position for carrying out the work.
3) Dismount the bracing screw (side screw).
4) Mount the hydraulic tools, see fig 1, and loosen

the guide bearing stud nuts. For operation of
the hydraulic tools, see working card
620-01.05. Fig 2 Mounting of Wire Straps
8) Lift the guide bearing cap a little and unscrew

the bearing stud nut.
9) Fit guide tubes on the threads of the bearing

studs and lower the bearing cap to make it rest
on the collar of the guide tubes.
Dismantling of the Guide Bearing Shells
10) Remove the locking piece from the bearing

To pump cap and take out the bearing shell.
Fig 1 Mounting of Hydraulic Tools Thrust washer
5) Dismount the hydraulic tools and slacken the

nuts somewhat.
08028-0D/H5250/94.08.12
Dismantling of the Guide Bearing Cap
6) Fit the eye screws, diagonally, in the threaded

holes in the guide bearing cap, see fig 2.
Fig 3 Guide Bearing with Thrust Washer
Pass the wire supplied through the eye screw
and attach it as shown, so as to keep the
bearing cap in place when the guide bearing
stud nuts are removed. The thrust washer of the guide bearing is partially
countersunk into the engine frame and attached by
7) Work the guide bearing cap loose from the means of four screwed-on clamps which are visible
engine frame with a lead hammer or similar. after lowering the bearing cap, see fig 3.
02.47 - ES0
Page 3 (4) Inspection of Guide Bearing Shells Edition 08H
L+V28/32H
In case the guide shell tool is locked between guide
bearing and bearing studs, use the bolt on the back
of the guide shell tool to dislodge it.
Cleaning of Components
14) Clean all machined surfaces, on frame, bearing

cap, stud, nuts and bearing shells.
Inspection of Guide Bearing Shells
15) Inspect the guide bearing shells according to

Guide for mounting of upper shell.
Fig 4 Dismounting of Upper Shell

Fig 5 Mounting of Upper Shell in Guide Bearing
11) Unscrew the clamns and push out the thrust Mounting of the Guide Bearing Shells
washers.
The bearing shells of the guide bearing, which are
12) Fit the tools for dismantling of upper guide identical to those of the main bearings, are narrower
bearing shell, see fig 4, in the bearing cap and than the bore for the guide bearing and it is therefore
raise the bearing cap into position, making essential that the shells are positioned perfectly
sure that the guide shell is not being damaged. correct in the bore.
08028-0D/H5250/94.08.12
After that, dismount the guide tubes, fit and For this purpose a guide tool is supplied for positioning
tighten the nuts slightly. on the engine frame when the upper bearing shell is
to be fitted, see fig 5.
13) With the guide shell tool, which is guided by the
bearing cap, the upper bearing shell is carefully 16) Push the bearing shell as far as possible into
turned out into the bearing cap. Then dismount position through this guide tool.
the nuts and lower the bearing cap on the collar
of the guide tubes. Take out the bearing shell 17) Insert the guide shell tool in the bearing cap,
and the guide shell tool. which is resting on the collar of the guide tubes.
02.47 - ES0
Edition 08H
Inspection of Guide Bearing Shells Page 4 (4)
L+V28/32H
18) Raise the bearing cap with the guide shell tool Bearing Cap
into its correct position, dismount the guide
tubes, fit and tighten the bearing stud nuts Lubricate the bearing shell and journal with clean
slightly. lubricating oil.
19) Now push the bearing shell into its correct 24) Raise the bearing cap into position, dismount
position with the guide shell tool.Make sure the guide tubes, coat the bearing stud with
that the shell enters its correct position. molycote pasta or similar and fit the bearing
stud nuts.
20) Then unscrew the bearing stud nuts, fit the
guide tubes and lower the bearing cap again. Make sure that the thrust washers, bearing
shell and bearing cap are in their correct
21) Fit the thrust washers and clamps. position.
Note: Clearance in guide bearing axially, see page 25) Dismantle the wire straps.
600.35.
26) Mount the hydraulic tools, see working card
22) Lubricate the end of the bearing shells with 620-01.05, and tighten the nuts as prescribed
molycote pasta or similar. on page 600-40.
23) Insert the lower bearing shell in the bearing 27) Coat the back side of the bracing screws' (side
cap, and mount the locking piece. screws') hexagonal head with a thin coat of
silastene or similar.
28) Mount the screws and tighten with a torque

spanner as indicated on page 600.40.
08028-0D/H5250/94.08.12
02.47 - ES0
Working Card
Vibration Damper 610-04.00
General

Shut-off fuel oil
Description:
Taking a silicone oil sample

Hand tools:
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
Working time : 2-4 hours Plate no. Item no. Qty. /

Capacity : 1 man
See plate 61004
Data:

92.02 - ES0S
610-04.00 Vibration Damper Working Card
Page 2 (3)
Edition 01 H
General
The vibration damper is equipped with extraction plugs 3. Rotate the engine in order to bring the extraction
which provide the opportunity of testing the viscosity of plugs (6) of the damper in optimal position, see fig. 2A.
the silicone oil inside the damper without having to
dismantle it.
Corresponding to the condition of the silicone oil an

approximate assessment of the damper efficiency is
possible.
A silicone oil sample should be extracted as follows by

means of a special tube that can be required from MAN
B&W Holeby. see plate 61004.
1. After the engine is stopped let damper cool down to
nearly 40 ' C.
2. For access to the damper remove the blank flange

(A) on the front end cover (B) see fig. 1.
In some cases it is necessary to dismount the lub. oil

pump or the cooling water pump, for access to the
damper.
Fig. 2. Vibration Damper
4. Prepare the samplecontainer(10) by removing one of

Fig. 1. Mounting of Vibration Damper its caps (11). see fig. 2 C.
92.02 ES0S
Working Card
Vibration Damper 610-04.00
General
5. Unscrew and remove one of the extraction 8. Tighten both extraction plugs with thumb and
plugs (6) and replace it with the sample container forefinger then turn them further 45 (about 20 Nm).
(10). Seal both plugs by caulking their grooves.
If meeting the inertia ring (3) unscrew the container 9. Send the sample container to MAN B&W
one revolution. Holeby, att.: Service Department, together with the
label filled in with:
6. Remove the second cap from the sample
container and wait until silicone fluid (5) begins to - Name of ship.
flow out from the free end. Depending on the silicone - Engine type.
viscosity the process needs a certain amount of - Engine no.
time. If possible it, can be speeded up by means of: - Running hours.
- Data for vibration damper.
A Turning the damper until the sample contai-
ner is underneath the crankshaft. 10. For hours between taking new samples, see
B Temporarily removing the second extraction page 600.25.
plug too.
The quantity of silicone oil removed its so small that
7. As soon as the silicone fluid begins to flow, up to 10 such samples can be taken without risk.
shut the sample container by the cap. Remove the
container from the damper casing, wipe off the
sealing jace round the extraction hole and screw in
the plugs together with new sealing washers (7).
Now close the second side of the container.
08028-0D/H5250/94.08.12
92.02 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) CRANKSHAFT 61001-15H
L28/32H
10
11
12
13
09
06
05
04
03
02+
01
07-14
08-14
92.11 - ES0S
Plate
61001-15H CRANKSHAFT Page 2 (2)
L28/32H
Item Item
No. No.
01 1/E Crankshaft
02+ /I Counterweight
03 1/W Locking plate
04 1/W Locking plate
05 2/W Screw
06 1/W Screw for counterweight
07 1/C Plug screw
08 1/E Plug screw
09 12/E Screw
10 12/E Self locking nut
11 12/E Washer
12 1/E Oil throw ring
13 1/E Gear wheel (crankshaft)
14 Loctite 242
+ Item No. 02 require and individual

matching before mounting contact
MAN B&W, Holeby

Qty./W = Qty./Counterweight
Qty./I = Qty./Individual
Plate
Page 1 (2) Resilient Gear Wheel 61002-07H
L28/32H
01
Crankshaft 19+
(Plate 61001)
02
05 03
06
07
18
08
04
09
10 10
11
17 16
15
14
13
12
96.01 - ES0S
Plate
61002-07H Resilient Gear Wheel Page 2 (2)
L28/32H
Item Item
01 1/E Resilient gear Fjedrende tandhjul,

wheel, compl. komplet
02 1/E Axle journal Akseltap
03 4/E Screw Skrue
04 6/E Self locking nut, Selvlsende mtrik,

for Item No. 03 and 19 for Item nr. 03 og 19
05 1/E Hub Nav
06 6/E Slide shoe Glidesko
07 3/E Distance piece Afstandsstykke
08 1/E Gear wheel Tandhjul
09 12/E Locking washer Lseblik for

for item No. 10 item nr. 10
10 12/E Nut Mtrik
11 4/E Cylindrical pin Cylindrisk stift
12 6/E Spring guide Fjederstyr
13 6/E Spring Fjeder
15 6/E Screw Skrue
16 6/E Locking washer, Lseblik for

for Item No. 15 Item nr. 15
17 1/E Side plate Sideplade
19+ 2/E Fitted bolt Pasbolt
+ Item 19 require an + Item 19 krver en

individual matching individuel tilpasning
during mounting, fr montering, kontakt
contact MAN B&W, MAN B&W, Holeby
Holeby
96.01 - ES0S
MAN B&W Diesel
Plate
Page 1 (2) Flywheel with Gear Rim 61003-02H
L28/32H
10
04
11
05
01
Crankshaft
(plate 61001)
03 02
05.08 - ES0
MAN B&W Diesel
Plate
61003-02H Flywheel with Gear Rim Page 2 (2)
L28/32H
Item Item
01 1/E Gear rim 2/2 Tandkrans 2/2
02 18/E Screw Skrue
03 12/E Self locking nut, for Selvlende mtrik for

item no. 04 item nr. 04
04 12/E Screw Skrue
05 1/E Flywheel Svinghjul
10 2/E Screw Skrue
11 1/E Guide pin Styrestift
Qty./E = Qty./Engine Qty./E = Antal/Motor
05.08 - ES0
Plate
Page 1 (2) Torsional Vibration Damper 61004-05H
L28/32H
01
04*
05
02*
03*
94.23 - ES0S
Plate
61004-05H Torsional Vibration Damper Page 2 (2)
L28/32H
Item Item
01 1/E Torsional vibration Svingningsdmper

damper, with 30 mm med 30 mm monterings-
mounting flange flange
02* 1/E Plug screw Propskrue
03* 1/E Sample container Prveudtagings-

beholder
04* 1/E O-ring O-ring
05+ Sampling kit for tor- Prvest for sving-

sional vibration dam- ningsdmper
per
+ See also working + Se ogs arbejdskort

card 610-04.00 610-04.00
94.23 - ES0S
Index
Page 1(1) Engine Frame and Base Frame 611
L28/32H
Description
Engine frame and base frame -------------------------------------------------------------611. 01 (07H)
Working Card
Functional test of crankcase safety relief valves ------------------------------------ 611- 01 .00 (02H)
Plates
Frame with main bearings -------------------------------------------------------------------------61101- 11S

Front cover for lubricating oil pump ------------------------------------------------------------- 61102- 07H
Covers on frame ------------------------------------------------------------------------------------- 61106- 12S
Safety valve on crankcase cover ---------------------------------------------------------------- 61106- 13S
Covers on frame ------------------------------------------------------------------------------------- 61106- 14H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Engine Frame and Base Frame 611.01
Page 1 (1)
Edition 07H
L28/32H
Frame The crankshaft guide bearing is located at the

flywheel end of the engine.
The engine frame is made of cast iron, and is
attached to the top of the base frame by means of On the sides of the frame there are covers for acces
bolts. The cross girders of the frame are provided to the camshaft, the charge air receiver and crank-
with bores for the main bearings in which the case. Some of the covers are fitted with relief valves
crankshaft is underslung, i.e. it is carried by the main which will act, should oil vapours in the crankcase
bearing caps. be ignited, for instance in the event of a hot bearing.
The main bearing caps are attached by means of

studs and nuts, which are loosened and tightened Base Frame
with the aid of hydraulic tools. After mounting, the
main bearing caps are further secured by means of Engine and alternator (gear, pump) are mounted on
bracing screws, which are screwed horizontally into a common base frame which is in welded design.
the sides of the caps and tightened against the sides
of the engine frame. The main bearings are equipped The base frame is used as lubricating oil reservoir
with replaceable shells which are fitted without "wet sump".
scraping.
08028-0D/H5250/94.08.12
91.13 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Functional Test of Crankcase Safety Relief Valves 611-01.00
General

Shut-off fuel oil
Description:
Functional test of crankcase safety relief valves.

Hand tools:
Allen key, 12 mm.

Starting position:
Related procedure:
08028-0D/H5250/94.08.12

Capacity : 1 man
61101 06 1/cyl.
Data:

91.03 - ES0S
611-01.00 Functional Test of Crankcase Safety Relief Valves Working Card
General
Functional testing of the crankcase safety relief

valves cannot be effected during operation of the
engine, but it must be checked during overhauls that
the valve flap is movable.
Take care when painting the engine, not to block up

the safety relief valves with paint.
The safety relief valves have been set to open at an

excess pressure in the crankcase of, see page
600.35.
If the safety relief valves are actuated, the engine

must be stoppeds immediately, and it must not be
restarted until the cause has been found and the fault
has been rectified, see also describtion 603.04,
ignition in crankcase. Fig. 1.
08028-0D/H5250/94.08.12
91.03 - ES0S
Plate
Page 1 (2) Frame with Main Bearings 61101-11S
L28/32H
08028-0D/H5250/94.08.12
91.40-ES0S
Plate
61101-11S Frame with Main Bearings Page 2 (2)
L28/32H
Item Item
No. No.
02 3/C Protective cap, plastic 27 1/C Cylindrical pin
03 6/C Nut for cylinder cover
04 6/C Cylinder cover stud + Item No. 19,21 and 26 require an
05 3/C Protective cap, metal individual matching before mounting,
06 3/C O-ring con-tact MAN B&W, Holeby
09 6/C O-ring
10 Loctite 242
11 Silicone oil
12 1/E Frame
13 1/B Main bearing shell 2/2
14 1/B Locking piece
15 2/B Screw
16 4/E Safety sleeve
17 4/E Screw
18 1/E Cylindrical pin
19+ 1/E Guide bearing cap
20 2/E Thrust bearing
23 2/B Main bearings stud
24 2/B Nut for main bearing stud
25 2/B Bracing screw
26+ 1/C Main bearings cap
08031-0D/H5250/94.09.07

Qty./C = Qty./ Cylinder
Qty./B = Qty/Bearing
91.40-ES0S
Plate Front Cover for
Page 1 (2) Lubricating Oil Pump and Cooling Water Pump 61102-07H
L28/32H
Fresh water cooling pump

(Plate 61610)
13
01
14
02
03
12
04 11
10
09
08 04
05+
06
07
08
10
09
10 04
Lub. oil pump

(Plate 61501)
91.40 - ES0S
Front Cover for Plate
61102-07H Lubricating Oil Pump and Cooling Water Pump Page 2 (2)
L28/32H
Item Item
01 4/E Screw Skrue
02 4/E Locking plate Lseskive
03 2/E Spray pipe Sprjterr
04 52/E Screw Skrue
05+ 1/E Cover Dksel
07 2/E Nut Mtrik
09 2/E Cover Dksel
10 18/E Screw Skrue
12 1/E Cover Dksel
14 2/E Nut Mtrik
+ Item No. 05 + Item nr. 05 krver

require an individual en individuel til-
matching before pasning fr montering,
mounting, contact kontakt MAN B&W,
MAN B&W, Holeby Holeby
91.40 - ES0S
Plate
Page 1 (2) Covers on Frame 61106-12S
L28/32H
08028-0D/H5250/94.08.12
92.07-ES0S
Plate
61106-12S Covers on Frame Page 2 (2)
L28/32H
Item Item
No. No.
01 1/E Guard end aft 26 /I Screw
02 12/E Washer 27 /I Cover
03 12/E Screw 28 /I Gasket
04 1/C Intermediate guard
05 1/C Handle, upper
06 1/C Handle, lower + Item. 14,15 are only mounted if the
07 1/E Guard end fore engine is delivered without fuel oil
08 1/C Intermediate gauge complete, feed pump
Item 04, 05 and 06
09 12/C Screw
10 1/C Cover for camshaft housing
11 1/C O-ring
12 /I Cover for crankcase
13 2/C O-ring
+14 6/E Screw
+15 1/E Cover
+16 1/E Gasket
17 4/D Self locking nut
24 1/D Cover
25 /I Safety cover complete, Item 17, 18,
19, 20, 21, 22, 23 and 24
08031-0D/H5250/94.09.07

Qty./C = Qty./ Cylinder
Qty./D = Qty/Safety cover
Qty./I = Qty./Individual
92.07-ES0S
Plate
Page 1 (2) Safety Valve on Crankcase Cover 61106-13S
L28/32H
08028-0D/H5250/94.08.12
Plate
61106-13S Safety Valve on Crankcase Cover Page 2 (2)
L28/32H
Item Item
No. No.
1 1/D Seat
2 1/D Disc
3 1/D Cover
4 1/D Stem
5 1/D Spring seat
6 3/D Pipe
7 1/D Spring
8 1/D O-ring
9 1/D O-ring
10 1/D O-ring
11 3/D Bolt
12 3/D Gasket
13 3/D Nut
14 3/D Spring washer
15 3/D Bolt
16 3/D Gasket
17 3/D Nut
18 3/D Spring washer
08031-0D/H5250/94.09.07

Qty./D = Qty./Safety cover
Plate
Page 1 (2) Covers on Frame 61106-14H
L28/32H
04
05
01
02
03
14
13
06 12
07
08
09
11
10
91.41 - ES0S
Plate
61106-14H Covers on Frame Page 2 (2)
L28/32H
Item Item
01 12/E Screw Skrue
02 1/E Sealing ring 2/2 Ttningsring 2/2
03 2/E Guide pin with nut Styrestift med mtrik
05 2/E Screw Skrue
06 6/E Screw Skrue
07 1/E Flange Flange
09 4/E Guide pin with nut Styrestift med mtrik
10 39/E Screw Skrue
11 1/E Cover 2/2 Dksel 2/2
12 18/E Screw Skrue
13 1/E Cover Dksel
91.41 - ES0S
Index
Page 1(1) Turbocharger System 612
L28/32H
Description
Turbocharger system -------------------------------------------------------------------------- 612. 01 (22S)

Cleaning the turbocharger in service, water washing of compressor --------------612. 05 (07H)
Cleaning the turbocharger in service, water washing of compressor --------------612-5 (13H)
Cleaning the turbocharger in service, water washing-Turbine side-----------------612. 15 (02H)
Cleaning the turbocharger in service, water washing of compressor --------------612-5 (23H)
Working Card
Overhaul of charging air cooler ------------------------------------------------------------ 612- 01 .00 (02H)

Water washing of compressor side - turbocharger type NR24/S ------------------- 612- 05 .01 (05S)
Water washing of turbine side --------------------------------------------------------------- 612- 15 .00 (01S)
Plates
Charging air cooler - Freshwater -------------------------------------------------------------------61201- 15H

Exhaust pipe arrangement ---------------------------------------------------------------------------61202- 27H
Turbocharging Arrangement ------------------------------------------------------------------------ 61203- 33H
Tool for water washing of turbine side ------------------------------------------------------------61205- 03S
Steam Trap ---------------------------------------------------------------------------------------------- 61208- 01H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Turbocharger System 612.01
L28/32H
Fig1 Diagram for turbocharger System

The charging air cooler is a compact tube-
Turbocharger System type cooler with a large cooling surface. The
cooling water is passed twice through the
The turbocharger system of the engine, which cooler, the end covers being designed with
is a constant pressure system, consists of an partitions which cause the cooling water to
exhaust gas receiver, a turbocharger, a turn.
charging air cooler and a charging air
receiver, the latter being integrated in the The cooling water tubes are fixed to the tube
engine frame. plates by expansion.
The turbine wheel of the turbocharger is From the exhaust valves, the exhaust is led
driven by the engine exhaust gas, and the through, a water cooled intermediate piece to
turbine wheel drives the turbocharger the exhaust gas receiver where the pulsatory
compressor, which is mounted on the same pressure from the individual exhaust valves is
08028-0D/H5250/94.08.12
shaft. The compressor sucks air from the equalized and passed to the turbocharger as
engine room, through the air filters. a constant pressure, and further to the
exhaust outlet and silencer arrangement.
Turbocharger, see separate manual.
The exhaust gas receiver is made of pipe
The turbocharger pumps the air through the sections, one for each cylinder, connected to
charging air cooler to the charging air each other, by means of compensators, to
receiver. From the charging air receiver, the prevent excessive stress in the pipes due to
air flows to each cylinder, through the inlet heat expansion.
valves.
94.33-ES2S
612.01 Turbocharger System Description
L28/32H
In the cooled intermediate piece a The turbocharger is equipped with a jet

thermometer for reading the exhaust gas system for supply of extra driving torque to the
temperature is fitted and there is also compressor performance. With this system
possibility of fitting a sensor for remote the engine can take up a large momentary
reading. load increase.
To avoid excessive thermal loss and to ensure The system is activated automatically and
a reasonably low surface temperature the only when the engine is exposed to a large
exhaust gas receiver is insulated. momentary load increase, see section 609.
08031-0D/H5250/94.09.07
94.33-ES2S
Description Cleaning the Turbocharger In Service 612.05
Page 1 (1) Water Washing of Compressor Edition 07H
General
Compressor Chemical cleaning will not improve the cleaning

process as this primarily is based on the mechanical
Fouling of the airways depends primarily on the effect from the impact of the water droplets.
purity of the inlet air and thus, in turn, on the general
maintenance condition of the machinery, i.e. mainly Certain types of fluid solvents can give formation of
of the gas and oil tightness of the engines and on the deposits on the compressor wheel, and should under
fresh air ventilation system of the engine room. no circumstances be used.
Fouling of air filter, compressor or charging air The intervals between cleaning by injection of water
cooler may be observed as changes in performance should be adjusted after assessing the degree and
parameters: rate of fouling in the particular plant, i.e. based on
observations and experience.
- Decreasing charging air pressure.
- Decreasing turbocharger rotor speed.
- Increasing exhaust gas temperature.
- Severe fouling of airways may even result in
compressor surge.
Regular cleaning during operation by injection of

water before the compressor wheel will reduce the
fouling rate considerably, and consequently prolong
the intervals between dismantling necessary for
mechanical cleaning.
08028-0D/H5250/94.08.12
94.01 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
TURBOCHARGER SYSTEM 612-5
TURBOCHARGER TYPE MAN CLEANING IN SERVICE Edition 13H
WATER WASHING OF COMPRESSOR Page 1 (3)
Compressor
Since the air in the engine room contains oil mist, the air-ways of the compressor will gradually foul up.
Fouling of the air-ways depends primarily on the purity of the inlet air and thus, in turn, on the general
maintenance condition of the machinery, i .e. mainly of the gas and oil tightness of the engines and on
the fresh air ventilation system of the engine room.
Fouling of air filter, compressor or charge-air cooler may be observed as changes in performance
parameters:
- Decreasing charge-air pressure.

- Decreasing turbocharger rotor speed.
- Increasing exhaust gas temperature.
- Severe fouling of the air-ways may even result in compressor surge.
Regular cleaning during operation by injection water upstream of the compresor wheel will reduce the
fouling rate considerably, and consequently prolong the intervals between dismantling necessary for
Chemical cleaning will not improve the cleaning precess as this primarily is based on the mechanical
effect from the impact of the water droplets.
Certain types of fluid solvents can give formation of deposits on the compressoy wheel , and should
under no circumstances be used.
The intervals between cleaning by injection of water should be adjusted after assessing the degree and
rate of fouling in the particular plant, i .e based on observations and experience.
Initially, intervals of 25-75 running hours or cleaning three times a week can be recommended.
Cleaning Procedure
The cleaning process is only to be carried out, when the engine is at operating temperature and when it
is loaded as close as possible to full load.
08028-0D/H5250/94.08.12
The engine must not be shut off immediately after cleaning but should be allowed to of continuously for
some time to ensure drying-out of the charge-air system.
612-5 TURBOCHARGER SYSTEM
Edition 13H TURBOCHARGER TYPE MAN CLEANING IN SERVICE

Page 2 (3) WATER WASHING OF COMPRESSOR
Sequence of Operations
1. Run the engine with as high a load as possible.
2. Remove the filling plug 6 on the dosage container 5 and fill the container with water. Screw on the
filling plug.
3. Activate the push button of the manoeuvring valve 3 for approx. 20 sec.
Air from the compressor outlet casing will now be supplied via the pipe connection 2 to the
dosage container, and will force the water through the hose 7 to the injection tube 8 . The water
will enter the compressor in atomized condition, impinge the vanes of the compressor wheel with
high velocity and thus wash off the dirt deposited.
4. Run the engine for about 10 minutes at unaltered high load.
5. Make comparative measurements of the operating data. This comparison will indicate the
success or lack of same of the washing procedure.
f necessary, carry out the washing once more, but not sooner than 10 minutes after the initial
washing.
Compressor cleaning by injection of water is sufficient if a normal degree of fouling is present. In case of
severe dirt being deposited in the compressor, dismantling of the compressor components for manual
cleaning is necessary.
Cleaning of Air Filter
The air filter mounted upstream of the silencer retards the fouling rate of the compressor. Depending of
the air flow rate, the pressure drop in a new and a clean filter amounts to 2-3 mBar. The intervals
between filter cleaning depend on the environmental conditions, but cleaning at weekly intervals will
normally be sufficient. Optimizing of cleaning intervals should also for the air filter be based on
observations and experience with the particular plant.
For cleaning method, see turbocharger manual.

08031-0D/H5250/94.09.07
TURBOCHARGER TYPE MAN CLEANING IN SERVICE Edition 13H
WATER WASHING OF COMPRESSOR Page 3 (3)
08028-0D/H5250/94.08.12
Your Notes :
08031-0D/H5250/94.09.07
Description Cleaning the Turbocharger in Service 612.15
Page 1 (1) Water Washing - Turbine Side Edition 02H
General
Description Heavily contaminated turbines, which where not

cleaned periodically from the very beginning or after
The tendency to fouling on the gas side of turbo- an overhaul, cannot be cleaned by this method.
chargers depends on the combustion conditions,
which are a result of the load on and the maintenance If vibration in the turbocharger occur after water-
condition of the engine as well as the quality of the washing has been carried out, the washing should be
fuel oil used. repeated. If unbalance still exists, this is presumably
due to heavy fouling, and the engine must be stopped
Fouling of the gas ways will cause higher exhaust and the turbocharger dismantled and manually
gas temperatures and higher surface temperatures cleaned.
of the combustion chamber components and will
also lead to a lower performance. The washing water should be taken from the fresh
water system and not from the fresh cooling water
Tests and practical experience have shown that system or salt water system. No cleaning agents are
radial-flow turbines can be successfully cleaned by solvents need to be added to the water.
injection water into the inlet pipe of the turbine. The
cleaning effect is based on the water solubility of the To avoid corrosion during standstill, the engine
deposits and on the mechanical action of the im- must, upon completing of water washing run far at
pinging water droplets and the water flow rate. least 1 hour before stop so that all parts are dry.
The necessary water flow is dependent on the gas

flow and the gas temperature. Enough water must be Water Washing System
injected per time unit so that, not the entire flow will
evaporate, but about 0.25 l/min. will flow off through The water washing system consists of a pipe system
the drainage opening in the gas outlet. Thus ensuring equipped with a regulating valve, a manoeuvring
that sufficient water has been injected. valve, a 3-way cock and a drain pipe with a drain
valve from the gas outlet, see illustration on work
Service experience has shown that the above card 612-15.00.
mentioned water flow gives the optimal reduced or
disappear. If the recommended water flow is ex- The water for washing the turbine, is supplied from
ceed, there is a certain risk of a accumulation of the external fresh water system through a flexible
water in the turbine casing, which can result in hose with couplings. The flexible hose must be
damage on the turbocharger. disconnected after water washing.
The best cleaning effect is obtained by cleaning at By activating the manoeuvring valve and the regu-
low engine load approx. 20% MCR. Cleaning at low lating valve, water is led through the 3-way cock to
load will also reduce temperature shocks. the exhaust pipe intermediate flange, equipped with
a channel to lead the water to the gas inlet of the
Experience has shown, that washing at regular turbocharger.
intervals is essential to successful cleaning, as
08028-0D/H5250/94.08.12
excessive fouling is thus avoided. Washing at inter- The water which is not evaporated, is led out through
vals of 100 hours is therefore recommended. De- the drain pipe in the gas outlet.
pending on the fuel quality these intervals can be
shorter or longer. However, the turbine must be
washed at the latest when the exhaust gas tempe-
rature upstream of the turbine has risen about 20 C
above the normal temperature.
92.01 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
TURBOCHARGER TYPE MAN Edition 23H
WATER WASHING TURBINE SIDE Page 1 (3)
The tendency to fouling on the gas side of turbochargers depends on the combustion coditions, which
are a result of the load on and the maintenance condition of the engine as well as the quality of the fuel
oil used.
Fouling of the gas ways will cause higher exhaust gas temperatures and higher surface temperatures of
the combustion chamber components and will also lead to a lower performance.
Tests and practical experience have shown that radial -flow turbines can be successfulIy cleaned by
injection water into the inlet pipe of the turbine.
The cleaning effect is based on the water solubility of the deposits and on the mechanical action of the
impinging water droplets and the water flow rate.
The necessary water flow is dependent on the gas flow and fine gas temperature.
Enough water must be injected per time unit so that, not the entire flow will evaporate, but about 0.25
l/min. will flow off through the drainage opening in the gas outlet. Thus ensuring that sufficient water has
been injected.
Service experience has shown that the above mentioned water flow gives the optimal cleaning effect. If
the water flow is reduced the cleaning effect will be reduced or disappear. If the recommended water
flow is exceed, there is a certain risk of a accumulation of water in the turbine casing, which can result in
damage on the turbocharger.
The best cleaning effect is obtained by cleaning at low engine load approx.
20% MCR. Cleaning at low load will also reduce temperature shoks.
Experience has shown, that washing at regular intervals is essential to successful cleaning, as
excessive fouling is thus avoided. Washing at interval of 100 hours is therefore recommended.
Depending on the fuel quality these intervals can be shorter or longer. However, the turbine must be
washed at th latest when the exhaust gas temperature upstream of the turbine has risen about 20 C
(68 F) above the normal temperature. Heavily contaminated turbines, which where not cleaned
periodically from the very beginning or after an overhaul, cannot be cleaned by this method.
If vibration in the turbocharger occur after water-washing has been carried out, the washing should be
repeated. If unbalance still exists, this is presumably due to heavy fouling, and the engine must be
stopped and the turbocharger dismantled and manually cleaned.
The washing water should be taken from the fresh water system and not from the fresh cooling water
system or salt water system. No cleaning agents are solvents need to be added to the water.
To avoid corrosion during standstill , the engine must, upon completion of watar washing run far at least
1 hour before stop so that all parts are dry.
08028-0D/H5250/94.08.12
612-5 TURBOCHARGER SYSTEM
Edition 23H TURBOCHARGER TYPE MAN

Page 2 (3) WATER WASHING TURBINE SIDE
Water washing system
The water washing system consists of a pipe system equipped with a regulating valve, a manoeuvring
valve, a 3-way cock and a drain pipe with a drain valve from the gas outlet.
The water for washing the turbine, is supplied from the external fresh water system through a flexible
hose with couplings. The flexible hose must be disconnected after water washing.
By activating the manoeuvring valve and the regulating valve, water is led through the 3-way cock to the
exhaust pipe intermediate flange, equipped with a channel to lead the water to the gas inlet of the
turbocharger.
The water which is not evaporated, is led cut through the drain pipe in the gas oulet.
08031-0D/H5250/94.09.07
TURBOCHARGER TYPE MAN Edition 23H
WATER WASHING TURBINE SIDE Page 3 (3)
Cleaning procedure:
1. Adjust the engine load to approx. 20% and let the engine stabilize for 10 min.
2. Open the drain cock at the TC outlet and check for free passage.
3. Turn the 3-way cock to position (2) and check for free passage. If OK turn to the water wash
position (3).
4. Connect the water supply to the water wash system.
5. Activate the manoeuvring valve. Then open the regulating valve and adjust the water flow until
the drain flow is approx. 1.5 ~2 Kg/cm2.
6. Continue the water washing 5-10 min. or until the drain water is free of particeles.
7. Release the manoeuvring valve and disconnect the water supply. Turn the 3-way cock to the
closed position (1) and check that the water drain flow has stopped.
8. Continue at this load at least 5 min. before increasing the load to the normal condition.
9. After the water washing, the engine should run for at least 1 hour before stop.
NOTE : The regulating valve has to be opened slowly.
The manoeuvring valve must not be locked in open position.
The water injection time mentioned in point 6 must not be exceed.

08028-0D/H5250/94.08.12
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Overhaul of Charging Air Cooler 612-01.00
L+V28/32H

Shut-off fuel oil
Description:
Overhaul of charging air cooler.

Hand tools:

Starting position: Allen key, 10 mm.
Wire rope.
Tackle.
Related procedure:
08028-0D/H5250/94.08.12
Working time : 3-4 Hours Plate no. Item no. Qty. /

Capacity : 2 men
61203 14 8/cooler
Data: 61203 35 1/cooler
61203 37 1/cooler
Data for pressure and tolerance (Page 600.35) 61203 39 1/cooler
96.30 - ES0S-G
612-01.00 Overhaul of Charging Air Cooler Working Card
L+V28/32H
The charging air cooler is normally cleaned and 4) Clean the cooler element of the water and air
overhauled at the intervals indicated in the "Planned sides.
Maintenance Program", or if observations prove that
the cooler does not work satisfactory, see section After using cleaning agents the manufacting recom-
602. mendting must be followed.
The greatest care must be exercised when dismant-

Overhaul of Charging Air Cooler. ling cleaning and mounting the cooler element, as
the thin fins of the tubes cannot stand impacts and
1) Close the cooling water inlet and outlet valves pressure.
and disconnect the pipes.
If nevertheless, the metal is damaged, it should be
2) Remove the screw (1), fig. 1, which secure the carefully straightened, as bent fins will increase the
end cover of the cooler element to the cooler hous- pressure drop across the cooler considerably.
ing, and pull the cooler element half-way out.
Should one ore more cooler tubes become leaky it/
Place a wire rope round the cooler element and they must immediately be made tight, either by
attach a tackle hook, after which the elements are expending the tube ends into the tube plates or by
lifted and pulled out of the cooler housing and landed blanking of the tube(s) concerned with plugs.
on a couple of wooden planks on the floor.
It is important that the charging air cooler is not leaky
as any sea water that leaks in will be carried along
with the air to the cylinders where the salt contained
in the water will damage valves, piston rings, and
cylinder liners.
5) Also clean end cover and coat it on the inside

5 with an anti-corrosion blocks agent. Inspect the anti-
corrosion (6) and renew if necessary.
4
Note: That paint or similar must not be applied to
6 these blocks.
6) Fouling and deposite in the pipes can be

removed by using a hand or machine operated
circular steel brush. The pipe inner diameter is 13
mm.
3
7) When mounting the air cooler, renew all gas-
kets.
2
08028-0D/H5250/94.08.12
Out of Service Periods.
Fig. 1. At longer periods out of service the air cooler is

drained if the coolant is sea water followed by
flushing with fresh water and left with drain and
3) Remove screws (2) and end cover (3) reversal venting cocks open.
chamber (4) and side plates (5).
At fresh water coolant systems recommendations
for the entire system is followed.
96.30 - ES0S-G
Working Card Water washing of Compressor Side 612-05.01
Page 1 (2)
Turbocharger Type NR24/S Edition 03S
L28/32H

Shut-off fuel oil
Description:
Hand tools:
Water washing of compressor side.
Turbocharger cleaning with engine is service.
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time : 1/4 hour Plate no Item no Qty/

Capacity : 1 man
See the special instructions for turbocharger.
Data:
Data for pressure and tolerance(Page 600.35)

94.01-ES0S
612-05.01 Water washing of Compressor Side Working Card
Page 2 (2)
Edition 03S Turbocharger Type NR24/S
L28/32H
Cleaning Procedure. If necessary, carry out the washing once

more, but with 10 minutes interval from the
The cleaning process is only to be carried out, initial washing.
when the engine is at operating temperature
and when it is loaded as close as possible to Compressor cleaning by iniection of water is
full load. sufficient if a normal degree of fouling is
present.
The engine must not be shut off immediately
after cleaning but sould be allowed to operate Incase of severe dirtbeing deposited in the
continuously for some time to ensure drying compressor, dismantling of the compressor
out of the charge air system. components for manual cleaning is necessary.
For manual cleaning of compressorside, see

Sequence of Operations. special instruction.
1) Run the engine with as high a load as For water washing of compressor side, see
possible. also description for water washing.
2) Remove the filling plug (6), see fig 1 on

the dosage container (5) and fill the container
with water. Screw on the filling plug.
3) Activate the push buttom of the mano-

euvring valve (3) for approx.20 sec.
Air from the compressor outlet casing will now

be supplied via the pipe connection (2) to the
dasage container, and will force the water
through the hose (7) to the injection tube (8).
The water will enter the compressor in

atomized condition, impinge the vanes of the
compressor wheel with high velocity and thus
wash of the dirt deposited.
4) Run the engine for about 10 mminutes at 1 Charge air line 2 Pipe
ubnaltered high load. 3 Manoeuvring valve 4 Hose or pipe
5 Dosage container 6 Filling plug
5) Make comparative measurement of the 7 Hose or pipe 8 Injection tube
operating data.
08031-0D/H5250/94.09.07
This comparison will indicate the success or Fig 1. Arrangement for water washing.
lack of same of the washing procedure.
94.01-ES0S
Working Card
Water Washing of Turbine Side 612-15.00
General

Shut-off fuel oil
Description:
Hand tools:
Water washing of turbine side, cleaning with
engine is service.
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time : 1/2 Hour Plate no Item no Qty/

Capacity : 1 man
See the special instructions for turbocharger.
Data:

91.04-ES0S
612-15.00 Water Washing of Turbine Side Working Card
General
Cleaning Procedure.
3) Turn the 3-way cock to position 2 "Open",
1) Adjust the engine load to approx. 20% and see fig. 2 and check for free passage. If ok
let the engine stabilize for 10 min. turn to the water wash position 3 "Wash".
2) Open the drain cock at the turbocharger 4) Connect the pressure reducing unit and
outlet and check for free passage, see fig 1. water supply to the water wash system.
5) Activate the manoeuvring valve (quick

closing valve) in the pressure reducing unit.
Then open the regulating valve In the pressure

reducing unit and adjust the water flow until
the drain flow is approx. 0.25 l/min.
6) Continue the water washing 5-10min,or

until the drain water is free of particles.
7) Release the manoeuvring valve and

disconnect the water supply.
Turn the 3-way cock to position 1, "Closed"

and check that the water drain flow has
stopped.
8) Continue at this load at least 5 min. before

Fig 1. Arrangement for water washing. increasing the load to the normal condition.
9) After the water washing, the engine

should run for at least 1 hour before stop.
Note : The regulating valve has to be opened

slowly.
The manoeuvring value must not be locked in

open position.
The water injection time mentioned in item 6

must be not exceeded.
Fig 2.3-way cock. For water washing of turbine side, see also
08031-0D/H5250/94.09.07
description for water washing.
91.04-ES0S
Plate
Page 1 (2) Charging Air Cooler - Freshwater 61201-15H
7-8-9L28/32H
08028-0D/H5250/94.08.12
97.06-ES0S
Plate
61201-15H Charging Air Cooler - Freshwater Page 2 (2)
7-8-9L28/32H
Item Item
No. No.
017 1/K Crossmember
029 1/K Crossmember
030 2/K Pipe
042 1/K Cooler block
054 1/K Gasket end cover
066 4/K Plug screw
078 4/K Cu-washer
091 1/K End cover
101 4/K Nut
113 8/K Screw
125 1/K Side plate right
137 1/K Gasket reversing cover
149 1/K Reversing cover
150 32/K Screw
174 5/K Screw
186 5/K Cu-washer
198 5/K Screw
208 1/K Side plate left
221 8/K Screw
233 1/K O-ring
257 1/K Gasket
269 1/K Ring
270 1/K Drain pipe for WMC
282 22/K Screw
294 1/K Water mist catcher
304 1/E Charging air cooler, complete, incl.
Item 017, 029, 030, 042, 054, 066, 078,
091, 101, 113, 125, 137, 149, 150, 174,
186, 198, 208, 221, 233, 269, 270 and
294
08031-0D/H5250/94.09.07

Qty./E = Qty./Engine.
Qty./K = Qty./Cooler
97.06-ES0S
Plate
Page 1 (2) Exhaust Pipe Arrangement 61202-27H
9L28/32H
16 08 05 05
06 10 08 10
11 07 05 10 04
09
11
15
14
12 13
13 12
23 28
22
29
30
20
31
21
22
23
24
25
26 32
27 33
34
91.18 - ES0S
Plate
61202-27H Exhaust Pipe Arrangement Page 2 (2)
9L28/32H
Item Item
04 1/E End cover, aft Endeplade, bag
05 8/E Exhaust pipe Udstdsrr
06 1/E Exhaust pipe, Udstdsrr, tilgang

inlet TC. turbolader
07 1/E Exhaust pipe for Udstdsrr for

cyl. 1 cyl. 1
08 8/E Compensator Kompensator
12 216/E Screw Skrue
13 216/E Nut Mtrik
14 12/E Screw Skrue
15 12/E Screw Skrue
20 4/C Screw Skrue
23 4/C Plug Prop
24 2/C Screw Skrue
25 2/C Washer Skive
26 1/C Intermediate piece Mellemstykke
28 4/C Screw Skrue
33 1/C Cooling water nipple Klevandsnippel
Qty./C = Qty./Cylinder Antal/C = Antal/cylinder
91.18 - ES0S
Plate
Page 1 (2) Turbocharger System 61203-33H
9L28/32H
98.24 - ES0S
Plate
61203-33H Turbocharger System Page 2 (2)
9L28/32H
Item Item
01 12/E Nut Mtrik
04 12/E Screw Skrue
08 16/E Nut Mtrik
23 32/E Screw Skrue
32 26/E Screw Skrue
33 1/E Inlet bend Indstrmningsbjning
34 1/E Charging air Hus for lade-

housing luftkler
45 5/E Screw Skrue
47 1/E Plate Plade
48 8/E Screw Skrue
50 4/E Screw Skrue
51 3/E Screw Skrue
52 3/E Nut Mtrik
53 3/E Stud Tap
54 1/E Bracket Konsol
56 /I Packing - Silastene
silicone paste
60 1/E Flange Flange
62 16/E Hexagon screw Skrue
63 16/E Nut Mtrik
65 1/E Diffusor Diffuser
68 4/E Nut Mtrik
Qty./I = Qty./Individual. Antal/I = Antal/Individuelt
98.24 - ES0S
Plate
Page 1 (2) Tool For Water Washing Of Turbine Side 61205-03S
L+V28/32H
08028-0D/H5250/94.08.12
94.01-ES0S
Plate
61205-03S Tool For Water Washing Of Turbine Side Page 2 (2)
L+V28/32H
Item Item
No. No.
01 1/T Quick closing valve
02 1/T Reducing Valve
03 1/T Pressure gauge
04 4/T Socket
05 2/T Plug
06 1/T Plug
07 4/T Hose nipple
08 1/T Hose
09 1/T Hose
10 4/T Clamp
11 1/T Joint piece
12 1/S Tool for water washing, complet.
08031-0D/H5250/94.09.07
Qty/T = Qty./Tool
Qty/S = Qty./Ship
94.01-ES0S
Plate
Page 1 (2) Steam Trap 61208-01H
L+V28/32H
01
05
02
06
03
04
07
97.07 - ES0S
Plate
61208-01H Steam Trap Page 2 (2)
L+V28/32H
Item Item
01 1/E Steam trap, Vandudlader,

complete komplet
02 1/E Packing Pakning
03 1/E Clip Klemme
04 1/E House, bottom Hus, bund
05 1/E House, top Hus, top
06 1/E Swimmer Svmmer
07 1/E Valve Ventil
Qty./E = Qty./Engine Qty./E = Qty./Motor
97.07 - ES0S
Index
Page 1(1) Compressed Air System 613
L28/32H
Description
Compressed air system ---------------------------------------------------------------------613. 01 (20S)
Working Card
Air filter ------------------------------------------------------------------------------------------ 613- 01 .21 (02H)

Overhaul, test and inspection of turbine starter--------------------------------------- 613- 01 .30 (02H)
Main starting valve --------------------------------------------------------------------------- 613- 01 .40 (01H)
Check of compressed air piping system ------------------------------------------------ 613- 01 .90 (02H)
Plates
Turbine starter ----------------------------------------------------------------------------------------61309- 05H

Main starting valve----------------------------------------------------------------------------------- 61310- 03H
Starting valve ----------------------------------------------------------------------------------------- 61310- 03S

Main stop valve -------------------------------------------------------------------------------------- 61315- 03S
Air strainer ---------------------------------------------------------------------------------------------61316- 03S
Safety valve ------------------------------------------------------------------------------------------- 61319- 01S
ON-OFF valve for jet system --------------------------------------------------------------------- 61320- 02H
Air filter ------------------------------------------------------------------------------------------------- 61321- 01H
Pressure reduction valve -------------------------------------------------------------------------- 61322- 01S
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Compressed Air System 613.01
L28/32H
Fig. 1. Diagram for Compressed Air System
General Starting System
The compressed air system on the engine The engine is started by means of a built-on
contains a starting system, starting control air starter, which is of the turbine starter motor
system and safety system. Further, the type with gear box, safety clutch and drive
system supplies air to the jet system. shaft with pinion. Further, the starting system
consists of a main starting valve.
The compressed air is supplied from the
starting air receivers (30 bar) through a
reduction station, where from compressed air Control System
is supplied to the engine.
The air starter is activated electrically with a
To avoid dirt particles in the internal system, a pneumatic 3/2 way solenoid valve (starting
dirt separator is mounted in the inlet line to the value).
08028-0D/H5250/94.08.12
engine.
The valve can be activated manually from the
The intervals between cleaning and draining starting box on the engine, and it can be
will depend on the condition of the air in the arrange for remote control, manual or
main supply system, and has therefore to be automatic.
determined according to service experience
gained with the particular plant. For remote activation, the starting spool must
be connected so that every starting signal to
Note : Due to the safely system, the air the starting spool goes through the converter
supply to the engine must not be interrupted for engine RPM signal or via the engine
during operation of the engine. control box if supplied.
94.23-ES0S
613.01 Compressed Air System Description
L28/32H
Further, the system is equipped with an Safety System

emergency starting function which makes it
possible to activate the air starter manually in As standard the engine is equipped with a
case of a power failure. pneumatically/mechanically overspeed device
which starts to operate if the maximum
permissible RPM is exceeded. This device is
Emergency Starting Function fitted to the end cover of the engine driven
lubricating pump and is driven from the pump
The emergency starting valve is activated by through a resilient coupling, see section 609.
means of a manual override.
When the maximum permissible RPM is
exceeded, the overspeed device will activate
a pneumatically controlled stop cylinder, which
will bring the fuel index to zero and stop the
engine.
Pneumatic Start Sequence
When the starting valve is opened, air will be

supplied to the drive shaft housing of the air
starter.
The air supply will - by activating a piston -

bring the drive pinion into engagement with
the gear rim on the engine fly wheel.
When the pinion is fully engaged, the pilot air

will flow to, and open the main starting valve,
whereby air will be led to the air starter, which
will start to turn the engine.
Simultaneously with air supply for the air

starter, air will be supplied to the fuel limitating
cylinder, thus limiting the fuel supply during
the start sequence.
When the RPM exceeds approx.110, at which

firing has taken place, the starting valve is
closed whereby the air starter is disengaged.
08031-0D/H5250/94.09.07
94.23-ES0S
Working Card
Air Filter 613-01.21
General

Shut-off fuel oil
Cleaning and/or maintenance of air filter.
Starting position
Related procedure
08028-0D/H5250/94.08.12
Manpower Replacement and wearing parts
Working time : hours Plate no Item no Qty/

Capacity : man
Data

02.46 - ES0
613-01.21 Air Filter Working Card
General
Cleaning Air Filter To replace filter element
1) Depressurize unit. 7) Depressurize unit.
2) Remove bowl and bowl guard assembly by 8) Remove bowl and bowl assembly by turning
turning counter-clockwise. counter-clockwise.
3) Inspect bowl for damage seals and replace, if 9) Unscrew baffle by turning counter-clockwise.
nessesary.
10) Remove filter element and discard.
4) If bowl becomes dirty clean it by wiping the
bowl with a soft dry cloth or mild detergent. 11) Install new filter element and reassemble in
reverse order.
5) Before returning to service, insure that all
seals have been reinstalled or replaced. 12) Before returning to service, insure that all
seals have been reinstalled or replaced.
6) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in 13) Reinstall bowl and bowl guard assembly and
place. Align arrow on bowl guard with arrow on filter rotate bowl guard clockwise to securely lock in
body. place. Align arrow on bowl guard with arrow on filter
body.
08028-0D/H5250/94.08.12
Fig 1 Air Filter
02.46 - ES0
Working Card
Overhaul, Test and Inspection of Turbine Starter 613-01.30
L+V28/32H

62006 xx 20 120 Nm
Shut-off fuel oil
Description:
Hand tools:
Disassembly, overhaul and assembly of the air
starter. Allen key, 4 mm
Allen key (long), 8 mm.
Screwdriver.
Big screwdriver.
Starting position: Chisel.
Retaining ring pliers.
All connection to the air starter have been Plastic hammer.
removed, and air starter is removed. Lubricating oil.
Copaslip or similar.
Sleeve.
Bearing puller.
Related procedure: Impact Wrench
Bearing pressing tool.

08028-0D/H5250/94.08.12
Working time : 4 Hour Plate no Item no Qty/

Capacity : 1 man
See plate 61309.
Data:

94.34-ES0S-G
613-01.30 Overhaul, Test and Inspection of Turbine Starter Working Card
L+V28/32H
General Information
1. Always mark adjacent parts on the housing

exhaust cover (1), motor housing (8),
intermediate gear case (13), gear case (28) and
drive housing (38) so these members can be
located in the same relative position when the
starter is reassembled.
Note : Do not disassemble the starter any

further than necessary to replace worn or
damaged parts.
Never reuse old seals or o-rings.
Never wash the inertia drive in a solvent.
2. Do not remove any part which is a press fit

in or on a subassembly unless the removal of
that part is necessary for replacement or repairs.
Fig 1.
3. Always have a complete set of seals and o-
rings on hand before starting any overhaul of the
turbine starter. 5. Remove the deflector retaining screw (5),
deflector retaining spring (4) and the splash
4. When grasping a part in a vise, always use deflector (3) from the housing exhaust cover (1),
copper-covered vise jaws to protect the surface See fig 2.
of the part and help prevent distortion. This is
particularly true of threaded members.
Housing Exhaust Cover, Motor Assembly,

and Motor Housing
1. If replacing the motor assembly (12),

remove both housing plugs (10) and drain the oil
from the gearing before beginning disass-embly
of the starter. Inspect the magnetic housing
plugs (10) for metal particles. Very fine metal
particles are normal. Remove particles and
reinstall plugs. Large particles or chips are an
indication of a problem. Disass-emble gear case
(28) and inspect.
2. Using a screw driver, unscrew the exh-ust Fig 2.

08031-0D/H5250/94.09.07
cover (67) from the housing exhaust cover (1).

6. Tap the motor housing with a plastic
3. Using an 8 mm hex-head wrench, unscrew hammer to dislodge it from the intermediate gear
and remove the starter assembly cap screws (6) case (13).
and washers (7), See fig 1.
7. Grasp the rear of the motor assembly (12)
4. Pull the housing exhaust cover (1) from the and pull it from the rear of the motor housing (8).
motor housing (8). To dislodge the housing If the motor assembly (12) is difficult to remove,
exhaust cover, relate it until the ears clear the lightly push the motor pinion which is on the
motor housing. Using a plastic hammer, tap the front of the motor assembly toward the exhaust
ears alternately until the housing cover can be side of the motor housing in order to free the
removed from the motor housing. motor assembly.
94.34-ES0S-G
Working Card
L+V28/32H
8. Tap the intermediate gear case (13) with a 13. Remove the planet gear frame assembly
plastic hammer to dislodge it from the gear case form the intermediate gear case. Using a sleeve
(28). that contacts the outer race of the front gear
frame bearing (17), press the planet gear frame
9. Position the intermediate gear case (13) on shaft seal (16) and the front gear frame bearing
a bench in a copperfaced vise so that the (17) from the front end and out of the rear of the
intermediate pinion (26) is secured in the jaws of intermediate gear case.
the vise. Tighten the vise only enough to hold
the intermediate pinion securely. 14. Remove the rear gear frame bearing (24)
from the planet gear frame (18), using a bearing
10. Loosen the intermediate pinion retaining puller and remove the gear shaft retaining
screw (27) 1-1/2 turns only. Do not remove. washer (23), See fig. 4.
Remove the planet gear shafts (22), planet
Warning : If the intermediate gear case is not gears (19), planet gear bearings (20) and
supported on a bench and if the intermediate bearing spacers (21).
pinion retaining screw is completely removed,
the intermediate gear case and compoments 15. Remove the front bearing spacer (25), using
could fall causing injury. a bearing puller and the gear shaft retaining
washer (23) from the front of the planet gear
11. Tap the intermediate pinion lightly to back frame by pressing on the front of the planet gear
the planet gear frame assembly out of the frame shaft. Remove the gear shaft retaining
intermediate gear case. washer only if the washer or front bearing spacer
is damaged.
12. Remove the intermediate gear case
assembly from the vise and remove the
intermediate pinion (26). Remove the rear gear
case o-ring (14) and front gear case o-ring (15)
form the intermediate gear case (13), See fig 3.
Fig 4.
08028-0D/H5250/94.08.12
Drive Housing
1. Grasp the drive pinion (63) in a copper-

faced vise with the starter supported on the
Fig 3. workbench.
2. Remove the drive pinion retaining screw

(61) which has a right-hand thread.
94.34-ES0S-G
L+V28/32H
3. Remove the starter from the vise. 15. Remove the piston ring (55) from the piston
(54).
4. Remove the drive pinion washer (62) and
the drive pinion (63). 16. Insert a large screwdriver blade through the
piston seal (56) so that it rests on top of the
5. Slide the pinion spring sleeve (64) and the clutch spring cup (50). Pry the seal out of the
pinion spring (65) off the drive shaft (57). piston.
6. Unscrew the drive gear screw (34). Using Note : This operation will damage the piston
an impact wrench with a 5/16" (8 mm) x 8" (203 seal. Therefore, a replacement piston seal must
mm) log hex inserted into the end of the drive be on hand.
shaft.
17. Press the clutch spring cup (50) down and
7. Unscrew and remove the drive housing cap remove the clutch spring cup retainer (49).
screws (38) and lock washers (39).
18. Remove the clutch spring cup and clutch
8. Tap the drive housing (40) with a plastic spring (51).
hammer to help dislodge it from the gear case
(28). 19. Remove the two clutch jaws (52).
Warning : FaiIure to follow this procedure could 20. Remove the front drive gear bearing (30),
result in injury to personnel. drive gear cup (36), drive gear lock washer (35),
drive gear screw ring (37) and drive gear screw
9. Place the drive housing (40) in an arbor (34).
press, piston end up. Apply a load to the piston
(54) using the arbor press to compress the 21. Remove the large drive shaft bearing
piston return spring (59) before removing the retainer (53) using a screwdriver.
bulkhead retainer (45). Do not use compressed
air to load the piston. 22. Press the rear drive shaft bearing and drive
shaft (57) out of the piston. If the rear drive shaft
10. Remove the bulkhead retainer (45). Using a bearing needs to be replaced, proceed as
screwdriver and the arbor press. follows :
Caution : Make sure the tension of the spring a. Cut and remove the small drive shaft
pushes the bulkhead out of the drive housing bearing retained in the drive shaft, using a small
before removing the drive housing from the chisel.
arbor press. b. Press the rear drive shaft bearing (58) off
the drive shaft.
11. Remove the bulkhead (46) from the piston
(54). 23. Place the gear case (25) on a workbench
12. Remove the outer bulkhead ring (47) and 24. Remove the drive gear bearing retainer
the inner bulkhead ring (48). (32), using retaining ring pliers and working
08031-0D/H5250/94.09.07
through the access holes in the gear web, See

13. Slide the drive shaft (57) from the drive fig 5.
housing (40).
25. Pull the drive gear (29) out of the gear case.
14. Pull the piston return spring (59) off the drive
shaft. Note : Do not disassemble the drive gear and
clutch parts of the turbine powered starters. If
Note : Do not remove the front drive shaft the drive shaft is defective, install a new or
bearing (42) or the drive housing seal (43) factory-rebuilt unit.
unless replacement is necessary and new parts
are available. The bearing and/or the seal will 26. Remove the drive gear shaft bearing
always be damaged when removed from the retainer (33), using retaining ring pliers.
drive housing.
94.34-ES0S-G
Working Card
L+V28/32H
3. Seat the rear drive gear bearing into the

gear case by tapping the opposite end of the
drive gear, using a plastic hammer.
4. Install the drive gear shaft bearing retainer

(33), using retaining ring pliers.
5. Install the drive gear bearing retainer, using

retaining ring pliers and working through the
access holes in the gear web.
6. Lubricated the drive gear with approxi-

mately 240 ml of Ingersoll-Rand No.28 lubricant.
7. Press the rear drive shaft bearing (58) onto

the drive shaft.
Fig 5.
8. Slide the small bearing retainer convex side
first, onto the drive shaft. Press it into position in
27. Remove the rear drive gear bearing (31) accordance with the instructions packaged with
from the drive gear. the new retainer.
9. Assemble the drive gear Schrew (34), drive

Assembly of the Starter gear lock washer (35), drive gear cup (36) and
drive gear screw o-ring (37).
1. Always press on the inner ring of a ball
bearing when installing the bearing on a shaft. 10. Grasp the drive shaft (57) in a vise, external
splined end down. Place assembled drive shaft
2. Always press on the outer ring of a ball screw Unit into the drive shaft, screwhead down.
bearing when pressing the bearing in a bearing Lubricate the inside diameter of the drive shaft
recess. with Ingersoll-Rand No. 28 lubricant.
3. Whenever grasping a part in a vise, always 11. Slide the drive gear bearing (30) into the
use leather-covered, copper-covered vise jaws drive shaft.
to protect the surface of the part and help
prevent distortion. This is particularly true of 12. Lubricate with Ingersoll-Rand No.28
threaded members. lubricant and install the driving clutch jaw teeth
facing up and driven clutch jaw teeth facing
4. Always clean every part, and wipe every down into the drive shaft.
part with a thin film of oil before installation.
13. Insert the clutch spring (51) into the drive
shaft.
Gear Case
08028-0D/H5250/94.08.12
14. Insert the clutch spring cup (50) into the

1. Place the drive gear bearing retainer over drive shaft.
the rear end of the drive gear.
15. Press the inserted parts into the drive shaft,
2. Press the rear drive gear bearing (31) onto and install the clutch spring cup retainer (49).
the rear end of the drive gear, using an arbor
press.
94.34-ES0S-G
L+V28/32H
Note : If it is necessary to replace the drive Note : Feel the underside of the drive housing to
housing (40) and drive components, make sure make sure the drive shaft passes through the
that the piston seal has been removed from the bearing.
rear of the new piston (54).The piston seal must
be removed to prevent pressure build-up which 26. Install the bulkhead retainer (45), using a
will cause movement of the planet gear frame screwdriver.
shaft seal (16). If this conditions occurs, the
piston cannot retract and the drive pinion (63) Warning : Make sure the bulkhead retainer is
will remain in engagement with the flywheel, properly seated in the motor housing groove
causing damage to the starter drive train and/or before easing off the arbor press. Failure to do
starter motor. To remove the piston seal, insert a so will allow improperly retained parts to
screwdriver inside the lip of the seal and pry it separate when removed from the arbor press
loose from the piston. resuming in injury to personnel.
16. Install the piston (54) onto the drive shaft 27. Remove the drive housing from the arbor
until the rear drive shaft bearing seats into the press.
piston.
28. Lubricate and install the drive housing o-ring
17. Coil the large drive shaft bearing retainer (41) in the groove of the drive housing.
(53) into the groove of the piston to retain the
outer race of the drive shaft bearing, using a thin 29. Position the assembled gear case on a
flat blade screwdriver to assist in this operation. workbench. The assembled unit must be upright
to accept the drive housing
18. Lubricate the piston o-ring (55) and install it Carefully position the assembled drive housing
in the groove of the piston. (40) onto the gear case so as not to damage the
piston seal. Align the punch marks of the gear
19. Position the drive housing in an arbor press, case and drive housing.
pinion-end down and install the drive housing
seal (43) into the drive housing. Using a 30. Install the drive housing cap screw lock
pressing sleeve of the proper size, press the washers (39) and the drive housing cap screws
seal into the drive housing so that the lip of the (38) and tighten to 28 Nm torque.
seal faces away from the drive pinion.
31. Tighten the drive gear screw (34) 77.3 Nm
20. Press the bearing into the drive housing torque, using an impact wrench with a 8 mm
until it seats, using a sleeve that contacts the x203 mm long hex inserted into the end of drive
outer race of the front drive shaft bearing (42). shaft.
Drop the piston return spring seat (60) on top of
front drive shaft bearing. 32. Grease and slide the pinion spring (65) and
the pinion spring sleeve (64) over the pinion end
21. Slide the piston return spring (59) onto the of the drive shaft.
drive shaft and snap it into the front of the piston
so that it is against the large drive shaft bearing 33. Grease the pinion end of the drive shaft and
retainer (53). install the drive pinion (63).
08031-0D/H5250/94.09.07
22. Lubricate and insert the assembled drive 34. Grasp the drive pinion in acopper-covered
shaft into the drive housing. vise with the starter supported on a workbench.
23. Lubricate and install the outer bulkhead o- 35. Place the drive pinion washer (62) onto
ring (47) and the Inner bulkhead o-ring (48) on drive pinion retaining screw (61).
the bulkhead (46).
Note : The thread on the drive pinion retaining
24. Slide the bulkhead onto the piston. screw is right-hand thread.
25. With the drive housing in the arbor press, 36. Install the drive pinion retaining screw into
press down on the rear face of the piston. the end of the drive shaft and tighten it to 108.5
Nm torque.
94.34-ES0S-G
Working Card
L+V28/32H
Intermediate Gear Case, Motor Housing, 6. Install the other planet gear shaft retaining
Motor Assembly and Housing Exhaust Cover washer over the shaft at the rear of the planet
gear.
1. Press the front gear frame bearing (17) into
the rear of the intermediate gear case (13), 7. Press the rear gear frame bearing (24) on
using a bearing pressing tool of the proper size. the shaft at the rear of the planet gear frame,
using the proper size bearing inserting tool.
2. Press the planet gear frame shaft seal (16)
into the rear of the intermediate gear case over 8. Slide the planet gear frame assembly,
the front gear frame bearing, using a sleeve coupling end first, into the rear of the
which contacts the outer ring of the seal. intermediate gear case (13), making sure that
the planet gears mesh with the ring gear. Use
Note : Make sure the flat side of the seal is care so as to not damage the seal.
installed against the bearing.
9. Install the intermediate pinion (26), making
3. Install the rear gear case o-ring (14) in the sure that the notches at the rear of the pinion
groove at the rear of the intermediated gear align with the notches and tangs in the shaft of
case and the front gear case o-ring (15) in the the planet gear frame.
groove at the front of the intermediate gear
case. coat both o-rings. 10. Clean the threads of the intermediate pinion
retaining screw (27) and apply 2-3 drops of
4. Install one gear shaft retaining washer (23) Permabond HM 118 to the threads approxi-
on the front of the planet gear frame (18). Press mately 3 mm from the end of the screw. Install
the front bearing spacer (25) on the front shaft of screw and tighten enough to hold assembly
the planet gear frame to hold the gear shaft together.
retaining washer snugly in position.
11. For final tightening, position the intermediate
Note : Coat the front bearing spacer with gear gear case so the intermediate pinion is secured
Lube before installing it. Be careful not to gouge in the jaws of the copperfaced vise. Tighten the
or scratch the front bearing spacer during intermediate pinion retaining screw to 122 Nm
installation as this could result in leakage torque.
between the planet gear frame and gear case.
12. Remove the intermediate gear case from
5. Place planet gear frame on a bench, shaft the vise and set it on a bench.
side down. Place the planet gear bearing (20)
inside of planet gear (19). Place bearing spacers Note : The intermediate gear case will work in
(21) on top and bottom of bearing and gear. only one orientation.
Slide the components into the slots in the side of
the planet gear frame. Align holes in spacers Align the punch marks on the intermediate gear
and bearing with holes in planet gear frame and case and gear case and tap the intermediate
insert planet gear shaft (22), integral keyed end gear case with a plastic hammer until it seats in
down, through the spacers and bearing so that the rear of the gear case. Make sure the
the larger portion of the keyed end of the shaft intermediate pinion meshes with the drive gear.
08028-0D/H5250/94.08.12
contacts the planet gear shaft retaining washer

(23). Repeat the procedure for the two Coat the o-rings on the motor assembly and the
remaining planet gears and components. inside of the cylinder before installing the motor
assembly.
Note : Do not move or turn over the planet gear
frame until step 6 and 7 have been completed. 13. Install the motor assembly through the rear
Movement of the planet gear frame assembly of the motor housing with the geared end of the
could dislodge assembled components, making rotor toward the front.
it necessary to repeat step 5.
Note : Turn the intermediate pinion so that the
gear on the rotor meshes with the planet gears.
Make sure that the rear of the motor assembly is
installed flush with the rear of the cylinder.
94.34-ES0S-G
L+V28/32H
Fig 6. Turbine Starter.
14. Align the punch marks on the motor housing 18. Install the housing exhaust cover on the rear
with the punch marks on the intermediate gear of the motor housing using the starter assembly
case and tap the motor housing with a plastic cap screws (6) and cap screw washers (7). Use
hammer until it seats on the rear of the an 8 mm hex-head wrench to tighten each a little
intermediate gear case. at a time to a final torque of 61 to 68 Nm
increments.
15. Install the splash deflector (3), deflector
retaining spring (4) and deflector retaining screw 19. Mount the exhaust cover (68) on the
(5) in the rear of the housing exhaust cover. housing exhaust cover (1).
Note : Coat the threads of the deflector retaining Note: Use Intersoll-Rand SMB-441 pipe sealant
screw with Ingersoll-Rand SMB-441 sealant. on all plugs.
16. Coat the exhaust cover seal (2) and install it 20. Install the bottom housing plug (10) and the
in the groove on the housing exhaust cover. housing plug inlet boss (11). Put the starter on
08031-0D/H5250/94.09.07
its side with the side plug hole upward. Add 175
17. Align the punch marks on the housing ml automatic transmission fluid through the side
exhaust cover with the punch marks on the plug hole.
motor housing and tap the housing exhaust
cover with a plastic hammer until it seats. Caution : Do not overfill.
Install the side housing plug (10) and tighten all
plugs to 6.8 to 13.6 Nm torque.
94.34-ES0S-G
Working Card
L+V28/32H
Test and Inspection Procedure 4. Motor Action: Secure starter in a vise and
apply 90 psig (6.2 bar/620 kPa) pressure using a
1. Clutch Ratcheting: Turn the drive shaft 3/8" (9 mm) supply liner to the inlet of the motor.
pinion (63) by hand in the direction of the starter starter should run smoothly.
rotation. The clutch should rachet smoothly with
a slight clicking action. 5. Motor Seals : Plug the exhaust and slowly
apply 20 psig (1.35 bar/138 kPa) pressure to the
2. Motor and Gearing Freeness : Turn the inlet of the motor. Immerse the starter for 30
drive shaft pinion (63) opposite the direction of seconds in o non-flammable, bubble-producing
the starter rotation. The drive shaft pinion should liquid. If the starter is property sealed, no
turn by hand. bobbles will appear.
Note : Inadvertent application of air pressure to 6. Gear Case Seals : Plug the exhaust and
the "OUT" port will result in drive malfunction slowly apply 20 psig (1.38bar/138 kPa) pressure
(pinion will fail to retract). If this condition occurs, to the inlet of the motor. Immerse the starter for
loosen the drive housing cap screws (38) to vent 30 seconds in o non-flammable, bubble-
gear case (28). Also, loosen housing plugs (10) producing liquid.
and (11) to vent motor.
There should be no leakage in the housing joints
3. Pinion Engagement : Apply 50 psig (3.4 in the gear case area or in the shaft seal in the
bar/ 345 kPa) pressure to the engagement "IN" intermediate gear system. If the starter is
port. drive shaft pinion (63) should move properly sealed, no bubbles will appear.
outward and air should escape from the "OUT"
port. 7. Confirm Drive Rotation : Apply low
pressure to the motor and observe rotation. drive
Plug the "OUT" port and apply 150 psig (10.3 pinion (63) must rotate in the direction stamped
bar/1034 kPa) pressure to the "IN" port. Check on the nameplate. Chamfer on pinion teeth
and make sure that no air is escaping. should be on the trailing edge of the gear tooth.
Measure the dimension from the face of the

drive shaft pinion (63) to the face of the
mounting range. It should be 69.0+2.0 mm).
Remove the pressure from the "IN" port.

Measure the distance form the face of the drive
shaft pinion the face of the mounting flange. It
should be 45.0+2.0 mm.
08028-0D/H5250/94.08.12
94.34-ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Main Starting Valve 613-01.40
L+V28/32H

Shut-off fuel oil
Description:
Lubricating, disassembly and reassembly of main

starting valve in starting system. Hand tools:
Soft hammer.
Locking ring plier.
Allen key, 1/4".
Starting position:
Related procedure:
08028-0D/H5250/94.08.12

Capacity : 1 man
61310 02 1/eng.
Data: 61310 03 1/eng.
61310 04 1/eng.
Data for pressure and tolerance (Page 600.35) 61310 07 1/eng.
91.08 - ES0S-G
613-01.40 Main Starting Valve Working Card
L+V28/32H
Warning: Disassembly:
Do not attempt any maintenance on the main start- 4) Clamp the main starting valve, in a vice with
ing valve before the starting air system has been the locking ring (9) end up.
bled off.
5) Carefully remove the locking ring (9). The end
plug (3) should spring out. If it does not, tap the valve
Important: housing (1) lightly with a soft hammer until it does.
The main starting valve should be periodically lubri- 6) Remove the end plug (3), spring (8) and piston
cated as follows: (2) assembly.
1) Blend off the air pressure. 7) Remove and discard all used o-rings, o-rings
retainer (5), bumper (7) and spring (8).
2) Remove the plug screw (A) , see fig. 1. and
squirt about 30 g of 10 w oil into the valve through the 8) Wash all other parts in a clean, nonflammable
plug opening. solvent.
3) Reinstall the plug.

Reassembly:
9) Using o-ring lubricant, lubricate and install the

new piston o-ring (4) and the new upper piston o-ring
B (6) on the piston (2).
6
Note: The upper piston o-ring (6) is slightly larger in
1 diameter than the end plug o-ring (11).
2 C 10) Turn the piston over and insert the new bum-
ber (7).
4
D 11) Using o-ring lubricant, lubricate and install the

7 5 new end plug seal o-ring (10) and the new end plug
8 o-ring (11) on the end plug (3).
11
A
12) Lubricate the lower small bore of the valve
9 housing (1) with o-ring lubricant.
10
3
13) Insert the piston assembly into the valve hous-
ing. Push on the piston until the piston o-ring seats
against the bevelied face.
08028-0D/H5250/94.08.12
A Plug screw B Pilot air

C Starting air outlet D Starting air inlet
14) Install the new o-ring retainer (5) with the large
1 Valve housing 2 Piston opening over the piston o-ring.
3 End plug 4 Piston o-ring
5 O-ring retainer 6 Piston o-ring
7 Bumper 8 Spring 15) Place the new piston spring (8) on the piston.
9 Retaining ring 10 O-ring
11 O-ring 16) Place the end plug assembly on the piston
spring.
17) Using a press to hold down the end plug

Fig. 1. Main starting valve.
assembly, install the end plug locking ring (9).
91.08 - ES0S-G
Working Card
Check of Compressed Air Piping System 613-01.90
L+V28/32H

Shut-off fuel oil
Description:
Check of compressed oil piping system.

Hand tools:
Screwdriver.
Starting position:
Compressed air connected to the engine.
Related procedure:
08028-0D/H5250/94.08.12
Working time: hour Plate no. Item no. Qty. /

Capacity : 1 man
Data:

94.21 - ES0U-G
613-01.90 Check of Compressed Air Piping System Working Card
L+V28/32H
With air connected. With air disconnected and stopped engine.
1) Examine the piping system for leaks. 6) Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
2) Retighten all bolts and nuts in the piping system.
7) Connect the air supply and make a function test
3) Drain the system for condensed water. - This of the emergency valve. See description 613.01.
should be based on observations.
4) Check flexible connections for leaks and damages.
5) Check manometers.
08028-0D/H5250/94.08.12
94.21 - ES0U-G
Plate
Page 1 (3) Turbine Starter 61309-05H
L+V28/32H
96.26- ES0S-G
Plate
61309-05H Turbine Starter Page 2 (3)
L+V28/32H
Item Item
1 1/S Housing exhaust Hus for udstds- 23 2/S Gear shaft retainer Spnderingsskive for
cover. dksel. washer. gearaksel.
2 1/S Exhaust cover seal. Ttningsring for 24 1/S Rear gear frame Bagerste gearstelleje.
udstdsdksel. bearing.
3 1/S Splash deflector. Stnk deflektor. 25 1/S Front bearing Forreste gearstelleje.
spacer.
4 1/S Deflector return Returfjeder for
spring. deflektor. 26 1/S Intermediate pinion. Mellemtandhjul.
5 !/S Deflector retaining Spndeskive for 27 1/S Intermediate pinion Spndeskrue for
screw. deflektor. retaining screw. mellemtandhjul.
6 4/S Starter assembly cap Dkselskrue for 28 1/S Gear case. Gearkasse.
screw. montage af starter.
29 1/S Drive gear. Drivgear.
7 4/S Cap screw washer. Skive for dkselskrue.
30 1/S Front drive gear Forreste drivgearleje.
8 1/S Motor housing. Motorhus. bearing.
10 1/S Housing plug. Prop til motorhus. 31 1/S Rear drive gear Bagerste drivgearleje.
bearing.
11 1/S Housing plug inlet Tilgangsknast for prop
boss. til motorhus. 32 1/S Drive gear bearing Spndskrue for
retainer. drivgearleje.
12 1/S Motor assembly. Motor samling.
33 1/S Drive gear shaft Spndskrue for
12A 2/S Cylinder o-ring seal. O-ringsttning for bearing retainer. drivgearakselleje.
cylinder.
34 1/S Drive gear screw. Drivgearskrue.
12B 2/S Housing o-ring seal. O-ringsttning for
motorhus. 35 1/S Drive gear lock Skive for drivgear.
washer.
13 1/S Intermediate gear Mellem gearkasse.
case. 36 1/S Drive gear cup. Dksel for drivgear.
14 1/S Rear gear case o- Bagerste gearkasse o- 37 1/S Drive gear screw o- O-ring for drivgearskrue.
ring. ring. ring.
15 1/S Front gear case o- Forreste gearkasse o- 38 8/S Drive housing cap Dkselskrue for
ring. ring. screw. drivgear.
16 1/S Planet gear frame Ttningsring for 39 8/S Drive housing cap Skive for dkselskrue til
shaft seal. planetgearakselstel. screw lock washer. drivgearhus.
16A 1/S Spacer ring. Afstandsring. 40 1/S Drive housing kit. Drivgearhus.
17 1/S Front gear frame Forreste gearstelleje. 41 1/S Drive housing o-ring O-ring for drivgearhus.
bearing.
42 1/S Front shaft bearing. Forreste akselleje.
18 1/S Planet gear frame. Planetgearstel.
43 1/S Drive housing seal. Ttningsring for
19 1/S Planet gear. Planetgear. drivgearhus.
20 1/S Planet gear needle Nlevalse for planet- 44 1/S Drive housing vent Afluftningsprop for
roller. gear. plug. drivgearhus.
21 1/S Bearing spacer. Ligemellemstykke. 45 1/S Bulkhead retainer. Skotholder
22 1/S Planet gear shaft. Planetgearaksel. 46 1/S Bulkhead kit. Skotst
Qty.//E = Qty./Engine Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
Plate
Page 3 (3) Turbine Starter 61309-05H
L+V28/32H
Item Item
47 1/S Outer bulkhead o- Ydre skot o-ring.

ring.
48 1/S Inner bulkhead o- Indre skot o-ring.

ring.
49 1/S Clutch spring cup Fjedertallerken holder.

retainer.
50 1/S Clutch spring cup. Fjedertallerken.
51 1/S Clutch spring. Koblingsfjeder.
52 1/S Clutch jaw kit. Koblingsst.
53 1/S Large drive shaft Stor lejespndering for

bearing retainer. drivaksel.
54 1/S Piston kit. Stempelst.
55 1/S Piston o-ring. Stempel o-ring.
57 1/S Drive shaft kit. Drivakselst.
58 1/S Rear drive shaft Bagerste drivakselleje.

bearing.
59 1/S Piston return spring. Stempel returfjeder.
60 1/S Seat. Sdering.
61 1/S Drive pinion retain- Tandhjulsspnde-

ing screw. skrue.
62 1/S Drive pinion washer. Tandhjulsskive.
63 1/S Drive pinion. L28/32H Tandhjul. L28/32H.
63A 1/S Drive pinion. V28/32H Tandhjul. V28/32H.
64 1/S Pinion spring sleeve. Tandhjulsbsning.
65 1/S Pinion spring. Tandhjulsfjeder.
66 1/S Inlet flange kit. Tilgangsflangest.
67 3/S Cover Dksel
68 1/S Self drilling screws Selvborende skruer
69 1/E Turbine starter, Turbinestarter,

complete. L28/32H komplet. L28/32H.
69A 2/E Turbine starter, Turbinestarter,

complete. V28/32H. komplet. V28/32H.
70 Spare parts kit, incl. Reservedelsst incl.

item 2, 12A, 12B, 14, item 2, 12A, 12B, 14,
15, 16, 16A, 17, 21, 15, 16, 16A, 17, 21, 23,
23, 24, 25, 41, 45, 47, 24, 25, 41, 45, 47, 48,
48, 55, 61 and 62. 55, 61 og 62.
Qty./E = Qty./Engine Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Main Starting Valve 61310-03H
L+V28/32H
03*
01*
04* 02*
05*
07*
08
06*
91.40 - ES0S-G
Plate
61310-03H Main Starting Valve Page 2 (2)
L+V28/32H
Item Item
01* 1/V O-ring O-ring
02* 1/V O-ring retainer O-ring holder
04* 1/V Bumper Stdfanger
05* 1/V Spring Fjeder
08 1/E Main starting valve, Hovedstartventil,

complete komplet
09 1/V Spare part kit Reservedelsst

Item No. 01, 02, 03, Item nr. 01, 02, 03,
04, 05, 06 and 07 04, 05, 06 og 07
Qty./V = Qty./Valve Antal/V = Antal/Ventil
91.40 - ES0S-G
Plate
Page 1 (2) Starting Valve 61310-03S
L+V28/32H
08028-0D/H5250/94.08.12
91.40-ES0S-G
Plate
61310-03S Starting Valve Page 2 (2)
L+V28/32H
Item Item
No. No.
1 1/V Body
7 1/V Solenoid
11 1/V Solenoid fixture
21 1/V Pilot valve
31 2/V Bolt
38 1/V Spool assy
50 1/E Main starting valve, complete
08031-0D/H5250/94.09.07

Qty./E= Qty./Engine
Qty./V = Qty./Valve
91.40-ES0S-G
Plate
Page 1 (2) Main Stop Valve S61315-03H
L+V28/32H
08028-0D/H5250/94.08.12
94.47-ES0U
Plate
S61315-03H Main Stop Valve Page 2 (2)
L+V28/32H
Item Item
No. No.
01 1/V Body
02 1/V Bonnet
03 1/V Handwheel
04 1/V Disc
05 1/V Valve seat
06 1/V Bonnet screwed bush
07 1/V Disc nut
08 1/V Seat ring
09 1/V Packing grand ring
10 1/V Stem
11 1/V Packing gland
12 1/V Pounding receive piece
13 8/V Stud
14 2/V Stud
15 8/V Nut
16 2/V Nut
17 1/V Nut
18 1/V Pounding piece
19 1/V Pounding piece cover
20 1/V Straight pin
21 1/V Straight pin
22 1/V Split pin
23 1/V Disc lock washer
24 1/V Packing
25 1/V Gasket
26 1/V Name plate
27 1/E Stop valve complete
08031-0D/H5250/94.09.07

Qty./C = Qty./Valve.
94.47-ES0U
Plate
Page 1 (2) Air Strainer S61316-03H
L+V28/32H
08028-0D/H5250/94.08.12
94.20-ES0S-G
Plate
S61316-03H Air Strainer Page 2 (2)
L+V28/32H
Item Item
No. No.
01 1/F Body
02 1/F Bonnet
03 1/F Strainer wire gauze
04 4/F Stud
05 4/F Hexagon nut
06 1/F Plug
07 1/F Gasket
08 1/F Gasket
09 1/E Air strainer, complete
08031-0D/H5250/94.09.07

Qty./F = Qty./Filter.
94.20-ES0S-G
Plate
Page 1 (2) Safety Valve S61319-01H
L28/32H
08028-0D/H5250/94.08.12
94.47-ES0U
Plate
S61319-01H Safety Valve Page 2 (2)
L28/32H
Item Item
No. No.
01 1/E Safety valve, (10 bar)
03 1/E Protective device
04 3/E Screw
08031-0D/H5250/94.09.07

94.47-ES0U
Plate
Page 1 (2) ON-OFF Valve for Jet System 61320-02H
L+V28/32H
01
02
03
04
05
06
07
08028-0D/H5250/94.08.12
92.14 - ES0S-G
Plate
61320-02H ON-OFF Valve for Jet System Page 2 (2)
L+V28/32H
Item Item
01 1/V Coil Spole
02 1/V Housing Hus
03 1/E Valve, complete " Ventil, komplet "

connecting branch tilslutningsstuds
04 1/E Valve, complete 1" Ventil, komplet 1"

Connecting branch Tilslutningsstuds
05 1/E Valve, complete 1 " Ventil, komplet 1 "

06 1/E Valve, complete 1 " Ventil, komplet 1 "

07 1/E Valve, complete 2" Ventil, komplet 2"

08028-0D/H5250/94.08.12
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
Qty./V = Qty./Valve. Antal/V = Antal/Ventil.
92.14 - ES0SG
Plate
Page 1 (2) Air Filter 61321-01H
L+V28/32H
13
01
02*
03*
04*
05
06*
07*
08*
10*
11
12
15*
92.04 - ES0S-G
Plate
61321-01H Air Filter Page 2 (2)
L+V28/32H
Item Item
01 1/F Turbine disk Turbineskive
02* 1/F Upper gasket vre pakning
03* 1/F Filter element Fiilterelement
04* 1/F Lower gasket Nedre pakning
05 1/F Center screw Centerskure
06* 1/F Drain valve Drnventil
07* 1/F Insert Indsats
08* 1/F O-ring O-ring
10* 1/F O-ring O-ring
11 1/F Metal bowl Metalbeholder
12 1/F Lock nut Lsemtrik
13 1/E Air filter, complete Luftfilter, komplet
14 1/F Repair kit consist of Reservedelsst best-

item 02, 03, 04, 06, 07, ende af item 02, 03, 04,
08, 10 and 15 06, 07, 08, 10 og 15
15* 1/F Drain valve Drnventil
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
92.04 - ES0S-G
Plate
Page 1 (2) Pressure Reduction Valve S61322-01H
L+V28/32H
08028-0D/H5250/94.08.12
92.10-ES0S-G
Plate
S61322-01H Pressure Reduction Valve Page 2 (2)
L+V28/32H
Item Item
No. No.
01 1/V Body
02 1/V Bonnet
03* 1/V Seat
04* 1/V Stem Guide nut
05* 1/V Disc Holder
06* 1/V Disk Lock cover
07* 1/V Disc gland
08* 1/V Stem
09* 2/V O-ring
10 1/V Cap
11* 1/V Diaphragm seat
12* 1/V Spring
13* 1/V Spring
14* 1/V Bearing
15* 1/V Spring seat
16* 1/V Diaphragm washer
17* 1/V Adjust screw
18* 1/V Lock nut
19* 1/V Handle
20 1/V Name plate
21 1/V Nylon nut
22 8/V Stud bolt
23 8/V Nut
24 8/V Spring washer
25 1/V Nylon nut
26 2/V Stem lock nut
27* 1/V Gasket
28 1/V Name plate
29* 1/V Diaphragm
30* 1/V Disc
31 1/E Pressure reduction valve complete
32 1/V Manometer
08031-0D/H5250/94.09.07

Qty./V = Qty./Valve
92.10-ES0S-G
Index
Page 1(1) Fuel Oil System 614
L28/32H
Description
Internal fuel oil system ---------------------------------------------------------------------- 614. 01 (15H)

Fuel Injection System - NICO ------------------------------------------------------------------------614. 01 (21H)
Working Card
Fuel injection pump and fuel injection pump ------------------------------------------ 614- 01 .05 (04H)
Fuel injection valve ---------------------------------------------------------------------------614- 01 .10 (04H)
Fuel oil split filter ------------------------------------------------------------------------------ 614- 01 .15 (01H)
Check of fuel oil piping system ------------------------------------------------------------614- 01 .90 (01H)
Adjustment of the maximim combustion pressure ----------------------------------- 614- 05 .01 (02H)
Fuel oil feed pump ----------------------------------------------------------------------------614- 10 .00 (01H)
Plates
Fuel injection pump --------------------------------------------------------------------------------- 61401- 09H

Fuel injection valve ----------------------------------------------------------------------------------61402- 06H
Fuel oil filter duplex --------------------------------------------------------------------------------- 61403- 14H
Fuel injection pipe ----------------------------------------------------------------------------------- 61404- 06H
Fuel oil feed pump -----------------------------------------------------------------------------------61410- 15H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description 614.01
Page 1 (3) Internal Fuel Oil System Edition 15H
L28/32H
Flywheel end
Cyl. 1 Leak from

Fuel oil fuel valve
feed
pump
Fuel oil
return
Waste tray
Fuel oil
Drain High pump
from cyl. pressure
head pipe Fuel oil
inlet
Fuel leakage alarm Leak from

Fuel oil fuel pump
filter
A3 A2 A1
Fig. 1. Diagram for Fuel Oil System
General
The internal built-on fuel oil system consists of the The safety filter is a duplex filter of the split type with
following parts: a filter fineness of 50 my. The filter is equipped with
a common three-way cock for manual change of
- the fuel oil feed system both the inlet and outlet side.
- the high-pressure injection equipment,
comprising fuel oil injection pumps, fuel oil During normal operation both filters should be in
injection valve and fuel oil high pressure operation. Single operation only to be used when
pipe dismantling one of the filters for manual cleaning or
- the waste oil system inspection.
08028-0D/H5250/94.08.12
The feed pump (if part of the delivery,) which is of the

Internal Fuel Oil Feed System gear wheel type, is equipped with a spring-loaded
adjustable by-pass valve.
The fuel oil is led to the injection pumps through a
safety filter by means of the engine driven feed pump The outlet pressure of the feed pump can be ad-
(if part of the delivery). justed by means of an adjusting screw in the by-pass
valve assembly.
94.11 - ES2S
614.01 Description
Edition 15H
Internal Fuel Oil System Page 2 (3)
L28/32H
For circulation of fuel during stand-still of the engine, The injection valve is for "deep" building-in to the
a by-pass line is mounted with a non-return valve centre of the cylinder head.
parallel to the feed pump.
Fuel Oil Injection Valve

Fuel Injection Equipment
The fuel oil injection valve consists of a nozzle holder
Each cylinder unit has its own set of injection equip- and a nozzle connected by a union nut. The nozzle
ment, comprising injection pump, high-pressure pipe holder includes a threaded pipe stub for mounting
and injection valve. the high-pressure pipe. It is led through a boring in
the cylinder head, together with an adjusting screw,
The injection equipment and the distribution supply a spring and spring spindle for the initial tensioning
pipes are housed in a fully enclosed compartment of the nozzle needle.
thus minimizing heat losses from the preheated fuel.
The initial tension of the spring, which determines
This arrangement reduces external surface tempe- the opening pressure of the nozzle, can be adjusted
ratures and the risk of fire caused by fuel leakage. by means of the centrally-mounted adjusting screw.
On the uppermost thick part of the holder, there are

Fuel Oil Injection Pump three sealing O-rings.
The fuel oil injection pump is installed on the roller Between the two lowest O-rings, the leak oil from the
guide housing directly above the camshaft, and it is nozzle needle is led out into the space between the
activated by the cam on the camshaft through roller high-pressure pipe and the protection tube.
guides fitted in the roller guide housing.
The nozzle and needle are lapped together as a pair,
The injection amount of the pump is regulated by and cannot be replaced individually. The nozzle is
transversal displacement of a toothed rack in the controlled by two pins attached to the bottom of the
side of the pump housing. holder.
By means of a gear ring, the pump plunger with the The joint surface between the nozzle and holder is
two helical millings, the cutting-off edges, is turned. machine-lapped to make it oil-tight.
Hereby the length of the pump stroke is reckoned The fuel injector is mounted in the cylinder head by
from when the plunger closes the inlet holes until the means of the integral flange in the holder and two
cutting-off edges again uncover the holes. studs with distance pieces and nuts.
The release of high pressure through the cutting-off A bore in the cylinder head vents the space below the
edges presses the oil with great force against the bottom rubber sealing ring on the injection valve,
wall of the pump housing. At the spot, two exchange- thus preventing any pressure build-up due to gas
08028-0D/H5250/94.08.12
able plug screws are mounted. leakage, but also unveiling any malfunction of the
bottom rubber sealing ring for leak oil.
The amount of fuel injected into each cylinder unit is
adjusted by means of the governor.
Fuel Oil High Pressure Pipe
It maintains the engine speed at the preset value by
a continuous positioning of the fuel pump racks, via The high-pressure pipe between fuel injection pump
a common regulating shaft and spring-loaded link- and fuel injector is a shielded pipe with coned pipe
ages for each pump. ends for attachment by means of a union nut, and a
nipple nut, respectively.
94.11 - ES2S
Description 614.01
Page 3 (3) Internal Fuel Oil System Edition 15H
L28/32H
The high-pressure pipe is led through a bore in the Waste Oil System
cylinder head, in which it is surrounded by a shielding
tube, also acting as union nut for attachment of the Waste leak oil from the compartment, fuel valve and
pipe end to the fuel injector. engine feed pump is led to a fuel leakage alarm unit.
The shielding tube has two holes in order to ensure The alarm unit consists of a box with a float switch for
that any leakage will be drained off to the cylinder level monitoring. In case of a larger leakage than
head bore. The bore is equipped with drain channel normal leakage, the float switch will initiate alarm.
and pipe. The supply fuel oil to the engine is led through the unit
in order to keep this heated up, thereby ensuring free
The shielding tube is supported by a sleeve, moun- drainage passage even for high-viscous waste/leak
ted in the bore with screws. oil.
The sleeve is equipped with O-rings in order to seal

the cylinder head bore.
08028-0D/H5250/94.08.12
94.11 - ES2S
Your Notes :
08031-0D/H5250/94.09.07
Description
Fuel Injection System - NICO 614.01
L+V28/32H
The fuel injection system is responsible for

supplying the diesel engine with fuel.
The injection pump generates the pressure
required for fuel injection.
The fuel under pressure is forced through the
high pressure fuel injection tubing to the
injection nozzle which injects it into
combustion chamber.
Fuel Injection Pump
The fuel oil injection pump is installed on roller

guide housing directly above the camshaft,
and it is activated by the cam on the camshaft
through roller guide fitted in the roller guide
housing as indicated in the Fig. 1.
Fig. 1 Fuel injection pump
The fuel injection amount is determined by
plunger lift from the plunger start to the finish
(discharge end). Fig. 2.
08028-0D/H5250/94.08.12
Fig. 2.
94.47-ES0U
614.01 Fuel Injection System - NICO Description
L+V28/32H
And the fuel injection quantity is changed by

rotation of plunger.
The plunger is rotated by means of a toothed
control sleeve, which engages in a control
rack mounted in the pump housing. Fig. 3.
Fig. 4
Fig. 3
The release of the high-pressure through the

cutting-off edges presses the oil with great
force against the wall of the pump housing. At
the spot, two exchangeable deflectors are
mounted. Fig.4.
The amount of fuel oil injected into each

cylinder unit is adjusted by means of the
governor. It maintains the engine speed at the
preset value by a continuous position of the
fuel pump racks, via a common regulating
shaft and spring-loaded linkages for each
pump.
08031-0D/H5250/94.09.07
Fuel Injection Valve Fig. 5
The fuel injection valve consists of fuel valve

body, nozzle and nozzle nut etc and is
installed into the cylinder head. Fig.5.
94.47-ES0U
Description
Fuel Injection System - NICO 614.01
L+V28/32H
In the fuel injection system of diesel engine,

the nozzles in the nozzle holders are
important link between injection pump and
engine, which measures the inject fuel,
manages the fuel spray, defines the rate of
discharge curve and seals off the injection
system from the combustion chamber.
Diesel fuel is injected at high pressure. The
high pressure causes the injection system to
expand at certain points, whereby the nozzle
cross section defines the quantity of fuel that
is injected into the combustion chamber.
Fig. 6
The nozzle spray-hole length and diameter,

and orifice shape have an influence upon fuel
management and as a result, upon the
engines power, its fuel consumption and its
exhaust emissions. Fig.6
The nozzle also seals off the fuel injection

system against the hot, highly compressed
gasses from the combustion chamber.
In order to avoid blowback of these gasses
when the injection nozzle opens, the pressure
in the nozzle's pressure chamber must always
be higher than combustion chamber.
The opening pressure of the nozzle can be
adjusted by means of the centrally mounted
adjusting nut.
08028-0D/H5250/94.08.12
94.47-ES0U
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Fuel Injection Pump and Fuel Injection Pipe (NICO) 614-01.05
L+V28/32H

62014 01
Stopped lub. oil circul. 62006 26 20-120 Nm
62006 28 140-760 Nm
Description:
Dismounting, inspection/overhaul and mounting

of fuel injection pump. Inspection of fuel Hand tools:
injection pipe.
Starting position: Ring and open end spanner 19 mm
Allen key 8 mm, 10 mm
Cover in front of fuel injection pump has been Plier for lock ring.
removed. Tools for cleaning.
Clean kerosene or gas oil.
Cleanlubricating oil.
Anti seize product (Copaslip, Molykote GN Plus
Related procedure: or similar).
Inspection of roller guide for fuel injection pump

608-01.05.
Spare and wearing parts:

Man power:
08028-0D/H5250/94.08.12

Working time : 4 Hour
Capacity : 1 Man 61401 07 1/pump
61401 10 1/pump
61401 08 1/pump
61401 06 1/pump
Data: 61401 05 1/pump
61401 09 1/pump
94.47-ES0U
614-01.05 Fuel Injection Pump and Fuel Injection Pipe (NICO) Working Card
L+V28/32H
Dismounting of fuel injection pump 7. Press the guide : plunger (N) fig. 2
down wards and remove the snap ring (P).
1. Dismount the fuel injection pipe pos. 1 Remove the guide plunger (N) with lower
fig. 1 and the fuel inlet pipe pos. spring seat (O) and plunger (M).
Be sure not to damage the plunger.
2. Separate the spring loaded lever from
the control rack on the fuel injection pump.
Fig. 1 View from Control Side
3. Remove the pipe for lub. oil and drain.
4. Remove the screw in the bottom flange

(4 pieces) and take the fuel injection pump
away.
Separation of fuel injection pump.

08031-0D/H5250/94.09.07
5. If necessary, clean the exterior of the

injection pump.
6. Mount the injection pump in the

clamping bracket PYO-W020 (see plate
62014 item 03), on the test pump.
Fig. 2 Cross Section of Fuel Injection Pump
94.47-ES0U
Working Card
Fuel Injection Pump and Fuel Injection Pipe (NICO) 614-01.05
L+V28/32H
8. Take out the plunger spring (L), upper 14. The axial clearance between lower
spring seat (K) and control sleeve (J). If spring seat and plunger foot must not exceed
necessary remove the snap ring (R) and rack 0.25 mm. The clearance between lower
stopper (I) and dismount the control rack (H) spring seat and plunger foot is 0.05 to 0.1 mm
as well as the plug in the opposite end of the when new. See fig. 3.
control rack (H).
15. Check the deflectors (G) for wear and
9. Unscrew the four bolts (A) and remove renew if necessary.
the case : delivery valve (B). Take out the
spring : delivery valve (D) and the delivery 16. Monoblock cylinder (E), plunger (M) and
valve (F). delivery valve (F) are manufactured to very
close tolerances. Any attempt to refinish these
10. Loosen and remove the four bolts (C) parts causes alterations of the tolerances and
and take out the monoblock cylinder (E). must therefore NOT be carried out.
If during the visual inspection of the parts,
11. Remove all the o-rings and back-up heavy abrasion symptoms or damage can be
rings from the injection pump. observed, the part in question must be
replaced.
12. All parts must be cleaned, using
kerosene or gas oil and a hand brush (not a
steel brush). Assembling of fuel injection pump :
Blow through the holes for sealing oil in the
pump houses and the monoblock cylinder (E). 17. When assembling the injection pump,
proceed in the reverse order to
disassembling. Pay attention to the following :
Inspection of fuel injection pump:
13. Insert plunger (M) and delivery valve (F)

into the monoblock cylinder (E) after wetting
with clean gas oil. Plunger and delivery valve
must slide into the monoblock cylinder by their
own weight.
08028-0D/H5250/94.08.12
Fig. 4 Mounting of Control Rack Mechanism
A. At initial tightening up of new parts the

following (C) for monoblock cylinder (E).
Fig. 3 Clearance between Lower Spring Seat and Plunger Tighten screws to 90 Nm, loosen and tighten
again to 90 Nm and then tighten to 90 Nm +
10 Nm.
Employ the same procedure when tightening
the other pump components for the first time.
94.47-ES0U
614-01.05 Fuel Injection Pump and Fuel Injection Pipe (NICO) Working Card
L+V28/32H
B. Renew all sealing and back-up rings. Mounting of fuel injection pump :
For placing of the rings, see fig. 1.
19. Before mounting the fuel injection
C. Coat all the threads with an anti seize pump, clean the roller guide spring and
product. washer for spring in the roller guide housing.
D. Wipe dry with paper plane sealing 20. Reconnect the control rack (H) to the
surface on monoblock cylinder (E) and case : spring loaded lever and all the pipes to the
delivery valve (B) . fuel pump.
E. Before inserting the control sleeve (J),

the easy motion of the plunger (M) in the Fuel injection pipe:
monoblock cylinder (E) must be checked.
By normal working conditions the fuel injection
F. When assembling the control sleeve (J), pipe require very little maintenance except
ascertain that the tooth (recognizable by the replacement of O-rings and gasket in
chamfer) will enter the space of the control connection with the normal overhaul of fuel
rack (H) marked by two sings, see fig. 4. injection equipment. (See also description of
fuel injection pipe page 614.10).
G. The marking on the guide cam of the
plunger (M), must be in line with the marking
in the slots of the control sleeve (J). (Not
shown on fig. 4).
18. After assembling, the easy motion of the

control rack(H), must be checked and the
plunger (M) must be moved from the no-load
stop to fuel-load stop.
08031-0D/H5250/94.09.07
94.47-ES0U
Working Card
Fuel Injection Valve - NICO 614-01.10
L+V28/32H

62006 26 20-120 Nm
Stopped lub. oil circul. 62014 30 Extra tools
62014 35
62014 40
Description:
Dismounting, overhaul pressure testing and

mounting of fuel injection valve. Hand tools:

Starting position: Ring and open end spanner 24 mm
Socket spanner 24 mm
Top cover on the cylinder head and front cover Socket spanner 30 mm
on the fuel injection pump have been Tools for cleaning.
dismounted. For dismounting of fuel injection Clean kerosene or gas oil.
pipe, see working card 614-01.05. Anti seize product.
(Copaslip, Molykote GN Plus or similar).
Related procedure:
Man power: Spare and wearing parts:

08028-0D/H5250/94.08.12
Working time : 2 Hour Plate no Item no Qty/

Capacity : 1 man 61402 02 2/C
61402 03 1/C
61402 10 1/C
Data:

98.28-EO0
614-01.10 Fuel Injection Valve - NICO Working Card
L+V28/32H
The fuel injection valve is the one component 3. Clean the lower part of the atomizer
that has the greatest influence on the diesel complete (J) of carbonized oil deposits before
engine condition. dismantling the nozzle nut (H).
Various operation forms the fuel oil and Attention !

quality affect the overhaul intervals. In some
cases it may be necessary to shorten the Do not damage the lapped surfaces, when
prescribed overhaul intervals. removing the nozzle nut (H) and the atomizer
complete (J).
Dismounting and cleaning :
1. Dismount the fuel injection valve from

the cylinder head by means of the special tool
as shown in fig 1.
Fig 2 Fuel injection valve
4. The spring (F) and the spindle (G) are

to be taken out by unscrewing the adjusting
screw (D) completely.
Fig 1 Dismounting of fuel injection valve from cylinder 5. Clean all parts with kerosene or gas oil
and with a hard brush (not a steel brush).
08031-0D/H5250/94.09.07
head.
2. Mount the fuel injection valve into the 6. Clean the nozzle holes of charred coke
clamping bracket VTO-W022 (see plate by means of the supplied special drill with
62014, item 02) on the pressure testing pump, holder.
and loosen the nut (B) fig 2.
7. Clean the cooling chamber and the
Unstress the spring by turning the adjusting cooling ducts in the nozzle body and injector
screw (D). body.
Place them in a cleaning liquid and then blow

through the parts with working air.
98.28-EO0
Working Card
Fuel Injection Valve - NICO 614-01.10
L+V28/32H
Inspection of the parts: 12. Lubricate the shoulder of the atomizer

complete which is in contact with the nozzle nut
The nozzle body and needle are matched by with an antiseize product.
lapping and are therefore only interchange -able
as units. 13. Wipe the plane sealing surface of body
and nozzle dry with paper.
8. Insert the nozzle needle with gas oil in the
nozzle body. It must be controlled whether the 14. Renew the o-rings (C) and (E).
nozzle needle slides down by its dead weight on
its seat. Tightening torque for nozzle nut, see page
600.40
9. Check if the holes in the nozzle are worn
oval.
Pressure testing of fuel injection valve:
This is done by means of a magnifying glass.
The most effective checking of the fuel valves is
WHEN the nozzle holes.. THEN obtained through pressure testing, preferably
carried out after each overhaul and also in case
are worn oval Scrap the atomizer of irregularities in operation.
complete
are not worn oval Re-use the The pressure testing is carried out in the
atomizer complete following way by means of the pressure testing
apparatus supplied.
The beat way, however, to check if the holes are
15. Mount the fuel injection valve in the
worn out is to control the flow rate of the
bracket VTO-W022. The bracket must be in
atomizer complete which, in general, only can
such a position that the nozzle of the injector is
be made by MAN B&W Holeby.
pointing downwards.
10. Replace parts with heavy abrasion
16. Mount the test pipe VWM-W007 (see
symptoms, respectively damages, which were
plate 62014, item 05) on to the bracket for test of
observed at the visual inspection of the parts.
the cooling oil system.
Every effort to refinish will result in alterations of
To increase the pressure, use the lever on the
these values and malfunction of the nozzle.
test pump.
If heavy abrasion symptoms, respectively
17. Apply pressure to the cooling oil system,
damages are observed at the visual inspection
(see data page 600.35) after venting.
of the parts, the parts in question must be
replaced.
18. Check the sealing tightness of the
O-rings.
Reassembling:
19. Mount the test pipe VTO-W023 (see plate
When all parts have been carefully cleaned,
08028-0D/H5250/94.08.12
62014, item 04) for test of the injection pressure

inspected and overhauled and found in good
and atomizing.
order, then assemble the fuel injection valve.
20. Adjust the opening pressure to 320 bar by
When assembling the injection valve, proceed in
means of the adjusting screw (D), see fig 2, then
the opposite order compared to the
tighten the lock nut (B).
disassembly.
21. Check opening pressure again.
Pay attention to the following :
Do not expect chattering, but make sure that the
11. Lubricate the threads on the adjusting
nozzle spray from all holes is in the same angle.
screw (D) with lub. oil, and the threads of the
The nozzle might chatter if the lever is worked
injector body for the nozzle nut.
very fast, actually by hitting it.
98.28-EO0
614-01.10 Fuel Injection Valve - NICO Working Card
L28/32H
Do not expect nozzle tip with more than 1000 24. Grind the seating face, if necessary,
running hours to perform like a new nozzle in with the grinding too (see fig 3).
the test pump.
25. Coat the O-ring and the lower part of
22. Increase the pressure to 300 bar and the valve with an anti seize product and place
keep the pressure by working the lever slowly the valve in the cylinder head, and press it
downwards. down to the seat.
When the pressure is kept at 300 bar, there 26. Mount the high pressure pipe before
should be no more than one drip from the tightening the nuts. Then it is easier to fit the
nozzle tip for approx. 3-5 sec. threads.
27. Put on the distance pieces, fit the nuts

WARNING and tighten up with a torque spanner (for
Keep out of the fuel jets as they will torque moment, see page 600.40).
penetrate the skin. Fuel which has
penetrated the skin can cause painful
inflammations (blood poisoning).
Mounting of the fuel injection valve in the

cylinder head :
23. Clean and inspect the valve bore in the

cylinder head before mounting the fuel valve.
Fig 4 Grinding tools for fuel injection valve (extra tools)

08031-0D/H5250/94.09.07
Fig 3 Grinding tools for seat for fuel and liner injection
valve.
98.28-EO0
Working Card
Fuel Oil Split Filter 614-01.15
General

Shut-off fuel oil
Description:
Disassembly, cleaning and assembly of fuel oil

split filter. Hand tools:

Kerosene, gas oil or similar.
Starting position:
Related procedure:
08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

91.08 - ES0S
614-01.15 Fuel Oil Split Filter Working Card
General
1) During normal operation both filters should be 3) Position of three way cock, see fig. 2.
in operation, single operation only to be used when
dismantling one of the filters for manual cleaning or
inspection.
2) Normally the filters are cleaned during opera-

4 5
tion by turning the handle, (1) see fig. 1, on the filter
housing top a couple of turns. (clockwise).
Simultaneously with turning of the handle, the drain

cock, (2) in bottom of the filter housing should be
opened in order to drain of the dirt being scraped of
the filter element, (3).
Left Filter Both filters in Right Filter

1 This position is operation. This position is
only for cleaning only for cleaning
of the right filter, of the left filter,
not for continu- not for continu-
ous operating. ous operating.
5
Fig. 2. Fuel oil split filter (top view).
3
Note: Shut-off fuel oil, before dismantling filter ele-
ment.
4) If no drainage occurs when the drain cock is

opened, the filter housing should be dismantled for
manual cleaning. Remove the nuts (5), and take out
the filter element (3).
2
5) Clean the filter element in kerosene gas oil or
similar and blow it dry with working air.
Fig. 1. Fuel oil split filter 6) Mount the filter element again.
08028-0D/H5250/94.08.12
7) The filter element itself should never be dis-

mantled, but has to be replaced if damage or mal
function is experienced.
91.08 - ES0S
Working Card
Check of Fuel Oil Piping System 614-01.90
General

Shut-off fuel oil
Description:
Check of fuel oil piping system.

Hand tools:
Starting position:
Engine is running.
Related procedure:
08028-0D/H5250/94.08.12
Working time: hour Plate no. Item no. Qty. /

Capacity : 1 man
Data:

92.04 - ES0S
614-01.90 Check of Fuel Oil Piping System Working Card
General
Fuel Oil System. 4) Move all valves and cocks in the piping system.
1) Dismount the covers to the injection pumps. Blow-
through drain pipes. 5) Check flexible connections for leaks and damages.
2) Examine the piping system for leaks. 6) Check the condition of the lower O-ring for the fuel
injecting valves by means of the venting pipe.
3) Retighten all bolts and nuts in the piping system.
For fuel oil condition, see section 604.
Venting pipe
Fig. 1. Cross section of cylinder head

08028-0D/H5250/94.08.12
92.04 - ES0S
Working Card
Adjustment of The Maximum Combustion Pressure 614-05.01
General

Description:
Adjustment of the maximum combustion pressu-

re for the cylinders one by one and for all cylinders
in total.
Hand tools:
Starting position: Ring and open end spanner, 19 mm.

Camshaft mounted and adjusted in Depth gauge.
relation to the crankshaft (lead), 607-01.20 Plastic hammer.
Intermediate wheel mounted.
Related procedure:
08028-0D/H5250/94.08.12
Working time : 2-5 Hours Plate no. Item no. Qty. /

Capacity : 1 man
60801 23 1 set/cyl.
Data:

91.45 - ES0S
614-05.01 Adjustment of The Maximum Combustion Pressure Working Card
General
If fuel oil valve, piston, inlet and exhaust valves as Thinner and/or fewer shims (increase of the distance
well as turbocharger and charge air cooler are working X) results in a delayed injection timing and a lower
correct and the compression pressure Pcomp is nor- Pmax.
mal the maximum combustion pressure will indicate
the injection timing for the fuel oil pump. Thicker and/or more shims (reduction of the distance
X) results in an advanced injection timing and a
If Pmax is too low it indicates that the injection timing higher Pmax.
is delayed.
If the distance X is to be changed the trigger (1) is
If Pmax is too high it indicates that the injection timing used for dismantling of the thrust piece (2), whereaf-
is advanced. ter the thickness and/or the number of shims (3) can
be changed.
The injection timing can be altered by inserting or
removing shims under the thrust piece on the roller By changing X with 0.10 mm the maximum com-
guide, thus changing the measure X, see fig. 1. bustion pressure is changed with - see page 600.35.
After replacement of shims the thrust piece is re-

mounted in the roller guide (4) with a soft hammer
(5).
Measure "x"
1 5
1
2 2
3 2
Total height 3
3
4
4 4
1 Extractor 2 Thrust piece

3 Shims 4 Roller guide
5 Soft hammer
Fig. 1.
Fig. 3.
08028-0D/H5250/94.08.12
Action Results
Total height Distance Injection Max. combustion

on roller guide "x" timing pressure
increased Reduced Advanced increased
Reduced increased Delayed Reduced
Fig. 2.
91.45 - ES0S
Working Card
Adjustment of The Maximum Combustion Pressure 614-05.01
General
When changing X it must be ensured that the

distance between the upper edge of the roller guide
housing and the thrust piece on the roller guide is not
exceeded, when the roller is resting on the circular
part of the fuel cam, see page 600.35.
In all cases X must be checked and adjusted, if

necessary, when fuel oil pump, roller guide, roller
guide housing and/or camshaft section have been
replaced/dismantled.
Note: If several fuel oil pumps, roller guides, roller

guide housings and/or camshaft sections are dis-
mantled at the same time it is advisable to number
the parts in order to facilitate remounting and adjust-
ment.
If the maximum combustion pressure differs from the

test bed records after adjustment of each individual
pump the camshafts placement can be changed, as
the camshafts gear wheels are provided with
oblonged holes so that they can be turned in relation
to the hub. Fig. 4.
The gear wheel is provided with an engraved scale,

see fig. 4, and the hub of the cam shaft is provided If the crankshaft is turned in the engines normal
with a mark. direction of rotation the maximum combustion pres-
sure P-max. is reduced.
When the screws, which fasten the gear wheel, are
loosened the gear wheel is turned (by turning the If the crankshaft is turned against the engines nor-
crankshaft) in relation to the camshaft. By reading mal direction of rotation the maximum combustion
the angle in which the gear wheel is displaced in pressure P-max. is increased.
relation to the camshaft the altered Pmax can be
calculated. A line on the scale corresponds to: see After the adjustment the screws are fastened with a
page 600.35. torque wrench, see page 600.40, and secured.
08028-0D/H5250/94.08.12
91.45 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Fuel Oil Feed Pump 614-10.00
L/V28/32H

Shut-off fuel oil
Description:
Disassembly, overhaul and assembly of fuel oil

feed pump. Hand tools:
Adjustment of fuel oil pressure.
Allen key, 8 mm, 10 mm, 22 mm.
Starting position: Big screwdriver.
Adjustable spanner.
All pipe connections to the feed pump have been Puller.
reconnected, and the feed pump is removed from Hard brush.
the engine. Gas oil.
Related procedure:

08028-0D/H5250/94.08.12
Man power:
Working time : 4 Hours
Capacity : 1 man 61410 02 1/pump
61410 07 1/pump
Data: 61410 08 4/pump
61410 09 1/pump
Data for pressure and tolerance (Page 600.35) 61410 10 1/pump
Data for torque moment (Page 600.40) 61410 11 1/pump
Declaration of weight (Page 600.45) 61410 12 1/pump
91.45 - ES0S
614-10.00 Fuel Oil Feed Pump Working Card
L/V28/32H
Disassembly. 8) Renew the sealing ring and o-ring in cover

(11), and the rotating packing (9).
1) Remove the coupling part (14), see fig. 1, by
means of a puller. 9) Inspect all other parts for wear and damage,
and renew, if necessary.
2) Disconnect the drain pipe (30).
3) Remove screws (12) and dismount the cover Assembly:

(11) with locking ring, sealing ring, o-ring and rotating
packing (9). 10) Mount the gear wheel (5 and 7), coat the
sealing lip with silastene or similar and mount the
4) After removal of the screws (4) (6 pcs.) the cover (3).
cover (3) is dismantled and the gear wheels (5 and
7) are pulled out. 11) Mount the rotating packing (9) and the cover
(11) with sealing ring, o-ring and locking ring.
5) Dismounting of the spring loaded adjustable
by-pass valve. 12) Connect the drain pipe (30) and mount the
coupling part (14).
Remove the cap nut (21), nut (20), spring housing
(19), spring (18) and the cylinder (23). If the piston 13) Mount the spring loaded by-pass valve, nut
(17) cannot be pulled out from the same side the plug (20), gasket (16), cap nut (21) and plug screw (15).
screw (15) can be removed and the piston can be
pressed from this side with a screw driver or the like. 14) Mount the feed pump on the engine and con-
nect all the pipes.
Overhaul:
Adjusting of Fuel Oil Pressure.
6) Clean all the parts with gas oil and a hard
brush. 15) The outlet pressure of the feed pump, can be
adjusted by means of an adjusting screw in the by-
Warning: Never use a steel brush. pass valve.
The parts are blown clean with working air. Remove the cap nut (21) and loosen the nut (20).
7) If the bearing bush are to be removed the By turning the spring housing clockwise the pressure
existing bearing bush is plugged out, the bores are is raised and reverse the pressure is lowered by
cleaned and new bearing bush is mounted, see fig. turning the spring housing (19) anti-clockwise. When
2. the correct pressure is reached, see page 600.30,
the spring housing (19) is locked with nut (20) and
Before the gear wheels can be mounted the bearing finally the gasket (16) and cap nut (21) are mounted.
bush must be adjusted with a reamer or a bearing
08028-0D/H5250/94.08.12
scraper, so that the gear wheel can run easily when

the pump is assembled.
91.45 - ES0S
Working Card
Fuel Oil Feed Pump 614-10.00
L/V28/32H
5 9
11
4
12
3
14
30
7
Fig. 2. Mounting of bearing bush.
17
19
16
21
15
23
20
18
Fig. 1. Fuel oil feed pump.

08028-0D/H5250/94.08.12
91.45 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Fuel Injection Pump - NICO 61401-09H
L+V28/32H
08028-0D/H5250/94.08.12
98.28-EO0
Plate
61401-09H Fuel Injection Pump - NICO Page 2 (2)
L+V28/32H
Item Item
No. No.
01 1/P Case : Delivery valve 29 1/P Snap ring
02 1/P Ring 30 1/P Plug
03 4/P Bolt 31 1/P Gasket
04 1/P Plunger, complete 32 1/P Control rack
05 1/P Back-up ring
06 1/P O-ring
07 1/P O-ring
08 1/P Back-up ring
09 1/P O-ring
10 1/P O-ring
11 1/P Housing, complete
12 2/P Deflector
13 2/P Gasket
14 1/P Bolt
15 1/P Gasket
16 1/P Washer
17 1/P Pointer
18 1/P Nut
19 4/P Bolt
20 1/P Spring : Delivery valve
21 1/P Plug
22 1/P Snap ring
23 1/P Rack stopper
24 1/P Control sleeve
25 4/P Spring seat
26 1/P Spring : Plunger
27 1/P Spring seat
28 1/P Guide : Plunger 08031-0D/H5250/94.09.07

Qty./P = Qty./Pump
98.28-EO0
Plate
Page 1 (2) Fuel Injection Valve - NICO 61402-06H
L+V28/32H
08028-0D/H5250/94.08.12
98.28-EO0
Plate
61402-06H Fuel Injection Valve - NICO Page 2 (2)
L+V28/32H
Item Item
No. No.
01 1/V Injector body
02 2/V O-ring
03 1/V O-ring
04 2/V Dowel pin
05 1/V Atomized, complete
06 1/V Nozzle nut
07 1V Cap nut
08 1/V Nut
09 1/V Adjusting screw
10 1/V O-ring
11 1/V Spring
12 1/V Spindle
08031-0D/H5250/94.09.07

Qty./V = Qty./Valve
98.28-EO0
Plate
Page 1 (2) Fuel Oil Filter Duplex 61403-14H
L+V28/32H
08028-0D/H5250/94.08.12
02.08 - ES0
Plate
61403-14H Fuel Oil Filter Duplex Page 2 (2)
L+V28/32H
Item Item
01 1/E Fuel oil filter duplex, Brndselsoliespalte-

complete filter, komplet
02 2/F Filter element, Filterelement, komplet

complete
03 8/F Nut Mtrik
04 2/F O-ring O-ring
06 2/F Plug screw Propskrue
07 2/F Gasket Pakning
08 2/F Drain cock, Aftapningshane,

complete komplet
10 1/F Fixing screw Fastspndingsskrue
11 2/F Disc Skive
13 2/F Counter nut Omlbsmtrik
14 2/F Sealing screw Ttningsskrue
15 2/F Handle Hndtag
16 2/F Split pin Split
17 2/F Washer Skive
18 2/F Nut Mtrik
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine. Qty./E = Qty./Engine.
Qty./F = Qty./Filter Qty./F = Qty./Filter.
02.08 - ES0
Plate
Page 1 (2) Fuel Injection Pipe 61404-06H
L/V28/32H
01
02
03
04 07
05 03
06
08
09
10
11
05
06
91.40 - ES0S
Plate
61404-06H Fuel Injection Pipe Page 2 (2)
L/V28/32H
Item Item
01 1/C Fuel oil high- Hjtryksrr,

pressure pipe, komplet
complete
02 1/H Screwed socket Gevinmuffe
03 2/H O-ring O-ring
05 2/H Sleeve devided Bsning 2-delt
06 2/H Round wire exp. Lsefjeder

ring
07 1/H Sleeve Styrebsning
09 2/H Screw Skrue
10 1/H Flange Flange
11 1/H Sealing ring Ttningsring
Item Nos. marked with * are only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./H = Qty./High pressure pipe. Qty./H = Qty./Hjtryksrr.
Qty./C = Qty./Cylinder. Qty./C = Qty./Cylinder.
91.40 - ES0S
Plate
Page 1 (2) Fuel Oil Feed Pump 61410-15H
L28/32H
01 08
02 09
03 10
04 11
12
13
14
15
16
17
18
19
33
05 20
06 21
07
22
25
26
27
23 23
24
28
29
30
31
32
98.13 - ES0S
Plate
61410-15H Fuel Oil Feed Pump Page 2 (2)
L28/32H
Item Item
01 1/P Housing Hus 31 1/P Spring Fjeder
02 1/P Gear wheel Tandhjul 32 2/P Guide pin Styrestift
03 6/P Screw Skrue 33 1/P Washer Skive
04 1/P End cover Endedksel
05 2/P Plug screw Propskrue
06 2/P Gasket Pakning
07 1/P Gear wheel Tandhjul
08 4/P Bush Foring
09 1/P Rotating sealing Roterende pakning
11 1/P O-ring O-ring
12 1/P Sealing ring Ttningsring
13 4/P Screw Skrue
14 1/P Circlip Sikringsring
15 1/P Key Feder
16 1/P Coupling, complete Kobling, komplet
17 1/P Cover Dksel
18 1/P Union Forskruning
19 1/P Pipe Rr
20 1/P Union Forskruning
22 1/E Pump, complete Pumpe, komplet
25 1/P Plunger Stempel
26 6/P Screw for mounting Skrue for montering
27 1/P Spring housing Fjederhus
28 1/P Cap nut Kapselmtrik
29 1/P Cylinder Cylinder
30 1/P Nut Mtrik
Qty./P = Qty./Pump. Qty./P = Qty./Pumpe.
Qty./E = Qty./Engine. Qty./E = Qty./Motor
98.13 - ES0S
Index
Page 1(1) Lubricating Oil System 615
L28/32H
Description
Internal lubricating oil system --------------------------------------------------------------615. 01 (21H)

Lubricating oil cooler ----------------------------------------------------------------------------------- 615. 06 (02H)
Working Card
Lubricating oil pump, engine driven ----------------------------------------------------- 615- 01 .00 (01H)

Prelubricating pump --------------------------------------------------------------------------615- 01 .05 (03H)
Prelubricating pump (IMO pump) ---------------------------------------------------------615- 01 .05 (02S)
Lubricating oil filter --------------------------------------------------------------------------- 615- 01 .10 (01H)
Lubricating oil, thermostatic valve --------------------------------------------------------615- 01 .20 (01H)
Check of lubricating oil piping system ---------------------------------------------------615- 01 .90 (01H)
Lubricating oil cooler -------------------------------------------------------------------------615- 06 .00 (02H)
Plates
Lubricating oil pump (gear driven)--------------------------------------------------------------- 61501- 22H

Lubricating oil filter (type B) ----------------------------------------------------------------------- 61502- 12S
Lubricating oil thermostatic valve ----------------------------------------------------------------61503- 08H
Prelubricating pump ---------------------------------------------------------------------------------61504- 04S
Lubricating oil cooler --------------------------------------------------------------------------------61506- 02H
Lubricating oil separator --------------------------------------------------------------------------- 61530- 01H

Lubricating oil pipes on engine -------------------------------------------------------------------61530- 02H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description 615.01
Page 1 (3) Internal Lubricating Oil System Edition 21H
L28/32H
C16 C3
Pre. lub. oil

inlet TC
Filter
Oil vapour
Eng. driven lub. discharge
oil pump Magnetic To main C13
filter bearing Governor
To pump drive To piston drive
Cyl. 1 To camshaft
drive
Sealing
oil To rocker arms
Lub oil cooler
Boring in
camshaft
To roller guide
To camshaft bearing
El-driven
C4
pre.lub.
oil pump
Fig. 1. Diagram for Internal Lubricating Oil System
General
The lubricating oil system is based on wet sump 3 - Camshaft drive

lubrication. All moving parts of the engine are 4 - Governor drive
lubricated with oil circulating under pressure in a
closed built-on system. 5 - Rocker arms
6 - Camshaft
The lubricating oil is furthermore used for the pur-
pose of cooling the pistons.
ad 1) For priming and during operation, the turbo-
charger is connected to the lub. oil circuit of the
engine, the oil serves for bearing lubrication.
System Flow
The inlet line to the turbocharger is equipped with a
The lubricating oil pump draws oil from the oil sump
fixed throttle in order to adjust the oil flow and a non-
08028-0D/H5250/94.08.12
and presses the oil through the cooler and filter to the
return valve to prevent draining during stand-still.
main lubricating oil pipe, from where the oil is
distributed to the individual lubricating points. From
The non-return valve has back-pressure function
the lubricating points the oil returns by gravity to the
requiring a pressure slightly above the priming
oil sump.
pressure to open in normal flow direction. In this way
overflooding of the turbocharger is prevented during
The main groups of components to be lubricated are:
stand-still periods, where the prelubricating pump is
running.
1 - Turbocharger
2 - Main bearings, big-end bearing ect. ad 2) Lubricating oil for the main bearings is
supplied through holes drilled in the engine frame.
92.25 - ES2S
615.01 Internal Lubricating Oil System Description
Page 2 (3)
Edition 21H
L28/32H
From the main bearings it passes through bores in driven prelub. pump mounted parallel to the main
the crankshaft to the connecting rod big-end bea- pump. The pump must be arranged for automatic
rings. operation, ensuring stand-still of the prelubricating
pump when the engine is running, and running dur-
The connecting rods have bored channels for supply ing engine stand-still in stand-by position.
of oil from the big-end bearings to the small-end
bearings, which has an inner circumferential groove, Running period of the prelubricating pump is
and a pocket for distribution of oil in the bush itself preferably to be continuous. If intermittent running is
and for supply of oil to the pin bosses and the piston required for energy saving purpose, the timing
cooling through holes and channels in the piston pin. equipment should be set for shortest possible
intervals, say 2 minutes of running, 10 minures of
From the front main bearings channels are bored in stand-still, etc. Further, it is recommended that the
the crankshaft for lubricating of the pump drive. prelub. pump is led from the emergency switch board
thus securing that the engine is not started without
ad 3) The lubricating oil pipes, for the camshaft prelubrication.
drive gear wheels, are equipped with nozzles which
are adjusted to apply the oil at the points where the
gear wheels are in mesh. Lubricating Oil Filter
ad 4) The lubricating oil pipe, and the gear wheels The lubricating oil filter is a double filter which is
for the governor drive are adjusted to apply the oil at generally used with only one filter chamber being in
the points where the gear wheels are in mesh. operation, the other filter chamber being stand-by.
ad 5) The lubricating oil to the rocker arms is led If the filter chamber in operation needs to be serviced,
through pipes to each cylinder head. It continues the operation can be switched to the other filter
through bores in the cylinder head and rocker arm chamber without any interruption in lubricating oil
to the movable parts to be lubricated at rocker arms supply to the engine.
and valve bridge. Further, lub. oil is led to the
movable parts in need of lubrication. Servicing is generally restricted to replacing of the
paper cartridges, cleaning of the radial mesh insert
ad 6) Through a bore in the frame lub. oil is led to and inspection of sealings, the latter to be replaced
the first camshaft bearing and through bores in the if damages observed.
camshaft from where it is distributed to the other
camshaft bearings. Each filter chamber is equipped with 1 or 2 replaceable
paper cartridges of fineness 10-15 microns.
Lubricating Oil Pump In the centre of each filter chamber a filter basket
(central element) is situated. This filter basket is
The lubricating oil pump, which is of the gear wheel acting as a safety filter, having a fineness of about
type, is mounted on the front end of the engine and 60 microns.
08028-0D/H5250/94.08.12
is driven by means of the crankshaft through a

coupling or a gear wheel. During operation an increased pressure drop across
the filter will be observed as dirt particles will deposit
The pressure regulator forms part of the lubricating on the filtration surfaces of the paper cartridges and
oil pump. Adjustment of the oil pressure is done by thus increase the flow resistance through the filter.
removing the cap nut and turning the adjusting screw
until reading the pressure stated in section 600. If the pressure drop across the filter exceeds 2.0 bar,
a release valve will open and by-pass the 10-15
Operating of Pre-lubricating Pump
As standard the engine is equipped with an electric-
92.25 - ES2S
Description
Internal Lubricating Oil System 615.01
L28/32H
microns filter element, and the engine will run with the warming up period, the oil is by-passing the
only the 60 microns safety filter. cooler. When the oil from the engine reaches the
normal temperature (see section 600) a controlled
To ensure safe filtering of the lubricating oil, none of amount af oil passes through the cooler.
the by-pass valves must open during normal service
and the elements should be replaced at a pressure The thermostatic elements must be replaced if the
drop across the filter of 1.5 bar. temperature during normal operation deviates
essential from the one stated in the test report.
Servicing is essential the exchange of the paper
cartridges. The valve cannot be set or adjusted, and it requires
no maintenance.
When exchanging cartridges, it is advisable to
release any old oil remaining in the filter housing by
means of the drain plug provided for this purpose,
and to wipe out the housing with a cloth.
The filter chambers can be serviced successively

during operation or when the engine is at standstill.
A
It is essential to follow the instructions in work card

615-01.10 closely when replacing filter cartridges.
Filter cartridges must under no circumstances be

cleaned and used again.
Thermostatic Valve C B
The thermostatic valve is designed as a T-piece with

the inlet in the cover (A) under which the thermostatic
elements are located.
The outlet to the engine (by-passing cooler) is Fig. 1. Thermostatic Valve

marked (B) and outlet to the cooler is marked (C). In
08028-0D/H5250/94.08.12
92.25 - ES2S
Your Notes :
08031-0D/H5250/94.09.07
Description
Lubricating Oil Cooler 615.06
Page 1 (1)
Edition 02H
General
Principle of the Plate Heat Exchanger Plates
The built-on lubricating oil cooler is a plate heat After clamping of the plate pack, the plates - which
exchanger. are fitted gaskets - ensure an effective seal between
fluids and atmosphere. In addition, intermixing of the
The plate heat exchanger consist of a number of cold fluids is eliminated by a double gasket seal around
pressed plates which are compressed between a the inlet ports.
fixed port (head) and the mobile part (follow) by
means of tie bolts. Every second plate is turned through 180. This
means that the double gasket seal occurs around
The plates are made with special corrugations, every second inlet to the channels between the
which ensures turbolent flow and high heat transfer plates.
cofficients.
The plate pack now forms a series of parallel flow
channels in which the fluids flow in a counter current
regime.
08028-0D/H5250/94.08.12
91.14 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Lubricating Oil Pump, Engine Driven 615-01.00
L/V28/32H

Shut-off fuel oil
Description:
Disassembly, overhaul and assembly of lubrica-

ting oil pump, engine driven.
Adjusment of lub. oil pressure. Hand tools:

Starting position: Ring and open end spanner, 46 mm.
(Socket spanner, 46 mm).
All pipe connections to the lub. oil pump have Allen key, 8 mm, 4 mm.
been reconnected, and the lub. oil pump is re- Plier for locking ring.
moved from the engine. Soft hammer.
Big screw driver.
Adjustable spanner.
Puller.
Related procedure: Silastene or similar.
Hard brush.
Man power:
08028-0D/H5250/94.08.12
Working time : 6-8 Hours Replacement and wearing parts:

Capacity : 1 man
Data: 61501 04 1/pump

61501 06 5/pump
Data for pressure and tolerance (Page 600.35) 61501 32 1/pump
91.45 - ES0S
615-01.00 Lubricating Oil Pump, Engine Driven Working Card
L/V28/32H
Disassembly: Before the gear wheels (7 and 8) can be mounted the

bearing bush must be adjusted with a reamer or a
1) Remove the coupling part or gear wheel (1), bearing scraper, so that the gear wheel can run
see fig. 2, by means of a puller or a soft hammer. easily when the pump is assembled.
2) Remove screws (2) and dismount the cover 8) Inspect all other parts for wear and damage,
(3). and renew, if necessary.
3) Dismount the locking ring (4), screws (5) and

remove the cover (6) with the overspeed device.
4) Remove the gear wheel (7 and 8). 1
15 14
5) Dismounting of the spring loaded adjustable 12
by-pass valve. 13
Remove the cap nut (9), nut (10), spring housing 11

(11), spring (12) and the cylinder (13). If the piston 7 10
(14) cannot be pulled out from the same side, the
plug screw (15) can be removed and the piston can 9
be pressed out from this side with a screw driver or 8
the like.
6
5
4
3
2
Fig. 2.
Assembly:
9) Mount the gear wheel (7 and 8).
Coat the sealing lip with silastene or similar and

Fig. 1. mount the cover (6) with gear wheel and locking ring
(4).
08028-0D/H5250/94.08.12
Overhaul. 10) Mount the cover (3) with gasket.
6) Clean all the parts with gas oil and a hard 11) Mount the gear wheel or coupling part (1).
brush, (never use a steel brush). The parts are blown
clean with working air. For tightening the nut for gear wheel, see page
600.40.
7) If the bearing bush is to be removed the
existing bearing bush is plugged out by means of a 12) Mount the spring loaded by-pass valve, nut
mandrel, the bores are cleaned and new bearing (10) with gasket, cap nut (9) and plug screw (15).
bush is mounted, see fig. 1.
91.45 - ES0S
Working Card
Lubricating Oil Pump, Engine Driven 615-01.00
L/V28/32H
Adjusting of Lub. Oil Pressure. By turning the spring housing clockwise the pressure
is raised and reverse the pressure is lowered by
13) The outlet pressure of the lub. oil pump, can be turning the spring housing (11) anti-clockwise. When
adjusted by means of a adjusting screw in the by- the correct pressure is reached , see page 600.30,
pass valve. the spring housing (11) is locked with nut (10) and
finally the gasket and cap nut (9) are mounted.
Remove the cap nut (9) and loosen the nut (10).
08028-0D/H5250/94.08.12
91.45 - ESoS
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Prelubricating Pump 615-01.05
General

Shut-off fuel oil
Press Blocking - Reset
Dismantling, replacement of the mechanical and Ring and open end spanner, 13 mm.
assembly of prelubricating pump. Ring and open end spanner, 15 mm.
Adjustable spanner.
Screw driver.
Starting position: Lubricating light oil and grease.
Vessels for cleaning.
Related procedure:

Man power:
08028-0D/H5250/94.08.12

Working time : 2-3 hours
Capacity : 1 man See plate 61504
Data:

98.47-ES0
615-01.05 Prelubricating Pump Working Card
General
Periodic Overhauls 2) Shut off the suction to the pump and block
the electric motor starting button.
Periodic overhauls for the purpose of avoiding
functional trouble are not normally necessary 3) Loosen the screws which hold the motor
for the prelubricating pumps. When properly and pump together and life away the
used, there is very little wear on the pump motor.
screws.
4) Remove the front end cover of the pump
If oils and other liquids with abrasive properties (1). Do not damage the joint (2) between
are pumped periodic overhauls may front end cover and pump body.
nevertheless be carried out so that won parts
can be replaced in good time. The intevals 5) Press the stationary seal with o-ring (27
between such overhauls are determined by and 23) see fig. 2, out of the front cover.
experience in each individual case.
Impurities in the pumped liquid or careless

handling during dismantling and reassembly
can result in damage to the lapped sealing
surfaces. Dismantling and reassembling the
seal should therefore be carried out in
conditions of scrupulous cleanliness and
carefulness and every effort must be made to
avoid touching the sealing surfaces with the
fingers. The carbon ring must be carefully
handled.
Warning : It must not get id torch with grease.
Dismantling
Fig 2. Shaft seal
1) Turn the motor, using the fan beneath the
fan casing, until the set screw (20) see
fig.1, which locks the pump shaft to the 6) Remove the power rotor (17) fig. 1, from
motor shaft is accessible in one of the the pump body. If only the seal is to be
inspection holes in the pump body back off replaced, the idlers can remain in the
the stop screw all the way. pump body.
7) Remove the rotary seal ring (24) fig.1.
8) Press the rotating seal (18) out of the

08031-0D/H5250/94.09.07
power rotor (17). Due to rubber bellows

(25) fig. 2, the necessary press-off power
may be comparatively big.
Fig 1. Prelubricatig pump.
98.47-ES0
Working Card
Prelubricating Pump 615-01.05
General
Reassembly
The fit of the rotary seal on the pump shaft is

rather hard. To prevent damage of the bellows
(25) it is advisable to clean the pump shaft
from possible coaling like particles of coke
from oil etc.
Polish the pump shaft by means of an emery

or cleaning cloth to get a smooth finish. This Fig 3.
preparation facilitates the mounting of the
rotary seal. 17) The power rotor shall be forced up on the
motor shaft by means of a screw drivel put
The reassembly will take place in reverse into the groove of the power rotor shaft,
order: see fig. 3. Thereafter screw the set screw
(20) firmly against the motor shaft. This is
9) After cleaning wipe the shaft over with light necessary to ensure a correct play of the
oil (not grease). Press the rotating seal idler rotors.
(18) with removed rotary seal ring (24)
onto the rotor shaft. 18) Check that the pump rotates freely when
the motor is rotated by hand.
10) Check that the bellows are pressed
against the locating ring of the spring. Open the valves in the pipe lines and
Keep the seal pressed in that position for re-establish the electric supply to the motor.
half a minute until the bellow stick. Proceed in accordance with the instructions
Starting-up.
11) Mount the rotary seal ring (24) with its
smaller surface turning upwards, taking Note: Do not jet the pump run for more than
care that the grooves in the seal ring are in one minute without working.
line with the dimples of the retaining
sleeve.
Maintenance
12) Insert the power rotor in the pump casing
(3). The seal is self-adjusting and requires no
subse-quent tightening.
13) Wipe over the outside of the stationary
seat with its o-ring gasket (27 and 23) with If copious leakage occurs, this is the usual sign
light oil and press the seat into the front of wear, which may be due to such causes as
cover. incautious starting, dirty oil, poor alignment or
running without oil.
14) Mount the front cover (1) to the pump
08028-0D/H5250/94.08.12
casing (3) making sure not to forget the

joint (2) which seal between the pump Starting
casing and the front cover.
Starting should always take place with fully
15) Screw the set screw (20) into the power open valves in the suction and delivery lines.
rotor far enough to be guided into the
keyway in the motor shaft. As the prelubricating pump is self-priming it
carries off the air in the suction line and the
16) Mount the electric motor on the pump so noise reveals when the pump begins to work. It
that the set screw (20) enters the is essential for the air to be led off without any
motor-shaftkeyway. Tighten the screws appreciable counter pressure in the delivery
joining pump and motor flanges. line.
98.47-ES0
615-01.05 Prelubricating Pump Working Card
General
As soon as the pump has started to work Direction rotation

normally, the by-pass valve must be set by
means of a pressure gauge at the required When the pump is ready to be started, check
pressure. that the dive motor rotates in the correct
direction as indicated on the pump by briefly
Set the by-pass valve, with the screw (10) fig switching it on and by watching the fan impeller
1, on the end cover of the pump body. Turning of the electric motor.
to the right increases the opening pressure. Do
not set the valve at pressures higher than Note: Do not check the direction of rotation
necessary. without prior filling the pump with oil.
This pressure setting should be maintained

while the pump is in operation.
If the pump refuses to work properly after

having been started, it must not be allowed to
run for more than about half a minute. Fresh
attempts to make the pump go may be made
at intervals of about a minute and in
conjunction with these attempts the bypass
valve tension should be increased slightly. If
thes does not help, something must be wrong
and the fault must be located and remedied
before the pump is put into operation.
08031-0D/H5250/94.09.07
98.47-ES0
Working Card
Prelubricating Pump (Imo) S615-01.05
Page 1 (11) Edition02H
08028-0D/H5250/94.08.12
S615-01.05 Prelubricating Pump (Imo) Working Card
Edition02H Page 2 (11)
08031-0D/H5250/94.09.07
2 ACD 1616GB
Working Card
08028-0D/H5250/94.08.12
3 ACD 1616GB
December 1997
08031-0D/H5250/94.09.07
4 ACD 1616GB
Working Card
08028-0D/H5250/94.08.12
5 ACD 1616GB
08031-0D/H5250/94.09.07
6 ACD 1616GB
Working Card
08028-0D/H5250/94.08.12
7 ACD 1616GB
Reassembly
08031-0D/H5250/94.09.07
8 ACD 1616GB
Working Card
08028-0D/H5250/94.08.12
9 ACD 1616GB
08031-0D/H5250/94.09.07
10 ACD 1616GB
Working Card
Pressure relief valve
The valve piston 614 and valve 615 can be

pulled out by unscrewing the plug 601.
Should the set screw 612 need to be
removed, (for instance to change O-ring 605)
the retaining ring 612A must be removed
first.
Readjust the valve pressure according to the

installation and Start-up Instruction for IMO
Low pressure pumps.
Fig. 24
If the valve piston 614 does not come out by

its own weight push it with a screw driver as
far as possible and pull it out together with
the valve spring 615.
08028-0D/H5250/94.08.12
If is not possible to pull out the valve piston

with the spring push it back again, lubricate
and push it back and forwards until it moves
freely and can be pulled out with the spring.
11 ACD 1616GB
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Lubricating Oil Filter 615-01.10
General

Shut-off fuel oil
Description:
Replacement of paper filter element(s).

Cleaning of safety filter and filter housing. Hand tools:

Starting position: Adjustable spanner.
Related procedure:
08028-0D/H5250/94.08.12

Capacity : 1 man
61502 01 See plate 61502
Data: 61502 28 1/Filter.

91.45 - ES0S
Edition 01H
Lubricating Oil Filter Page 2 (3)
General
The lubricating oil filter is dimensioned so that each
of the two filter parts has sufficent capacity to treat 4) Filter housing cap is dismantled.
the amount of lubricating oil delivered by the pump.
5) Remove the inner safety element. Clean the
The three-way valve positioned is determining element with detergent. Check that it is intact.
whether the left hand or the right hand filter chamber
is in operation, and also gives the possibility of 6) Remove the outer element(s). Filter element is
having both filter chambers in operation of disposable type. It change always to new original
simultaneously. filter.
The three-way valve is marked with flow directions 7) Clean the filter housing and the cap. Be careful
and the figure indicates the operation modes accor- of not to let the oil from the dirty side to go into the
ding to valve positions. clean oil channel in the middle of bottom.
Three-way valve positions 5 6 5
Left hand filter Right hand filter

camber in operation. camber in operation.
8 1 2 8
7
4
Both filter camber in 3

operation.
1 Left hand filter camber 2 Right hand filter chamber

Fig. 1. Three-way valve positions. 3 Inlet 4 Outlet
5 Vent screw 6 Three-way valve/
switch valve
7 Fill-up valve 8 Drain plug
08028-0D/H5250/94.08.12
Service Procedure.
1) Turn the three-way valve, see fig. 2, into the

Fig. 2.
position setting the stand-by filter chamber in opera-
tion and the filter chamber requiring service out of
operation.
2) Open the vent screw (5) on the top of the filter 8) Check the seal on the bottom of the filter
to get the pressure out of the filter half. housing and in the cap. Change if needed.
3) Open the drain plug (8) under the filter housing 9) Assemble the filter in opposite order.
and drain off oil.
91.45 - ES0S
Working Card
Lubricating Oil Filter 615-01.10
General
10) Let the air valve be open and fill the filter
Fill-up valve positions
housing with oil by means of the slow fill-up valve (7)
in position FILL, see fig. 3. This valve is inside the
Operation Changing over three-way valve and by using it, the filling can be
made so slowly that the pressure on the other part of
the filter does not drop too much.
11) Close the vent screw (5) after the housing is

filled up with oil.
Switch in normal Switch in fill 12) Open the three-way valve (6) and close the fill-
operation position position up valve (7) by turning it to position CLOSED, see fig.
3.
13) The filter just serviced is now ready to be set in

Fig. 3. Fill-up valve position. operation.
Inspect for oil leakages in order to ascertain all

sealings to be tight.
Check that pressure drop across filter is correct.
Clean the other side of the filter correspondingly.

08028-0D/H5250/94.08.12
91.45 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Lubricating Oil, Thermostatic Valve 615-01.20
General
Stopped engine Plate No. Item No. Note.

Shut-off fuel oil
Description:
Inspection of thermostatic valve and replacement

of elements. Hand tools:

Copaslip
Tools and cleaning preparation for cleaning.
Starting position:
Lubricating oil drained from engine (if necessary).
Related procedure:
Man power:
08028-0D/H5250/94.08.12

Capacity : 1 Man Replacement and wearing parts:
Data: Plate No. Item No. Qty./
Data for pressure and tolerance (Page 600.35) 61503 03 1/engine

Data for torque moment (Page 600.40) 61503 05 2 or 4/engine
Declaration of weight (Page 600.45) 61503 09 3/engine
92.05 - ES0S
615-01.20 Lubricating Oil, Thermostatic Valve Working Card
General
The thermostatic valve cannot be adjusted and Replacement of elements:

under normal working conditions maintenance is not
required. However, in some cases it is necessary to 1) Remove nuts (1) and washers (2), 4 or 6 pcs.
replace the elements in the thermostatic valve. See fig. 1.
2) Disconnect upper and lower part of the housing.
1 3) Remove the assembled elements (3) and the

2 elements O-ring sealing.
3
4) Remove the gaskets between the upper and
5 lower part of the housing.
4 5) The upper and lower part of the housing are

thoroughly cleaned inside and on the gasket surfaces.
6) The sealing rings (4) for the elements in the

housing are replaced and lubricated with a thin layer
of copaslip.
7) Remount the assembled elements in the

housing by wriggling these somewhat over side.
8) Upper and lower part of the housing are

assembled with a new gasket (5), the nuts (1) are
mounted and tightened "cross-wise".
1. Nut Note:
2. Washer
3. Element After inspection or replacement of the elements the
4. O-rings sealing lub. oil temperature is checked to ensure that the
5. Gasket elements are working correctly.
Fig. 1 Thermostatic valve

08028-0D/H5250/94.08.12
92.05 - ES0S
Working Card
Check of Lubricating Oil Piping System 615-01.90
General

Shut-off fuel oil
Description:
Check and examination of the lubricating oil

piping system. Hand tools:
Starting position:
Engine running.
Related procedure:
08028-0D/H5250/94.08.12
Working time : hour Plate no. Item no. Qty. /

Capacity : 1 man
Data:

92.04 - ES0U
615-01.90 Check of Lubricating Oil Piping System Working Card
General
Checks to be carried out. 4) Blow-through drain pipes.
1) Examine the piping system for leaks. 5) Check flexible connections for leaks and damages.
2) Retighten all bolts and nuts in the piping system. 6) Check manometers and thermometers for
possible damages.
3) Move all valves and cocks in the piping system. For lubricating oil condition, see section 604.
08028-0D/H5250/94.08.12
92.04 - ES0U
Working Card
Lubricating Oil Cooler 615-06.00
L+V28/32H

Shut-off fuel oil
Description:
Separation, cleaning and assembling.

Replacement of plates and gaskets. Hand tools:

Starting position: Adjustable spanner
Cooling water and lub. oil have been drained from

cooler/engine. All pipes are disconnected.
Related procedure:
Manpower:
08028-0D/H5250/94.08.12
Working time : 4 hours Replacement and wearing parts:

Capacity : 1 man
Plate No Item No Qty./
Data:
61506 09 4/cooler
96.26 - ES0S
615-06.00 Lubricating Oil Cooler Working Card
L+V28/32H
Introduction
Manual Cleaning
Cleaning of the cooler has to take place, when the
pressure drop on the oil and water side is larger than Clean the plates with a soft brush and a suitable
allowable and/or if the oil cannot be sufficiently detergent. In case of dense coating of scale or
cooled. organic materials, the plates must be put in a bath of
detergent.
Separation Note: Never use a steel brush, metal scraper or the

like.
Cooling and Pressure Relief
A high-pressure cleaner can be used with care,
Before opening the plate heat exchanger, it has to be however, never with sand or other abrasives added.
cooled down to below 40o C and be without pressure!
The cooling must not exceed 10o C per minute. Detergents

The pressure drop must not exceed 10 bar per
minute. A detergent is suitable, if it will remove any coating
on the plates without causing any damage to plates
Note: If these norms are exceeded, the guarantee and gaskets.
will cease to be valid.
Note: It is of great importance that decomposition of
the protective film on the stainless steel does
Separation of Edge-clamped Frame not take place - the film preserves the corro-
sion resistancy of the steel.
Upon completion of the procedure Cooling and
Pressure Relief, separate the frame by retaining Do not use chlorine-containing agents such
two or four diagonally placed bolts. as hydrochloricacid (HCI)!
Note: Take care that the movable cover does not tilt! Oil and fats are removed by using a water emulsi-
fying oil solvent, e.g. BP-system cleaner.
Loosen all bolts uniformly and diagonally (max. 10
mm at a time), then push the movable cover towards Organic and greasy coatings are removed by using
the pillar. When the pressure plate is not tight any- sodium hydroxide (NaOH):
more, the plates can be removed.
- max. concentration 1.5%
Note: When using plate heat exchangers on board (1.5% concentration corresponds to 3.75 l
ships, the movable covers have to be secured 30% NaOH per 100 l water).
in order to avoid danger due to the move- - max. temperature 85o C.
ments of the ship.
08028-0D/H5250/94.08.12
Stone and lime/calcareous deposits are removed by

using nitric acid (HNO3):
Cleaning
- max. concentration 1.5%
The capacity and corrosion resistance of the plate (1.5% concentration corresponds to 1.75 l
heat exchangers depend on the purity of the plates. 62% HNO3 per 100 l water).
Any coating on the plates can be removed manually. - max. temperature 65o C.
Note: The nitric acid has an important constructive

effect on the protective film of stainless steel.
96.26 - ES0S
Working Card
Lubricating Oil Cooler 615-06.00
L+V28/32H
Control of Cleaning Fluid Concentrations Replacement of Glued Gaskets
Sodium hydroxide (NaOH) solution is tritrated with On Plate 61506 are stated gasket and glue quantity.
0.1 n hydro-chloric acid (HCI) with methyl orange or
methyl red as indicator. Please use a degreasing agent on the new gaskets.
Nitric acid (HNO3) solution is titrated with 0.1 n The first plate after the end cover and the connector
sodium hydroxide (NaOH) with phenolphtalin as grid must have gaskets in all grooves. The gaskets
indicator. are to be cut according to the existing gaskets.
The concentration of the cleaning fluid in % can be Loosen the glued gaskets by heating the plate in
calculated from the titration result by means of the water at 100o C. Clean the plates and remove the
following formula: coatings, if any.
Concentration = bxnxm %
a x 10 Cleaning of New Gaskets and Plates
a : ml cleaning fluid taken out for titration New gaskets and gasket grooves of the plates are
b : ml titration fluid used as cover cleaned with a cloth moistened with degreasing
n : the molecular concentration of titration fluid agent. The glue surfaces must be absolutely clean
m : The molecular weight of the cleaning fluid - without finger prints etc.
(NaOH) molecular weight 40, HNO3 molecu-
lar weight 63) Please use our cleaning fluid, which is according to
suppliers recommendations.
Replacement of Plates and Gaskets Alternatively, please use:
Marking - Trichloroethylene
- Chlorothene VG
The plates are marked with material codes and - Acetone
reference numbers at each end, plus codes for non- - Methyl ethyl ketone
glue gaskets, if any, and stamped with the letter V - Ethylacetat
and H at either end (Fig 1).
It is important that all degreasing agent has evapo-
Looking towards the gasket side, the plate is desig- rated, before the glue is applied. This will normally
nated as a left plate, when the letter V is turning take approx. 15 min. at 20o C.
upwards - and a right plate when the letter H is
turning upwards. Inlets and outlets of the V-plates Clean the new gaskets on the glue surfaces with
are taking place through the corner holes Nos 1 and fine-grain sandpaper instead of the degreasing agent
4. Inlets and outlets of the H-plates are taking place supplied.
08028-0D/H5250/94.08.12
through the corner holes Nos 2 and 3.
Gluing
Replacement of Plates
Pliobond 25, which is a nitrile rubber glue on solvent
Before mounting a spare plate in the plate stack, basis (25% solids). The glue is applied with a brush
please make sure that the spare plate is identical in a thin layer on the backs of the gaskets and the
with the defective plate. gaskets are to dry in a clean place free of dust.
Note: The same corner holes must be open and the Apply a thin layer of glue on the gasket grooves of the
letters V and H must be placed correctly. plates and press the gaskets down into the gasket
grooves.
96.26 - ES0S
615-06.00 Lubricating Oil Cooler Working Card
L+V28/32H
The insertion of gaskets starts at both ends of the The fixed cover has number 1 and the serial num-
plate - and continues with the straight sections along bers for the subsequent plates and intermediate
the edges. frames, if any, have the numbers 2, 3, 4, 5 etc.
The gluing process is most easily effected by placing The serial number are stamped in the right top corner
the gaskets and the plates on a table. After having of the plates. Further, please note that the gasket
pressed the gaskets into the grooves of a plate, it is side must face the fixed cover.
stacked.
The plates with the gaskets are now mounted in the Fastening
frame which is lightly clamped. In case of use of
rubber grooves, they are assembled to the minimum Fasten the plate heat exchanger until the movable
measure stated on the engine sign plus 0.2 mm per cover touches the duct spacers.
plate.
Heat up the plate heat exchanger to 90-100C by

means of water or steam.
Please note:
- The temperature must be kept for 1-2 hours.

- The liquid pressure must be kept as low as
possible.
If there is no possibility of heating the plate heat

exchanger, it must be placed in a spot as warm as
possible with dismounted connections.
The drying time will at 20C be approx. 48 hours. At

for instance 40C, the drying time is reduced to
approx. 24 hours.
Fig 1.
Assembling
If the plates have been dismounted, they have to be

correctly assembled according to the plate item
numbers.
08028-0D/H5250/94.08.12
96.26 - ES0S
Plate
Page 1 (2) Lubricating Oil Filter (Type B) 61502-12S
L+V28/32H
08028-0D/H5250/94.08.12
94.23-ES0S
Plate
61502-12S Lubricating Oil Filter (Type B) Page 2 (2)
L+V28/32H
Item Item
No. No.
1 1/E BODY 33 1/E SPRING PIN
2 2/E SEAT 34 1/E SPRING PIN
3 2/E HOUSING 35 1/E SPRING PIN
4 2/E COVER 36 3/E SPRING PIN
5 2/E BASKET 37 12/E SOCKET BOLT
6 4/E CARTRIDGE 38 12/E WASHER
7 1/E COCK PLUG 39 4/E SCOKET BOLT
8 2/E BY-PASS VALVE 40 4/E WASHER
9 2/E MOUNTING RING 41 8/E STUD BOLT
10 2/E MOUNTING RING 42 12/E SPRING WASHER
11 2/E SPRING 43 16/E NUT
12 2/E SPRING 44 4/E STUD BOLT
13 2/E SPRING 45 2/E REVET
14 2/E O-RING 46 2/E RUBBER RING
15 2/E O-RING 47 2/E DISTANCE RING
16 2/E O-RING 48 4/E RUBBER RING
17 1/E O-RING 49 2/E PACKING
18 1/E O-RING 50 1/E Lub. oil filter, complete
19 1/E PLUG
20 1/E LEVER
21 1/E PIN
22 2/E PLUG SCREW
23 2/E PACKING
24 1/E COVER
25 2/E DRAIN PLUG
26 2/E VENTING PLUG
27 2/E PACKING
28 2/E CIRCLIP
29 2/E BRACKET
30 2/E SOCKET BOLT
31 1/E NAME PLATE
32 1/E NAME PLATE
08031-0D/H5250/94.09.07

Qty./F = Qty./Filter
94.23-ES0S
Plate
Page 1 (2) Lubricating Oil Thermostatic Valve 61503-08H
L28/32H
01
03
04
Note: When ordering new elements, state opening 05

temperature.
Husk! Ved bestilling af nye elementer at angive 06

bningstemperaturen.
11
07
08
09
10
94.05 - ES0S
Plate
61503-08H Lubricating Oil Thermostatic Valve Page 2 (2)
L28/32H
Item Item
01 4/T Screw Skrue
03 2/T O-ring O-ring
04 2/T Thermostatic Flerelement

element
06 2/T Sleeve Bsning
07 4/T Washer Skive
08 16/T Nut Mtrik
09 3/T Gasket Pakning
10 12/T Screw Skrue
11 1/E Thermostatic Termostatventil,

valve, complete komplet
Qty./T = Qty./Thermostatic valve Antal/T = Antal/Termostatsventil
94.05 - ES0S
Plate
Page 1 (2) Prelubricating Pump with EI-Motor S61504-04H
L28/32H
94.23 ES0S
Plate
S61504-04H Prelubricating Pump with EI-Motor Page 2 (2)
L28/32H
Item Item
No. No.
014 1/P Front cover
026 1/P Joint
038 1/P Pump casing
051 8/P Screw
063 1/P Socket
075 1/P Set screw
087 2/P Counter flange, complete
099 2/P Joint
109 1/P Joint
110 1/P Rear cover
122 2/P Idler rotor, only available together with
134 1/P item 217
146 1/P Regulating screw
158 1/P Retaining ring
171 1/P Valve cover
183 1/P Sealing washer
195 1/P O-ring
205 1/P Valve spring
217 1/P Valve piston
229 1/P Power rotor, only available together with
230 1/P item 122
242 1/E Drip ring
Shaft seal, complete
Prelubricating pump, complete

Qty./P = Qty./Pump
94.23 ES0S
Plate
Page 1 (2) Lubricating Oil Cooler 61506-02H
L+V28/32H
01
02
04
03
05
Note: When orde-

ring plates, please
state the serial
numbers of the
plates. The serial
numbers of the pla-
tes can be found in
the top right-hand
corner of the pla-
tes. (See Working 06
Card 615-06.00)
Husk! Ved bestil-

ling af plader angi-
ves serienumme-
ret p pladen.
07
Serienummeret er
stemplet i toppen
af pladen til hjre. 08
(Se arbejdskort
615-06.00)
15
08028-0E/H5250/94.08.12
09
10
12
14
11
13
16
96.26 - ES0S
Plate
61506-02H Lubricating Oil Cooler Page 2 (2)
L+V28/32H
Item Item
01 4/K Hexagon screw Bolt
02 4/K Washer Skive
03 4/K Washer Skive
04 1/K Pressure plate Trykplade
05 /I Gasket Pakning
06 2/K Guide bar Styrepind
07 4/K Distance piece Afstandsstykke
08 1/K Frame plate Stativplade
09 4/K Gasket Pakning
10 2/K Screw Skrue
11 1/K Glue Lim
12 2/K Guide bar Styrepind

(for dismantling) (for demontering)
13 32/K Screw Skrue
14 1/E Lubricating oi cooler, Smreoliekler,

complete komplet
15 /I Plates Plader
16 /I Cleaning fluid Rensevske
08028-0E/H5250/94.08.12
Qty./K = Qty./Cooler Antal/K = Antal/Kler
Qty./I = Qty./Individual Antal/I = Antal/Individuel
96.26 - ES0S
Plate
Page 1 (2) Centrifugal By-Pass Filter 61515-08H
L/V28/32H
31 32
01 30
02
28
29
21
03 27
04
05
18
06
20
26
19
07
24
17 23
08 25
16
09
10
14 22
12
11 13 15
33
08028-0E/H5250/94.08.12
22
34
35
36
38 37
91.20 - ES0S
Plate
61515-08H Centrifugal By-Pass Filter Page 2 (2)
L/V28/32H
Item Item
01 1/F Rotor, complete Rotor, komplet 25 1/F Body, complete Sokkel, komplet
incl. item 02, 03, inkl. item 02, 03, incl. item 12, 13, 14, inkl. item 12, 13, 14,
04, 05, 06, 07, 08, 04, 05, 06, 07, 08, 15, 16, 22, 23 and 24 15, 16, 22, 23 og 24
09, 10, 11, 17, 18, 09, 10, 11, 17, 18,
19, 20 and 21 19, 20 and 21 26 1/F Cover clamp ring Dkselspndering
02 1/F Jacking nut Mtrik 27 1/F Cover fixing nut Dkselmtrik
03 2/F Washer Skive 28 1/F Pin Stift
04 1/F Rotor cover Rotordksel 29 1/F O-ring O-ring
05 1/F Circlip Lsering 30 1/F Circlip Lsering
06 1/F O-ring O-ring 31 1/F Cover Dksel
07 1/F Stand tube Standrr 32 1/F Body cover, com- Dksel, komplet
plete incl. item 26, inkl. item 26, 27, 28,
08 1/F Pin Stift 27, 28, 29, 30 and 31 29, 30 and 31
09 1/F Pin Stift 33 1/E Centrifugal by-pass Centrifugal by-pass

filter, complete filter, komplet
10 1/F Rotor body Rotorsokkel
34 4/F Nut Mtrik
11 2/F Nozzle Dyse
35 4/F Screw Skrue
12 1/F Plug (cut off valve) Prop (modtryksventil)
36 1/F Pipe for mounting Rr for montering
13 1/F Spring (cut off valve) Feder (modtryksventil)
37 4/F Screw Skrue
14 1/F Gasket (cut Pakning (modtryks-ven-
off valve) til) 38 1/F Gasket Pakning
15 1/F Shuttle (cut Ventilkegle (modtryks- 39 1/F Spare parts kit, incl. Reservedelsst, inkl.
off valve) ventil) item 27, 28, 29 and 30 item 27, 28, 29 og 30
16 1/F Body Sokkel 40 1/F Spare parts kit, incl. Reservedelsst, inkl.
item 12, 13, 14 and 15 item 12, 13, 14 og 15
17 1/F Bearing, complete Lejemontering, komplet
incl. item 18, 19, 20, inkl. item 18, 19, 20 41 1/F Spare parts kit, incl. Reservedelsst, inkl.
and 21 og 21 item 06, 14, 22, 23 item 06, 14, 22, 23
and 29 og 29
18 1/F Bush, bottom Lejebsning, nederst
42 1/F Spare parts kit, incl. Reservedelsst, inkl.
19 1/F Circlip Lsering item 02, 03 and 05 item 02, 03 og 05
20 1/F Pin Stift
21 1/F Bush, top Lejebsning, verst

08028-0E/H5250/94.08.12
24 1/F Spindle Spindel
Qty./F = Qty./Filter Antal/F = Antal/Filter
91.20 - ES0S
Plate
Page 1 (2) Lubricating Oil Separator 61530-01H
L28/32H
01
02
04
03
05 06
07
08
09
10
11
18
12
13
14
15
16
17 19
20
21
94.24 - ES0S
Plate
61530-01H Lubricating Oil Separator Page 2 (2)
L28/32H
Item Item
01 1/F Flange Flange
02 1/F Pipe with Rr med

flange flange
03 1/F Breather with nderr med

flange flange
05 4/F Screw Skrue
06 8/F Screw Skrue
07 1/F Cover Dksel
09 1/F Insert for oil Indsats for

separator olieudskiller
10 1/F Housing for Hus for

oil separator olieudskiller
11 4/F Screw Skrue
13 1/F Bend Bjning
14 4/F Nut Mtrik
15 1/F Oil trap Oliels
16 1/F Union Forskruning
18 1/F Union Forskruning
19 4/F Screw Skrue
20 1/E Oil separator, com- Olieseparator, komplet

plete, consisting of bestende af item 06,
item 06, 07, 08, 09, 07, 08, 09 og 10
and 10
Qty./F = Qty./Filter Antal/F = Antal/Filter
94.24 - ES0S
Plate
Page 1 (2) Lubricating Oil Pipes on Engine 61530-02H
L28/32H
01 08
02 15
03
04
05
10
08
03
08
12
Lub. oil filter 14
03
16
08 02
17 03
05
Thermostatic 03
valve 10
06 08
07 13 A 21
02
08 18 22
06 23
24
21
03
14 04
19
04 08 The piping design may vary from
06 the shown example, but it is of no
14
importance when ordering.
26
Lub. oil cooler 06 27
28
92.04 - ES0S
Plate
61530-02H Lubricating Oil Pipes on Engine Page 2 (2)
L28/32H
Item Item
01 /I Lub. oil distributing Sm. oliefordelingsrr

pipe
02 /I Stud Bolt
03 /I Pakning Pakning
04 /I Lub. oil pipe outlet fil- Sm. olierr afgang filter

ter
05 /I Nut Mtrik
07 /I Lub. oil pipe inlet Sm. olierr tilgang kler

cooler
08 /I Screw Sekskantskrue
12 /I Outlet pump/Inlet Sm. olierr afgang pum-

therm. valve pe/tilgang term. ventil
13 /I Lub. oil pipe inlet filter Sm. olierr tilgang filter
14 /I Stud Bolt
16 /I Lub. oil pipe inlet Sm. olierr tilg. pumpe

pump
17 /I Sm. oliesugerr
Lub. oil suction pipe
18 /I Bolt
Stud
19 /I Sm. olierr afgang kler
Lub. oil pipe outlet
cooler
21 /I Pakning
Gasket
22 /I Kontraventil
Non-return valve
23 /I Rr
Pipe
24 /I Bolt
Stud
26 /I Kugleventil
Ball valve
27 /I Pakning
Gasket
28 /I Propskrue
Plug screw
92.04 - ES0S
Index
Page 1(1) Cooling Water System 616
L28/32H
Description
Cooling water system ------------------------------------------------------------------------616. 01 (17H)

Cooling water thermostatic valve ------------------------------------------------------------------- 616. 04 (15H)
Working Card
Check of cooling water system ------------------------------------------------------------616- 01 .90 (01H)

Cooling water, thermostatic valve -------------------------------------------------------- 616- 04 .00 (01H)
Plates
Cooling water thermostatic valve ----------------------------------------------------------------61604- 07H

High temperature fresh water pump ------------------------------------------------------------ 61610- 05H
Pipes on cylinder head ----------------------------------------------------------------------------- 61625- 04S

Cooling water pipes on engine -------------------------------------------------------------------61630- 01H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Cooling Water System 616.01
Page 1 (1)
Edition 17H
General
Description High Temperature Circuit
The cooling water system consists of two separate The high temperature circuit is used for cooling of the
systems the low temperature (LT) and the high cylinder units.
temperature (HT) circuits.
Cooling water is led through a distributing pipe to the
bottom of the cooling water space between the liner
Low Temperature Circuit and the frame of each cylinder unit. The water is led
out through bores in the top of the frame via the
The low temperature circuit is used for cooling of the cooling water guide jacket to the bore.
charge air and the lubricating oil, and the alternator
if the latter is water cooled.
08028-0D/H5250/94.08.12
90.47 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description
Cooling Water Thermostatic Valve 616.04
General
Thermostatic Valve The thermostatic valve cannot be set or adjusted, and

requires no maintenance.
The thermostatic valve in the high temperature circuit
is mainly located imediately after the outlet of the In some plants a corresponding thermostatic valve is
engine, but alternatively in the external cooling sy- installed in the low temperature circuit. The ther-
stem near the fresh water cooler. mostatic elements of this valve have an other tem-
perature range.
The cooling water enters through the cover (A) under
which the thermostatic elements are located.
The number of elements depends on the size of the

A
valve.
The outlet to the suction side of the pump is marked

(B) and outlet to the cooler is marked (C).
In the warming-up period the cooling water is by-

passing the cooler. When the outlet water from the
cylinder heads reaches the normal temperature (75-
85 C) a controlled amount of water passes through C B
the cooler.
The thermostatic elements must be replaced if the

cooling water temperature during normal operation
deviates essentially from the one stated in the test
report. Fig. 1. Thermostatic Valve
91.16 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Check of Cooling Water System 616-01.90
General

Shut-off fuel oil
Description:
Check of cooling water system.

Hand tools:
Starting position:
Engine is running
Related procedure:
08028-0D/H5250/94.08.12
Working time : hour Plate no. Item no. Qty. /

Capacity : 1 man
Data:

92.04 - ES0U
616-01.90 Check of Cooling Water System Working Card
General
Checks to be carried out. 5) Check manometers and thermometers for

possible damages.
1) Examine the piping system for leaks.
6) Check the condition of the uppermost of the two
2) Retighten all bolts and nuts in the piping system. O-rings (which makes up the tightening between the
jacket cooling water space in the frame and the
3) Move all valves and cocks in the piping system. crankcase) by means of the inspection holes in the
Lubricate valve spindles with graphite or similar. engine frame - see also Working Card 606-01.40.
4) Check flexible connections for leaks. For check of the fresh water condition, see section
604.
08028-0D/H5250/94.08.12
92.04 - ES0U
Working Card
Cooling Water, Thermostatic Valve 616-04.00
L+V28/32H

Shut-off fuel oil
Description:
Inspection of thermostatic valve and replacement

of elements. Hand tools:

Copaslip
Tools and cleaning preparation for cleaning.
Starting position:
Cooling water drained from engine (if necessary).
Related procedure:
Man power:

Capacity : 1 Man Replacement and wearing parts:
Data: Plate No. Item No. Qty./
Data for pressure and tolerance (Page 600.35) 61604 03 1/engine

Data for torque moment (Page 600.40) 61604 05 2 or 4/engine
Declaration of weight (Page 600.45) 61604 09 3/engine
94.29 - ES0S-G
616-04.00 Cooling Water, Thermostatic Valve Working Card
L+V28/32H
The thermostatic valve cannot be adjusted and Replacement of elements:

under normal working conditions maintenance is not
required. However, in some cases it is necessary to 1) Remove nuts (1) and washers (2), 4 or 6 pcs.
replace the elements in the thermostatic valve. See fig. 1.
2) Disconnect upper and lower part of the housing.
1 3) Remove the assembled elements (3) and the

2 elements O-ring sealing.
3
4) Remove the gaskets between the upper and
5 lower part of the housing.
4 5) The upper and lower part of the housing are

thoroughly cleaned inside and on the gasket surfaces.
6) The sealing rings (4) for the elements in the

housing are replaced and lubricated with a thin layer
of copaslip.
7) Remount the assembled elements in the

housing by wriggling these somewhat over side.
8) Upper and lower part of the housing are

assembled with a new gasket (5), the nuts (1) are
mounted and tightened "cross-wise".
1. Nut Note:
2. Washer
3. Element After inspection or replacement of the elements the
4. O-rings sealing cooling water temperature is checked to ensure that
5. Gasket the elements are working correctly.
Fig. 1 Thermostatic valve
94.29 - ES0S-G
Plate
Page 1 (2) Fresh Water Thermostatic Valve 61604-07H
L28/32H
01
03
04
05
Note: When ordering new elements, state opening
temperature.
06
Husk! Ved bestilling af nye elementer at angive
bningstemperaturen.
11
07
08
09
10
94.06 - ES0S
Plate
61604-07H Fresh Water Thermostatic Valve Page 2 (2)
L28/32H
Item Item
01 4/T Screw Skrue
04 4/T Thermostatic Flerelement

element
06 4/T Sleeve Bsning
07 4/T Washer Skive
08 28/T Nut Mtrik
09 3/T Gasket Pakning
10 24/T Screw Skrue
11 1/E Thermostatic Termostatventil,

valve, complete komplet
Qty./T = Qty./Thermostatic valve Antal/T = Antal/Termostatsventil
94.06 - ES0S
Plate
Page 1 (2) High Temperature Fresh Water Pump 61610-05H
L28/32H
11
06
09
07
12
08
03
09
10
01
02
14
16
03
04
05
19
17 18
91.42 - ES0S
Plate
61610-05H High Temperature Fresh Water Pump Page 2 (2)
L28/32H
Item Item
01 1/P Ball cock Kugleventil
02 1/P Pump housing Pumpehus
03 2/P Key Feder
04 1/P Self locking nut Selvlsende mtrik
05 1/P Impeller Lbehjul
06 8/P Screw Skrue
07 1/P Rotating sealing Roterende pakdse
08 1/P Sealing ring Ttningsring
09 2/P Ball bearing Kugleleje
10 1/P Bearing housing Lejehus
11 1/P Shaft Aksel
12 1/P Circlip Lsering
14 1/P Gear wheel Tandhjul
16 1/P Self locking nut Selvlsende mtrik
19 1/E Fresh water pump, Ferskvandspumpe,

complete komplet
Qty./P = Qty./Pump Antal/P = Antal/Pumpe
91.42 - ES0S
Plate
Page 1 (2) Pipes on Cylinder Head S61625-04H
L28/32H
08028-0D/H5250/94.08.12
94.44-ES0S
Plate
S61625-04H Pipes on Cylinder Head Page 2 (2)
L28/32H
Item Item
No. No.
01 2/C Gasket
02 2/C Nut
03 3/C Screw
04 1/E Branch for cooling water outlet pipe
05 1/C Gasket
08 1/C Gasket
09 1/C Cooling water connecting pipe
10 2/C Screw
11 2/C Screw
08031-0D/H5250/94.09.07

94.44-ES0S
Plate
Page 1 (2) Cooling Water Pipes on Engine 61630-01H
L28/32H
07
05
04 06
03 16 16
17 21 30
02 17
22
06 27
07
01
06
02 07
03
04 24
25 See plate 61625
15 02
03
04
T
IN 05
. OU26
HT. 06
07
H T
04
29
08
09
10
02
03
12
03
04 02
14 04
03 20
04 21 25
27
O UT03 28
The piping design may vary from
.
LT 09 22 the shown example, but it is of no
23 importance when ordering.
04
IN 09
LT. 03
97.11 - ES0S
Plate
61630-01H Cooling Water Pipes on Engine Page 2 (2)
L28/32H
Item Item
01 /I HT water pipe inlet HT. tilgangsrr GenSet

GenSet
02 /I Stud Bolt
04 /I Nut Mtrik
05 /I Ball valve Kugleventil
07 /I Plug screw Propskrue
10 /I LT pipe inlet/outlet LT. rr ind/ud ladeluft-

charge air cooler kler
12 /I Orifice Blnde
14 /I LT water pipe outlet LT. afgangsrr sm.kler

lub. oil cooler
15 /I HT water distributing HT. fordelingsrr tilgang

pipe inlet engine motor
16 /I Plug screw Propskrue
20 /I LT water inlet GenSet LT. tilgang GenSet
21 /I Nut Mtrik
23 /I Bracket Konsol
24 /I HT water outlet collec- HT. afgang samlerr

ting pipe
25 /I Clamp Bjle
26 /I Bracket Konsol
28 /I LT water inlet lub. oil LT. tilgang sm.kler

cooler
30 /I HT water collecting HT. samlerr

pipe outlet engine
97.11 - ES0S
Index
Page 1(1) Special Equipment 617
L28/32H
Description
Governor (UG8D) -----------------------------------------------------------------------------617.01

Governor shutdown Solenoid ------------------------------------------------------------------------ 617.02
Synchronizing Motor ----------------------------------------------------------------------------------- 617.03
APM controller ------------------------------------------------------------------------------------------ 617.04
Turbocharger (NR24/S) ------------------------------------------------------------------------------- 617.05
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
03040D
UG Dial
Governor
UG-5.7/UG-8/UG-10 Dial
Installation and Operation Manual
Manual 03040D
! WARNING
Read this entire manual and all other publications pertaining to the work to
be performed before installing, operating, or servicing this equipment.
Practice all plant and safety instructions and precautions. Failure to follow
instructions can cause personal injury and/or property damage.
The engine, turbine, or other type of prime mover should be equipped with
an overspeed (overtemperature, or overpressure, where applicable)
shutdown device(s), that operates totally independently of the prime mover
control device(s) to protect against runaway or damage to the engine,
turbine, or other type of prime mover with possible personal injury or loss
of life should the mechanical-hydraulic governor(s) or electric control(s),
the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or
the controlled device(s) fail.
! IMPORTANT DEFINITIONS
WARNINGindicates a potentially hazardous situation which, if not
avoided, could result in death or serious injury.
CAUTIONindicates a potentially hazardous situation which, if not

avoided, could result in damage to equipment.
NOTEprovides other helpful information that does not fall under the
warning or caution categories.
Woodward Governor Company reserves the right to update any portion of this publication at any time. Information
provided by Woodward Governor Company is believed to be correct and reliable. However, no responsibility is
assumed by Woodward Governor Company unless otherwise expressly undertaken.
1982 by Woodward Governor Company
All Rights Reserved
Manual 03040 UG Dial Governor
Contents
CHAPTER 1. GENERAL INFORMATION ............................................................. 1

Introduction............................................................................................................. 1
Description ............................................................................................................. 1
References ............................................................................................................. 2
CHAPTER 2. INSTALLATION PROCEDURES .................................................... 5

Introduction............................................................................................................. 5
Receiving................................................................................................................ 5
Storage ................................................................................................................... 5
Mounting Requirements ......................................................................................... 5
Linkage Attachments.............................................................................................. 6
Oil Supply ............................................................................................................... 8
CHAPTER 3. PRINCIPLES OF OPERATION ..................................................... 13

Introduction........................................................................................................... 13
Component Description........................................................................................ 13
Oil Pump....................................................................................................... 13
Accumulator.................................................................................................. 13
Power Piston................................................................................................. 14
Pilot Valve System........................................................................................ 14
Ballhead System........................................................................................... 16
Compensation System ................................................................................. 16
Load Limit Control ........................................................................................ 17
Synchronizer................................................................................................. 18
Speed Droop ................................................................................................ 18
Operation of the UG Dial Governor ...................................................................... 19
General Information...................................................................................... 19
Decrease in Load ......................................................................................... 20
Increase in Load ........................................................................................... 21
CHAPTER 4. GOVERNOR OPERATION AND ADJUSTMENTS ....................... 23

Introduction........................................................................................................... 23
Initial Operation for a New Governor .................................................................... 23
Adjustments.......................................................................................................... 23
Compensation Adjustments ................................................................................. 24
Initial Operation for a Repaired or Reassembled Governor ................................. 26
Test Procedures ................................................................................................... 27
Test Completion ................................................................................................... 31
CHAPTER 5. TROUBLESHOOTING .................................................................. 33

Introduction........................................................................................................... 33
Troubleshooting.................................................................................................... 33
Oil ................................................................................................................. 33
Compensating Adjustment and Needle Valve .............................................. 33
Definitions ..................................................................................................... 34
Preliminary Inspection .................................................................................. 34
Additional Information for Steam Turbines, Gas and Gasoline Engines .............. 39
Governor Field Repairs ........................................................................................ 40
Removal of Governor from Engine....................................................................... 40
Woodward i
UG Dial Governor Manual 03040
Contents
CHAPTER 6. REPLACEMENT PARTS...............................................................43

Replacement Parts Information............................................................................43
Parts List for Figure 6-1 (Sheet 1 of 5) .................................................................44
CHAPTER 7 AUXILIARY EQUIPMENT ..............................................................55

Introduction...........................................................................................................55
Synchronizer Motor and Solenoid Shutdown........................................................55
PM Synchronizer Motor with Housing...................................................................57
Low Lube Oil Pressure Shutdown ........................................................................58
Magnetic Speed Pickup........................................................................................59
Micro Switches and Wiring Harness.....................................................................60
CHAPTER 8. SERVICE OPTIONS ......................................................................61

Product Service Options.......................................................................................61
Replacement/Exchange ...............................................................................61
Flat Rate Repair............................................................................................62
Flat Rate Remanufacture .............................................................................62
Returning Equipment for Repair ...........................................................................62
Packing a Control .........................................................................................63
Return Authorization Number .......................................................................63
Replacement Parts ...............................................................................................63
How to Contact Woodward...................................................................................63
Additional Aftermarket Product Support Services ................................................64
Technical Assistance............................................................................................66
ii Woodward
Illustrations
1-1. UG-8 Dial Governor ............................................................................... iv

1-2. Recommended Output Shaft Travel Adjustment.................................... 2
1-3. UG Dial Governor Outline Drawing......................................................... 3
2-1. Linkage Arrangement ............................................................................. 8
3-1. UG Dial Governor Schematic Diagram................................................. 15
4-1. Maximum/Minimum Speed Stop Adjustment on the
UG Dial Governor....................................................................... 29
5-1. Common Bench Tools .......................................................................... 41
5-2. Normal Field Repair Tools .................................................................... 42
6-1. Parts Illustration for the UG Dial Governor ...................................... 45/53
7-1. UG Cover with Bodine Motor and Shutdown Solenoid ......................... 55
7-2. Installing Cover with Bodine Synchronizer Motor ................................. 56
7-3. UG8 Dial Governor Equipped with Bodine Synchronizer Motor ........... 57
7-4. Top View of Weatherproof Housing with PM Synchronizer
Motor and Shutdown Solenoid ................................................... 57
7-5. UG8 Governor with PM Motor, Shutdown Weatherproof Housing ....... 58
7-6. Low Lube Oil Pressure Shutdown ........................................................ 59
7-7. Magnetic Speed Pickup ........................................................................ 59
7-8. Micro Switches and Wiring ................................................................... 60
7-9. Wiring Harness on Cover ..................................................................... 60
Tables
2-1. Oil Chart.................................................................................................. 9

2-2. Viscosity Comparisons ........................................................................... 9
4-1. Test Stand Tools................................................................................... 26
5-1. Troubleshooting Chart ..................................................................... 35/39
5-2. Governor Output Shaft Travel vs Butterfly Valve Travel....................... 40
5-3. List of Common Bench Tools ............................................................... 41
5-4. List of Normal Field Repair Tools ......................................................... 42
Woodward iii
Figure 1-1. UG-8 Dial Governor
iv Woodward
Chapter 1
General Information
Introduction
The UG Dial governor is available in three different work outputs:
UG-5.77.1 Nxm (5.2 lb-ft)
UG-813.2 Nxm (9.7 lb-ft)
UG-1015.9 Nxm (11.7 lb-ft)
The UG-5.7 and UG-8 both use 827 kPa (120 psi) oil pressure, and the UG-10
uses 1034 kPa (150 psi).
Basic operation, adjustment, troubleshooting, and replacement of parts are

similar for the UG-5.7, UG-8, and UG-10.
Description
The UG is a mechanical-hydraulic governor for controlling diesel, gas, or dual
fuel engines, or steam turbines. The UG is mechanically linked to the fuel racks
or to the fuel valves, depending on the system.
The maximum travel of the output (terminal) shaft is 42.The recommended

travel of the output shaft is 28 from no load to full load, which allows sufficient
overtravel at each end so that the governor can shut down the prime mover and
also give maximum fuel when required. See Figure 1-2 for recommended output
shaft travel adjustment.
Normally, the UG operates isochronously (constant speed) regardless of load on

the engine, except as described in Chapter 3, Principles of Operation.
Speed droop is incorporated in the UG Dial governor to divide and balance load
between units driving the same shaft or paralleled in an electrical system.
A load limit control is also a standard feature on the UG Dial governor. It limits
the amount of fuel supplied by restricting the travel of the governor output shaft.
An indicator dial shows the governor output shaft limit position.
The load limit control may also be used for shutting down the prime mover by
turning it to zero.
Woodward 1
* UG-5.77.1 Nxm (5.2 lb-ft)

* UG-813.2 Nxm (9.7 lb-ft)
* UG-1015.9 Nxm (11.7 lb-ft)
Figure 1-2. Recommended Output Shaft Travel Adjustment
References
Sales, Service and Product Information are available through the offices listed on
the back cover of this manual. Some of the manuals listed below are briefly
covered in Chapter 7, Auxiliary Equipment.
Pub. Pub.
Type Number Title
Manual 03013 Shutdown Solenoid for UG Governors
Manual 03016 Low Lube Oil Pressure Shutdown for UG Governors
Product Spec. 03029 UG-5.7/8/10 Governor
Manual 03035 PM Speed Adjusting Motor
Manual 03505 Speed Adjusting (Synchronizing) Motor Parts Catalog
and Lubrication Guide
Manual 25071 Oils for Hydraulic Controls
Manual 25075 Commercial Preservation Packaging for Storage of
Mechanical-Hydraulic Controls
Manual 36052 Magnetic Speed Pickup for PG, UG8, and UG40
Governors
Manual 36684 Booster Servomotor
Application Note 50516 Governor Linkage for Butterfly Throttle Valves
Repair Manual 56103 UG Dial Governor Repair Procedure
2 Woodward
Figure 1-3. UG Dial Governor Outline Drawing
Woodward 3
4 Woodward
Chapter 2
Installation Procedures
Introduction
This chapter provides information necessary for receiving, storage, mounting,
and start-up adjustments.
Receiving
When you receive your UG governor, it will be bolted to a wooden platform in a
vertical position. After testing the governor at the factory, it is drained of oil.
This leaves a light film of oil covering the internal parts, preventing rust. No
internal cleaning is required before installation.
Some drive shafts are sprayed with a light film of oil while others (depending on
customer requirements) are covered with soft seal. Before installation, remove
the soft seal with a rag saturated with mineral spirits.
Storage
If a governor is being stored for any period of time, please refer to Woodward
manual 25075, Commercial Preservation Packaging for Storage of Mechanical-
Hydraulic Controls.
Mounting Requirements
1. Make sure the drive shaft rotates freely.
2. Select the correct length of coupling between the governor and the prime
mover drive.
3. Mount the governor squarely on its mounting pad.
4. Make sure there is no force pushing the drive shaft into the governor.
5. See the outline drawing (Figure 1-3) for mounting hole sizes and governor
dimensions.
6. Make sure the coupling rotates freely but without backlash. Incorrect
alignment of the governor shaft to the coupling, or not enough clearance
between any of the parts, can result in excessive wear and/or seizure of
parts. It can also cause an undesirable high frequency vibration or jiggle
in the governor output shaft (see Definitions in Chapter 5 for more
information).
Woodward 5
The standard UG governor drive gives few installation problems if the alignment
of the governor shaft to the drive coupling is kept.
! WARNING
In the event of a misaligned or broken drive shaft, an overspeed
condition or runaway engine can develop. An overspeeding or
runaway engine can result in extensive damage to the equipment,
personal injury and/or loss of life.
If an optional keyed drive is used when installing the governor, take care to
avoid the following undesirable conditions:
a. Rough gear teeth:

Rough gear teeth, or shaft out of round, can cause vibrations which can be
transmitted to the governor and cause a jiggle in the governor output shaft.
The jiggle can be transmitted to the fuel control resulting in an undesirable
condition. Replace gears if necessary.
b. Incorrect shimming:
Check backlash and re-adjust if necessary to obtain proper mesh without
binding or excessive backlash. Refer to the prime mover manufacturers
specifications for the correct amount of backlash.
7. Mount the governor flush with the engine drive pad. If the engine drive pad
is at an angle (from 0 to 45 maximum), the UG must be installed with the
front panel in the upper position. Use a gasket between the governor and the
engine drive pad.
Be sure there is adequate space available around the governor to provide

easy access for installing the control linkage, filling the governor with oil,
and adjusting the speed and compensation system. See the outline drawing
(Figure 1-3) for mounting hole sizes and governor dimensions.
The recommended rated speed range for the governor drive is 1000 to 1500 rpm.
The drive power requirement is 249 W (1/3 hp) at normal speed and operating
temperature. The UG governor may be driven either clockwise or
counterclockwise.
Operating temperature range for the UG governor is 29 to +99 C (20 to +210

F).
Linkage Attachments
Adjustment of the fuel linkage must provide for control of fuel from OFF to
FULL FUEL within the limits of the 42 of governor output shaft travel. It
must also provide for approximately 30 output shaft travel between NO
LOAD and FULL LOAD.
6 Woodward
Attach the fuel rack linkage to the governor output shaft. There must be no lost
motion or binding in this linkage. Adequate locking methods must be employed
on the linkage connections.
! WARNING
Be sure to allow sufficient overtravel at each end of the terminal
shaft. Failure to provide sufficient overtravel at maximum fuel
position can prevent the prime mover from giving maximum fuel
when required. Failure to provide sufficient overtravel at minimum
fuel position can prevent the governor from shutting down the prime
mover and result in possible damage to equipment and personal
injury.
A linear linkage arrangement is used in applications where the governor output

shaft positioning is directly proportional to the torque output of the prime mover.
Thus, the governor output shaft travel will be directly proportional to the amount
of fuel delivered to the prime mover.
A linear linkage is a linkage arrangement which provides as much movement of

the governor output shaft per increment of valve movement at light loads as it
does at heavy loads.
In applications where a governor is controlling a butterfly valve, such as on a gas

engine, a linear linkage should not be used.
This is due to the inherent design of the butterfly valve which requires only a
small amount of valve travel (for example, 10) to bring an engine from no load
to half load. By contrast, this design requires a much greater movement of valve
travel (for example, 30) to bring the engine from half load to full load.
In order to improve governing control at light loads, a compensating linkage is

devised (non-linear linkage). This linkage provides greater movement of the
governor per increment of valve movement at light loads than it does at heavy
loads. Figure 2-1 illustrates the relationship between governor output shaft and
butterfly positions obtained with simple linkage of maximum non-linearity.
When installing this linkage, make sure that the two following conditions are
obtained when the linkage is in the no-load position:
1. The lever which is attached to the governor and the connecting link is in
line with the governor output shaft and the point of attachment of the
connecting link to the butterfly lever.
2. The butterfly lever must be at 90 with the connecting link.
See also Table 5-2 for a satisfactory relationship between governor output shaft
travel and butterfly valve travel in a non-linear system.
For more information on non-linear linkage, please refer to Woodward

Application Note 50516, Governor Linkage for Butterfly Throttle Valves.
Woodward 7
Figure 2-1. Linkage Arrangement (for non-linear fuel systems)
Oil Supply
Use an oil depending on operating temperature for the governor (see Table 2-1).
NOTE
Primary concern is for the oil properties in the governor.
Fill the governor with approximately two quarts of oil to the mark on the oil
sight glass. After the engine is started and the governor is at operating
temperature, add oil if necessary. Oil must be visible in the glass under all
operating conditions.
Use the information given in Tables 2-1 and 2-2 as a guide in the selection of a
suitable lubricating/hydraulic oil. Oil grade selection is based on the operating
temperature range of the governor. Also, use this information to aid in
recognizing and correcting common problems associated with oils used in
governors.
For applications where the governor shares the oil supply with the engine, use
the oil recommended by the engine manufacturer.
Governor oil is both a lubricating oil and a hydraulic oil. It must have a viscosity
index that allows it to perform over the operating temperature range, and it must
have the proper blending of additives that cause it to remain stable and
predictable throughout this range.
8 Woodward
Table 2-1. Oil Chart
Table 2-2. Viscosity Comparisons
Woodward 9
Governor oil must be compatible with seal materials (particularly nitrile,
polyacrylic, and fluorocarbon). Many automotive and gas engine oils, industrial
lubricating oils, and other oils of mineral or synthetic origin meet these
requirements. Woodward governors are designed to give stable operation with
most oils with the viscosity, at the operating temperature, between 50 and 3000
SUS (Saybolt Universal Seconds). At the normal operating temperature, the
viscosity should be between 100 to 300 SUS. Poor actuator response or
instability may be an indication that the oil viscosity is outside this range.
Excessive component wear or seizure in a governor indicates the possibility of:
1. Insufficient lubrication caused by:

a. An oil that flows slowly when it is cold, especially during start-up.
b. No oil in the governor.
2. Contaminated oil caused by:

a. Dirty oil containers.
b. A governor exposed to heating up and cooling down cycles, which
creates condensation of water in the oil.
3. Oil not suitable for the operating conditions caused by:

a. Changes in ambient temperature.
b. An improper oil level which creates foamy, aerated oil.
Operating a governor continuously beyond the high limit temperature of the oil
will result in oil oxidation. This is identified by varnish or sludge deposits on the
governor parts. To reduce oil oxidation, lower the actuator operating temperature
with a heat exchanger or other means, or change to an oil more oxidation-
resistant at the operating temperature.
! WARNING
A loss of stable governor control and possible prime mover
overspeed may result if the viscosity exceeds the 50 to 3000 SUS
range. An overspeeding and/or runaway prime mover can result in
extensive damage to the equipment, personal injury and/or loss of
life.
Specific oil viscosity recommendations are given on the oil chart (Table 2-1).
Select a readily available good brand of oil, either mineral or synthetic, and
continue using that same brand. Do NOT mix the different classes of oils. Oil
that meets the API (American Petroleum Institute) engine service classification
in either the S group or the C group, starting with SA or CA through
SF and CD is suitable for governor service. Oils meeting performance
requirements of the following specifications are also suitable: MIL-L-2104A,
MIL-L-2104B, MIL-L-2104C, MIL-L-46152, MIL-L-46152A, MIL-L-46152B,
MIL-L-45199B.
10 Woodward
Replace the governor oil if it is contaminated, also change it if it is suspected of
contributing to the governor instability. Drain the oil while it is still hot and
agitated; flush the governor with a clean solvent having some lubricating quality
(such as fuel oil or kerosene) before refilling with new oil. If drain time is
insufficient for the solvent to completely drain or evaporate, flush the governor
with the same oil it is being refilled with to avoid dilution and possible
contamination of the new oil. To avoid recontamination, the replacement oil
should be free of dirt, water, and other foreign material. Use clean containers to
store and transfer oil.
! WARNING
Observe the manufacturers instructions or restrictions regarding the
use of solvents. If no instructions are available, handle with care. Use
the cleaning solvent In a well ventilated area away from fires or
sparks.
Failure to follow above safety instructions can result in dangerous

fires, extensive damage to equipment, personal injury and/or loss of
life.
Oil that has been carefully selected to match the operating conditions and is
compatible with governor components should give long service between oil
changes. For governors operating under ideal conditions (minimum exposure to
dust and water and within the temperature limits of the oil), oil changes can be
extended. If available, a regularly scheduled oil analysis is helpful in
determining the frequency of oil changes.
Any persistent or recurring oil problems should be referred to a qualified oil

specialist for solution.
The recommended continuous operating temperature of the oil is 60 to 93 C

(140 to 200 F). The ambient temperature limits are 29 to +93 C (20 to +200
F). Measure the temperature of the governor on the outside lower part of the
case. The actual oil temperature will be slightly warmer, approximately 6 C (10
F).
Woodward 11
12 Woodward
Chapter 3
Principles of Operation
Introduction
Basic UG operation is similar for all types. The only difference is in the method
of setting the speed. Auxiliary devices provide different functions but do not
alter the basic operation of the governor.
Along with the text, a schematic diagram (Figure 3-1) is provided for visual
means of understanding the operation of the UG Dial governor. This schematic
shows a basic design and does not include any auxiliary equipment.
Component Description
Before getting into the operation of the UG, a brief description of the
components will facilitate understanding the operation.
Oil Pump
The purpose of the oil pump (14) is to provide oil pressure for the governor.
The pump gets its oil from the self-contained sump (15). The oil pump is a
positive displacement gear pump with four check valves (13) for either direction
of rotation. One pump gear is part of the rotating bushing, and the other is part of
the laminated drive. The rotating bushing is driven by the governor drive shaft
which is driven by the prime mover. As the bushing rotates, it rotates the
laminated drive. The oil pump gears can be driven either clockwise or
counterclockwise.
Oil flow is directed through the check valve system into the accumulator system
(11).
Accumulator
The purpose of the accumulator (11) is to store oil under pressure for the
operation of the UG governor. The accumulator (two cylinders) also acts as a
pressure relief valve if oil pressure increases above 827 kPa/120 psi (UG-5.7 and
UG-8) or 1034 kPa/150 psi (UG-10).
The accumulator (11) consists of two spring loaded pistons. Oil is pumped into
the cylinders and pressure is increased as the accumulator springs are
compressed. When the oil pressure exceeds 827 kPa/120 psi (UG-5.7 and UG-8),
or 1034 kPa/150 psi (UG-10), oil is released back to sump through a relief port
(12) in each cylinder.
Woodward 13
Oil flows from the accumulator through passages to the top of the power piston
and to the pilot valve system.
Power Piston
The purpose of the power piston (9) is to rotate the governor output shaft to the
increase or decrease fuel position.
The power piston is a differential type with oil pressure on both sides of the
piston. The top end of the power piston is connected to the governor output shaft
(6) through a power lever and link assembly.
The bottom of the power piston has a larger area than the top of the piston.
Therefore, less oil pressure is needed on the bottom than on the top to maintain
the piston stationary. If the oil pressure is the same on both the top and bottom of
the piston, the piston moves up to rotate the governor output shaft in the increase
fuel direction. The piston moves down only when oil under the piston is released
to sump.
Oil to and from the bottom of the power piston is regulated by the pilot valve
system.
Pilot Valve System

The purpose of the pilot valve plunger and bushing is to control the flow of oil to
or from the bottom of the power piston.
The pilot valve system includes the rotating bushing (38) and the pilot valve
plunger (39). The bushing (38) is rotated by the drive shaft (36) while the pilot
valve plunger is held stationary. Through this rotation, friction between the pilot
valve and bushing is reduced. The pilot valve plunger has a control land that
regulates oil flow through ports in the bushing.
When the pilot valve plunger (39) is lowered, high pressure oil flows under the
power piston (9), raising it. When the pilot valve plunger is raised, oil is released
to sump from under the power piston (9), lowering it. The higher pressure on top
of the power piston(9) forces the piston down. When the pilot valve plunger (39)
is in its centered position, the control land covers the control port as shown in
the schematic (Figure 3-1), and there is no movement of the power piston.
The movement of the pilot valve plunger (39) is controlled by the ballhead
system (23) and the dashpot compensation pistons (34) and (35).
14 Woodward
Figure 3-1. UG Dial Governor Schematic Diagram
Woodward 15
Ballhead System
The purpose of the ballhead system (23) is to sense speed changes of the prime
mover as compared to the speed setting reference given by the speeder spring
(25) and to position the pilot valve plunger (39).
The ballhead system includes a ballhead (23), flyweights (24), a speeder spring
(25), a thrust bearing (30), a speeder plug (29),and a speed setting rod (21).
As the governor drive shaft (36) rotates, the gear on the laminated drive (32)
turns and rotates the ballhead gears (23). The flyweights (24) are attached to the
ballhead with pivot pins, and a thrust bearing (30) rides on the toes of the
flyweights (24). The speeder spring (25) is held in position against the thrust
bearing (30) by the speeder plug (29). The speeder plug (29) is used to set a
pressure on the speeder spring (25).
As the ballhead (23) rotates, the flyweights (24) pivot outward due to the
centrifugal force. At the same time the speeder spring (25) forces the thrust
bearing (30) downward on the flyweight toes. This downward force opposes the
centrifugal force of the flyweights. Increasing the drive speed increases the
centrifugal force. Compressing the speeder spring (25) with the speeder plug
(29) increases the downward force applied to the flyweight toes, and in turn,
increases the governor speed setting. The prime mover must run faster to
generate a centrifugal force greater than the speeder spring force to balance the
system again.
Speeder spring force or speed setting (25) is controlled manually through the
synchronizer (speed setting) adjusting knob (5). It can also be controlled from a
remote area if the governor is equipped with a speed setting motor (1).
Compensation System
The purpose of the compensation system is to give stability to the governor and
obtain steady state speed control. Also, when correctly adjusted, the
compensation system effectively regulates the amount of fuel necessary to bring
the engine to the required output to adjust to a decrease or increase in load.
The compensation system creates a small temporary change of speed setting with
governor output shaft movement to produce a stabilizing speed droop
characteristic in the governor. The change of speed setting is followed by a slow
return of speed setting to its original value. Compensation is simply another
word for temporary speed droop characteristic.
The compensation system includes a large dashpot compensation piston (34), a

small dashpot compensation piston (35), a floating lever (31), a compensation
adjusting lever (22) with a pivotable fulcrum (18), and a needle valve (33). See
Figure 3-1.
16 Woodward
The large dashpot compensation piston (34) is connected to the governor output
shaft (6) by a compensation adjusting lever (22). A pivotable fulcrum (18) rides
on the compensation adjusting lever (22). Changing the fulcrums (18) position
allows the compensation lever (22) to control the amount of stroke available for
the large dashpot compensation piston (34).
The small dashpot compensation piston (35) is connected through a floating

lever (31) to the pilot valve plunger (39) and the speeder rod (21).
Moving the large dashpot compensation piston (34) down forces oil under the
small dashpot compensation piston (35). As the small dashpot compensation
piston (35) is forced upward, it lifts the pilot valve plunger (39) to close off the
control port which stops the flow of oil to the bottom of the power piston (9).
The needle valve (33) is a variable orifice which controls the flow of oil between
both the large (34) and the small dashpot compensation (35) pistons, and the oil
sump.
NOTE
Compensation must be properly adjusted to the particular engine and
load to provide stable operation (see Chapter 4, Compensation
Adjustments).
Load Limit Control

The purpose of the load limit control is to hydraulically and mechanically limit
the load that can be placed on the engine by restricting the travel of the governor
output shaft in the increase fuel direction, and consequently the amount of fuel
supplied to the engine.
The load limit control may also be used for shutting down the engine by turning
it to zero.
! CAUTION
Do not manually force prime mover linkage to increase fuel without
first turning the load limit control knob to maximum position (10).
Failure to do so may cause damage and/or failure of governor
internal parts.
The load limit control consists of an indicator disc (7) geared to a load limit rack
(8). The control knob is also attached to the load limit cam (16).
Load is limited mechanically by positioning the load limit knob (cam 16). When
the load indicator reaches the preset point, the pilot valve plunger (39) is lifted,
stopping any further increase in fuel.
Woodward 17
Turning the load limit control to zero to shut down the engine turns the cam (16)
forcing the load limit (shutdown) lever (20) and shutdown strap (17) down. As
the right end of the load limit (shutdown) lever (20) is forced downward, it
pivots about its fulcrum and lifts the pilot valve plunger (39), releasing oil from
under the power piston (9). Pressure oil acting on top of the power piston (9)
forces it downward, rotating the governor output shaft (6) to minimum fuel and
causing the prime mover to shut down.
Synchronizer
The synchronizer is the speed adjusting control, and is used to change engine
speed for a single unit. On engines paralleled with other units, it is used to
change engine load.
The upper knob (called SYNCHRONIZER on most models or SPEED

SETTING KNOB on later models) is the control knob.
The lower knob (SYN. INDICATOR) has no function of its own but has an
indicator disc which shows the number of revolutions of the synchronizer (speed
setting) control knob.
Speed Droop
Speed droop, or simply droop, is one method of creating stability in a governor.
Droop is also used to divide and balance load between units driving the same
shaft or paralleled in the electrical system.
Droop is the decrease in speed that occurs when the governor output shaft moves
from the minimum to the maximum fuel position in response to a load increase,
expressed as a percentage of rated speed.
If instead of a decrease in speed, an increase takes place, the governor shows a

negative droop. Negative droop will cause instability in a governor.
Too little droop can cause instability in the form of hunting, surging, or difficulty
in response to a load change. Too much droop can result in slow governor
response in picking up or dropping off a load.
Using an example where the governor speed is 1500 rpm at no load and 1450
rpm at full load, droop can be calculated with the formula:
No load speed full load speed

%Droop = x 100
full load speed
1500 rpm 1450 rpm

%Droop = x 100 = 3.5%
1450 rpm
18 Woodward
If the decrease in speed is greater than 50 rpm when the governor output shaft
moves from the minimum to the maximum fuel position, droop greater that 3.5%
is shown by the governor. If the decrease in speed is less than 50 rpm, droop less
than 3.5% is shown by the governor.
NOTE
If the governor output shaft does not use the full 30 of available
travel from NO LOAD to FULL LOAD, droop will also be reduced
proportionately.
Marks on the droop adjustment scale on the dial panel are reference numbers
only, and do not represent droop percentages. Thus the 100 mark does not
represent 100% droop. It represents the maximum droop percentage available on
that particular UG governor model.
Speed droop consists of a control knob, cam, and linkage, which when preset,
varies the compression of the speeder spring as the output shaft rotates.
Increasing the fuel reduces speeder spring compression and, in turn, the governor
speed setting. The unit gradually reduces its speed as load is applied. This
relationship between load and speed acts as a resistance to load changes when
the unit is interconnected with other units either mechanically or electrically.
Reducing droop to zero allows the unit to change load without changing speed.
Normally, set zero droop on units running alone. On interconnected units, set the
least amount of droop possible to provide satisfactory load division.
For ac generating units tied in with other units, set droop sufficiently high
(reference numbers 30 to 50 on the dial) to prevent interchange of load between
units. If one unit in the system has enough capacity, set its governor on zero
droop, and it will regulate the frequency of the prime mover system. If its
capacity is not exceeded, this unit will handle all load changes.
Operate the SYNCHRONIZER knob of the governor with zero droop to adjust
the systems frequency. Operate the SYNCHRONIZER knobs of the governors
that have speed droop to distribute load between units.
Operation of the UG Dial Governor
General Information
Refer to Figure 3-1 with the text to better understand the operation of the UG
Dial governor. This schematic diagram is of a basic design and does not include
any auxiliary equipment.
Changes in governor speed setting produce the same governor movements as do

changes in load on the engine. The description that follows is based upon speed
changes caused by load changes.
Woodward 19
Decrease in Load
When the prime mover is running on speed, the flyweights (24) are in a vertical
position for normal steady state operation. The pilot valve plunger (39) is
centered over the control port of the rotating bushing, and the control land stops
the flow of pressure oil through the bushing (38) control port. There is no
movement of the power piston (9), and no movement of the governor output
shaft (6).
When a decrease in load occurs and the same fuel setting is maintained, speed
increases. This generates the following sequence of governor movements:
1. As speed increases, the centrifugal force of the flyweights (24) increases

and becomes stronger than the force of the speeder spring (25).
2. The flyweights (24) tip outward and raise the speeder rod (21) and the right
end of the floating lever (31).
3. This raises the pilot valve plunger (39), opening the control port in the
rotating bushing (38). Oil is released from the bottom of the power piston
(9) to sump.
4. Pressure oil on the top side of the power piston (9) moves it downward,
rotating the governor output shaft in the decrease fuel direction.
5. Linkage from the governor output shaft (6) lowers the compensation
adjusting lever (22), which rotates at the fulcrum (18), raising the large
dashpot compensation piston (34).
6. Suction is thus applied to the chamber of the small dashpot compensation

piston (35), lowering the left end of the floating lever (31).
7. This lowers the pilot valve plunger (39) closing the control port (37).
8. As sump oil flows through the needle valve (33) from the sump into the
dashpot compensation piston assembly (34 and 35), the small dashpot
compensation piston (35) is returned to its normal centered position by the
compensation spring at the same rate as the speeder rod (21). This keeps the
pilot valve plunger (39) in its centered position.
9. The control port in the rotating bushing (38) is kept closed by the land on
the pilot valve plunger (39).
10. This stops the governor output shaft and power piston movement in the new
decreased fuel position. This is the position needed to run the prime mover
at the selected speed setting with the new load.
20 Woodward
Increase in Load
When an increase in load occurs and the same fuel setting is maintained, speed
decreases. This generates the following sequence of governor movements:
1. As speed decreases, the centrifugal force of the flyweights (24) decreases

and the opposing speeder spring (25) force is now greater than the
centrifugal force of the flyweights (24).
2. The flyweights (24) tip inward and lower the speeder rod (21) and the right
end of the floating lever (31).
3. This lowers the pilot valve plunger (39), opening the control port in the
rotating bushing (38). Pressure oil is released through the control port into
the lower cylinder of the power piston (9).
4. The power piston is forced upward by the pressure oil acting on the larger
lower surface area of the power piston, and the governor output shaft is
rotated in the increase fuel direction.
5. Linkage from the governor output shaft (6) lifts the compensating adjusting
lever (22), which rotates at the fulcrum (18), lowering the large dashpot
compensation piston (34).
6. Pressure oil is applied to the bottom side of the small dashpot compensation
piston (35), raising the left end of the floating lever (31).
7. This raises the pilot valve plunger (39) closing the control port (37).
8. As pressure oil flows through the needle valve (33) from the dashpot
compensation piston assembly (34 and 35), the small dashpot compensation
piston (35) is returned to its normal centered position by the compensation
spring, at the same rate as the speeder rod (21). This keeps the pilot valve
plunger (39) in its centered position.
9. The control port in the rotating bushing (38) is kept closed by the land on
the pilot valve plunger (39).
10. This stops the governor output shaft and power piston movement in the new
increased fuel position. This is the position needed to run the prime mover
at the selected speed setting with the new load.
In both cases, a decrease or increase in load, the compensation system operates

in opposite directions. The compensation or amount of movement of the large
dashpot compensation piston (34) is controlled by the compensation adjustment,
that is, the position of the fulcrum (18).
The rate at which the small dashpot compensation piston (35) is returned to
normal is controlled by the needle valve adjustment, that is, the rate of flow of
oil through the needle valve (33).
Woodward 21
22 Woodward
Chapter 4
Governor Operation and Adjustments
Introduction
This chapter describes initial operation and basic adjustments of the UG Dial
governor when placing a new or repaired governor into service.
Initial Operation for a New Governor

Before initial operation of the UG Dial governor, check that all previous
installation steps have been correctly accomplished and that all linkages are
secure and properly attached. See Chapter 2, Installation Procedures. Also, read
all of Chapter 4.
Fill the governor with oil to the top mark on the oil sight glass. Close the needle
valve carefully (clockwise) using a Phillips screwdriver and open it
(counterclockwise) 1/2 to 3/4 turn. Loosen the nut holding the compensation
adjusting pointer enough to move the pointer and set the pointer in the center of
the scale. Tighten the nut.
If replacing a governor, the initial compensation setting can be the same as the
governor just removed.
! WARNING
TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF
LIFE, and/or PROPERTY DAMAGE WHEN STARTING THE ENGINE, BE
PREPARED TO MAKE AN EMERGENCY SHUTDOWN to protect
against runaway or overspeed should the mechanical-hydraulic
governor(s), or electric control(s), the actuator(s), fuel control(s), the
driving mechanism(s), the linkage(s), or the controlled device(s) fail.
Use the prime mover manufacturers instructions to start the engine.
Adjustments
Normally, the only adjustments for putting a new governor into service are
bleeding entrapped air and adjusting compensation to obtain satisfactory stability
and response. All other operating adjustments were made during factory
calibration in accordance with the manufacturers specifications and should not
require further adjustments.
NOTE
Do not attempt internal adjustment of the governor unless you are
thoroughly familiar with the proper procedures.
Woodward 23
Compensation Adjustments
The compensation needle valve and pointer are adjustable parts of the
compensation system. Their settings directly affect governor stability.
Compensation must be properly adjusted to the particular engine and load to

provide stable operation.
When the prime mover is started for the first time after the governor has been
filled with oil, the governor may be stable at constant speed, yet may need
adjustment. High overspeeds and underspeeds after load changes and slow return
to normal speed indicate the need for compensation adjustment.
NOTE
Maximum compensation settings generally provide stable steady
state operation, but result in greater offspeeds on load changes.
After the oil in the governor has reached its normal operating temperature, make
the following compensation adjustments without load on the prime mover to be
certain that the governor gives optimum control. See Figure 1-1 for location of
the adjustment parts.
1. To bleed trapped air from the governor oil passages, first loosen the nut
holding the compensation adjusting pointer and set the pointer at its
extreme upward position for maximum compensation. Tighten the nut.
Next, remove the needle valve access plug and open the needle valve two
turns counterclockwise. Use a Phillips screwdriver to avoid damage to the
threads inside the bore and to the needle valve.
Damage to the threads or to the needle valve will cause the governor to
change fuel rhythmically. This is called governor hunt. See Chapter 5 for
more information on hunting.
There are two screwdriver slots in the needle valve, a shallow and a deep
slot, located at right angles to each other. The deeper slot is used to expand
the head of the needle valve and increase friction to prevent vibrations from
changing the needle valve setting. If a plain screwdriver must be used, be
sure to use the shallow slot of the needle valve.
Allow the prime mover to hunt for approximately 30 seconds to bleed

trapped air from the governor oil passages.
2. Loosen the nut holding the compensation pointer and set the pointer as far
as it will go towards minimum compensation. Tighten the nut.
3. Gradually close the needle valve until hunting just stops. If hunting does not
stop, open the needle valve one turn and move the compensation pointer up
by one mark on the front panel indicator scale. Again gradually close the
needle valve until hunting stops.
24 Woodward
If hunting does not stop, set the needle valve 1/4 turn open and repeat
setting the compensation pointer up by one mark. Retest the governor until
hunting stops.
NOTE
The objective of the compensation adjustment procedure is to find
the particular settings for the compensation needle valve and
compensation adjustment pointer at which the prime mover will
return quickly to speed (needle valve adjustment) after a speed
disturbance with only a slight over- or undershoot (compensation
pointer adjustment).
4. From this setting, open the needle valve one turn and momentarily disturb
governor stability by turning the load limit knob to increase the load slightly
and bringing it back quickly to its original position. Gradually close the
needle valve until the governor returns to speed with only a small overshoot
or undershoot and:
a. The needle valve is between 1/8 to 1/4 turn open on a governor with an
oil sight glass located in the center of the dial panel.
b. The needle valve is between 3/8 and 3/4 turn open on a governor with
an oil sight glass located on the side of the governor.
Compensation adjustment determines offspeed and needle valve adjustment

determines recovery time.
NOTE
For most responsive governor control, use as little compensation as
possible. Too much compensation causes excessive speed
overshoots and undershoots upon load changes.
NOTE
Closing the needle valve more than indicated in (a) and (b) above
makes the governor slow to return to normal speed after a load
change.
Opening the needle valve more than indicated above decreases

governor stability and can cause hunting.
Once the needle valve adjustment is correct, it is not necessary to change the
setting except for large, permanent changes in temperature which affect governor
oil viscosity.
When the compensation adjustment is correct, tighten the compensation pointer

nut and install the needle valve access plug with a copper washer. The plug and
the washer will seal oil seepage around the needle valve.
Woodward 25
Initial Operation for a Repaired or Reassembled

Governor
After disassembly or repair, it is very important to test the governor on a test
stand. If a test stand is not available, testing of the governor can be done on the
engine.
! WARNING
If testing of the governor is done on the engine, the operator must be
careful to manually control engine speed until he has proven that the
governor will control engine speed.
Attach a serration wrench to the output shaft in addition to the

normal linkage to manually control engine speed with the serration
wrench.
When satisfied that the governing system is fully operational, remove

the serration wrench.
If accurate tests and adjustments are to be made, it is best to use a test stand
since it is difficult to make them when the governor is mounted on an engine.
Write or phone Woodward for a test specification for the governor part number
shown on the nameplate fastened to the governor.
Table 4-1 is a list of tools that are necessary only if a large number of governors
is being tested. For a small number of governors, only the pressure gauge is
needed to check oil pressure during testing.
Table 4-1. Test Stand Tools

Tool Description Woodward Number Application
Woodward Test Engine simulator. Drives governor.
Stand Supplies pressure oil. Includes gauges for
testing.
Electronic Counter Indicates governor drive speed. Must have
and Frequency an output of at least 60 cycles per
Pickup revolution on a one second time base.
Must indicate speed to within 1 rpm.
Readouts of display time must not exceed
5 seconds.
Pressure Gauge To check governor oil pressure.
(01380 kPa/0200
psi)
Dial Indicator 8995-037 To check and adjust droop setting.
Before installation, be sure speed droop is not negative. To check droop, first set
the speed droop control knob to zero.
1. Put a dial indicator (tool 8995-037) on the governor with the indicator rod
touching the top of the speed setting gear.
2. Place the serration wrench on the governor output shaft.
26 Woodward
3. Rotate the governor output shaft from minimum to maximum fuel position,
and check the dial indicator.
4. No movement of the indicator is zero droop. If movement is greater than

0.05 mm (0.002 inch), adjustment is needed (Clockwise movement of the
indicator is positive droop. Counterclockwise movement of the indicator is
negative droop).
Loosen the locknut (190) on the speed droop screw (189) and turn the screw
counterclockwise to reduce droop. Turn the screw clockwise to increase droop.
When zero droop is obtained (0.05 mm/0.002 inch or less counterclockwise

movement), tighten the locknut again (190).
Check the adjustment again by moving the governor output shaft from minimum
to maximum fuel position. Droop can be zero or positive, it must not be negative.
Check the final droop setting with the governor operating on the prime mover as
shown in Test Procedures in this chapter.
Before operating a repaired governor for the first time, check that all installation
steps have been correctly completed. See Chapter 2, Installation Procedures.
Also, read all of Chapter 4.
! WARNING
Test Procedures
1. Remove the pipe plug (33) in the base of the governor on the side to the left
of the needle valve plug (30), and attach a 01380 kPa/0200 psi pressure
gauge. (See Figure 1-3 for Pressure Test Point.)
2. Install the governor on a test stand or on the engine pad. See Chapter 2,
Installation Procedures.
3. Fill the governor with oil. See Chapter 2, Oil Supply. The oil level must be
to the mark on the oil sight glass.
4. If the governor is being tested on the engine, start the prime mover
according to the instructions from the manufacturer.
Run the governor until it is at operating temperature.
Woodward 27
5. Check that the governor has a 758827 kPa (110120 psi) oil pressure
(UG-5.7/UG-8) or 9651034 kPa (140150 psi) oil pressure (UG-10) at
normal operating speed.
6. Close the needle valve (32) and open it just enough to cause a small hunt,
using a Phillips screwdriver. If a plain screwdriver must be used, make sure
to use only the shallow slot of the needle valve to avoid damage to the
threads inside the bore and to the needle valve.
Let the prime mover hunt for approximately 30 seconds to remove trapped
air from the governor oil passages.
7. Close the needle valve and open it again one half turn. If the governor
continues to hunt, repeat step 6.
8. Adjust the compensation system. See Compensation Adjustments in this

chapter.
NOTE
Maximum speed for constant operation of the UG Dial governor is
1500 rpm.
9. While the engine is running, re-check the governor for zero droop. Turn the
speed droop knob to zero and run the governor at normal operating speed
near 0% load. Then load the engine near 100% load. Speed must be within
0 to 3 rpm lower.
If the engine cannot be run at full load and must be run at partial load only,
the rpm decrease must be proportional to the partial load.
10. If adjustment is needed to obtain zero droop, follow this procedure:
Loosen the locknut (190) on the speed droop screw (189) and turn the screw
(189) counterclockwise to reduce droop. Turn the screw clockwise to
increase droop. Tighten the locknut.
Repeat the above procedure until speed is within 0 to 3 rpm lower when
running the engine from no load to full load positions.
11. To prevent speed setting changes because of engine vibrations, a friction

drive (255) is installed in the speed setting mechanical drive of the UG
governor.
The friction drive (255) must be tight enough to avoid a speed setting
change due to vibrations, and also tight enough to permit the speed setting
motor, if used, to turn the speed setting gear.
If the friction drive is too tight, the synchronizer (speed setting) knob can no
longer be turned manually.
28 Woodward
To adjust the friction on the friction drive, first remove the governor cover
(214), then the retaining ring (250) on the friction drive using a No. 1
Truarc pliers. Do not let the cover (214) or the spring (252) fall into the
governor as the friction drive cover is under spring compression.
Check the torque of the friction drive and set it at 0.17 to 0.28 Nxm (1.5 to
2.5 lb-in) with manual speed setting or 0.45 to 0.62 Nxm (4.0 to 5.5 lb-in)
with speed setting motor. To increase friction, turn the nut on the shaft
clockwise while holding the speed setting knob. To decrease friction, turn
the nut counterclockwise.
12. Reassemble the friction drive.
13. Set the maximum and/or minimum speed limit on the governor. This
adjustment can also be made with the prime mover running. To make the
adjustment, first remove the governor dial plate (see Figure 4-1).
Figure 4-1. Maximum/Minimum Speed Stop Adjustment on the UG Dial

Governor
Turn the synchronizer (speed setting) knob clockwise to increase the speed
setting of the governor from its specified maximum plus 10 rpm.
Woodward 29
If the friction drive slips before reaching the required high speed setting,
mark the intermediate (278) and the synchronizer (269) (speed setting)
indicator gears, disengage the synchronizer (speed setting) gear (269), index
it one tooth counterclockwise to allow a higher speed setting, and engage
gear again.
The amount of rpm change is not the same if the speeder screw (177) has a
coarse thread (0.7 threads/mm or 18 threads/inch) or a fine thread (1.3
threads/mm or 32 threads/inch).
Re-engage the synchronizer indicator gear (269) with the high-speed stop
pin, engaging the intermediate gear (278) to prevent further increase in
speed. The high-speed stop pin is the pin closest to the gear center.
On governors equipped with an electric speed adjusting motor, be sure the

motor can run the governor up to its maximum-speed stop and down to its
minimum speed. Reset the torque on the friction drive, if necessary, as in
step 11 above.
On governors equipped with a two-position high-speed stop (overspeed test

device), set the overspeed-test speed as described above, then the lever
catch will provide the normal high-speed stop for the governor. If necessary,
set the high-speed stop to the lever engaged position and then disengage the
lever and advance to the normal high-speed stop position to achieve the
overspeed-test speed.
14. To set the minimum speed limit, turn the synchronizer (speed setting knob)
counterclockwise to decrease the speed setting of the governor to its
minimum speed position.
15. Set the synchronizer knob at zero on the dial.
16. Set the synchronizer indicator dial panel pointer at zero.
17. Position the synchronizer indicator knob about 1.6 mm (0.06 inch) from the
surface of the dial. This prevents the knob from binding the synchronizer
system gear train.
18. On governors equipped with micro switches, operate the governor at the
required high and low speeds to verify correct positioning of the cams that
operate the micro switches.
Adjust the cams by loosening the screws and turning the cams on the shaft.
Tighten the screws again.
19. On governors equipped with solenoid shutdown, please refer to Woodward

manual 03013 for set-up procedures.
20. Turn the load limit knob to zero. The load limit indicator must move to
zero. The governor output shaft will move to its minimum fuel position.
Reset the load limit knob to maximum load.
30 Woodward
21. Shut down the engine. Remove the pressure gauge and install a 1/8" socket
pipe plug. Apply a pipe sealer to the threads, and torque the pipe plug to 10
Nxm (90 lb-in).
22. Install the governor cover and dial plate.
Test Completion
For operation of units running alone, set droop at zero. Reducing droop to zero
allows the unit to change load without changing speed (zero droop operation is
also called isochronous operation).
On units connected in parallel or to a single shaft, set the least amount of droop
possible to provide satisfactory load division. Droop allows load division
between two or more prime movers that drive the same shaft or are paralleled in
an electrical system.
For ac generating units tied in with other units, set droop sufficiently high
(reference number 30 to 50 or more on the dial) to prevent interchange of load
between units.
If one unit in the system has enough generating capacity, set its governor on zero
droop, and it will regulate the frequency of the prime mover system. If its
capacity is not exceeded, this unit will handle all load changes.
Operate the SYNCHRONIZER knob of the governor with zero droop to adjust
the systems frequency. Operate the SYNCHRONIZER knobs of the governors
that have speed droop to distribute load between units.
When two units are set up for optimum single unit performance, paralleling
problems can be encountered. For example, governor response can be too fast on
one governor, requiring too high a speed droop setting to prevent a constant load
interchange between the two governors. When this occurs, the compensation
setting should be moved towards maximum, reducing the single unit transient
performance capability but allowing stable parallel operation within the
allowable speed droop range. Also, check the amount of output shaft travel on
each governor. Too little output shaft travel on a governor can require too high a
droop setting on that governor to obtain steady state control.
NOTE
Compensation must be properly adjusted to the particular engine and
load to provide stable operation (see Compensation Adjustments).
When UG governors are used on generator sets operating in parallel and the lead
unit is shifted to slave and vice versa, zero droop must be set on the lead unit to
maintain the frequency for which it is set, and droop must be set on the slave unit
for load distribution between the two units.
For more information on load sharing, please refer to manual 25195, Governing
Fundamentals.
Woodward 31
32 Woodward
Chapter 5
Troubleshooting
Introduction
This section provides instructions for troubleshooting.
It is impossible to anticipate every kind of problem that is encountered in the

field. This manual covers the most common problems experienced. Poor
governing may be due to faulty governor performance, or it may be due to the
governor attempting to correct for faulty operation of the prime mover or the
equipment driven. The effect of any auxiliary equipment on the overall control
required of the governor must also be considered.
! WARNING
Troubleshooting
Oil
Keep the governor oil level to-the mark on the oil sight glass with the unit
operating. The correct oil level is 19 to 32 mm (0.75 to 1.25 inch) below the top
of the governor case.
Dirty oil causes most governor problems. Use clean new or filtered oil. Oil
containers used must be perfectly clean. Oil contaminated with water breaks
down rapidly, causing foaming, and corrodes internal governor parts.
Compensating Adjustment and Needle Valve

The compensating adjustment and needle valve must be correctly adjusted with
the governor controlling the engine or turbine, even though the compensation
may have been previously adjusted at the factory or on governor test equipment.
Although the governor may appear to be operating satisfactorily because the unit
runs at constant speed without load, the governor still may not be correctly
adjusted to the load and to the engine it is to control.
Woodward 33
High overspeeds and low underspeeds, or slow return to speed, after a load
change or speed setting change, are some of the results of an incorrect setting of
the compensating adjustment and needle valve.
Definitions
Use the troubleshooting chart (Table 5-1) on the following pages to determine
the probable causes of faulty operation and to correct these problems.
Terms used in the chart are defined as follows:
HuntA rhythmic variation of speed which can originate in the governor or in

the prime mover. (See Table 5-1, Par. 1A, for troubleshooting information.) A
hunt usually has a frequency of less than 5 cycles per minute.
SurgeA sudden variation of speed occurring at periodic intervals which can

also originate in the governor or in the prime mover. (See Table 5-1, Par. 1A, for
troubleshooting information.)
JiggleA high frequency vibration of the governor output shaft and fuel
linkage. Do not confuse this with normal controlling action of the governor. A
jiggle has a frequency of more than 50 cycles per minute.
Preliminary Inspection
Governor problems are usually revealed in speed variations of the prime mover,
but it does not necessarily follow that such variations are caused by the
governor. When improper speed variations appear, the following procedure
should be performed:
1. Check the load to be sure the speed changes are not the result of load
changes beyond the capacity of the prime mover.
2. Check engine operation to be sure all cylinders are firing properly and that
the fuel injectors are in good operating condition and properly calibrated.
3. Check the linkage between the governor and fuel racks or valve. There must
be no binding or lost motion.
4. Check the setting of the needle valve and compensation adjustment. (See
Chapter 4, Compensation Adjustments.)
5. Check that the oil is clean and oil level is correct at operating temperature.
The source of most problems in any hydraulic governor stems from dirty
oil. Grit and other impurities can be introduced into the governor with the
oil, or form when the oil begins to break down (oxidize) or becomes sludgy.
34 Woodward
The internal moving parts are continually lubricated by the oil within the
unit. Valves, pistons, and plungers will stick and even freeze in their
bores, due to grit and impurities in the oil.
If this is the case, erratic operation and poor response can be corrected (if
wear is not excessive) by flushing the unit with fuel oil or kerosene.
The use of commercial solvents is not recommended as they may damage

seals or gaskets.
Change the oil and flush the governor twice a year if possible.
To change oil, remove the drain plug and drain out the old oil. Flush the
governor by filling it with fuel oil, and with the prime mover running at low
speed, cycle the governor by opening the needle valve two or three turns.
Let the governor hunt for a minute or two, then stop the engine and drain
the governor. Flush the governor once again. Refill the governor with oil
(see Chapter 2, Oil Supply).
Restart the engine and reset the compensation adjustment and needle valve.
6. Check that the drive to the governor is correctly aligned and free of
roughness, side loading, and excessive backlash.
Table 5-1. Troubleshooting Chart

Problem Possible Cause Correction
1. The prime A. The problem may be Block the throttle, fuel racks or steam
mover hunts or originating in the valve in the direction of increase fuel.
surges. governor or prime (Never block the governor output shaft
mover. in the direction that would prevent a
complete shutdown.) The same
blocking action can be performed by
using the load limit knob on the
governor panel.
If hunting and/or surging continues

while the governor output shaft is
blocked, the problem is in the prime
mover.
If, after removing the block, hunting

and/or surging starts again, the problem
can be in the governor or in the prime
mover. Go through the compensation
adjustment procedure for the governor
(see Chapter 4, Compensation
Adjustments). If the problem is still
there, replace the governor with a
replacement governor. Go through the
compensation adjustment procedure for
the replacement governor. If the hunting
and/or surging continues, the problem is
in the prime mover.
Woodward 35

1. The prime B. Compensation Adjust needle valve and compensation
mover hunts or adjustments incorrect. adjusting pointer.
surges. C. Dirty oil (sludge) in Drain oil, clean governor, and refill.
(continued) governor.
D. Oil varnish, which Add oil to the mark on oil sight glass. If
causes sticking of parts. oil level decreases and no external oil
leaks can be seen on the governor,
check the drive shaft for oil leak.
If foaming continues, drain oil and refill

using a different type oil.
E. Lost motion in Repair governor.
engine linkage or fuel
pumps.
F. Lost motion in engine Repair linkage and/or pumps.
linkage or fuel pumps.
G. Binding in engine-to- Repair and realign linkage and/or
governor linkage or fuel pumps.
pumps.
H. Governor output Adjust travel until proper travel is
shaft travel too short to obtained.
provide full fuel.
I. Spring on yield Install heavier spring.
linkage to fuel racks too
weak.
J. Low oil pressure. Return governor to factory for repair.
Normal operating
pressure is 758 to 827
kPa (110 to 120 psi) for
the UG-5.7 and UG-8;
965 to 1034 kPa (140 to
150 psi) for the UG-10.
(See outline drawing,
Figure 1-3, for pressure
test point location.)
Pump check valves are

not seating or
accumulator springs
weak.
K. Power piston is Check for side play or binding of output
sticking. shaft.
L. Voltage regulator not Check voltage regulator. Operate in
operating properly. voltage droop or manual. Do not
disconnect voltage regulator. Adjust,
repair, or replace voltage regulator.
M. Fuel linkage Rework or reset the linkage from
incorrectly set. This governor to unit to obtain the linear
might occur if the relationship.
governor has been
changed or removed
and replaced.
Relationship of
governor travel to
power output of engine
should be linear.
36 Woodward

1. The prime N. Faulty linkage. Linkage should be free of binding and
mover hunts or lost motion throughout service life of
surges. unit. Check yield links, shutdown
(continued) arrangements, etc, to be sure that prime
mover torque changes for very small
increments of governor output shaft
travel. Stability and good steady-state
performance will suffer unless this
condition is met.
O. Incorrect non-linear Adjust linkage from governor to gas
relationship between valve to obtain linear relationship
governor travel and between governor travel and engine
power output of the output. See Figure 2-1. Also, see
prime mover. Engine application Note 50516.
may hunt with light
loads and be stable with
a heavy load.
P. Gas or steam Adjust gas or steam pressure.
pressure too high.
Q. Engine misfiring (bad Check pyrometer readings of each
fuel injector or low pilot cylinder and make necessary repairs or
fuel on dual-fuel adjustments.
engine).
R. Load limit indicator Damaged indicator disc or nameplate
binding on nameplate must be corrected or replaced. Load
or load limit shaft bent. limit shaft must be replaced if bent.
S. Negative droop when Droop calibration out of adjustment.
speed droop knob at Reset (see Chapter 4, Governor
zero. Operation and Adjustments).
T. Governor worn. Return governor to factory for repairs.
2. Fuel racks do A. Low oil pressure in See Item 1J.
not open quickly governor.
when cranking B. Cranking speed too May be necessary to use a booster
prime mover. low. servomotor. See manual 36684,
Booster Servomotor.
C. Booster servomotor Check action of automatic air starting
(if used) not functioning valve. See manual 36684, Booster
properly. Servomotor.
3. Jiggle at A. Rough engine drive Inspect drive mechanism.
governor output or governor drive. a. Check alignment of gears.
shaft. b. Inspect for rough gear teeth,
eccentric gears, or excessive backlash
in gear train.
c. Check gear keys and nuts or set
screws holding drive gears to shafts.
d. Check for bent drive shaft.
e. Check serrated or spline coupling
for wear and alignment.
f. Tighten chain between crankshaft
and camshaft (if used).
g. Check engine vibration damper (if
used).
Woodward 37

3. Jiggle at NOTE
governor output If a keyed drive is used, backlash must be checked and the
shaft. gear shimmed so that there is no binding and the backlash is
(continued) not too great. This should be done each time a new or
replacement governor is installed.
If a serrated drive is used, concentricity of shaft to coupling

should be maintained. Coupling should be as long as possible
to permit greater flexibility.
B. Governor is not Loosen governor mounting screws and
aligned properly. move the governor slightly on its
mounting pad to align the drive shaft
with its coupling.
C. Failure of flexible Return governor to factory for repairs.
drive in flyweight head.
D. Other possible Return governor to factory for repairs.
causes are:
dirty or worn ballhead
bearing
rough or worn gear
teeth
bent speeder spring
damaged drive shaft Replace seal retainer.
seal retainer
E. Air in governor Bleed air (see Chapter 4, Test
system can cause a Procedures).
jiggle during start-ups
or transients.
4. Load does not A. Speed droop Readjust droop to divide load properly.
divide properly adjustment incorrect.
on Increase droop to resist picking up (or
interconnected dropping off) load.
prime movers.
Decrease droop to increase picking up
(or dropping off) load.
B. Speed settings of the Adjust speed setting so both prime
governors are not the movers run at the same speed.
same.
5. The prime A. Needle valve Readjust compensating needle valve.
mover is slow to adjustment incorrect. Open further if possible to do so without
respond to a causing instability when running without
speed change or load. Compensation pointer may be too
a load change. far toward maximum.
B. Governor is not Friction or wear on flyweight toes
sensitive in measuring sludge in governor, return to factory.
speed change
(deadband).
C. Low oil pressure in Return governor to factory to inspect
governor. pump and check valves if oil pressure is
low.
D. Engine may be Reduce load.
overloaded.
E. Restricted fuel Clean fuel supply filters.
supply.
F. Load limit knob set to Increase load limit setting.
restrict fuel.
38 Woodward

6. The prime A. Fuel racks will not Adjust engine-to-governor fuel linkage.
mover will not open far enough, or Adjust load limiting device or fuel pump
pick up rated full governor at end of its stops.
load. stroke and the load
indicator is set at 10. Check compression of load limit friction
spring. Low compression may permit
load limit cam to gradually work toward
reduced load position.
B. Restricted fuel Clean fuel supply filters. Gas pressure
supply. low. Gas with different calorific value.
C. Voltage regulator (if Readjust or repair.
used) not functioning.
D. Engine misfiring. Check pyrometer readings of each
cylinder and make necessary repairs or
adjustments.
E. Slipping clutch or Make adjustments.
belts between engine
and driven load.
F. Load limit knob set to Increase load limit setting.
restrict fuel.
7. Governor Slipping clutch. Binding Increase compression on clutch spring.
does not or worn bevel gears. Repair or return governor to factory.
respond to
synchronizer
motor switch.
8. The speed of Droop is negative when Reset droop. See Chapter 4, Governor
the prime mover adjustment is zero on Operation and Adjustments.
increases with the panel. Droop
an increase in calibration out of
load. adjustment.
Additional Information for Steam Turbines, Gas and

Gasoline Engines
The engine torque versus throttle position for a steam turbine gives a wide
variety of non linear relations. Each type must be compensated for with the
correct compensating linkage to bring the error output shaft movement back into
a near linear relation with the prime mover torque output. Please refer to the
prime mover manufacturer's handbook for the correct linkage selection and
installation.
The torque vs throttle position curve for a gas and gasoline engine which is
controlled through a butterfly valve is always very non-linear. When adapting a
governor to this type of engine, if the linkage is made linear, operation at idle
and light loads is never very stable.
The proper procedure for adapting a governor to this engine with the butterfly
valve is to make the linkage so that it requires greater movement of the governor
per increment of butterfly movement at light load than it does at high load.
This linkage tends to linearize the relation between engine-developed torque and
governor output shaft position (see Figure 2-1).
Woodward 39
The table below shows a satisfactory angular position of the governor output
shaft for different openings of the butterfly valve in order to have a more stable
operation at idle and at light loads.
Table 5-2. Governor Output Shaft Travel vs Butterfly Valve Travel

Governor Output Butterfly Valve
Shaft Travel Shaft Travel
0 0
6 3
12 9
15 20
18 30
24 82
Governor Field Repairs

Seals and bearings of the governor output shaft and drive shaft can be replaced
in the field.
Seals and bearing replacement require only a partial disassembly of the

governor. See Figures 5-1 and 5-2, and tables 5-3 and 5-4, for a list of common
bench tools and normal field repair tools.
Seals and bearings can be replaced without these tools, however replacement of
parts is made easier if these tools are available.
Order tools from Woodward (see Chapter 8, Service Options). Include in order:
1. The tool description
2. The tool number or part number of the tool required
3. The manual number (this manual 03040)
Removal of Governor from Engine

To replace a governor on the engine, or to replace seals or bearings on the
governor, remove the governor from the engine as follows:
! CAUTION
Use care in handling and resting of the governor on the work area.
Do not strike or rest the governor on the end of the drive shaft as
damage may result to the drive shaft, oil seal, bearing, or other
internal parts or surfaces. Set the governor on wooden block(s) to
protect the drive shaft when performing maintenance operations.
1. Drain the oil from the governor and install the drain plug again. Some
governors are equipped with a drain cock for draining.
2. Clean exterior surfaces using a cloth moistened with cleaning solvent.
3. Disconnect auxiliary device wiring, and pneumatic or hydraulic tubing

connections if applicable.
40 Woodward
4. Before detaching the output shaft and speed setting linkages, mark both
shaft and lever so they may be easily reinstalled at their original positions.
5. Remove the four stud nuts holding the governor to the mounting pad and lift
the governor off. Remove the gasket between the governor and governor
mounting pad.
6. Set the governor on wooden blocks to protect the drive shaft. Be very
careful to avoid striking the end of the drive shaft. Damage to internal parts
of the governor may result.
Table 5-3. List of Common Bench Tools

Ref. Tool
Tool Description Number Number Application
T-handle hex wrench 7/16 1 189440 Various bolts on UG
T-handle allen wrench 3/16 2 8995-047 To install 1/8 pipe plugs
Standard allen wrench 5/64 3 8995-048 For No. 8:32 headless set screw
Bench block 4 011971 To press out small bearings and
bushings
No. 2 Phillips head screwdriver 5 8995-049 Various screws on UG
Hooked scribe 6 189792 Removing and installing cotter
pins
Figure 5-1. Common Bench Tools
Woodward 41
Table 5-4. List of Normal Field Repair Tools
Ref. Tool
Tool Description Num Number Application
ber
William pliers 7 8995-023 Replace retaining ring on drive shaft
Bearing seater 8 8995-024 Replace drive shaft bearing
Seal protector (use with 030952) 9 030951 Fit on output shaft to protect seal
Dial indicator w/ base 10 8995-017 To check droop adjustment
Seal installing tool (Micarta type) 11 030952 Install output shaft seals (for extra long
shafts only)
Bushing driver 12 8995-028 To adjust output shaft bushings
Serration wrench 13 030943 Turning output shaft or drive shaft
Torque wrench w/ 7/16 socket 14 8995-038 25 lb-in torque on drive shaft bearing
retainer plate screws
Figure 5-2. Normal Field Repair Tools
42 Woodward
Chapter 6
Replacement Parts
Replacement Parts Information

When ordering replacement parts, include the following information:
1. Governor serial number and part number shown on nameplate.

2. Manual number (this is manual 03040).
3. Parts reference number in parts list and description of part or part name.
! WARNING
Refer to repair manual 56103 for correct and safe procedures when
disassembly and assembly are required. Personal injury may result if
accumulator springs are released suddenly. Use an arbor press to
release or to install the compressed accumulator spring.
Woodward 43
Parts List for Figure 6-1 (Sheet 1 of 5)

Ref. No. Part Name ................................................ Quantity
03040-1 Retainer ring, 1.283" OD .......................................2
03040-2 Washer, 1.185" OD ...............................................2
03040-3 Accumulator spring................................................2
03040-3A Accumulator spring (used in UG-10 only)..............2
03040-4 Accumulator piston ................................................2
03040-5 Soc hd pipe plug, 1/8"............................................1
03040-6 Soc hd pipe plug, 1/8"............................................1
03040-7 Cotter pin, .060 x 1/2" ............................................1
03040-8 Laminated drive shaft assembly ............................1
03040-9 Sleeve retainer.......................................................1
03040-10 Spirol pin................................................................1
03040-11 Retainer ring .671 ID..............................................1
03040-12 Washer ..................................................................1
03040-13 Driver assembly.....................................................1
03040-14 Laminated drive spring ........................................12
03040-15 Pump gear assembly.............................................1
03040-16 Straight pin.............................................................1
03040-17 Large dashpot compensation piston......................1
03040-18 Large dashpot compensation spring .....................1
03040-19 Large dashpot compensation link..........................1
03040-20 Oilite bushing .........................................................2
03040-21 Retainer ring, 1.283" OD .......................................2
03040-22 Pilot valve bushing.................................................1
03040-23 Check valve ...........................................................4
03040-24 Dowel pin ...............................................................2
03040-25 Dowel pin ...............................................................2
03040-26 Base.......................................................................1
03040-27 Washer ..................................................................5
03040-28 Cap screw, 1/4-28 x 1.000 ...................................5
03040-29 Pipe plug, 1/8" soc hd ............................................1
03040-30 Needle valve plug ..................................................1
03040-31 Washer ..................................................................1
03040-32 Needle Valve .........................................................1
03040-33 Pipe plug, 1/8" soc hd ............................................1
03040-34 Power piston ..........................................................1
03040-35 Controlet ................................................................1
03040-36 Soc hd pipe plug, 1/8"............................................1
03040-37 Soc hd pipe plug, 1/8"............................................1
03040-38 Ballhead drive gear................................................1
03040-39 Connecting lever....................................................1
03040-40 Straight pin.............................................................1
03040-41 Cotter pin, .030 x 3/8" ............................................2
03040-42 through 49 .......................................................Not Used
44 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 1 of 5)
Woodward 45

03040-50 Plug........................................................................1
03040-51 Output shaft (optional) ...........................................1
03040-52 Set screw, 1/4-28 x 5/16".......................................2
03040-53 Output shaft bushing .............................................2
03040-54 Oil seal, 1.128 OD .................................................2
03040-54A Compensation adjustment lever pin stop ..............2
03040-55 Washer, 7/16 x 5/8 x 1/32" ....................................1
03040-56 Compensation adj. pointer.....................................1
03040-57 Washer, .328 x .562 x .064 thick ...........................1
03040-58 Elastic stop nut 5/16-24 .........................................1
03040-59 Keyed drive shaft ...................................................1
03040-60 Key .188 x .190 x 1.062"........................................1
03040-61 Spacer ...................................................................1
03040-62 Nut, 5/8-18 castle...................................................1
03040-63 Cotter pin, 1/8 x 1-1/2"...........................................1
03040-64 Pilot valve plunger .................................................1
03040-65 Spring seat.............................................................1
03040-66 Pilot valve spring....................................................1
03040-67 Drive shaft..............................................................1
03040-68 Ball bearing............................................................1
03040-69 Snap ring ...............................................................1
03040-70 Bearing retainer plate ............................................1
03040-71 Dr hd cap screw, 1/4-28 x 5/8" ..............................3
03040-72 Oil seal, 1.379" OD ................................................1
03040-73 Oil seal retainer......................................................1
03040-74 Seal retainer gasket...............................................1
03040-75 Small dashpot compensation piston assembly......1
03040-76 Small dashpot compensation spring......................2
03040-77 Small dashpot spring seat (not shown) .................1
03040-78 Small dashpot compensation piston guide ............1
03040-79 Hex lock nut, 1/4-28...............................................1
03040-80 Dashpot nut ...........................................................1
03040-81 Shutdown lever bracket .........................................1
03040-82 Spring ....................................................................1
03040-83 Washer, .178 ID.....................................................1
03040-84 Cotter pin ...............................................................1
03040-85 Headed pin ............................................................1
03040-86 Shutdown lever ......................................................1
03040-87 Washer ..................................................................2
03040-88 Screw.....................................................................2
03040-89 Cotter pin ...............................................................1
03040-90 Washer ..................................................................1
03040-91 Power piston link....................................................1
03040-92 Cotter pin ...............................................................1
03040-93 Power lever............................................................1
03040-94 Taper pin, No.3 x 1-1/4".........................................2
03040-95 Pin..........................................................................1
03040-96 Cotter pin, .060 x 3/4" ............................................1
03040-97 Compensation lever...............................................1
03040-98 Straight pin.............................................................1
03040-99 Drilled straight pin ..................................................1
03040-100 Cotter pin, .060 x 3/4" ............................................1
03040-101 Straight pin.............................................................1
46 Woodward
03040-102 Compensation link .................................................1
03040-103 Compensation lever fulcrum..................................1
03040-104 Compensation lever assembly ..............................1
03040-105 Preformed Packing Ring, .301 1 D x .070"............1
03040-106 Case ......................................................................1
03040-107 Output shaft ...........................................................1
03040-108 through 149 ...................................................Not Used
Woodward 47

03040-150 Friction spring pin ..................................................1
03040-151 Load limit speed droop spring ...............................1
03040-152 Load limit cam .......................................................1
03040-153 Speed droop cam assembly ..................................1
03040-153A Washer, .265 ID x .438 OD x .207-.197 thick........1
03040-154 Rack pin.................................................................6
03040-155 Load indicator gear (includes items 285 and 286).1
03040-156 Load limit lever.......................................................1
03040-157 Load limit strap ......................................................1
03040-158 Load limit rack .......................................................1
03040-159 Dial panel...............................................................1
03040-160 Ballhead cover .......................................................1
03040-161 Flyweight................................................................2
03040-162 Flyweight bearing...................................................4
03040-163 Flyweight pin ..........................................................2
03040-164 Torsion spring........................................................1
03040-165 Torsion spring (early model) ..................................1
03040-166 Ball bearing............................................................1
03040-167 Ballhead gear assembly ........................................1
03040-168 Spirol pin................................................................4
03040-169 Spring damped ballhead........................................1
03040-170 Speeder rod ...........................................................1
03040-171 Ballhead assembly.................................................1
03040-172 Speeder rod spring ................................................1
03040-173 Thrust bearing .......................................................1
03040-174 Flexloc stop nut......................................................1
03040-175 Speeder spring assembly ......................................1
03040-176 Speeder gear .........................................................1
03040-177 Speeder screw.......................................................1
03040-178 Shakeproof washer, No.8 ......................................2
03040-179 Phil. hd screw, 8-32 x .375 ....................................2
03040-180 Speed setting screw pin.........................................1
03040-181 Cotter pin, .030 x .375 ...........................................1
03040-182 Washer, .375 OD...................................................1
03040-183 Speed droop link....................................................1
03040-184 Cotter pin, .030 x .375 ...........................................2
03040-185 Drilled straight pin ..................................................1
03040-186 Speed droop lever .................................................1
03040-187 Speed droop fulcrum .............................................1
03040-188 Speed setting screw guide.....................................1
03040-189 Speed droop screw................................................1
03040-190 Nut, 8-32 ................................................................1
03040-191 Extension spring ....................................................1
03040-192 Speed droop lever screw .......................................1
03040-193 Washer, .500 OD...................................................1
03040-194 Cotter pin, .060 x .500 ...........................................1
03040-195 Speed droop lever .................................................1
03040-196 through 199 ...................................................Not Used
48 Woodward
Woodward 49

03040-200 115 Vac/dc Bodine motor ......................................1
03040-201 Motor seal spring ...................................................1
03040-202 Phil fl hd screw, 10-32 x .375.................................4
03040-203 Oil Cup...................................................................1
03040-204 Phillips hd screw, 10-32 x 1/2"...............................8
03040-205 Lock washer, No.10...............................................8
03040-206 Cover gasket .........................................................1
03040-207 Soc hd pipe plug, 1/8"............................................1
03040-208 Base gasket...........................................................1
03040-209 Washer ..................................................................4
03040-210 Cap screw, 1/4-28 x 1.000 ...................................4
03040-211 Front panel gasket.................................................1
03040-212 Elbow, 1/8".............................................................1
03040-213 Oil sight glass ........................................................1
03040-214 Cover .....................................................................1
03040-215 Motor bracket.........................................................1
03040-216 Shakeproof washer, No.8 ......................................4
03040-217 Phil rd hd screw, 8-32 x .312 .................................4
03040-218 Oil filler cap (optional) ............................................1
03040-219 Cover (optional) .....................................................1
03040-220 through 249 ...................................................Not Used
50 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 4of 5)
Woodward 51

03040-250 Retainer .................................................................1
03040-251 Friction drive cover ................................................1
03040-252 Friction drive spring ...............................................1
03040-253 Elastic stop nut, .250-28 ........................................1
03040-254 Friction drive spring ...............................................1
03040-255 Friction drive case..................................................1
03040-256 Drive plate..............................................................1
03040-257 Roll pin, .094 dia. x.500 .........................................1
03040-258 Needle bearing ......................................................1
03040-259 Needle bearing ......................................................1
03040-260 Needle bearing ......................................................1
03040-261 Horiz. synch. adj. gear ...........................................1
03040-262 Taper pin, 6/0.........................................................1
03040-263 Needle bearing ......................................................1
03040-264 Synch. adj. shaft ....................................................1
03040-265 Lock washer, No.10...............................................8
03040-266 Socket hd screw 10-32 x 5/8" ................................8
03040-267 Synchronizer indicator shaft ..................................1
03040-268 Spring clip ..............................................................1
03040-269 Synchronizer indicator gear ...................................1
03040-270 Indicator pointer .....................................................2
03040-271 Set screw ...............................................................4
03040-272 Knob ......................................................................1
03040-273 Plug........................................................................1
03040-274 Dial plate................................................................1
03040-275 Knob ......................................................................1
03040-276 Taper pin, 6/0 x .750..............................................3
03040-277 Shaft ......................................................................1
03040-278 Idler shaft gear assembly ......................................1
03040-279 Straight pin.............................................................1
03040-280 Oil seal...................................................................1
03040-281 Knob ......................................................................1
03040-282 Load limit comp. spring..........................................1
03040-283 Washer, .365 OD...................................................1
03040-284 Preformed Packing Ring, .239 ID x.070 ................1
03040-285 Bushing included in item 209.................................1
03040-286 Bushing included in item 209.................................1
03040-287 Oil seal...................................................................1
03040-288 Knob ......................................................................1
03040-289 Roll pin, .094 dia. x.500 .........................................1
03040-290 Speed droop collar.................................................1
03040-291 Load limit speed droop spring ...............................1
03040-292 Oil seal...................................................................1
03040-293 Phillips hd screw, 8-32 x 3/81, ...............................6
03040-294 Set screw 6-32.......................................................1
03040-295 Cover-friction .........................................................1
03040-296 Friction disc............................................................1
03040-297 Washer.750 OD.....................................................1
03040-298 Friction washer spring............................................1
03040-299 Screw-speed adjust ...............................................1
52 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 5of 5)
Woodward 53
54 Woodward
Chapter 7
Auxiliary Equipment
Introduction
A number of optional auxiliary features and devices are available for use with
the UG Dial Governor. These devices permit the governor to perform other
secondary functions such as fuel limiting, low lube oil pressure shutdown, or
effect a shutdown through an electrical solenoid. Auxiliary equipment should be
supplied as original equipment on the governor. It Is recommended that the
customer contact Woodward if field installations are desired.
The following paragraphs provide a brief description of the auxiliary equipment

available and list the manuals where detailed information may be obtained.
Synchronizer Motor and Solenoid Shutdown

Early models of the synchronizer (speed setting) motor use an ac-dc Bodine
motor, externally mounted, and available in any of the following voltages: 12,
24, 32, 48, 64, 115, 125, 230, and 250. Late models use a PM (permanent
magnet) motor using a 115 Vac, or 24 and 32 Vdc, internally mounted.
Figure 7-1 shows a UG cover equipped with solenoid shutdown. It also shows
the synchronizer (speed setting) motor as used on the UG Dial governor.
Figure 7-1. UG Cover with Bodine Motor and Shutdown Solenoid
Two models of the shutdown solenoid are available. One provides shutdown
when energized, and the other when de-energized. Each can be equipped with or
without latch. See manual 03013 for set-up procedures and parts breakdown.
Woodward 55
! WARNING
The synchronizer (speed setting) motor is available separately or with the

solenoid shutdown. It provides the ability to remotely control the governor's
speed setting. Thus, alternator frequencies can be matched or, when operating in
droop mode, load distribution may be changed as required, remotely. Refer to
manual 03505 for the parts reference and lubrication guide.
Figure 7-2 shows the method for installing the cover (267) when equipped with a
motor. Turn the synchronizer knob to align the clutch with the motor's shaft as
the cover is lowered into position.
Figure 7-2. Installing Cover with Bodine Synchronizer Motor
56 Woodward
Figure 7-3 shows the completed UG8 Dial governor equipped with a Bodine
synchronizer motor.
Figure 7-3. UG8 Dial Governor Equipped with Bodine Synchronizer Motor
PM Synchronizer Motor with Housing

Figure 7-4 shows a UG8 Dial governor with a permanent magnet synchronizer
motor (speed setting motor) and a shutdown solenoid, enclosed in a
weatherproof housing.
At rest, the permanent magnet motor acts as a brake to resist speed changes due
to vibrations.
The weatherproof housing for the PM synchronizer motor can also be equipped
with a shutdown solenoid. There are several supply voltages available for the
solenoid. Contact Woodward for additional information. A conduit connection
and a pin-type connector are also available.
Figure 7-4. Top View of Weatherproof Housing with PM Synchronizer Motor

and Shutdown Solenoid
Woodward 57
Figure 7-5 shows the UG8 governor with PM motor and weatherproof housing.
Figure 7-5. UG8 Governor with PM Motor, Shutdown Weatherproof Housing
An explosion-proof housing (UL listed) is also available for use in hazardous

areas. The housing is equipped with a 24 Vdc permanent magnet motor and, as
an option, a 24 Vdc shutdown solenoid (energize-to-shutdown type only).
Low Lube Oil Pressure Shutdown

Figure 7-6 shows a low lube oil pressure shutdown. This device stops the prime
mover when engine oil pressure falls below a safe level. There is no additional
external linkage required.
For more information and parts illustration, see manual 03016.
58 Woodward
Figure 7-6. Low Lube Oil Pressure Shutdown
! WARNING
Any failure that would cause the governor to be inoperative would
also cause the shutdown solenoid to be Inoperative.
Magnetic Speed Pickup

The magnetic speed pickup monitors governor speed without having to provide
an additional drive pad on the engine. Figure 7-7 shows the assembly on a UG
governor.
For more information, see manual 36052.
Figure 7-7. Magnetic Speed Pickup
! WARNING
Woodward 59
Micro Switches and Wiring Harness

Micro switches are mounted on the synchronizer indicator shaft as shown in
Figures 7-8 and 7-9. Also shown are the wiring connections and terminal strip.
Figure 7-8. Micro Switches and Wiring Figure 7-9. Wiring Harness on Cover
The micro switches are used in one of two ways.
1. They energize a light which indicates the motor has reached its minimum or
maximum speed-setting position.
2. Instead of energizing a light, they may be used to shut off the electric motor
after reaching the minimum or the maximum speed-setting position.
When used to shut off the electric motor, micro switches also protect the
synchronizer (speed setting) motor should the operator run the speed adjustment
to its limit.
The external wiring to the governor is not provided by Woodward and should be
wired into the connector for the particular application as required.
60 Woodward
Chapter 8
Service Options
Product Service Options

The following are the factory options available for the service of Woodward
equipment under Woodwards standard Product and Service Warranty (25222),
in effect at the time the product is sold from Woodward or the service is
performed:
Replacement/Exchange (24-hour service)
Flat Rate Repair
Flat Rate Remanufacture
If you are experiencing problems with installation or unsatisfactory performance

of an installed system, the following options are available:
Consult the troubleshooting guide in the manual.
Contact Woodward technical assistance (see How to Contact Woodward
later in this chapter) and discuss your problem. In most cases, your problem
can be resolved over the phone. If not, you can select which course of action
you wish to pursue based on the available services listed in this section.
Replacement/Exchange
Replacement/Exchange is a premium program designed for the user who is in
need of immediate service. It allows you to request and receive a like-new
replacement unit in minimum time (usually within 24 hours of the request),
providing a suitable unit is available at the time of the request, thereby
minimizing costly downtime. This is also a Flat Rate structured program and
includes the full standard Woodward product warranty, pursuant to Woodwards
Product and Service Warranty (25222).
This option allows you to call in advance of a scheduled outage or an unexpected

outage and request a replacement control unit. If the unit is available at the time
of the call, it can usually be shipped out within 24 hours. You replace your field
control unit with the like-new replacement and return the field unit to the
Woodward facility as explained later in this chapter.
Charges for the Replacement/Exchange service are based on a flat rate plus
shipping expenses. You are invoiced the flat rate replacement/exchange charge
plus a core charge at the time the replacement unit is shipped. If the core (field
unit) is returned to Woodward within 60 days, Woodward will issue a credit for
the core charge. [The core charge is the average difference between the flat rate
replacement/exchange charge and the current list price of a new unit.]
Woodward 61
Return Shipment Authorization Label. To ensure prompt receipt of the core,
and avoid additional charges, the package must be properly marked. A return
authorization label is included with every Replacement/Exchange unit that
leaves Woodward. The core should be repackaged and the return authorization
label affixed to the outside of the package. Without the authorization label,
receipt of the returned core could be delayed and cause additional charges to be
applied.
Flat Rate Repair

Flat Rate Repair is available for the majority of standard products in the field.
This program offers you repair service for your products with the advantage of
knowing in advance what the cost will be. All repair work carries the standard
Woodward service warranty, pursuant to Woodwards Product and Service
Warranty (25222) on replaced parts and labor.

Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the
exception that the unit will be returned to you in like new condition and carry
with it the full standard Woodward product warranty, pursuant to Woodwards
Product and Service Warranty (25222). This option is applicable to mechanical
products only.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned to Woodward
for repair, please contact Woodward in advance to obtain a Return Authorization
Number. When shipping the item(s), attach a tag with the following information:
name and location where the control is installed;
name and phone number of contact person;
complete Woodward part number(s) and serial number(s);
description of the problem;
instructions describing the desired type of repair.
! CAUTION
To prevent damage to electronic components caused by improper
handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
62 Woodward
Packing a Control
Use the following materials when returning a complete control:
protective caps on any connectors;
antistatic protective bags on all electronic modules;
packing materials that will not damage the surface of the unit;
at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
a packing carton with double walls;
a strong tape around the outside of the carton for increased strength.
Return Authorization Number

When returning equipment to Woodward, please telephone and ask for the
Customer Service Department [(1)(800) 523-2831 in North America or
(1)(970) 482-5811]. They will help expedite the processing of your order
through our distributors or local service facility. To expedite the repair process,
contact Woodward in advance to obtain a Return Authorization Number, and
arrange for issue of a purchase order for the item(s) to be repaired. No work can
be started until a purchase order is received.
NOTE
We highly recommend you make arrangement in advance for return
shipments. Contact a Woodward customer service representative at
(1)(800) 523-2831 in North America or (1)(970) 482-5811 for
instructions and for a Return Authorization Number.
Replacement Parts
When ordering replacement parts for controls, include the following
information:
the part number(s) (XXXX-XXX) that is on the enclosure nameplate;
the unit serial number, which is also on the nameplate.
How to Contact Woodward

In North America use the following address when shipping or corresponding:
Woodward Governor Company
PO Box 1519
1000 East Drake Rd
Fort Collins CO 80522-1519, USA
TELEPHONE: (1)(970) 482-5811 (24 hours a day)

TOLL-FREE PHONE (in North America): (1)(800) 523-2831
FAX: (1)(970) 498-3058
Woodward 63
For assistance outside North America, call one of the following international
Woodward facilities to obtain the address and phone number of the facility
nearest your location where you will be able to get information and service.
FACILITY PHONE NUMBER

Australia (61)(2) 9758 2322
India (91)(129) 230419
Japan (81)(476) 93-4661
The Netherlands (31)(23) 56 61111
You can also contact the Woodward Customer Service Department or consult
our worldwide directory on Woodwards Internet website
(http://www.woodward.com) for the name of your nearest Woodward
distributor or service facility:
Additional Aftermarket Product Support Services

Woodward Aftermarket Services offers the following after-sale support for all
Woodward products:
Customer Training
Technical Assistance
Field Service
Specialized Services
Customer Training is offered at our facility in Loveland, Colorado, or at your

site. This training, conducted by experienced trainers, will assure that customer
personnel will be able to maintain system reliability and availability. For
information concerning training available, call the number above and ask for
customer training.
Technical Assistance is available using the Woodward toll-free number. The

Aftermarket application engineering group is available to assist customers with
technical questions or problem solving during normal business hours or as
emergency support 24 hours a day. This group can also provide engineering
support for changes or enhancements after the commissioning of your system.
For technical engineering assistance, call the number above and ask for technical
assistance.
64 Woodward
Field Service engineers are dispatched from the Woodward facility in Colorado,
or from one of many regional or worldwide offices located near the customer to
provide prompt response. Woodward field engineers are experienced and are
continually updated on all Woodward products as well as much of the non-
Woodward equipment they interface with. The field engineers ensure that all
documentation is updated, and all field engineers are well informed as to new
problems which might arise. Woodward field service engineers are on-call 24
hours a day. Call the number above and ask for field service.
Specialized Services can be tailored to your specific needs. These services can
be based on a particular aspect of a single service or a combination of services
and are covered under one low-cost service contract. A contract may be for
regularly scheduled training courses or possibly to have a field engineer visit
your site at pre-determined intervals to provide a system analysis, verify proper
operation, and make recommendations for maintenance improvements,
enhancements, or other needs. These contracts are usually custom-designed and
structured to allow ultimate flexibility, thereby allowing you to plan and budget
more accurately. For more details, contact the Woodward sales representative, or
call the number above and ask for sales support to discuss specific needs.
Woodward 65
If you need to telephone for technical assistance, you will need to provide the following information.
Please write it down here before phoning:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Engine/Turbine Model Number
Manufacturer
Number of Cylinders (if applicable)
Type of Fuel (gas, gaseous, steam, etc)
Rating
Application
Governor Information
Please list all Woodward governors, actuators, and electronic controls in your system:
Woodward Part Number and Revision Letter
Control Description or Governor Type
Serial Number
Serial Number
Serial Number
If you have an electronic or programmable control, please have the adjustment setting positions or
the menu settings written down and with you at the time of the call.
66 Woodward
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Attention: Technical Publications
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Woodward Governor Company/Industrial Controls

PO Box 1519, Fort Collins CO 80522-1519, USA
1000 East Drake Road, Fort Collins CO 80525, USA
Phone (1)(970) 482-5811 Fax (1)(970) 498-3058
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00/9/F
03013T
Shutdown Solenoid
for
UG Governor
Installation and Operation Manual
Manual 03013T
WARNING
Read this entire manual and all other publications pertaining to the work to
be performed before installing, operating, or servicing this equipment.
Practice all plant and safety instructions and precautions. Failure to follow
instructions can cause personal injury and/or property damage.
The engine, turbine, or other type of prime mover should be equipped with
an overspeed (overtemperature, or overpressure, where applicable)
shutdown device(s), that operates totally independently of the prime mover
control device(s) to protect against runaway or damage to the engine,
turbine, or other type of prime mover with possible personal injury or loss of
life should the mechanical-hydraulic governor(s) or electric control(s), the
actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the
controlled device(s) fail.
WARNING
This shutdown solenoid must not be used for overspeed shutdown because
overspeed could be caused by failure of the governor system. The
shutdown could be made inoperable by the same governor failure which
caused the overspeed. Engine overspeed can cause property damage,
personal injury, and death. Use the shutdown only for protection from low
oil pressure, high oil pressure, water temperature, or other system
protection.
IMPORTANT DEFINITIONS
WARNINGindicates a potentially hazardous situation which, if not
avoided, could result in death or serious injury.
CAUTIONindicates a potentially hazardous situation which, if not

avoided, could result in damage to equipment.
NOTEprovides other helpful information that does not fall under the
warning or caution categories.
RevisionsText changes are indicated by a black line alongside the text.
Woodward 1985
All Rights Reserved
Manual 03013 Shutdown Solenoid for UG Governor
Contents
CHAPTER 1. OPERATION AND ADJUSTMENT ................................................. 1

Description..............................................................................................................1
Operation................................................................................................................2
De-energize to Shut Down Model ..................................................................2
Energize to Shut Down Model ........................................................................2
AdjustmentsInstallation.......................................................................................3
De-Energize to Shut Down Model ..................................................................3
Vibration-Resistant De-Energize to Shut Down Model ..................................4
Energize to Shut Down Model ........................................................................6
Vibration-Resistant Energize to Shut Down Model, without Latch .................7
Solenoid Suppression Diodes ................................................................................8
CHAPTER 2. PARTS LISTS ........................................................................... 9
Parts Information ....................................................................................................9
CHAPTER 3. SERVICE OPTIONS ................................................................. 17
Product Service Options.......................................................................................17
Replacement/Exchange ...............................................................................17
Flat Rate Repair............................................................................................18
Flat Rate Remanufacture .............................................................................18
Returning Equipment for Repair...........................................................................18
Packing a Control .........................................................................................19
Return Authorization Number .......................................................................19
Replacement Parts ...............................................................................................19
How to Contact Woodward...................................................................................20
Engineering Services ...........................................................................................20
Technical Assistance............................................................................................22
Illustrations and Tables
Figure 1. De-Energize to Shut Down Models.........................................................3

Figure 2. Vibration-Resistant De-energize to Shut Down ......................................4
Figure 3. Energize to Shut Down Models...............................................................6
Figure 4. Vibration-Resistant Energize to Shut Down, without Latch ....................7
Figure 5. Solenoid Suppression Diode...................................................................8
Figure 6. Cover Assembly (with speed setting motor) .........................................10
Figure 6a. PM Motor Assembly (see manual 03035)...........................................11
Figure 7. Energize to Shut Down with Latch ........................................................12
Figure 8. De-Energize to Shut Down with Latch ..................................................13
Figure 9. Vibration Resistant Energize to Shut Down, without Latch ..................14
Figure 10. Vibration Resistant De-energize to Shut Down, with Latch ................15
Woodward i
Shutdown Solenoid for UG Governor Manual 03013
ii Woodward
Chapter 1.
Operation and Adjustment
Description
A shutdown solenoid is available for use on dial type UG8, UG32, and UG40
governors. Two basic models are available. One will cause shutdown when
energized, and the other will cause shutdown when de-energized.
Vibration-resistant models are available for both styles.
The energize and de-energize models are available with a latch that requires
manual resetting for restarting the engine. Vibration-resistant models are not built
with the latching feature.
WARNING
The shutdown solenoid must not be used as an overspeed protection
device. Overspeed protection must come from a unit entirely separate
from the UG governor. Failure of a governor or governor-related part
of the system control can cause a life- or engine-threatening
overspeed condition. In these cases, it is possible that the shutdown
solenoid could not stop the runaway condition.
If voltage is available, the engine may be started without manual reset of the
solenoid if the solenoid with latch is of the energize-to-run type.
All shutdown solenoids move the load-limit strap down to effect shutdown.
The solenoid can be supplied with various coils to accommodate the more
common dc voltages. If operation on ac is desired, rectifiers can be incorporated
in the cover assembly to rectify either 110 or 220 volts to dc. In addition, other ac
voltages can be adapted on special order.
The special governor cover, required for mounting the unit, is available with or
without accommodations for a speed-adjusting motor.
Woodward 1
Operation
De-energize to Shut Down Model

The de-energize to shut down models shown in Figures 1 and 2 will shut the
engine down on loss of current to the solenoid. The solenoid plunger moves up to
allow the engine to run. To start an engine when no current is available, lift the
solenoid plunger manually by means of the shutdown-latch knob (see Figure 1).
As it approaches the top of its stroke, the lock pin may be pressed in to latch the
shutdown-latch knob just below its upper position. This permits starting and
running the engine. Operating with the latch pin holding the solenoid at the top
of its stroke eliminates the possibility of using the solenoid to shut down the
engine.
When current is applied to the solenoid, it will move to its full upward position,
unloading the lock pin, which is moved outward by the circular latch spring.
With loss of current, the load spring will cause the solenoid plunger to move
down, lifting the governor pilot valve and closing off fuel.
WARNING
During start-up, if for any reason the solenoid has no current and the
lock-in is latched, the solenoid will be inoperative. This will eliminate
any safety systems which may use the solenoid to shut down the
engine.
A de-energize to shut down model can be supplied without the latching feature,
generally for operation in automatic plants. The vibration-resistant de-energize to
shut down model is available only in non-latching design. The non-latching
solenoids present an energize to run limitation on the engine, a condition which
is required in many plants.
Energize to Shut Down Model

The energize to shut down model shown in Figures 3 and 4 will shut the engine
down as current is applied (even momentarily in the case of the latching model).
The solenoid plunger moves downward through a tapered plunger stop, which
contains seven spring-loaded steel balls. The binding action of the steel balls
against the shutdown rod prevents the solenoid from returning. To restart the
engine, return the plunger to its original position by pressing the reset button,
which forces the steel balls away from the plunger and allows the spring force to
push the load-limit strap and the solenoid plunger to the uppermost positions.
The energize to shut down system is available in non-latching designs for both
the regular and the vibration-resistant models. The vibration-resistant model is
not available in the latching mode.
The non-latching model requires a shutdown current to the solenoid until

shutdown is complete.
2 Woodward
AdjustmentsInstallation
Solenoid shutdown devices supplied on governors as original equipment are
adjusted at the factory. It will be necessary to make the following adjustments on
units which are to be installed on governors already in service.
CAUTION
When assembling or adjusting a shutdown solenoid, ALWAYS
remove the cover and do the work away from the governor. IF ANY
PART OF THE SOLENOID DEVICE SHOULD DROP INTO THE
GOVERNOR, IT WILL REQUIRE EXTENSIVE DISASSEMBLY OF THE
GOVERNOR.
Figure 1. De-Energize to Shut Down Models
De-Energize to Shut Down Model

1. Position the shutdown rod assembly in the solenoid plunger with the end of
the plunger friction screw 3 mm (1/8 inch) inside the solenoid plunger nose
as shown in Figure 1. This adjustment is necessary only when the shutdown
device has been disassembled for cleaning or replacing parts. New
assemblies sent from the factory will have this adjustment completed.
2. Loosen the lock nut and, with the solenoid de-energized, turn the solenoid
plunger guide clockwise until it is tight against the plunger. The plunger
should now be seated against the governor cover. Back off the solenoid
plunger guide 3 to 4 turns and tighten the lock nut.
Woodward 3
3. Attach the cover assembly (including the shutdown device) to the governor
case.
4. Remove the set screw from the hole in the rod extension. With the engine
running and the governor in operation and controlling the speed, de-energize
the solenoid and use a screwdriver to turn the shutdown rod assembly
clockwise until the governor just starts to shut down, then screw the
shutdown rod down one additional turn.
Steps 5, 6, and 7 pertain to the latching model. Skip to step 8 if adjusting a

non-latching model.
5. De-energize the solenoid. Lift the shutdown latch knob and press in the latch
pin so the pin remains engaged when the knob is released.
6. With a screwdriver in the slot of the shutdown rod to prevent it from turning,
screw the rod extension clockwise until the solenoid plunger is pulled up
against the solenoid plunger guide.
7. Energize the solenoid. Back off the rod extension until the latch pin releases.
Then back off 1/4 turn more. Lock in place with the 10-32 set screw.
8. Check for normal operation with the solenoid energized and for shutdown
when the solenoid is de-energized. Check the latching device to verify that it
will latch up to allow starting and unlatch when the solenoid is energized.
Vibration-Resistant De-Energize to Shut Down Model
Figure 2. Vibration-Resistant De-energize to Shut Down
4 Woodward
1. Install the shutdown solenoid in the cover with the Plunger Guide Assembly
slightly below the surface of the inside of the cover. Thread the adjusting nut
onto the solenoid plunger rod as far as it will go. DO NOT LOCK WITH
THE ROLL PIN AT THIS TIME.
2. Turn the solenoid plunger guide down until the rod just moves a little farther
out of the bottom of the solenoid assembly. Then back off the plunger guide
four full turns and lock with the lock nut.
3. With the engine running and the governor controlling engine speed, place the
cover and gasket on the governor. If the engine does not shut down, remove
the cover, screw the adjusting nut out one full turn, and replace the cover
assembly on the governor.
4. Continue this procedure until the engine shuts down when then the cover is
placed on the governor.
CAUTION
Completely remove the cover from the governor and make the
adjustments in the adjusting nut away from the governor to prevent
accidentally dropping the adjusting nut into the operating governor.
Extensive damage to the governor can occur should the nut drop off
the end of the shaft. Should the adjusting nut thread out more than 5
turns before causing shutdown, loosen the set screw and thread the
entire shutdown solenoid farther into the governor cover, then start
the adjusting nut setting again.
5. When the governor shuts the engine down when the cover is placed on the
governor, remove the cover a final time and thread the adjusting nut until the
roll pin can be pressed into the shaft, locking the adjusting nut into place. Do
not risk dropping the roll pin into the governor while making this final
installation.
6. Complete the wiring to the plug on the cover and check that the application
of the required voltage causes the plunger to retract.
7. Install the cover-solenoid assembly onto the governor and check that the
engine shuts down when the solenoid is de-energized, and that the engine can
start and run with the solenoid energized. Check for normal operation with
the solenoid de-energized, making sure that the governor is not sluggish in
adding fuel to pick up load.
If the governor is sluggish in adding fuel to pick up load, check for

excessive drag in the movement of the solenoid plunger, a misaligned
shutdown rod, a bent plunger guide, or solidified preservative lubricant on
any of the moving parts.
Woodward 5
Energize to Shut Down Model
1. Position the shutdown rod assembly in the solenoid plunger with the end of
the plunger friction screw 3 mm (1/8 inch) inside the plunger nose as shown
in Figure 2. This adjustment is necessary only when the shutdown device has
been disassembled for cleaning or replacing parts. New assemblies from the
factory will have this adjustment completed.
2. Attach the cover assembly (including the shutdown device) to the governor
case.
3. Unscrew the knurled reset button retainer and remove the reset button and
spring. Loosen the lock nut. Turn the plunger stop down until the solenoid
plunger is tight against the solenoid plunger guide. Back off 3 to 4 turns.
Tighten the lock nut.
4. With the governor in operation and controlling engine speed, energize the
solenoid and turn the slotted shutdown rod clockwise until shutdown occurs.
Turn clockwise one more turn past the point of shutdown, and install the
spring, reset button, and reset button retainer.
5. Check for normal operation with the solenoid de-energized, making sure that
the governor is not sluggish in adding fuel to pick up load.
6. Energize the solenoid. After shutdown, check to see that the governor
remains inoperative until the latch is released by pressing the reset button.
Recheck for normal operation.
Figure 3. Energize to Shut Down Models
6 Woodward
The energize to shut down model without the latching feature is adjusted in the
following manner: Remove the plunger stop plug and, with the unit running,
energize the solenoid. With the governor in operation and controlling speed, turn
the slotted shutdown rod clockwise until shutdown occurs. Turn clockwise one
more turn past the point of shutdown. Replace the plunger stop plug and screw it
down until the solenoid plunger is tight against the solenoid plunger guide. Back
off 3 to 4 turns on UG5.7, UG8, and UG12.8 governors or 4 turns on UG32 or
UG40 governors. Lock in place with the lock nut. Make the final check as
described in steps 5 and 6 above.
Vibration-Resistant Energize to Shut Down Model,

without Latch
Figure 4. Vibration-Resistant Energize to Shut Down, without Latch
1. With the governor controlling and the governor cover removed: Loosen the
locknut. Turn the plunger stop all the way in to immobilize the plunger, and
run the adjusting nut all the way in to secure a starting position.
2. Install the cover and gasket on the governor.
CAUTION
Completely remove the cover from the governor and make the
adjustments in the adjusting nut away from the governor to prevent
accidentally dropping the adjusting nut into the operating governor.
Extensive damage to the governor can occur should the nut drop off
the end of the shaft. Should the adjusting nut thread out more than 5
turns before causing shutdown, loosen the set screw and thread the
entire shutdown solenoid farther into the governor cover, then start
the adjusting nut setting again.
Woodward 7
3. With the engine running and the governor controlling engine speed, place the
cover and gasket on the governor. If the engine does not shut down, remove
the cover, screw the adjusting nut out one full turn, and replace the cover
assembly on the governor.
4. Continue this procedure until the engine shuts down when then the cover is
placed on the governor.
5. When the governor shuts the engine down when the cover is placed on the
governor, remove the cover a final time and thread the adjusting nut until the
roll pin can be pressed into the shaft, locking the adjusting nut into place. Do
not risk dropping the roll pin into the governor while making this final
installation.
6. Back out the plunger stop four turns and lock in place with the lock nut.
7. Complete the wiring to the plug on the cover and check that the application
of the required voltage causes the plunger to extend from the solenoid.
8. Install the cover-solenoid assembly onto the governor and check that the
engine shuts down when the solenoid is energized, and that the engine can
start and run with the solenoid de-energized. Check for normal operation
with the solenoid energized, making sure that the governor is not sluggish in
adding fuel to pick up load. If the governor is sluggish in adding fuel to pick
up load, check for excessive drag in the movement of the solenoid plunger, a
misaligned shutdown rod, a bent plunger guide, or solidified preservative
lubricant on any of the moving parts.
Solenoid Suppression Diodes

Solenoid coils used by Woodward, whether operated on ac or dc, have two
diodes wired in the circuit as shown in Figure 5.
Diodes rectify ac to supply dc to the solenoid coils and also to provide shock
hazard protection when used on ac when the ac is disconnected at the peak of a
cycle (counter EMF is generated when the power is removed from the coil).
The diodes should be used on dc power solenoid coils because of the counter
EMF.
NOTE
Open or shorted diodes impair operation of the shutdown solenoid.
Figure 5. Solenoid Suppression Diode
8 Woodward
Chapter 2.
Parts Lists
Parts Information
1. Governor serial number and part number shown on the nameplate.
2. Manual number (this is manual 03013).
3. Part reference number and part name from parts list.
CAUTION
Damage may result if any parts are allowed to drop into the governor.
Use extreme caution when working on the shutdown solenoid. Any
part that should drop into the governor must be retrieved before
attempting to operate the governor.
Ref. Part Description Quantity Ref. Part Description Quantity
03013-1 Cable Clamp 1 03013-41 1/16 Pipe Plug 1

03013-2 Plug 1 03013-42 Jam Nut 1
03013-3 Screw, 4-40 x 5/16" Fil Hd 4 03013-43 Solenoid Plunger Guide 1
03013-4 Receptacle 1 03013-44 Shutdown Rod 1
03013-5 Cover 1 03013-45 Solenoid Case 1
03013-6 Set Screw, 10-32 x 1/4" 1 03013-46 Solenoid Plunger Guide 1
03013-7 Screw, 10-32 x 3/4" Fil Hd 4 03013-50 Ball Loading Spring 1
03013-8 Split Lock Washer, No. 10 4 03013-51 Washer 1
03013-9 Grommet 1 03013-52 Latch Spring 1
03013-10 Motor Seal Spring 1 03013-53 Shutdown Push Button 1
03013-11 Oil Cup 1 03013-54 Push button Retainer 1
03013-12 Bodine Motor 1 03013-55 Plunger Stop Plug 1
03013-13 Solenoid Case 1 03013-56 O Ring 2
03013-14 Load Spring 1 03013-57 Adjusting Screw 1
03013-15 Insulating Paper 1 03013-58 Snap Ring 1
03013-16 Solenoid Coil 1 03013-59 Shutdown Rod 1
03013-17 Parallel Connector 2 03013-60 Solenoid Plunger 1
03013-18 Wire, White Flamenol O.D. AR 03013-61 Soldering Shield Washer 2
03013-19 Wire Strap, 2 Wires 2 03013-62 Varnished Tubing 3/16" long 2
03013-20 Screw, Fil Hd 8-32 x 1/4" 2 03013-63 Shutdown Rod 1
03013-21 Clear Tubing 3/4" Long 2 03013-64 Latch Rod 1
03013-22 Air Gap Washer 1 03013-65 Snap Ring 1
03013-23 Solenoid Plunger 1 03013-66 Washer Assembly 1
03013-24 Solenoid Plunger Locking Pin 1 03013-67 Ball 7
03013-25 Not Used 03013-68 Bushing, Ball Release 1
03013-26 Solenoid Plunger Guide 1 03013-69 Plunger Stop 1
03013-27 Shutdown Spring 1 03013-70 Diodes (Figure 4) 2
03013-28 Washer, Shutdown Spring Ret. 1 (not shown in parts breakdown)
03013-29 Roll Pin, 1/16" x 1/4" 1 03013-71 Plunger Stop Assembly 1
03013-30 Plunger Friction Screw 1 03013-72 O-Ring, .739" ID x .070" 1
03013-31 Shutdown Rod 1 03013-73 Washer, .875" x 1.125"
03013-32 Roll Pin 1 x .047" 1
03013-33 Plunger Guide Bushing 2 03013-74 Plunger Assembly 1
03013-34 Solenoid Plunger Guide 1 03013-75 Roll Pin, .062" Dia. x
03013-35 Latch Spring 1 .312", S.S. 1
03013-36 Snap Ring 1 03013-76 Solenoid Coil Assembly 1
03013-37 Shutdown Latch Knob 1 03013-77 Solenoid Plunger Guide Assm. 1
03013-38 Lock Pin 1 03013-78 Adjusting Nut 1
03013-39 Rod Extension 1 03013-79 Not Used
03013-40 Lock Wire AR 03013-80 Not Used
Woodward 9
Ref. Part Description Quantity Ref. Part Description Quantity
03013-81 Socket Plug 1 03013-128 Cable Assembly 1

03013-82 Lock Nut 1 03013-129 Motor Gasket 1
03013-83 Solenoid Plunger Guide 1 03013-130 Motor 1
03013-87 Coil Assembly 1 03013-131 Lock Washer, No. 6 4
03013-85 Plunger Guide Assembly 1 03013-132 Cap Screw, 0.312-18 x 0.875 4
03013-86 Wire Splice 2 03013-133 Resistor Assembly 2
03013-87 Solenoid Nut 1 03013-134 Shakeproof Washer #4 2
03013-88 Solenoid Washer 1 03013-135 Soc. Hd. Screw, 4-40 x 0.750 2
03013-89 Plunger Assembly 1 03013-136 Gasket 1
03013-90 Roll Pin 2 03013-137 Cover 1
03013-91 Spring 1 03013-138 Oil Cup 1
03013-92 Spring Seat Washer 2 03013-139 Screw 4
03013-93 Adjusting Nut 1 03013-140 Screw, 10 4
03013-121 Motor Housing 1 03013-141 Pressure Pad 1
03013-122 Soc. Hd. Cap Screw, 10-32 8 03013-142 Printed Circuit Board 1
03013-123 Lock Washer, #10 8 03013-143 Housing Gasket 1
03013-124 Cable Assembly 1 03013-144 Cable Assembly 1
03013-125 Potting Stop 1 03013-145 Grommet 2
03013-126 Wire Protector Bushing 2 03013-146 Plug 1
03013-127 Potting Stop 1 03013-147 Wiring Harness 1
Figure 6. Cover Assembly (with speed setting motor)
10 Woodward
Figure 6a. PM Motor Assembly (see manual 03035)
Woodward 11
Figure 7. Energize to Shut Down with Latch
12 Woodward
Figure 8. De-Energize to Shut Down with Latch
Woodward 13
Figure 9. Vibration Resistant Energize to Shut Down, without Latch
14 Woodward
Figure 10. Vibration Resistant De-energize to Shut Down, with Latch
Woodward 15
16 Woodward
Chapter 3.
Service Options
Product Service Options

The following factory options are available for servicing Woodward equipment,
based on the standard Woodward Product and Service Warranty (5-01-1205) that
is in effect at the time the product is purchased from Woodward or the service is
performed:
Replacement/Exchange (24-hour service)
Flat Rate Repair
If you are experiencing problems with installation or unsatisfactory performance

of an installed system, the following options are available:
Consult the troubleshooting guide in the manual.
Contact Woodward technical assistance (see How to Contact Woodward
later in this chapter) and discuss your problem. In most cases, your problem
can be resolved over the phone. If not, you can select which course of action
you wish to pursue based on the available services listed in this section.
Replacement/Exchange
Replacement/Exchange is a premium program designed for the user who is in
need of immediate service. It allows you to request and receive a like-new
replacement unit in minimum time (usually within 24 hours of the request),
providing a suitable unit is available at the time of the request, thereby
minimizing costly downtime. This is also a flat rate structured program and
includes the full standard Woodward product warranty (Woodward Product and
Service Warranty 5-01-1205).
This option allows you to call in the event of an unexpected outage, or in

advance of a scheduled outage, to request a replacement control unit. If the unit is
available at the time of the call, it can usually be shipped out within 24 hours.
You replace your field control unit with the like-new replacement and return the
field unit to the Woodward facility as explained below (see Returning
Equipment for Repair later in this chapter).
Charges for the Replacement/Exchange service are based on a flat rate plus
shipping expenses. You are invoiced the flat rate replacement/exchange charge
plus a core charge at the time the replacement unit is shipped. If the core (field
unit) is returned to Woodward within 60 days, Woodward will issue a credit for
the core charge. [The core charge is the average difference between the flat rate
replacement/exchange charge and the current list price of a new unit.]
Woodward 17
Return Shipment Authorization Label. To ensure prompt receipt of the core,
and avoid additional charges, the package must be properly marked. A return
authorization label is included with every Replacement/Exchange unit that leaves
Woodward. The core should be repackaged and the return authorization label
affixed to the outside of the package. Without the authorization label, receipt of
the returned core could be delayed and cause additional charges to be applied.
Flat Rate Repair

Flat Rate Repair is available for the majority of standard products in the field.
This program offers you repair service for your products with the advantage of
knowing in advance what the cost will be. All repair work carries the standard
Woodward service warranty (Woodward Product and Service Warranty 5-01-
1205) on replaced parts and labor.

Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the
exception that the unit will be returned to you in like-new condition and carry
with it the full standard Woodward product warranty (Woodward Product and
Service Warranty 5-01-1205). This option is applicable to mechanical products
only.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned to Woodward
for repair, please contact Woodward in advance to obtain a Return Authorization
Number. When shipping the item(s), attach a tag with the following information:
name and location where the control is installed;
name and phone number of contact person;
complete Woodward part number(s) and serial number(s);
description of the problem;
instructions describing the desired type of repair.
CAUTION
To prevent damage to electronic components caused by improper
handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
18 Woodward
Packing a Control
Use the following materials when returning a complete control:
protective caps on any connectors;
antistatic protective bags on all electronic modules;
packing materials that will not damage the surface of the unit;
at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
a packing carton with double walls;
a strong tape around the outside of the carton for increased strength.
Return Authorization Number

When returning equipment to Woodward, please telephone and ask for the
Customer Service Department [1 (800) 523-2831 in North America or
+1 (970) 482-5811]. They will help expedite the processing of your order
through our distributors or local service facility. To expedite the repair process,
contact Woodward in advance to obtain a Return Authorization Number, and
arrange for issue of a purchase order for the item(s) to be repaired. No work can
be started until a purchase order is received.
NOTE
We highly recommend that you make arrangement in advance for
return shipments. Contact a Woodward customer service
representative at 1 (800) 523-2831 in North America or
+1 (970) 482-5811 for instructions and for a Return Authorization
Number.
Replacement Parts
When ordering replacement parts for controls, include the following information:
the part number(s) (XXXX-XXX) that is on the enclosure nameplate;
the unit serial number, which is also on the nameplate.
Woodward 19
How to Contact Woodward
In North America use the following address when shipping or corresponding:
PO Box 1519
1000 East Drake Rd
Telephone+1 (970) 482-5811 (24 hours a day)

Toll-free Phone (in North America)1 (800) 523-2831
Fax+1 (970) 498-3058
For assistance outside North America, call one of the following international
Woodward facilities to obtain the address and phone number of the facility
nearest your location where you will be able to get information and service.
Facility Phone Number

Australia +61 (2) 9758 2322
Brazil +55 (19) 3708 4800
India +91 (129) 523 0419
Japan +81 (476) 93-4661
The Netherlands +31 (23) 5661111
You can also contact the Woodward Customer Service Department or consult our
worldwide directory on Woodwards website (www.woodward.com) for the
name of your nearest Woodward distributor or service facility. [For worldwide
directory information, go to www.woodward.com/ic/locations.]
Engineering Services
Woodward Industrial Controls Engineering Services offers the following after-
sales support for Woodward products. For these services, you can contact us by
telephone, by e-mail, or through the Woodward website.
Technical Support
Product Training
Field Service
Contact information:
Telephone+1 (970) 482-5811
Toll-free Phone (in North America)1 (800) 523-2831
E-mailicinfo@woodward.com
Websitewww.woodward.com/ic
20 Woodward
Technical Support is available through our many worldwide locations or our
authorized distributors, depending upon the product. This service can assist you
with technical questions or problem solving during normal business hours.
Emergency assistance is also available during non-business hours by phoning our
toll-free number and stating the urgency of your problem. For technical support,
please contact us via telephone, e-mail us, or use our website and reference
Customer Services and then Technical Support.
Product Training is available at many of our worldwide locations (standard

classes). We also offer customized classes, which can be tailored to your needs
and can be held at one of our locations or at your site. This training, conducted
by experienced personnel, will assure that you will be able to maintain system
reliability and availability. For information concerning training, please contact us
via telephone, e-mail us, or use our website and reference Customer Services and
then Product Training.
Field Service engineering on-site support is available, depending on the product

and location, from one of our many worldwide locations or from one of our
authorized distributors. The field engineers are experienced both on Woodward
products as well as on much of the non-Woodward equipment with which our
products interface. For field service engineering assistance, please contact us via
telephone, e-mail us, or use our website and reference Customer Services and
then Technical Support.
Woodward 21
If you need to telephone for technical assistance, you will need to provide the following information.
Please write it down here before phoning:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Engine/Turbine Model Number
Manufacturer
Number of Cylinders (if applicable)
Type of Fuel (gas, gaseous, steam, etc)
Rating
Application
Governor Information
Please list all Woodward governors, actuators, and electronic controls in your system:
Serial Number
Serial Number
Serial Number
If you have an electronic or programmable control, please have the adjustment setting positions or
the menu settings written down and with you at the time of the call.
22 Woodward
Send comments to: icinfo@woodward.com

Phone +1 (970) 482-5811 Fax +1 (970) 498-3058
E-mail and Home Pagewww.woodward.com
FM 57982
BS EN ISO 9001:1994
6 March 2001

Complete address/phone/fax/e-mail information for all locations is available on our website.
04/1/F
Operation Manual
Permanent Magnet Type Synchronizing

Motor for UG, PSG, and SG Governors
Manual 03026K
WARNING
Read this entire manual and all other publications pertaining to the work to be
performed before installing, operating, or servicing this equipment. Practice all
plant and safety instructions and precautions. Failure to follow instructions can
cause personal injury and/or property damage.
The engine, turbine, or other type of prime mover should be equipped with an
overspeed shutdown device to protect against runaway or damage to the prime
mover with possible personal injury, loss of life, or property damage.
The overspeed shutdown device must be totally independent of the prime mover
control system. An overtemperature or overpressure shutdown device may also be
needed for safety, as appropriate.
CAUTION
To prevent damage to a control system that uses an alternator or battery-charging
device, make sure the charging device is turned off before disconnecting the
battery from the system.
Electronic controls contain static-sensitive parts. Observe the following

precautions to prevent damage to these parts.
Discharge body static before handling the control (with power to the control
turned off, contact a grounded surface and maintain contact while handling the
control).
Avoid all plastic, vinyl, and Styrofoam (except antistatic versions) around
printed circuit boards.
Do not touch the components or conductors on a printed circuit board with
your hands or with conductive devices.
IMPORTANT DEFINITIONS
WARNINGindicates a potentially hazardous situation which, if not avoided, could
result in death or serious injury.
CAUTIONindicates a potentially hazardous situation which, if not avoided, could

result in damage to equipment.
NOTEprovides other helpful information that does not fall under the warning or
caution categories.
Woodward 1991
All Rights Reserved
Manual 03026 Permanent Magnet Synchronizing Motor
Permanent Magnet Synchronizing

Motor for UG, PSG, and SG Governors
Description
The permanent-magnet synchronizing motor is used to provide remote speed
adjustment for an SG, PSG, or UG governor. The motor allows a switchboard
operator to match the frequency of an alternator to that of other alternators or to
change load distribution with other units when operating in the droop mode.
The synchronizing motors run only on nominal 24 Vdc power, but models are
available with self-contained rectifiers which allow use of 110 Vac and 220 Vac
supply. A potentiometer is included in most models. This allows the installer to
match the motor with the type of supply available, and to set the motor speed
within an adjustable range.
Four different PM motors have been used to adjust the speed setting of the
governor. The S40, MM40, and MM4A have been used in the past. The current
model is the SMM40. The SMM40 is directly interchangeable with any former
speed-setting motor.
The SMM40 permanent-magnet motor operates on a nominal 24-Vdc supply.

Rectifiers are included in models built to operate with ac supply. In addition a
potentiometer is included with the unit which adjusts dc voltages to an
acceptable level. An adjustable speed is achieved when a PM or APM motor
control is added to the system.
SMM40 Speed
POWER RATED SPEED (RPM) ADJUSTABLE RANGE (RPM)*
24 Vdc 1 0.5 to 1.2
2 1.2 to 2.5
4 2.5 to 5
8 5 to 10
110V 0.5 0.5 to 1
AC/DC 3 1 to 4
6 4 to 9
220V 0.5 0.5 to 1
AC/DC 3 1 to 4
6 4 to 9
* An adjustable range is available when an APM or PM motor control is used. The
adjustment range is only for reference. Exact range depends on the controller used.
Product Specifications
82044 APM Motor Control
82499 Adjustable Voltage Converter for 24 Vdc PM Motor Control
Woodward 1
Permanent Magnet Synchronizing Motor Manual 03026
Adjustment
A friction-type slip clutch between the motor shaft and the governor allows speed
adjustment by the regular manual speed-setting method or by the electrically-
driven PM motor. If this coupling has too little friction the motor drive will slip.
With too great friction the manual speed adjustment will be too hard to turn or
set.
The slip clutch also prevents damage to the governor or the speed adjusting
motor when a maximum or minimum stop is attained. (The motor can continue to
run for a short period after a physical stop has been reached.)
The clutch should be adjusted for about 0.5 Nxm (4.5 lb-in) of friction. Individual
governor manuals contain instructions on the maintenance and setting of the
friction clutch.
Adjustment Procedure
(There are no adjustments on the MM4A.)
1. Unscrew the four round head screws (828, 515, 605) that hold the cover
plate (825, 519, 602) on the potentiometer portion of the unit.
2. Loosen the lock nut (866, 511, 603) on the potentiometer, turning it
counterclockwise. Turn the potentiometer adjusting shaft (865, 608, 530)
clockwise (toward F on the Bakelite board (834, 510, 601) to increase motor
speed, or counterclockwise (toward S) to decrease motor speed.
When the slot in the shaft points toward the white spot on the Bakelite board
the potentiometer adjustment will be at about the rated speed.
3. After the adjustment has been satisfactorily completed, lock the nut on the
shaft and replace the cover and four round-head screws removed in step 1
of this procedure. (Do not operate the engine for any extended period of
time with the potentiometer and wiring exposed.)
Power Connection
If ac power is used for speed adjustment connect one line from the ac source to
terminal "C" on the receptacle (831, 522, 609). The rectifiers (843, 518, 606) may
burn out if the unit is incorrectly wired. (Review the wiring diagram on the next
page and check against the wiring before applying power to the motor for the first
time.)
Terminals "A" and "B" are connected to the respective output poles of the speed-
control switch.
Bearing Lubrication
Ball bearings are permanently packed with a high-quality grease. Repacking or
periodic oiling is not required.
2 Woodward
Gear Lubrication
The speed reduction gear housing (846, 528, 640, 733) is filled with enough
lubricant to last about two years. Clean out the old grease every two years or as
required and refill with Alvania No. 2 grease or its equivalent.
Wiring Diagrams
Power Connection Diagram
Woodward 3
Troubleshooting
The speed setting motor is extremely long lived and reliable. Most problems
perceived as caused by the motor are in reality caused by either the power
supply to the motor or the friction clutch and speed-setting linkage in the
governor.
Do not disassemble the motor until after all other causes have been thoroughly
investigated. Make sure that the correct power is being delivered to the motor.
Check the connection between the motor and the power source.
Excess load or low supply voltage will slow the speed of the motor. Motor load
can be caused in the governor as well as in the sealed gears on the motor.
Always check for load in the governor by trying to turn the manual speed setting
knob before assuming that excess load is in the motor and attached gears.
Motor heat can be caused by low voltage, excess load, or internal wiring. Always
check causes outside of the motor before determining that the motor is at fault.
Applied voltage can cause motor overspeed. Overspeed conditions are seldom
caused by the motor itself.
Irregular motor speed can be caused by a slipping clutch, problems in the

voltage supply to the motor, of by the motor itself.
Trouble Cause Correction

Motor will No applied Power source or motor Adjust or exchange power
not voltage speed controller incorrect. source or controller.
operate Fuses are blown. Replace fuse, investigate
cause.
Wiring has intermittent Correct wiring.
open condition.
Applied voltage time is too Minimum signal time of
short. 0.2 seconds for motor
response.
Current off Brush spring or wire Replace spring or correct
disconnection. wire.
Brush incorrectly installed. Correctly install brush.
Overload, Speed-setting gear in Inspect and correct
Overcurrent governor is locked up. governor.
Excessive wear in speed- Replace bearings.
setting bearings.
Motor reduction gears. Adjust or replace
reduction gears.
4 Woodward

Low rpm Low Voltage Power source to motor- Adjust or exchange power
(motor speed controller incorrect. source or speed
speed) controller.
Low Voltage Voltage incorrect. Correct supply voltage.
Control
Low Motor Brush spring Replace brush and spring.
Torque disconnecting or shorting.
Insulation incorrect. Clean around brush
holder or replace motor
windings.
Overload Motor shaft has Inspect governor
overloaded. connection and speed
setting mechanism.
Reduction gear box Inspect reduction gear
troubles. box. Replace grease or
parts as necessary.
Bearing wear, lubrication, Replace bearings,
or adjustment. lubricate, and adjust as
necessary.
Low rpm Low Voltage Power source or motor Adjust or exchange power
speed controller incorrect. source.
Voltage incorrect. Check rated voltage,
adjust or exchange power
source.
Low motor Motor fault. Repair motor or exchange
torque motor.
Insulation incorrect. Clean around brush
holder and brush spring.
Overload Motor shaft has overload. Inspect governor.
Reduction gear box Inspect and repair
problem. reduction gear box.
Change lubrication in gear
box.
Bearings worn. Replace bearings.
High rpm High voltage Power source or motor Adjust or replace power
speed controller incorrect. source or motor speed
controller.
Voltage Check rated voltage. Provide correct voltage to
incorrect the motor.
Unstable Current is Load is changing. Inspect governor, inspect
motor changing gear box.
speed Speed controller is not Inspect and repair or
functioning correctly. replace controller.
Bearing trouble. Replace or adjust
bearings.
Brush spring Replace spring, inspect
disconnecting or shorting. installation of brush and
spring.
Dirt between brush and Inspect brush, clean
commutator. commutator.
Woodward 5

Motor is Overcurrent Overload. Repair governor, gear
over- box, or bearings.
heating Bearing problem. Replace bearing.
Excessive bearing thrust. Adjust bearing thrust.
Failed brush spring Replace brush spring,
insulation, short. check installation of spring
and brush.
Brush holder shorting. Clean around brush
holder.
Motor is High ambient temperature Improve ventilation,
overheating condition. reduce ambient
temperature.
Motor is dirty. Clean motor to improve
heat-exchange
capabilities.
Excessive Commutation Overload. Repair governor, gear
brush wear incorrect box, or bearing.
Abrasive gas in Ventilate with clean air.
atmosphere.
Damaged commutator. Polish commutator,
replace armature
assembly.
Brush spring tension Replace the spring, check
incorrect or brush spring the brush installation.
is shorting.
Excessive vibration. Improve mounting or
reduce governor vibration.
Brush Brush does not match Change brush
material motor characteristics or composition or change
incorrect installation conditions. operating conditions.
Motor Excessive Incorrect motor Correct installation.
operation vibration installation.
is noisy Motor drive alignment Correct alignment.
incorrect.
Dirt or debris in the gap Clean or repair motor.
between the commutator
and the brush.
Motor Bearings Lubrication error. Replace bearing and
operation causing correct lubrication.
is noisy vibration Damaged bearing Replace bearing and
cont. surface. correct lubrication and
adjustment.
Bearing seizure. Replace bearing and
correct lubrication and
adjustment.
Commutator Damaged or worn Repair commutator or
damaged, commutator. replace armature and
causing winding assembly.
damage to Abrasive atmosphere. Improve ventilation or
the brush change brush
components to match
demands of the
atmosphere.
6 Woodward
Replacement Parts
The following pages list replacement parts for the four speed-setting motors
included in this manual. The user must be careful that the illustration and parts
list correctly matches the motor being serviced. A number of parts are identified
in the drawings for information only. These parts are available only through the
purchase of larger assemblies, usually the complete motor assembly.

1. Serial number and part number shown on the mane plate.
2. Manual number (this is Manual 03026).
3. Part number from parts list and description or part name.
NOTE
Do not replace the motor until failure of the remote speed-setting adjustment
is clearly identified as failure of the motor. Check wiring to the motor and
power to the motor before assuming that the motor has failed. If the
electrical supply to the motor is determined to be correct, then carefully
check the slip-clutch setting to be sure that it has not changed. Check the
manual speed-setting gear train to be sure it is not presenting too great a
load for the motor to turn.
Woodward 7
Model S40
Specify Model S40 when ordering parts from this page. Note that the part
numbers are for identification only and are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name ............. Quantity
03026-501 Motor Brush........................ 2 03026-518 Rectifier...............................2
03026-502 Brush Spring ...................... 2 03026-519 Enclosing Cover..................1
03026-503 Ball Bearing ........................ 1 03026-520 Plug.....................................1
03026-504 Ball Bearing ........................ 1 03026-521 Cable Clamp .......................1
03026-505 End Housing....................... 1 03026-522 Receptacle ..........................1
03026-506 Armature ............................ 1 03026-523 Condenser ..........................1
03026-507 *Ferrite Magnet................... 1 03026-524 Worm Gear Shaft ................1
03026-508 Potentiometer ..................... 1 03026-525 Bakelite Gear ......................1
03026-509 *Frame ............................... 1 03026-526 Bronze Gear .......................1
03026-510 Bakelite Board .................... 1 03026-527 Output Shaft........................1
03026-511 Nut...................................... 1 03026-528 *Reduction Gear Box ..........1
03026-512 Cross Bar ........................... 1 03026-529 Sleeve.................................2
03026-513 Spring Washer.................... 4 03026-530 *Adjusting Shaft ..................1
03026-514 Screw ................................. 4 03026-531 Screw..................................3
03026-515 Screw ................................. 1 03026-532 Nut ......................................3
03026-516 Stop Ring ........................... 1 03026-533 Washer ...............................3
03026-517 Vinyl Washer ...................... 1
* Parts available only in connection with larger assembly.
8 Woodward
Model MM40
(Speed Setting serial numbers 21105 and after are model MM40. Note that the
part numbers are for identification only and are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name..............Quantity
03026-601 Bakelite Board .................... 1 03026-626 *Body.................................. 1
03026-602 Pot Cover............................ 1 03026-627 Ball Bearing ........................ 1
03026-603 Potentiometer ..................... 1 03026-628 Alum Washer...................... 1
03026-604 Rd Hd Screw..................... 12 03026-629 Bearing Cap ....................... 1
03026-605 Spring Washer .................. 14 03026-630 Retaining Ring.................... 1
03026-606 Rectifier .............................. 2 03026-631 Bearing Retaining Ring....... 1
03026-607 Flat Washer ........................ 6 03026-632 *Pot. Box ............................ 1
03026-608 Gasket ................................ 1 03026-633 Gasket................................ 1
03026-609 Receptacle.......................... 1 03026-634 Plate ................................... 1
03026-610 Plug .................................... 1 03026-635 Name Plate......................... 1
03026-611 Cable Clamp ....................... 1 03026-636 Grommet ............................ 1
03026-612 Condenser .......................... 1 03026-637 Worm Shaft ........................ 1
03026-613 Ball Bearing ........................ 1 03026-638 Helical Gear........................ 1
03026-614 Rd Hd Screw....................... 2 03026-639 Rd Hd Screw ........................
03026-615 Alum. Washer ..................... 1 03026-640 *Gear Housing.................... 1
03026-616 Retaining Ring .................... 1 03026-641 Oil Seal............................... 1
03026-617 Bearing Retainer................. 1 03026-642 Output Shaft ....................... 1
03026-618 Brush Holder Board ............ 1 03026-643 Helical Gear........................ 1
03026-619 End Cover........................... 1 03026-644 Fiber Washer...................... 3
03026-620 Motor Brush ........................ 2 03026-645 Lock Nut ............................. 3
03036-620A Brush Holder Assy. ............. 1 03026-646 Adjusting Plug .................... 3
03026-621 Brush Spring ....................... 2 03026-647 Ball ..................................... 3
03026-622 *Bracket .............................. 1 03026-648 Ball Seat ............................. 1
03026-623 Armature Assy .................... 1 03026-649 Damping Bushing ............... 1
03026-624 *Ferrite Magnet ................... 1 03026-650 Rd Hd Screw ...................... 4
03026-625 *Stator Assy........................ 1
NOTEUnits with the Damping Rubber Bushing use 8 parts 604 and 10 parts 607.
Woodward 9
Model MM4A
This model does not include built in rectifiers or a voltage adjustment
potentiometer. Note that the part numbers are for identification only and are not
Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name ............. Quantity
03026-701 *Front Housing ................... 1 03026-727 *Grommet ...........................1
03026-702 *Body.................................. 1 03026-728 Name Plate .........................1
03026-703 *Stator Assembly................ 1 03026-729 Brush Holder Board ............1
03026-704 *Ferrite Magnet................... 1 03026-730 Worm Shaft.........................1
03026-705 *Retaining Ring .................. 1 03026-731 Helical Gear ........................1
03026-706 *Rd Hd Screw..................... 2 03026-732 Rd Hd Screw.......................1
03026-707 *Spring Washer .................. 2 03026-733 Gear Housing......................1
03026-708 *Flat Washer ...................... 2 03026-734 Oil Seal ...............................1
03026-709 Bearing Cap ....................... 1 03026-735 Output Shaft........................1
03026-710 Retaining Ring.................... 1 03026-736 Helical Gear ........................1
03026-711 Alum Washer...................... 1 03026-737 Fiber Washer ......................3
03026-713 Alum Washer...................... 2 03026-738 Lock Nut..............................3
03026-714 Bearing Retainer ................ 1 03026-739 Adjusting Plug .....................3
03026-715 Bearing Retainer ................ 1 03026-740 Ball......................................3
03026-716 Ball Bearing ........................ 1 03026-741 Ball Seat .............................3
03026-717 Ball Bearing ........................ 1 03026-742 *Cover.................................1
03026-718 Condenser.......................... 1 03026-752 *Name Plate........................1
03026-719 *Insulator ............................ 1 03026-753 *Plate ..................................1
03026-720 *Motor Cover ...................... 1 03026-754 Rd Hd Screw.......................4
03026-721 *Rd Hd Screw..................... 2 03026-755 Gasket ................................1
03026-722 *Armature ........................... 1 03026-756 Rd Hd Screw.......................4
03026-723 Brush Holder Assy.............. 1 03026-757 Plug.....................................1
03026-724 Motor Brush........................ 2 03026-758 Cable Clamp .......................1
03026-725 Brush Spring ...................... 2 03026-759 Screw..................................4
03026-726 *Rd Hd Screw..................... 2 03026-760 *Box ....................................1
10 Woodward
Model SMM40
(This motor will replace any other speed-setting motor. Most parts, however, are
not interchangeable.) Note that the part numbers are for identification only and
are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name..............Quantity
03026-801 *Front Housing.................... 1 03026-834 Bakelite Board .................... 1
03026-802 *Body .................................. 1 03026-835 Potentiometer ..................... 1
03026-803 *Stator Assy........................ 1 03026-836 Damping Bushing ............... 8
03026-804 Rd Hd Screw....................... 2 03026-837 Rd Hd Screw ...................... 4
03026-805 Spring Washer .................... 2 03026-838 Flat Washer ........................ 4
03026-806 Retaining Ring .................... 1 03026-839 Spring Washer.................... 5
03026-807 Retaining Ring .................... 1 03026-840- Rd Hd Screw ...................... 5
03026-808 Cap ..................................... 1 03026-841 Spring Washer.................... 5
03026-809 Alum Washer ...................... 1 03026-842 Terminal ............................. 5
03026-810 Alum Washer ...................... 1 03026-843 Rectifier .............................. 2
03026-811 Bearing Retainer................. 1 03026-844 Plate ................................... 1
03026-812 Bearing Retainer................. 1 03026-845 *Grommet ........................... 1
03026-813 Ball Bearing ........................ 1 03026-846 *Gear Housing.................... 1
03026-814 Ball Bearing ........................ 1 03026-847 Oillite Bushing .................... 1
03026-815 Holder Cap.......................... 1 03026-848 Output Shaft ....................... 1
03026-816 Brush Assy.......................... 2 03026-849 Adj. Plug............................. 3
03026-817 *Brush Holder ..................... 2 03026-850 Nut...................................... 3
03026-818 *Grommet ........................... 1 03026-851 Thrust Disk ......................... 3
03026-819 Lead Wire ........................... 2 03026-852 Fiber Washer...................... 3
03026-820 Armature............................. 1 03026-853 Shaft................................... 1
03026-821 Rd Hd Screw....................... 2 03026-854 Helical Gear........................ 1
03026-822 Flat Washer ........................ 2 03026-855 Helical Gear........................ 1
03026-823 Flat Washer ........................ 2 03026-856 Seal .................................... 2
03026-824 *Potentiometer Box............. 1 03026-857 Screw ................................. 1
03026-825 Cover .................................. 1 03026-858 Screw ................................. 2
03026-826 Gasket ................................ 1 03026-859 Screw ................................. 1
03026-827 Gasket ................................ 1 03026-860 Washer............................... 3
03026-828 Rd Hd Screw....................... 4 03026-861 Adj. Washer........................ 1
03026-829 Rd Hd Screw....................... 4 03026-862 Adj. Washer........................ 1
03026-830 Rd Hd Screw....................... 4 03026-863 Retaining Ring.................... 1
03026-831 Receptacle.......................... 1 03026-864 Steel Ball ............................ 3
03026-832 Plug .................................... 1 03026-865 *Pot Adj Shaft ..................... 1
03026-833 Cable Clamp ....................... 1 03026-866 *Nut .................................... 1
Woodward 11
12 Woodward
Send comments to: icinfo@woodward.com

Phone +1 (970) 482-5811 Fax +1 (970) 498-3058
Email and Websitewww.woodward.com

Complete address / phone / fax / email information for all locations is available on our website.
04/9/F
Product Specification
82044
APM Motor Control

for governor speed-setting motors
INTRODUCTION
The APM (Advanced Permanent Magnet) Convenient
Motor Control is designed for the conversion of
Woodward 24 Vdc PM Motor. It converts most voltage
almost all types of input voltage to
variable dc voltage (typically 24 Vdc). The Alternating current
speed of the PM motor is set by this and direct current
variable dc voltage.
models
DESCRIPTION Direct current
output
With the combination of APM Motor
Control and PM Motor, the PM motor Provides
keeps a constant speed when the load of adjustable speed
the motor control cover is changed. setting change
Two types of APM Motor Control cover rate
most voltages and many applications with
24 Vdc type PM motor. Compact design
Outline Drawing
ADJUSTMENT (Do not use for construction)
Use the potentiometer on the APM Motor
Control to set the rate at which the PM INSTALLATION
motor changes the speed setting of the
governor. The APM Motor Control requires a
double-pole, double-throw switch in the
Adjust the potentiometer clockwise for a
output line. The rotational direction of the
faster rate of speed reference change.
PM motor must be set according to the
Adjust the potentiometer counterclockwise
type of governor being controlled.
for a slower rate of speed reference
Reverse the leads from the APM motor
change.
control to reverse the direction of the PM
The recommended output voltage of the motor.
APM Motor Control for the PM motor is
The metal mounting plate provides
1024 Vdc.
adequate cooling.
STANDARD ELECTRICAL SPECIFICATIONS

Input Voltage 100220 Vac/Vdc
24 Vdc 10%
Output Drive Voltage for Motor 024 V adjustable
04 V below input voltage
PO Box 1519
Fort Collins CO, USA
80522-1519
1000 East Drake Road
Fort Collins CO 80525
Ph: +1 (970) 482-5811
Fax: +1 (970) 498-3058
Distributors & Service

Woodward has an
international network of
distributors and service
facilities. For your nearest
representative, call the
Fort Collins plant or see
the Worldwide Directory
on our website.
Corporate Headquarters
Rockford IL, USA
Ph: +1 (815) 877-7441
www.woodward.com
NOTES
1Governor speed raise/lower corresponds to switch as follows:
Type UGLower = switch position A-A, Raise = switch position B-B
Type SG, PSG, 3161Lower = switch position B-B, Raise = switch position A-A
2Motor wire connections:
SawamuraRed to B-A, Black to A-B
PittmanRed to A-B, Black to B-A
3Maximum output voltage is 4 volts lower than input voltage.
CAUTIONDo not stall the motor for a long time, it could burn out the motor or a PM
Motor Control.
REPLACEMENT INFORMATION
When ordering a replacement, the part number shown on the nameplate must be
mentioned. The controller should not be replaced until the reason for its failure is clearly
known. Parts are not available separately. We recommend a complete replacement
when you find a controller failure.
This document is distributed

for informational purposes
only. It is not to be construed
For more information contact:
as creating or becoming part
of any Woodward Governor
Company contractual or
warranty obligation unless
expressly stated in a written
sales contract.
Woodward 1991
All Rights Reserved
04/7/F
Technical Documentation
Exhaust Gas Turbocharger
Operating Manual C1
Exhaust gas turbocharger . . . . . . . . . . NR24/S
D36 6659-- 2 E
MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Phone ++49 821 3 22--0 : Telex 5 37 96-0 man d
6659 C1--02 E 01.00 101/ 02

. 1999 MAN B&W Diesel AG
All rights reserved, including the reproduction in any form or by photomechanical means (photocopy/microcopy), in
whole or in part, and the translation.
6659 C1--02 E 01.00 102/ 02

Table of contents
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 Product Liability
: : : N 1.3 How the Operating Instruction Manual is organized, and how to use it
: : N 1.4 Addresses/Telephone numbers
N 2 Technical details
N 2.1 Scope of supply/Technical specification

: : N 2.1.1 MAN B&W Diesel AGs Scope of Supply/Technical Specification
N 2.2 Exhaust gas turbocharger
: N 2.2.1 Exhaust gas turbocharger Brief description, function
N 2.3 Components/Subassemblies
N 2.4 Systems
: : N 2.4.1 Lube oil system
: : N 2.4.7 Acceleration system Jet Assist
N 2.5 Technical data
: : : N 2.5.1 Rating data
: : N 2.5.2 Operating data, temperatures, pressures
: : N 2.5.3 Weights
: : N 2.5.4 Dimensions
: : N 2.5.5 Gaps and clearances
N 3 Operation/Operating media
N 3.1 Prerequisites
: : N 3.1.1 Prerequisites
N 3.2 Safety regulations
: : N 3.2.1 Safety regulations
: : : N 3.2.2 Destination/suitability of the turbocharger
: : : N 3.2.3 Risks/dangers
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 101 /02

: : : N 3.2.4 Safety instructions
N 3.3 Operating media
N 3.4 Starting the turbocharger
: : N 3.4.1 Preparations for start, Starting, Stopping
N 3.5 Control the operating values
: : N 3.5.1 Control the turbocharger
N 3.6 Operating faults
: : N 3.6.1 Faults/Deficiencies and their causes (Trouble Shooting)
: : N 3.6.3 Emergency operation on failure of one turbocharger
: : : N 3.6.7 Behaviour in case operating values are exceeded/ alarms are released
N 3.7 Shut down/preserve the turbocharger
: : N 3.7.1 Shut down/preserve the turbocharger
N 4 Maintenance/Repair
: : : N 4.1 General remarks

: : : N 4.2 Maintenance schedule (explanations)
: : N 4.3 Tools/Special tools
: : N 4.4 Spare Parts
: : N 4.6 Special services/Repair work
: : N 4.7 Maintenance schedule (signs/symbols)
: : N 4.7.3 Maintenance Schedule (Turbocharger)
: : N 4.8 Maintenance work
: : N 4.8.1 Cleaning
: : N 4.8.4 Checking the individual Components
: : N 4.8.7 Check list
N 5 Annex
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 102 / 02

Introduction
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
6680 1--02 E 11.97 101/ 01

Table of contents
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 Product Liability
: : : N 1.3 How the Operating Instruction Manual is organized, and how to use it
: : N 1.4 Addresses/Telephone numbers
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 101 /01

Preface 1.1
Characteristics of turbochargers, Turbochargers produced by MAN B&W Diesel AG have evolved from
justified expectations, periods of continuous, successful research and development work. They
prerequisites satisfy high standards or performance and have ample redundancy of
withstanding adverse or detrimental influences. However, to meet all the
requirements of practical service, they have to be used to purpose and
serviced properly. Only with these prerequisites can unrestricted efficiency
and long useful life be expected.
Purpose of the The operating manual as well as the work cards are thought to assist you
operating manual in becoming familiar with the turbocharger and the equipment. They are
and also thought to provide answers to questions that may turn up later on,
work cards and to serve as a guidance in your activities of engine operation, checking
and servicing. Furthermore, we attach importance to familiarising you with
the functions, relations, causes and consequences, and to conveying the
empirical knowledge we have. Not the least, in providing the technical
documentation including the operating manual and work cards, we comply
with our legal duty of warning the user of the hazards which can be caused
by the turbocharger or its components - in spite of a high level of
development and much constructive efforts - or which an inappropriate or
wrong use of our products involve.
Condition 1 The technical management and also the persons in charge of servicing
works (possibly on order) have to be familiar with the operating manual
and work cards. These should all times be available.
Caution! Missing information and disregard for information

can cause injury to persons, damage to property and the
environment.
Please read the operating manual and work cards.
Condition 2 The servicing and overhaul of turbochargers will in each case require
previous training of the personnel in charge. The level of knowledge that is
acquired during such training is a prerequisite to using the operating
manual and work cards. No warranty claims can be derived from the fact
that a corresponding note is missing in these.
Caution! Untrained persons can cause injury to persons,

damage to property and the environment.
Never give orders which may exceed the level of knowledge and
experience. Access must be denied to unauthorised personnel.
Condition 3 The technical documentation is valid for one certain order only. There can
be considerable differences to other plants. Informations valid in one case
can lead to problems in others.
Attention! Technical documents are valid for one certain order

only. Using information of another order or from foreign sources can
lead to disturbances/damages.
Only use the correct information, never use information from foreign
sources.
6685 1.1--01 E 05.99 NR, NA 101/ 02

To be observed as well ... Please observe also the notes on product liability given in the following
section and the introductional passages and safety regulations in
Section 3.
6685 1.1--01 E 05.99 NR, NA 102/ 02

Product Liability 1.2
The reliable and economically efficient operation of a propulsion system

(inclusive turbocharger) requires that the operator has a comprehensive
knowledge. Similarly, proper performance can only then be restored by
maintenance or repair work if such work is done by qualified specialists
with the adequate expertise and skill. Rules of good workmanship have to
be observed, negligence is to be avoided.
This Technical Documentation complements these faculties by specific

information, and draws the attention to existing dangers and to the safety
regulations in force. MAN B&W Diesel AG asks you to observe the
following:
Caution! Neglection of the Technical Documentation, and

especially of the Operating Instructions, Work Cards and Safety
Regulations, the use of the system for a purpose other than intended
by the supplier, or any other misuse or negligent application may
involve considerable damage to property, pecuniary damage and/or
personal injury, for which the supplier rejects any liability
whatsoever.
6685 1.2--01 E 05.99 NR, NA 101/ 01

How the Operating Instruction Manual
is organized, and how to use it 1.3
Instructions for use
The operating manual contains written and illustrated information that is

both generally useful and specially significant. This information is thought
to supplement the knowledge and faculties which the persons have who
are entrusted with
- the operation,
- the control and supervision,
- the maintenance and repair
of the engine. The conventional knowledge and practical experience alone
will not be adequate.
The operating instructions should be made available to these persons. The

people in charge have the task to familiarise themselves with the
composition of the operating manual so that they are able to find the
necessary information without lengthy searching.
We attempt to render assistance by a clearly organised composition and

by a clear diction of the texts.
Structure and special features
The operating instruction manual mainly consists of the sections
1 Introduction
2 Technical details
3 Operation/Operating media,
4 Maintenance/Repair, and
5 Annex
The operating manual is limited to the vital subjects. It mainly focuses on:
- Understanding the functions/coherences;
- operating it in routine and emergency modes;
- ensuring operational prerequisites on the turbocharger and the
peripheral systems, and
- Maintaining the operability of the turbocharger/engine,
carrying out preventive or scheduled maintenance work,
doing unsophisticated repair work, and contracting and supervising
more difficult work.
6685 1.3--01 E 05.99 NR, NA 101/ 02

The manual does not deal with:
- The moving and erection of the turbocharger,
- Steps and checks when putting the engine into operation for the first
time,
- Difficult repair work requiring special tools, facilities and experience and
the
- Behaviour after fire, inrush of water, severe damage and average.
What is also of importance
The sheet Scope of supply The content of the operating manual and structural details of it can be
seen at a glance from the table of contents. We would like to draw your
particular attention to the sheet Scope of supply in Section 2. The sheet
named Scope of supply lists and briefly describes all the items that were
supplied by MAN B&W Diesel AG. This sheet shows for which
components you may expect to receive assistance and spare parts
supplies from us. This is the scope to which our information, our
maintenance schedules and specifications refer to. Where problems are
encountered with systems for which we have supplied but a few items, it
will possibly be more helpful to consult the system supplier directly, unless
MAN B&Ws scope of supply is mainly concerned, or similar, obvious
reasons apply.
Engine design The operating manual will be continually updated, and matched to the
design of the engine as ordered. There may nevertheless be deviations
between the sheets of a primiarily describing/illustrating content and the
definite design.
Technical details Technical details of your engine are included in

- the Technical Data in Section 2,
- in the work cards in Volume C2, and
- the test run or commissioning certificate included in Volume C5.
Maintenance schedule/ The maintenance schedule (turbocharger) is closely related to the work
work cards cards of Volume C2. The work cards describe how a job is to be done, and
which tools and facilities are required for doing it. The maintenance
schedule, on the other hand, gives the periodical intervals and the average
requirements in personnel and time.
6685 1.3--01 E 05.99 NR, NA 102/ 02

Addresses/Telephone numbers 1.4
Addresses Table 1 contains the addresses of Works of the MBD and of the Technical
Branch Office in Hamburg. The addresses of MAN B&W service centers,
agencies and authorised repair workshops can be looked up in the
brochure Diesel and Turbocharger Service Worldwide in Volume A1.
Company Address
Work Augsburg MAN B&W Diesel AG
Stadtbachstrae 1
D--86135 Augsburg
Phone (0821) 322--0
Fax (0821) 322--3382
Work Hamburg MAN B&W Diesel AG
Service Center, Werk Hamburg
Rossweg 6
D--20457 Hamburg
Phone (040) 7409--0
Fax (o40) 7409--104
Technical Branch Office Hamburg MAN B&W Diesel AG
Vertriebsbro Hamburg
Admiralittstrae
D--20459 Hamburg
Phone (040) 378515--0
Fax (040) 378515--10
MAN B&W Service Center, Please look up in the brochure
agencies and authorised repair Diesel and Turbocharger Service
workshops Worldwide
Table 1. Companies and addresses of the MAN B&W Diesel AG
Contact Table 2 contains the telephone and fax numbers of the competent
departments who can give advise and render assistance to you if required.
Your contact
Work Augsburg Work Hamburg MAN B&W Service
Service Center Center, agencies,
Phone (0821) 322-- ... Phone (040) 7409-- ... authorised repair
Fax (0821) 322-- ... Fax (o40) 7409-- ... workshops
Service Turcharger Department AS Department ST4 Look up in the brochure
Phone ... -- 3994 Phone ... -- 149 Diesel and
Fax ... -- 3998 Fax ... -- 104 Turbocharger
g Service
Service Spare parts (turbochargers) Department ASK W
Worldwide
ld id in
i Volume
V l
Phone ... -- 3251 A1
Fax ... -- 3998
Table 2. Departments to be contacted, telepone and fax numbers
6685 1.4--01 E 05.99 NR, NA 101/ 01

Technical details
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680 2--02 E 07.97 101/ 01

Table of contents
N 2 Technical details
N 2.1 Scope of supply/Technical specification

: : N 2.1.1 MAN B&W Diesel AGs Scope of Supply/Technical Specification
N 2.2 Exhaust gas turbocharger
: N 2.2.1 Exhaust gas turbocharger Brief description, function
N 2.3 Components/Subassemblies
N 2.4 Systems
: : N 2.4.1 Lube oil system
: : N 2.4.7 Acceleration system Jet Assist
N 2.5 Technical data
: : : N 2.5.1 Rating data
: : N 2.5.2 Operating data, temperatures, pressures
: : N 2.5.3 Weights
: : N 2.5.4 Dimensions
: : N 2.5.5 Gaps and clearances
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 101 /01

Scope of supply/Technical specification 2.1
2.1 Scope of supply/Technical specification

2.2 Exhaust gas turbocharger
2.3 Components/Subassemblies
2.4 Systems
2.5 Technical data
6685 2.1--01 E 04.99 NR, NA 101/ 01

MAN B&W Diesel AGs
Scope of Supply/Technical Specification 2.1.1
For all items supplied by us ... For all questions you have on items supplied by us, please contact
- MAN B&W Diesel AG in Augsburg,
and for typical service questions,
- MAN B&W service centers,
- agencies and
- authorised repair workshops all over the world.
For all items not supplied by us ... For all items not supplied by us, please directly contact the subsuppliers,
except the components/systems supplied by MAN B&W Diesel AG are
concerned to a major extent or similar, obvious reasons apply.
Technical Specification The order confirmation, technical specification related to order

confirmation and technical specification of the turbocharger contain
supplementary information.
6685 2.1.1--01 E 04.99 NR, NA 101/ 01

Exhaust gas turbocharger 2.2

2.4 Systems
2.5 Technical data
6685 2.2--01 E 04.99 NR, NA 101/ 01

Exhaust gas turbocharger
Brief description, function 2.2.1
Figure 1. Exhaust gas turbocharger NR24/S
Brief description Turbocharger with one radial--flow turbine stage and one radial--flow compressor stage.
Rotor supported on 2 floating bearing bushes and one locating bearing arranged inboard.
Turbine wheel (3) with shaft in one integral piece, compressor wheel (8) mounted on shaft.
Compressor (10) with one outlet socket.
Silencer (6a), or air intake casing (6b), if provided.
Bearing lubrication integrated in engine lube oil circuit.
No water cooling. Casings on turbine side with heat insulation.
Function In operation the engine exhaust gases drive the turbocharger rotor by converting the
exhaust gases into energy. The exhaust gases flow from the engine exhaust pipe
through the turbocharger via the gas--admission casing (1), turbine nozzle ring (2),
turbine wheel (3), insert (4) and gas outlet casing (5) with integrated gas outlet diffuser.
Simultaneously, fresh air is drawn in via the silencer (6a) or air intake casing (6b) and
insert (7) and compressed via compressor wheel (8), diffuser (9) and compressor
casing (10). Via charge air cooler and charging air pipe the compressed air is pressed
into the engine cylinders.
Generally this process achieves a tremendous increase in the performance of the
engine. Flow areas and directions of flow are adjusted to the individual application.
The turbocharger Rotor is guided in radial direction through 2 floating bearing bushes
arranged between turbine wheel (3) and compressor wheel (8) in the bearing
casing (11). The locating bearing on the compressor side serves both for axial
positioning and for taking the axial thrust.
The turbocharger bearings are lubricated by the lube oil circuit of the engine via a
common feed pipe. The lube oil serves as well for the cooling of the bearings.
6659 2.2.1--02 E 01.00 NR24/S 101/ 01

Components/Subassemblies 2.3

2.4 Systems
2.5 Technical data
6685 2.3--01 E 04.99 NR, NA 101/ 01

Systems 2.4

2.4 Systems
2.5 Technical data
6685 2.4--01 E 04.99 NR, NA 101/ 01

Lube oil system 2.4.1
Lube oil system The turbocharger rotor is guided in radial direction through 2 floating bearing
(see figure 1) bushes (4) arranged between turbine wheel and compressor wheel in the bearing
casing. The locating bearing (5) on the compressor side serves both for axial
positioning and for taking the axial thrust.
The turbocharger bearings are lubricated by the lube oil circuit of the engine via a
common feed pipe (2). The lube oil serves as well for the cooling of the bearings.
Designs/possibilities The figure 1 shows several possibilities of lube oil supply. The scope required
for the installation of the respective engine system can be selected by the
following criteria:
- For engines ... that are primed immediately prior to start--up (standard design)
Feed pipe (2), throttle point (3), discharge pipe (6), sight glass/venting box (7),
venting pipe (8), connection for pressure monitoring (9, 10).
- For engines ... being primed at intervals or continuously (e.g. stand--by engines)
Feed pipe (2) with non--return valve (14), throttle point (3), additional feed
pipe (12) with non--return valve (13), discharge pipe (6), sight glass/venting
box (7), venting pipe (8), connection for pressure monitoring (9, 10).
The non--return valve (14) is to be fitted as closely to the feed pipe (1) as
possible, and it should be in closed position during priming and after the lube oil
pumps have been switched off. Tis prevents overlubrication of the turbocharger
on priming on the one hand, and a draining of the feed pipe (2) causing air to
enter, on the other.
- For engines ... with retarded engine shut--down in case of dropping lube oil pressure (special
design)
Further to the two possibilities mentioned above, a connection of the
hydro--pneumatic accumulator (15) is necessary. Moreover, engines being primed
immediately prior to start--up a non--return valve (14) which, however, is to open
at minimal priming pressure already.
Lube oil pressure The measuring connection at the top of the bearing casing is to be used for
controlling and monitoring the lube oil pressure.
The lube oil pressure is to be so adjusted that a pressure of 1.5 0.2 bar prevails at
this point at full engine load and with the lube oil at service temperature (inlet
temperature max. 75 C).
On start--up and during heating up of the engine, when the lube oil temperature is
relatively low, a lube oil pressure of up to 2.0 bar is admissible for a short period of
time.
The necessary lube oil pressure is set by means of a throttle point (3, e.g. an orifice
or pressure reducing valve) in the feed pipe (2).
In case of engine lube oil pressures 2.5 bar, we recommend the installation of a
pressure reducing valve with outlet control.
Differences in hight Differences in height between the indicating instrument and turbocharger
centreline must be made allowance for with 0.1 bar per 1.0 metres difference.
Example: If the pressure gauge (9) and/or the pressure controller (10) is located
3.0 metres lower, the pressure gauge must indicate a by 0.3 bar higher pressure
and/or the setting of the pressure controller must by 0.3 bar be higher than the
operating pressure specified above.
6659 2.4.1--02 E 10.99 NR/S 101/ 04

Alarm/engine shut--down The alarm point is to be adjusted to a value of 1.0. When an alarm is triggered,
the engine performance has to be reduced simultaneously (without delay) to half
load (engine slow--down).
If the oil pressure continues to drop, the engine is to be stopped and the causes
are to be remedied. The limit value for engine shut--down is at 0.8 bar lube oil
pressure.
If it is not allowed to stop the engine for an important reason, damages of the
turbocharger are to be expected.
Lube oil flow rate The required lube oil flow rate depends on the viscosity of the lube oil and may
differ from that stated in the Operating data (see sheet 2.5.2).
Lube oil quality The plain bearings are rated for use of standard engine lube oils SAE30 or
SAE40 and can therefore be directly connected to the lube oil system of the
engine.
Lube oil filtration The turbocharger does not require its own lube oil filter. The filtration which
nowadays is the standard for engines is adequate, provided that the fineness is
smaller than/equal to 0.05 mm. A precondition is that the engine lube oil is
permanently treated by separation and excessive concentrations of water of more
than 0.2 % portion by weight and solid residues larger than 0.02 mm are avoided.
Prior to initial operation of the engine or after major servicing work, the pipes
between the filter and turbocharger are to be cleaned, pickled and flushed
carefully.
Priming Prior to engine start--up, the bearings of the turbocharger must be primed, which,
depending on the lube oil system of the engine system, is done by priming
immediately prior to start--up, or by interval or continuous priming.
Post lubrication For cooling the plain bearings, the turbocharger has to be lubricated after engine
stop with a lube oil pressure of min. 0.3 bar. The engine lube oil pumps or the
auxiliary pumps must therefore continue running for 10 ... 30 minutes.
Lube oil drain The discharge pipe (6) should have a gradient as steep as possible, and it should
be amply dimensioned and free of resistances and back pressures. On ships, the
inclination of the line should be not less than 5 more than the maximum possible
inclination of the vessel.
The oil discharge pipe must have a venting facility from a sufficiently large
compartment permitting the oil to settle down, e.g. a sight glass/venting box (7).
The cross section of the venting pipe (8) should be approximately that of the oil
discharge pipe (6).
Shaft sealing The oil space is sealed on the turbine and compressor sides by labyrinths fitted
on the rotor shaft. The radial labyrinth clearance should be such that the rotating
labyrinth tips slightly dig into the softer sealing cover layer. At higher speeds, the
rotor is slightly lifted corresponding to the lubricating film, so that the labyrinth tips
come clear. The rotor will be lowered when the turbocharger stops. The labyrinth
tips will then come down into the grooves in the sealing covers, providing better
sealing during priming. Local running--in grooves in the bore of the sealing covers
are therefore desirable and no reason for replacement of parts.
Sealing air For the shaft sealing on turbine side, sealing air (compressed air) is additionally
required:
- against entry of exhaust gas into the oil space,
- against trickle of lube oil into the turbine (oil coke)
During operation, the sealing air (11) is withdrawn downstream of the compressor
wheel and led to the labyrinth seal on the turbine side via ducts drilled into the
bearing casing.
6659 2.4.1--02 E 10.99 NR/S 102/ 04

1 Feed pipe (engine) 6 Discharge pipe 12 Feed pipe
2 Feed pipe (turbocharger) 7 Sight glass or (interval priming)
3 Throttle point (orifice or venting box 13 Non--return valve
pressure reducing valve) 8 Venting pipe 14 Non--return valve
4* Bearing bush 9 Pressure gauge 15 * Hydro--pneumatic
5* Locating bearing 10 Pressure controller accumulator
11 * Sealing air
* Scope of supply of turbocharger
Figure 1. Lube oil system, Turbochargers NR/S
Retarded engine shut--down (special design)
Retarded engine shut--down In engine systems with lube oil pressure monitoring (alarm and/or engine stop
when the set points are fallen below), a retarded engine shut--down leaves a
moment to decide whether the engine should be stopped to avoid damage to the
engine and turbocharger, or whether a necessary manoeuvre should be continued
to avert major damage. An oil pressure accumulator providing for temporary
lubrication of the turbocharger is required for this purpose.
Pressure accumulator A hydro--pneumatic accumulator (15) with a nominal capacity of 10 litres permits
the decision of engine shut--down to be retarded by a maximum of 10 seconds. If
retarded longer, operational safety will be jeopardised, and the turbocharger must
be expected to suffer damage.The hydro--pneumatic accumulator (15) is to be
appropriately positioned max. 2.0 metres below the highest point of feed pipe (2),
between the throttle point (3) and the non--return valve (14).
The service temperature is max. +80C.
6659 2.4.1--02 E 10.99 NR/S 103/ 04

Pressure control and The accumulator comprises an elastic bladder containing nitrogen, which is
supplementing the charge compressed as the oil pressure rises and displaces the oil which the accumulator
of the bladder holds as the oil pressure drops, so that the oil proceeds to the turbocharger. A
valve provided on the top of the accumulator under a protecting cap serves for
pressure control and supplementing the charge of the bladder.
Danger! Nitrogen exclusively is to be used for recharging the bladder

to the necessary pressure, never use oxygen, because of the danger of
explosion.
Charge pressure of the bladder 0.5 ... 0.6 bar, with unpressurised lube oil
system.
6659 2.4.1--02 E 10.99 NR/S 104/ 04

Acceleration system
Jet Assist 2.4.7
1 Pressure reducing valve 5 Turbocharger

2 3/2--way solenoid valve
3 Control valve A Starting air bottle (30 bar)
4 Non--return valve C Compressor wheel
Figure 1. System Jet Assist
Accelerator The accelerator Jet Assist is used where special demands exist
Jet Assist regarding fast and virtually soot--free acceleration and/or load application.
System description In such cases, compressed air is drawn from the starting air bottles (A)
and reduced from 30 bar to a maximum pressure (gauge) of 4 bar, and
then passed into the compressor casing of the turbocharger (5) to be
admitted to the compressor wheel (C) via inclined bored passages of the
insert. In that way, additional air is supplied to the compressor which in
turn is accelerated, thereby increasing the charge air pressure.
Control Operation of the accelerator Jet Assist is initiated by a control, and

limited to a fixed load range.
System Jet Assist System Jet Assist, please refer to the figure 1.
6685 2.4.7--01 E 07.99 NR, NA 101/ 01

Technical data 2.5

2.4 Systems
2.5 Technical data
6685 2.5--01 E 04.99 NR, NA 101/ 01

Rating data 2.5.1
Relation of the Turbocharger/engine
Turbocharger Engine
Type Type Rating [kW] Speed [rpm]
NR24/S...
Type plate of the turbocharger
Type NR24/S ... . . . . . . . . . . . refer to the type plate

(mounted at the pressure socket
of the compressor)
Works--No. . . . . . . . . . . . . . . . . . . . . . . . refer to the type plate

(mounted at the pressure socket
of the compressor)
Maximum admissible speed n max . . . . . . . . . . 37,300 [rpm]

(operating limit)
Maximum admissible exhaust t max . . . . . . . . . . . . . 650 [ & ]

gas temperature before turbine
(operating limit)
Further data
Display range of the 0 ... 40,000 [rpm]

speed transmitter
Operating speed of the refer to the Acceptance Records of the turbocharger

turbocharger
Further operating data refer to the Acceptance Records and Operating Manual of the engine
6659 2.5.1--02 E 10.99 NR24/S 101/ 01

Operating data,
temperatures, pressures 2.5.2
Lube oil
Selection of lube oil SAE-class . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE 30 or SAE 40
Filtration of lube oil grade of filtration smaller than . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05 mm
Operating temperature maximum permissible oil admission temperature

at full engine load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 C
Operating pressure using SAE 30 at 60 C or SAE 40 at 65 C

(reference measuring height on turbocharger centreline)
: normal operation and full engine load . . . . . . . . . . . . . . . 1.5 0,2 bar
: alarm and reduction to engine half load (slow-down) . . . . . $ 1.0 bar
: engine stop (shut-down) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 0.8 bar
Flow rate of lube oil using SAE 30 at 60 C or SAE 40 at 65 C . . . . . . . . . . . . . . . . . 1,800 l/h
Further remarks refer also to the Lube oil system, sheet 2.4.1
6659 2.5.2--02 E 10.99 NR24/S 101/ 01

Weights
2.5.3
Weights assigned to assemblies/components (approximate values)
500 Exhaust gas turbocharger, complete with silencer (544), without intermediate flange (593) . . . . 505 kg
501 Gas--admission casing, complete (with covering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 kg
506 Gas outlet casing, complete (with covering) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 kg
513 Turbine nozzle ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 kg
517 Bearing casing, complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 kg
518 Casing feet, complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 kg
520 Rotor complete (turbine rotor .... 18 kg, compressor wheel ... 7.5 kg) . . . . . . . . . . . . . . . . . . . . . 28 kg
540 Insert, compressor side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 kg
541 Insert, turbine side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 kg
542 Diffuser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 kg
544 Silencer, complete (if provided) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 kg
545 Air intake casing, complete (if provided) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 kg
546 Compressor casing, complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 kg
593 Intermediate flange, complete (if provided) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 kg
599 Cartridge, complete (517 + 520) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 kg
6659 2.5.3--02 E 10.99 NR24/S 101/ 01

Dimensions 2.5.4
Pipe connections
Exhaust gas Entry at the gas--admission casing (501) . . . . . . . . . . . . . . . mm 210
Outlet at the gas outlet casing (506) . . . . . . . . . . . . . . . . . . . mm 270 x 500
Outlet at the gas outlet casing (506)

with counter flange (593) . . . . . . . . . . . . mm 512
Charge air Outlet at the compressor casing (546) . . . . . . . . . . . . . . . . . mm 165
Lube oil Inlet at the top of bearing casing (517)

flange connection for pipe . . . . . . . . . . . mm 26.9 x 3.2
Drain at the bottom of bearing casing (517)

flange connection for pipe . . . . . . . . . . . mm 60.3 x 5.0
Additional lubrication Inlet at the top of bearing casing (517)

(if provided) for pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . mm 8.0 x 1.5
Jet assist Connection laterally at the compressor casing (546)

(if provided) flange connection for pipe . . . . . . . . . . . mm 44.5 x 2.5
6659 2.5.4--02 E 10.99 NR24/S 101/ 01

Gaps and clearances 2.5.5
-
Figure 1. Gaps and clearances
Item Designations Order No. When new Replace or

No. of parts remachine parts
min [mm] max [mm] min [mm] max [mm]
1 a) Compressor wheel (520.005)
Radial gap 0.60 0.70 0.50 0.90
Insert (540.001)
2 b) Compressor wheel (520.005)
Axials gap 0.35 0.90 0.30 1.00
c) Insert (540.001)
3 a) Turbine rotor (520.001)
Radial gap 0.60 0.70 0.50 0.90
Insert (541.001)
4 d) Turbine rotor (520.001)
Axials gap 0.40 1.00 ------ 1.10
Insert (541.001)
5 e) Locating bearing (517.002)
Axial clearance 0.19 0.22 ------ 0.29
Labyrinth ring (520.006)
6 admissible aberration from the plane of rotation
Compressor wheel (520.005)
(face runout) . . . . . . . . . . . . . . max. 0.06 mm
a) Using feeler gauge, measure at 4 points on the circumference and calculate mean value.
b) Measure by means of soft metal imprint (lead wire) at 3 points on the circumference and calculate the
mean value. Deduct the measured axial clearance (5) from calculated mean value with the rotor pushed up
in direction (B).
c) Adjustable by remachining or by shim at balance ring (S).
d) Measure by means of soft metal imprint (lead wire) at 3 points on the circumference and calculate the
mean value. Deduct the measured axial clearance (5) from calculated mean value with the rotor pushed up
in direction (B).
e) Using the dial gauge, measure while vigorously moving the rotor in the directions (A) and (B). In case of
labyrinth seals already run in it might be possible that the measured value is smaller.
6659 2.5.5--02 E 09.00 NR24/S 101/ 02

Figure 2. Exact measurement of the axial clearance (5)
Exact mesurement of the axial clearance (5)
1. Measure the distance (K5) and note down.

2. Measure the width (B) of the locating bearing (517.002) and note
down.
3. Axial clearance (5): actual value = (K5) -- (B).
6659 2.5.5--02 E 09.00 NR24/S 102/ 02

Operation/Operating media
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680 3--02 E 07.97 101/ 01

Table of contents
N 3 Operation/Operating media
N 3.1 Prerequisites
: : N 3.1.1 Prerequisites
N 3.2 Safety regulations
: : N 3.2.1 Safety regulations
: : : N 3.2.2 Destination/suitability of the turbocharger
: : : N 3.2.3 Risks/dangers
: : : N 3.2.4 Safety instructions
N 3.3 Operating media
N 3.4 Starting the turbocharger
: : N 3.4.1 Preparations for start, Starting, Stopping
N 3.5 Control the operating values
: : N 3.5.1 Control the turbocharger
N 3.6 Operating faults
: : N 3.6.1 Faults/Deficiencies and their causes (Trouble Shooting)
: : N 3.6.3 Emergency operation on failure of one turbocharger
: : : N 3.6.7 Behaviour in case operating values are exceeded/ alarms are released
N 3.7 Shut down/preserve the turbocharger
: : N 3.7.1 Shut down/preserve the turbocharger
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 101 /01

Prerequisites 3.1
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Starting the turbocharger
3.5 Control the operating values
3.6 Operating faults
3.7 Shut down/preserve the turbocharger
6685 3.1--01 E 06.99 101/ 01

Prerequisites 3.1.1
Prerequisites dating back into the past
Some of the prerequisites for successful operation of the engine/engine

plant are already dating back into the past when the phase of day-to-day
operation commences. Other prerequisites can, or have to be directly
influenced.
The factors that are no longer accessible to direct influence, are

- the source of the engine,
- qualified manufacture including careful controlling under the eyes of
control boards/classification societies,
- reliable assembly of the engine and its exact tuning during the trials.
The factors dating back into the past and having effects on future
performance also include
- the care invested in the planning, layout and construction of the
system,
- the level of cooperation of the buyer with the projecting firm and the
supplier, and
- the consistent, purpose activities during the commissioning, testing and
breaking-in phases.
Day-to-day prerequisites
The prerequisites directly required for day-to-day operation and to be

provided for again and again are, for example
- the selection of appropriate personnel and its instruction and training,
- the availability of technical documentation for the system, and of
operating instructions and safety regulation in particular,
- ensuring operational availability and reliability, in due consideration of
operational purposes and results,
- the organisation of controlling, servicing and repair work,
- the putting into operation of systems, ancillaries and engines in
accordance with a chronologically organised checklist, and
- definition of the operating purposes, compromising between expense
and benefit.
Detailed information on the above items is given in the following.
6685 3.1.1--01 E 04.99 NR, NA 101/ 01

Safety regulations 3.2
3.1 Prerequisites
3.3 Operating media
6685 3.2--01 E 06.99 101/ 01

Safety regulations 3.2.1
Preliminary remarks
Personell The engine and the systems required for its operation may only be started,
operated and stopped by authorised personell. The personell has to be
trained for this purpose, possess complete understanding of the plant and
should be aware of the existing potential risks.
Technical documentation The personnel must be familiar with the technical documentation of the
plant, in particular the operating manual of the engine, the turbocharger
and the accessories requiered for engine operation, particularly the safety
regulations contained therein.
Service log book It is advisable to keep a service log book into which all the essential jobs
and deadlines for their performance, the operating results and special
events can be entered. The purpose of this log book is that in the event of
a change in personnel the successors are in a position to duly continue
operation using this data log. Moreover, the log book permits to derive a
certain trend analysis and to trace back faults in operation.
Accident prevention regulations The accident prevention regulations applicable for the plant should be
observed during engine operation as well as during maintenance
operations and overhauls. It is advisable to post those regulations
conspicously in the engine room and to stress the danger of accidents
over and over again.
Warranty claims The given advices does not claim to be complete. Safety requirements
mentioned in other passages of the technical documentation are
supplementarily valid and are to be observed in the same way.
Please also note that incorrect behaviour might result in the loss of
warranty claims.
Precautions
Opening of pipes/pressure Before opening pipes, flanges, screwed connections or fittings, check if
vessels the system is depressurised respectively emptied.
Attention! Disregarding this means: risk of burns when hot

fluids are involved, fire hazard in case of fuel, injuries caused by
flung-out screw plugs or similar objects when loosening same under
pressure.
Disassembling/assembling In case of disassembly, all pipes to be reinstalled, especially those for fuel
pipelines oil, lube oil and air, should be carefully locked. New pipes to be fitted
should be checked whether clean, and flushed if necessary. It should in
each case be avoided that any foreign matter gets into the system. All
parts involved have to be subjected to preservation treatment for
prolonged storage.
Removing/refitting of heavy When removing or detaching heavy engine components it is imperative to

engine components ensure that the transportation equipment is in perfect condition and has
the adequate capacity of carrying the load. The place selected for
6685 3.2.1--01 E 05.99 NR, NA 101/ 02

depositing must also have the appropriate carrying capacity. This is not
always the case with platforms, staircase landings or gratings.
Coverings Following assembly work, check whether all the coverings over moving
parts and laggings over hot parts have been mounted in place again.
Engine operation with coverings removed is only permissible in special
cases, e.g. if the valve rotator is to be checked for proper performance.
Attention! Loose clothing and long hair might get entangled.

Spontaneous supporting against moving parts when loosing ones
balance may result in serious injury. In addition, there is the risk of
burning and/or fire.
Use of cleaning agents When using cleaning agents, observe the suppliers instructions with
respect to use, potential risks and disposal.
Attention! Disreagarding this means: danger of caustic skin and

eye injury, and also of the respiratory tract if vapours are produced.
Attention! Using Diesel fuel for cleaning purposes involves the

risk of fire or even explosion. Otto fuel (petrol) or chlorinated
hydrocarbons must not be used for cleaning purposes.
Use of high-pressure cleaning When using high-pressure cleaning equipment, be careful to apply this
equipment properly. Air filters, shaft ends including ones with lip seal rings,
controllers, splash water protected monitoring equipment, cable entries
and sound/heat insulating parts covered by water-permeable materials
have to be appropriately coverd or excluded from high-pressure cleaning.
Fire hazard The use of fuel and lube oils involves an inherent fire hazard in the engine
room. Fuel and lube oil pipes must not be installed in the vicinity of
unlagged, hot engine components (exhaust pipe, turbocharger). After
carrying out overhaul work on exhaust gas pipes and turbochargers, all
insulations and coverings must be carefully refitted completely. The
tightness of all fuel oil and oil pipes should be checked regularly. Leaks are
to be repaired immediately.
Fire extinguishing equipment must be available and is to be inspected

periodically.
In case of fire, the supply of fuel and lube oil must be stopped immediately
(stop the engine, stop the supply pumps, shut the valves), and the fire
must be attempted to be extinguished using the portable fire-fighting
equipment. Should these attempts be without success, or if the engine
room is no longer accessible, all openings are to be locked, thus cutting off
the admission of air to quench the fire. It is a prerequisite for success that
all openings are efficiently sealed (doors, skylights, ventilators, chimney as
far as possible). Fuel oil rquires much oxygen for combustion, and the
isolation from air is one of the most effective measures of fighting the fire.
Danger! Carbon dioxide fire extinguishing equipment must

not be used until it has been definitely ensured that no one is in the
engine room. Ignoring this means danger of life!
6685 3.2.1--01 E 05.99 NR, NA 102/ 02

Destination/suitability
of the turbocharger 3.2.2
Use in accordance with the destination
The delivered turbocharger is destined for (firstly) operation under the

marginal conditions stipulated
- under Technical Data, Section 2.5,
- in the scope of supply/technical specification and
- in the order confirmation.
Furthermore destined for (secondly)
- operation using the specified operating media,
- taking into consideration the design/layout of the supply, measuring,
control and regulating systems as well as laying down of the marginal
conditions (e.g. removal space/crane capacities) in accordance with the
recommendations of MAN B &W Diesel AG or according to the state of
the art.
Furthermore destined for (thirdly)
- start, operation and stopping of the engine in accordance with the usual
organisational rules, exclusively by authorised, qualified, trained
persons who are familiar with the plant.
With restrictions destined/suitable for
The turbocharger is with restrictions destined/suitable for:

- operation at operating values resulting in an alarm situation,
- operation in case of failure of supply equipments,
- operation at reduced maintenance expenditures,
- speeded-up acceleration/abrupt loading/unloading to a moderate
extent,
Not destined/suitable for
The Turbocharger is not destined/suitable for:

- operation at operating values due to which engine stop or load
reduction was effected,
- operation in case of failure of supply equipments,
- operation within barred speed ranges,
- operation without appropriate surveillance/supervision,
- operation without maintenance expenditures or if they have been
reduced to a great extent,
- unauthorised modifications,
- use of other than original spare parts,
- long-term shut-down without taking preservation measures.
6685 3.2.2--01 E 04.99 NR, NA 101/ 01

Risks/dangers 3.2.3
Dangers due to deficiencies concerning personnel/level of training
Expectations in case of vessel Propeller operation/generator operation (normal operation/operation in

plants road stead):
Chief engineer on board. Operational control by technical officer.
Maintenance work/repair work in the port:

To be carried out by engine operator, technical assistants or technicians
and helpers. For instructions and in difficult cases: technical officer or chief
engineer.
Generator operation (in port):

Operational control by technical officer.
Maintenance work/repair work in port:

As mentioned above.
Supplementary, the following Persons responsible for the operational control must be in possession of a
applies qualification certificate/patent which is in accordance with the national
requirements and international agreements (STCW). The number of
required persons and their minimum qualification are, as a rule, specified
by national requirements, otherwise by international agreements (STCW).
Expectations in case of During operation:

stationary plants (power plants) Plant manager (engineer) available. Operational control/supervision of the
engine and the belonging supply systems by trained and specially
instructed engine operator or technical assistant.
Maintenance work/repair work:

Execution by engine operator, technical assistants or technicians and
helpers. For instructions and in difficult cases: engineer or chief engineer.
Supplementary, the following For persons responsible for the operational control and for persons
applies carrying out/supervising maintenance and repair work, proof must be
furnished in Germany in accordance with the power economy law
(Energiewirtschaftsgesetz = EnWG) that, among other things, the
technical operation is ensured by a sufficient number of qualified
personnel. In other countries, comparable laws/guidelines are to be
observed. Deficiencies regarding personnel/level of training cannot be
compensated by other efforts.
Dangers due to components/systems
Certain dangers do of course originate from technical products and from

certain operating conditions or actions taken. This also applies to engines
and turbochargers in spite of all efforts in development, design and
manufacturing. They can be safely operated in normal operation and also
under some unfavourable conditions. Nevertheless, some dangers
remain, which cannot be avoided completely. Some of them are only
potential risks and some do only occur under certain conditions or in case
of unforeseen actions. Others do absolutely exist.
6685 3.2.3--01 E 04.99 NR, NA 101/ 02

Dangers due to emissions
Emission Danger Preventive/protective measure

Treated cooling water, lube oil, Harmful to skin and noxious, Use/dispose in accordance with the
hydraulic oil, fuel polluts water instructions of the
manufacturers/suppliers
Cleaning agents and aids According to the manufacturers Use/dispose in accordance with the
specification instructions of the
manufacturers/suppliers
Exhaust gas with the dangerous Noxious, has a negative effect on Carry out maintenance work
constituents NOx, SO2, CO, HC, soot the the environment in case the according to the maintenance
limit values are exceeded schedule, maintain danger--oriented
operational control, critically
observe operating results
Sound Noxious, has a negative effect on Wear ear protection, restrict
the environment in case the limit exposure to the necessary
values are exceeded minimum
Planned working places
Engines are usually operated under remote control. Regular rounds

according to the rules of observation--free operation are required. In this
connection, measurement, control and regulating devices as well as other
areas of the plant, which require special attention, are preferably checked.
A continuous stay in the immediate vicinity of the running engine/
turbocharger is not planned.
Personal protective measures
The regulations for prevention of accidents (Unfallverhtungsvorschriften =

UVV) and other regulations of the proper trade association or other
comparable institutions are to be observed without restriction.
This includes wearing of protective working clothing and safety shoes, the
use of a safety helmet, safety goggles, ear protection and gloves.
The relevant sections of the technical documentation must be read and

comprehended.
6685 3.2.3--01 E 04.99 NR, NA 102/ 02

Safety instructions 3.2.4
Characterisation/danger scale
Characterisation According to the relevant laws, guidelines and standards, attention must
be drawn to dangers by means of safety instructions. This applies to the
marking used on the product and in the technical documentation. In this
connection, the following information is to be provided:
- type and source of danger,

- imminence/extent of danger,
- possible consequences,
- preventive measures.
The statements in Section 3.2.3 follow this regulation, just as the other
safety instructions in the technical documentation do.
Danger scale The imminence/extent of danger is characterised by a five--step scale as
follows:
Danger! Imminent danger

Possible consequences:
Death or most severe injuries,
total damage to property
Caution! Potentially dangerous situation

Possible consequences: Severe injuries
Attention! Possibly dangerous situation

Possible consequences: Slight injuries,
possible damage to property
Important! For calling attention to error sources/handling errors
Tip! For tips regarding use and supplementary information
6685 3.2.4--01 E 04.99 NR, NA 101/ 01

Operating media 3.3
3.1 Prerequisites
3.3 Operating media
6685 3.3--01 E 06.99 101/ 01

Starting the turbocharger 3.4
3.1 Prerequisites
3.3 Operating media
6685 3.4--01 E 06.99 101/ 01

Preparations for start,
Starting, Stopping 3.4.1
Preparations for start
Turbocharger Prior to engine start--up, the bearings of the turbocharger must be primed,
which, depending on the lube oil system of the engine system, is done by
priming immediately prior to start--up, or by interval or continuous priming.
Engine/Turbocharger Ensure that the shut--off elements of the systems have been set to
in--sevice position.
Check the lube oil pressure upstream of the turbocharger.
Starting
Turbocharger The turbocharger is driven by the exhaust gases and starts automatically
on engine start.
Stopping
Turbocharger The rotor of the turbocharger continues rotating for some more time on
engine shut--down, due to the flywheel effect. The run--down time of the
rotor is indicative of the mechanical condition of the turbocharger.
An early stop suggests mechanical damage to the bearings, a touching of
the compressor or turbine wheel, a solid object that has got caught
somewhere or the like.
Post lubrication Refer to the lube oil system 2.4.1 of the turbocharger.
6685 3.4.1--01 E 06.99 NR, NA 101/ 01

Control the operating values 3.5
3.1 Prerequisites
3.3 Operating media
6685 3.5--01 E 06.99 101/ 01

Control the turbocharger 3.5.1
General State-of-the-art engine systems are operated automatically as a rule,

using intelligent control and regulation systems. Dangers and damage are
precluded to a large extent by internal testing routines and monitoring
equipment. Regular checks are necessary nevertheless so as to recognise
the cause of potential problems as early as possible, and to take remedial
action in due time. Moreover, the necessary maintenance work should be
done as and when required.
It is the operators duty to carry out the checks listed below, at least during
the warranty period. However, they should be continued on expiry of the
warranty term. The expense in time and costs is low as compared to that
for remedying faults or damage not recognised in time. Results, observa-
tions and actions taken in connection with such checks should be entered
in an engine log book. Reference values should be defined so as to make
an objective assessment of findings possible.
Regular checks The regular checks should include the following measures:
on the turbocharger
- Turbine speed
- Lube oil pressure upstream of turbocharger
- Lube oil temperature upstream of turbocharger
- Lube oil temperature downstream of turbocharger
- Exhaust gas pressure upstream of turbine
- Exhaust gas temperature upstream of turbine
- Charge air pressure downstream of compressor
- Charge air temperature downstream of compressor
- Exhaust gas, charge--air and oil--carrying pipes and conduits for tightness
- Air filter mat on the silencer for dirt accumulation / saturation
- Turbocharger for smooth running
- Rotor for unimpeded running
Quiet running Damage to the rotor and bearings is in most cases announced by irregular
running due to imbalance or contact of rotating parts. Listening to the run-
ning noise of the turbocharger in many cases permits to recognise irregu-
lar running at an early time.
Speed Provided the air ducts of the compressor are properly clean, a specific
charge--air pressure is related to every turbine rotor speed. Therefore it is
possible to conclude the rotor speed from the charge--air pressure as a
rough method of speed control.
6685 3.5.1--01 E 05.99 NR, NA 101/ 01

Operating faults 3.6
3.1 Prerequisites
3.3 Operating media
6685 3.6--01 E 06.99 101/ 01

Faults/Deficiencies
and their causes (Trouble Shooting) 3.6.1
Preliminary conditions
Operating faults Operating faults normally manifests itself by abnormal readings (exhaust
gas temperature, charge--air pressure and speed), by distinct running
noice or by leaks in the oil pipes.
Possible consequential Should anomalies turn up on the turbocharger on starting or during engine
damage operation, the cause is to be traced immediately, if possible, and the fault
is to be eliminated. Otherwise, there will be risk of minor initial faults
causing consequential damage to the turbocharger, and also to the
engine.
First preparations In case of faults, the engine load should be reduced, if possible, or the
engine should be shut down completely and not be restarted before the
cause of faults has been eliminated.
Important! Unsystematic trying out should be avoided because it

will lead to success in rare cases only.
Fault--finding chart The fault--finding chart (refer to page 2) is thought to contribute to reliably
recognising trouble that turns up and finding the cause it is due to, and to
taking prompt remedial action.
6685 3.6.1--01 E 05.00 NR, NA 101/ 02

Exhaust gas temperature before turbine too high
Charge air pressure too low TROUBLES
Charge air pressure too high EXPERIENCED
Speed too low
Speed too high
Lubricating oil pressure too low
Lubricating oil losses
Sluggish starting or short run--down time
Abnormally high noise level
Turbocharger developing vibrations
Compressor surging
POSSIBLE CAUSES
Silencer or air filter fouled
Compressor fouled
Turbine wheel heavily fouled
Turbine nozzle ring slightly fouled / narrowed
Turbine nozzle ring heavily fouled / narrowed
Trust ring, labyrinth ring or locating ring damaged
Labyrinth seals defective
Seals damaged, leaking connections
Defective bearings, imbalance of the rotor
Rotor rubbing
Foreign bodies before or in turbine
Foreign bodies before or in compressor
Turbine or compressor wheel damaged
Sealing air ineffective, oil coke behind turbine wheel
Large erosion on turbine wheel/shroud ring, nozzle ring
High air inlet temperature
Low air inlet temperature
Intercooler fouled
Leaking charge air pipe
Charge air temperature too high
Lubricating oil inlet temperature too high
Lubricating oil pressure too high
Dirty lubricating oil filter
Lubricating oil pressure gauge disturbed
Excessive pressure in oil discharge or crankcase
Deposits on inlet or exhaust valves / slots of engine
Leaking exhaust gas pipe
Exhaust gas backpressure after turbine too high
Fuel injection system on engine disturbed
6685 3.6.1--01 E 05.00 NR, NA 102/ 02

Emergency operation on failure
of one turbocharger 3.6.3
Preliminary remarks
Turbochargers are turbo machines subjected to high stresses which must

reliably ensure the entire gas renewal performance of the engine at very
high speeds and relatively high temperatures and pressures. Like the
engine, the turbocharger can also suffer disturbances, despite careful
system operation, and emergency operation is also possible in most cases
unless the damage can be repaired immediately.
Means available The following means are availabe for emergency operation of the engine
with the turbochargers defective:
NR turbochargers: refer to work card 500.05 in Volume C2

- End cover to close the turbine rear side with the rotor and bearing
housing removed (cartidge)
NA turbochargers: refer to work cards 500.05 in Volume C2
- Arresting key to block the rotor from the compressor side (the suction
cross-sectional opening remains unclosed) -- such a key is also
available for NR 34/S,
- end cover to close the compressor and turbine rear side with the rotor
dismantled.
All of these elements are so designed that the flow is not obstructed on the
air side and exhaust side of the turbocharger.
Means for use on the engine:

- Cover piece (protection grid) for the far end of the turbocharger
charge-air pipe (remove the charge-air bypass pipe before if required).
This cover piece serves to facilitate suction.
- Blind flange for the exhaust gas pipe at the end opposite the
turbocharger (if there is a charge-air bypass). The blind flange serves
to lock the exhaust pipe during suction, with the bypass removed.
- In the case of V-type engines, depending on the layout of charge-air
and exhaust pipes on the engine, blind flanges for the charge-air pipe
socket and exhaust pipe socket (charge air side: downstream of the
compressor, exhaust gas side: upstream of the turbine). These blind
flanges serve to prevent wrong switching/backflow/leakage in
emergency operation.
Emergency operation with one The following possibilities exist if the rotor of the turbocharger can no
or both turbochargers failing longer rotate freely, or must be prevented from rotating. Please refer to
Table 1.
6685 3.6.3--01 E 04.99 NR, NA 101/ 03

Emergency measures Supplementary measures/
provisiones
Code number
Engine stop not permitted for compulsory reasons
Nothing is changed on the turbocharger 1-3
Engine may be stopped (temporarily)
NR turbocharger
Dismantle the rotor and bearing housing (cartridge), mount the end cover on 1-7
the rear of the turbine (see turbocharger operating manual and relevant work
cards). Gas renewal of the engine is through the partly stripped turbocharger
on the air side and exhaust side.
This possibility exists in case of failure of

1 turbocharger In-line engine
V-type engine
2 turbochargers V-type engine
NA turbocharger
Measure A
Block the rotor from the compressor side using the arresting key (suction 1-4, 7
opening remains open). Subsequently re-assemble intake air silencer or intake (5-7 depending on
casing. Please refer to turbocharger operating manual and work card 500.05. situation and required)
Take measure A only if measure B cannot be taken for reasons of time.
Consequential damage possible.
Measure B
Dismantle the rotor with bearings, block the bearing casing by mounting end
covers on the compressor and turbine sides. Reassemble the silencer/intake
casing and the turbine inlet casing, if applicable. Please refer to the 1-7
turbocharger operating manual and work card 500.05.
Possibilities in case of failure of

1 turbocharger In-line engine
V-type engine
2 turbochargers V-type engine
Table 1. Emergency operation with one or both turbochargers failing (continued from preceding page)
Explanations
Code number Supplementary measures/provisions
1 Reduce the engine output. The maximum exhaust gas temperatures

downstream of the cylinders and upstream of the turbocharger and (on
engines equipped with two turbochargers) the maximum admissible
turbocharger speed must not be exceeded. Observe the exhaust gas for
discolouration.
2 Use all the endeavours that appear appropriate to reduce consequential

damage.
3 With the rotor arrested or dismantled, cut off the lube oil supply to avoid
fouling and fire hazards.
4 The engine has to be operated in the naturally aspirated mode, (if

equipped with two turbochargers) with reduced super-charging.
6685 3.6.3--01 E 04.99 NR, NA 102/ 03

Code number Supplementary measures/provisions
5 In-line engines:
Cover pieces (protection girds) have to be mounted on the charge-air pipe.

On engines equipped with a charge-air bypass, it is also necessary to
mount the blind flange at the exhaust gas side connection.
6 V-type engines
On V-type engines having a common charge-air pipe, a blind flange is to

be mounted on the compressor outlet of the defective turbocharger so as
to avoid air losses.
7 V-type engines
Separate the exhaust gas inlet side of the defective turbocharger from the
gas flow of the second turbocharger by fitting a blind flange.
1 turbocharger failing In-line engine V-type engine

Fixed-pitch propeller 15% up to 50%
of the rated output at the
corresponding speed
Controllable-pitch 20% up to 50%
propeller/generator
ll / t service
i of the rated output at the rated speed
Table 2. Emergency operation with one or both turbochargers failing -- outputs/
speeds that can be reached
6685 3.6.3--01 E 04.99 NR, NA 103/ 03

Behaviour in case
operating values are exceeded/
alarms are released 3.6.7
General remarks
Operating values/limit values Operating values, e.g. temperatures, pressures, flow resistances and all
other safety--relevant values/characteristics, must be kept within the range
of nominal values. Limit values must not be exceeded.
Alarms, reduction and stop Depending on the extent to which values are exceeded and on the
signals potential risks, alarms, reduction or stop signals are released for the more
important operating values. This is effected by means of the alarm system
and the safety controls. Reduction signals cause a reduction of the engine
output on vessel plants. This is effected by reducing the pitch of
controllable--pitch propeller plants. Stop signals cause an engine stop.
Behaviour in emergency cases -- Acoustic or visual warnings can be acknowledged. The displays remain
technical possibilities active until the malfunction is eliminated. Reduction or stop signals can in
the case of vessel plants be suppressed by means of the override function
of the valuation ship takes precedence over engine. For stationary
plants, this possibility is not provided. For these, there is also no reducing
function.
Fixing alarm and limit values For fixing the alarm and the safety--relevant limit values, the requirements
of the classification societies and the own assessment are decisive.
Legal situation
Alarm, reduction and safety signals serve the purpose of warning against
dangers or of avoiding them. Their causes are to be traced with the
necessary care. The sources of malfunctions are to be eliminated
consistently. They must not be ignored or suppressed, except on
instructions from the management or in cases of a more severe danger.
Caution! Ignoring or suppressing of alarms, the cancellation of

reduction and stop signals is highly dangerous, both for persons
and for the technical equipment.
Liability claims for damages due to exceeded nominal values and

supressed or ignored alarm and safety signals respectively, can in no case
be accepted.
6685 3.6.7--01 E 04.99 NR, NA 101/ 01

Shut down/preserve the turbocharger 3.7
3.1 Prerequisites
3.3 Operating media
6685 3.7--01 E 06.99 101/ 01

Shut down/preserve the turbocharger 3.7.1
The instructions given for the Diesel engine (refer to the Diesel engine op-
erating manual) also apply correspondingly to a preservation and pro-
longed storage of the turbocharger.
6685 3.7.1--01 E 06.99 NR, NA 101/ 01

Maintenance/Repair
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680 4--02 E 11.97 101/ 01

Table of contents
N 4 Maintenance/Repair
: : : N 4.1 General remarks

: : : N 4.2 Maintenance schedule (explanations)
: : N 4.3 Tools/Special tools
: : N 4.4 Spare Parts
: : N 4.6 Special services/Repair work
: : N 4.7 Maintenance schedule (signs/symbols)
: : N 4.7.3 Maintenance Schedule (Turbocharger)
: : N 4.8 Maintenance work
: : N 4.8.1 Cleaning
: : N 4.8.4 Checking the individual Components
: : N 4.8.7 Check list
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 101 /01

General remarks 4.1
Purpose of maintenance work/ Similarly to regular checks, maintenance work belongs to the users
prerequisites duties. Both serve the purpose of maintaining the reliable and safe
serviceability of the system. Maintenance work should be done by qualified
personnel and at the times defined by the maintenance schedule.
Maintenance work is of support to the engine operators in their
endeavours to recognise future failures at an early stage. It provides
useful notes on overhaul or repair becoming due, and is of influence on
the planning of downtimes.
Maintenance and repair work can only be carried out properly if the
necessary spare parts are available. It is advisable besides these spare
parts to keep an inventory of parts in reserve for unforeseen failures.
Please request MAN B&W Diesel AG to submit a quotation whenever
required.
Maintenance schedule/ The jobs to be done are shown in the maintenance schedule
maintenance intervals/ (Turbocharger) 4.7.3,
personnel and time required which contains
- a brief description of the job,
- the intervals of repetition,
- the personnel and time required, and it makes reference to
- the corresponding work cards/instructions.
Work cards in Volume C2 The work cards, comprised in Part C2 of the technical documentation,
respectively contain brief descriptions of
- the purpose of jobs to be done.
They contain
- information on the tools/appliances required, and
- detailed descriptions and drawings of the operating sequences and
steps required.
6685 4.1--01 E 03.99 NR, NA 101/ 01

Maintenance schedule (explanations) 4.2
Preliminary remarks
Maintenance schedule on paper The maintenance schedule of the turbocharger comprises works to be
and diskette done on components/subassemblies of the turbocharger (see 4.7 and
4.7.3).
In addition to the paper copy, an electronic version of the maintenance

schedule is available on diskette 3.5. The diskette is destined for IBM and
compatible systems equipped with Windows and Excel. By means of this
version maintenance work for specific intervals can be selected or grouped
according to individual requirements.
Binding character and adaptabilities
Validity of the maintenance The maintenance schedule (turbocharger) 4.7.3 is a summary of all the
schedule maintenance and inspektion works up to a major overhaul of the
turbocharger after an operating period of
- 12,000 --18,000 hours for NR--turbochargers,
- 12,000 --18,000 hours for NA--turbochargers

at four--stroke engines,
- 24,000 -- 30,000 hours for NA--turbochargers

at two--stroke engines.
Whenever major overhaul of the turbocharger has been carried out, for
practical considerations in common with an engine maintenance being
doe, the maintenance schedule is to be started anew.
A major overhaul comprises the disassembly of the complete turbocharger

for the inspection of the actual condition, careful cleaning and checking of
all parts.
Attention! In consideration of the operational safety of the

turbocharger and engine, the maintenance works should be carried
out as timely as possible and not later than scheduled.
6685 4.2--01 E 05.99 NR, NA 101/ 02

Adaption of the maintenance The maintenance schedule has been drawn up for standard operating
schedule conditions and an operation of 6,000 hours per year. After a critical
evaluation of the operating values and conditions shorter intervals may
become necessary provided external operating conditions as timetable/
timetable of ships/inspection time for plants allow it.
Favourable operating conditions are:

- constant load within the range of 60% to 90% nominal load,
- observing the specified temperature and pressure of the operating
media,
- using the specified lube oil and fuel quality,
- as well as a proper separation of the fuel and lube oil.
Adverse operating conditions are:

- long-term operation at maximum or minimum load; prolonged idling
times; frequent, drastic load changes,
- frequent engine starting and repeated warming-up phases without
adequate preheating,
- higher loading of the engine before the specified cooling water and lube
oil temperatures are reached,
- lube oil, cooling water and charge air temperatures that are too low,
- using inappropriate fuel qualities and insufficient separation,
- inadequate combustion air filtering (e.g. on stationary engines).
6685 4.2--01 E 05.99 NR, NA 102/ 02

Tools/Special tools 4.3
Tools for turbochargers
Commercial tools are not included in the delivery scope of the

Inventory tools
turbocharger. It is expected that these tools are contained in the inventory
of the plant.
Standard tools If included in the delivery scope, the turbochargers are equipped with a set
of standard tools. For a plant with several turbochargers, 1 set of
standard tools is generally sufficient. These standard tools and the
inventory tools permit the usual maintenance work to be carried out.
The tools set intended for the turbocharger(s) is contained in one box (or
in several boxes), and a table of contents is also included.
A list specifying the extent and designations of these tools is also
contained in Volume C6 of the Technical Documentation.
Tools on customers request In particular case, such tools/devices are supplied on request.
MAN B&W Diesel AG will gladly submit an offer, if desired.
Special tools Certain jobs, which are rather repair jobs than maintenance jobs, require
special expert knowledge, experience and supplementary
equipment/auxiliary means. Further special tools are made available to our
service bases, and possibly also our authorised workshops, for such
purposes. We therefore recommend that you consult these partners, or
entrust them to do jobs for you whenever the own capacities in terms of
time, qualification or personnel are inadequate.
6685 4.3--01 E 04.99 NR, NA 101/ 01

Spare Parts 4.4
Since it is so important, we are repeating below a sentence which we have

used already:
Tip Maintenance and repair work can only be carried out properly if
the necessary spare parts are available.
The information given below is thought to assist you in quickly and reliably
finding the correct information source in case of need.
Spare parts for turbocharger
Spare parts for the turbocharger can be identified by means of the spare
parts catalogue contained in Volume C3 of the technical documentation.
For this purpose, illustration and text sheets with order numbers are
available. An order number consists of a three--digit subassembly number
and a three--digit item number, which are separated by a dot. The spare
parts catalogue is arranged in the order of the subassemblies.
The order numbers, however, can also be looked up in the respective work
cards contained in Volume C2.
Spare parts for tools/ordering of tools (turbocharger)
Complete or individual tools for turbochargers can be ordered with the aid
of the list of contents for tools, stating the respective order numbers. This
list of contents is included in the tool box for the turbocharger. An order
number is composed of a three--digit subassembly number 596 (=
subassembly for tools) and a three--digit item number, which are separated
by a dot.
6685 4.4--01 E 05.99 NR, NA 101/ 01

Special services/Repair work 4.6
No matter whether routine cases or really intricate problems are

concerned,
- MAN B&W Diesel AG, Augsburg works,
- MAN B&W Diesel AG, Service Center Hamburg,
- MAN B&W Diesel Pte. Ltd., Service Center Singapore,
- service bases and authorised repair workshops
are readily available to offer you a wide spectrum of services and expert
advice, ranging from spare parts supplies, consultation and assistance in
operating, maintenance and repair questions, ascertaining and settling
cases of damage through to the assignment of fitters and engineers all
over the world. Some of these services are doubtless the standard offered
by suppliers, shipyards, repair workshops or specialist firms. Some of this
whole range of services, however, can only be rendered by someone who
can rely on decades of experience in Diesel engine systems. The latter are
considered as a part of the expert commitment towards the users of our
engines and for our products.
Please note the supplementary information contained in the printed

publications of Volume A1 of the Technical Documentation. In these, you
will also find the addresses and telephone numbers of the nearest service
bases which you can approach whenever required.
Information on turbochargers, see also Volume C1 of the Technical

Documentation, Page 1.4.
6685 4.6--01 E 03.99 NR, NA 101/ 01

Maintenance schedule (signs/symbols) 4.7
Explanation of signs and symbols
The heading of the maintenance schedule shows symbols instead of

entries in two languages. They have the following meaning:
Serial number of the maintenance work.

1, 2, 3 The series shows gaps for changes/up-dates which could become
necessary.
Brief description of the job
Related work cards.

The work cards listed contain detailed information on the work steps
required.
A No Work card required/available
Relation between working cards.

x These notes are of particular significance within the maintenance
system CoCoS. They give you information on the jobs with a temporal
y connection to the work in question.
Required personnel
Time required in hours per person
per Relational term to indicate the time required
Repetition intervals given in operating hours

24 ... 18,000 24 ... 18,000 (NR)
24 ... 18,000 (NA, at the four--stroke engine)
24 ... 30,000
24 ... 30,000 (NA, at the two--stroke engine)
Signs used in the columns of intervals.

Their meaning is repeated in each sheet.
X, 1, 2
We assume that the signs and symbols used in the head are sufficiently
pictorial and that it is not necessary to repeat them constantly.
Table 1. Explanation of signs and symbols of the maintenance schedule
6685 4.7--01 E 03.00 NR, NA 101/ 01

Wartungsplan (Turbolader)
Maintenance Schedule (Turbocharger) 4.7.3
1, x
12000
18000
per
1500
3000
6000
2,
150
250
y
24
50
3
Inspektion (whrend des Betriebes) Inspection (during operation)

901 Turbolader auf abnormale Gerusche Check turbocharger for unusual noise A 1 0.1 Turbo-- X
und Vibrationen kontrollieren and vibrations lader
Turbo--
charger
903 Turbolader und Systemleitungen auf Check turbocharger and system pipes A 1 0.2 Turbo-- X
Leckagen kontrollieren (Sperrluft, for leakages (sealing air, charge air, lader
Ladeluft, Abgas, Schmierl) exhaust gas, lube oil) Turbo--
charger
905 Alle Befestigungsschrauben, Check all the fixing screws, casing 500.10 1 1 Turbo-- 2 X
Gehuseschrauben und screws and pipe connections for tight fit lader
Rohrleitungsanschlsse auf festen Sitz Turbo--
prfen charger
Wartung (whrend des Betriebes) Maintenance (during operation)

911 Turbine reinigen (im Schwerlbetrieb) Clean the turbine (in HFO operation) 500.07 1 0.3 Turbo-- 1
-- Trockenreinigung, falls vorhanden -- Dry cleaning, if provided lader
Turbo--
charger
913 Turbine reinigen (im Schwerlbetrieb) Clean the turbine (in HFO operation) 500.07 1 0.6 Turbo-- 1
-- Nareinigung, falls vorhanden -- Wet cleaning, if provided lader
Turbo--
charger
X Wartungsarbeit fllig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder berholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
6659 4.7.3--01 E 04.00 NR24/S 101 /02

Wartungsplan (Turbolader)
Maintenance Schedule (Turbocharger) 4.7.3
1, x
12000
18000
per
1500
3000
6000
2,
150
250
y
24
50
3
915 Verdichter reinigen Clean the compressor 500.08 1 0.3 Turbo-- 1
(im Betrieb) (in operation) lader
Turbo--
charger
917 Luftfilter reinigen Clean the air filter 500.11 1 0.4 1
(falls vorhanden) (if provided)
Wartung (gemeinsam mit einer Motorwartung) Maintenance (in common with an engine maintenance)
931 Verdichtergehuse, Einsatzstck, Clean and check (visually check) the 500.10 2 4 Turbo-- X
Nachleitapparat und Verdichterrad compressor casing, insert, diffuser and 500.14 lader
reinigen und kontrollieren compressor wheel. Turbo--
(Sichtkontrolle). Restore the turbocharger for operation charger
Betriebsbereitschaft des Turboladers
wieder herstellen
951 Grundberholung Major overhaul 000.31 931 2 20 Turbo-- X
12 000 ...18 000 Betriebsstunden: 12,000 ... 18,000 operating hours: 500.06 lader
Alle Komponenten des Turboladers Remove, clean and check all 500.10 Turbo--
abbauen, reinigen und kontrollieren. components of the turbocharger. Check 500.16 charger
Spalte und Spiele beim Zusammenbau gaps and clearances on reassembly 500.24
kontrollieren 500.27
X Wartungsarbeit fllig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder berholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
6659 4.7.3--01 E 04.00 NR24/S 102 /02

Maintenance work 4.8
General To keep the exhaust gas turbocharger in a good, reliable condition, it is to

be subjected to inspection and checking at various points and at specific
intervals as specified in the maintenance schedule.
Depending on the special conditions in the engine room, the best way of
disassembly has to be chosen. To perform maintenance and control jobs,
it will in most cases be sufficient to strip subassemblies of the
turbocharger. Dismounting the complete turbocharger from the engine
normally will only be required for basic overhaul.
For basic overhaul of the turbocharger, or for repair work involving

essential components, it is recommended to note down the condition of
the individual subassemblies and to include this information in the engine
operating records. A form sheet Check list (4.8.7 for NR--Turbochargers
or 4.8.8 for NA--Turbochargers) has been enclosed herein as a sample.
Spare parts Wear and damage suffered, specifically if affecting the strength or balance
precision and hence the running smoothness of rotating parts, require
replacement by original spare parts or repair in an authorised repair shop
or at the works. Rotor components sent out for repair have to be
appropriately packed and protected against corrosion to prevent further
damage in transit.
For ordering original spare parts, please refer Volume C3 (Technical

Documentation - Exhaust Gas Turbocharger - Spare Parts Catalogue).
Screwed connections Where screws and nuts cannot be loosened straight away because they
have seized, avoid applying excessive force because the components
might be destroyed in this way and would have to be replaced. It may also
become necessary to bore broken bolts out of casings and to retap the
bored--out threads. Seizures can in most cases be slackened by
lubricating the threads with Diesel fuel oil or low-viscosity special lubricants
(such as Caramba or Omnigliss) and by slightly tapping the bolt head with
a hammer. Such solvents should be applied liberally and allowed to act
upon the bolted or screwed joint for some time (1/2 hour or longer) so that
they will be able to penetrate right down into the threads. The
recommendations issued by the suppliers of such solvents should be
observed.
Screws, nuts and lockwashers used in joints on the turbine side and
exposed to elevated temperatures are made of non-scaling materials. In
order to prevent such non-scaling screws and nuts from being mixed up
with normal ones, they are identified by markings on their face (SM, VM or
4923, Z1 or 4828). During disassembly, such elements should therefore
be put down somewhere separately until being reassembled.
All the lockwasher pairs used on the turbocharger are of non-scaling
material but not marked.
To prevent screws and nuts from sticking, thereby facilitating later

disassembly, screwed connections and seats should be made sure to be
treated with a high-temperature lubricant (such as Molykote HSC) prior to
every reassembly. Before applying this lubricant, clean the threads
carefully. Threads of stud screws remain untreated.
6685 4.8--01 E 06.99 NR, NA 101/ 02

All the bolted and screwed connections of the turbocharger must be in an
unobjectionable condition on assembly, or replacement is necessary.
When assembling the lockwasher pairs (one pair consisting of 2 identical
washers), make sure that the long wedged surfaces contact each other
(on the inside), otherwise the securing effect will be lost.
Inappropriately tightened and secured screws and nuts may come loose
by vibratory effects and be drawn into the turbocharger by the air or gas
flow, causing severe damage.
6685 4.8--01 E 06.99 NR, NA 102/ 02

Cleaning 4.8.1
Air filter
Air filter mat The air intake opening of the silencer is covered by a air filter mat of high
filtering effect. The silencer, compressor and charge-air cooler are therefore
effectively protected against fouling. To maintain this efficiency, timely
cleaning or replacement of the air filter mat is necessary and is definitely
due when the inside of the air filter mat starts getting dark, a reliable sign
that the absorbing capacity of the air filter mat is exhausted and dirt begins
to appear at the filter. Taking the pressure differential as an indicator is not
reliable because it depends on the rate of air flow as prevailing, which is to
say on the service point and the position in the map.
Cleaning intervals For recommended cleaning intervals, please refer to the maintenance
schedule (4.7.3) and work card (500.11).
Compressor
Cleaning during operation In the case of NR turbochargers, dirt depositing on the blades of the
by injecting water compressor wheel and on the nozzle ring vanes may cause a measurable
loss in efficiency, because of the relatively small dimensions.
We therefore recommend a compressor washing device, especially in cases
of extremely dirt-laden intake air. Freshwater is to be used exclusively. Sea
water and chemical additives and cleansers are not permitted. Cleaning
agents for the charge-air cooler have to be introduced downstream of the
compressor.
Cleaning should be carried out with the engine being at operating
temperature and under full load.
Cleaning intervals For recommended cleaning intervals, please refer to the maintenance
schedule (4.7.3) and work cards (500.08).
Versions available A portable water container with accumulator to be connected to the

cleaning opening on the compressor casing, silencer or air intake casing.
A syringe is provided for small frame sizes such as NR12.
As an alternative, a water tank can be installed at a fixed, easily

accessible point. The tank is to be located not less than 600 mm lower
than the point of injection to avoid that the water is prematurely extracted
by a vacuum in the compressor as the tank is topped up with water. The
air required to draw the water out of the tank should be withdrawn
downstream of the charge-air cooler.
Mechanical cleaning Dirt that has deposited on the compressor wheel, the air diffuser and
compressor volute can be removed during maintenance periods by means
of the steam jet. A further possibility is the soaking in Diesel fuel or other
liquid cleansers and the subsequent brushing off of the dirt deposits.
Chlorous cleaning agents may attack the aluminium alloy (of the
compressor wheel) and must therefore not be used.
6685 4.8.1--01 E 06.99 NR 101/ 02

It should in each case be avoided that some of the cleaning agent or
dissolved dirt gets into the lube oil system. It is not allowed to use
high-pressure cleaners.
Turbine
Cleaning during operation Depending on the fuel oil grade and the engine operating mode, residues
from combustion may accumulate on the vanes / blades of the nozzle ring
and turbine. The progressing build-up of dirt deposits and the considerable
deterioration of operating performance involved may lead to compressor
surging or to the excitation of dangerous vibrations of the turbine wheel
blades due to uneven fouling of the nozzle ring. Incipient fouling is indicated
by a rising charge-air pressure as a result of the narrower nozzle ring cross
section. The charge-air pressure will drop as fouling proceeds, and the
exhaust gas temperature will rise as a result.
Contrary to the HFO-operated engines, gas engines or engines using gas oil
do not need a cleaning device.
Turbochargers of HFO-operated engines require cleaning at regular intervals

from initial operation onwards.
Cleaning intervals For recommended intervals of cleaning, please refer to the maintenance
schedule (4.7.3) and work card (500.07). Depending on the fuel oil grade
and engine operating mode, other intervals may be appropriate.
Two methods are available for cleaning the turbine during operation:
Wet cleaning The engine has to be brought down to approx. 10 ... 15% output for this
purpose so as to avoid an overloading of the turbine blades (thermo shock).
The medium used for cleaning is freshwater introduced without any
chemical additives upstream of the turbine.
Dry cleaning Granulates of nut shells or activated charcoal (soft) of a grain size of
1 ... 1.5 mm are introduced upstream of the turbine, under normal engine
service load and using compressed air from the board mains.
The engine loading need not be reduced for this purpose.
The cleaning device is designed to introduce the necessary amount of
granulate over a period of 20 to 30 seconds rather than at a time. This will
prevent a sudden speed drop and surging of the compressor, especially
where several turbochargers are operated in parallel.
The required granulate can be ordered by:

MAN B&W Diesel AG
Turbocharger Service Dept.
Stadtbachstr. 1
D-86153 Augsburg, Germany
Mechanical cleaning During maintenance work, severe fouling (such as heavy fuel oil deposits or
oil coke) accumulated on the nozzle ring and turbine wheel can be soaked in
water treated with standard domestic detergents and subsequently brushed
off. If necessary, the process has to be repeated several times. Soaking can
be done in an appropriate vessel over several hours.
It must be made absolutely sure that the water and dissolved dirt cannot
get into the lube oil system.
6685 4.8.1--01 E 06.99 NR 102/ 02

Checking the individual Components 4.8.4
The following notes and questions are intended for guidance, e.g. for
- judging the condition of the turbocharger

- recording engine operating data and preparing checklists
- checking, reusing, repairing and replacing components
Oil coke downstream of the Sealing air bore in the bearing casing clogged
turbine wheel Shaft seal on turbine side damaged
Priming pressure too high
Touching marks over the entire Check of the bearings (refer to work card 500.06)
circumference (turbine rotor, Check of gaps and clearances (refer to sheet 2.5.5)
compressor wheel, inserts)
Touching marks in sections of Signs of imbalance

circumference (turbine rotor,
compressor wheel, inserts)
Crack detection tests on the By acoustic testing or fluorescent dye penetration method
blades (turbine rotor,
compressor wheel)
Gaps and clearances For admissible limits, refer to sheet 2.5.5
Erosion in HFO operation Where heavy fuel oil is used, the exhaust gas contains solids of small size
(e.g. Cat fines) which have an erosive effect especially at the outlet of
the turbine nozzle ring, where gas velocities and concentrations of these
particles are high. Moreover, there is a very pronounced deflection of the
flow in circumferential direction, and the particles are furthermore subject
to the centrifugal effect.
Cat Fines Where do these erosive solid particles come from?

As a result of the refining process, and depending on the quality, heavy
fuel oil contains Cat fines, fine-grained and very hard powdered solids
(indicators are the Al and Si concentrations), and other impurities of
abrasive effect. Amply dimensioned, heated settling tanks and adequate
separation are means to reduce their concentration.
Admixtures Of a particularly negative effect is the admixing of used engine lube oil,
characterised by more-than-normal Ca and Fe concentrations. Used
engine lube oil not only contains wear residues but specifically detergent
dispersant additives. Fine-grained solids are bound by these additives so
that Cat fines and other impurities cannot be extracted by separating.
Much more severe erosion damage is the result of blending the fuel with
Waste oil.
Residues from incomplete combustion may also have an erosive effect.
Clean combustion should therefore be ensured.
6685 4.8.4--01 E 04.99 NR 101/ 02

Casings Which casings are heavily fouled by soot, oil or oil coke?
Were the casings tight, especially at the joints and connecting flanges?
Did the casings have cracks?
Had bolts broken off?
Had all the bolts and nuts been firmly tightened and secured?
Were any sealing air or oil ducts in the bearing casing clogged?
Are the seals in order?
Silencer, if provided What is the condition of the air filter mat?

What is the condition of the felt linings?
Have cracks formed on components?
Electronic speed measuring Was the speed transmitter or the speed indicator defective?
device Were the two pole plates on the speed transmitter deformed?
Compressor wheel Are blades affected by cracks or pronounced wear?

Do the blades show impact marks at the leading edge, caused by solid
objects drawn in?
Are traces of touching found?
What is the seat of the compressor wheel?
Is the seating surface bright, or does it show fretting corrosion?
Turbine rotor Have blades been damaged or are blades affected by pronounced wear or
erosion on the edges?
Are blades affected by cracks?
Are any traces of touching found on blades, on the wheel or shaft?
Concentricity of the shaft?
Condition of the bearing points?
Have the labyrinth tips of the locating ring been severly worn?
Are the seating faces bright or do they show fretting corrosion?
Inserts Are there any signs of touching?
Thrust ring, labyrinth ring Are there traces of fretting or pronounced wear?
Are the seating faces bright or do they show fretting corrosion?
Bearings Check the bearings (refer to work card 500.06)

Wear diagonally across on both bearings suggests rotor imbalance.
Sealing cover Does the pattern of labyrinth tip running-in appear normal?
Turbine nozzle ring Are there vanes that have been bent?
Have vanes suffered serious erosive wear?
Have foreign objects got jammed in the ducts?
Are there traces that are indicative of foreign objects?
Are cracks found on the vanes?
6685 4.8.4--01 E 04.99 NR 102/ 02

Check list 4.8.7
Relating to service report of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Date . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Name of customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger . . . . . . . . . . . . . . . . . . . . .

Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Works No. . . . . . . . . . . . . . . . . . . . . . . .
Site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine type . . . . . . . . . . . . . . . . . . . . . .
Ships name . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Works No.. . . . . . . . . . . . . . . . . . . . . . .
Turbocharger inspected / overhauled on . . . . . . . . . . . . . . . . . . . . . . . . . . . . by . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Reason . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Last inspection / overhaul on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . by . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
No. of operating hours since last inspection / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . h
No. of operating hours since commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . h
Air intake casing, if provided Compressor casing Turbine rotor

P fouled P fouled P fouled
by . . . . . . . . . . . . . . . . . . . . . by . . . . . . . . . . . . . . . . . . . . . by . . . . . . . . . . . . . . . . . . . . . .
Silencer, if provided P cracks signs of touching
P damage by foreign object
air filter mat P radial
P replaced Diffuser P over the entire circumference
P in sections of circumference
reason: ................ P used P replaced
P fouled blades
felt linings
by . . . . . . . . . . . . . . . . . . . . . . P bent
P fouled
P with cracks
P wavy P vanes bent
P erosion
P separated P vanes with incipient cracks
P damage by foreign objects
P damage by foreign object
bearing points
Speed transmitter, if provided
Compressor wheel P fretting marks
P defective
P wear
P pole plates deformed P fouled
seating faces
by . . . . . . . . . . . . . . . . . . . . .
Speed indicator, if provided P fretting corrosion
signs of touching
P defective labyrinth tips
P axial
P radial P oil coke
Insert on compressor side P over the entire circumference P wear
P in sections of circumference
P used P replaced
P fouled blades
Labyrinth ring
by . . . . . . . . . . . . . . . . . . . . . P bent
P with cracks P used P replaced
signs of touching
P damage by foreign object P fretting marks
P radial
P over the entire circumference bore P wear
P in sections of the circumference P fretting corrosion P fretting corrosion
6685 4.8.7--01 E 04.99 NR 101/ 02

Thrust ring Bearing bush turbine side Insert turbine side
P used P replaced P used P replaced P used P replaced
P fretting marks P fretting marks P fouled
P wear P wear P erosion
P fretting corrosion P outside diameter
signs of touching
P inside diameter
Bearing casing P over the entire circumference
P in section of the circumference
P fouled
Sealing cover compressor side
by . . . . . . . . . . . . . . . . . . . . .
P used P replaced Gas-admission casing
P cracks
P abnormal running--in pattern P fouled
sealing air bores P wear
by . . . . . . . . . . . . . . . . . . . . . .
P clogged P cleaned P signs of touching
P cracks
oil bore Sealing cover turbine side
P erosion
P clogged P cleaned
P used P replaced P damage by foreign object
seals
P abnormal running--in pattern screwed connections
P replaced
P wear
P slack
Locating bearing P oil coke P cleaned
P torn off
P used P replaced Cover disc P replaced
P fretting marks P used P replaced
P wear Gas outlet casing
P axial face, compressor side P wear
P oil coke P cleaned P fouled
P axial face, turbine side
P inside diameter by . . . . . . . . . . . . . . . . . . . . .
Bearing bush compressor side Turbine nozzle ring P cracks
P used P replaced P damage by foreign object
P used P replaced
P vanes bent screwed connections
P fretting marks
P vanes with incipient cracks P slack
P wear
P damage by foreign object P torn off
P outside diameter
P erosion P replaced
P inside diameter
P
X please tick the appropriate box
Gaps and clearances, (for admissible values refer to sheet 2.5.5)

Item 1 Compressor wheel / insert (radial gap) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm
Item 2 Compressor wheel / insert (axial gap) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm
Item 3 Turbine rotor / insert (radial gap) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm
Item 4 Turbine rotor / insert (axial gap) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm
Item 5 Locating bearing / labyrinth ring (axial play) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm
Item 6 Face runout, compressor wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm
Remarks: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
................................................................................................
................................................................................................
................................................................................................
................................................................................................
................................................................................................
................................................................................................
6685 4.8.7--01 E 04.99 NR 102/ 02

Annex
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680 5--02 E 07.97 101/ 01

Table of contents
N 5 Annex
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 101 /01

Working Instructions C2
D36 6659-- 2 E
6659 C2--02 E 01.00 101/ 02

6659 C2--02 E 01.00 102/ 02

Table of contents
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 How the work cards are organised, and how to use them
N 2 Work cards
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 101 /01

Introduction
1 Introduction
2 Work cards
6686 1--01 E 03.99 101/ 01

Table of contents
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 How the work cards are organised, and how to use them
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 101 /01

Preface 1.1
Work cards and maintenace The work cards are closely related to the maintenance schedule of the
schedule turbocharger contained in Volume C1 (Operating Manual) of the technical
documentation . The latter briefly specifies the maintenance work to be
done, whereas this volume gives a step-by-step description, with
illustrations, of the operating sequences required to maintain the
operational reliability and efficiency of the turbocharger. The work cards
have an introductory part describing the purpose of the work, and contain
information also stating which tools and appliances are required. For most
of the jobs, several work cards have to be consulted.
Work cards serve the particular purpose of providing essential information

in concise form.
6686 1.1--01 E 03.99 NR, NA 101/ 01

How the work cards are organised,
and how to use them 1.2
Numbering The ordinal number of the work cards - on top at the right - is composed of
the three-digit subassembly group number 500 (basic subassembly
number for turbochargers) and a two--digit counting number, or of a neutral
numerical combination (e.g. 000, for universally valid instructions) and a
two--digit counting number.
Example:
Turbocharger or subassemblies
Removing and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 . 10
Subassembly group number (500 for turbocharger)

Counting number (work card number 10)
How to find the work cards The work cards are contained in the list (Table of contents) of Section 2.
required
Structure Work cards contain the following information as a rule:
- Notes on the purpose of the jobs to be done,
- Personnel and time required
- on the relevant work cards, i.e. those work cards containing further
essential or useful information,
- on the necessary tools and appliances,
- any supplementary details/technical data and
- the individual operating sequences, starting in each case with the
original condition and followed by the individual working steps.
Parts and tools are marked with the order number in illustrations and texts.
Order numbers for tools are identical with the tool number punched into
the tool (as a rule).
Personnel and time required The time required is given in hours, indicating the number and qualification
of the required personnel for a single job. The higher amount covers the
time for the entire extent of the particular work card. Personnel with a
smaller number of hours is required only temporarily, eg. for operating the
lifting tackle.
Tools/appliances Remarks:
The number in the column Denomination are width across flats given in
mm, e.g. socket wrench 22 = socket wrench width across flats 22 mm.
The availability keys in the column Availability have following meaning:
Standard Standard tools (with tool numbers)
If included in the delivery scope, the turbochargers are equipped with a set
of standard tools.
Optional Tools on customers request (with tool numbers)
Inventory Commercial tools/appliances
These are not included in the delivery scope. It is expected that these
tools/appliances are contained in the inventory of the plant.
Extra Extra tools, e.g. for service bases
6686 1.2--01 E 05.99 NR, NA 101/ 02

Safety notes Text passages in italic type draw the attention to dangers sources of
failure, technical necessities, supplementary information. The following are
used:
Danger! Imminent danger.

Possible consequences: Death or most severe injuries, total damage
to property.
Caution! Potentially dangerous situation.

Possible consequences: Severe injuries.
Attention! Possibly dangerous situation.

Possible consequences: Slight injuries, possible damage to
property.
Important! For calling attention to error sources/handling errors.
Tip! For tips regarding use and supplementary information.
Remarks next to this sign are of special importance on the basis of service
experiences.
However, only the signs of the safety instructions indicate the importance.
Technical data Technical data (Ratings data, Operating data, Weights, Dimensions, Gaps
and clearances) are contained in Section 2.5, Volume C1 (Technical
Documentation -- Exhaust Gas Turbocharger -- Operating Manual).
Ordering tools Information concerning the ordering of tools or parts of these are
contained in the sheet 4.3 of Volume C1 (Technical Documentation --
Exhaust Gas Turbocharger -- Operating Manual), and/or in the sheet 1.2 of
Volume C3 (Technical Documentation -- Exhaust Gas Turbocharger --
Spare Parts Catalogue).
6686 1.2--01 E 05.99 NR, NA 102/ 02

Work cards
1 Introduction
2 Work cards
6686 2--01 E 03.99 101/ 01

Table of contents
000.31 Tightening of screw connections

: : N Generally tightening torques
500.04 Turbine nozzle ring
: : N Checking
500.05 Emergency operation
: : N with closing device
500.06 Locating bearing and bearing bushes
: : N Checking
500.07 Cleaning the turbine (in HFO operation)
: : N Wet cleaning
500.07 Cleaning the turbine (in HFO operation)
: : N Dry cleaning
500.08 Clean the compressor (in operation)
: : N with fitted tank
500.08 Cleaning the compressor (in operation)
: : N with pressure sprayer
500.10 Turbocharger or subassemblies
: : N Removing and refitting
500.11 Air filter
: : N Cleaning
500.12 Silencer
500.13 Air intake casing
500.14 Compressor casing, insert, diffuser, speed transmitter
500.16 Cartridge
500.18 Compressor wheel
: : N Removing, refitting, checking
500.19 Sealing cover and labyrinth ring
500.20 Locating bearing
500.21 Thrust ring
500.22 Turbine rotor
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 101 /02

500.23 Covering disk and sealing cover
500.24 Bearing bushes
500.25 Turbine nozzle ring
500.26 Gas outlet casing
500.27 Insert, turbine side
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 102 / 02

Tightening of screw connections
Generally tightening torques 000.31
Purpose of jobs to be done
Indicating tightening torques for essential bolted connections.

Guaranteeing operating safety.
Brief description
Screw connections should be tightened by means of torque wrenches as

far as possible.
The work includes:
Refitting of components.
Generally tightening torques for screw connections
Tightening of screw Screw connections should be tightened by means of torque wrenches as

connections acc. to the torque far as possible.
For importent screw connections on the turbocharger, the tightening
torques are prescribed in the relevant work cards.
For all the other screw connections, which are tightened using a torque
wrench, guide values for the tightening torques are stated in table 2.
The following should be observed:
- The load acting on a screw connection depends on the tightening
torque applied, on the lubricant used, the finished condition of the
surfaces and threads, and on the materials paired. It is, therefore, of
great importance that all these conditions are met.
- Table 2 lists the tightening torques for various threads as a function of
the coefficient of friction, i.e. of the lubricant used. The torques are
based on bolt material of the strength class 8.8 with the bolts stressed
up to approximately 7 % of the elastic limit. For other strength classes,
the tightening torques listed in the table have to be multiplied by the
corresponding conversion factors. The strength class is stamped on the
bolt head.
Strength class 5.6 6.8 10.9 12.9

Conversion factor x 0.47 0.75 1.40 1.70
Table 1. Conversion factors for tightening torques as a function of the bolt strength
class
Approximate coefficient of friction m :

m = 0.08 with lubricants, for temperatures
$ 200C, e.g. Molykote G--n or Molykote P40
200C, e.g. Molykote HSC
m = 0.14 for surfaces that are not finish-treated, with a thin film of oil
6686 000.31--01 E 04.99 NR, NA 101/ 02

Tightening torque Tightening torque
Thread in Nm Thread in Nm
Nominal Coefficient of Nominal Coefficient of
size friction m size friction m
0.08 0.14 0.08 0.14
M5 4 6 M 24 475 690
M6 7 10 M 24x2 500 750
M8 17 25 M 27 700 1020
M 10 34 50 M 27x2 730 1100
M 12 60 85 M 30 950 1380
M 14 95 135 M 30x2 1015 1540
M 14x1.5 100 145 M 33 1270 1870
M 16 140 205 M 33x2 1350 2060
M 16x1.5 150 220 M 36 1640 2400
M 18 200 280 M 36x3 1710 2550
M 18x1.5 215 320 M 39 2115 3120
M 18x2 205 300 M 39x3 2190 3300
M 20 275 400 M 42 2630 3860
M 20x1.5 295 450 M 42x3 2760 4170
M 20x2 285 425 M 45 3260 4820
M 22 370 540 M 45x3 3415 5180
M 22x1.5 395 595 M 48 3950 5820
M 22x2 380 565 M 48x3 4185 6370
Table 2. Tightening torques for bolts of the strength class 8.8
6686 000.31--01 E 04.99 NR, NA 102/ 02

Turbine nozzle ring
Checking 500.04
Check state/wear condition of components,

ensure/restore operational reliability.
Brief description
Checking the turbine nozzle ring,

replace if necessary.
The work includes:
checking components.
A guide vane
B trailing edge
(original)
C contour of the reduction
D mean reduction
(area F areas E)
E negative areas
(on the left of D)
F positive area
(on the right of D)
G root of the guide vane
Figure 1. Erosion of the turbine nozzle ring
General The erosive wear of the guide vanes (A) is caused by the outlet flow mainly
in the area of the trailling edges (B). The original position of the trailling
edges (B) can be recognised at the roots (G) of the guide vanes (A).
Since the guide vanes do not wear evenly, the mean value of the reduction
from the guide vanes (Lm) is calculated as follows:
(L1 L2 L3 Ln)
Lm
n
n = number of the guide vanes (A)
Replacement Replace the turbine nozzle ring, if Lm as the indicated value of the
table:
Turbocharger Lm [mm] Turbocharger Lm [mm]

NR12/RS 6 NR24/S 12
NR14/S 7 NR29/S 14
NR17/S 9 NR34/S 17
NR20/S 10
6660 500.04--02 E 10.00 NR/S 101/ 01

Emergency operation
with closing device 500.05
Enabling emergency operation.
Brief description
Emergency operation by removing the cartridge.

The work/steps include:
behaviour in case of problems,
removing components,
installing components.
Personnel and time required
Numb Qualification Time requ

1 Technical assistant 1
1 Assistant 1
Tools/appliances required
Qty Denomination No. Availability

1 Closing cover (with support) 596.027 Optional
1 Open--jaw wrench 17 -- Inventory
-- Lifting tackle, ropes, shackles -- Inventory
Related work cards
Work card Work card Work card

500.10 500.12 500.13
500.14 500.16
During emergency operation of the engine, the exhaust gas must continue
passing through the damaged turbocharger.
6659 500.05--02 E 10.99 NR24/S 101/ 02

Figure 1. Closing device
Operating sequence 1 -- Emergency operation with closing device
Steps 1. Undo all the connections to clear the cartridge for removal
(refer to work card 500.10).
500.10
2. Remove the silencer or air intake casing, compressor casing and
cartridge
(refer to work cards 500.12 up to 500.16).
500.16
The turbine nozzle ring (513.001) to remain in place.
3. Close the lube oil pipes.
4. Attach the closing cover (596.027) with clamping claws (501.005),
lock washer pairs (501.007) and hexagon nuts (501.008) to the
gas--admission casing (501.001). Screw the support for the closing
cover (596.027) onto the bracket.
5. For further notes on emergency operation, refer to the Operating
Manual for Turbocharger and to the Operating Manual for Engine,
Section Operating Faults.
6659 500.05--02 E 10.99 NR24/S 102/ 02

Locating bearing and bearing bushes
Checking 500.06
Check state/wear condition of components,

Brief description
Checking the bearings, replace if necessary

removal of components,
checking of components,
installation of components.

1 Technical assistant 0.3

1 Sliding caliper -- Inventory
Related work cards

500.20 500.24
Preliminary conditions for checking the locating bearing (517.002) and the bearing bushes (517.003)
Important! If fretting marks, uneven or rapid wear is found, the

causes such as, e.g. imbalance, irregularities on the sealing air and lube
oil system (dirt, pressure, rates, temperatures, priming and post
lubrication) should be remedied prior to installing new bearings.
6659 500.06--02 E 08.99 NR24/S 101/ 02

Operating sequence 1.1 -- Checking the locating bearing (517.002)
Figure 1. Checking the locating bearing (517.002)
Steps 1. Measure the length ( l ) of the wedge surfaces (a) on the compressor
and turbine sides.
Length ( l ) extends up to the edge (v) on the bearing face (b).
Depending on the angle of light incidence, a dark band may appear in
front of the edge (v) on the wedge surface (a). This band is to be
included in measuring the length ( l ).
2. Replace the locating bearing (517.002)

if one of the length ( l ) $ 3.3 mm.
Operating sequence 1.2 -- Checking the bearing bushes (517.003)
Figure 2. Checking the bearing bush (517.003)
Steps 1. Measure the diameters D4 and D5.
2. Replace the bearing bush (517.003)

if D4 $ 54.76 mm dia.,
D5 38.04 mm dia.
6659 500.06--02 E 08.99 NR24/S 102/ 02

Cleaning the turbine
(in HFO operation)
Wet cleaning 500.07
Carry out the work in time according to the maintenance schedule,

free components from contaminations/residues,
Brief description
Clean the turbine (in HFO operation)

-- Wet cleaning, if provided
Maintenance (during operation)

General The number and location of exhaust gas pipes depends on the engine
type and may vary from the above schematic. Every individual exhaust
gas pipe has its own three--way cock (D) for turbine cleaning.
Cleaning agent Use freshwater for cleaning exclusively.
Cleaning interval Every 150 operating hours, with reduced engine load.
Tip! To save time, we recommend washing shortly after engine

start--up, when the parts to be washed are not very hot yet. In that way,
the step 2. of the operating sequence 1 can be omitted.
Brief information See also cleaning instructions given in plate (mounted to the engine).
6660 500.07--01 E 04.99 NR 101/ 02

1 Turbocharger
2 Exhaust gas pipe upstream
of turbine
3 Water admission (freshwater)
4 Dirt water discharge
downstream of turbine, if fitted
A Stop cock
B Pressure reducing valve
with pressure gauge
C Three--way cock:
ZERO POSITION
BLOW--OUT
WASHING
D Three--way cock:
(= zero position)
(= control position)
(= washing position)
E Drain cock, if fitted
Figure 1. System: Wet cleaning of the turbine
Operating sequence 1 -- Wet cleaning of the turbine
Steps 1. Reduce engine load to 10 ... 15 %.

2. Following reduction of the engine load from a higher load, wait
approx. 10 minutes (for the temperature to reach steady--state
condition).
3. First check all the three--way cocks (D) one after the other in the
control position (if no exhaust gas is blown out, the passage to the
exhaust gas pipe has got clogged and must be cleared using a
2.5--mm dia. piece of wire); then switch over to washing position .
4. Open the drain cock (E) if such a cock is fitted, check the blowing out
of exhaust gas; if necessary, clear the passage.
5. Switch the tree--way cock (C) to BLOW--OUT.
6. Open the stop cock (A) on the water admission (3); set the water
pressure to 2 bar on the pressure reducing valve (B), and check on
the pressure gauge.
7. Switch the three--way cock (C) to WASHING.
8. Washing for 10 minutes at 2 bar water pressure (check on the
pressure gauge).
9. Close the stop cock (A) on the water admission (3).
10. Temporarily switch the three--way cock (C) to BLOW--OUT, than to
ZERO POSITION.
11. Switch all the three--way cocks (D) to zero position .
12. Close the drain cock (E), if fitted.
13. Let the turbocharger run dry for 10 minutes at reduced engine load,
then slowly increase the load.
Tip! Should vibrations occur on the turbocharger that were not noticed
before, repeat the washing.
Attention! If these vibrations, produced by irregular dirt

accumulations, cannot be eliminated by washing, the turbocharger
has to be dismounted and the parts involved have to be submitted to
6660 500.07--01 E 04.99 NR 102/ 02

Cleaning the turbine
(in HFO operation)
Dry cleaning 500.07

Brief description
Clean the turbine (in HFO operation)

-- Dry cleaning, if provided


-- Granulates (grain size 1.0 ... 1.5 mm) -- Inventory
nut shells/activated soft--charcoal
General Depending on the type of engine and turbocharger, the arrangement of

items may also differ somewhat from that shown in the schematic.
The tank (1) should be installed at an approximate place, not lower than
1.0 m below the connection point (4). The pipe (3) should not be longer
than 6.0 m and properly supported to preclude that it oscillates, permitting
free flow.
The maximum service temperature of the stop cock (B): $ 300 C.
Connection point (4) is provided on the exhaust gas pipe, immediately
upstream of the turbine.
Cleaning agent Appropriate cleaning materials are granulates from nut shells or activated
charcoal (soft) of a grain size of 1.0 mm (max. 1.5 mm).
Attention! Do not use water for cleaning with this facility, because
herewith the cleaning to be carried out with the engine operated at
normal service load.
Cleaning interval Every 24 operating hours, at normal service load of the engine.
Brief information See also cleaning instructions given in plate (mounted to the engine).
6660 500.07--02 E 04.99 NR 101/ 02

1 Tank
2 Screw plug
3 Pipe
4 Connection point
5 Data plate
6 Exhaust gas pipe
7 Compressed air pipe
A Stop cock
(compressed air)
B Stop cock
(exhaust gas)
Figure 1. Arrangement: Dry cleaning of the turbine
Operating sequence 1 -- Dry cleaning of the turbine (during operation)
Steps 1. Stop cocks (A and B) must be closed.
2. Unscrew the screw plug (2). Fill the prescribed quantity of granulate into
the tank (1) and close it with the screw plug (2).
Quantities required: NR12, NR14, NR15, NR17, NR20 . . 0.3 litres

NR24, NR26 . . . . . . . . . . . . . . . . . . . . 0.4 litres
NR29, NR34 . . . . . . . . . . . . . . . . . . . . 0.5 litres
3. Open the stop cock (A). Slowly open the stop cock (B) until a
whistling sound is heard indicating the introduction of the granulate.
Granulate injection time approx. 30 seconds.
4. Close the stop cocks (A and B).
6660 500.07--02 E 04.99 NR 102/ 02

Clean the compressor
(in operation)
with fitted tank 500.08

Brief description
Clean the compressor

(in operation)

General Depending on type of engine and turbocharger, the arrangement of the

individual parts may not coincide completely with the ones shown in the
drawing.

When injecting, the water droplets, due to the high speed of the rotor, are
hitting the blades of the compressor wheel and the final diffuser at high
velocity, thus removing the dirt deposits mechanically.
Cleaning interval We recommend the following cleaning intervals:
NR-Turbocharger: every 150 operating hours,
NA-Turbocharger: every 150 operating hours.
The cleaning intervals depend on the degree of contamination of the air
taken in and are between 100 and 200 operating hours. In the smaller
turbocharger sizes (NR, NA34, NA40), the dirt deposits on blades of
compressor wheel and final diffuser may lead to a considerable drop of
efficiency.
From turbocharger size NA48 onwards, compressor cleaning is not
necessary if the air filter mat is serviced as per instruction.
Important! Cleaning must only be made with the engine warm and
running at full load. Engine must not be shut down immediately after
completion of the cleaning process.
Brief information See also cleaning instructions given in plate (10), mounted to the engine.
5649 500.08--02 E 10.99 NR, NA 101/ 02

1 Screw--type cap
2 Tank
3 Hydrometer cock
4 Charge air line
5 Intercooler
7 Turbocharger (compressor)
10 Plate (cleaning instructions)
Figure 1. System: Cleaning of the compressor (with fitted tank)
Operating sequence 1 -- Cleaning of the compressor (during operation)
Steps 1. Operating engine at full load.

2. Open screw-type cap (1) and fill tank (2) with clean, fresh water.
3. Close tank by means of screw-type cap (1).
4. Depress pushbutton of hydrometer cock (3) for about 20 seconds.
5649 500.08--02 E 10.99 NR, NA 102/ 02

Cleaning the compressor
(in operation)
with pressure sprayer 500.08

Brief description
Cleaning the compressor

(in operation)

General Depending on type of engine and turbocharger, the arrangement of the

individual parts may not coincide completely with the ones shown in the
drawing.

When injecting, the water droplets, due to the high speed of the rotor, are
hitting the blades of the compressor wheel and the final diffuser at high
velocity, thus removing the dirt deposits mechanically.
Cleaning interval We recommend the following cleaning intervals:
NR-Turbocharger: every 150 operating hours,
NA-Turbocharger: every 150 operating hours.
taken in and are between 100 and 200 operating hours. In the smaller
turbocharger sizes (NR, NA34, NA40), the dirt deposits on blades of
compressor wheel and final diffuser may lead to a considerable drop of
efficiency.
From turbocharger size NA48 onwards, compressor cleaning is not
necessary if the air filter mat is serviced as per instruction.
Brief information See also cleaning instructions given in plate (10), mounted to the pressure
sprayer (2).
5649 500.08--03 E 11.99 NR, NA 101/ 02

1 Handle
2 Pressure sprayer
3 Relief valve
4 Nipple
5 Coupling
6 Hand valve
7 Turbocharger (compressor)
10 Plate (cleaning instructions)
Figure 1. System: Cleaning of the compressor (with pressure sprayer)
Operating sequence 1 -- Cleaning of the compressor (during operation)
Steps 1. Operating the engine at full load.

2. Turn handle (1) on pressure sprayer tank (2) in counter-clockwise
direction and take out the pump.
3. Fill maximal 2.0 litres of fresh water into the tank
(up to the mark -- 2 L-- on the tank).
4. Screw in the pump and operate until the pressure relief valve (3)
blows off.
5. Connect hose with nipple (4) to the coupling (5).
6. Depress pushbutton (see big arrow in figure) on the hand valve (6)
until the water is completely injected into the compressor
(for approx. 30 seconds).
7. Release plug-in connection and vent the tank. For venting, pull
spindle on the relief valve (3) outwards (see small arrow in figure).
5649 500.08--03 E 11.99 NR, NA 102/ 02

Turbocharger or subassemblies
Removing and refitting 500.10
Check state/wear condition of components.
Brief description
Remove the turbocharger complete or in subassemblies.

dismounting components,
mounting components.

1 Assistant 1

1 Socket wrench 17 -- Inventory
1 Screw driver -- Inventory
-- Wood (for placing underneath) -- Inventory
-- High--temperature lubricant -- Inventory
(e.g. Molykote HSC)
Technical details
Term Information
Turbocharger 505 kg
6659 500.10--01 E 10.99 NR24/S 101/ 04

In general for maintenance work at the turbocharger individual subassemblies

are successively to be removed (see work cards 500.12 to 500.27).
500.27
Figure 1. Connections at the turbocharger
Operating sequence 1 -- Separating or removing the connections
Steps 1. Air entry (1) on the air intake casing (if provided), compressor
cleaning (2, if provided)
Removing of silencer (if provided) or air intake casing (if provided) is
possible
Work card 500.12 or 500.13
2. Cable to the speed indicator in the terminal box (3, if provided),
jet assist (4, if provided), air outlet (5)
Removing of speed transmitter, insert, compressor casing and
diffuser is possible
Work card 500.14
3. Lube oil feed (6), lube oil drain (7), connecting points (8) for lube oil
pressure and interval or continuous priming (if provided), two--part
plate (9)
Removing of cartridge, turbine nozzle ring, insert at turbine side is
possible
Work cards 500.16,
500.16 500.25 and 500.27
4. Exhaust gas outlet (10), dirty water or condensed water discharge
(11, if provided), exhaust gas blow--off pipe (12, if provided)
Removing of gas outlet casing is possible
Work card 500.26
5. Exhaust gas admission (13)
Removing of the complete turbocharger is possible
Work card 500.10 (Operating sequence 2)
6659 500.10--01 E 10.99 NR24/S 102/ 04

Figure 2. Removing and refitting the complete turbocharger
Operating sequence 2 -- Removing the complete turbocharger
Steps 1. For separating or removing the connections, refer to operating

sequence 1. Also separate or take off other special connections
(such as for pressure and temperature measuring, etc.).
2. Suspend the turbocharger from the lifting tackle with a rope of
appropriate strength slung around the bearing casing, and carefully
tension the rope. Attach secondary ropes to appropriate points to
assist in balancing.
Danger! Eye bolts serve the purpose of lifting off individual
subassemblies. They must not be used for suspending the main
load of the complete turbocharger. Make sure to observe safety
regulations for the lifting of loads.
3. Undo the screw connections (14 and 15) between the casing feet and
bracket.
4. Carefully lift off the turbocharger and put down on wooden pad.
Important! For the time of storage and during assembly, opening for
air, exhaust gas and lube oil are to be appropriately sealed to prevent that
foreign objects or water can enter.
Operating sequence 3 -- Refitting
Refitting the complete turbocharger or its subassemblies, and restoring of

the connections is carried out in the reverse order of removing.
6659 500.10--01 E 10.99 NR24/S 103/ 04

Important! Prior to reassembly, make sure to take off protective
caps from pipes.
Make sure to use unobjectionable gaskets/seals and screw securing
elements only. Apply high--temperature lubricant (such as Molykote HSC)
to the threads of heat--resistant screws and nuts on the turbine side.
Slightly tighten the screw connections (14 and 15) between the casing feet
and bracket initially, and finally tighten it on connection of the casing
pipes/conduits. For tightening torgue, see working instructions/work cards
of engine.
6659 500.10--01 E 10.99 NR24/S 104/ 04

Air filter
Cleaning 500.11

Brief description
Clean or replace the air filter mat.


General The dirty air filter mat (544.201) can be cleaned several times or replaced
by a new one.
Replacement is required if the air filter mat is considerably dilated, plucked
or perforated.
Important! The increase of pressure loss by contamination of the air

filter mat is insignificant and does not serve as an indication of the time
cleaning is required
Cleaning intervals Every 250 operating hours.

taken in, and are located between 250 and 500 operating hours.
Tip! Cleaning is necessary when the inside of the air filter mat starts to
discolour grey. Then the air filter is saturated and the contamination starts
to advance towards the compressor and the intercooler. The inside of the
air filter mat may be inspected by loosening of one of the clamps (544.202).
Tip! In case of intense contamination, it may be necessary to immerse

the air filter mat in the cleanser and soak it for several hours. It is,
therefore, advisable to keep a second air filter mat available for exchange.
6660 500.11--01 E 09.99 NR 101/ 02

Figure 1. Air filter mat, mounted on the silencer
Operating sequence 1 -- Removing, cleaning/replacement, refitting
Steps 1. Loosen the clamps (544.202), remove cover sheet (544.205) and air
filter mat (544.201).
2. Air filter mat to be cleaned by flushing with warm water to which fine
cleanser has been added. Avoid intense mechanical stress
(e.g. wringing , sharp water jet). Subsequently, blow air filter mat
through with compressed air.
Tip! In case of intense contamination, it may be necessary to immerse
the air filter mat in the cleanser and soak it for several hours. It is,
therefore, advisable to keep a second air filter mat available for exchange.
3. Place air filter mat (544.201) over perforated plate of silencer and
cover sheet (544.205) over joint of air filter mat and fasten it by using
the clamps (544.202).
6660 500.11--01 E 09.99 NR 102/ 02

Silencer

check state/wear condition of the components.
Brief description
Remove and refit the silencer in complete condition.

Disassembling (e.g. for cleaning) only if necessary.

1 Assistant 0.2

1 Torque wrench -- Inventory
Related work cards

500.10 500.11
Technical details
Term Information
Silencer 46 kg
6659 500.12--01 E 09.99 NR24/S 101/ 03

Figure 1. Silencer, mounted on the compressor casing
General For air filter cleaning, please refer to work card 500.11
500.11.
For disassembling, cleaning and reassembling the silencer, refer to
operating sequence 3.
Important! Disassembling of the silencer (e.g. for cleaning) only if

necessary.
Operating sequence 1 -- Removing of the complete silencer
Starting condition Connection for compressor cleaning released (if provided).
Steps 1. Suspend the silencer from the lifting tackle, using the rope.
2. Loosen the V--profile clamp (546.004) on both sides of the
circumference.
3. Remove the silencer in axial direction and place it on wooden pad
with the flange surface down.
Operating sequence 2 -- Refitting of the complete silencer
For refitting, proceed in the reverse order of removing.
Attention! During refitting, the following tightening torques are to

be observerd. Apply oil to the threads and contact surfaces.
Tightening torque for V--profile clamp (546.004)
on both sides of the circumference: . . . . . . . . . . . 30 [Nm].
6659 500.12--01 E 09.99 NR24/S 102/ 03

Operating sequence 3 -- Disassembling, cleaning and reassembling the silencer
Steps 1. Remove the air filter mat (544.201) and clean it,
refer to work card 500.11.
500.11
2. Loosen the hexagon nuts (544.074) and take off the
washers (544.075).
3. Take off the front wall (544.041), perforated sheet (544.034),
damping plates (544.021), spacer pipes (544.032) individually. This
leaves the rear wall (544.001) with the studs (544.069) screwed in.
4. Cleaning of the felt linings if the fouling matter is dry is best done with
compressed air or a brush which is not too hard.
Attention! Diesel fuel can be used for removing smeary dirt. Sol-
vents containing acetone are not to be used; in particular, use no
trichlorethylene (or substitutes of it), because this will dissolve the
bonding.
5. For reassembly, proceed in the reverse order of disassembly.

be observerd. Apply lubricant Molykote P40 to the threads and contact
surfaces.
Tightening torque for hexagon nuts (544.074) . . . . . . . . . 40 [Nm]
6659 500.12--01 E 09.99 NR24/S 103/ 03

Air intake casing

Brief description
Remove air intake casing for inspection.


1 Assistant 0.2

Related work cards

500.10
Technical details
Term Information
Air intake casing 20 kg
6659 500.13--01 E 09.99 NR24/S 101/ 02

Figure 1. Air intake casing, mounted on the compressor casing
Operating sequence 1 -- Removing
Starting condition Pipe at the air intake released or removed.

Connection for compressor cleaning released (if provided).
Steps 1. Suspend the air intake casing (545.001 or 545.401) from the lifting
tackle, using the rope. Carefully stretch the rope.
circumference.
3. Remove the air intake casing (545.001 or 545.401) in axial direction
and place it on wooden pad.

be observed. Apply oil to the threads and contact surfaces.
on both sides of the circumference: . . . . . . . . . . . . 30 [Nm]
6659 500.13--01 E 09.99 NR24/S 102/ 02

Compressor casing, insert,
diffuser, speed transmitter

Brief description
Remove compressor casing, insert, diffuser, speed transmitter for

inspection, matching or change.

1 Assistant 0.4

1 Hexagon screw driver 6 -- Inventory
1 Gripping pliers -- Inventory
Spare parts required
Qty Denomination No.

1 O--ring seal 517.018
6659 500.14--01 E 09.99 NR24/S 101/ 04

1 Sealing ring 546.051
Related work cards

500.10 500.12 500.13
Technical details
Term Information
Compressor casing 82 kg
Insert 32 kg
Diffuser 10 kg
Figure 1. Removing and refitting of the speed transmitter, insert, compressor casing, diffuser
6659 500.14--01 E 09.99 NR24/S 102/ 04

General Removal of insert (540.001) without having to remove the compressor

casing permits removal of the compressor wheel up to removal of locating
bearing.
Attention! Prior to removing the insert or compressor casing,

makes sure to remove the speed transmitter (562.040) to avoid that
the two pole shoes at the end of the speed transmitter are damaged.
Starting condition Connecting pipes, silencer or air intake casing removed.
Operating sequence 2.1 -- Removing the speed transmitter
Steps 1. Disconnect the cable end of the speed transmitter (562.040) in the
terminal box (562.083, if provided) and carefully pull out through the
opened cable socket (see figure 1, detail X) and the opened screwed
connection (546.060).
2. Screw off the cylindrical screws (540.020), take off the lock
washers (540.022) and the closing cup (540.010).
3. Screw off the hexagon nut (562.005), take off the holding
disk (562.004) and carefully pull out the speed transmitter (562.040).
Important! Take care not to deform the two pole shoes at the end of
the speed transmitter.
Operating sequence 2.2 -- Removing the insert
Steps 1. Screw off the hexagon bolts (546.020) and take off the lock washer
pairs (546.023).
2. Carefully remove the insert (540.001) in axial direction, taking care of
the O--ring seals (540.015 and 540.016).
Operating sequence 2.3 -- Removing the compressor casing
Steps 1. Attach the compressor casing (546.001) to rope and suspend from
lifting tackle, carefully tension the rope.
circumference, carefully detach the compressor casing in axial
direction and put it down on wooden pad.
Attention! Take care not to damage blades of the compressor
wheel.
Operating sequence 2.4 -- Removing the diffuser
Steps 1. Screw off the countersunk bolt (546.008).

2. Take off the diffuser (542.001) in axial direction.
General For refitting, proceed in the reverse order of removing.
Seals Make sure that the O--ring seals (517.018, 540.015, 540.016) and the
sealing ring (546.051) are in proper condition.
6659 500.14--01 E 09.99 NR24/S 103/ 04

Screwed connections All the screwed connections have to be properly secured.
Important! Lock washer pairs (546.023): Long wedged surfaces to

contact each other (on inside), otherwise there will be no securing effect.

be observed. Apply oil to the threads and contact surfaces.
on both sides of the circumference: . . . . . . . . . . . . 30 [Nm]
Speed transmitter Connection to the speed transmitter( 562.040) and speed

Speed indicator indicator (562.100) in the terminal box (562.083) is optional (alternating
current).
Strain relief and grounding of the cable is achieved by clamping the
screening network between conical rings, a sealant (such as Adaptol)
being used for sealing, see figure 1, detail X.
Checking For checking the gaps (positions 1 and 2) refer to Operating Manual,
Technical Data, Gaps and Clearances, sheet 2.5.5.
6659 500.14--01 E 09.99 NR24/S 104/ 04

Cartridge

Brief description
Remove the cartridge for inspection or emergency operation.

Numb Qualification Time [h]

1 Qualified mechanic 0.6
1 Assistant 0.6
Qty Designation No. Availability

4 Pipe 596.008 Standard
4 Hexagon bolt 596.009 Standard
4 Hexagon nut 596.010 Standard
(e.g. Molykote HSC)
Qty Designation No.

6659 500.16--02 E 09.00 NR24/S 101/ 03

Related work cards

500.10 500.12 500.13
500.14
Technical details
Term Information
Cartridge 75 kg
Figure 1. Cartridge, removed from the gas--admission casing
Starting condition Connecting pipes, silencer or air intake casing and compressor casing
removed.
Steps 1. Take off the two--part plate (591.060), if provided.

2. Detach or remove the casing foot (518.001), depending on attachment.
3. Attach the cartridge (599.000) to rope and suspend from lifting tackle,
carefully tension the rope.
6659 500.16--02 E 09.00 NR24/S 102/ 03

4. Unscrew the hexagon nuts (501.008), take off the lock washer
pairs (501.007) and the clamping claws (501.005).
5. Evenly jack off the cartridge (599.000) at 4 points of the circumference,
using tools (596.008, 596.009, 596.010), see figure 2 , carefully move
it out in axial direction, and cautiously put it down on wooden pad.
Attention! Take care not to damage blades of the turbine rotor.
Figure 2. Jack off the cartridge
Screwed connections Apply high--temperature lubricant (such as Molykote HSC) to screws and
nuts but not to the screw thread when replacing studs.
Important! Lock washer pairs: Long wedged surfaces to contact

each other (on inside), otherwise there will be no securing effect.

be observed. Apply high--temperature lubricant (such as Molykote HSC) to
the threads and contact surfaces.
Checking For checking the gaps, refer to Operating Manual, Technical Data, Gaps
and Clearances, sheet 2.5.5.
6659 500.16--02 E 09.00 NR24/S 103/ 03

Compressor wheel
Removing, refitting, checking 500.18

Brief description
Remove compressor wheel for inspection.



1 Dial gauge with retainer -- Inventory
-- Special protective agent -- Inventory
(Molykote P40)
Related work cards

500.10 500.12 500.13
500.14 500.16
Technical details
Term Information
Compressor wheel 7.5 kg
6659 500.18--02 E 10.99 NR24/S 101/ 03

Figure 1. Removing and refitting the compressor wheel
Starting condition Connecting pipes, Silencer or air intake casing and compressor casing
removed. Cartridge removed if turbine rotor is also to be dismantled. The
magnetic shaft (520.124) has only to be removed in case of replacement.
Steps 1. Unscrew the undercut bolt (520.068) which has a right--hand thread,
while holding the turbine rotor fast.
2. Pull off the carrier (520.009).
3. Feather keys (520.018) are not stripped normally, they must not get
lost, however.
4. Pull off the compressor wheel (520.005) by hand in axial direction.
Tip! If the compressor wheel seizes (e.g. due to fretting corrosion),
apply a low--viscosity special agent (such as Caramba) to the joint of the
shaft seat and wait for a while to take effect. Then pull the compressor
wheel off by moving it to and fro.
6659 500.18--02 E 10.99 NR24/S 102/ 03

Steps 1. Apply a thin protective film of Molykote P40 to the fitting surfaces of
the turbine shaft (for the compressor wheel and carrier).
2. Insert the feather keys (520.018) in the turbine shaft. Push the com-
pressor wheel (520.005) and carrier (520.009) onto the turbine shaft
until there is firm contact with the labyrinth ring (520.006).
Important! The balancing marks (W) of the turbine rotor (520.001),
compressor wheel (520.005) and carrier (520.009) must coincide radially.
3. Screw in the undercut bolt (520.068).
Attention! During assembling, the following tightening torques
are to be observed. Apply lubricant Molykote P40 to the threads and con-
tact surfaces.
Tightening torque for undercut bolt (520.068) ................ 63 [Nm]
4. Check the axial clearance (position 5) of the complete rotor and the
face runout (position 6) of the compressor wheel using the dial
gauge.
For positions and admissible values, refer to Operating Manual,
Technical Data, Gaps and Clearances (Volume C1, sheet 2.5.5).
6659 500.18--02 E 10.99 NR24/S 103/ 03

Sealing cover and labyrinth ring

Brief description
Remove sealing cover and labyrinth ring for inspection.



(Molykote P40)

1 Seal 517.031
Related work cards

500.10 500.12 500.13
500.14 500.16 500.18
6659 500.19--02 E 10.99 NR24/S 101/ 03

Figure 1. Removing and refitting of the sealing cover
Starting condition Connecting pipes, silencer or air intake casing, compressor casing and
compressor wheel removed.
Cartridge removed if turbine rotor is also to be dismantled.
Steps 1. Loosen the hexagon nuts (517.032) and take off the lock washer
pairs (517.033).
2. Evenly jack off the sealing cover (517.087) using 2 hexagon bolts
(M10, thread length 40 mm) and take off the seal (517.031).
Important! Slight grooves in the bore of the sealing cover produced
by the tips of the labyrinth ring improve the sealing effect and are no
reason to replace this part.
3. Pull off the labyrinth ring (520.006) in axial direction.
Replace the labyrinth ring if labyrinth tips have been damaged or worn:
D $ 73.8 mm dia., or if fretting marks are on the axial surface.
6659 500.19--02 E 10.99 NR24/S 102/ 03


Apply a thin protective film of Molykote P40 to the fitting surfaces of the
turbine shaft for the labyrinth ring
Important! The balancing marks (W) of the turbine rotor (520.001)

and labyrinth ring (520.006) must coincide radially.
When fitting the seal (517.031) take care of unobjectionable condition and
position of the holes.

Attention! During assembling, the following tightening torques

are to be observed. Apply lubricant Molykote P40 to the threads and
contact surfaces.
6659 500.19--02 E 10.99 NR24/S 103/ 03

Locating bearing

Brief description
Remove locating bearing for inspection.



Related work cards

500.06 500.10 500.12
500.13 500.14 500.16
500.18 500.19
6659 500.20--02 E 10.99 NR24/S 101/ 02

Figure 1. Removing and refitting of the locating bearing
Starting condition Connecting pipes, silencer or air intake casing, compressor casing,
compressor wheel and sealing cover removed.
Steps 1. Unscrew the cylindrical screws (517.006) and take off the lock
washer pairs (517.044).
2. Evenly jack off the locating bearing (517.002) using 3 hexagon bolts
(M8, thread length 40 mm).
500.06.
3. For checking the locating bearing, refer to work card 500.06

6659 500.20--02 E 10.99 NR24/S 102/ 02

Thrust ring

Brief description
Remove thrust ring for inspection.



(Molykote P40)
Related work cards

500.10 500.12 500.13
500.14 500.16 500.18
500.19 500.20
6659 500.21--02 E 10.99 NR24/S 101/ 02

Figure 1. Removing and refitting the thrust ring
Starting condition Connecting pipes, silencer or air intake casing, compressor casing,
compressor wheel, sealing cover and locating bearing removed.
Steps 1. Pull off the distance sleeve (520.031) in axial direction.

2. Pull off the thrust ring (520.028) in axial direction.
Tip! If the distance sleeve and/or thrust ring seizes, dismantle this parts
together with the turbine rotor (refer to work card 500.22).
500.22 The thrust ring and
distance sleeve will in this way be pressed against the intermediate
disk (517.038) and come off.
Steps 1. Apply a thin protective film of Molykote P40 to the fitting surfaces of
the turbine shaft (for the thrust ring and distance sleeve).
2. Push the thrust ring (520.028) and distance sleeve (520.031) onto the
turbine shaft.
Important! The balancing marks (W) of the turbine rotor (520.001),
thrust ring (520.028) and distance sleeve (520.031) must coincide radially.
6659 500.21--02 E 10.99 NR24/S 102/ 02

Turbine rotor

Brief description
Remove turbine rotor for inspection.



Related work cards

500.10 500.12 500.13
500.14 500.16 500.18
500.19 500.20 500.21
Technical details
Term Information
Turbine rotor 18 kg
6659 500.22--02 E 10.99 NR24/S 101/ 02

Figure 1. Removing and refitting the turbine rotor
Starting condition Cartridge removed. Compressor wheel, sealing cover, locating bearing and
thrust ring removed.
Steps 1. Slightly lift the turbine rotor (520.001) and pull it out as concentrically
as possible.
2. Check the turbine rotor.
Replace the turbine rotor if

D1 $ 37.92 mm dia.,
D2 $ 37.92 mm dia. and/or
D3 $ 61.80 mm dia.
6659 500.22--02 E 10.99 NR24/S 102/ 02

Covering disk and sealing cover

Brief description
Remove covering disk and sealing cover for inspection.




1 Seal 517.031
Related work cards

500.10 500.12 500.13
500.14 500.16 500.18
500.19 500.20 500.21
500.22
6659 500.23--02 E 10.99 NR24/S 101/ 02

Figure 1. Removing and refitting the covering disk and the sealing cover
Starting condition Cartridge removed. Compressor wheel, sealing cover, locating bearing,
thrust ring and turbine rotor removed.
Steps 1. With the studs (517.029) screwed in, pull the covering disk (517.009)
out of the bearing casing (517.001) in axial direction.
2. Evenly jack off the sealing cover (517.017) using 3 hexagon
bolts (M10, thread length 20 mm).
3. Take off the seal (517.031).
Important! Slight grooves in the bore of the sealing cover produced
by the labyrinth tips of the turbine rotor improve the sealing effect and are
no reason to replace this part.

Make sure to use unobjectionable seal.
When refitting the seal (517.031) take care of position of the holes.
The bores for sealing air and lube oil must be clean, with unobstructed
passage.
6659 500.23--02 E 10.99 NR24/S 102/ 02

Bearing bushes

Brief description
Remove bearing bushes for inspection.



Related work cards

500.06 500.10 500.12
500.13 500.14 500.16
500.18 500.19 500.20
500.21 500.22 500.23
6659 500.24--02 E 10.99 NR24/S 101/ 02

Figure 1. Removing and refitting the bearing bushes
Starting condition Cartridge removed. Compressor wheel, sealing cover, locating bearing,
thrust ring, turbine rotor, covering disk and sealing cover removed.
Steps 1. Unscrew the cylindrical screws (517.051) and take off the lock washer
pairs (517.052).
2. Take off the covers (517.037 and 517.038).
3. Take off the bearing bushes (517.003).
500.06.
For checking the bearing bushes (517.003), refer to work card 500.06
4. Checking the bearing sleeve (517.005).
Replace the bearing sleeve if
D1 55.03 mm dia., D2 55.03 mm dia.
Important! Only in case of replacement, loosen and force out the
bearing sleeve (517.005) and/or the distance sleeve (517.027) by slight
hammer blows, using a copper bolt. Removal of the distance sleeve only
possible after having removed the grooved pin (517.085).

The bearing bushes (517.003) are symmetric, mounting position at
discretion.
6659 500.24--02 E 10.99 NR24/S 102/ 02

Turbine nozzle ring

Brief description
Remove turbine nozzle ring for inspection.

Numb Qualification Time [h]

1 Qualified mechanic 0.2
Related work cards

500.16
6659 500.25--02 E 10.00 NR24/S 101/ 02

Figure 1. Removing and refitting the turbine nozzle ring
Starting condition Cartridge removed.
Steps 1. Pull the turbine nozzle ring (513.001) axially out of the gas--admission
casing (501.001).
2. For checking the turbine nozzle ring (513.001), please refer to work
card 500.04.
500.04
6659 500.25--02 E 10.00 NR24/S 102/ 02

Gas outlet casing
Brief description
Remove gas outlet casing, if necessary.


1 Assistant 0.6

(e.g. Molykote HSC)
Related work cards

500.10
Technical details
Term Information
Gas outlet casing 100 kg
6659 500.26--02 E 10.99 NR24/S 101/ 02

Figure 1. Removing and refitting the gas outlet casing
Starting condition Connecting pipes and exhaust gas pipe disconnected, or complete
turbocharger removed from engine.
Steps 1. Attach the gas outlet casing (506.001) to rope and suspend from lifting
tackle.
2. Take off the annular lagging (591.160), loosen the hexagon
nuts (506.103) and take off the lock washer pairs (506.107).
3. Pull the gas outlet casing out in axial direction, take care of the
casing foot (518.002).
4. Put down the gas outlet casing on wooden pad, take care of the
covering.
Screwed connections Apply high--temperature lubricant (such as Molykote HSC) to screws and
nuts but not to the screw thread when replacing studs.
Important! Lock washer pairs: Long wedged surfaces to contact
each other (on inside), otherwise there will be no securing effect.
be observed. Apply high--temperature lubricant (such as Molykote HSC) to
the threads and contact surfaces.
6659 500.26--02 E 10.99 NR24/S 102/ 02

Insert, turbine side
Brief description
Remove insert, if necessary.



1 Hammer -- Inventory
1 Punch -- Inventory
Related work cards

500.10 500.16 500.25
500.26
Technical details
Term Information
Insert, turbine side 8 kg
6659 500.27--02 E 10.99 NR24/S 101/ 02

Figure 1. Removing and refitting the insert
Preliminary remarks
General Removing of the insert is only necessary in case of replacement.
Starting condition Connecting pipes, cartridge, turbine nozzle ring and gas--admission casing
removed.
Steps 1. Pull the insert (541.001) axially out of the gas--admission

casing (501.001).
Tip! If the insert seizes, force it out by slight hammer blows, using a
punch.
Steps 1. Install the insert (541.001) until there is firm contact with the
gas--admission casing (501.001).
Important! Take care that the position on the circumference of the
hole (in the insert) and of the collar pin (501.009) concide.
Checking During assembly of the turbocharger (refitting the cartridge):

For checking the gaps (positions 3 and 4) refer to Operating Manual,
Technical Data, Gaps and Clearances, sheet 2.5.5.
6659 500.27--02 E 10.99 NR24/S 102/ 02

Spare Parts Catalogue C3
D36 6659-- 2 E
6659 C3--02 E 01.00 101/ 02

6659 C3--02 E 01.00 102/ 02

Table of contents
N 1 Introduction
: : N 1.1 Preface
: : : N 1.2 Spare Parts Catalogues as Modules of the Technical Documentation
: : N 1.3 Organisation and Use of the Spare Parts Catalogue
: : N 1.4 Replacement of components by the New--for--old Principle
: : N 1.5 Ordering Spare Parts
N 2 List of Assemblies
N 2.1 List of Assemblies
N 3 Spare Parts
N 501.02 Gas--admission casing

N 506.01 Gas outlet casing
N 513.02 Turbine nozzle ring
N 517.02 Bearing casing
N 518.01 Casing feet
N 520.02 Rotor complete
N 540.02 Insert
N 541.01 Insert
N 542.01 Diffuser
N 544.01 Silencer
N 545.01 Air intake casing
N 545.02 Air intake casing
N 546.01 Compressor casing
N 562.01 Speed measuring device
N 578.01 Cleaning device for turbine
N 578.02 Cleaning device for turbine
N 579.01 Cleaning device for compressor
N 579.02 Cleaning device for compressor
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 101 /02

N 591.02 Coverings
N 593.01 Intermediate flange
N 599.02 Cartridge
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6659 10.00 NR24/S 102 / 02

Introduction
1 Introduction
2 List of Assemblies
3 Spare parts
6687 1--01 E 10.97 101/ 01

Preface 1.1
Spare parts/ Maintenance and repair work can only be carried out properly if the
spare parts catalogues necessary spare parts are available. They are to be kept on stock or
ordered in time. The order numbers required for the ordering of spare
parts can be looked up in the spare parts catalogues. This is the spare
parts catalogue for the turbocharger.
The organisational pattern of this spare parts catalogue is explained in
Section 1.3. Order numbers for components of the engine, for measuring,
control and regulating equipment and for the engine and systems
accessories are given in other modules of the technical documentaton.
References to this are given in Section 1.2.
Yours sincerely,
MAN B&W Diesel AG
6687 1.1--01 E 10.97 NR, NA 101/ 01

Spare Parts Catalogues as Modules
of the Technical Documentation 1.2
Survey
Spare parts catalogues serve for ordering spare parts and/or to identify
components from MAN B&W Diesel AGs scope of supply. The required
information is partly to be taken from other means of information. For the
turbocharger, the following modules are available within the technical
documentation system:
Volume of the
Components/subassemblies Means of information
technical information
Turbocharger Spare parts catalogue turbocharger C3
List in the turbocharger tool box /
Tools (turbocharger)
Information contained in the work cards C2
Engine Spare parts catalogue engine

See
technical
Measuring, control and regulating documentation
List of measuring and regulating instruments
instruments engine
g and plant
Spare parts catalogue/spare parts sheet
Engine and system accessories
depending on manufacturer and product
Table 1. Spare parts catalogues and comparable means of information
Spare parts for turbocharger
Spare parts for the turbocharger can be identified by means of the spare
parts catalogue contained in Volume C3 of the technical documentation.
For this purpose, illustration and text sheets with order numbers are
available. An order number consists of a three--digit subassembly number
and a three--digit item number, which are separated by a dot. The spare
parts catalogue is arranged in the order of the subassemblies.
Spare parts for tools/ordering of tools (turbocharger)
Complete or individual tools for turbochargers can be ordered with the aid
of the list of contents for tools, stating the respective order numbers. This
list of contents is included in the tool box for the turbocharger. An order
number is composed of a three--digit subassembly number 596 (=
subassembly for tools) and a three--digit item number, which are separated
by a dot.
6687 1.2--01 E 10.97 NR, NA 101/ 02

Spare parts for measuring, control and regulating systems
Information on spare parts for measuring, control and regulating

instruments, e.g. temperature sensors, relays, measurement converters,
pneumatic and hydraulic valves, can be gathered from the documents
contained in the technical documentation of the respective engine or plant
manufacturer.
Spare parts for engine and system accessories
For information concerning spare parts for the engine accessories, e.g. the
oil mist detector, and for the system accessories, e.g. filters, separators,
water softening plants and the like, please refer to the documents
contained in the technical documentation of the respective engine or plant
manufacturer.
6687 1.2--01 E 10.97 NR, NA 102/ 02

Organisation and Use
of the Spare Parts Catalogue 1.3
Instructions for use
What does the spare parts The spare parts catalogue covers
catalogue contain/what not?
- all essential components of the turbocharger.
The spare parts catalogue does not contain
- subordinate or plant--specific insulations/coverings and
- subordinate cabling, or cabling leading away from the
turbocharger/cabling and pipes carried out by other parties.
What can be done if parts are If parts have to be ordered which the spare parts catalogue does not
not found? contain or that are not found, the component and the place where it is
installed should be described as precisely as possible with instant photos
possibly attached. Where parts from subsuppliers are concerned, that
cannot be found in their documentation, the information given on the
technical data plate should be stated.
Validity/sources of fault Spare parts catalogues are specifically compiled for the turbocharger type
concerned. The present spare parts catalogue is therefore only applicable
for the turbocharger or the turbocharger group of the works number or
group of works numbers given on the cover sheet.
Important! Spare parts catalogues cannot be transferred from one

turbocharger to another.
An exception are catalogues called Office editions, in which all the

available sheets of variants of all subassembly groups are contained.
Because of the numerous possibilities of faulty use, spare parts
catalogues of this type are restricted to internal use.
Spare parts catalogues, which are handed over in advance for information,
are marked as Information edition by means of a red reference sheet.
Important! Information editions are

Not suitable for ordering spare parts!
Not suitable for stock planning!
Not suitable for taking over into EDP systems!
Exchange sheets Due to the order--specific revision of the spare parts catalogue, a later
exchange service is not necessary as a rule.
In case supplementary sheets or exchange sheets are sent to you in spite
of that, they are of particular significance.
Please make sure that such supplementary sheets or exchange sheets
are integrated in all the spare parts catalogues concerned, which were
allocated to you.
6687 1.3--01 E 01.98 NR, NA 101/ 02

Further sources of fault If a turbocharger undergoes modifications in the course of operating time
and MAN B&W Diesel AG does not execute new drawings reflecting such
modifications and if therefore a new spare parts sheet is not drawn up
either, the engine operator himself should enter a warning in his spare
parts catalogue to avoid that wrong equipment is ordered.
Supply of modified components Since our turbochargers undergo upgrading development, it may happen
that when spare parts are ordered later on the parts supplied differ from
the ones supplied originally, which, however, serve the same purpose as
the latter. In such cases, the identity card of the part supplied will contain
a corresponding reference.
Organisation and characteristic features
Organisational pattern The order of the sheets in the spare parts catalogue follows the
subassembly group system of the turbocharger.
The subassembly group list is part of the following section.
It consists of an illustration sheets and a table. The table is arranged in
the order of the subassembly group numbers.
Subassembly groups The subassembly group column is characterised by the symbol shown at
the left. Subassembly groups of which the numbers are put in
parentheses, are not available on all turbochargers. Subassembly groups
of which the numbers are marked with *, are not shown in the
subassembly group list.
Ordinal number The ordinal number at the right--hand top of the spare parts sheets
consists of the three--digit subassembly group number and a variant
number corresponding to the constructional variant.
Sheet number The sheet number consists of the four--digit print number (e.g. 6661) at the
bottom left, and the ordinal number (e.g. 520.01 D) right of it.
Item number The item numbers can be found in the text sheet underneath the symbol
1 2 shown at the left. They are mentioned here for the turbocharger for
3
technical reasons only.
Order number The order numbers in the second column of the text sheet -- underneath
the symbol of a writing hand shown at the left -- consist of a three--digit

subassembly group number and a three--digit item number. Subassembly
group number and item number are structured by a dot.
520 . 001 Order number (e.g. turbine rotor)
Item number
Subassembly group number
Spare parts designation The spare parts designation can be found under the respective language
symbol in the columns 3 to 6.
D E F Sp
6687 1.3--01 E 01.98 NR, NA 102/ 02

Replacement of Components
by the New-- for-- old Principle 1.4
Components of high value that are defective or worn and whose

reconditioning or repair requires special know--how or equipment, can be
replaced by the Overhauled for old principle. This is the case with
- completely assembled rotors of exhaust gas turbochargers (cartridges).
These parts are available from stock as a rule. If not, they will be
reconditioned/repaired and returned to you. If such a requirement arises,
please ask MAN B&W Diesel AG or the nearest Service Center to send
you an offer that is specifically matched to your demand.
6687 1.4--01 E 10.97 NR, NA 101/ 01

Ordering Spare Parts 1.5
Information required To avoid queries, the following information should be provided when
ordering spare parts:
Type of the turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . xxxxxxxxx

Works number of the turbocharger . . . . . . . . . . . . . . . . . . x xxx xxx
(Type of the engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xxxxxxxxx
(Works number of the engine) . . . . . . . . . . . . . . . . . . . . . . x xxx xxx
Designation of part . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xxxxxxxxx
Order number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xxx . xxx
Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xx
Shipping address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xxxxxxxxx
Mode of shipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xxxxxxxxx
Address Please address your order to:
MAN B&W Diesel AG Telephone: . . . . . . . . . . . (0821) 322--0

P.O. Box 10 00 80 Telex: . . . . . . . . . . . . . . . 53 796--0 man d
D--86135 Augsburg Cable address: . . . . . . . manbw
Telefax: . . . . . . . . . . . . . . (0821) 322--3998
Company address MAN B&W Diesel AG

Stadtbachstr. 1
D--86153 Augsburg
6687 1.5--01 E 10.97 NR, NA 101/ 01

List of Assemblies
1 Introduction
3 Spare Parts
6687 2--01 E 10.97 101/ 01

Baugruppenbersicht
List of Assemblies
Aperu des sous- ensembles
Lista de todos los grupos 2.1
6659 2.1--02 E 09.99 NR24/S 101/ 03

Baugruppenbersicht
List of Assemblies
D GB F E
500 Abgasturbolader Exhaust gas turbocharger Turbocompresseur gaz Turbosobrealimentador de gas de

d chappement escape
501 Turbinen--Zustrmgehuse Gas--admission casing Corps dadmission de turbine Carcasa de afluencia de la turbina
506 Turbinen--Abstrmgehuse Gas outlet casing Corps dchappement de turbine Carcasa de evacuacin de la turbina
513 Turbinenleitapparat Turbine nozzle ring Distributeur de turbine Distribuidor de gases de la turbina
517 Lagergehuse Bearing casing Bote de paliers Carcasa de cojinetes
518 Gehusefe Casing feet Pieds de corps Patas de la caja

520 Lufer komplett Rotor complete Rotor complet Rotor completo
540 Einsatzstck Insert Insert Pieza de insercin
541 Einsatzstck Insert Insert Pieza de insercin
542 Nachleitapparat Diffuser Diffuseur Difusor
(544) Schalldmpfer Silencer Silencieux Silenciador

(545) Ansauggehuse Air intake casing Corps daspiration Caja de aspiracin
546 Verdichtergehuse Compressor casing Corps de compresseur Caja del compresor
562 Drehzahlmeeinrichtung Speed measuring device Dispositif de mesure de rgime Instalacin para la medicin del
nmero de revoluciones
(578) Reinigungseinrichtung fr Turbine Cleaning device for turbine Dispositif de nettoyage pour Dispositivo de lavado para turbina
turbine
(579) Reinigungseinrichtung fr Cleaning device for compressor Dispositif de nettoyage pour Dispositivo de lavado para compresor
Verdichter compresseur
591 Verschalungen Coverings Revtements Revestimientos
(593) Zwischenflansch Intermediate flange Bride intermdiaire Brida intermedia
6659 2.1--02 E 09.99 NR24/S 102/ 03

Baugruppenbersicht
List of Assemblies
D GB F E
599 Rumpfgruppe (517 + 520) Cartridge (517 + 520) Groupe base (517 + 520) Grupo base (517 + 520)
* Diese Baugruppen sind in den Bildern nicht sichtbar
These assemblies are not shown in the figures
Ces sous--groupes ne sont pas visibles sur les figures
Estos grupos constructivos no estn visibles en las figuras
(...) falls vorhanden
if provided
sil existe
si existe
6659 2.1--02 E 09.99 NR24/S 103/ 03

Spare Parts
1 Introduction
3 Spare Parts
6687 3--01 E 10.97 101/ 01

Turbinen- Zustrmgehuse
Gas- admission casing
Corps dadmission de turbine
Carcasa de afluencia de la turbina 501.02
6659 501.02 E 09.99 NR24/S 101/ 02

Turbinen- Zustrmgehuse
Gas- admission casing
Corps dadmission de turbine
Carcasa de afluencia de la turbina 501.02
1 2
3
D GB F E
000 501.000 Turbinen--Zustrmgehuse, Gas--admission casing, Corps dadmission de turbine, Carcasa de afluencia de la
komplett compl. compl. turbina,
compl.
001 501.001 Turbinen--Zustrmgehuse Gas--admission casing Corps dadmission de turbine Carcasa de afluencia de la
turbina
005 501.005 Spannpratze Clamping claw Patte de serrage Garra tensora
006 501.006 Stiftschraube Stud Goujon Esprrago
007 501.007 Sicherungsscheibenpaar Lock washer pair Paire de rondelles darrt Par de arandelas de seguridad
008 501.008 Sechskantmutter Hexagon nut Ecrou hexagonal Tuerca hexagonal

009 501.009 Bundbolzen Collar pin Boulon collet Perno con collar
6659 501.02 E 09.99 NR24/S 102/ 02

Turbinen- Abstrmgehuse
Gas outlet casing
Corps dchappement de turbine
Carcasa de evacuacin de la turbina 506.01
6659 506.01 E 09.99 NR24/S 101/ 02

Turbinen- Abstrmgehuse
Gas outlet casing
Corps dchappement de turbine
Carcasa de evacuacin de la turbina 506.01
1 2
3
D GB F E
000 506.000 Turbinen--Abstrmgehuse, Gas outlet casing, complete Corps dchappement de Carcasa de evacuacin de la
komplett turbine, compl. turbina, compl.
001 506.001 Turbinen--Abstrmgehuse Gas outlet casing Corps dchappement de turbine Carcasa de evacuacin de la
turbina
074 506.074 Verschluschraube Screw plug Bouchon filet Tapn roscado
075 506.075 Dichtring Sealing ring Anneau--joint Anillo--junta

6659 506.01 E 09.99 NR24/S 102/ 02

Turbinenleitapparat
Turbine nozzle ring
Distributeur de turbine
Distribuidor de gases de la turbina 513.02
6659 513.02 E 09.99 NR24/S 101/ 02

Turbinenleitapparat
Turbine nozzle ring
Distributeur de turbine
Distribuidor de gases de la turbina 513.02
1 2
3
D GB F E
001 513.001 Turbinenleitapparat Turbine nozzle ring Distributeur de turbine Distribuidor de gases de la
turbina
6659 513.02 E 09.99 NR24/S 102/ 02

Lagergehuse
Bearing casing
Bote de paliers
Carcasa de cojinetes 517.02
6659 517.02 E 09.99 NR24/S 101/ 03

Lagergehuse
Bearing casing
Bote de paliers
1 2
3
D GB F E
000 517.000 Lagergehuse, komplett Bearing casing, compl. Bote de paliers, compl. Carcasa de cojinetes, compl.
001 517.001 Lagergehuse Bearing casing Bote de paliers Carcasa de cojinetes
002 517.002 Fhrungslager Locating bearing Palier de guidage Cojinete--gua
003 517.003 Lagerbuchse Bearing bush Coussinet de palier Casquillo de cojinete
005 517.005 Lagerhlse Bearing sleeve Doille de palier Casquillo de cojinete
006 517.006 Zylinderschraube Cylindrical screw Vis tte cylindrique Tornillo de cabeza cilndrica
009 517.009 Abdeckscheibe Covering disk Disque de recouvrement Disco de cubierta
017 517.017 Dichtdeckel Sealing cover Couvercle dtanchit Tapa de estanqueidad
018 517.018 Runddichtring O--ring seal Joint torique dtanchit Junta trica

027 517.027 Abstandshlse Distance sleeve Douille dcartement Manguito distanciador
031 517.031 Dichtung Seal Joint Junta
037 517.037 Deckel Cover Couvercle Tapa
038 517.038 Deckel Cover Couvercle Tapa
060 517.060 Entlftungsrohr Venting pipe Tuyau de purge Tubo de ventilacin
062 517.062 Verschraubung Screwed connection Raccord Racor
063 517.063 Flansch Flange Bride Brida
6659 517.02 E 09.99 NR24/S 102/ 03

Lagergehuse
Bearing casing
Bote de paliers
1 2
3
D GB F E
085 517.085 Kerbstift Grooved pin Cheville entaille Clavija entallada
087 517.087 Dichtdeckel Sealing cover Couvercle dtanchit Tapa de estanqueidad
112 517.112 Blende Orifice Diaphragme Diafragma
6659 517.02 E 09.99 NR24/S 103/ 03

Gehusefe
Casing feet
Pieds de corps
Patas de la caja 518.01
6659 518.01 E 09.99 NR24/S 101/ 02

Gehusefe
Casing feet
Pieds de corps
Patas de la caja 518.01
1 2
3
D GB F E
000 518.000 Gehusefe, komplett Casing feet, compl. Pieds de corps, compl. Patas de la caja, compl.
001 518.001 Gehusefu Casing foot Pied de corps Pata de la caja
002 518.002 Gehusefu, komplett Casing foot, compl. Pieds de corps, compl. Patas de la caja, compl.
(518.030 -- 518.033) (518.030 -- 518.033) (518.030 -- 518.033) (518.030 -- 518.033)
026 518.026 Sechskantschraube Hexagon bolt Boulon tte hexagonale Tornillo de cabeza hexagonal
030 518.030 Gehusefu Casing foot Pied de corps Pata de la caja

031 518.031 Sttzblech Supporting sheet Tle dappui Chapa de apoyo
6659 518.01 E 09.99 NR24/S 102/ 02

Lufer komplett
Rotor complete
Rotor complet
Rotor completo 520.02
6659 520.02 E 04.00 NR24/S 101/ 02

Lufer komplett
Rotor complete
Rotor complet
Rotor completo 520.02
1 2
3
D GB F E
000 520.000 Lufer komplett Rotor complete Rotor complet Rotor completo
001 520.001 Turbinenlufer Turbine rotor Rotor de turbine Rotor de la turbina
005 520.005 Verdichterrad Compressor wheel Roue de compresseur Rodete compresor
006 520.006 Labyrinthring Labyrinth ring Bague labyrinthe Anillo de laberinto
009 520.009 Mitnehmer Carrier Entraneur Arrastrador
018 520.018 Pafeder Feather key Clavette Chaveta de ajuste

028 520.028 Laufring Thrust ring Bague billes Anillo de rodadura
031 520.031 Abstandshlse Distance sleeve Douille dcartement Manguito distanciador
068 520.068 Dehnschraube Undercut bolt Vis de dilatation Tornillo extensible
124 520.124 Magnetwelle Magnetic shaft Arbre magntique Eje del imn
6659 520.02 E 04.00 NR24/S 102/ 02

Einsatzstck
Insert
Insert
Pieza de insercin 540.02
6659 540.02 E 09.99 NR24/S 101/ 02

Einsatzstck
Insert
Insert
1 2
3
D GB F E
000 540.000 Einsatzstck, komplett Insert, complete Insert, complet Pieza de insercin, completo
001 540.001 Einsatzstck Insert Insert Pieza de insercin
010 540.010 Abschluhaube Closing cap Chape de fermeture Caperuza de cierre
022 540.022 Sicherungsscheibe Lock washer Rondelle darrt Arandela de seguridad
030 540.030 Ausgleichsring Balance ring Bague de compensation Anillo de compensacin
6659 540.02 E 09.99 NR24/S 102/ 02

Einsatzstck
Insert
Insert
6659 541.01 E 09.99 NR24/S 101/ 02

Einsatzstck
Insert
Insert
1 2
3
D GB F E
001 541.001 Einsatzstck Insert Insert Pieza de insercin
6659 541.01 E 09.99 NR24/S 102/ 02

Nachleitapparat
Diffuser
Diffuseur
Difusor 542.01
6659 542.01 E 09.99 NR24/S 101/ 02

Nachleitapparat
Diffuser
Diffuseur
Difusor 542.01
1 2
3
D GB F E
001 542.001 Nachleitapparat Diffuser Diffuseur Difusor
6659 542.01 E 09.99 NR24/S 102/ 02

Schalldmpfer
Silencer
Silencieux
Silenciador 544.01
6659 544.01 E 09.99 NR24/S 101/ 02

Schalldmpfer
Silencer
Silencieux
Silenciador 544.01
1 2
3
D GB F E
000 544.000 Schalldmpfer, komplett Silencer, complete Silencieux, complet Silenciador, completo
001 544.001 Rckwand Rear wall Paroi arrire Pared trasera
021 544.021 Dmpfungsplatte Damping plate Plaque d amortissement Placa de amortiguacin
032 544.032 Distanzrohr Spacer pipe Tuyau dcartement Tubo distanciador
034 544.034 Lochblech Perforated sheet Tle perfore Chapa perforada
041 544.041 Vorderwand Front wall Paroi en avant Pared delantero

075 544.075 Scheibe Washer Rondelle Arandela
201 544.201 Luftfiltermatte Air filter mat Natte de filtre air Estera de filtro de aire
202 544.202 Spannschelle Clamp Agrafe de serrage Abrazadera de sujecin

205 544.205 Abdeckblech Cover sheet Tle de recouvrement Chapa de revestimiento
6659 544.01 E 09.99 NR24/S 102/ 02

Ansauggehuse
Air intake casing
Corps daspiration
Caja de aspiracin 545.01
6659 545.01 E 10.00 NR24/S 101/ 02

Ansauggehuse
Air intake casing
Corps daspiration
1 2
3
D GB F E
000 545.000 Ansauggehuse, komplett Air intake casing, complete Corps daspiration, complet Caja de aspiracin, completa
001 545.001 Ansauggehuse Air intake casing Corps daspiration Caja de aspiracin
6659 545.01 E 10.00 NR24/S 102/ 02

Ansauggehuse
Air intake casing
Corps daspiration
6659 545.02 E 10.00 NR24/S 101/ 02

Ansauggehuse
Air intake casing
Corps daspiration
1 2
3
D GB F E
000 545.000 Ansauggehuse, komplett Air intake casing, complete Corps daspiration, complet Caja de aspiracin, completa
401 545.401 Ansauggehuse Air intake casing Corps daspiration Caja de aspiracin
6659 545.02 E 10.00 NR24/S 102/ 02

Verdichtergehuse
Compressor casing
Corps de compresseur
Caja del compresor 546.01
6659 546.01 E 09.99 NR24/S 101/ 02

Verdichtergehuse
Compressor casing
Corps de compresseur
Caja del compresor 546.01
1 2
3
D GB F E
000 546.000 Verdichtergehuse, komplett Compressor casing, compl. Corps de compresseur, compl. Caja del compresor, compl.
001 546.001 Verdichtergehuse Compressor casing Corps de compresseur Caja del compresor
004 546.004 V--Profil--Spannschelle V--profile clamp Agrafe de serrage profile en V Abrazadera de sujecin perfil
en V
005 546.005 V--Profil--Spannschelle V--profile clamp Agrafe de serrage profile en V Abrazadera de sujecin perfil
en V
008 546.008 Senkschraube Countersunk bolt Vis tte fraise Tornillo de cabeza avellanada
025 546.025 Typenschild Type plate Plaque de type Placa de tipo
026 546.026 Kerbnagel Notched nail Clou rainures Clavo entallado

061 546.061 Dichtscheibe Seal disk Rondelle dtanchit Arandela de junta
6659 546.01 E 09.99 NR24/S 102/ 02

Drehzahlmeeinrichtung
Speed measuring device
Dispositif de mesure de rgime
Instalacin para la medicin del nmero de revoluciones 562.01
6659 562.01 E 09.99 NR24/S 101/ 02

Drehzahlmeeinrichtung
Speed measuring device
Dispositif de mesure de rgime
Instalacin para la medicin del nmero de revoluciones 562.01
1 2
3
D GB F E
000 562.000 Drehzahlmeeinrichtung, Speed measuring device, Dispositif de mesure de rgime, Instalacin para la medicin del
komplett compl. compl. nmero de revoluciones, compl.
004 562.004 Haltescheibe Holding disk Disque de support Disco de soporte
040 562.040 Drehzahlgeber Speed transmitter Transmetteur de vitesse Transmisor de velocidad
083 * 562.083 Klemmenkasten Terminal box Bote bornes Caja de bornes

100 * 562.100 Drehzahlanzeiger Speed indicator Indicateur de vitesse Indicador de revoluciones
135 * 562.135 Teflon--Panzerleitung Teflon--armoured cable Conduite armee teflonee Tuberia blindada de teflon
* falls vorhanden
if provided
sil existe
si existe
6659 562.01 E 09.99 NR24/S 102/ 02

Reinigungseinrichtung fr Turbine
Cleaning device for turbine
Dispositif de nettoyage pour turbine
Dispositivo de lavado para turbina 578.01
6661 578.01 E 03.00 NR 101/ 02

1 2
3
D GB F E
000 578.000 Reinigungseinrichtung Cleaning device Dispositif de nettoyage Dispositivo de lavado

fr Turbine, komplett for turbine, complete pour turbine, complet para turbina, completo
(Nareinigung) (wet cleaning) (nettoyage par voie humide) (limpieza por va hmeda)
006 578.006 Druckminderstation Pressure reducing station Station de rduction de pression Equipo de reduccin de presin
010 578.010 Schild Plate Plaque Placa

(mit Reinigungsvorschrift) (with cleaning instructions) (avec cahier de nettoyage) (con instrucciones de limpieza)
020 578.020 Dreiwegehahn Three--way cock Robinet trois voies Grifo de tres pasos
6661 578.01 E 03.00 NR 102/ 02

6661 578.02 E 05.98 NR 101/ 02

1 2
3
D GB F E

fr Turbine, komplett for turbine, complete pour turbine, complet para turbina, completo
(Trockenreinigung) (dry cleaning) (nettoyage sec) (limpieza en seco)
001 578.001 Behlter Tank Rservoir Recipiente

029 578.029 Bgelschraube U--bolt Etrier filet Horquilla roscada
030 578.030 Kugelhahn Ball cock Robinet sphrique Grifo esfrico
031 578.031 Absperrhahn Stop cock Robinet boisseau Llave de cierre

6661 578.02 E 05.98 NR 102/ 02

Reinigungseinrichtung fr Verdichter
Cleaning device for compressor
Dispositif de nettoyage pour compresseur
Dispositivo de lavado para compresor 579.01
6661 579.01 E 09.99 NR, NA 101/ 02

1 2
3
D GB F E

fr Verdichter, komplett for compressor, complete pour compresseur, compl. para compresor, compl.
(abgesetzter Behlter) (separate tank) (rservoir spar) (recipiente separado)
029 579.029 Behlter Tank Rservoir Recipiente
030 579.030 Schraubverschlu Screw plug Vis de fermeture Tapn roscado
080 579.080 Saugrohr Suction pipe Tuyau daspiration Tubera de aspiracin
090 579.090 Schlauch Hose Tuyau flexible Tubo flexible

091 579.091 Schlauchschelle Hose clamp Agrafe flexible Abrazadera de manguera
104 579.104 Reduzierverschraubung Reducing connection Raccord vis pour rduction Racor de reduccin
120 579.120 Anschlustck Connecting piece Pice de raccordement Pieza de racor
122 579.122 Hydrometerhahn Hydrometer cock Robinet hydromtre Llave del hidrmetro
130 579.130 Halterung Support Support Soporte

6661 579.01 E 09.99 NR, NA 102/ 02

6661 579.02 E 09.99 NR, NA 101/ 02

1 2
3
D GB F E

fr Verdichter, komplett for compressor, complete pour compresseur, compl. para compresor, compl.
(Druckspritze) (pressure sprayer) (dispositif daspersion (dispositivo de chorrear a
pression) presin)
029 579.029 Druckspritze Pressure sprayer Dispositif daspersion pression Dispositivo de chorrear a presin
095 579.095 Kupplung Coupling Accouplement Acoplamiento
096 579.096 Nippel Nipple Raccord Boquilla

100 579.100 Einschraubstutzen Screwed socket Tubulure filete Unin roscada
102 579.102 Winkelverschraubung Angular screw connection Raccord vis coud Racor angular
130 579.130 Halter Retainer Support Soporte

6661 579.02 E 09.99 NR, NA 102/ 02

Verschalungen
Coverings
Revtements
Revestimientos 591.02
6659 591.02 E 09.99 NR24/S 101/ 02

Verschalungen
Coverings
Revtements
Revestimientos 591.02
1 2
3
D GB F E
001 591.001 Verschalung mit Isolierung Covering with insulation Revtement avec calorifugeage Revestimiento con aislamiento
am Turbinen--Zustrmgehuse on gas--admission casing sur corps dadmission de turbine en la caja de afluencia de la
turbina
060 591.060 Schild zweiteilig Two--part plate Plaque en deux pices Placa de dos piezas
101 591.101 Verschalung mit Isolierung Covering with insulation Revtement avec calorifugeage Revestimiento con aislamiento
am Turbinen--Abstrmgehuse on gas outlet casing sur corps dchappement de en la caja de evacuacin de la
turbine turbina
160 591.160 Ringverschalung Annular lagging Revtement annulaire Revestimiento anular
6659 591.02 E 09.99 NR24/S 102/ 02

Zwischenflansch
Intermediate flange
Bride intermdiaire
Brida intermedia 593.01
6659 593.01 E 05.98 NR24/S 101/ 02

Zwischenflansch
Intermediate flange
Bride intermdiaire
Brida intermedia 593.01
1 2
3
D GB F E
000 593.000 Zwischenflansch, komplett Intermediate flange, complete Bride intermdiaire, complet Brida intermedia, completo
001 593.001 Zwischenflansch Intermediate flange Bride intermdiaire Brida intermedia

6659 593.01 E 05.98 NR24/S 102/ 02

Rumpfgruppe
Cartridge
Groupe base
Grupo base 599.02
6659 599.02 E 09.99 NR24/S 101/ 02

Rumpfgruppe
Cartridge
Groupe base
Grupo base 599.02
1 2
3
D GB F E
000 * 599.000 Rumpfgruppe Cartridge Groupe base Grupo base

* 599.000 = (517.000) und (520.000) zusammengebaut
599.000 = (517.000) and (520.000) assembled
599.000 = (517.000) et (520.000) assembls
599.000 = (517.000) y (520.000) ensamblados
6659 599.02 E 09.99 NR24/S 102/ 02

Index
Page 1(1) Driven Machinery 618
L28/32H
Description
Generator ------------------------------------------------------------------------------------------618. 01
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
CAUTION
The information contained in this book is intended to

assist operating personnel by providing information on
the general characteristics of the purchased equipment.
IT DOES NOT relieve the user of the responsibility of using
accepted engineering practices in the installation,
operation and maintenance of this equipment.
Contents
1. Construction of Brushless A.C Generator 3

1.1 Component
1.2 General
1.3 Composition
2. Excitation System (Operation) 15

2.1 Mode of Operation (SPRESY 15)
2.2 Operation (SPRESY 15)
2.3 Maintenance (SPRESY 15)
2.4 Mode of Operation (6 GA 2491)
2.5 Operation (6 GA 2491)
2.6 Maintenance (6 GA 2491)
3. Maintenance 26
3.1 Installation & Inspection Check List
3.2 Flange-Type Sleeve Bearing (for ring lubrication system)
3.3 Flange-Type Sleeve Bearing (forced lubrication system)
3.4 Rolling-Contact Bearings (series 02 and 03)
3.5 Coupling A-Type (single-bearing generators with flanged shaft and one-part fan wheel)
3.6 Coupling B-Type (single-bearing generators with lamination plate)
3.7 Coupling (double bearing generator)
3.8 Air Filters
3.9 Terminal Box
3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)
3.11 Cooler
3.12 Cooling-Water Failure Emergency Operation
4. Trouble Shooting 49
4.1 Excitation Part for SPRESY 15
4.2 Excitation Part for 6 GA 2491
4.3 Main Machines and Exciters (HF. 5 and 6)
4.4 Bearing Part
4.5 Operating Procedure & Check Sheet for Trouble Shooting
Safety Notes CAUTION

The warnings DANGER, WARNING, CAUTION, NOTICE, This warning is used when an operation, procedure, or
NOTE are used to draw the users attention different use may cause damage to or destruction of equipment
points: and a slight or serious injury.
DANGER NOTICE
This warning is used when an operation, procedure, or This warning is used when an operation, procedure, or
use may cause personal injury or loss of life. use may cause damage to or destruction of equipment.
WARNING NOTE
This Warning is used when an operation, procedure, or This warning is used when an operation, procedure, or
use may cause a latently dangerous state of personal delicate installation requires clarification.
injury or loss of life.
2 << Operating Instructions Synchronous Generator

Operating Instructions
Synchronous Generator
01 Construction of Brushless A.C Generator
1.1 Component Table 1-1. Type definition

The brushless A.C. generators, as shown in Figs. 8. 9. 10 Type Type of construction
and 11, (drip-proof type, totally-enclosed internal-cooling Machines with closed-circuit cooling and air-to
type) are composed of HFJ 5, 6, 7 water cooler with provisions for emergency
a synchronous generator operation in case of cooling water failure
an A.C. exciter
HFC 5, 6, 7 Machines with open-circuit cooling and air-to air
a Rotary rectifier
Medium & high voltage machines with closed-
static excitation devices.
circuit cooling and air-to water cooler with
HSR 7
provisions for emergency operation in case of
The brushless generator, as shown in Figs. 8, 9, 10 and
cooling water failure
11, has the exciter and the rotary rectifier mounted on
the generator's rotor shaft. The three-phase output of the Medium & high voltage machines with open-circuit
HSJ 7
A.C. exciter is rectified to D.C. by means of the rotary cooling and air-to air
rectifier, thus enabling the exciting current to be supplied,
not through sliding parts, but directly to the field coil of
the generator. 2) Specification & regulation
The machines comply with the applicable DIN standards
Fig. 1 Single line diagram for brushless generator
and with the requirements of VDE 0530.
They may have been adapted to different classification
requirements and foreign standards and regulations.
Unless otherwise stated, the rated output for continuous

operation applies to a frequency of 50 Hz, a cooling-air
temperature of 40 and a site altitude of up to 1000 m
above sea level.
3) Degree of protection
1.2 General The DIN 40050 or IEC 34-5 degree of protection of basic
design machines is IP 23. Such machines are suitable for
1) Type definition operation indoors and may be provided with filters or with
pipe connections.
The supply scope of the machine designs available is
Closed-circuit cooled machines comply with degree of
determined entirely by the data given in the catalogs or
protection IP44 and IP54.
offers. The machines of basic design are open-circuit
The degree of protection of the machine supplied is
cooled, brushless, low-voltage, synchronous machines
shown in the dimension drawing.
with top-mounted excitation control unit.
The machines have a shaft-mounted exciter on the

4) Type of construction
inboard side of the non-drive endshield.
The three-phase AC they generate is rectified and fed to The machines are normally provided with two bearings
the rotor winding of the main machine. (DIN 42950 types of construction B3 or B20) or with one
bearing (DIN 42950 types of construction B2 or B16).
The excitation current required for the shaft-mounted The type of construction of the machine supplied is
exciter is provided by the main machine via an excitation shown in the dimension drawing.
control unit placed in the top mounted housing, and via a
thyristor voltage regulator.
5) Cooling and ventilation
For further information, see the supplementary The basic design machines use self-ventilation by a shaft-
instructions entitled THYRIPART excitation system on mounted internal fan at the drive-end.
pages 15-25. Cooling air enters the top housing (at the non-drive-end)
Depending on the application, the machines may also be and cools the excitation control unit and, subsequently,
designed in accordance with the type variant defined in the windings and core packs of the exciter and of the main
the table 1-1. machine before leaving the top housing at the drive-end.
>>
Instruction Manual 3
On machines provided with air filters at the air inlet, Do not discontinue measurement before the final
the cleaning condition of the filter should be monitored. resistance value is indicated (with high-voltage machines,
this process may take up to 1minute).
In machines having closed-circuit cooling, the air-to-water The limit values for minimum insulation resistance and
cooler is placed transversely in the top-mounted box in critical insulation resistance (for measurement at a
transverse arrangement, in front of the excitation control winding temperature of 25) and for measuring voltage
unit. can be derived from the following table depending on the
The primary cooling air circulated by the internal fan is re- rated voltage for the machine.
cooled in the cooler and passed through the excitation
control unit, the exciter, and the main machine. Table 1-2. Insulation testing
Limit values at rated voltage
Given the necessary provisions, the machine can be Rated voltage Rated voltage
adapted for emergency operation with open-circuit < 2 kV > 2 kV
cooling in case of cooling water failure. See pages 46-48.
500 V DC 500 V DC
Measuring voltage
(min.100 V DC) (max.1000 V DC)
6) Connecting up Minimum insulation

resistance with new machine. 10 100
Check the system voltage against the data given on the Cleaned of repaired windings
rating plate. Select the size of the supply cables to match
the particular current rating. Critical specific insulation
resistance after long 0.5 /kV 5 /kV
period of operation
Connect the machines in accordance with the diagram in
the working drawing.
Dried windings have insulation resistance values between
Before closing the terminal box, check to see that 100 and 2000 or higher.
If the insulation resistance value is in the region of the
Its interior is clean and free from any cable chippings minimum value, dampness and/or dirt could be the cause.
All terminal screws or bolts are tight If the insulation resistance value falls below this minimum
The minimum clearances in air are maintained figure, the cause must be established and the winding
(>10 mm for 500 V, >14 mm for 1 kV and > 60 mm dried.
for 6 kV; check for any projecting wire ends)
Entry openings not in use are closed off by firmly In case of drying by warm air oven.
screwed-in plugs Remove bearing housings
For maintaining the particular degree of protection all Remove rotor
sealing surfaces of the terminal box are in order. Remove diode & varistor from excitation equipment part
The surfaces of metal-to-metal sealing joints must be
cleaned and thinly regreased. Bake in oven at temperatures per below table.
The heat should be applied slowly so the desired
Before starting a machine and during operation make temperature will not be obtained in less than six hours.
sure that all relevant safety regulations are complied with. Insulation resistance should be measured before the heat
is applied, and every six to eight hours thereafter.
7) Insulation testing Table 1-3. Insulation drying temperatures

Class B Class F Class H
DANGER
200F 245F* 275F*
Hazardous voltage 94C 118C 135C
Will cause death, serious injury, electrocution or property * Class F and H insulated units should be baked at 70% specified
damage. temperature (to avoid steam inside winding) for about six hours,
Disconnect all power before working on this equipment. before temperature is raised to drying temperature.
The insulation resistance for clean windings is largely

Before commissioning and after long periods of storage or dependent on temperature: for each 10K rise in
standstill the insulation resistance of the windings to the temperature it falls by half, i.e. with a temperature rise of
frame must be measured with D.C. voltage. 50K (e.g. from 25 to 75) it falls to about 1/30 of the
initial value.

Insulation resistance variation to temperature can be Insulation resistance measurements on low-voltage

referred to IEEE 43 as shown on fig. 2. machines with a measuring voltage of 1000 V are only
permissible if the insulation resistance has previously
Fig. 2 Insulation resistance variation to temperature been measured with a measuring voltage of a maximum
of 500 V and has not fallen below the permitted values.
100
50
8) Noise emission
The noise level of the generator will not exceed that
specified in Part 9. VDE 0530 (1981).
Insulation Resistance Coefficient, Kt
10
9) Vibration stability
Reciprocating engines used as prime mover impress
1 vibrations on the alternator because of the pulsating
torque output.
0.5
Permissible vibration stress measured at the bearing is:

0.1
To Convert Observed Insulation Resistance (Rt) to 40 < 10 Hz vibration amplitue S < 0.40 mm-peak
Multiply by the Temperature Coefficient Kt.
Rc = Kt x Rt 10-100 Hz vibration velocity Veff < 18 mm/s-rms
0.05
> 100 Hz acceleration b < 1.6 g
-10 0 10 20 30 40 50 60 70 80 90 100
Winding Temperature,
Please inquire if a higher vibration stress level is expected.
1. Rc : Insulation Resistance (in megaohms) corrected to 40
2. Rt : Measured Insulation Resistance (in megaohms) at Temperature t
3. Kt : Insulation Resistance Temperature Coefficient at Temperature t
10) Transport
During operation the insulation resistance of the windings WARNING

may decrease as result of environmental and operating Improper handling can cause severe injury or property
conditions. damage.
The critical value of the insulation resistance at a winding When lifting generator,
temperature of 25 can be calculated depending on the 1. Lift only at designated locations.
2. Use spreader for lifting.
rated voltage by multiplying the latter (kV) by the specific
3. Apply tension gradually to slings.
critical resistance value in the table ( /kV). 4. Do not jerk or attempt to move unit suddenly.
5. Do not use cover lugs when lifting.
For example: critical resistance for rated voltage
660 V: 0.66 kV x 0.5 /kV = 0.33
The rotor of machines with cylindrical roller bearings,
angular-contact ball bearings, or double sleeve bearing
If the measured insulation resistance value is above the
are locked in position for transport by a shaft block to
calculated critical figure during operation, the machine
protect the bearings.
can still operate further.
Do not remove this block until the transmission element

When the measured value reaches or falls below this
is fitted.
critical insulation resistance figure, however, the windings
Should the machine have to be transported after the
must either be dried, or the rotor must be removed and
transmission element is fitted, other suitable measures
the windings thoroughly cleaned and dried.
have to be taken.
If the machine is not put into service immediately after
If the measured value approaches the critical value, the
arrival, store it in a dry, vibration-free room.
resistance should subsequently be checked at
appropriate short intervals.
>>
11) Storage Install the machines so that the cooling air has free
access unobstructed.
WARNING Warm exhaust air must not be drawn in again.
Can cause severe injury or property damage.
When lifting generator, Louver openings must face downwards to maintain the
1. Lift only at designated locations. particular degree protection.
2. Use spreader for lifting. Remove the shaft block (where applicable).
3. Apply tension gradually to slings.
Follow the instructions attached to the shaft extension or
4. Do not jerk or attempt to move unit suddenly.
shown in the terminal box.
5. Do not use cover lugs when lifting.
The rotors are normally balanced dynamically by means

The location for storage should be dry and clean.
of a half feather key placed in the shaft extension.
There should be no heat that could attack the winding.
Align the machines carefully and accurately, and balance
The machined surfaces (coupling part, foots part, etc).
the elements to be fitted on the shaft to ensure smooth
are coated with rust-resistant grease.
and vibration-free running.
If the coating is broken, immediately remove the rust or
moisture and recoat with grease for rust prevention.
Place shims under the feet of the machines, if necessary,
to prevent them from being stressed mechanically.
If the machine is to be stored for some time, apply all
Transmission elements may be fitted and removed only
openings with waterproof paper, wooden, or metallic
by means of a suitable tool.
covers.
The feather keys in the shaft extensions are only secured
It is necessary to protect the machine from wind and rain
to prevent them from falling out during shipment.
during transportation and storage and to select less
A machine must not be commissioned without its
humid place for storage.
transmission element having been fitted.
For storage for a long-term or in the rainy season, it is
best to insert heaters to remove moisture or prevent its
condensation. 13) Operation
To keep the coil dry, maintain the coil temperature WARNING

several degrees above room temperature by arranging
heaters appropriately under the machine part to warm Do not operate equipment beyond design limitations.
Can cause personal injury or damage to equipment.
the coils.
Operate in accordance with instructions in the manual
and nameplate ratings.
For long time storage, a space heater is placed inside the
generator. Its specification is described in the generator
final specification and on the nameplate attached to the NOTICE
generator. In case of cooling system of IP44 (air to water), check the
flow of cooling water for sure before starting.
Internal temprature rise may cause fatal damage to the
12) Installation generator.
NOTE
NOTICE
Experience has shown that any base mounted assemblies Before starting, check if the bearing oil is filled to the
of generator and driven units temporarily aligned at the sufficient oil level.
factory, no matter how rugged or deep in section may
twist during shipment.
Therefore, alignment must be checked after mounting. Covers fitted to prevent access to rotating and current
carrying parts or to correct the air flow for better cooling
must not be open in operation.
The lubrication measures for normal bearings to be If machine application is abnormal (high temperature,
carried out before or during erection of the machines are extreme vibration, etc.), consult HHI for special
specified in the instructions "Rolling Contact Bearings and instructions.
Sleeve Bearings" on pages from 28-37.

14) Maintenance When a machine is dismantled, the following checks

Before starting any work on a machine, make sure that it should be made:
has been disconnected from the power supply and that Slot wedges in stator and rotor cores tight
unintentional starting is safely prevented. Windings, connection leads, and insulating parts in
satisfactory condition with no discoloration
Clean the cooling air passages at regular intervals,
After reassembly, again follow the instructions given for
matching the degree of pollution and using oil-free
installation.
compressed air, for example.
The inside of totally-enclosed fan-cooled machines need 16) Spare parts

only be cleaned during normal overhauls.
Spare parts shall be normally supplied in accordance with
the classification societies requirement.
If dust or moisture has penetrated into the terminal
compartment, it should be carefully cleaned and dried,
Independant of the classification societies requirements,
in particular the surfaces of the insulating parts.
we recommend the following sets of spares be ordered
Check the seals and eliminate the leak.
with the generators
1 set of bearings or bearing shells for sleeve bearing

15) Inspection 1 set of rotating rectifiers
The first inspection should be carried out after 1 set of rectifiers for the constant-voltage unit
approximately 500 hours. 1 regulator (AVR)
The following checks should also be carried out:
Running smoothness of machine satisfactory 1.3 Composition

Rotor alignment within tolerances
No subsidence or cracks in the foundation 1) Stator frame and winding
All fixing bolts of mechanical and electrical joints tight
The stator frame is of welded design.
Insulation resistance of windings satisfactory
The stator core is centred in the frame and locked against
(compare with previous reading and record)
rotation and shifting.
No bridging of any bearing insulation
The stator winding is of a two-layer coil design with
Any excessive deviations or changes ascertained during insulation class F.
the checks must be corrected immediately. This insulation is made in a special way and is comprised
Damaged or used locked elements from released bolted of integrated-mica & enamel coated insulating material
joints must be renewed. impregnated with cast resin.
It is characterized by high dielectric strength, resistance
The basic intervals between inspections are approximat- to moisture, aggressive gases and vapours, as well as
ely 4000 hours, 1000 switching operations or 1 year for rigidity and long life.
intermittent operation and approximately 16,000 hours
or 2 years for continuous operation, depending on which
occurs first. 2) Rotor and windings
The cleaning of all parts becoming fouled by the flow of The shaft for machines construction type B3 and B20
cooling air depends on the intervals decided after the first is designed with a normal cylindrical shaft extension for
inspection according to the rate of fouling which occurs two bearings. In the case of types B2 and B16, the shaft
locally. is fitted with a flange.
The rotor core of the main machine is mounted on the
Cleaning should be carried out with dry compressed air. shaft, tensioned axially, and supports the field and damper
Information on oil changes, regreasing, etc. is given on windings. The damper winding bars lie in the slots of the
the lubrication instruction plate on the machine or in the rotor core and are welded to the rings.
supplementary instructions for bearings. The rotor core of the exciter is mounted on the shaft and
The checks stated for the first inspection after 500 hours supports the three-phase exciter winding.
should be performed during these inspections also. The rectifier supporting wheel is mounted on the shaft
between the two laminated cores.
The rotor is balanced dynamically.
>>
3) AC exciter 5) Excitation system

The AC exciter is composed for revolving-armature type, The combination of an excitation unit with a thyrist and
three-phase, synchronous generators. voltage regulator is called a THYRIPART-excitation system.
In revolving-armature type generators, unlike ordinary The excitation unit supplies a load-dependent field current
ones, the stator and rotor are in reverse relation. slightly higher than would be required for producing the
rated voltage.
The armature is installed at the shaft end on the non-
connection side where AC power is generated, and the The regulator variably reduces the field current as
output of the static excitation device for control is necessary to obtain constant alternator voltage.
connected to the field winding installed on the fixed side This method of load-dependent excitation (compounding)
as shown in Fig. 3. results in excellent dynamic response to load switching
applications and short-circuits.
Fig. 3 Single line diagram for AC exciter A block diagram is shown in Figs. 15, 19, 20 & 21.
6) Shaft
Concerning the generator shaft, the ship's classification
certified forged steel should be applied and designed with
ample strength for coupling with the prime mover.
7) Bearing
Depending on the design and the operating conditions
specified in the order, the machines are fitted with
grease-lubricated rolling-contact bearings or with sleeve
4) Rotating rectifier bearings with or without forced-oil lubrication.
The rotating rectifier is a silicon rectifier which is For a full description and special instructions, reference
connected so as to compose a three-phase full-wave should be made to the supplementary instructions.
rectification circuit as shown in Fig. 4 and is mounted on
the rotor shaft of generator in Fig. 9-1.
8) Cooling fan
The mounting screws are between 4.5 Nm and 5.5 Nm To let the required amount of cooling air pass through, a
The contact screws are between 2.5 Nm and 3.5 Nm fan of either cast iron or welded steel plate construction
is provided.
CAUTION Concerning the site of its installation, in either case, it is
Fastening screws for the rotating diodes must be tightened to be arranged on the prime mover's side of the
with the recommended torque. generator.
Fig. 4 Single line diagram for rotating rectifier It is a one-way ventilating system which takes in air from
the opposite side of the prime mover and lets out exhaust
air at the prime mover's side.
We have taken into consideration that the engine's oil
vapor should not be sucked into the machine.
9) End shield Drive-end/Non-drive-end

Both end shields are designed as flat plates and can take
either a bearing or a shaft extension in accordance with
the particular type of machine construction.
The exciter yoke ring in which the exciter poles are bolted
in regular distribution, is welded to the non-drive-end
shield.

10) Rotor locking device <500 mV Harmless.

The following instructions supplementing and modifying
the basic operating instructions apply to single bearing 500 to 1,000 mV A detrimental shaft current may
generators of type of construction B2 or B16 which are possibly flow.
coupled with diesel engines or turbines.
See the instruction manual on pages 38-39. >1,000 mV Bearings may be damaged in a week
to a year
Fig. 5 Rotor locking device (unless insulation is provided).
Fig. 6 Insulation for the preventation of shaft current
End shield AS Flanged shaft

Retaining ring half Fixing screw for 1
Shaft supporting ring Fixing screw for 3
11) Insulation for the prevention of shaft current

(high voltage and large machines)
NOTE
Insulated Bearing
Any connection to this bearing must be insulated from it
12) Thermometer
to prevent bearing current.
For checking the bearing temperature, a thermometer is
provided for each bearing.
To prevent the shaft current caused by the unbalance of
magnetic resistance of magnetic circuits, the insulator is
provided at the non-drive-end shield as shown in Fig. 6.
13) Space heater
The shaft voltage is a high-frequency voltage of usually
1 volt or less and rarely several volts.
DANGER
When a shaft current flows, by this voltage the shaft and Hazardous voltage
journal part are tarnished. In the worst condition, sparking Will cause death, serious injury, electrocution or property
damage.
results in minute black spots.
Disconnect all power before working on this equipment.
There is a possibility that the oil film is broken locally,

developing burn-out trouble. In order to prevent the accumulation of moisture and
When disassembling or assembling, be sure to measure condensation while the generator is idle, space heaters
the insulation resistance. are provided within the stator frame.
The value of 1 to 3 will be satisfactory. The space heaters can be easily removed from outside
It is generally said that shaft voltage for bearings is limited the enclosure.
as follows. The heater is comprised of stainless-sheathed nichrome,
filled with insulators in the sheath and is U-shaped as
shown in Fig. 7.
>>
Fig. 7 Space heater Please provide the following information with any inquiry:
Alternate rated output

Classification society
Coolant temperature (air)
Cooling water inlet temperature
Fresh water or sea water
14) Air/water cooler 15) Terminal box
If required, HFC 5, 6, 7 and HSR 7 alternators can be

DANGER
supplied with a top-fitted air/water cooler as special
requirement. Hazardous voltage
Will cause death, serious injury, electrocution or property
damage.
The cooler can be used for either fresh water or sea
water with double tubes applied.
The type designation for the generators are is changed Cable entry to the 3 main connections, (U.V.W.) and to the
from HFC to HFJ, or from HSR to HSJ. 2 field terminals +F1, -F2 can be from the left or right, as
Due to the closed-circuit cooling system the degree of required.
protection has been upgraded from IP 23 to IP 44 and The cable entry plates are supplied undrilled or drilled
IP 54. with cable gland as required.
See Fig. 8.
The electrical version of the generator remains
unchanged.
The generators HFJ and HSJ can easily be converted for

emergency operation as an open-circuit aircooled
machine if the coolant system or the cooling element
fails.
In this case, the degree of protection is IP 23 with the

rated output as shown on pages 46-48.
Fig. 8 Internal arrangement for terminal box

Fig. 9 Sectional drawing for HF. 5, 7 & HS. 7 type generator (single sleeve bearing)
HFJ 5, 7 & HSJ 7 (air to water cooling)
HFC 5, 7 & HSR 7 (air to air cooling)
Stator and stator windings assembly

Rotor and windings assembly Fig. 9-1 Rectifier assembly
A.C exciter assembly
Rectifier assembly (Fig. 9-1)
Excitation equipment
Shaft
Bearing
Cooling fan
End shield DE/N-DE
Rotor lockage device
Insulation for prevention of shaft current (Fig. 6)
Thermometer
Space heater
Cooler
Terminal box
Varistor module Connector rings
Hub Rectifier module
>>
Fig. 10 Sectional drawing for HF. 5, 7 & HS. 7 type generator (double sleeve bearing)
Stator and stator windings assembly

AC exciter assembly
Shaft
Bearing
Cooling fan
End shield DE/N-DE
Terminal box
Thermometer
Space heater
Cooler


Fig. 11 Sectional drawing for HF. 6, 7 & HS. 7 type generator (single sleeve bearing)
Stator frame and stator windings assembly

AC exciter assembly
Shaft
Bearing
Cooling fan
End shield DE/N-DE
Rotor lockage device
Thermometer
Space heater
Cooler
Terminal box
>>
Fig. 12 Sectional drawing for HF. 6, 7 & HS. 7 type generator (double sleeve bearing)
Stator frame and stator windings assembly

AC exciter assembly
Rectifier assembly (Fig.12-1)
Shaft
Bearing
Cooling fan
End shield DE/N-DE
Terminal box
Thermometer
Space heater
Cooler


02 Excitation System (Operation)
2.1 Mode of Operation (SPRESY 15) Depending on the reference potential of terminal 16,
terminal 12 of the comparator point of the control
1) Description amplifier can be given an additional D.C. pulse, e.g for
Brushless synchronous generators consist of the main reactive power control in parallel operation.
and exciter machine.
The main machines field winding is powered from the For tuning to the signal level, a rheostat must be soldered
exciter rotor winding via a rotationary, three-phase bridge- onto the available soldering pins.
connected rectifier set. The power supply for the gate control module(s) is
The exciter is powered from THYRIPART excitation available from terminal 11.
equipment.
Fig. 13 Voltage regulator; SPRESY 15
Excitation equipment and thyristor voltage regulator are

combined in the THYRIPART excitation system.
The excitation current required is supplied to the main
machine via the excitation equipment which is
adjusted to deliver a field current resulting in a generator
output voltage above the maximum reference value over
the entire load range when the voltage controller is
inactive.
The actual function of the voltage regulator is to provide a

bypass for a variable portion of the current supplied by the
excitation equipment for controlling the generator voltage.
The thyristor regulator module consists of two assemblies:
the regulator module and the firing module with thyristor in
buck circuit.
The three-phase generator voltage, having been reduced In the control circuit of the firing module, a time
to 24V by the measuring-circuit transformers, is applied adjustable firing impulse for the thyristor is formed from
to teminals 17,18 and 19. the control voltage of terminal 15 in comparison with a
A direct voltage of approx. 30 V (teminal 20 to terminal 13 saw tooth voltage.
or 14) is produced at the output of the rectifier bridge The overvoltage protector operates at voltages over
under the rated voltage of the generator. 600 V between terminals 1 and 5, then switches the
This rectified voltage provides the actual pulse signal and thyristor through.
the supply voltage the control amplifier. The excitation current is normally bucked with a single
The regulator module supplies output terminal 15 with a pulse.
control voltage of approx. 1 to 10 V, which is proportional If higher excitation is required, two firing modules for two-
to the control deviation. pulse "buck" operation will be provided.
Fig. 14 Block diagram of voltage regulator; SPRESY 15
Six-pulse recifier bridge

Referance/actual value comparator
Power supply
Control amplifier
Firing pulse control
Thyristor in buck circuit
Overvoltage protector
Auxilary power thyristor
>>
Fig. 15 Connection diagram of generator (for generator top mounted AVR)
Fig. 15-1 Connection diagram of generator (for panel mounted AVR)

2) Installation 3) Direction of rotation of the generator

The excitation equipment, thyristor voltage regulator, The generators are generally suitable for clockwise and
main machine and exciter are all factory-wired. anti-clock-wise operation.
If necessary, the mains leads and the reference-value Generators must run only in the corresponding direction
selector should be connected to the terminals in the of rotation as on the data plate of rotating (arrow mark).
terminal box according to the connection diagram
supplied with the machine. To change the direction of rotation it is necesssry to
change the connections according to the connection
diagram e.g. phase rotation check and to check whether
only one definite direction of rotation is permissible for
2.2 Operation (SPRESY 15) mechanical reasons (e.g. fan with curved fan blades).
1) Thyristor voltage regulator

When the generator is operating by itself, the thyristor 4) Regulator gain setpoint of voltage integral
voltage regulator controls the generator voltage to the action
preset reference value. The regulator module includes the three potentiometers
Frequency changes due to the droop characteristics of Usoll, Vr and Tn.
the prime mover do not influence the accuracy of the The generator rated voltage is adjusted in the factory
generator output voltage. on potentiometer Usoll and the transient response
characteristic of the regulator on potentiometers Vr
Design and adjustment of the main machine, exciter, and Tn.
excitation equipment, thyristor voltage regulator and The regulator gain is adjusted on the potentiometer Vr,
reference-value selector permit gradual changes in the but the integral action time and the optimum transient
generator output voltage from 95% to 105% rated voltage response characteristic are adjusted on the
via potentiometer Usoll under steady-state conditions and potentiometer Tn.
at loads varying between no load to rated load and power
factors between 0.8 and unity, unless otherwise specified Turning the knob of Vr in the direction of descending
on the rating plate. numerals and that of Tn in the direction of ascending
If the generators are operated at less than 95% or more numerals normally stabilizes the control circuit and
than 105% rated voltage, their output must be reduced. reduces the control rate.
Unrestricted operation with no load (opened generator
breaker) and partial speeds is permissible. The setpoint of the generator voltage can be shifted via
potentiometer Usoll and via a supplementary external
During operation, the excitation circuit must not be reference-value selector (R = 1.5 , P 1 W) to be
interrupted since this would give rise to voltage surges. connected to auxillary terminals 20 and 21 (Fig. 14)
If the generator must be de-excited, this can be with the above potentiometer set to mid-position.
accomplished by short-circuiting secondary side of
rectifier transformer (T6) (Fig. 14). The new adjustment of the potentiometer must be fixed
with the aid of the set screw.
2) Transformer adjustment
The tappings used on the transfomers are recorded at
test report. It is strongly recommended that the original
adjustments be left unchanged.
No responsibility can be assumed by the supplier for any
damage or incorrect operation resulting from a change in
the original adjustments.
In the case of identical plants, the THYRIPART excitation
system or single parts may be interchanged if necessary;
those transformer tappings must always be used in
accordance with the original ones.
>>
5) Parallel operation, droop compensating 2.3 Maintenance (SPRESY 15)

equipment
When provided with droop compensation, a brushless DANGER
synchronous generator is suitable for operating in parallel Hazardous voltage

with other generators or with a supply system. Will cause death, serious injury, electrocution or property
The kW output is adjusted through the governor of the damage.
prime mover. Disconnect all power before working on this equipment.
The speed characteristic of the prime mover should be

linear and rise by a min. of 3% and a max. of 5% between No periodic maintenance inspections of the THYRIPART
rated load and no load. excitation equipment are required.
Excessive dust deposits should, however, be removed
The droop compensating equipment ensures uniform using dry, compressed air.
distribution of the reactive power and reduces the In the case of faults it is advisable to the check voltage
generator output voltage in linear with the increase in regulator, excitation equipment, and main machine with
reactive current. exciter separately.
The droop compensating circuit is adjusted to provide a
generator voltage droop of 4% at zero p.f. and no voltage For troubleshooting in the thyristor voltage regulator, all
droop at unity p.f. between no load and rated load as a the leads connecting excitation equipment and thyristor
function of the generator current. voltage regulator must be disconnected.
With this setting, a voltage droop of 2.4% is obtained at In this case the generator voltage must rise above the
0.8 p.f. maximum reference value as given under "Description"
below.
When operated by it self or in parallel with generators
having the same voltage characteristic, a voltage In this case the thyristor voltage regulator is defective.
regulation of 2.5% is thus obtained. Trouble shooting should be continued according to
With the generator operating by itself, no droop table 4-2 on page 50.
compensating equipment is required.
It can be deactivated by short-circuiting the secondary
side of the intermediate transformers.
2.4 Mode of Operation (6 GA 2491)
If the neutrals of alternators in a system are
interconnected and/or connected directly to those of 1) Description
transformers and loads, balancing currents of three times Brushless synchronus generators consist of the main
system frequency can occur. machine and the exciter.
The main machine field winding is powered from the
Their magnitude must be measured in the alternator exciter rotor winding via a rotating, three-phase bridge-
neutral conductors under all possible load conditions to connected rectifier set.
be met in service.
The exciter is powered from THYRIPART excitation
To prevent the alternators from overheating, these equipment.
currents of three times system frequency must not The excitation equipment and the thyristor voltage
exceed approximately 50% of the respective alternator regulator are combined in the THYRIPART excitation
current. system.
Excessive currents should be limited, e.g. by means of The field current required is supplied to the main machine
neutral reactors or similar fitted on the plant side. via the excitation unit.
A specific enquiry is necessary for these items.
This is adjusted in such a manner that the generator
voltage which is above the maximum setpoint value
develops over the entire load range when the voltage
regulator is inactive (opening the plug connection X).

The thyristor voltage regulator provides a bypass for a

variable portion of the current supplied by the excitation
unit for controlling the generator voltage.
The voltage regulator 6 GA 2492 is comprised of the
voltage regulator 6 GA 2491 and the power module
(rectifier, thyristor in "buck" circuit, and resistor in
"buck" circuit).
Fig. 16 Voltage regulator "6 GA 2491" Fig. 17 Voltage regulator "6 GA 2491"
(for generator top mounting) (for panel mounting)
Fig. 18 Block diagram of voltage regulator "6 GA 2491"
V29 Excitation rectifiers S Droop potentiometer Power supply Control amplifier

U Reference value potentiomete K Potentiometer, controller gain Pulse unit Overvoltage protector
T Potentiomenter, reset time R47 Potentiometer, disturbance feedforward External reference value setter
V28 Thyristor in "buck" circuit R48 Resistor in "buck" circuit
>>
Fig. 19 Connection diagram of generator (for generator top mounted AVR): 350 Fr~400 Fr
Generator control panel side 1 Connections are determined in the test field.
ACB 2 When reference value setter fitted
circuit breaker S1/3 off
A1
S T 2V 2W
+ Reference value
R setter (VR)
600V A3
1.25SQ -
Shield cable
U V W 2V 2W
3.1.W 3 400V
3.1.V 1 450V 3 3
3.1.U 5 3
1 230V
T1 T2 T3 T1 T2 T3 S1/1
5
X1 S1/2
S1/3
2
1.2 1.2 1.2 2.2
5
2.2 2.2
5 5 11 X7 A1 : Voltage regulator
3.1 3.1 3.1 1 4 4 4
1 10 A1 C1...C3 : Capacitor
3 3 3 7 G1 : Main machine
T2 1.3 1.3 1.3 2.1 2.1 2.1
T1 T3 2
2 20Vac
1.1 1.1 1.1 9 1.0SQ G2 : Exciter
3.2 3.2 3.2 5
1
A1 A1 L1 : Reactor
3
A3 A3 + T1...T3 : Current transformer
6
- T4 : Current transformer for droop comp.
L 12
l 4 X2
T4 k
4 8 V2 : Rotating rectifier
K X1...X4 : Plug connection
X3 X6...X7 : Terminal strip
U1 V1 W1
V29 : Rectifier module
5 3 6 R48 : By-pass resistor
L1 4 Current transformer for droop comp.
U1 V1 W1
U2 V2 W2 Necessary for parallel operation
G1 R48 U : Varistor
U V W
U2 V2 W2 V28 : Thyristor
C1 C3 A : Anode
V29 U K : Cathode
V28 G : Gate
C2 V
+ V2 +
W -
5
X4
G2
X4
F1 G2 F2 G
K A
G1 U X6 A
- K G
Generator side X7 G:Smaller pin size

+F1+F1 +F2 +F2
Fig. 19-1 Connection diagram of generator (for panel mounted AVR): 350 Fr~400 Fr
ACB
Generator control panel side 1 Connections are determined in the test field.
2 When reference value setter fitted
A1 eference value
600V
R S T 1.25SQ
Shield cable A3
tter (VR)
U V W
3.1.W 3 400V
1 450V 3 3
3.1.V
3.1.U 5 3
1 230V
T1 T2 T3 T1 T2 T3 S1/1
5
X1 S1/2
S1/3
2
1.2 1.2 1.2
11
X7 A1 : Voltage regulator
3.1 3.1
1 3.1
1
1 1 250Vac 10 A1 C1...C3 : Capacitor
1.25sq 7 G1 : Main machine
T1 T2 T3 1.3 1.3 2
9 2 20Vac G2 : Exciter
1.1 1.1 1.1
3.2
2 3.2
2 3.2
2 5
X2/5 1
1.0SQ L1 : Reactor
3 T1...T3 : Current transformer
X2/9
6
-
T4 : Current transformer for droop comp.
12
L
l 4 X2
T4 4 X2/5 8 V2 : Rotating rectifier
K k
X1...X4 : Plug connection
X3 X6...X7 : Terminal strip
V29 : Rectifier
ifi module
d
U1 V1 W1 5 3 6 R48 : By-pass resistor
L1 4 Current transformer for droop comp.
U1 V1 W1 Necessaryy ffor parallel
N ll l operation
ti
U2 V2 W2
U : Varistor
G1 U V W R48
X48/1 X48/1
U2 V2 W2 V28 : Thyristor
A : Anode
d
K : Cathode
C G : Gate
F2
5
250Vac
1.25sq G
K A
G1 X6
A
K G
Generator side X7 G:Smaller pin size

+F1 +F1 +F2 +F2

Fig. 20 Connection diagram of generator (for generator top mounted AVR): 450 Fr~
1 Connections are determined in the test field.

Main Generator control panel side 2 When reference value setter fitted
VCB Breaker circuit breaker S 1/3 off
A1
+ Reference value
R S T 2V 2W A3 setter(VR)
600V -
1.25SQ
Shield cable
U V W 2V 2W
3 3
1.1.W 3 400V 1 230V
1 450V 5
1.1.V
T1 T2 T3 5 3
1.1.U A1 : Voltage regulator
S1/1
2.1 2.1 2.1
3 3 3
X1 S1/2
S1/3
2
C1...C3 : Capacitor
4 4 4
1 11 G1 : Main machine
2.2
5 5
2.2 2.2
5 10
7
A1 G2 : Exciter
1.1 1.1 1.1 2 L1 : Reactor
1.1 2.1 5
9 2
T1...T3 : Current transformer
T1 T2 T3 4 T4 1 A1 A1 A1
+
1.2 2.2
3
A3 A3 A3
T6 : Rectifier transformer
1.2 1.2 1.2
6
12 - V2 : Rotating rectifier
4 X2 X1...X4 : Plug connection
(2N)
8 2 X6...X7 : Terminal strip
U1 V1 W1 8 1 20Vac V29 : Rectifier module
(1N) T6 7 X3 1.0SQ R48 : By-pass resistor
G1 6
5 4 Current transformer for droop comp.
U1 V1 W1 1 4 5 3 6
U2 V2 W2 3 3 3
3 Necessary for parallel operation
L1 1U1 1V1 1W1 2U1 2V1 2W1 U : Varistor G
K A
Short not in use
U2 V2 W2
C31 5 V28 : Thyristor A
C21 R48 A : Anode
C11 L l 1 6 K : Cathode K G
T10 T11 T12 187X1 187X1 187X G : Gate G:Smaller pin size
K k 187X2 187X2
C12 C12 2 C3 187X3 187X3
C22 2 Optional
C32 A 250Vac T10
1 C2 1 U 5 G 1.25sq T11 Differential protection C/T
+ V2 X4/F2 K T12
V29 V V28
G2 + W - 187X : D.E-Magnetizing contact
from panel side(150Vac, 10Aac)
G1 (Supplied by switch board maker)
U
G2 6 Note for 187X
If generator winding is faulty, the 187X relay
- X6 will be energized and exciting current of generator
will be shorted by "A" contact of 187X relay.
Generator side X7 Then terminal voltage of generator will be immediately
+F1 +F1 -F2 -F2 decreased by this short circuiting of exciting current.
Fig. 20-1 Connection diagram of generator (for panel mounted AVR): 450 Fr~

VCB breaker circuit breaker S 1/3 off
A1
+ Reference value
R S T 600V A3 setter (VR)
1.25SQ -
Shield cable
U V W 400V 3 3
1.1.W
3
1 450V 1 230V
1.1.V 5 3
5
T1 T2 T3 S1/1
1.1.U
X1 S1/2 2
A1 : Voltage regulator
2.1 2.1 2.1 S1/3
3 3 3
1
11 C1...C3 : Capacitor
4
5
4
5
4
5
10
7
A1 G1 : Main machine
2.2 2.2 2.2
X2/5 X2/5 2 G2 : Exciter
1.1 1.1 1.1 5 L1 : Reactor
1.1 2.1 9 2 A1
X2/9 X2/9 1 T1...T3 : Current transformer
T1 T2 T3 4 T4 250Vac 3
A3
+
1.25sq 6 T6 : Rectifier transformer
1.2 2.2 12 -
1.2 1.2 1.2 4 X2 V2 : Rotating rectifier
(2N)
8 2 X1...X4 : Plug connection
20Vac X6...X7 : Terminal strip
U1 V1 W1 8
7
1 X3 1.0SQ V29 : Rectifier module
G1 (1N) T6 6
5 3 6
R48 : By-pass resistor
U1 V1 W1 1 3 3 3
5
4 4 Current transformer for droop comp.
U2 V2 W2 3 Necessary for parallel operation
L1 1U1 1V1 1W1 2U1 2V1 2W1 U : Varistor G
5 V28 : Thyristor K A
Short not in use
U2 V2 W2
C31 A : Anode A
C21 R48
C11 L l 1
R48/1 R48/1 K : Cathode K G
6
187X G : Gate
T10 T11 T12 187X1 187X1 G:Smaller pin size
C12
K k C1 2 187X2 187X2
C22
2
2
C3 187X3 187X3 Optional
C32 A T10
1 C2 1 U 5 G
T11 Differential protection C/T
V2 V29 X4/F2 T12
+
V F2 K V28 187X : D.E-Magnetizing contact
G2 + W -
250Vac from panel side(150Vac, 10Aac)
G1 U 1.25sq (Supplied by switch board maker)
G2 6 Note for 187X
Generator side +F1 +F1
X7 -F2 -F2
Then terminal voltage of generator will be immediately
decreased by this short circuiting of exciting current.
>>
Fig. 21 Connection diagram of medium & high voltage generator (for generator top mounted AVR): HS. 7

Generator control panel side 2 When reference value setter fitted
Main
A1 Reference value
+
R S T A3 setter (VR)
-
U V W 3 3
1 230V
3 400V 5
1.1.W 1 450V
T9 T1 T2 T3 5 3
1.1.V
S1/1
A1 : Voltage regulator
1.1.U 2.1 2.1 2.1 X1 S1/2 2 C1...C3 : Capacitor
3 3 3
1
S1/3 G1 : Main machine
1N 2N 11
4
5
4
5
4
5
10 A1 G2 : Exciter
2.2 2.2 2.2 7 L1 : Reactor
5
1.1 1.1 1.1
1.1 2.1
9 2 A1 T4 : Current transformer for droop comp.
A1 A1 T6 : Rectifier transformer
4 T4 1
+
T1 T2 T3 1.2 2.2
3
6 A3 A3 A3 V2 : Rotating rectifier
12 - X1...X4 : Plug connection
1.2 1.2 1.2 4 X2 X6...X7 : Terminal strip
(2N) 2 V29 : Rectifier module
8
8 1 20Vac
1.0SQ
R48 : By-pass resistor
U1 V1 W1 (1N) T6 7
6 X3 4 Current transformer for droop comp.
G1 1
5
4 5 3 6 Necessary for parallel operation
U1 V1 W1 3 3 3
3 U : Varistor G
U2 V2 W2 L1 K A
1U1 1V1 1W1 2U1 2V1 2W1
A
U2 V2 W2 5 V28 : Thyristor
Short not in use
C31 R48 A : Anode K G

C21 K : Cathode
C11 L l 1 6 G : Gate G:Smaller pin size
T10 T11 T12 187X1 187X1 187X T9 : Control transformer
K k C1 187X2 187X2
C12 2 2
2 C3
187X3 187X3 Optional
C22
C32 A 250Vac
1 C2 1 U 5 G 1.25sq
T10
T11 Differential protection C/T
+ V2 X4/F2 T12
V29 V K V28
187X : D.E-Magnetizing contact
G2 + W -
from panel side(150Vac, 10Aac)
(Supplied by switch board maker)
G1 U
G2 6 Note for 187X
Generator side +F1 +F1
X7
-F2 -F2
Then terminal voltage of generator will be immediately
decreased by this short circuiting of exciting current.
Fig. 21-1 Connection diagram of medium & high voltage generator (for panel mounted AVR): HS. 7

A1 Reference value
+
R S T A3 setter (VR)
-
U V W 2W 2W 3 3
3 400V 1 230V
1 450V
2V 2V 5
5 3
1.1.W T9 T1 T2 T3
1.1.V 600V X1
S1/1
S1/2 2 A1 : Voltage regulator
2.1 2.1 2.1 1.25SQ S1/3 C1...C3 : Capacitor
1.1.U 3 3 3 Shield G1 : Main machine
11
1 cable
1N 2N 4
5
4
5
4
5
10
7
A1 G2 : Exciter
2.2 2.2 2.2 L1 : Reactor
X2/5 X2/5 2
1.1 2.1 9 2 A1 T4 : Current transformer for droop comp.
X2/9 X2/9 1
1.1 1.1 1.1
4 T4 250Vac 3
A3
+ T6 : Rectifier transformer
1.25sq 6 V2 : Rotating rectifier
T1 T2 T3 1.2 2.2 12
X2
-
X1...X4 : Plug connection
4
8 2 X6...X7 : Terminal strip
1.2 1.2 1.2 (2N)
20Vac V29 : Rectifier module
8 1 X3 1.0SQ R48 : By-pass resistor
U1 V1 W1 (1N) T6 7
6
5 3 6
4 Current transformer for droop comp.
1
5
4
Necessary for parallel operation
G1 U1 V1 W1 3 3 3
3 U : Varistor G
K A
U2 V2 W2 L1 1U1 1V1 1W1 2U1 2V1 2W1
A
5 V28 : Thyristor
Short not in use
U2 V2 W2
C31 R48 A : Anode K G
C21 R48/1 R48/1 K : Cathode
C11 L l 1 G : Gate G:Smaller pin size
6
T10 T11 T12 187X
187X1 187X1 T9 : Control transformer
K k C1 187X2 187X2
C12 2 2
2 C3
187X3 187X3 Optional
C22
C32 C2 A T10
1 1 5 G T11 Differential protection C/T
U
+ V2 X4/F2 T12
V29 V F2 K V28
187X : D.E-Magnetizing contact
G2 + W -
250Vac from panel side(150Vac, 10Aac)
G1 U 1.25sq (Supplied by switch board maker)
G2 6 Note for 187X
Generator side X7 Then terminal voltage of generator will be immediately
+F1 +F1 -F2 -F2 decreased by this short circuiting of exciting current.

2) Mode of operation of regulator 3) Installation

The generator voltage is fed to the regulator via plug The excitation equipment, thyristor voltage regulator,
connector X1 in a single-phase, two-circuit arrangement. main machine, and exciter are factory-wired.
Transformer T1 steps down the generator voltage which If necessary, the main leads and the reference-value
is then rectified by the load-side rectifier bridge V1, V4. selector must be connected to the terminals in the
This rectified voltage provides the actual pulse signal "Uist" terminal box according to the connecting diagram
the setpoint voltage Usoll and the supply voltage for supplied with the machine.
the regulator.
If the system uses a reactive current compensator,

current transformer T15 or interposing transformer T4 2.5 Operation (6 GA 2491)
of the excitation unit is connected to load resistor R1 via
plug-in contacts X2/5 and X2/9. 1) Thyristor voltage regulator
In this operating mode the actual voltage is composed The voltage regulates the voltage so that it complies
of the secondary voltage of transformer T1 and the with the setpoint selected.
voltage of load resistor R1. Frequency changes due to the droop characteristics of
the prime mover do not affect the voltage accuracy.
The magnitude of the resulting reduction in generator
voltage can be set with potentiometer S. The design and adjustment of the generator and the
If an external set point selector is used, this is connected excitation equipment permit continuous changes of the
by contacts X2/1 (A1) and X2/3 (A3). terminal voltage in the range of 5% rated voltage via
In this case microswitch S1/3 of the regulator must be the setpoint selector under steady-state conditions and
opened. at loads varying from no load to rated load, and power
factors from 0.8 to unity unless specified otherwise on
A DC voltage of 0 to 10 V can be fed in via plug-in the rating plate.
contacts X2/6 and X2/2. If several rated voltages and frequencies are indicated on
This voltage acts on the comparator point of the control the rating plate, the above data apply to each of the rated
amplifier. voltages stated.
The setpoint can thus, for instance, be preset by higher- If the generators are operated at voltages exceeding
level equipment. 5%, the generator output must be reduced.
Unrestricted operation at no load is permitted if the speed
Control amplifier (proportional again adjustable by is reduced.
potentiometer K and reset time by potentiometer T)
outputs a DC voltage which is converted into a time- During operation, the excitation circuit must not be
adjustable firing pulse for thyristor V18 or V28 via the interrupted since this would give rise to voltage surges.
loadside pulse unit . If the generator must be de-excited, this can be
accomplished by short-circuiting the secondary side of
The generator excitation circuit is fed from rectifier rectifier transformer (T6) (Fig. 14).
bridge V29.
Resistor R48 and thyristor V28 form a parallel bypass
circuit to the field winding through which part of the 2) Transformer adjustment
current supplied by the excitation unit flows. The tappings used on the transformers are shown in the
This method provides for generator voltage control. test report.
In order to optimize the correcting action, a disturbance It is strongly advised not to change the original
variable is injected into the control amplifier via resistor adjustments.
R47. No responsibility can be assumed by the supplier for any
damage or incorrect operation resulting from a change in
Overvoltages above DC 600 V in the excitation circuit the original adjustments.
cause the overvoltage protector to operate and
continuously fire the thyristor. In the case of identical plants, the THYRIPART excitation
Protection is thus provided for the stationary excitation system or the individual components can be interchanged
circuit of the generator. if necessary.
The transformer tappings, however, must be used in
accordance with the original ones.
>>
3) Regulator gain, setpoint voltage integral action The corresponding voltage reduction at 0.8 p.f. is 2.4%.
The control module comprises potentiometers U, K, T, In isolated operation and at any loading condition of the
R 47 and S. generator, the droop compensation provided for the
The rated generator voltage has been adjusted in the generator voltage can be checked with the following
factory on potentiometer U, and the dynamic behaviour relationship:
of the regulator on potentiometers K, T and R 47.
The settings are shown in the test report. Ust = 4% 1-cos2IB/IN (%)
Potentiometer K is used to adjust the controller gain and e. g. at 0.8 pf, IB/IN = 1,
potentiometer T is used to adjust the integral action time,
whereas potentiomter R 47 is used to inject a disturbance Ust = 4% 1-0.82 1 = 2.4 (%)
variable into the comparator point of the control amplifier
in order to adjust dynamic behaviour.
Turning the knob of K and R 47 in the direction of If the generator is to operate by it self, droop
descending numerals and that of T in the direction of compensation equipment is not required.
ascending numerals normally stabilizes the control circuit It can be deactivated by short-circuiting the secondary
and reduces the control rate. side of the associated current transformer or setting
The stability of the control circuit can also be improved by potentiometer S on the regulator to the left-hand stop.
increasing the bucking resistance, but the voltage setting
range of the regulator then is reduced at the lower band.
5) Parallel operation by cross-current
compensation
The setpoint of the generator voltage can be shifted via
potentiometer U or an additional external setpoint When provided with cross-current compensation,
selector (R = 4.7 , P greater than 1 W) can be connected brushless synchronous generators are suitable for the
to terminals A1 and A3. operation in parallel with other generators of the same
Potentiometer U should be set to the centre position, and capacity.
microswitch S 1/3 on the printed-circuit board should be
opened. This parallel operation by cross-current compensation has
the same voltage under all loads condition from no-load
to rated load.
4) Parallel operation by droop compensation
equipment If the neutral points of several generators are
When provided with droop compensation equipment, interconnected or connected direct with the neutral
brushless synchronous generators are suitable for points of transformers and loads, currents at 300%
operating in parallel with each other or with a supply frequency may occur.
system.
The KW output is adjusted by the governor of the prime Their magnitude should be checked by measurements in
mover. the neutral conductors of the generators under all load
The speed characteristic of the prime mover should be conditions occurring.
linear and rise by at least 3% and not more than 5%
between rated load and no load. To avoid overheating the generators, these currents must
not exceed a value equal to about 50% of the rated
Droop compensating equipment ensures uniform generator current.
distribution of the reactive power and reduces the Higher currents should be limited by installing neutral
generator output voltage in linear with the increase in reactors or similar means.
reactive current.
Regarding generators with current transformer for droop

compensaton, potentiometer S in the regulator is
adjusted so that there is no reduction in the generator
voltage at unity p.f. but a 4% reduction at zero p.f.

Fig. 22 Droop characteristic curve
2.6 Maintenance (6 GA 2491)
DANGER Excessive dust deposits should, however, be removed

using dry, compressed air.
Hazardous voltage
damage. For the maintenance of generator of its related parts,
Disconnect all power before working on this equipment. refer to trouble-shooting table 4-3, as shown on page 51.
When ordering spare parts, please state the type and

No periodic maintenance inspections of the THYRIPART
serial number of the generator as specified on the
excitation equipment are required.
rating plate.
Fig. 23 Position of potentiometers on the voltage regulator
>>
03 Maintenance
3.1 Installation & Inspection Check List The purpose of this checklist is to ensure that all
installation and inspection work is fully carried out.
DANGER
It is therefore essential for the list to be filled in carefully.
Hazardous voltage
Will cause death, serious injury, electrocution or property The number of relevant questions will depend on the
damage. scope of the work to be carried out,
In the "Answer" column, "yes" or "no" or "n/a" (for "not
applicable") should therefore be checked off in each case.
NOTICE
In some lines, additional data or information must be
Before the initial starting for in-sevice, check the items on entered or irrelevant items deleted.
table 3-1 for sure. If any further explanations are necessary, they should be
If not, may cause fatal damage in generator.
placed in the report or final spec of the generator.
Table 3-1. Installation & inspection check list
Condition of machines Answer Three-phase A.C. machines Answer

Installation Installation
before installation Yes N0 n/a Standard checks Yes N0 n/a
Packing of all machine Insulation resistance values

components undamaged? at winding temperature
Paintwork undamaged? 3 phases/earthed frame:

phase/phase:
Stator Measuring voltage: V
General (usually 500 V, DC)
Winding guards properly fixed

and locked? Rotor
All parts of the enclosure Insulation resistance values

properly assembled? at winding temperature
Stator foot bolts tightened Rotor winding/earthed shaft:

properly? Measuring voltage: V
(always 500 V, DC)
Stator dowel-pinned?
Earthing or protective conductor Electrical connections

connected?
HV machines must be connected Cables/bars properly connected?
to the earth bus
by a conductor of equal Cable strain-relief connected?
cross-section.
LV machines are to be included

in the protection
arrangements by the connection
of the green-yellow
protective conductor or the
concentric conductor of the
cable to the protective
conductor connecting terminal.

Table 3-2. Installation & inspection check list
Bearings Answer Oil flow rates reference Answer

Installation Installation
Yes N0 n/a Yes N0 n/a
Drive-end
Journal bearings journal bearing /min
(Lubricating oil used)
Non-drive-end
Oil grade journal bearing /min
Viscosity at
Condition of bearings and shaft The specified oil flow rates are
indicated on the bearing instruc-
Have any shipping bearing shells tion plate. With the specified
and/or shaft blocks been flow rates, about half the clear
removed? cross-sections of the oil drain
pipes are filled with oil.
Anti-rust coating removed?
shaft journals satisfactory? Rolling bearings
Oil rings fitted in the bearings?
Circularity of oil rings Grease lubrication
satistactory?
Oil-ring slots of bearings Type of grease
shells deburred and rounded
off?
Joint locked? General
Bearing sealing rings properly Check the flow of cooling water

fitted? (IP44):
Bearing thermometers fitted?
All bearing bolts properly Check the safety device in
tightened and locked? service, or not?
Bearing filled with oil to
centre marks of oil-level sight
glasses?
Running of oil rings checked?
Oil circulation system
Oil pipework cleaned and

pickled?
Pressure reducer fitted?
1) Inspection schedule
Daily Monthly
Check bearing. Check insulation resistance.
L.O. condition. Caution: Before checking insulation resistance,
Oil ring. disconnect and earthed the leads from A.V.R.
Noise. Bolts and nuts.
Vibration.
Temperature. Tighten all bolts and nuts.
Check electric circuit. Check ventilation openings.
Earth fault by earth lamp. Check air intake opening and its air filter, clean or
Check loading condition. replace the filter if necessary.
Voltage, output kW, current.
>>
03 Maintenance
Every 6 Before the machines are aligned and commissioned,

Monthly the bearings should be filled with lubricating oil since
Change lubrication oil and clean bearing. the machines are delivered without oil in the bearings
At the same time, check fitting or seating of bearing. (oil type is indicated on the name plate of the bearing).
Clean generator.
CAUTION 2) Operating description
Flying dirt, dust or other particles. NOTICE

May cause eye injury.
Wear safety glasses and dust mask when using Before starting, check if the bearing is filled with oil or not
compressed air. to the necessary oil level.
Upon stopping, the shaft rests on the lower bearing; there

Inspect generator winding and air filters for dirt, dust, oil,
is metal-to-metal contact.
and salt vapor accumulation.
Blow off contamination by dry and oil free compressed air.
During the start-up phase, the shaft rubs against the anti-
Wipe off accumulated vapor with lint-free cloth and
friction metal of the bearing. Oil lubrication is used.
adequate solvent.
Check electrical connection.
After having reached its transition speed, the shaft
creates its oil film.
DANGER
At this point, there is no further contact between the
Hazardous voltage shaft and bearing.
damage.
CAUTION
Prolonged operation at extremely slow rotation speeds
(several rpm) without lubrication could seriously damage
Inspect for loose electrical connection. for the service life of the bearing.
Inspect cracked, frayed or oil soaked insulation.
Tighten or replace if neccessary.
CAUTION
If the bearing temperature exceeds the normal operating
value of 15 K, stop the machine immediately.
Inspect the bearing and determine the causes.
3.2 Flange-Type Sleeve Bearing
Setting values of a safety device
(for ring lubrication system)
-Alarm: 90
-Trip: 95
1) Mounting
The flange-type sleeve bearings of electrical machines
are of the split type. 3) Oil change
They are ring-lubricated (Fig. 25) and are subject to the
Check the bearing temperature regularly.
following instructions supplementing and modifying the
The governing factor is not the temperature rise itself,
operating instructions of the machine:
but the temperature variations over a period of time.
If abrupt variations without apparent cause are noticed,
Corresponding to the operating conditions the sleeve
shut down the machine and renew the oil.
bearings of new machines have a favorable bearing
clearance which should not be changed.
The lubrication oil indicated on the data plate is used for
Scraping (spot-grinding) is not allowed not to make worse
starting up the machines at an ambient temperature of
the antifrictional qualities.
above +5.
It is recommended that the contour of the transmission

At lower temperatures (to about -20), it is necessary to
element remains within the hatched range (see Fig. 25)
preheat the oil.
to remove the upper part of the bearing housing for
If the ambient temperature is below -20 another type of
maintenance without removing the transmission element.
oil according to the special conditions is used.
Do not mix oils of different grades.

Recommended oil changing intervals are about 3000 4) Dismantling, assembling

and 6000 operating hours in the case of intermittent and
continuous duty. CAUTION
When cleaning, first flush the bearings with kerosene
When insulated shaft current is applied, the accessories in
and then with oil. contact with the bearing housing must be electrically
insulated.
NOTE
If the lubrication oil contains unusual residues or its color When dismantling the machine, the lower part of the
looks changed, bearings shall be inspected.
bearing housing need not be unscrewed from the end
shield. When opening the bearing housing, locate
Pour in the kerosene and oil through the top sight-glass which side of the machine the adjusting shims
hole. (upper and lower parts) are installed.
Leave the drain open until all the kerosene has been
removed and clean oil runs out. These shims must be installed in the same place when
Now, plug the drain and fill the bearing with oil up to the assembling the machine.
centre of the lateral inspection glass.
Exceptions are possible if the stator core was changed.
When the machine has run up to speed, check the oil ring Drain the oil, take off the upper part of the bearing
through the top inspection glass to see that it rotates housing and the upper bearing shell, lift the shaft very
correctly, and check the bearing temperature. slightly and turn out the lower bearing shell and the
sealing rings in a peripheral direction.
Should the bearing temperature not drop to the normal
value after the oil change, it is recommended that the The oil ring can be withdrawn by holding it at an inclined
surfaces of the bearing shells be inspected. position to the shaft.
If the bearings are fitted with thermometers for checking

the bearing temperature, fill the thermometer well in the
upper bearing shell for thermofeeler with oil to improve
heat transfer and top up with oil every time the
lubricating oil is changed.
Fig. 24 Oil pockets and oil grooves
flattened to running face
>>
03 Maintenance
If only slight damage has occurred to the bearing The replacement bearing shells are delivered by the
surface, it may be re-conditioned by scraping, as long as works with a finished inner diameter.
the cylindrical shape of the bore is maintained, so that a Oil rings which have become bent through careless
good oil film can form. handling will not turn evenly.
The lining must be renewed if more serious damage is
found. Straighten or replace such rings.
The oil pockets and grooves of the new lining or scraped Replace any damaged sealing rings.
shell should be cleaned and finished with
particular care (Fig. 24).
Fig. 25 Ring-lubricated flange-type sleeve bearings (examples, delivered design may deviate in details)
a 14
45
25 1
26 3
4
d1
18
d2
6
19
27
32
15
Limiting range for
transmission element 8
1. Screw plug 20
(thermometer mounting and oil filling point)
1 2. Inspection glass
2 3. Sealing ring for 2
3 4. Sealing ring for 1 21
4 14 5. Bearing housing, upper part, drive end
6. Cylindrical pin
5 7. Sealing ring, upper half, drive end
8. Guide pin to prevent twisting
6 9. Upper bearing shell, drive end 22
7 10. Oil ring, drive end
11. Lower bearing shell, drive end
8 12. Bearing ring, lower half, drive end
15 23
9 13. Sealing ring, lower half, drive end
14. Taper pin
15. Guide pin to fix bolted parts 24
16. Sealing ring for 17 3
17. Drain plug 2
10 18. Bearing housing, upper part, non-drive end 16
19. Sealing ring, upper half, non-drive end 17
20. Upper bearing shell, non-drive end
21. Oil ring, non-drive end
22. Lower bearing shell, non-drive end
23. Bearing housing, lower part, non-drive end 28
11 24. Sealing ring, lower half, non-drive end 29 31
25. Upper adjusting shim, drive end
26. Sealing cover, drive end
12 27. Lower adjusting shim, drive end
28. Upper adjusting shim, non-drive end
29. Sealing cover, non-drive end
13 30. Lower adjusting shim, non-drive end
3 30
2 31. Protective cap
32
32. Pressure compensation opening
16
17 d1 (mm) 80 100 120 150 180 215
d2 (mm) 140 160 170 190 210 245
a (mm) 8 8 10 15 18 22

3.3 Flange-Type Sleeve Bearing It is recommended to use a control system adjusted in

(forced lubrication system) such a manner to have an oil temperature of 15 to 20
in the tank and to have a preheated oil flow through the
1) Mounting cold bearings for 5 to10 minutes before starting up the
The flange bearings of these electrical machines are of machine.
the split type. Do not mix oils of different grades.
They are lubricated by an oil ring and provided
additionally for forced lubrication (Fig. 27) The necessary pressure of the oil entering the bearings
They are subject to the following instructions supple- and the oil flow rate are indicated on the data plate.
menting and modifying the operation instructions of the Adjust these values when starting up the machine for the
machine: first time and correct them when the bearing has attained
Corresponding to the operating conditions, the sleeve its normal running temperature.
bearings of new machines have a favorable bearing The oil in the bearing housing must not ascend over the
clearance which should not be changed. center of the lateral inspection glass.
Scraping (spot-grinding) is not allowed not to make worse
the antifrictional qualities. If the bearings are fitted with thermometers for checking
the bearing temperature, fill the thermometer well in the
It is recommended that the contour of the transmission upper bearing shell for the thermofeeler with oil to
element remains within the hatched range (see Fig. 27) improve heat transfer and top up with oil every time the
to remove the upper part of the bearing housing for lubricating oil is changed.
maintenance without removing the transmission element.
In the case of insulated bearings, make sure that the
Before the machines are aligned,the bearings should be insulation is not bridged by the tubes.
filled with lubricating oil (oil type is indicated on the name Interrupt the electrical conductivity of the tubes near the
plate of the bearing) since the machines are delivered bearings, e.g. by installing oil-resistant fittings of plastic
without oil in the bearings. material or hoses of rubber or plastic material.
Connect the bearings to the oil pump, oil tank and cooler
before commissioning the machines. 2) Operating description
No reducers must be fitted in the piping.
NOTE
Install a regulating orifice on the oil supply line to protect
the bearing from flooding. Before starting, check if the bearing is filled with oil or not
If the oil pump fails, the lubrication maintained by the oil to the sufficient oil level.
ring is effective for about 15 to 30 minutes, provided the

oil contained in the bearing does not drain away. Upon stopping, the shaft rests on the lower bearing; there
is metal-to-metal contact.
To prevent this, connect the oil discharge tube on that
side where the oil ring moves downward into the oil. During the start-up phase, the shaft rubs against the anti-
In addition to this, install a non-return valve in the oil friction metal of the bearing.
supply line. Oil lubrication is used.
As an alternative raise the level of the oil in the bearing
to 100 mm. After having reached its transition speed, the shaft
Oil discharge tubes must terminate flush with the inside creates its oil film.
surface of the bearing housing to prevent the oil rings At this point, there is no further contact between the
from rubbing against the tubes. shaft and bearing.
CAUTION
Fill the oil tank with the lubricating oil indicated on the
data plate. Prolonged operation at extremely slow rotation speeds
This oil is used for starting up the machine at an ambient (several rpm) without lubrication could seriously damage
temperature of above +5. for the service life of the bearing.
At lower temperatures, preheat the oil.
>>
03 Maintenance
CAUTION 4) Dismantling, assembling

If the bearing temperature exceeds the normal operating
value of 15 K, stop the machine immediately. CAUTION
Inspect the bearing and determine the causes.
When insulated shaft current is applied the accessories in
Setting values of a safety device
contact with the bearing housing must be electrically
-Alarm: 90
insulated.
-Trip: 95
When dismantling the machine, the lower part of the

Switch on the oil pump before starting up the machine.
bearing housing need not be unscrewed from the end
The use of a pump driven from the shaft of the main
shield.
machine is permitted only in special cases, such as when
When opening the bearing housing, locate on which side
the acceleration and coasting times are short.
of the machine the adjusting shims (upper and lower parts)
are installed.
3) Oil change
These shims must be installed in the same place when
Check the bearing temperature regularly.
assembling the machine.
The governing factor is not the temperature rise itself, but
Exceptions are possible, if the stator core was changed.
the temperature variations over a period of time.
Drain the oil, take off the upper part of the bearing housing
If abrupt variations without apparent cause are noticed,
and the upper bearing shell, lift the shaft very slightly and
shut down the machine and renew the oil.
turn out the lower bearing shell and the sealing rings in a
peripheral direction.
Recommended oil changing intervals are about 20,000
The oil ring can be withdrawn by holding it at an inclined
operating hours.
position to the shaft.
After the machine has come to a stand-still and the old oil
If only slight damage has occurred to the bearing surface,
is drained out of the bearings and oil tank operate the oil
it may be reconditioned by scraping as long as the
pump with kerosene for a short time and then with oil to
cylindrical shape of the bore is maintained, so that a good
clean the bearings.
oil film can form.
The lining must be renewed if more serious damage
For the oil pump, the oil tank, the cooler and the pipe
is found.
lines: Pour in the kerosene and then the oil through the
The oil pockets and grooves of the new lining or scraped
filling opening of the oil tank.
shell should be cleaned and finished with particular care
Leave the drains open from time to time until all the
(Fig. 26).
kerosene has been removed and clean oil runs out of the
bearings and oil tank.
The replacement bearing shells are delivered by the works
Then plug the drains and fill the tank with oil.
with a finished inner diameter.
Should the bearing temperature not drop to the normal
Oil rings which have become bent through careless
value after the oil change, it is recommended that the
handling will not turn evenly.
surfaces of the bearing shells be inspected.
Straighten or replace such rings.
Replace any damaged sealing rings.
Fig. 26 Oil pockets and oil grooves
flattened to running face

5) Lubrication oil cooler for generator bearings Front and rear chambers of lubrication oil cooler can be
Forced lubrication system may have lubrication oil cooler disassembled in case of water leakage.
for technical reason. However, lubrication oil cooler do not need any overhaul
works unless oil or water leakage happen because it
requires additional compression test when those
chambers are disassembled.
Fig. 27 Flange-type sleeve bearing for forced-oil lubrication (examples, delivered design may deviate in details)
1. Screw plug
(thermometer mounting and oil filling point)
2. Inspection glass
3. Sealing ring for 2
2 14
5. Bearing housing, upper part, drive end 1
1 6. Cylindrical pin 3
2 4
7. Sealing ring, upper half, drive end
3
4 8. Guide pin to prevent twisting
14 18
9. Upper bearing shell, drive end
10. Oil ring, drive end 6
5
11. Lower bearing shell, drive end 19
12. Bearing housing, lower part, drive end
6
13. Sealing ring, lower half, drive end 15
7
14. Taper pin
8
15. Guide pin to fix bolted parts
8 15 20
9
17. Drain plug
18. Bearing housing, upper part, non-drive end
19. Sealing ring, upper half, non-drive end 21
20. Upper bearing shell, non-drive end
10 21. Oil ring, non-drive end
22. Lower bearing shell, non-drive end
23. Bearing housing, lower part, non-drive end
24. Sealing ring, lower half, non-drive end 22
25. Upper adjusting shim, drive end
26. Sealing cover, drive end
11
27. Lower adjusting shim, drive end 23
28. Upper adjusting shim, non-drive end
29. Sealing cover, non-drive end
12 24
30. Lower adjusting shim, non-drive end 3
31. Protactive cap 2
13 32. Pressure compensation opening
3 16
33. Oil supply tube with orifice
2 17
34. Oil discharge tube with sight glass
35. Lubrication oil cooler
16
17 28
29 31
a
25
45
26
30
100mm
32
d1
d2
35
33
34 Cooling water discharge
27 Cooling water supply
32
Limiting range for

transmission element
d1 (mm) 80 100 120 150 180 215
d2 (mm) 140 160 170 190 210 245
a (mm) 8 8 10 15 18 22
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03 Maintenance
3.4 Rolling-Contact Bearing (series 02 and 03) Initial lubrication of the bearings is normally carried out in
the works with an Alvania #2 grease satisfying the
1) Mounting conditions of the running test at a test temperature of
Electrical machines fitted with rolling-contact bearings 120 to DIN 51 806.
mentioned above are subject to the following If a different type of grease is required, this is indicated on
instructions supplementing and modifying the operating the data plate, provided that the particular operating
instructions of the machine: conditions were given in the order.
CAUTION
The locating bearings are deep-groove ball bearings for
horizontally mounted machines. Do not mix grease of different soapbases.
These bearings may also be in pairs with cylindrical roller When changing the type of grease, clean the bearing
beforehand using a brush with solvent.
bearings in the case of bearings is not guided radially and
is prevented from rotating by compression springs.
NOTE
The locating bearings for vertically mounted machines are The most widely-used solvent is gasoline: white spirit is
angular-contact ball bearings of type range 72 or 73 (For acceptable.
angular-contact ball bearings with increased axial fixation,
see supplementary operating instructions).
DANGER
The floating bearings are deep-groove ball bearings or
The prohibited solvents are:
cylindrical roller bearings.
Chlorinated solvent (trichlorethylene, trichloroethane)
In the case of deep-groove ball bearings as floating which becomes acid.
bearings, the axial play is compensated by means of Fuel-oil (evaporates too slowly).
compression springs. Gasoline containing lead.
Benzine (toxic)
2) Regreasing For regreasing, clean the lubricating nipple and press in

the grease quantity indicated on a data plate, using a
NOTE grease gun.
A common mistake is over-lubrication of bearings. When Keep the new grease meticulously clean.
grease is added without removing the drain plug, the
excess grease must go somewhere and usually it is forced
into and through the inner bearing cap and is then thrown
into the windings. Proper lubrication is desired, but some
under-lubrication is less dangerous than over-lubrication.
Fig. 28 Examples for bearing combinations
Deep-groove ball bearing

Cylindrical roller bearing
Angular contact ball bearing

The shaft should rotate during regreasing, hence the 4) Dismantling, assembling
machines need not be stopped. For working on the locating bearing in the vertical
After regreasing, the bearing temperature will rise by a position of the machine, support or discharge the rotor.
few degrees and will drop to the normal value when the
grease has reached its normal service viscosity and the It is recommended that new rolling bearings be installed
excess grease has been forced out of the bearing. as follows: Heat the ball bearings or the inner ring of the
roller bearings in oil or air to a temperature of approx 80
It is recommended that the lubricating instructions be and slip them onto the shaft.
strictly followed. Heavy blows may damage the bearings and must be
Special cases may require lubrication according to special avoided.
instructions, e.g. where there is an extreme coolant
temperature or aggressive vapours. When installing single angular-contact ball bearings, make
sure that the broad shoulder of the inner ring (and the
The old grease from several regreasing operations gathers narrow shoulder of the outer ring) in operating
in the space inside the outer bearings caps. position points upwards, i.e. in a direction opposite to
Remove the old grease when overhauling the machines. that of the axial thrust.
The model of bearing is favorably chosen for direction and When assembling the machines, avoid damage to the
size of load (type of construction, forces acting on the sealing rings.
shaft) and therefore it should not be hung. Rubber sealing rings (V-rings) should be carefully fitted
The permissible values of axial and radial forces may be over the shaft as shown the illustration.
taken from the list of machine or may be inquired about.
New felt sealing rings should be so dimensioned that the
The machines should operate in only one type of shaft can run easily while proper sealing is still effected.
construction as shown on the rating plate, because Before fitting new rings, soak them thoroughly in highly
another type of construction requires perhaps further viscous oil (normal lubricating oil N68 to DIN 51 501)
measures in addition to a modification of the model of having a temperature of approx 80.
bearing.
In this case an inquiry is always necessary.
5) Locating faults
The trouble shooting table 4-6 helps to trace and remove
3) Lubrication
the causes of faults as shown on page 53.
Regrease the bearings if the machines have been Sometimes, it is difficult to assess damage to the
unused/stored for longer than 2 years. bearings. In this case, renew the bearings.
>>
03 Maintenance
Fig. 29 Floating bearings (examples, delivered design may deviate in details)

Cylindrical roller bearing

with compensation of
axial play


with compensation of
axial play, with bearing
housing brush and
intermediate ring
V-ring 1) Deep groove ball bearing (floating-bearing)

Outer bearing cap 1) Compression spring 1)
Circlip 1) Bearing housing ring
Grease slinger 1) Bearing housing brush
Bearing housing 1) Cylindrical pin
Lubricating nipple
Cylindrical roller bearing 1)
Inner bearing cap with felt sealing rings 1) 1)
floating bearing side

Fig. 30 Locating bearings (examples, delivered design may deviate in details)

Single bearing, shaft

does not pass through
the outer bearing cap

Single bearing, shaft

passes through the
outer bearing cap

Duplex bearing, shaft
does not pass through
the outer bearing cap

Angular-contact ball Angular-contact ball

bearing placed below bearing placed below
Duplex bearing, shaft

passes through the
outer bearing cap
Lubricating nipple
Inner bearing cap with felt sealing rings 2) Fig. 31 Fitting instructions for V-ring and oil seal for shaft
Angular-contact ball bearing
Bearing slinger 2)
Grease slinger 2)
Circlip 2)
Outer bearing cap 2)
V-ring 2)
Deep-groove ball bearing (locating bearing)
or angular-contact ball bearing
Compression spring 2)
Oil seal for shaft 1) 2) 3)
1)
floating bearing side
2)
locating bearing side
3)
special operating conditions only Single bearing, shaft does not pass through the outer bearing cap
>>
03 Maintenance
3.5 Coupling A-type (single-bearing generators Insert shims underneath the mounting feet until the
with flanged shaft and one-part fan wheel) centering faces of the generator flange and engine
(flywheel) or gear flange are in line with the flanges being
1) Transport parallel to each other.
The following instructions supplementing and modifying
the basic operating Instructions apply to single-bearing Experience shows that less shims are required at the non-
generators of type of construction B2 or B16 which are drive end than at the drive end, since the engine coupling
coupled with diesel engines or turbines: flange is inclined by the weight of the flywheel.
Bolt the coupling flanges together while re-pressing the
For transport and assembly, the generator rotor is generator axially, lightly tighten the foot bolts, and undo
centered radially and fixed axially by means of bolted the retaining-ring halves.
retaining-ring halves fitted between the drive-end shield
(unsplit) and the shaft supporting ring (Fig. 32).
3) Checking the air gap (Fig. 34)
The ring halves should therefore not be detached before
the generator is assembled with the diesel engine or Check the air gap between the shaft supporting ring and
turbine. the drive-end shield.
The gap should be uniform all around.
If the maximum difference between the measured
Fig. 32 Rotor locking device (example, delivered values "a max-a min" exceeds 0.3 mm, correct the gap
design may deviate in details)
by inserting or removing shims underneath the
mounting feet.
Experience indicates that the number of shims to be

inserted or removed at the non-drive end is only 50%
of the number at the drive end.
Tighten the holding-down bolts and check the web
clearance of the diesel engine.
It may be necessary to correct the air gap and the web
clearance several times.
Fig. 33 Aligning the coupling flanges

Drive-end shield Flanged shaft
Retaining ring half Fixing screw for 1
Shaft supporting ring Fixing screw for 3
2) Aligning the coupling flanges (Fig. 33)

Careful alignment of the coupled machines prevents
additional bearing and shaft stresses, as well as uneven
and noisy running.
It is particularly important to achieve a uniform air gap.
The machine shall be installed on a concrete foundation
or a baseframe.
Fig. 34 Checking the air gap and the position of the rotor
Check to see that the machine seating surfaces have

been made in accordance with the drawings.
The generator should be aligned with the diesel engine or
the turbine with gearing (the prime mover should have
already been installed and aligned in accordance with the
manufacturer's instructions).
The generators are aligned and coupled as follows: Place
the generator onto the concrete foundation or baseframe.

Fig. 35 Fixing of the retaining-ring halves after Fig. 36 Rotor locking device (example, delivered
assembling with prime mover design may deviate in details)
Engine flywheel
housing 7 6
5
3
3 4
2
Engine
flywheel
Guide
shaft
Generator foot
5
6
4
1
Enerator frame Screw for

Lamination plate Screw for
4) Position of rotor in longitudinal direction (Fig. 34) Holding devices, inside Access cover for
Holding devices, outside
Originally, the generator rotor had been located axially
in the correct position by the bolted-on retaining-ring
halves.
Since single-bearing generators have a floating (rolling or 2) Aligning the lamination plate coupling (Fig. 36)
sleeve) bearing at the non-drive end, the axial position of Careful alignment of coupled machines prevents additional
the rotor may have been changed during alignment. bearing and shaft stresses as well as uneven and noisy
running. It is particularly important to achieve a uniform air
A check should therefore be made to ensure that the axial gap. The machine may be installed on a concrete
clearance of (60.8)mm between the flange faces foundation or a base frame.
of the drive-end shield and the shaft supporting ring has
been maintained. Check to see that the machine seating surfaces have been
Otherwise the stator frame should be shifted axially. made in accordance with the diesel engine (the prime
mover should have already been installed and aligned in
accordance with the manufacturers instructions.
5) Fixing the retaining-ring halves
Thereupon, screw the retaining-ring halves to the drive- The generators are aligned and coupled as follows:
end shield as shown in Fig. 35. Place the generator onto the concrete foundation or base
The ring joint should be vertical. frame. Align the mounting feet until the centering faces of
Close off the threaded holes in the retaining-ring halves the generator side and engine flywheel and its housing are
by means of the screws supplied, and lock the screws in line with lamination plates being parallel to each other.
with spring washers.
When coupling the generator with the engine, the outer
holding devices (No. 4) shall be removed before inserting
generator guide shaft to flywheel. After inserting the shaft,
3.6 Coupling B-type (single-bearing generators inner holding device (No. 3) shall be removed and further
with lamination plate) coupling works carried our in accordance with standard
instructions of the engine maker.
1) Transport
The following instructions apply to the generators coupled For reference, this type of coupling does not need shim
with engine using lamination type coupling. plate under the generator.
Removed holding devices shall be stored on generator foot

For transportation and assembly, the generator rotor is
after coupling for the future transportation or repairing
centered radially and fixed axially by means of the holding
works.
devices fitted between generator frame and lamination
plates or fan assembled (Fig. 36).
3) Checking the air gap

Therefore, those holding devices must be fixed tightly
This type of coupling does not need to check air gap
inner and outer sides for sure when transport. This is for
because engine flywheel housing/ generator frame and
centering the generator rotor radially and axially.
engine flywheel/ generator rotor are directly coupled.
>>
03 Maintenance
4) Position of rotor in longitudinal direction 3.8 Air Filters

(Fig. 37)
After generator is completely coupled, position of rotor 1) Air filter cleaning period
shall be checked in longitudinal direction by opening the The cleaning period depends on the site conditions.
bearing cover and comparing the measurement with the The cleaning of the filter is requested if the record of the
value, A specified inside of the cover as shown on Fig. 37. stator winding temperature (using the stator winding
This value has been marked at the factory as required to sensors) indicates an abnormal increase in temperature.
be kept when coupled with the engine considering
bearing gap measured.
2) Air filter cleaning procedure
Fig. 37 Checking the position of rotor The filter element (flat or cylindrical) is immersed in a
tank of cold or warm water (temperautre less than 50).
Use water with detergent added.
A0.5 mm
Shake the filter gently to ensure that the water flows
through the filter in both directions.
Fig. 38 Installation for air filter

Shaft end
Bearing end
Required dimension A
specified inside of
bearing cover
Bearing cover
[Type I]
3.7 Coupling (double bearing generator)

Air filter mat
1) Fitting the coupling element

The coupling element must be balanced separately
before fitting the machine shaft.
A residual unbalance of coupling element should be
less than class G 2.5 grade to ISO standard.
2) Without axial end play at bearing

The alignment must take the tolerance of the coupling
element into account.
[Type II]
The axial, radial and angle tolerance are to be acceptable
by coupling element property.
Air filter mat
3) With axial end play at bearing

In this case, the axial position of the rotor assembly was
adjusted during the initial test at the factory.
The generators are delivered with a magnetic center

gauge at the drive bearing side with a groove on the
shaft and must be kept in the rotor position during the
alignment with the prime mover.
[Type III]

When the filter is clean, rinse it with clear water. The supply leads should be matched to the rated current
Drain the filter properly (there must be no more formation in line with VDE0100 and their cross section must not be
of droplets). excessive.
The main circuit is normally connected at both sides of
Refit the filter on the machine. the circuit bars with conductor cross sections of max.
300 and may be made by cable lugs or when
CAUTION connecting parts used in hazardous locations which are
Do not use water with a temperature higher than 50. present without any lugs.
Do not use solvents.
The ends of the conductors should be stripped in such a
Do not clean the filter using compressed air. way that the remaining insulation almost reaches up to
This procedure would reduce filter efficiency. the lug or terminal (5 mm).
In the case of cable lugs with long sleeves, it may be
necessary to insulate the latter to maintain the proper
clearances in air.
3.9 Terminal Box If using cable lugs, see that the dimension of the cable
lugs and its fastening elements (normally M12) agree with
DANGER the holes in the copper bus bar.
High voltage Use hexagon-head screws with a min. breaking point of
Power source must be disconnected before working on 500 N/ , hexagon nuts and spring elements which are
equipment.
protected against corrosion according to DIN 43673.
Failure to disconnect power source could result in injury
or death.
Terminal box only to be opened by skilled personnel. The connection of accessories is achieved by terminal
strips.
Use a 5 mm maximum screwdriver to work on the
1) Description
blocking screws.
Use the attached terminal box drawing in the final
See the terminal connection diagram in the final
specification.
specification.
The main terminal box of the machine is located on the
top of the machine.
The supply leadsparticularly the protective conductor
The neutral and phase wires are connected to the copper
should be laid loosely in the terminal box with an extra
bus bar-one copper bus bar per phase and one copper
length for protecting the cable insulation against splitting
bus bar per neutral line (option).
and to prevent the terminals and circuit bars from the
See terminal box diagram in the final specification.
tension load of the leads.
The openings provide access to the terminals.
The gland plates are made of non-magnetic materials in
They should be introduced into the terminal box through
order to avoid circulating currents if needed.
cable entry fittings and sealed.
Protected fittings with strainrelief cleats should be used
Compare the supply voltage with the data on the rating
for loose leads to prevent them from becoming twisted.
plate. Connect the supply leads and the links in
Close off any unused cable-entry openings.
accordance with the circuit diagram in the final
specification.
Pay attention to the right direction of rotation (phase
sequence in the case of three phase and polarity in the
case of direct current).
>>
03 Maintenance
3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)
Fig. 39 For single bearing type A.C. generator
{}
1. Take away bolts ,

2. Take away support ring (upper part)
Coupling Anti-coupling
4. Take away bearing upper part
side side
5. Take away bearing shell and oil ring
6. Take away bolts and support ring under
part
7. Take away bolts and bearing under part
8. Take away endshield ,
{}
9. Insert protective sheet

10. Take away bolts
11. Draw out fan
{}
12. Hang the shaft end with rope both side.

13. Shift the rotor toward anti-coupling side.
(shaft journal should be protected from
any damages by wrapping in cloth)
{}
14. Shift the rotor assembly to anti-coupling

side as left description.
15. Hang the rotor assembly at its center
position by the rope.
16. Take away the rope of coupling side.
{}
17. Take away the rotor out of the stator.

Fig. 40 For double bearing type A.C. generator
{}
1. Take away bolts

2. Take away bolts
Coupling Anti-coupling
3. Take away bearing upper part
side side
4. Take away bearing shell and oil ring
5. Take away bolts and bearing under
part
6. Take away endshield
{}

8. Take away bolts
9. Draw out fan
{}

any damages by wrapping in cloth )
{}
12. Shift the rotor assembly to anti-coupling

13. Hang the rotor assembly at its center
14. Take away the rope of coupling side.
{}
>>
03 Maintenance
Fig. 40
41 For
For single
doublebearing
bearingwith
typelaminated
A.C. generator
plate type A.C. generator
{}
11

2 2. Take away support pieces
6
1
Coupling 3 4 Anti-coupling 3. Take away bolts ,
5
side side 4. Take away bearing upper parts
7 5. Take away bearing shell and oil ring
8 6. Take away bolts and bearing under
9 10 part
7. Take away end shield
15 {}
14 13
9. Take away bolts
10. Draw out support ring and fan ,
12
{}

any damage by wrapping in cloth )
{}
No touch
with the coil
end part 13. Shift the rotor assembly to anti-coupling
(see note No.12)
SHIFTING 14. Hang the rotor assembly at its center
Take away the rope of coupling.
Place sleeper
WALL
20
{}
SHAFT END SEE OUTLINE DWG.

3.11 Cooler 3) Stop the machine

Leak detection for a double-tube exchanger:
1) General points If a leak is detected, cut off the power supply of the water
The purpose of the cooler is to remove machine heat in/outlet lines and change to emergency operations
losses (mechanical, ohmic etc). according to Fig. 45, 47, 49 immediately.
The exchanger is located on the top of the machine. The problem must be ascertained and repaired.
Remove the two water boxes, apply a slight positive
Normal operation: pressure in the leakage chamber and between the two
The air is pulsed by a fan fixed to the synchronous tubes (only concerns double-tue coolers).
machine shaft. If a tube is damaged, plug it at both ends.
Use a tapered plug.
Description of air-water double tube exchanger Preferably the plug should be made of salt-water
The double-tube technique keeps the cooling circuit from resistant aluminium bronze or a synthetic material.
being affected by possible water leakage.
The double tube provides a high safety level.
In case of leakage, the water goes from the inside of the 4) Leak detection (float system)
internal tube to the coaxial space between the two tubes. A magnet float activates a switch located in the float case.
The water is drained axially to a leakage chamber where
it may activate a sensor. Fig. 42 Leakage detector
An exchanger comprises a fin-tube block containing:

a steel frame.
a fin-tube block expanded mechanically to the tubes.
The tube bundle is roll-expanded in the end plates.
The water distribution in the tubes is provided by two
removable water boxes.
A water box is equipped with collars for fitting the inlet
and outlet lines.
Neoprene seals ensure water tightness between the
water boxes and the end plates.
2) Cleaning
The frequency of cleaning operations depends essentially
on the purity of the water used.
We recommend to inspect annually at least. 5) Cooler removal
The life of zinc block for anti-corrosion is about a year. The cooler unit is slid into its housing.
Therefore, replace it with a new one every year. It is possible to remove the cooler from the housing
Cut off the water supply by isolating the inlet and outlet without removing the water boxes as shown in Fig. 43.
lines, and drain the water. The cooler is fastened to the housing via a series of
screws on the housing.
Disconnect the leak sensor (option with double-tube Remove the water supply and return pipes.
cooler), and make sure that there are no leaks. Provide two eye-bolts to hold the cooler when it comes
Remove the water boxes on each side of the machine. out of its housing.
Rinse and brush each water box. Remove the cooler using slings that can be attached to
the connecting flanges.
NOTE
Do not use a hard wire brush as this will remove the

protective tar-epoxy layer which has formed on the 6) Cooler re-assembly
surfaces of the water boxes.
Carry out the operations of the "Cooler Removal" Fig. 43
Clean each tube with a metal scraper.
in the reverse order. Be careful to push the cooler
Rinse in soft water.
Keep the leakage chamber dry (double-tube water-cooler completely into its housing before tightening the
only) fastening screws of the cooler to the casing.
>>
03 Maintenance
3.12 Cooling-Water Failure Emergency Operation The following supplements the machine description and
the module for the closed-circuit cooling.
1) HFJ 5, 7 & HSJ 7 Type Should the cooling water supply fails, the machine can be
(1) Changing over to oepn-circuit cooling changed over to an open cooling circuit (Fig. 45), as
Generators have a facility for emergency operation if the follows:
cooling water supply fails.
Fig. 43 Cooler removal
[Type I] [Type II ]
2
Cover Gasket for 5

Gasket for 1 Air to water cooling element Side cover Cooler housing
Cooler housing Top cover Air to water cooing element
Fig. 44 Normal operation with air-to-water Fig. 45 Emergency operation with open cooling circuit
closed-circuit cooling following failure of the cooling water supply
Drive end Non drive end Drive end Non drive end
Air vent with cover closed. Air vent with cover open.
Enclosure cover. Air cut-off plate before insertion.
Air vent with cover closed. Air cut-off plate, inserted and screwed tight.
Air-to-water cooler. Air vent with cover open.

The electrical version of the alternator remains (2) Changing over to closed-circuit cooling
unchanged. Operation should be changed back from emergency to
normal operation with air-to-water closed-circuit cooling
[Type I] as soon as possible in the reverse sequence described
Open the air vents at the non drive end for the air inlet above.
and at the drive end for the air outlet (Figs. 44 and 45 -
No. 3 & 5),
Remove enclosure or cover 2 (Fig. 44)
Insert air cut-off plate 6 (Fig. 45) into the slot in the
raised section on the housing on the hot air side of
the cooler and secure.
[Type II]
Open the air vents at the drive end for air inlet and at
the non drive end for air outlet (Fig. 46, No. 1 & 2)
Remove the access cover (Fig. 47, No. 7)
Insert air cut-off plate (No. 4) and secure inside of
cooler housing
Fig. 46 Normal operation with air-to-water Fig. 47 Emergency operation with open cooling circuit
closed-circuit cooling following failure of the cooling water supply
4 7
1 5 6
2
Drive end Non drive end Drive end Non drive end
4
4
Air vent with cover, closed Air vent, open

Air vent with cover, closed Air vent, open
Air-to-water cooler Access cover for
Air cut-off plate
>>
03 Maintenance
2) HFJ 6, 7 & HSJ 7 Type Detach the cover (No. 2) from the opposite side the
(1) Changing over to open-circuit cooling cooling water connections, insert the air-stop plate
On failure of the cooling-water flow, the following (No. 3) and secure with the screws provided.
operations are required to convert the generator for
emergency operation with open cooling. (2) Changing over to closed-circuit cooling
The electrical version of the generator remains Operation should be changed back from emergency to
unchanged. normal operation with air-to-water closed-circuit cooling
Detach louvered covers (No. 4) together with the as soon as possible in the reverse sequence described
closure plates (No. 5) at the drive and non drive ends, above.
remove closure plates and attach louvered covers in
their original positions (Fig. 48).
Fig. 48 Normal operation with air-to-water closed-circuit cooling
Drive end Non drive end
Cover for No 1.
Louvered cover (emergency operation).
Closure plate.
Fig. 49 Emergency operation with open cooling circuit following failure of the cooling water supply
Drive end Non drive end
Air-to-water cooling element.

Air-stop plate (emergency operation).
Louvered cover (emergency operation).

04 Trouble Shooting
4.1 Excitation Part for SPRESY 15 4.2 Excitation Part for 6 GA 2491
In the case of faults, it is advisable to check the voltage DANGER

controller, excitation equipment, and main machine with
Hazardous voltage
an exciter separately. Will cause death, serious injury, electrocution or property
For troubleshooting in the thyristor voltage controller, all damage.
the leads connecting excitation equipment and thyristor Disconnect all power before working on this equipment.
voltage controller must be disconnected, and if present,
the intermediate transformers of the droop-compensating
Troubleshooting shall be carried out according to
equipment secondaries short-circuited.
Table 4-3.
In this case, the generator voltage must rise above the
maximum reference value as given under "Description".
In this case, the thyristor voltage controller is defective.
Troubleshooting should be continued according to
Table 4-2.
DANGER
Hazardous voltage
damage.
If the voltage is not induced, either the excitation

equipment, the main machine or the exciter can be
defective. Troubleshoot according to Table 4-4.
Information concerning voltage values for the thyristor
regulator module is given overleaf and assists in the
location of faults.
Table 4-1. Excitation part

Terminal 20-14 < 30 V > 30 V
Terminal 15-14 about 1 V about 10 V about 1 V about 10 V
Fault Regulator Firing Firing Regulator
location
(Fig.14) module module module module
If the remnant should not be adequate for exciting the

generator, a D.C. voltage (6 to 24 V) must be connected
to terminals F1 and F2 (+ to F1, - to F2) for a short time.
Please note that the terminals F1 and F2 start carrying a
voltage as soon as self-excitation sets in.
When ordering spare parts please, state the type and
serial number of the generator, as they are shown on the
rating plate.
>>
04 Trouble Shooting
Table 4-2. Fault diagnosis chart for thyristor voltage regulators
Excessive voltage drop with load

Parallel operation
Narrow voltage control range

Circulation current under lower load
Defect with control module

Fault
Voltage control impossible
Voltage increase with load

Excessive reactive current
Voltage & current hunting
Higher droop & PF drop

Lower reactive current
Defect with thyristor
Lower max. voltage
No voltage built up
Voltage hunting
kVAr hunting
Different P.F
High voltage
Low voltage
Half voltage
kW hunting
Possible cause
No wiring link
Wiring link wrong point
AVR U wrong setting
Vr.TN wrong setting
Internal defect
Discontinuity
Power thyrister Blocking fail
Gate electrode fail
Discontinuity
Measuring
Internal defect
transformer [T7.T8]
Discontinuity
Reference value
Incorrect no-load setting
setter [VR]
Short circuit in leads
Improper contact at T/B
Discontinuity
Series resister [R1] Excessive resistance
Lower resistance
Discontinuity
Intermediate
transformer [T4.T5]
Discontinuity
Tandem Excessive resistance
potentiometer Lower resistance
[R2] Different resistances
Discontinuity
Reactor [L]1
Smaller reactor gap
Rectifier Discontinuity
transformer [T6] Improper tap setting
Steady rectifier Discontinuity
[V1] Burnt or internal defect
Rotating rectifier Discontinuity
Varistor Internal short circuit
Discontinuity
Current
transformers
Internal defect
[T1, T2, T3]
Setting to lower power
+F1 & -F2 Wrong polarity
Note: with high possibility, check first

Table 4-3. Fault diagnosis chart for thyristor voltage regulators
Excessive voltage drop with load

Parallel operation
Narrow voltage control range

Crculation current under lower load
Defect with control module

Fault
Voltage control impossible
Voltage increase with load

Excessive reactive current
Voltage & current hunting
Higher droop & PF drop

Lower reactive current
Defect with thyristor
Lower max. voltage
No voltage built up
Voltage hunting
kVAr hunting
Different P.F
High voltage
Low voltage
Half voltage
kW hunting
Possible cause
No wiring link
AVR U wrong setting
K, T, R47 wrong setting
Internal defect
Discontinuity
Power thyrister Blocking fail
Gate electrode fail
Measuring Discontinuity
transformer Internal defect
(AVR inside) Wiring link wrong point
Discontinuity
Reference value
Incorrect no-load setting
setter [VR]
Improper contact at T/B
Discontinuity
Series resister
Excessive resistance
[R48]
Lower resistance
Discontinuity
Intermediate
transformer [T4]
Discontinuity
Excessive resistance
Potentiometer
Lower resistance
(AVR inside) [S]
Different resistances
Discontinuity
Reactor [L1]
Smaller reactor gap
Rectifier Discontinuity
transformer [T6] Improper tap setting
Rotating rectifier Discontinuity
Varistor Internal short circuit
Discontinuity
Current
transformers
Internal defect
[T1, T2, T3]
Setting to lower power
+F1 & -F2 Wrong polarity
Note: with high possibility, check first
>>
04 Trouble Shooting
4.3 Main Machines and Exciters (HF. 5 and 6)
DANGER
Hazardous voltage
damage.
Table 4-4. Fault diagnosis chart for excitation equipments, main machines and exciters
Voltage Too warm
Electric fault symptoms deviates
from rated Main
Defective rectifier
value Exciter
machine
excitation fails
wing load duty
Transformer
No load follo-
conditions
Genetator
On-load
winding
winding
winding
winding
Reactor
Stator
Stator
Rotor
Rotor
Cause
Incorrect Overload
service
conditions or Speed deviating from set point
duty under
conditions
deviating from Excessive deviation from rated power factor
order Incorrect operation, e.g.paralleling with
specifications
2nd generator in phase opposition
Stator
Main machine
Rotor
Inter-turn fault
Stator
Exciter
Rotor
Stator
Main machine
Rotor
Winding
discontinuity
Stator
Exciter
Rotor
Defective rotating rectifier
No remanence
Inter-turn fault
Transformer
Winding discontinuity
Inter-turn fault
Single-phase
current transformer
Faults on Winding discontinuity
excitation
equipment Inter-turn fault
Reactor
Winding discontinuity
Capacitor Open or short circuit
Defective rectifier

4.4 Bearing Part
DANGER
Hazardous voltage
damage.
Table 4-5. Sleeve bearing

Defects
Possible cause Oil Large Remedy

Bearing Bearing Oil in
discolours temperature
overheats leaks machine
quickly variations
Oil aged or dirty Clean bearing housing; renew oil

Oil ring does not rotate evenly Straighten and deburr the ring or renew it
Excessive axial thrust or radial load Check alignment and coupling
Too little crest clearance 1) Rescrape bearing surface
Oil grooves too small or not wedge-shaped Refinish the oil grooves
Oil viscosity too high
Check Viscosity; change oil
Oil viscosity too low
Defective bearing surface Renew lining
Defective seals Renew seals
Incorrect oil discharge from sealing rings Clean return openings and grooves
Bearing too cold during start-up Preheat the bearing or oil
Gap between sealing cover and shaft too large Bush or replace the cover
Pressure compensation opening clogged Clean compensation opening
Forced-lubrication system failure Inspect system
Oil flow too high Readjust the flow rate; check oil discharge
1) Crest clearance = Inside diameter of bearing shells minus diameter of shaft.
Table 4-6. Roller bearing

Defects
Possible cause Bearing Bearing Oil in Remedy

overheats leaks machine
Felt sealing rings pressing on shaft Fit rings better into grooves or replace them
Strain applied from coupling Improve alignment of machine
Excessive belt tension Reduce belt tension
Bearing contaminated Clean or renew bearing, inspect seals
Ambient temperature higher than 40 Use special high-temperature grease
Lubrication insufficient Lubricate according to instructions
Bearing canted Check mounting conditions, install outer ring with lighter fit
Too little bearing play Fit bearing with larger play
Bearing corroded Renew bearing, inspect seals
Scratches on raceways Renew bearing
Scoring Renew bearing, avoid vibration while at a standstill
Excessive bearing play Install bearing with smaller play
>>
04 Trouble Shooting
4.5 Operating Procedure & Check Sheet for Exampls)

Trouble Shooting Full load zero (0) power factor = 4 droop.
Full load rated power factor (0.8 P.F) = 2.4 droop.
DANGER Unit power factor (1.0 P.F) = Generator voltage
is not dropped.
Hazardous voltage
damage.
Disconnect all power before working on this equipment. 2) Parallel running (for manual synchronizing)
After load testing of each generator, start No. 1 single
running and proceed to items , , , and of
1) Single running
4.5 1)
Start No.1 Engine at its rated speed.
If the synchro scope indicates a synchronized position,
Adjust No.1 generator voltage to its rated value at
insert the No. 2 circuit breaker carefully.
no-load using reference value setter (V.R), which is
mounted on control panel side. After adjusting the NOTE
voltage to its rated value, check the generator voltage
using a digital tester at switch board side. If synchronization fails, the generator can be damaged by
a transient current.
Repeat and of 4.5 1) for No. 2, No. 3 and No. 4
Please refer to synchronizing instructions of the switch
generators. board maker.
After completion of the no-load setting, read the
indicated value on the panel and record the results
Increase the load constantly from zero (0) to a rated
according to Table 4-7.
load.
Circuit breaker 'ON'.
Record the results according to Table 4-9.
Increase the load constantly from zero (0) to a rated
load (as much as possible) and record the results
NOTICE
according to Table 4-8.
Repeat and of 4.5 1) for No. 2, No. 3 and No. 4 A. Parallel running of No. 3 and No. 4 generator:
generaters. The method is the same as No. 1 & No. 2.
B. If the power factor and KVAR are unbalnced after
In general, the droop compensating method is used for
completion above the procedure, consult the generator
our generators for parallel running.
manufacturer using Table 4-9.
Generator voltage should be dropped in proportion to
the magnitude of the load.
Table 4-7. Single running

Item Ship No. No. 1 No. 2 No. 3 No. 4 Notes
R.P.M. or Hz
Voltage
After match the no-load voltage of each generator, dont adjust generator voltage (before, during and after parallel running)
Table 4-8. Single running

Item Ship No. kW Volt (V) R.P.M. (Hz) Current (A) Power Factor Notes
EACH
GEN.
(No. 1, 2...)
Table 4-9. Parallel running

Item Ship No. kW Volt (V) R.P.M. (Hz) Current (A) Power Factor Notes
No.1 & No.2, / / /
No.1 & No.3, / / /
No.1 & No.4, / / /
each condition. / / /
, , , , , , , , ,
No.1,
, , , , , , , , ,
No.2,
, , , , , , , , ,
No.3 & No.4,
, , , , , , , , ,

Memo
>>
HHIS-WZ-RE-005-04 06. 05. Designed by ADPARK
www.hyundai-elec.com
Head Office 1 Jeonha-dong, Dong-gu, Ulsan, Korea

Tel. 82-52-230-6601~23 Fax. 82-52-230-6995
Seoul HYUNDAI B/D, 140-2, Gye-dong, Jongno-gu, Seoul, Korea
(Sales & Marketing) Tel. 82-2-746-7541, 7583 Fax. 82-2-746-7648
Orlando 3452 Lake Lynda Drive, Suite 110, Orlando, Florida U.S.A. 32817
Tel. 1-407-249-7350 Fax. 1-407-275-4940
London 2nd Floor, The Triangle, 5-17 Hammersmith Grove London, W6 0LG, UK
Tel. 44-20-8741-0501 Fax. 44-20-8741-5620
Tokyo 8th Fl., Yurakucho Denki Bldg.1-7-1, Yuraku-cho, Chiyoda-gu, Tokyo, Japan 100-0006
Tel. 81-3-3212-2076, 3215-7159 Fax. 81-3-3211-2093
Cairo Apartment No. 503, 5th Fl., Bldg. No. 7 Block 2, 9th Division, El-nasr Road, New Maadi, Cairo, Egypt
Tel. 20-2-520-0148~9 Fax. 20-2-754-7528
Sofia 41, Rojen Blvd. 1271, Sofia Bulgaria
Tel. 359-2-938-1068, 936-0300 Fax. 359-2-936-0742
Yangzhong Lianzhong Avenue, Xinba Scientific and Technologic Zone, Yangzhong City, Jiangsu Province, China.(212-212)
(Jiangsu Hyundai Nanzi Electric Co., Ltd.)
Tel. 86-511-842-0666, 0212 Fax. 86-511-842-0668
Index
Page 1(1) Specific Plant Information 619
L28/32H
Description
Resilient mounting of generating sets ---------------------------------------------------619. 03 (10H)
Working Card
Fitting instruction for resilient mounting of GenSets -------------------------------- 619- 03 .00 (21H)
Replacement of conicals --------------------------------------------------------------------619- 03 .05 (01H)
Maintenance og conicals ------------------------------------------------------------------- 619- 03 .10 (01H)
Plates
Flexible external connections ---------------------------------------------------------------------61902- 03S

Conical element --------------------------------------------------------------------------------------61903- 04H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Working card
Fitting Instructions for Resilient Mounting of GenSets 619-03.00
L28/32H

Shut-off fuel oil
Stopped lub. oil circulation
Description
Mounting and adjustment instruction for new

GenSets, and adjustment instruction for existing
plants.
Hand tools

Starting position Ring and open end spanner, 30 mm
Allen key, 6 mm
The foundation should be welded and milled off Feeler gauge, 1-2 mm
on shim surfaces. Measurement tool
Hydraulic jack (if necessary)
Related procedure
Check of main beraings alignment

(autolog) 610-01.00
Replacement of conicals 619-03.00
Man power
Working hours : 2 Hours

Capacity : 2 Men
08028-0D/H5250/94.08.12
Spare and wearing parts

Data
Plate No. Item No. Qty./
Data for torque moment (Page 600.40) 61903 01 4/conical mount.
Declaration of weight (Page 600.45) 61903 02 4/conical mount.
61903 03 1/conical mount.
03.50 - ES1
619-03.00 Fitting Instructions for Resilient Mounting of GenSets Working card
L28/32H
Mounting and Adjustment Instructions for 7) Turn all the internal buffers (2), see fig 1, to
New Generating Sets (Method 1) check that they can move freely.
Make Ready for Adjustment of Conical Ele- If all internal buffers Then
ments
Can move freely Let conical elements set-
If the conical elements have not been mounted by tle for 48 hours.
the factory, they must be mounted on the prepared
brackets on the base frame. In case they have been Cannot be moved Turn the four jacking bolts
mounted by the factory, please start with item number in the base casting clock-
2. wise or anticlockwise to
release the internal buffer.
1) Fit the conical elements to the bracket on the
base frame by means of four bolts screwed
into the tapped holes on the top casting (5), Adjustment of Conical Elements after 48
see fig 1. Hours Settling
2) Remove fixing bolt (7), spring washer (8) and After the conical elements have been deflected
top lock ring (6) from the conical element, see under static load for 48 hours, the laden height (H1)
fig 1. see fig 2, should be measured and compared to the
recommended laden height.
3) Position the four jacking bolts in the tapped
holes (9) see fig 1, in the base casting (1).
4) Position the jacking bolts with a through-going

of minimum 40 mm, see fig 2.
5) Lower the generating set until it rests com-

pletely on the foundation.
6) Check that all jacking bolts have full contact

with the foundation.
7 6
8 5
4
08028-0D/H5250/94.08.12
9 1
Fig 2 Conical mounting.

Fig 1 Conical element
03.50 - ES1
Working card
L28/32H
8) Care must be taken, during levelling of the 12) Lift the generating set with crane or hydraulic
installation, to ensure that individual mount- jack.
ings are not overloaded. The variation in laden
height should not exceed 2 mm and should 13) Remove all the jacking bolts.
ideally be less. The laden height can be meas-
ured between top and base casting at H, on 14) Position each completed steel shim.
two sides (see fig 1).
15) Lower the generating set until it rests com-
Example: pletely in itself.
H1 + H2 + H3 ----- HN
Average = Number of conical elements 16) Number each steel shim together with each
conical element.
If Then
Adjustment of Internal Buffer
Difference exceeds Level the conical element
2 mm. by adjusting the jacking 17) Turn the internal buffer clockwise (downwards)
bolts - commencing with until it makes contact with the steel shim or
the conical element with foundation.
the largest deviation.
18) Turn the internal buffer anticlockwise (upwards)
Difference does not ex- The height of the steel until it obtains contact with the base casting.
ceed 2 mm shim can be measured.
This must be four full turns.
The difference between the two sides of a conical 19) Turn the internal buffer two full turns clockwise
mounting should not be more than 0.6 mm. (downwards) and check with a feeler gauge
between the base casting of the conical ele-
ment and the steel shim that the internal buffer
Measuring of Steel Shim (2), see fig 1, does not touch the steel shim or
foundation.
9) Measure the steel shim on several points to
obtain the highest possible accuracy during 20) Lock the internal buffer by remounting the top
preparation. lock ring (6) and turn it to the nearest thread
hole - then secure with fixing bolt (7) and spring
washer (8), see fig 1.
Fabricating Steel Shim
10) Make sure that the minimum height of the steel Mounting of Conical Elements on the Foun-
shim is 40 mm to secure a future replacement dation
08028-0D/H5250/94.08.12
of the conical element.

21) Drill four mounting holes in the foundation for
Drill the mounting holes in the steel shim according each conical element, either
to the conical base casting dimensions.
a) Mark the positions of the mounting holes on
the foundation through the conical element
Mounting of the Completed Steel Shim and the steel shim.
11) Turn the internal buffer anticlockwise until it (Re)move the set completely so that the mark-
contacts the base casting to secure the laden ings can be reached by drilling with conven-
height of each conical element. tional tools.
03.50 - ES1
L28/32H
Place the set on its former position by aligning The drilling has to be done on beforehand and
it with the drilled holes. the set must be aligned with the foundation
holes before the work starts to avoid further
or removal of the set.
b) Drill the mounting holes in the foundation by 22) Fix all the conical elements and the steel shims
means of the drilling pattern from the installa- to the foundation with four bolts per conical.
tion drawing.
Note! After completion of all works the buffer clear-
ance must be checked, see points 17, 18, 19 and 20.
08028-0D/H5250/94.08.12
03.50 - ES1
Working card
L28/32H

Shut-off fuel oil
Description

plants.
Hand tools

Allen key, 6 mm
Related procedure

(autolog) 610-01.00
Man power

Capacity : 2 Men
08028-0D/H5250/94.08.12

Data
03.50 - ES0
L28/32H
Mounting and Adjustment Instructions for 5) Position the jacking bolts with a through-going
New Generating Sets (Method 2) of minimum 10 mm, see fig 2.
Make Ready for Adjustment of Conical Ele- 6) Lower the generating set until it rests com-
ments pletely on the foundation.
If the conical elements have not been mounted by 7) Check that all jacking bolts have full contact
the factory, they must be mounted on the prepared with the foundation.
brackets on the base frame. In case they have been
mounted by the factory, please start with item number 8) Turn the internal buffer (2), see fig 1 to check
2. that it can be moved freely.
1) Fit the conical elements to the bracket of the

base frame by means of four bolts screwed If all internal buffers Then
into the tapped holes on the top casting (5),
see fig 1. Can move freely Let conical elements set-
tle for 48 hours.
A supporting steel shim with a minimum height of 40
mm, to secure a future replacement of the conical Cannot be moved Turn the three jacking
element, complete with tapped holes for three jack- freely bolts in the supporting
ing bolts and mounting holes drilled according to steel shim clockwise, or
conical base casting dimensions, is required. anticlockwise to release
the internal buffer.
2) Remove fixing bolt (7), spring washer (8) and
top lock ring (6) from the conical element, see
fig 1.
3) Position the supporting steel shim as per fig 2

and locate the conical element by means of
dowel pins.
4) Position the three jacking bolts in the tapped

holes in the supporting steel shim as per fig 2.
7 6
8 5
08028-0D/H5250/94.08.12
9 1

03.50 - ES1
Working card
L28/32H
Adjustment of Conical Elements after 48 Drill the mounting holes in the steel shim according
Hours Settling to the mounting holes in the conical base casting and
the mounting holes in the supporting steel shim.
After the conical elements have been deflected
under static load for 48 hours, the laden height (H1)
see fig 2, should be measured and compared to the Mounting of the Completed Steel Shim
12) Lift the generating set 1 mm totally be means
9) Care must be taken, during levelling of the of the three jacking bolts.
installation, to ensure that individual mount-
ings are not overloaded. The variation in laden 13) Position each completed steel shim.
height should not exceed 2 mm and should
ideally be less. The laden height can be meas- 14) Re-lower the generating set by means of the
ured between top and base casting at H, on three jacking bolts until it rests completely in
two sides (see fig 1). itself.
Example:
Adjustment of Internal Buffer
H1 + H2 + H3 ----- HN
Average = 15) Turn the internal buffer clockwise (downwards)
Number of conical elements
until it makes contact with the steel shim or
foundation.
If Then
16) Turn the internal buffer anticlockwise (upwards)
Difference exceeds Level the conical element until it obtains contact with the base casting.
2 mm. by adjusting the jacking
bolts - commencing with This must be four full turns.
the conical element with
the largest deviation. 17) Turn the internal buffer two full turns clockwise
(downwards) and check with a feeler gauge
Difference does not ex- The height of the steel between the base casting of the conical ele-
ceed 2 mm shim can be measured. ment and the steel shim that the internal buffer
(2), see fig 1, does not touch the steel shim or
foundation.
The difference between the two sides of a conical
mounting should not be more than 0.6 mm. 18) Lock the internal buffer by remounting the top
lock ring (6) and turn it to the nearest thread
hole - then secure with fixing bolt (7) and spring
Measuring of Steel Shim washer (8), see fig 1.
08028-0D/H5250/94.08.12
10) Measure the steel shim on several points to

obtain the highest possible accuracy during Mounting of Conical Elements on the Foun-
preparation. dation
19) Remove the dowel pins.

Fabricating Steel Shim
11) Make sure that the minimum height of the steel each conical element, either
shim is 10 mm.
and the steel shims.
03.50 - ES1
L28/32H
(Re)move the set completely so that the mark- The drilling has to be done on beforehand and
ings can be reached by drilling with conven- the set must be aligned with the foundation
tional tools. holes before the work starts to avoid further
removal of the set.
Place the set on its former position by aligning
it with the drilled holes. 21) Fix all the conical elements and the supporting
steel shims/steel shims to the foundation with
or four bolts per conical.
b) Drill the mounting holes in the foundation by 22) Weld the lowest steel shim of approx. 10 mm
means of the drilling pattern from the installa- height to the foundation.
tion drawing.
Note! After completion of all works, the buffer clear-
ance must be checked, see points 15, 16, 17 and 18.
08028-0D/H5250/94.08.12
03.50 - ES1
Working card
L28/32H

Shut-off fuel oil
Description

plants.
Hand tools

Allen key, 6 mm
Related procedure

(autolog) 610-01.00
Man power

Capacity : 2 Men
08028-0D/H5250/94.08.12

Data
03.50 - ES0
L28/32H
Mounting and Adjustment Instructions for 5) Position the jacking bolts with a through-going
New Generating Sets (Method 3) of minimum 10 mm plus permitted thickness,
as specified from the chockfast supplier, see
Make Ready for Adjustment of Conical Ele- fig 2.
ments
6) Lowed the generating set until it rests com-
If the conical elements have not been mounted by pletely on the foundation.
the factory, they must be mounted on the prepared
brackets on the base frame. In case they have been 7) Check that all jacking bolts have full contact
mounted by the factory, please start with item number with the foundation.
2.
8) Turn the internal buffer (2), see fig 1, to check
1) Fit the conical elements to the bracket of the that it can be moved freely.
base frame by means of four bolts screwed
into the tapped holes on the top casting (5) see If all internal buffers Then
fig 1.
Can move freely Let conical elements set-
tle for 48 hours.
mm, complete with tapped holes for three jacking
bolts, four mounting holes and four tapped holes, Cannot be moved Turn the three jacking
drilled according to the conical base casting dimen- freely bolts in the supporting
sion, is required see fig 2. steel shim clockwise, or
anticlockwise and slacken
2) Remove fixing bolt (7), spring washer (8) and the four hold-down
top lock ring (6) from the conical element, see bolts to release the inter-
fig 1. nal buffer.
3) Position the supporting steel shim as per fig 2

and locate the conical element by means of
four hold-down bolts.
4) Position the three jacking bolts in the tapped

holes in the supporting steel shim as per fig 2.
7 6
8 5
08028-0D/H5250/94.08.12
9 1

03.50 - ES1
Working card
L28/32H
Adjustment of Conical Element after 48 Hours 11) Drill the mounting holes in the steel shim
Settling according to the mounting holes in the conical
base casting and in the supporting steel shim.
After the conical elements have been deflected
under static load for 48 hours, the laden height (H1)
see fig 2, should be measured and compared to the Adjustment of Internal Buffer
12) Turn the internal buffer clockwise (downwards)
9) Care must be taken, during levelling of the until it makes contact with the steel shim or
installation, to ensure that individual mount- foundation.
ings are not overloaded. The variation in laden
height should not exceed 2 mm and should 13) Turn the internal buffer anticlockwise (upwards)
ideally be less. The laden height can be meas- until it obtains contact with the base casting.
ured between top and base casting at H, on
two sides (see fig 1). This must be four full turns.
Example: 14) Turn the internal buffer two full turns clockwise
H1 + H2 + H3 ----- HN (downwards) and check with a feeler gauge
Average = Number of conical elements between the base casting of the conical ele-
ment and the steel shim that the internal buffer
(2), see fig 1, does not touch the steel shim or
If Then foundation.
Difference exceeds Level the conical element 15) Lock the internal buffer by remounting the top
2 mm. by adjusting the jacking lock ring (6) and turn it to the nearest thread
bolts - commencing with hole - then secure with fixing bolt (7) and spring
the conical element with washer (8), see fig 1.
the largest deviation.
Difference does not ex- The height of the steel Mounting of Conical Elements on the Foun-
ceed 2 mm shim and the chockfast dation
can be measured.
each conical element according to the sup-
The difference between the two sides of a conical porting steel shim/steel shim, either
mounting should not be more than 0.6 mm.
Measuring of Steel Shim and Chockfast and the shims.
08028-0D/H5250/94.08.12
10) The steel shim should be at least 10 mm high. (Re)move the set completely so that the mark-
ings can be reached by drilling with conven-
Check the minimum permitted thickness of chockfast tional tools.
for the load and surface of this application with
chockfast supplier. Place the set on its former position by aligning
it with the drilled holes.
Fabricating Steel Shim or
Make sure that the minimum height of the steel shim

is 10 mm.
03.50 - ES1
L28/32H
b) Drill the mounting holes in the foundation by Make sure that the mounting bolts are isolated from
means of the drilling pattern. the chockfast.
The drilling has to be done on beforehand and Note! After completion of all works, the buffer clear-
the set must be aligned with the foundation ance must be checked, see points 12, 13, 14 and 15.
holes before the work starts to avoid further
removal of the set.
08028-0D/H5250/94.08.12
03.50 - ES1
Working card
Replacement of Conicals 619-03.05
L+V28/32H

Shut-off fuel oil
Description:
Replacement of conicals
Hand tools:
Starting position: Ring and open end spanner, 22 mm

Safety precautions Hydraulic jack
Related procedure:
Fitting instructions for resilient mounting
Man power:
Working hours : xxx Hours

Capacity : 2 Men
Data: Spare and wearing parts:
Data for pressure and tolerance (Page 600.35) Plate No. Item No. Qty./
Declaratiom of weight (Page 600.45)
94.29 - EO0S-G
619-03.05 Replacement of Conicals Working card
L+V28/32H
Replacement of Conicals
1. Loosen all conicals in one side. 3. Lift the GenSet until the steel shim can be
removed. This will give enough space for removing
damaged conical.
2. Mount a jack under the base frame, see fig 1.
4. Mount the GenSet conical.
Note! Conicals should only be replaced in pairs, see

fig 2 and plate 61903.
5. Lower the GenSet again.
6. Repeat point 1-5 for the other side.
7. Adjust the conicals, see Working Card 619-

03.00 "Fitting Instructions for Resilient Mounting of
GenSet.
Fig 1 Removal of conicals
Fig 2 The conicals must be pairs
94.29 - ES0S-G
Working Card
Maintenance of Conicals 619-03.10
L+V28/32H

Shut-off fuel oil
Description:
Control and adjustment of conicals.

Hand tools:
Ring and open end spanner.

Feeler gauge, 1-2 mm.
Hexagon socket key 6 mm.
Starting position:
Related procedure:
Check of crankshaft bend (autolog)

08028-0D/H5250/94.08.12
Manpower: Plate no Item no Qty/

Capacity : 1 man
Data:

97.25 - EO0S-G
619-03.10 Maintenance of Conicals Working Card
L+V28/32H
1. Visual Check 2.2. Result of clearance check.
If Then
1.1. What to check.
Everything is OK Check is completed
Check for oil deposits on the rubber element. Everything is not OK Adjust conicals which do not com-
Check for loose mounting bolts. ply with the clearance demands
Check for damage in the rubber element. acc. to item 2.3. Recheck all con-
cals acc. to item 2.1.
Everything is still not OK Replace conical acc. to

1.2. Result of visual check. Working Card 619-03.05
If Then
Everything is OK Continue to next conical 2.3. Adjustment of conicals.
Oil deposits on rubber Clean rubber element a. Remove protective cap (no 10).
element
Loose mounting bolts Fasten mounting bolts

b. Remove fixing bolt (no 9) and top locking ring
(no 7).
Damage in conicals Replace conical according to
Working Card 619-03.05 c. Turn buffer clockwise until it has contact with
the steel shim (no 2).
2. Clearance Check d. Turn buffer anticlockwise until it has contact

with the conical base casting (no 3). This must be
four full rotations.
2.1. What to check.
e. Turn buffer two full rotations clockwise. This
Check clearance on all conicals between steel shim will ensure full vertical movement for the buffer.
and internal buffer through the slot in the base
casting of the conical (see fig 1) with a feeler gauge f. Check all conicals again.
of app. 2 mm.
g. Replace top locking ring, fixing bolt and protec-
tive cap etc.
08028-0D/H5250/94.08.12
Fig 1 Conical
97.25 - EO0S-G
Plate
Page 1 (2) Flexible External Connections S61902-03H
L28/32H
08028-0D/H5250/94.08.12
94.41-EO0S
Plate
S61902-03H Flexible External Connections Page 2 (2)
L28/32H
08031-0D/H5250/94.09.07
94.41-EO0S
Plate
Page 1 (2) Conical Element 61903-04H
L+V28/32H
05
06
07
01
02
03
04
08028-0D/H5250/94.08.12
Note! When ordering, be aware that conical ele- Bemrk! Ved bestilling af conicals elementer.
ments always should be replaced in pairs, state Conicals elementer udskiftes parvis, opgiv fabrika-
manufacturing no. of existing conical elements. tions nr. p eksisterende conicals elementer.
97.44 - EO0S-G
Plate
61903-04H Conical Element Page 2 (2)
L+V28/32H
Item Item
01 4/M Screw Skrue
02 4/M Washer Skive
03 1/M Conical element Konisk understtning
04 4/M Adjusting screw Justerskrue
05 1/M Protecting cap Beskyttelseskapsel
06 1/M Fixing ring Fiksering ring
07 1/M O-ring O-ring
08028-0D/H5250/94.08.12
Qty./M = Qty./Conical mounting. Antal/M = Antal/Conical montering.
97.44 - EO0S-G
Index
Page 1(1) Tools 620
L28/32H
Description
Working Card
Function of the hydraulic tools ------------------------------------------------------------ 620- 01 .05 (03H)

Application of Hydraulic Tools -------------------------------------------------------------620- 01 .06 (01H)
Hand Lever Pump ---------------------------------------------------------------------------- 620- 01 .07 (01H)
Maintenance of Hydraulic Tools ---------------------------------------------------------- 620- 01 .10 (01H)
Tightening with Torque Spanner ----------------------------------------------------------620- 01 .15 (01H)
Max. pressure indicator --------------------------------------------------------------------- 620- 01 .25 (02S)
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (7) Function of the Hydraulic Tools Edition 03H
General

Shut-off fuel oil
Safety hints andd function of hydraulic tools.
Starting position
Application of hydraulic tools 620-01.06
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

99.43 - ES0
Edition 03H Function of the Hydraulic Tools Page 2 (7)
General
Function of the Bolt Tensioning Device 8. The operation and handling of the device are to
be carried out by expert staff only.
In order to achieve an optimal result with one or
several devices, some rules have to be considered. 9. The given max. operation pressure is not to be
We expressly point out that a conscientious handling exceeded in any case and is to be watched at
of the device as well as the accessories is of highest the manometer of the pressure generator dur-
importance. To ignore these rules or separate hints ing the complete tensioning or loosening pro-
means danger to life or danger of injuries! See Safety cedure. When having achieved the given pres-
Hints. sure, stop the pressurization immediately.
10. During the pressurization when tensioning or

Safety Hints loosening the bolt connection, always watch
the admissible stroke of the device. Exceeding
Beside regarding the general accident-prevention this stroke is connected with insufficient gener-
rules, the safe handling of the device and the hydrau- ating of tensioning force because the device is
lic accessories demand especially the consideration tensioned in itselve or the hydraulic pressure is
of the following hints. When disregarding even single bleeded automaticly.
items, you can cause danger to life and/or danger of
injuries! 11. On principle, when connecting high-pressure
hoses it has to be taken care that the connec-
1. When leakages occur during the pressuriza- tions are correct (see also separate hints).
tion, bleed pressure immediately and seal the
leakage or replace defect parts. 12. The hydraulic hoses have to be installed in a
way that they are not run over by vehicles or
2. In case of repair, use exclusively original spare unnecessarily walked over by people. Never
parts. Inexpert substitution of damaged parts lay hoses across sharp objects (danger of
by non-original spare parts is prohibited. cuts) and never bend or jam them in.
3. All assembly parts are to be handled in corre- 13. Never hold or transport the device by using the
spondence to the working cards only. A change high-pressure hoses.
in the procedure or another operation of the
device is not allowed. 14. An incorrect working manometer that doesnt
show the right pressure leads to overstressing
4. Make sure that the components to be tensioned of the parts and to an incorrect bolt connection.
do not exceed the admissible strain. Apart from damaged parts an incorrect bolt
connection can also cause conditions that are
5. In order to use the device, the thread has to be danger to life. Therefore take care that the
sufficiently exceeding in order to avoid that the manometer shows the right value or the
turn of a thread cracks, see item 4. tensioning force is checked in an other way (for
example by using a master manometer).
08028-0D/H5250/94.08.12
6. During the pressurization the people involved Tensioning forces can be checked for example
have to remain in an appropriate distance. by measuring the linear deformation. Dam-
Staying in direction towards the bolt axis is aged manometers have to be exchanged im-
forbidden. mediately.
7. Tensioning pressures or tensioning forces are

to be given or changed by authorized person-
nel only while considering the admissible com-
ponent loads, see item 4.
99.43 - ES0
General
Working Hints
In order to achieve a bolt connection of high preci-

sion, it is vital to consider the following working hints:
- Prior to setting the device, clean all threads

and remove possible damages in order to
avoide a freeze on.
- The base plate for the device must be plain and

free of dirt. Further check the squareness
towards the bolt axis in order to avoid that the
bolt has a bending stress during the pressuri-
zation (tensioning).
- The stroke of the device may not at any point

be exceeded.
- For transporting the device it is necessary to

uncouple all high-pressure hoses. Fig. 1. Turnable connection unit.
- After each pressurization, bring the device

back to zero, see also Piston Return Stroke. Exchange of the Seals
Should leakages show up at the connection unit, it

Turnable Connection Unit might be necessary to exchange the seals.
For doing so, loosen the securing ring and take the
In order to simplify the connection of the hydraulic disc off the bolt nipple. Having removed the seals,
hose, a turnable connection unit is mounted on some clean the components with fluff-free cleaning mate-
devices. rial. You can also apply compressed air. Having
The turnable connection unit consists of the follow- checked the components for damages and oiled
ing components: them slightly, apply new seals by help of the entry
guide and reassemble the turnable connection unit.
- bolt nipple
- disc Hint: - For the cleaning, never use aggressive
- seal cleaning liquids.
- securing ring - For oiling the parts, use exclusively hydrau-
lic oil.
Furthermore, an entry guide is available or con- - For replacements, use exclusively new
08028-0D/H5250/94.08.12
tained in the scope of supply, see fig.1. seals.
Coupling of the High-Pressure Hoses
- Only couple when the hydraulic system is in a

pressureless condition.
- To produce a high-pressure connection, put

one coupling and one nipple into each other
while the coupling socket is pulled back. When
letting the coupling socket go, there is a form
fit barring the connection.
99.43 - ES0
Edition 03H
Function of the Hydraulic Tools Page 4 (7)
General
- By drawing the hose with a manual force of If necessary, turn back the device, but make sure
about 100 N make sure that the connection is that the max. admissible stroke of the device is not
correctly barred. exceeded. Beside that, it has to be ensured that the
cylinder and the support sleeve remain centrically
- For decoupling the high-pressure hose in a towards each other (consider centering shoulder).
pressureless condition, first pull back the cou-
pling socket and then take off the hose. Having made all hydraulic connections correctly,
see fig. 2, start the pressurization for the tensioning
procedure. If the necessary pressure is achieved
stop pressurization. The inducted force causes the
bolt to extend or an edging of the components to be
tensioned so that the main nut is lifted from the
flange. Screw it back to the flange, see fig. 3. Check
by help of a feeler gauge leaf whether the main nut
really fits tight to the flange. After that, bleed hydrau-
lic pressure. Now the connection is tensioned.
Fig. 2. Coupling of the high-pressure hoses.
Having brought the piston to its zero position, see fig.
4, the hydraulic hoses can be decoupled. In order to
Hoses with fast-lock coupling sockets avoid, also prevent impurities, it is advisable to close coupling
when uncoupled, that oil runs out. When the hoses sockets and coupling nipples at once by protecting
get heated, there can be an inside pressure in the caps. The device can be unscrewed from the bolt.
uncoupled condition making a coupling impossible.
By loosening one screw connection (see fig. 2) the
pressure can be bleeded
Always consider the safety and working
hints!
- To avoid a contamination use protecting caps

for the sockets. Loosening Procedure
In order to loosen an existing bolt connection, screw

Tensioning Procedure the device onto the bolt. First put the support sleeve
on the bolt and align it centrically to the bolt axis.
Prior to the tensioning procedure make sure that the When screwing on the device take care that the
components to be tensioned are correctly positioned support sleeve at the cylinder is correctly centered
towards each other. Then screw the device onto the (consider centering shoulder).
bolt.
The piston of the device must be at its zero position.
First put the support sleeve on the bolt and align it Having screwed the device down until the support
centrically to the bolt axis. When screwing on the sleeve or the support cylinder fits tight to the flange,
device take care that the support sleeve at the
08028-0D/H5250/94.08.12
turn back the device by at least the value (slit

cylinder is correctly centered (consider centering measure) which the bolt and the components spring
shoulder). back elastically during the loosening procedure.
Screw the device until the support sleeve or the Hint: The adjusted slit measure may never exceed
support cylinder fits exactly to the flange. The piston the admissible stroke of the device! Furthermore,
of the device must be at its zero position. Further- take care that the window for the adjusting rod are
more, take care that the hydraulic connector and the well accessible.
window for the adjusting rod is well accessible. Having made all hydraulic connections correctly,
see fig. 2, start the pressurization.
99.43 - ES0
General
During the pressurization, a slight turn-back momen- Hint:

tum is applied to the main nut with the adjusting rod.
At the moment, when the main nut can be loosened, a) Should it be impossible to unscrew the device
interrupt the pressurization. Should it not be possible after the depressurization, it has been turned
to loosen the main nut when achieving the original back by a too low measure prior to the pres-
tensioning pressure, interrupt the pressurization surization. Pressurize again until the original
immediately. Find the cause with expert staff. tensioning pressure is reached, turn the main
nut and bleed the pressure again (tensioning
Having achieved the loosening pressure, turn back procedure). Now you can turn back the device
the main nut by the value that the bolt and the further. (Attention: consider the admissible
components spring back during the loosening proce- stroke of the device!) Now repeat the loosen-
dure. The slit measure, however, must be lower than ing procedure explained above.
the slit measure adjusted at the device before, see
also hint b. b) Should it be impossible to loosen the main nut
after the depressurization, it has been turned
The main nut may never be turned back until it fits to back by a too low measure prior to the pres-
the piston or the cylinder since then the device can surization. Pressurize again and turn the main
be tensioned in itself. nut further back. Bleed the pressure again.
Having turned back the main nut, the pressure can Hint: Never screw the main nut back until it fits to the
be bled. The bolt connection is loosened. Before piston since the device can be tensioned in
unscrewing the device, bring the piston back to its itself.
zero position, see fig. 4. After that, the hydraulic
hoses can be decoupled. In order to prevent impuri-
ties, it is advisable to close coupling sockets and Adjustment and Turn Back of the Main Nut
coupling nipples at once by protecting caps. The
device can be unscrewed from the bolt. During the pressurization of the device, the bolt is

being extended by the tensioning force and the
Make sure that no operational forces (e.g. components are being edged. The result is that the
inner pressure) affect the components to be main nut does no longer fit to the flange.
loosened since only part of the bolts take over
these forces and thus the bolts, which are not Having achieved the necessary pressure, adjust the
yet loosened, might be overburdened. main nut - when tensioning - until it fits to the flange

again before bleeding the pressure, see Tensioning
The pressure when the main nut can be loos- Procedure. When loosening the bolts, turn back the
ened may never exceed the tensioning pres- main nut after the pressurization according to the
sure by help of which the connection was bolt and component deformations, (see Loosening
tensioned! Should it not be possible to loosen Procedure.
the main nut when reaching the original
tensioning pressure interrupt the pressuriza-
08028-0D/H5250/94.08.12
Hint: During the loosening procedure, never turn

tion immediately. Find the cause with expert back the main nut until it fits to the piston or the
staff. cylinder since the main nut sticks after the depressu-

rization.
Always consider the safety and working hints!
The main nut is equipped with several radial bores
where the adjusting rod can be put in. The main nut
is accessible through the window in the support
sleeve.
99.43 - ES0
620-01.05 Function of the Hydraulic Tools
Working Card
General
During the piston return stroke, considerable back-

pressures can occur in the piston area of the device
since quite large quantities of oil have to flow back
through the small cross sections of the high-pres-
sure connections.
In order not to unnecessarily increase the force for

the piston return stroke turn the piston slowly. On
principle the piston of the device has to be pushed
back until it fits to the cylinder again.
Exchange of the Seals

Fig. 3 Adjustment and turn back of the main nut.
Should leakages occur at the piston of the device, an
exchange of the seals might be necessary.
Piston Return Stroke Drive out the piston by carefully beating with a
hammer while using a plastic spacer in order to
After each pressurization it must be ensured that the protect the device from unnecessary damages. After
piston of the device is brought back to its zero removing the hydraulic connector, you can also
position. On principle, it has to be considered that carefully lead compressed air into the piston area.
hydraulic oil is being displaced from the piston area.
In order to enable the oil to flow back to the tank of Attention: Sudden input of compressed air can lead
the pressure generator, the corresponding hydraulic to the pistons uncontrolled outlet.
connections must be done. After removal of the piston, the seals and the backup
rings can be removed from the piston and the cylin-
The piston return stroke is done by a screw-down at der.
the bolt itself before the device is taken off.
Carefully clean the components with fluff-free mate-
Hint: When using fast lock coupling elements, the rial and check them for damages. If necessary, use
oils running out and thus a piston return stroke in an compressed air for the cleaning, but never aggres-
uncoupled condition is impossible! sive cleaning liquids. After that, slightly oil these
components with hydraulic oil and assemble new
backup rings as well as new seals to the piston and
the cylinder according to the drawing.
08028-0D/H5250/94.08.12
Fig. 4. Piston return stroke.
Fig. 5. Exchange of the seals.
99.43 - ES0
General
As shown in the picture, first assemble the backup

ring, then put the seal onto the backup ring. Piston
and cylinder can now be assembled again by putting
the components together. By slightly hammering on
the piston (with plastic spacer), it can be driven in
until it fits tightly to the cylinder (piston in its zero
position). It is essential that the piston does not tilt
during being driven in since this might damage the
seals as well as the components. When assembling
the piston it has to be taken care that the air can
come out of the piston area.
Maintenance and Storage
Regular maintenance of the device is not necessary,

but you should consider the following points:
a) Storage
After each operation, repair possible damages and

clean the device in order for it to be ready for the next
operation immediately. In order to avoid a corrosion
it is advisable to oil the device and especially its
thread. All coupling nipples, coupling sockets and
also loosened screw connections are to be closed by
protecting caps.
In addition, check the components of the device and

its accessories for completion.
Keep the device in the tool box also offering protec-
tion from mechanical damages.
The temperature must be between -20 C and +70 C
in order to exclude a damage of the seals.
b) Start-up of the device
Prior to the devices operation, repair possible dam-

ages and clean the device.
08028-0D/H5250/94.08.12
Check the components of the device and its acces-

sories for completion.
The operating manual has to be read by all users.
99.43 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Application of Hydraulic Tools 620-01.06
L/V28/32H

Shut-off cooling water See page 2
Shut-off fuel oil
Application of hydraulic tools.
Starting position
Function of hydraulic tools 620-01.05
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

99.50 - ES0
620-01.06 Application of Hydraulic Tools Working Card
L/V28/32H
This working card gives the information for application

of hydraulic tools, to be used in connection with
Please note:
The numbers refer to the
plate items in section 620.
Fig 1 Hydraulic tools.

08028-0D/H5250/94.08.12
99.50 - ES0
Working Card
Hand Lever Pump 620-01.07
General

Shut-off fuel oil
Application of hydraulic tools.
Starting position
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

99.43 - ES0
620-01.07 Hand Lever Pump Working Card
General
Warning: The hand lever pump is not equipped with Initial Start-up and Venting
a pressure relief valve.
Never use the pump without a mounted manometer. In general and venting
Always pay attention to the given pressure of the
connected pressure consumers. Do never exceed Please make sure that all parts of the pump, especially
this pressure or the max. pressure of the hand lever the manometer and the pressure port, are in a
pump. perfect condition. Defect parts are to be exchanged
against new ones immediately.
Important: Except for hydraulic oil, never use different
liquids such as petrol, water, diesel oil, alcohol or Turn the carrying handle with counter-clockwise
brake liquid, since these can lead to damages or rotation out of his fixing. Then turn it into the hand
even to destruction of the pump and/or the parts lever of the pump against the stopping face.
connected with it. Choose a place of assembling and
operation where the pump can always stand safe Attention: If the carrying handle is not srewed-in into
and firm on a horizontal plain. There should always the hand lever, it can cause injuries while using the
be sufficient space for operating the pump. i pump.
Never handle the pump lever with oiled hands and
never use hand lever extensions. Never expose the Open the oil filler cap and check the oil level. If
pump to great heat, fire or extreme coldness, since neccessary, fill up the tank with hydraulic oil according
this leads to damages or even destruction. Protect to IS0 VG 32. Never overfill the tank. Close the oil
the pump from falling objects and avoid hard blows filler cap.
or pushes. Open the tank breather with the square wrench
(included in the scope of supply) by about one turn.
Attention - Danger to life Now loosen the breather screw at the pump (see
Check the manometer of the pump for the needed drawing) with an allen key SW 2,5 by about one turn.
hydraulic pressure, given by an authorized person, Close the depressurization valve tightly. Now pump
not to be exceeded. Make sure that the pressure you at the hand lever until oil flows out of the breather
want to generate is also admissible for all connection screw bladder-free. Only then are you allowed to
parts. close the breather screw. The pump is now vented
and ready for operation.
All pressure connections and connecting elements
have to be clean and undamaged. High-pressure After each operation and for the transport, close the
connections from the pump to the tools have to be tank breather in order to avoid the hydraulic oils
established correctly prior to any pressurization. running out.
Disregard leads to danger to life. Please see working
card 620-01.06.
Pressurization
Attention - Danger on injuries
Loads being lifted by the pump may never be held by - Open the tank breather with the square wrench
the pump valves alone. Use additional non-return
08028-0D/H5250/94.08.12
approx. one turn.

valves or safety relief valves and secure the load by
sufficient support against falling. Remark: The pump is only to be operated with open
tank breather.
- Close the depressurization valve at the pump

when turning clockwise by handoperation.
Remark: The depressurization valve is designed for

manual operation. The use of any tools at the
depressurization valve could cause damages of the
valve or the valve seat.
99.43 - ES0
Working Card
Hand Lever Pump 620-01.07
General
- Pump at the hand lever until the wanted pres- Attention: Inside of the adjusting screw is another
sure is achieved. Check the pressurization at grub screw with inner hexagon (wrench size 4 mm)
the manometer and take care of possible to limit the stroke of the change-over piston inside of
leakages. the pump block. It is absolutely necessary, to screw
out the grub screw approx. 2 times before turning the
Remark: The pump is with two stages. The change adjusting screw!
from the first stage to the second stage happens
automatical at a system pressure of about 30 bar. The regulation of the adjusting screw follows gradually
in approx. 10 - steps. After everv adjusting step the
Attention: The pump is not equipped with an internal grub screw is to screw in until it fits closely and
pressure relief valve. The use of a manometer and approx. a l/4 turn to loosen.
the control of the system pressure during
pressurization is indispensable. Check by carefully pumping if the change-over pres-
sure wanted has been reached. If necessary, repeat
Attention: Do not stand directly over the moving line the procedure as described above.
of the pump lever. Under arising circumstances the
lever can hit back. To avoid accidents stand
sideways the pump.
Attention - High-pressure hydraulic

On principle, tihen leakages occur during the
pressurization, immediately release the hydraulic
pressure and seal the leakage or renew defect parts.
Depressurization
- Open the depressurization valve slowly by a

turn to the left.
- Make sure that the hydraulic pressure at the

manometer has been completely released.
Consider the returning time of the hydraulic oil.
Adjustment of change-over pressure from

stage 1 to stage 2
In exeptional case, it can be useful to adjust the

08028-0D/H5250/94.08.12
change-over pressure from stage 1 to stage 2 (factory

adjusted at approx. 30 bar).
Below of the pressure relief valve is an adjusting

screw with inner hexagon (wrench size 10 mm).
Turning out counter-clockwisely the adjusting screw
minimizes the change-over pressure, turning in
clockwise maximizes the change-over pressure.
99.43 - ES0
620-01.07 Hand Lever Pump Working Card
General
Analysis and Correction of Malfunction Pressure Port
Correction of malfunctions The pressure port of the pump is produced according

to our customers wishes. In addition, there is a
In case of malfunctions at the pump, the following variety of possibilities to connect the pump with one
points are to help you with the analysis of the or more pressure consumers. A selection of pres-
problem and correcting it yourself. sure ports please find in the annex.
For this, uncouple or unscrew all consumer and high-
pressure hoses from the pump. Attention - Danger to life
Prior to the pump s start-up please make sure that,
no matter which pressure port you chose, all
connection elements are in a perfect condition.
Malfunction Correction
Convince yourself of the fact that these are correctly
No pressurization 1. Check the oil level and, if connected and suitable for the necessary pressure.
necessary, fill it up as
described in chapter
Attention - High-pressure hydraulic
maintenance and storage.
2. Close depressurization valve. On principle, when leakages occur during the
3. Visual inspection whether pressurization, immediately release the hydraulic
there are leakages. If so, pressure and seal the leakane or renew defect parts.
seal them.
4. Vent the pump as described
in chapter initial start-up and
venting. Maintenance and Storage
Insufficient pressurization 1. Check the oil level and, if
necessary, fill it up, as
The pump should be lubricated frequently at the
described in chapter movable parts. Protect it from contamination because
(prior to any corrections, mainteance and storage. dirt in the oil or in the pressure port can lead to the
open de-pressurization 2. Close depressurization valve. pump s failure. A dry storage avoids the steel parts
valve and release hydraulic 3. Visual inspection whether ther
pressure completely) are leakages. If so, seal them.
getting rusty.
4. Vent the pump as described The storage and transport of the pump should always
in chapter initial start-up and be done in a horizontal position. Thus, you avoid a
venting. possibly necessary venting of the pump during its
Pressure drop 1. Visual inspection whether
start-up.
there are leakages. If so,
(prior to any corrections, seal them. For checking the oil level, please open the
open de-pressurization 2. Close depressurization valve. depressurization valve and let the oil completely flow
valve and release hydraulic
pressure completely).
back into the tank. Open the oil filler cap and fill up
hydraulic oil according to IS0 VG 32, if neccessary.
If the problem cannot be solved, please contact MAN Do not overcharge the tank. Close the oil filler
B&W Diesel Holeby. cap.
08028-0D/H5250/94.08.12
The use of the pump in a dirty area requires a regular

oil change. Fill the pump with clean hydraulic oil and
lubricate all moving parts (hinges) regulary.
99.43 - ES0
Working Card
Maintenance of Hydraulic Tools 620-01.10
General

Shut-off fuel oil
Description:
Maintenance of hydraulic tools and pressure

testing of hoses. Hand tools:
Allen key, 6 mm.

Clean lub. oil.
Starting position:
Related procedure:

08028-0D/H5250/94.08.12

Man power:
62021 43 Hydraulic tool.
Working time : 1/2 Hour 62021 44 Hydraulic tool.
Capacity : 1 man 62021 29 Hydraulic tool.
62021 30 Hydraulic tool.
Data:

91.46 - ES0S
620-01.10 Maintenance of Hydraulic Tools Working Card
General
1) The hydraulic jacks require no maintenance

except replacement of defective sealing rings, each
of which consists of an o-ring and a back-up ring
fitted in ring grooves in the piston and cylinder.
The piston and cylinder are easily separated by

taking out the bleed screw and pressing the parts
apart with the help of working air.
Work.
air
Compression tool
Fig. 2.
Fit the sealing rings and lubricate with clean lub. oil.
Fig. 1. The piston and cylinder are pressed together by
means of the tool supplied. See that the rings do not
get stuck between the piston and cylinder.
Make sure that there are no marks or scratches on
the sliding surfaces of the parts. The presence of
metal particles will damage the sealing rings. Pressure Testing of Hoses.
2) The sealing rings are to be fitted with the o- To avoid working accidents caused by emission of
rings nearest to the pressure chamber and with the pressure oil from the hydraulic hoses, they should
back-up rings away from the pressure chamber. be pressure tested at 1200 bar once a year.
Note: During the pressure testing the hoses must be

covered carefully.
08028-0D/H5250/94.08.12
91.46 - ES0S
Working Card
Tightening with Torque Spanner 620-01.15
General

Shut-off fuel oil
Description:
Hand tools:
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time Plate no. Item no. Qty. /

Capacity
Data:

91.16 - ES0S
620-01.15 Tightening with Torque Spanner Working Card
General
1) Before the nuts are screwed on, the threads 7) For setting the spanner at the torque required,
and the contact faces should be grease with copaslip there is a ball on a small arm at the end of the handle.
or similar, the tightening torques being based on a
coefficient of fiction in the threads. 8) When pulling the ball with the arm outwards, a
small crank handle is formed.
2) The nuts should fit easily on the thread, and it
should be checked that they bear on the entire A spring-loaded slide in the handle provided with a
contact face. mark which, when turning the crank handle, can be
set at the required torque on the scale.
3) In the case of new nuts and studs, tighten and
loosen the nuts 2 or 3 times so that the thread may The torque spanner functions as follows:
assume its difinite shape, thus obviating the risk of
loose nuts. 9) The above-mentioned spring activates a pawl
system in the handle, and when using the spanner,
4) Nuts secured with a split pin are tightened to this pawl system will be released when the pre-set
the stated torque and then to the next split-pin hole. torque has been reached, at which moment a small
jerk is felt in the spanner and a small click is heard.
5) The following instructions apply to the use and
maintenance of torque spanner. 10) The torque spanner must not be used for
torque higher than those stamped on it, and it must
not be damaged by hammering on it or the like.
Torque Spanner.
6) The handle of the torque spanner is provided

with a scale indicating the torque at which the
spanner can be set.
Scale for torque moment Key for adjusting

of torque moment
Fig. 1. Torque spanner.

08028-0D/H5250/94.08.12
91.16 - ES0S
Working Card
Max Pressure Indicator S620-01.25
General

Shut-off cooling water 62005 10 Max pres. indicator
Shut-off fuel oil
Operation. Allen key, 3 and 6 mm.

Overhaul intervals. Copaslip or similar.
Dismantling, overhaul and assembly.
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Man power:
Working time : 1/2 hour
Capacity : 1 man See Plate 62005
Data:
Data for pressure and tolerance

Data for torque moment
Declaration of weight
94.12-ES0S
S620-01.25 Max. Pressure Indicator Working Card
General
Operation:
1) Open the indicator valve and blow

through shortly.
2) Connect the max pressure indicator

to the indicator valve and open the valve.
3) After 3-5 seconds read the max

pressure on the gauge.
Attention : The indicator valve has to be

open while reading the max pressure on
the gauge. The measuring period should
not exceed 30 seconds.
4) Close the indicator valve and open

the valve screw (5), fig 1.
5) Disconnect the max pressure

indicator and close the valve screw (5), fig
1.
Fig 1 pressure Indicator.
6) Measure the remaining cylinders by
following step 1 to 5.
3) After seperation of the upper and low
part, take off the non-return valve
Overhaul Intervals.
assembly.
1) Dismount and clean the non-return
4) Lap the valve and valve seat.
valve after 200 measuring periods. If the
pressure drop is more than 5 bar within 60
5) Renew the packing(6) and
seconds (test pressure 100 bar) it is
screws(3), if necessary.
recommended to relay the non-return
valve.
6) When mounting the upper and low
part, use only original screws.
2) Check the pressure gaugeafter 1.000
measuring periods or after 12 month use.
7) Coat the screws(3) with copaslip or
similar and tighten to 10Nm.
Attention : Use only exhaust gas or
nitrogen gas and never oil for testing the
8) After assembly the instrument can be
08031-0D/H5250/94.09.07
pressure drop and the pressure gauge. By

used without any new calibration.
using oil carbon will deposit inside the
measuring instrument.
Check of the Pressure Gauge:
Dismantling and Assembly:
10) Testing of the instrument should only
be made by skilled specialists, and it is
1) Dismount the valve screw(5), fig. 1.
recommended to send the instrument to
MAN B&W Diesel A/S, Holeby for
2) Loosen the screw(3) for separating
calibration.
upper and lower part.
94.12-ES0S

Instruction Manual For STX Man B&W 26/32

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Instruction Manual For STX Man B&W 26/32

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Instruction Book

MAN B&W Diesel Identification No. for Instruction Book.

Identification No for Description: 000.00

Identification No for Working Card: 000 - 00.00

Identification No for Plates: 00000 - 00 H

For ordering of spare parts, see page 600.50.

MAN Diesel A/S, STX Engine.Co., Ltd.

2. Engine No. - -, built by

3. Illustration plate number (complete with Ed. figures)

5. Quantity required (and description)

Main data for gensets ------------------------------------------------------------------------ 600.00

(Marine engines only)

It is important that all MAN B&W Diesel A/S engines

In accordance with Chapter I of the Code of Federal

Main Data for Engine Type L28/32H

Main Data for Alternator Make HYUNDAI

Main Data for Turbocharger Make ENPACO-MAN

Main Data for Governor Make WOODWARD

The book is a basic instruction manual for the

The first five sections (600-604) of the book serve as

The last section (620) comprises tools.

The engine is divided into a number of main compo-

Each of these sections starts with technical de-

In particular, welding or work which causes spread-

Fire The opening of cocks may cause discharge of hot

Feeling over Turning with air

Feel-over sequence Check and maintain

Engine Type Identification

MCR : Maximum continuous rating

Front End Flywheel end

Exhaust Side / Right Side

Control Side / Camshaft Side / Left Side

Temperature Alarm High

Specification of letter code for measuring devices

1 st letter Following letters

V Viscosity S Switching, Stop

Standard text for instruments

01 inlet to air cooler 05 outlet from alternator

Lubricating Oil System

20 inlet to cooler 25 prelubricating

Charging Air System

30 inlet to cooler 35 surplus air inlet

Fuel Oil System

Cooling Oil System

50 inlet to fuel valves 55

Exhaust Gas System

Compressed Air System

70 inlet to engine 75 micro switch for turning gear

80 85 micro switch for overload

91 Natural gas - inlet to engine 95 voltage

General 4. Related procedures - indicates other works,

Experience with the specific plant/crew is to be used

1. Safety regulations, which MUST be carried

3. Reference to work, which must be carried out,

Fig 1. Guidance instruction for working cards.

Time Between Overhaul

Readings of data for Engine and Generator, with refe-

Inlet and exhaust valve - Overhaul and regrinding of

Cylinder head cooling water space - Inspection ............. n 605-01.45

Piston, Connecting Rod and Cylinder Liner:

Inspection of piston ........................................................ n 606-01.10

Piston pin and bush for connecting rod - Check of

Connecting rod - Retightening ........................................ 200 n 606-01.25