L27/38

Preface
What does this book contain?
This instruction manual provides general Reliable and safe operation of the engine is
guidance regarding operation and main- dependent on correct operation and main-
tenance of the engine. It is also to be used tenance. It is therefore important that the en-
as reference when ordering spare parts. gine personnel is fully acquainted with the
The manual is divided into a number of contents of this book.
chapters that correspond to the main com- The equipment is delivered including a war-
ponents/units in the engine. The number of ranty clause which has been contractually
each chapter is determined by our PSP– agreed upon.
system (product specification system) and It is, of course, a precondition for the validity
is the foundation stone of our EDP–system. of such a warranty that the equipment is op-
Each chapter consists of four main erated in accordance with agreed require-
elements: ments and recommendations.
S Descriptions (explanatory text con- Spare parts must be original spare parts
cerning design features, functionality purchased directly from MAN B&W Diesel,
and operation) Alpha Diesel or from one of MAN B&W Die-
2000–06–01

S Work cards (specifications on how to sel’s authorized workshops or agents.

perform different maintenance jobs)
S Data sheets (oil list, tightening
torques etc.)
S Spare part plates (spare part illustra-
tions and additional lists)

Release Preface I
L27/38

How do I order spare parts?

Spare part plates consist of a drawing of the When ordering spare parts (or reference is
spare part and an accompanying list of the made in correspondence), you must specify
items shown on the drawing. the following data:
The drawing may not be completely ident- 1. Name of vessel (eg M/S WANNSEE)
ical to your plant and may also show some 2. Type of engine (eg 6L27/38)
items that are not included in your plant. The
additional list of items, however, is always in 3. Engine no or product identification no
accordance with your specific plant. (eg 17019 or 1000 6769)
Note that some items on the spare part 4. Spare part plate no (incl edition no – eg
drawings may only be delivered as part of a 1 1010–01
kit or as a complete, assembled component. 5. Item no (eg 7)
This, however, is generally stated on the
drawing. 6. Description of part and quantity re-
quired (eg 2 gaskets)
These data are used in order to ensure cor-
rect supply of spare parts for the individual
propulsion plants.

2000–06–01
Item no

2
0
3

4 Plate no A BBCC–DD
A: A = 1 for engine
BBCC: BB = chapter (main function)
CC = subfunction
Description A BBCC–DD
DD: version

II Release Preface
 L27/38

00. Data
Description
Main data for L27/38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00–3
General safety precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00–4
Capacities at MCR – MDO operation . . . . . . . . . . . . . . . . . . . . . page 00–6
Maintenance program L27/38 – MDO operation
Major overhaul/inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00–7
Maintenance program L27/38 – MDO operation
Duties during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00–9
Operating data and set points . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 00–11

Data sheet
Shop test report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . engine no 27 090
Crankshaft deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . product no 7113
Crankshaft deflection (blank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 02 07 13–1
2005–08–02

Inspection sheet – gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . s no 5712

List of lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 74 23–0
Quality requirements for engine cooling water . . . . . . . . . . . . . . drawing 6680 3.3.7–01 E
Quality requirements for MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing D365600E–1.21
Viscosity temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing D365600E–1.25
Values for thread tightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 95 81–0
Settings and limit values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 77 49–0
Weights of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 92 69–5

Release TOC_1 00 page 00–1

L27/38

2005–08–02

page 00–2 Release TOC_1 00

 L27/38

Main data for L27/38

The main particulars are carefully selected Fig 00.1
in order to reach the optimal compromise
between low operational costs and reliabil-
ity, – and fulfilling future legal emission limit
values.
Cylinder numbers 6–7–8–9
Power range 2040–3060 kW
Engine speed 800 rpm
Bore 270 mm
Stroke 380 mm
Stroke/bore ratio 1.4 : 1
Swept volume/cylinder 21.8 l
Bmep 23.5 bar
Mean piston speed 10.1 m/s
Compression ratio 16.5 : 1
2005–06–06

Max combustion press. 195 bar

Turbocharger principle Constant
pressure
Fuel quality according to MGO, MDO
& HFO up to
700 cSt/50°C

Ignition sequences
Clockwise rotating engines (seen from aft
end):
6 cyl: 1–2–4–6–5–3
7 cyl: 1–2–4–6–7–5–3
8 cyl: 1–2–4–6–8–7–5–3
9: cyl: 1–2–4–6–8–9–7–5–3
Counter clockwise rotating engines (seen
from aft end): Cross section of engine
6 cyl: 1–3–5–6–4–2
7 cyl: 1–3–5–7–6–4–2
8 cyl: 1–3–5–7–8–6–4–2
9 cyl: 1–3–5–7–9–8–6–4–2

Release 1 00A1-01 page 00–3

L27/38

General safety precautions

Proper maintenance, which is the aim of this No major objects must be left unfastened,
book, constitutes the crucial point in obtain- and the floor and passages should be kept
ing optimum safety in the engine room. The clear.
general measures mentioned here should
be a natural routine to the entire engine
room staff.
Spares
Large spare parts should as far as possible
be placed well strapped near the area of ap-
Cleanliness plication and accessible by crane. The
The engine room should be kept clean spare parts should be well preserved
above and below the floor plates. If grit or against corrosion and protected against
sand may blow into the engine room when mechanical damage. The stock should be
the ship is in port, the ventilation should be checked at intervals and replenished in
stopped and ventilating ducts, skylights, and time.
doors in the engine room should be closed.
In particular, welding or work which causes Light
spreading of grit and chips must be avoided
Ample working light should be permanently
near the engine unless this is closed or cov-
installed at appropriate places in the engine
ered, and the turbocharger air intake filters

2000–11–01
room, and portable low voltage working
are covered.
light, in explosion–proof fittings, should be
The exterior of the engine should be kept obtainable everywhere.
clean and the paintwork maintained so that
leakages can be easily detected.
Freezing
Fire If there is a risk of damage due to freezing
when the plant is out of service, engines,
If the crankcase is opened before the engine pumps, coolers, and pipe systems should
is cold, welding and the use of naked light be emptied of cooling water.
will involve a risk of explosions and fire. The
same applies to inspection of oil tanks and
the space below the floor. Attention is fur-
Warning
thermore drawn to the danger of fire when
using paint and solvents with a low flash The opening of cocks may cause discharge
point. Porous insulating material drenched of hot liquids or gasses. The dismantling of
with oil from leakages is highly inflammable parts may cause springs to be released. The
and should be renewed. See also: “Ignition removal of fuel valves (or other valves in the
in crankcase” page 06–38. cylinder head) may cause oil to run down to
the piston crown; if the piston is hot, an ex-
plosion may then blow out the valve. When
Other testing fuel valves with the hand pump, do
Hand tools should be placed easily access- not touch the spray holes, as the jet may
ible on tool boards. Special tools should be pierce the skin. Think out beforehand which
fastened to tool panels (if supplied) in the way the liquids, gases or flames will move,
engine room close to the area of application. and keep clear.

page 00–4 Release 1 00B1-01

 L27/38

Entering the crankcase or cylinder Slow turning

Check beforehand that the starting air sup- After prolonged out–of–service periods or
ply to the engine is shut off, and that the tur- overhaul work which may involve a risk of
ning gear is engaged. Make sure that the accumulation of liquid in the combustion
propeller is disengaged or that the propeller spaces, “Slow turning” should always be ef-
shaft is mechanically locked. fected, through at least two complete revol-
utions.
Turning gear
Before engaging the turning gear, check that Hydraulic tools
the starting air supply is shut off, that the Safety goggles and gloves must be worn
indicator valves are open, and subsequently when using hydraulic tools. If skin is dam-
that the “Turning gear in” indication is on. aged by oil jets seek treatment immediately.

Feeling–over Grinding tools

When repairs or alterations have been Safety goggles and gloves must be worn
made to the running gear, apply the “Feel– when using grinding tools. Prevent grinding
over sequence” until satisfied that there is particles from entering the engine. After-
no undue heating, oil mist formation, blow– wards clean all parts carefully.
2000–11–01

by, or failure of cooling water or lubricating

oil systems.
Check and maintain
Engine performance, lubricating and cool-
Feel–over sequence ing water condition.
Feel–over after 5, 15 and 30 minutes’ idle Measuring equipment.
running and finally when the engine is run-
ning at full load. See also “Starting–up se-
quence” on page 02–20.

Release 1 00B1-01 page 00–5

L27/38

Capacities at MCR – MDO operation

Engine type 6L 7L 8L 9L
MCR (Max continuous rating) kW 2040 2380 2720 3060
Fuel oil system
Fuel oil consumption MDO incl built–on pumps I/h 475 555 635 715
Pump capacity Built–on primary pump m3/h 2.3 2.3 2.3 2.3
Stand–by pump, min m3/h 2.2 2.2 2.8 2.8
Lubricating oil system
Pump capacity Built–on pump m3/h 80 80 115 115
Stand–by pump m3/h 60 60 75 75
Heat dissipation Lub oil cooler (built–on) kW 285 335 380 430
Lub oil volume in oil pan Min m3 1.4 1.6 1.8 1.9
Max m3 1.6 1.8 2.0 2.2
LT cooling water system
Pump capacity Built–on pump m3/h 62 62 62 62
Stand–by pump m3/h 62 62 62 62
Heat dissipation Charge air cooler /LT stage kW 200 230 265 295
Water in engine m3 0.15 0.15 0.15 0.15
Expansion tank m3 0.1 0.1 0.1 0.1
HT cooling water system
Pump capacity Built–on pump m3/h 62 62 62 62

2000–06–01
Stand–by pump m3/h 62 62 62 62
Heat dissipation Charge air cooler /HT stage kW 430 500 575 645
Jacket water kW 315 370 425 475
Water in engine m3 0.175 0.2 0.225 0.25
Expansion tank m3 0.1 0.1 0.1 0.1
Starting air system
Air consumption Per start Nm3 1.7 1.7 1.9 1.9
Starting air receivers Receiver 1 I 500 500 500 500
Receiver 2 I 250 250 500 500
Starting air compressors Total capacity m3/h 22.5 22.5 30 30
Charging air system
Turbocharger type MAN B&W NR24/S NR24/S NR26/R NR29/S
Air consumption ISO ambient conditions kg/h 14800 17300 19700 22200
Charge air cooler MBD 58/58 m2 58/58 58/58 58/58 58/58
Exhaust gas system
Exhaust gas quantity ISO ambient conditions kg/h 15200 17700 20300 22800
Exhaust pipe dimensions Du × t mm 500 × 3 550 × 3 600 × 3 600 × 3
2047392–8.4

Radiated heat kW 65 76 87 98

Engine weight (dry) Approx ton 31.0 34.0 37.0 40.5

page 00–6 Release 1 00C1-01

 L27/38

Maintenance program L27/38 – MDO operation

Major overhaul/inspection
Time between

hauled
overhauls

Check new/ overhau

parts after – hourss

Observations
Description Check the condition Chapter

Monthly
Weekly
Overhaul to be carried out

12000
18000
24000
2000
6000

Daily
200
Engine frame and foundation
Foundation bolts – retightening, see Tightening specification
10
2049581–0 200
Safety cover – function test 10
Crankshaft and main bearing
Inspection of main bearing (two by two) 12
Inspection of guide bearing 12
Recording of crankshaft deflection 12
2000–11–01

Main and guide bearing cap – retightening 200 12

06–01

Vibration damper – check sleeve springs 12

Counterweights – retightening, see Tightening specification
12
2049581–0 200
Camshafts and camshaft drive
Camshafts – inspect gear wheels, screws, connections etc 200 14
Camshaft bearings – check of clearance 14
Camshaft adjustment – check of cam followers 14
Cylinder unit
Dismountingassembly of cylinder unit (if space available
16
above engine)
Inspection of piston 16
Piston rings and scraper rings to be replaced 16
Inspection of connecting rod bearing shells 16
Connecting rod – retightening 200 16
Cylinder liner – borescope inspection 16
Cylinder liner – cleaning, honing and measuring 16
Inlet valves, exhaust valves, valve guides and valve rotators 16
Safety valve – check and adjustment of opening pressure 16
Indicator valve 16

Release 1 00D1-01 page 00–7

L27/38

Time between

Check new/ overhauled

overhauls

parts after – hours

Observations
Description Check the condition Chapter

Monthly
Weekly
Overhaul to be carried out

12000
18000
24000
2000
6000

Daily
200
Cylinder head nut – retightening 200 16
Turbocharger
Charging air cooler – cleaning and inspection 18
Retightening all screws and connections 200 18
For turbocharger, refer to special manual 18
Fuel oil system and injection equipment
Fuel oil injection pumps – check of condition 20
Fuel injection pump – retightening 200 20
Fuel injection valves 20
Starting air system

2000–11–01
Air starter – inspection and overhauldismantling and inspec- 26

06–01
tion
Lubricating oil system
Lubricating oil pump – engine driven 28
Lubricating oil cooler 28
Lubricating oil filter 28
Thermostatic valves 28
Cooling water system
Cooling water pumps – engine driven (LT/HT water) 30
Thermostatic valves 30
Local monitoring, control and safety systems
Function test of monitoring, control and safety sensors 84

See Maintenance programme during operation, page 00–9.

page 00–8 Release 1 00D1-01

 L27/38

Maintenance program L27/38 – MDO operation

Duties during operation
Time between

hauled
overhauls

Check new/ overhau

parts after – hourss

Observations
Description Check the condition Chapter

Monthly
Weekly
Overhaul to be carried out

12000
18000
24000
2000
6000

Daily
200
General operation of engine
Record engine performance data with reference to Shop Test
00
Report
Draining of water condensate constantly 02
Check for leakages 10
Engine frame and foundation
Flexible mounting – check rubber mountings 10
2000–11–01

Cylinder unit
Inlet and exhaust valves – check and adjustment of valve
16
clearance 200
Lubricating of operating gear – check 16
Check rotation of valve rotators at idle speed 16
Turbocharger
Cleaning of air filter – compressor side 18
Water washing of compressor side 18
Exhaust system – compensators 18
Retightening of all screws and connections 200 18
By–pass valve and wastegate – check function 18
Fuel oil system and injection equipment
Fuel oil system – check the system 20
Fuel oil filter – replace filter cartridge 20
Fuel injection valves 20
Fuel oil injection pumps – check free movement of speed con-
20
trol system

Release 1 00E1-01 page 00–9

L27/38

Time between

Check new/ overhauled

overhauls

parts after – hours

Observations
Description Check the condition Chapter

Monthly
Weekly
Overhaul to be carried out

12000
18000
24000
2000
6000

Daily
200
Starting air system
Function test – main and emergency starting valve 26
Air filter, draining of bowl 26
Starting air system – drain air receivers and pipes 26

Lubricating oil system

Lubricating oil filter – check function 28
Lubricating oil – oil samples 28
Cooling water system
Cooling water system – water samples 30
Cooling water system – check the system 30

2000–11–01
Local monitoring, control and safety systems
Function test of emergency stop 82
Governor – check oil level, see governor instruction book 24

See Maintenance programme major overhaul/inspection, page 00–7.

page 00–10 Release 1 00E1-01

 L27/38

Operating data and set points

Normal Alarm set points Reduced
Shut down
values at load of
Low High of engine
MCR engine
Lubricating oil system
Temp. after cooler (inlet engine) 68–73°C 80°C 85°C
Pressure after filter (inlet engine) 4.0–4.8 bar 3.0 bar 1.8 bar
Pressure before filter 4.2–5.0 bar
Pressure drop across filter 0.1–0.3 bar 1.0 bar
Pressure inlet turbocharger 1.4–1.8 bar 0.9 bar
Lub oil level Low level
Temperature main bearing 80–95°C 100°C 105°C
Fuel oil system
Pressure after filter MDO 2.0–3.0 bar 1 bar
Pressure after filter HFO 4–10 bar 3 bar
High leak-
Leaking oil
age level
Temperature inlet engine MDO 20–40°C
2000–06–01

Temperature inlet engine HFO 80–140°C

Fuel oil viscosity HFO 11–13 cSt 10 cSt 14 cst
Cooling water system
Press. LT system, inlet engine 2.0–3.0 bar 0.4 + static
Static
Press. HT system, inlet engine 2.0–3.0 bar 0.4 + static
pressure
Temp. HT system, outlet engine 75–85°C 92°C 92°C 97°C
Temp. HT system, inlet engine 65–70°C
Temp. LT system, inlet engine 25–40°C
Temp. LT system, outlet engine 35–45°C
Exhaust gas and charge air
Exh. gas temp. before TC 480–530°C 570°C
Average Average Average
Exh. gas temp. outlet cyl. 370–450°C
-50°C + 50°C ± 50°C
Exh. gas temp. after TC 300–350°C 450°C
Ch. air press. after cooler 2.9–3.1 bar
Ch. air temp. after cooler 40–55°C 25°C 65°C
Starting air system
Press. inlet engine 30 bar 15 bar
Speed control system
Engine speed 800 920
30 000 or
Turbocharger speed
35 000
Safety control air pressure 8 bar 6 bar

Release 1 00F1-01 page 00–11

L27/38

2000–06–01

page 00–12 Release 1 00F1-01

 L27/38

02. Operation of engine

Description
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 02–15
Checks during out–of–service periods . . . . . . . . . . . . . . . . . . . . page 02–18
Starting–up after repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 02–20
Engine performance and condition . . . . . . . . . . . . . . . . . . . . . . . page 02–22
Condensate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 02–25
Borescope inspection of cylinder liner . . . . . . . . . . . . . . . . . . . . . page 02–27

Work card
02 101–01 Recording of engine performance data . . . . . . . . page 02–29
2005–08–02

Release TOC_1 02 page 02–13

L27/38

2005–08–02

page 02–14 Release TOC_1 02

 L27/38

Operation
Preparations for starting Fig 02.1
The following describes what to do before
starting when the engine has been out of
service for a period of some hours.

Cooling water system

1 2410–01 L27/38
Open for the cooling water supply to the en- Check
gine. Start sea water pump(s) for central oil level
cooler.

Warning
To avoid shock effects owing to large tem-
perature fluctuations just after start, it is re-
quired:
1. To preheat the engine.
The HT cooling water must be pre-
2001–03–21

heated to:
0–06–01

HFO operation 60–70°C

Governor
MDO operation Min 40°C
2. If for some reason starting without pre-
heated cooling water, the engine may Fuel oil system
only be started on MDO.
1. Open the fuel oil supply.
Starting on HFO:
Lubricating oil system Circulate preheated fuel through the
pumps until correct working tempera-
1. Check the oil level in the oil pan. tures have been achieved.
2. Check the oil level in the governor, see 2. Regulating gear – please check:
fig 02.1.
S that all fuel injection pumps are set at
3. Start up the stand–by pump. index “0” when the regulating shaft is in
The engine must be prelubricated STOP position.
for at least 3 minutes prior to start–
up. S that each fuel injection pump can be
pressed by hand to full index when the
4. Check prelubricating oil pressure at regulating shaft are in STOP position,
inlet to engine and to inlet turbo- and that the pumps return automati-
charger on the operator panel. cally to the “0” index when the hand is
removed.

Release 1 02A1-01 page 02–15

L27/38

Starting air system and at the same time keeping fuel

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

2001–03–21
0–06–01
Fig 02.2
% rpm

Cylinder 1 O
C 2 O
C 3 C O 4 O
C 5 O
C 6 O
C 7 O
C 8 O
C 9 O
C bar O
C O
C
560 560 560 560 560 560 560 560 560 560 WASTE BY– 560
530 530 530 530 530 530 530 530 530 530 GATE PASS 530
500 500 500 500 500 500 500 500 500 500 500
470 470 470 470 470 470 470 470 470 470 OPEN OPEN 470
440 440 440 440 440 440 440 440 440 440 440
410 410 410 410 410 410 410 410 410 410 WASTE BY– 410
380 380 380 380 380 380 380 380 380 380 380
350 350 350 350 350 350 350 350 350 350 GATE PASS 350
320 320 320 320 320 320 320 320 320 320 320
290 290 290 290 290 290 290 290 290 290 290
O
bar bar C 260 260 260 260 260 260 260 260 260 260 260
230 230 230 230 230 230 230 230 230 230 TC Speed 230
200 200 200 200 200 200 200 200 200 200 200
Exhaust Gas Temperature TC Lub. Oil TC Temp. TC Temp.
Press. In rpm Out

O O O O O O
bar C bar C C bar C C bar C
6.0 6.0 4.0
5.5 5.5 3.5
5.0 5.0
4.5 4.5 3.0
4.0 4.0 2.5
3.5 3.5
Press. Press. Temp. 3.0 3.0 2.0
before after 2.5 2.5
Filter Filter 2.0 2.0 1.5
1.5 1.5 1.0
Lubricating Oil 1.0 1.0 0.5
0.5 0.5
0 0 0
Press. Temp. Press. Temp. Temp. Press. Temp. Temp. Press. Temp.
In Out In Out Charge Air
Fuel Oil
HT Cooling Water LT Cooling Water
bar % rpm %
Safety 40
SHUT DOWN Active 35
SHUT DOWN Cancelled 30
25
CANCEL RESET 20
Panel / Lamp
SHUT SHUT Test 15
DOWN DOWN
10
CONTROL POSITION 5
Emergency Stop RUN 0
Overspeed, Engine STOP START LOCAL REMOTE
Engine Lub. Oil Press. Low Start Speed Fuel
Air Press. Index
HT Cooling Water Temp. High
HT Cooling Water Press. Low Start Blocking
Gear Lub. Oil Press. Low Turning Gear
Oil Mist in Crank Case Prop. Pitch not Zero

Propeller Locked
rpm

Operator panel

page 02–16 Release 1 02A1-01

 L27/38

Testing during running exhaust temperatures, see the shop

test report and sea trial records.
Check the following on the operator panel
according to shop test report and sea trial re- 6. Keep the charging air pressure and
cords. temperature under control. For normal
values, see the test report from shop
1. Check the lubricating oil pressure and
and sea trial records.
that the stand–by pump has stopped.
7. Recharge the starting air receivers to
2. Check the cooling water pressure.
30 bar. The air starter operates with a
3. Check the fuel oil feed pressure. pressure of 7–8 bar.
4. Check that the turbocharger is run- 8. To ensure full operational reliability, the
ning. condition of the engine should be con-
5. Check that all cylinders are firing, see tinuously observed so that order to
exhaust gas temperatures. preventive maintenance work can be
carried out before serious breakdowns
6. Check that all shut–downs are con- occur.
nected and function satisfactorily.
7. Check that all alarms are connected. Stopping
Before stopping, it is recommended to
run the engine at idle speed for 10–15
Operation
2001–03–21

minutes.
0–06–01

The engine should not be loaded more than

1. The engine is stopped by turning the
50% just after start. The increase to 100%
button on the operator panel.
should take place gradually over 15 to 20
minutes. 2. Check that the lub oil stand–by pump
is started automatically and runs for 5
When the engine is running, the following
minutes.
should be checked:
1. The lubricating oil pressure must be
within the stated limits and may not fall Starting and stopping on HFO
below the stated minimum pressure. Starting and stopping of the engine should
2. The lubricating oil temperature must take place on HFO in order to prevent any in-
be kept within the stated limits indi- compatibility problems on changeover to
cated on the data and set points sheet, MDO.
see page 00–11. MDO should only be used in connection with
3. The fuel oil pressure must be kept at maintenance work on the engine or before
the stated value. a longer period of engine standstill.

4. The cylinder cooling water tempera- Before starting on HFO the engine must be
ture must be kept within the limits indi- properly preheated as described in “Prep-
cated on the data and set points sheet. arations for starting” and as described
See also shop test report and sea trial below.
records. Stopping the engine on HFO is no problem,
5. The exhaust gases should be free of but it should be ensured that preheated fuel
visible smoke at all loads. For normal is continuously circulated by means of the
booster pump.

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Checks during out–of–service periods

This section describes how to check the 3. Oil sump, crank pin bearings and
condition of the engine while it is stopped. main bearings
The responsible chief engineer should al- Check the bottom of the oil sump for
ways be well–informed regarding the oper- fragments of bearing metal and simi-
ational condition of the engine; the results of lar, which could indicate incipient dam-
the inspections must therefore be recorded. age.

The work can be adapted to the sailing 4. Automatic lub oil filter
schedule of the ship so that it is carried out Check that the automatic filter is oper-
at suitable intervals, eg as suggested in the ating under oil pressure. (Rotating of
Maintenance Programme, see chapter 00. the filter shaft can be observed at the
The intervals stated are normal for well– end cover of the filter.)
maintained machinery. If a period of oper- 5. Inspection of cylinder liner
ational irregularities occurs or the oper- Check the cylinder liner running sur-
ational condition is unknown due to repairs face from the crankcase or by bore-
or changes, the relevant inspections should scope through the hole for the fuel
be repeated more frequently until normal valve.
operation has been restored. 6. Crankshaft
The checks are listed in the following order: Carry out deflection measuring of the

2000–06–01
1–8 to be carried out before overhaul crankshaft. See Settings and limit va-
9–14 during the overhaul lues 2047749–0.
15–18 after the overhaul 7. Oil samples
1. Recordings A lub oil sample is to be sent to a lab-
Make a complete set of recordings of oratory for immediate analysis.
the engine performance data at MCR 8. Turbocharger
load. If the recordings show that the charg-
2. Check lub oil flow ing air conditions have changed rad-
Start the stand–by lub oil pump, re- ically, cleaning or other action should
move the crankcase covers and check be effected. See separate instruction
that the oil flows freely from all bear- manual for turbocharger.
ings. Also take off the valve covers on 9. Nuts and bolts
the cylinder heads and make sure that Tighten all nuts and bolts in the crank-
oil is supplied for lubrication of the case, see Tightening specification
rocker arms. 2049581–0. Also retighten foundation
bolts and check the chocks.
Warning 10. Camshaft gear train
In case of longer runs (more than 5 minutes) Check the various gear wheels.
with the stand–by lub oil pump, the lub oil 11. Pneumatic valves
connection to the turbocharger should be Drain starting air pipes for condensate
blocked. – Do not forget to restore this con- water. Check solenoid valve for over-
nection prior to operation. speedstop, charge air by–pass valve
and waste gate.

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12. Lub oil sump After cleaning and starting up, keep a
Empty the oil sump and remove close watch on the pressure drop.
sludge. Clean the sump very thor- 16. Turning
oughly and inspect for foreign bodies, After normal lub oil circulation has
pieces of bearing metal, etc. been restored, turn the engine at least
13. Automatic lub oil filter 2 revolutions by means of the turning
Remove the complete filter unit from device to control the movability of the
the housing. engine’s parts.
Dismantle the end cover and candle 17. Speed control system
unit. The filter candles are inspected Lubricate bearings and rod connec-
for possible damages. tions. Disconnect the governor and
Replace if necessary. move the rod connections by hand to
14. Lub oil cooler check that friction in the bearings and
If the performance records indicate in- fuel injection pumps is sufficiently low.
creased lub oil temperature or pres- Checks which should be made just be-
sure drop, the oil cooler should be dis- fore starting the engine are mentioned
mantled and cleaned. under “Operation”, see page 02–15.
15. Lub oil cleaning 18. Cooling water system
Opening up the engine or the lub oil Add cooling water, keep the system
system may have caused ingress of under pressure and check for leak-
2000–06–01

impurities and a thorough cleaning ages at cylinder liner and cylinder head
should be carried out before starting sealings and at the cooling water
the engine. joints.
By means of the stand–by pump and Do not forget to add cooling water
the purifier the lub oil should be circu- treatment additives.
lated until the impurities are removed.

Release 1 02B1-01 page 02–19

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Starting–up after repair

General
The following checks are to be made im- Note
mediately after starting and during load in- The overspeed setting should be according
crease. to “Operating data and set points”,
page 00–11.
It is assumed that the plant has been out of
service for some time, for instance due to
To be checked during starting–up, but
overhaul, and that the “check during out–of–
only if required after repairs or alter-
service periods” (see page 02–18) has
ations
been carried out as described.
1. If the condition of the machinery is not
Starting–up after such an out–of–service
well–known, especially after repairs or
period is normally carried out as a test run
alterations, the “feel–over sequence”
(quay trial). Prior to the trial run it must be as-
should always be followed, ie:
certained that:
After 5,15 and 30 minutes’ idle run-
1. The port authorities allow quay trials ning, open the crankcase and the cam-
2. The moorings are adequate shaft housing and perform feel–over
on the surfaces of all moving parts
3. The wheel house is manned during where friction may arise and cause

2000–06–01
quay trials undue heating.
Whether a quay trial is carried out or not, in
addition to normal supervising and record- Feel: main bearings, con–rod bear-
ing, the following checks must be made in ings, camshaft bearings and cylinder
the order stated. liners.

To be checked immediately after starting After the last feel–over, check lub oil
1. Check that the turbocharger is run- flow from bearings, see also “Ignition in
ning. crankcase” on page 06–38.

2. Check that the lubricating oil pressure 2. After repair or renewal of cylinder
is in order and that the automatic lub oil liners, piston rings or bearings, allow-
filter is operating. ance must be made for a running–in
period, ie the engine load should be in-
3. Check that all cylinders are firing (see creased gradually as indicated in the
exhaust temperatures). table below. The engine output is de-
4. Check that everything is normal for en- termined on the basis of the fuel pump
gine speed, fuel oil, cooling water and index and engine speed. The turbo-
system oil. charger speed and charge air pres-
sure give some indication of the engine
5. Check by simulation of the overspeed output.
shutdown device that the engine
stops.

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Running–in sequence

After the running–in sequence, make sure

Fuel
Load Time Load Engine that all fuel pumps are set at the same index
pump
step [hours] [%] [rpm] and that the governor can move all fuel
index
pumps to “zero” index.
1 0.5 0 500 14.0
2 0.5 10 535 16.0
3 0.5 20 610 19.0
4 0.5 30 670 22.0
5 0.5 40 735 25.0
6 1.0 50 800 27.0
7 1.0 60 800 30.0
8 1.0 70 800 33.0
9 1.0 80 800 36.0
10 1.0 90 800 39.0
2000–06–01

11 1.0 100 800 41.0

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Engine performance and condition

Performance data and engine Evaluation of performance data
condition Air cooler
During operation, small changes in the en- Fouling of the air side of the air cooler will
gine condition take place continuously as a manifest itself as an increasing pressure
result of combustion, including fouling of air- drop, lower charge air pressure and an in-
ways and gasways, formation of deposits, creased exhaust/charge air temperature
wear, corrosion, etc. If continuously re- level (with consequential influence on the
corded, these changes in the condition can overhaul intervals for the exhaust valves).
give valuable information about the oper-
ation and maintenance condition of the en- An increase in charge air temperature in-
gine. Continuous observation can contrib- volves a corresponding increase in the ex-
ute to forming a precise and valuable basis haust gas temperature level by a ratio of
for evaluation of the optimum operation and about 1:1.5, ie 1°C higher charge air tem-
maintenance programmes for the individual perature gives about 1.5°C higher exhaust
plant. gas temperature.
Reduction of the charge air pressure results
in a reduction of the compression pressure
Engine performance data
and max combustion pressure. When

2000–06–01
If abnormal or incomprehensible deviations checking the max pressure adjustment of
in operation are recorded, expert assistance the engine, it is therefore to be ensured that
in the evaluation thereof should be obtained. the existing charge air pressure is correct.
We recommend weekly records of the per-
Fuel injection and load setting
formance data of the engine plant. During
recording (Inspection sheet 2020734–6 is The amount of fuel injected is equivalent to
used) the observations are to be compared the supplied energy and is thus an express-
continuously in order to ascertain alterations ion of the load and mean effective pressure
at an early stage and before these exert any of the engine. The fuel pump index can
appreciable influence on the operation of therefore be assumed to be proportional to
the plant. the mean pressure.
As a reference condition for the perform- The specific fuel consumption, SFOC,
ance data, the shop test report for the en- (measured by weight) will, on the whole, re-
gine or possibly the measurements taken main unchanged whether the engine is op-
during the sea trial from the delivery of the erating on HFO or on MDO, when consider-
ship can be used. If considerable deviations ing the difference in calorimetric heat value.
from the normal conditions are observed, it However, when operating on HFO, the com-
will be possible, in a majority of cases, to bination of density and calorific value may
diagnose the cause of such deviations by result in a change of up to 6% in the volumet-
means of a total evaluation and a set of ric consumption at a given load.
measurements, after which possible adjust- As the engine is tested with MDO, changing
ment/overhauls can be decided on and to HFO will normally result in higher loading
planned. – at the same fuel pump index.

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To avoid overloading of the engine the Fuel valves

charge air pressure and turbine speed re- Assuming that the fuel oil is purified and fil-
corded at the shop test should not be ex- tered effectively and that the engine is well–
ceeded. maintained, the operational conditions for
At the PCS panel in the engine control room the fuel valves and the overhaul intervals will
it is possible to reduce the load by adjusting not normally be altered essentially when op-
the setting for maximum MCR load limit. erating on HFO.
Abrasive particles in the fuel oil result in Abrasive particles in the fuel oil involve
wear of fuel injection pumps and fuel valve heavier wear of the fuel valve needle, seat,
nozzles. Effective treatment of the fuel oil in and fuel nozzle holes. Therefore, abrasive
the purifier can keep the content of abrasive particles are to the greatest possible extent
particles to a minimum. Worn fuel injection to be removed at the purification.
pumps will result in loss of power.
Exhaust valves
When evaluating performance data a dis-
tinction is to be made between changes The overhaul interval for exhaust valves is
which affect the whole engine (all cylinder one of the key parameters when the reliabil-
units) and changes which occur in only one ity of the entire engine is to be judged. The
or a few cylinders. performance of the exhaust valves is there-
fore extremely informative.
Deviations occuring for one or a few cylin-
2000–06–01

ders are, as a rule, caused by malfunction- The exhaust valve temperature depends on
ing of individual components, for example a the actual maintenance condition and the
faulty fuel valve, a burned exhaust valve, load of the engine. With correct mainten-
etc. ance, the valve temperature is kept at a sat-
isfactory, low level at all loads. The air supply
Turbocharger to the engine (turbocharger/air cooler) is a
Service experience has shown that the tur- key parameter in this connection.
bine side is exposed to increased fouling It is important for the functioning of the
when operating on HFO. valves that the valve seats are overhauled
Deposits occur especially on the guide correctly in accordance with our instruc-
vanes of the nozzle ring and on the rotor tions.
blades. In the long run, fouling will reduce The use of rotocaps ensures a uniform dis-
the efficiency of the turbocharger and there- tribution of temperature of the valves.
by also the quantity of air supplied for the
combustion of the engine. A reduced quan- Inlet valves
tity of air will result in higher wall tempera- The operational conditions of the air inlet
tures in the combustion spaces of the en- valves are not altered substantially when
gine. using residual fuel. The rotation of the
Detailed information and instructions re- valves will reduce valve seat wear.
garding water washing of the turbocharger
are given in chapter 18 as well as in the
turbocharger manual.

Release 1 02D1-01 page 02–23

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Engine room ventilation, exhaust system boilers in operation. Sub–pressure in the en-
Good ventilation of the engine room and gine room will involve an increased exhaust
suitable location of the fresh air intake on the temperature level.
deck is important. Sea water in the intake air The exhaust back pressure measured after
may cause a corrosive attack and influence the turbochargers at full load must not ex-
the overhaul intervals for the exhaust ceed 250–300 mm water column. An in-
valves. crease in the exhaust back pressure will
The fresh air supply (ventilation) to the en- also cause an increased exhaust valve tem-
gine room should be minimum 1.5 times the perature level and increased fuel consump-
air consumption of the engines and possible tion.

Fig 02.3

Pressure drop
increasing:
Air filters fouled

Pressure drop
increasing:

2000–06–01
Air side of cooler
fouled.
All cylinders
Exhaust temp. increasing: Temp difference
Air system fouled too large:
(Air filter–blower–cooler). Water flow too small.
Exhaust system fouled
(nozzle ring, turbine wheel).

Decreasing charge air

One cylinder pressure:
Exhaust temp increasing: Decreasing air amount.
Fuel valve needs overhaul. Fouled turbocharger,
Compression too low owing air filter or charge
to leakage of exhaust valve air cooler (air side).
or piston ring blow–by.
MBDH–502.02

Evaluating performance data

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Condensate
General Example
Air always holds a certain amount of water. Diesel engine 2300 kW
When the air is saturated with aqueous va- Ambient air condition:
pour, the humidity is said to be 100% and air temperature 35 °C
there is as much water in the air as it can ab- relative air humidity 90 %
sorb without condensing.
Charge air temperature 50 °C
The amount of water in kg/kg air can be
Charge air pressure 2.6 bar
found from the diagram. The ability to ab-
sorb water depends on the pressure and As a guidance, an air consumption of 7.25
temperature of the air. kg/kWh (Le) at full load can be used for
L27/38.
Amount of condensate in charge Solution according to diagram fig 02.4:
air receiver Water content of air (I) 0.033 kg/kg
Both higher pressure and lower tempera- Max water content of air (II) 0.021 kg/kg
ture reduce the ability to absorb water. A Amount of condensate in charge air re-
turbocharged diesel engine takes air from ceiver:
the outside, compresses and cools it. = (I–II) x Le x P
2000–06–01

Then the air can normally not absorb the = (0.033 – 0.021) x 7.25 x 2300 = 205 kg/h
same amount of water as before.
Condensation of water in the engine’s Draining of condensate
charge air receiver is consequently depend- The phenomenon will occur on all turbo-
ent on the humidity and the temperature of charged engines.
the ambient air. To find out if condensation
in the charge air receiver will occur, the dia- There is no risk with a small amount of water,
gram can be used. but to avoid overfilling of the air receiver, it
must be drained off.
The drain valve at the bottom of the air
cooler housing shall therefore be kept open.

Release 1 02E1-01 page 02–25

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Amount of condensate in air tanks Ambient air temperature 35°C

The volume of condensate in the air tank is Relative air humidity 90%
determined by means of the curve at the bot- Weight of air in tank:
tom to the right of the diagram, representing p V 5
an operating pressure of 30 bar. m+ + 31 10 1 + 34.5 kg
R T 287 313
Example Solution according to above diagram:
Amount of condensate in air tank: Water content of air (I) 0.033 kg/kg
Volumetric capacity of tank (V) 1000 dm@ Max water content of air (III) 0.0015 kg/kg
Temperature in tank (T) 40°C = 313 K Amount of condensate in air tank:
Internal pressure = (I – III) x m
of tank (p) 30 bar = 31 x 105 N/m@(abs) = (0.033 – 0.0015) x 34.5 = 1.08 kg
Gas constant for air (R) 287 Nm/kg K

Fig 02.4
Ambient air temperature (1 bar)

Charge air pressure (Above atmospheric)

10 20 30 40 50 60 70 (°C)

2000–06–01
0.10

1.0 bar
Water content of air in kg water / kg air

2.0 bar
0.08

0.06
3.0 bar

Max water content

of atmosphere
100%

80%
70%
90%

60%

I
0.04

A B
in air tank
Pressure

0.02
II

III 30 bar

Relative 0
air humidity 30 40 50 60 70 (°C)
MBDH–502.05 fig 1

Charge air temperature after cooler.

Air temperature in tank.

Nomogram for calculation of condensate amount

page 02–26 Release 1 02E1-01

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Borescope inspection of cylinder liner

In order to check and evaluate the cylinder This can normally be detected by a bore-
liner condition, a borescope inspection is scope inspection and the necessary
recommended as an easy and efficient measures can be decided.
method, only by removal of the fuel injection Scores, polished areas or water leakage
valve. may occur in one cylinder only, and it is im-
Example: perative to detect which cylinder has to be
opened.
Increasing lub oil consumption may be
caused by lacquer deposits on the liner sur- Alpha Diesel will be pleased to carry out the
face. As the honing marks are filled with lac- borescope inspection.
quer, it will result in loss of lub oil control.

Fig 02.5
2000–06–01

AINSUG

Borescope

Release 1 02F1-01 page 02–27

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2000–06–01

page 02–28 Release 1 02F1-01

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Work card 02 101–01

Recording of engine performance data

Safety precautions Man power Tools

Stopped engine
Shut–off starting air Special tools
Shut–off cooling water Working time: 1 hour Indicator (Baewert),
Handle for indicator
Shut–off fuel oil Capacity: 1 man See plate: 1 9012–06
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
(See chapter 00 Data)
2000–10–01

Shop test report for engine

Inspection sheet 2020734–6

Starting position: Engine running.

Procedure
1. Run the engine at MCR load.
2. Stabilise the engine load and keep a Note
straight course. To obtain reliable records, the engine ob-
3. Record the performance data. servations should be recorded during calm
sea, normal weather conditions and with the
4. Compare the data with the engine ship operated in normal load condition.
builder’s shop test report.

Release 02 101-01 page 02–29

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Your Notes:

2000–10–01

page 02–30 Release 02 101-01

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06. Troubleshooting
Description
Starting failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06–33
Faults in fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06–34
Disturbances during operation . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06–35
Ignition in crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06–38
Faults in cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06–39
Faults in lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 06–40
2005–08–02

Release TOC_1 06 page 06–31

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2005–08–02

page 06–32 Release TOC_1 06

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Starting failures
Trouble Possible cause Troubleshooting
Air starter does not respond Empty air receivers. Charge air receivers.
when activating the start
switch.

Valves closed. Open air valves.

Solenoid valve on air starter Check electrical connections.

does not receive 24 volt.

Emergency stop activated. De–activate emergency stop.

Turning gear engaged. Disengage the turning gear.

Pinion engages, but does not Filter at air starter blocked. Clean the filter.
turn the engine.
2000–06–01

Low air pressure. Raise the air receiver pres-

sure.

Pressure control valve is not Dismantle and repair the

working. pressure control valve.

Air starter works, but the Clutch or drive shaft broken. Dismantle the air starter and
drive shaft does not rotate. repair it.

Release 1 06A1-01 page 06–33

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Faults in fuel oil system

Trouble Possible cause Troubleshooting
Engine turns, but ignition Stop signal to governor. Check if emergency stop is
fails. Fuel pumps are not activated.
actuated.

Overspeedstop tripped. Cancel overspeedstop.

Sticking fuel pumps. Dismantle and clean.

Defective governor. See governor manual.

Check rod connection.

Check that fuel pump in-
dexes are equal on all
pumps.

2000–06–01
Engine turns, but no fuel is in- Fuel oil service tank empty. Pump oil into the tank.
jected owing to failure in fuel
system.

Engine runs, but does not ig- Air in fuel system. Start electrical stand–by
nite on all cylinders. pump.

Worn–out fuel pump. Change fuel pumps.

Primary pressure too low. Clean fuel filter.

Water in the fuel. Drain off water.

Fuel valves or nozzles defec- Change defective fuel valves.

tive.

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

Fuel pump index too high. Check rod connection from

the terminal shaft. Check that
governor is working properly.

page 06–34 Release 1 06B1-01

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Disturbances during operation

Trouble Possible cause Troubleshooting
Exhaust gas temperatures Increased charging air tem- Clean air cooler.
increased on all cylinders. perature due to ineffective air
cooler.

Fouling of air and gas pass- Clean air and gas passages.
ages.

Insufficient cleaning of fuel oil Check separator and fuel

or changed combustion filters.
characteristics.

Poor fuel quality. Change fuel.

Exhaust gas temperature in- Fuel valve or valve nozzle Overhaul fuel valve.
creased on one cylinder. defective.
2000–06–01

Leaky exhaust valves. Check the valve clearance

or
change the cylinder head.
Pressure test the cylinder by
means of special tool.

Note: This manifests itself by If

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

Damaged fuel pump cam/ Replace camshaft section

roller. and roller.

Release 1 06C1-01 page 06–35

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Trouble Possible cause Troubleshooting

Crankcase pressure in- Blow–by = leaky combus- Check piston rings.
creased. tion chamber.
Blow–by means a serious
danger of piston seizure,
and the engine must if poss-
ible be stopped and the pis-
ton in question pulled.
Leaky piston rings will nor-
mally result in heavy excess
pressure in the crankcase.
If
Stopping of the engine is
not possible or convenient.
Then
The fuel pump of the cylin-
der concerned should be
put out of operation by mov-
ing the index to stop and
locking it in this position.

2000–06–01
Exhaust gas temperature Decreased charging air Check the thermostatic
decreases on all cylinders. temperature. valve in the cooling water
system.

Exhaust gas temperature Fuel pump plunger is stick- Change fuel pump plunger/
decreases on one cylinder. ing or leaking. barrel assembly.

Engine speed decreases. Pressure before fuel pumps Raise fuel oil primary pump
too low. pressure to normal
or
check filter.

Fuel valves defective. Change defective valves.

Fuel injection pumps defec- Change or overhaul.

tive.

Water in the fuel. Drain off water from service

and settling tanks. Check
fuel oil centrifuge.

Governor defective. See governor manual.

page 06–36 Release 1 06C1-01

 L27/38

Trouble Possible cause Troubleshooting

Engine stops. Shut–down for overspeed. Check fuel pumps.
Check governor.
Check movement of regulat-
ing mechanism.

Shut–down for low lubricat- Check pressostat.

ing oil pressure. Check lubricating oil filter.
Check lubricating oil pump.

Shut–down for high HT Check HT system and

cooling water temp. – or low pump.
HT cooling water pressure.

Smoky exhaust. Charge air pressure too low. Clean turbine, see turbo-
charger manual.
Check air supply to engine
room.
2000–06–01

Air supply too low. Clean air cooler.

Clean air filter.
Clean compressor.
Clean turbine.

Fuel valves or nozzles de- Check fuel valves.

fective.

Rising cooling water tem- Thermostat function. Check thermostat.

perature.

Defective pumps. Stop the engine and repair

the pumps.

Fouled cooler. Clean cooler.

Check whether steam has

developed.

Check filling at test cocks.

Release 1 06C1-01 page 06–37

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Ignition in crankcase
Cause 1. Stop the engine
During running the atmosphere in the crank- 2. Leave the engine room. Shut doors
case contains the same gases and keep away from them. Make ready
(N2–O2–CO2) in the same proportions as in fire–fighting equipment.
the ambient air, but an intense spray of oil
drops is slung around everywhere. If undue
friction arises between sliding surfaces, the Warning
heated surface will cause evaporation of the Do not open crankcase until 10 minutes
lubricating oil splashed onto it. When the oil after stopping the engine. When opening up,
vapours condense, they form a milky white keep clear of possible flames. Do not use
oil mist which can ignite. Such ignition may naked light and do not smoke.
be caused by the same “hot spot” that pro-
duced the oil mist. If a large quantity of oil 3. Cut off starting air. Take off all doors on
mist has developed before ignition, the one side of the crankcase. Set the
burning may cause considerable pressure switch on the operator panel in position
rise in the crankcase, forcing the relief LOCAL.
valves to open.
4. Locate the hot spot. Powerful lamps
Every precaution should therefore be taken should be employed at once (in ex-

2000–07–01
to avoid “hot spots” and discover oil mist in plosion–proof fittings). Feel over all
time. sliding surfaces.
5. Look for squeezed–out bearing metal
“Hot spots” in crankcase and discoloration by heat (blistered
Overheating of bearings is a result of inad- paint, burnt oil, heated steel).
equate or failing lubricating, possibly 6. Prevent further heating, preferably by
caused by pollution of the lubricating oil. making a permanent repair. Special
It is therefore important that the lubricating attention should be paid to ensure lu-
oil filtration equipment is in perfect condition. bricating oil supply and the satisfactory
Checking of the oil condition by analysis is condition of the frictional surfaces in-
recommended. volved. It is important to replace or
clean the filter candles.
Oil mist in crankcase 7. Start electrically driven lubricating oil
pump and check oil flow from all bear-
The presence of oil mist may be noted at the ings and spray pipes in crankcase
vent pipe which is fitted at the aft end of the while turning the engine through at
crankcase or by an oil mist detector. least two revolutions.
Measures (in case of white oil mist). 8. Start engine. Look out for oil mist.
Especially the frictional surfaces that
Warning caused the heating should be felt over (5,15
Keep away from doors and relief valves on and 30 minutes after starting, and again
crankcase. Do not stay unnecessarily in when full load is obtained).
doorways near the doors of the engine room
casing.

page 06–38 Release 1 06D1-01

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Faults in cooling water system

The built–on fresh water pumps in the high
and low temperature circuits are of the cen- Note
trifugal type. They are mounted in the front– Running trouble with the pumps, apart from
end box and are driven through gearwheels mechanical faults, is most often due to leaks
from the crankshaft. in the suction line. It is therefore essential
The pump bearings are lubricated automati- that all packings and gaskets are in order
cally with oil from the lubricating oil system and that they are renewed when necessary.
of the engine. Even a tiny hole in the suction line will re-
duce the pump capacity.

Trouble Possible cause Troubleshooting

Oil or water flows out of the Worn shaft seals. Repair the pump.
telltale holes in the front–
end box.

The pump does not work Pump draws in air at suction Check gaskets and pipes
after start. side. for tightness.
2000–06–01

The system is not filled–up. Check the level in the ex-

pansion tank.

Air cannot escape on deli- Check the venting pipe.

very side.

Leaking shaft seal. Check the shaft seal.

Pump capacity drops after Air leakages from shaft Overhaul the shaft seal.
normal operation. seal.

Fouled or worn impeller. Check the impeller.

Pump does not give maxi- Non–return valve not fully Dismantle pump and check
mum delivery. open. the non–return valve.

Defective seals. Replace the seals.

Worn impeller and worn Overhaul the pump.

wear rings.

Release 1 06E1-01 page 06–39

L27/38

Faults in lubricating oil cooler

Visible leakage
Trouble Possible cause Troubleshooting
Leakage Insufficient tightening. Tighten up the cooler, but
(Phase 1) not below the minimum dis-
tance and never when the
plate heat exchanger is un-
der pressure or over 40°C.

If the cooler is still leaky,

proceed to phase 2.

Leakage Fouled or deformed plates. Dismantle the cooler and

(Phase 2) Inelastic or deformed check if the plates are de-
gaskets. formed or fouled.
Check that the gaskets are

2000–06–01
elastic and non–deformed,
and that the faces of the
joints are clean.
Replace deformed plates
and gaskets.
Before assembling clean all
plates and gaskets very ca-
refully.
Assemble the cooler and
start up again.

Note: Even tiny impurities

such as sand grains may
cause leakage.

page 06–40 Release 1 06F1-01

 L27/38

Visible leakage
Trouble Possible cause Troubleshooting
Leakage. Defective gasket. Dismantle the cooler.
(Even after tightening of the Clean the plates very care-
plate heat exchanger to mi- fully.
nimum dimension) Replace the gaskets.
Assemble the cooler and
start up again.

Leakage. Defective gasket or badly Dismantle the cooler.

(Through the drain holes of corroded plate. Replace defective plates
the gaskets) and gaskets, if any.
Assemble the cooler and
start up again.
2000–06–01

Release 1 06F1-01 page 06–41

L27/38

Non–visible leakage
Trouble Possible cause Troubleshooting
Reduced heat transmission Fouled plates or choked Dismantle the cooler and
and/or increasing pressure plate channels. check if the plates are
drop. fouled.
Clean the plates very care-
fully.
Assemble the cooler and
start up again.

Leakage Holes in plates A suspected leakage can be

(The fluids get mixed) Corrosion or fatigue localized in the following
(Phase 1) fracture. way:
Remove the complete cool-
er from the engine.
Dismantle the cooler and
check the plates very care-
fully.
Check suspected plates

2000–06–01
with a dye penetrant.
Before assembling, clean all
plates and gaskets.
Assemble the cooler and
check to find more defective
plates, if any, by putting one
side under press.
Install the cooler on the en-
gine and start up again.

page 06–42 Release 1 06F1-01

 L27/38

10. Frame, bearings, oil pan covers

Description
Engine frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10–45
Main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10–46
Resilient mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 10–47

Work card
10 101–01 Dismantling and mounting
of main bearing and guide bearing . . . . . . . . . . . . page 10–49
10 102–01 Functional test of crankcase safety relief valves page 10–53

Data sheet
Guidance for replacement of bearings . . . . . . . . . . . . . . . . . . . . drawing no 2 04 36 66–4

Spare part plate

2005–08–02

Oil pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1010–01

Dipstick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1010–02
Frame – aft end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1012–01
Frame – front end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1012–01
Covers on frame – aft view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1014–01
Covers on frame – front view . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1014–01
Front end box – front view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1016–01
Front end box – aft view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1016–01
Covers on aft end – front view . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1018–02
Covers on aft end – aft view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1018–02

Release TOC_1 10 page 10–43

L27/38

2005–08–02

page 10–44 Release TOC_1 10

 L27/38

Engine frame
The engine frame is made of nodular cast Fig 10.1
iron. Distribution of lubricating oil is inte-
Cylinder head
grated in the frame to reduce the number of tie rods
pipes to be installed. To reduce the stresses
in the frame, the frame is kept compressed
by heavy tie rods from the main bearing cap Main bearing
to the top of the frame. The tie rods for the tie rods
cylinder head are deeply anchored in the
frame. Tie rods in each side stabilize the
main bearing caps. All tie rods are hydrauli-
cally tightened. The engine frame does not
hold any water.

MBD–H, 511.01 fig 1

2000–06–01

Side tie rods

Tie rods in engine frame

Release 1 10A1-01 page 10–45

 L27/38

Main bearings
Well supported main bearings carry the
crankshaft with generously dimensioned
Fig 10.2 journals. The combination of the stiff box de-
sign and the carefully balanced crankshaft
ensures a smooth and vibration free running
engine.

Note
Criteria for replacement of main bearing
shells, see Guidance for replacement of
bearings 2043666–4, see chapter 10.
1 1012–01

2000–06–01
Main bearing

page 10–46 Release 1 10B1-01

 L27/38

Resilient mounting
The engine can be installed resiliently by Fig 10.3
means of bolted–on brackets and rubber
mounts. These are easy to implement and
do not require modification of the engine ex-
cept for installation of flexible connections.
The highly elastic rubber coupling between
engine and gearbox will permit the radial
movements.
2000–06–01

PG – L27/38 Fig 5.1

Resiliently mounted engine

Release 1 10C1-01 page 10–47

L27/38

2000–06–01

page 10–48 Release 1 10C1-01

 L27/38

Work card 10 101–01

Dismantling and mounting of main bearing and guide bearing

Safety precautions Man power Tools

Stopped engine
Shut–off starting air Special tools
Working time: 1 hour Turning–out tool
Shut–off cooling water Lifting handles
Capacity: 2 men
Shut–off fuel oil See plate: 1 9012–05
For each bearing Hydraulic tools
Stopped lub oil circul. See plate 1 9012–15
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–11–01

Plate no: 1 1012

Tightening specification 2049581–0
Plate no: 1 1014

Starting position: Engine out of operation.

Fig 10.4
Procedure
Dismantling of main bearing
1. Dismantle the crankcase covers on
both sides of the engine fore and aft of
To pump
the main bearing in question.
2. Install the hydraulic tool on the side tie To pump
rods for the main bearing cap to be
lowered. Loosen and remove the nuts
(1), see fig 10.4. Leave the the rods in
to avoid that the main bearing cap
drops down when removing the nuts
for the main bearing cap.
3. Install the hydraulic tool on the tie rods 1 2 2 1
for the main bearing cap inside the
crankcase. Loosen and remove the
nut (2), see fig 10.4.
AINS

Hydraulic tools mounted on tie rods

Release 10 101-01 page 10–49

 L27/38

Fig 10.5 4. Install the lifting tool for the main bear-
ing cap, see fig 10.5.
5. Place a tackle above the handles of the
two lifting tools. Connect it to the
handle and pull tight to carry the weight
of the main bearing cap and screw the
side stay bolts out.
6. Slacken the tackle until the lifting tool
is resting against the engine frame.
7. Remove the lower bearing shell from
the bearing cap.
8. Press the tool for turning the upper
bearing half out into the lubricating oil
bore in the crank journal, see fig 10.6.
9. Turn the upper bearing half out by
turning the crankshaft.

Mounting of main bearing

1. Carefully wash the new bearing in

2000–11–01
diesel fuel to remove the preservation.
2. Add oil to the bearing surface of the
Seen from above upper bearing shell and slide it by hand
into position as far as possible. Make
sure that the bearing is placed in the
middle of the longitudinal direction of
the bearing bore.
3. If the bearing cannot be brought into
correct position by hand, the tool for
turning out the bearing can be used to
turn in the bearing. Make sure the joint
AINS

faces of the bearing shell and the

frame are in line.
Installing lifting tool on main bearing cap 4. Add oil to the bearing surface of the
lower bearing shell and place it in the
main bearing cap. Make sure the joint
faces of the bearing shell and the bear-
ing cap are in line.
5. Add molykote paste to the surface
around the hole for the side tie rods on
the main bearing cap.

page 10–50 Release 10 101-01

 L27/38

6. Lift the bearing cap into position by 7. Fit the nuts on the tie rods for the main
means of the tackle and screw the side bearing cap in the crankcase.
studs in by hand. Add some liquid seal-
ing compound to the nuts to seal
against the frame and screw on the
nuts but do not tighten.

Fig 10.6

Turning out
bearing
2000–11–01

Turning in
bearing
AINS

Using turning-out tool

Release 10 101-01 page 10–51

 L27/38

8. The lifting tool for the main bearing cap Dismantling of guide bearing, fig 10.7
can now be removed. All 4 thrust ring halves are identical.
9. Install the hydraulic tools on the side tie Check or replacement of the thrust rings is
rods and tighten with a pressure of 400 carried out, when checking or replacing the
bar and turn the nuts against the aft main bearing.
frame.
Before lowering the aft main bearing cap, as
10. Install the hydraulic tool on the tie rods described under “Dismantling of main bear-
for the main bearing cap in the crank- ing”, the crankshaft must be moved a little
case and tighten with a pressure of axially to make sure there is no axial force on
1200 bar and turn the nuts against the the fore or aft thrust rings.
bearing cap.
11. Release the pressure completely and Dismantling of thrust rings
rise the pressure once again to 1200 1. When lowering the main bearing cap,
bar and turn the nuts against the bear- care must be taken that the lower
ing cap. thrust rings do not drop into the oil pan.
12. Release the pressure and remove the 2. The fore and aft upper thrust rings
hydraulic tools. have come down a little at the same
13. The hydraulic tool on the side tie rods time as the main bearing cap was low-
is now pressurized to 1200 bar and the ered and can easily be turned out while

2000–11–01
nuts are turned against the engine the main bearing cap is resting in the
frame. lifting tools.
14. Release the pressure completely and Installation of thrust rings
rise the pressure once again to 1200
bar and turn the nut against the engine 1. The upper fore and aft thrust rings can
frame. easily be turned in if the crankshaft is
in the right axial position.
15. Release the pressure and remove the
hydraulic tools. 2. Leave the two halves hanging over the
main journal with the joint faces in hori-
Fig 10.7 zontal position.
Upper thrust ring
3. Add some grease to the back of the
lower thrust rings and place the thrust
rings on the main bearing cap. Make
sure the guide flaps are located in the
grooves machined in the bearing cap.
4. Lift the bearing cap and assemble as
described under “Mounting of main
bearing”.

Lower thrust ring

AINS

Guide bearing

page 10–52 Release 10 101-01

 L27/38

Work card 10 102–01

Functional test of crankcase safety relief valves

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: ¼ hour
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Plate no: 1 1014

Starting position: Engine out of operation.

Procedure
Functional testing
Functional testing of the crankcase safety
relief valves cannot be performed during
operation of the engine, but it must be
checked during overhauls that the valve flap
is movable.

When painting
When painting the engine, take care not to
block up the safety relief valves with paint.

Release 10 102-01 page 10–53

 L27/38

Fig 10.8 Check of opening pressure

To check the proper opening pressure, see
fig 10.8.
1. Remove the relief valve cover from the
Kg engine.
2. Place the cover on the floor with the
pressure area upwards.
3. Apply a weight of 26.5 kg on the pres-
sure area. The relief valve must open
under this pressure.
4. Remount the relief valve cover on the
MBDH–511–01.00 fig 1

engine.
Cover Relief valve
Warning
Cover with relief valve If the safety relief valves are actuated, the
engine must be stopped immediately, and it
must not be restarted until the cause and the
fault are detected.

2000–11–01

page 10–54 Release 10 102-01

 L27/38

12. Crankshaft, flywheel, turning gear

Description
Crankshaft and main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . page 12–57
Sleeve spring vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . page 12–58

Work card
12 101–01 Recording of crankshaft deflection . . . . . . . . . . . . page 12–59

Spare part plate

Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1210–01
Power take–off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1212–01
Vibration damper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1214–01
Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1216–01
Vulkan coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1218–01
Turning gear – electrical driven . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1220–03
2005–08–02

Release TOC_1 12 page 12–55

L27/38

2005–08–02

page 12–56 Release TOC_1 12

 L27/38

Crankshaft and main bearings

The crankshaft, which is a one–piece forged provided with counterweights which are at-
component, is suspended in underslung tached to the crankshaft by means of hy-
bearings. To attain a suitable bearing pres- draulically tightened studs and nuts.
sure and vibration level, the crankshaft is

Fig 12.1

Nut

Stud

Counterweight
2000–06–01

Plate 1 1 1210–01

Crankshaft

Release 1 12A1-01 page 12–57

 L27/38

Sleeve spring vibration damper

In a drive system with a reciprocating diesel The sleeve spring packets positioned be-
engine, attention has always to be paid to tween the inner and the outer part are com-
the influence of the torsional vibrations on pressed due to the twisting of the damper.
the system. Each spring chamber is supplied with pres-
On the L27/38 engine, a so–called sleeve surized lub oil from the crankshaft. The hy-
spring damper is installed on the forward draulic damping is generated due to the dis-
end of the engine (in the front–end box). The placement of the oil as well as due to the
damper consists of an inner and an outer friction in the springs. The heat generated
part with side plates. In between, sleeve by the damping is removed with the oil flow-
springs are fitted, see fig 12.2. ing through the damper.

The inner part is connected to the free end Maintenance

of the crankshaft and follows the torsional After some years in operation, the spring
vibration amplitudes of the free end. The packets must be removed for inspection.
outer part is over the springs, flexibly con- See Maintenance programme major/over-
nected and can therefore follow the torsional haul inspection, chapter 00.
vibration.
The outer part together with the side plates
form an inertia mass.

2000–06–01
Fig 12.2
A Sleeve spring packet
Outer part

Inner part

Side plate Side plate

A
A–A
AINS

Vibration damper

page 12–58 Release 1 12B1-01

 L27/38

Work card 12 101–01

Recording of crankshaft deflection

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Special tools
Shut–off cooling water Working time: 1 hour Crankshaft deflection
Shut–off fuel oil Capacity: 2 men gauge
See plate: 1 9012
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2001–05–01

Settings and limit values 2047749–0

Plate no: 1 1014
Crankshaft control 2020713–1

Starting position: Engine stopped. Turning gear engaged.

Procedure
1. Remove the side covers from the Fig 12.3
crank casing.
2. Turn the crankshaft to bring the crank
web for cylinder no 1 to position 1, see
fig 12.4.
3. Place the deflection gauge in the
punch marks in the crank web, see fig
12.3.
4. Adjust the dial gauge to 0.

Distance between points of

measurement on the web
for L27/38: D=113 mm D
Deflection gauge

Crankshaft deflection

Release 12 101-01 page 12–59

L27/38

Fig 12.4 5. Turn the crankshaft to position 2, 3, 4

and 5 and read the dial gauge in each
position and fill in the form Crankshaft
Pos 3
control 2020713–1.
6. Repeat the procedure on the remain-
ing crank webs.
7. Compare the values to earlier values
taken after the sea trial.
Pos 4 Pos 2 8. Please contact us if the values exceed
the values shown in Settings and limit
values 2047749–0.

Pos 5 Pos 1

Looking forward

Turning the crankshaft

2001–05–01

page 12–60 Release 12 101-01

 L27/38

14. Camshaft, gear wheels, roller guides

Description
Camshaft and camshaft drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 14–63
Operating gear for valves and fuel injection pumps . . . . . . . . . page 14–64

Work card
14 101–01 Check of camshaft and camshaft drive . . . . . . . . page 14–65
14 102–01 Inspection and replacement of
camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . . . page 14–67
14 103–01 Settings of camshafts for valve
and injection timing . . . . . . . . . . . . . . . . . . . . . . . . . page 14–71
14 104–01 Inspection of cam followers and rocker arms . . . page 14–73

Spare part plate

Camshaft (fuel injection) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1410–02
Drive of camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1412–01
2005–08–02

Drive of pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1412–02

Release TOC_1 14 page 14–61

L27/38

2005–08–02

page 14–62 Release TOC_1 14

 L27/38

Camshaft and camshaft drive

The engine has two camshafts. One for Both camshafts are made of sections. Cam
actuation of valves and one for fuel injection. sections and journal sections are bolted to-
Using two camshafts gives the opportunity gether. This design makes it possible to
to change the fuel injection independently of change a cam section through the inspec-
the valve timing. tion openings in the engine frame.

The camshaft for valve actuation is located The camshafts are located in replaceable
in the exhaust side of the engine at a high bearing bushes, frozen into bores in the en-
level in relation to the engine frame to make gine frame.
the push rods as short as possible and The gearwheel drive for the camshafts is lo-
thereby reduce the moving masses. cated in the flywheel end of the engine. Lu-
The camshaft for fuel injection is located in brication of the gears is supplied from two
the manoeuvre side of the engine. spray nozzles.

Fig 14.1

Camshaft for
2000–06–01

valve actuator

Camshaft for
fuel injection
MBDH–507.01 fig 1

Camshafts

Release 1 14A1-01 page 14–63

 L27/38

Operating gear for valves and fuel injection pumps

Valve operation Fuel pump operation
The valves are operated from the camshaft The fuel injection pump is operated from the
through cam followers, push rods and fuel camshaft.
rocker arms. In the lower part of the fuel pump housing a
The cam follower is a lever. In one end a roller guide has been integrated which
roller and a bushing are placed on a shaft. means that the fuel pump and roller guide
The shaft is installed in a press fit and se- are one unit.
cured with a lock screw. A ball shaped thrust Lubricating oil from the camshaft bearing is
piece is mounted in a press fit at the same transferred through a pipe to the roller guide
end. In the opposite end of the link a bushing in the lower part of the pump.
has been frozen in. The lever is installed on
a shaft in a console above the camshaft.
Lubrication takes place through internal
bores.

Fig 14.2
Rocker arm

2000–06–01
Push rod

Fuel pump

Console

Integrated
roller guide

Cam follower
PI – L27/38 Fig 9

Cam follower and roller guides

page 14–64 Release 1 14B1-01

 L27/38

Work card 14 101–01

Check of camshaft and camshaft drive

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: 3 hours
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–11–01

Tightening specification 2049581–0 See plate: 1 1410

Starting position: Engine out of service.

Procedure Fig 14.3

1. Dismantle the side covers at the cam-

shafts and the side covers at the gear-
Side covers –
wheel drive in the aft, see fig 14.3. camshaft
2. Check the condition of the gearwheels
while turning the crankshaft.
3. Check the surface of the cams and the
rollers while turning. Check the
tightening of all screws, see Tightening
specification 2049581–0.
4. Start the lubricating oil stand–by pump
to check the oil flow from all bearings.
5. Put the covers back on.

Side covers –
PG L27/38 fig 5.2

gear wheel drive

Side covers

Release 14 101-01 page 14–65

L27/38

Your notes:

2000–11–01

page 14–66 Release 14 101-01

 L27/38

Work card 14 102–01

Inspection and replacement of camshaft bearings

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Special tools
Shut–off cooling water One bearing
Feeler gauge
Working time: 4 hours
Shut–off fuel oil Extractor
Capacity: 2 men
See plate: 1 9012–01
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

See plate: 1 1012

Tightening specification 2049581–0
See plate: 1 1410

Starting position: Covers for camshaft and gear wheel have been removed.

Procedure
Check of camshaft bearings Fig 14.4
The surface of the camshaft bearings can-
Feeler gauge
not be checked without dismantling the
camshafts and journals. However, as long
as no visible burrs or discolouring at the cir-
cumference of the bearing indicate serious
damage, evaluation of the bearing condition
can be done by means of a feeler gauge.
Max tolerance at the valve cam bearings is:
0.3 mm.
Max tolerance at the fuel cam bearings is:
0.35 mm, see fig 14.4.
11.10100–1847

Check of bearing tolerance

Release 14 102-01 page 14–67

 L27/38

Fig 14.5 All camshaft sections in one side of the en-

gine are identical, which means that a cam-
shaft section can be installed in any position
regardless of the cylinder number. All jour-
nal sections have locating pins to ensure the
right timing of the cam sections. This means
that the journal sections must remain in their
place as originally installed.

Replacement of bearings for valve cam-

shaft
A camshaft bearing can be replaced after
the camshaft section next to the bearing in
question and towards the engine front and
the journal section has been removed. This
AINS

A
means that all cam sections from the bear-
ing to be replaced and towards the engine
Locking screw for rocker arm shaft front must be moved about 12 mm towards
the engine front.
Prior to this, the rocker arms and push rods

2000–11–01
on the cylinder heads related to the cams to
Fig 14.6 be moved must be dismantled. To remove
the rocker arms, the crankshaft must be
turned until the cam followers for the rocker
arms in question are resting on the circular
part of the cams. The screw “A”, see fig 14.5,
is removed and the rocker arm shaft is
pushed to the side to release the rocker
arms. The push rods can now be removed.
1. Unscrew and remove all the screws in
both ends of the camshaft section to be
removed.
2. Place a screwdriver between the cam-
shaft section and the journal section in
MBDH–507–01.05 fig 3

the aft end of the section to be re-

moved and push the camshaft forward
about 12 mm.
Tool for removing the camshaft bearing
– tool is optional 3. Remove the cam section.
4. Unscrew and remove all screws in the
aft end of the shaft journal and remove
it.
5. The bearing can now be extracted
from its bore by means of a tool similar
to the tool in fig 14.6.

page 14–68 Release 14 102-01

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6. A new bearing must be cooled down to Replacement of fuel camshaft bearings

at least –90°C by means of liquid ni- The procedure is largely the same as for the
trogen. Make sure the oil pockets are valve camshaft bearings. The rocker arms
in horizontal position and the bearing is can remain in place, but the fuel pump
in the right position to the oil bore. above the cam section must be dismantled,
see work card 20 101. If the aft bearing is
Note going to be replaced, the gearwheel and the
If the aft camshaft bearing has to be repla- journal must be marked to be able to as-
ced and the engine is equipped with a fuel oil semble the two parts in the same position as
primary pump, the pump must be removed. before disassembling.
The aft side door must be removed and the When assembling the camshaft see
camshaft gearwheel dismantled from the Tightening specification 2049581–0
shaft journal. The axial guide bearing at the
aft bearing journal must be dismantled befo-
re the journal can be removed.
2000–11–01

Release 14 102-01 page 14–69

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Your notes:

2000–11–01

page 14–70 Release 14 102-01

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Work card 14 103–01

Settings of camshafts for valve and injection timing

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: 2 hours
No special tools
Shut–off fuel oil Capacity: 2 men
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Tightening specification 2049581–0 See plate 1 1014

Starting position: Engine out of operation – covers for gearwheel drive removed.

Procedure Fig 14.7

Valve camshaft timing

The camshaft for valve timing is adjusted
from the factory and cannot be changed, un- E1
less the engagement of the gearwheels is
changed. The original setting is marked with
MBDH–507–01.20 fig 1

punch marks, see fig 14.7.

Injection camshaft timing

E2
The setting of the injection timing must basi-
cally remain unchanged.
However, a minor change in the injection
timing can be done by loosening all the
screws in the aft of the camshaft gearwheel
and turn the crankshaft in the direction of
rotation to delay the injection or in the oppo-
site direction to advance the injection. See
Tightening specification 2049581–0.
Marks on gearwheels

Release 14 103-01 page 14–71

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Fig 14.8 Check of injection timing

1. A TDC mark on the flywheel indicates
Plug screw Plug screw
the TDC position of piston number one
(opposite the flywheel end).
2. A second mark in front of the TDC
mark is referring to the cut–off position
of the plunger in the fuel pump.
3. To check if the injection timing for cylin-
der number one is correct, the two plug
screws, fig 14.8, in the pump housing
must be removed.
4. By using a light on one side of the fuel
pump and at the same time turning the
crankshaft in normal rotation direction,
it can be observed when the plunger
cuts off the light coming through the
pump barrel, see fig 14.8.
MBD–H 507–01.20 fig4

5. Stop turning when the light is cut off

and check if the mark in front of the

2000–11–01
Use a flashlight and a mirror to light TDC mark on the flywheel corre-
through the pump sponds to the TDC indicator, see fig
14.9.
Fig 14.9

TDC indicator
PG Fig 6.11

Check that TDC mark corresponds to

TDC indicator

page 14–72 Release 14 103-01

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Work card 14 104–01

Inspection and overhaul of cam followers and rocker arms

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: 2 hours
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Plate no: 1 1414

Tightening specification 2049581–0 Plate no: 1 1616
Plate no: 1 1620

Starting position: Cyl. unit has been removed from engine. See work card 16 101.

Fig 14.10
Procedure
1. To be able to inspect the cam followers
it is necessary to gain access by re-
moving the arrangement above, see
fig 14.10. Remove
pipe shielding
2. The cam followers can be dismantled and exhaust
after the rocker arms in the cylinder manifold
head have been removed. piece

To remove the rocker arms, the crank- Remove

shaft must be turned to a position cooling water
where the cam followers are on the pipes
circular part of the cams for the cylin-
Remove cover
der unit in question. After the rocker for valve cam-
arms have been removed, the push shaft
rods can be pulled out.
AINS

Gaining access to cam followers

Release 14 104-01 page 14–73

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Fig 14.11 3. Check the condition of the bushings in

the rocker arms and the condition of
the rocker arm shaft. Max clearance is
0.3 mm, see fig 14.11.
4. To get access to the cam follower, the
cover for the valve camshaft must be
removed.
Dismantle the shaft for the cam fol-
lowers by removing the locking screw
(1), fig 14.12, and push the shaft out of
the console.
5. Check of roller, bushing and shaft:
While pressing in the spring loaded lo-
16 104 fig 16.16

cating pin, the roller shaft can be

Remove screw pressed out, see fig 14.13.
If all parts appear in good condition,
Locking screw for rocker arm shaft
they can be reused, otherwise defec-
tive parts are to be replaced.
6. Check the tolerance between the shaft

2000–11–01
and the bushing in the shaft end of the
cam follower. Max clearance is 0.3
Fig mm.
14.12 Max total tolerance between shaft,
bushing and roller is 0.35 mm.

Fig
14.13
MBDH– 508–01.00 fig 2

Roller

Roller pin

Locating pin
AINS

Locking screw Remove the locating pin for the roller shaft

page 14–74 Release 14 104-01

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16. Cylinder unit

Description
Cylinder unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 16–77
Piston, connecting rod and cylinder liner . . . . . . . . . . . . . . . . . . page 16–88

Work card
16 101–01 Dismantling of cylinder unit from engine . . . . . . . page 16–81
16 102–01 Disassembly of cylinder unit . . . . . . . . . . . . . . . . . page 16–85
16 103–01 Dismantling of piston and cylinder liner . . . . . . . . page 16–87
16 104–01 Inspection of inlet and exhaust valve . . . . . . . . . . page 16–89
16 105–01 Grinding of valve seat ring and valve spindle seat page 16–93
16 115–01 Inspection of valve rotators . . . . . . . . . . . . . . . . . . page 16–95
16 106–01 Replacement of valve guide . . . . . . . . . . . . . . . . . page 16–97
16 107–01 Replacement of valve seat ring . . . . . . . . . . . . . . . page 16–99
16 108–01 Inspection of piston . . . . . . . . . . . . . . . . . . . . . . . . . page 16–101
2005–08–02

16 109–01 Removal of marine head from engine . . . . . . . . . page 16–103

16 110–01 Inspection of connecting rod big–end bearing . . page 16–107
16 111–01 Inspection and honing of cylinder liner . . . . . . . . page 16–111
16 112–01 Grinding of seal faces on cylinder liner,
cylinder head and engine frame . . . . . . . . . . . . . . page 16–115
16 113–01 Assembly of cylinder unit . . . . . . . . . . . . . . . . . . . . page 16–117
16 116–01 Check and adjustment of valve clearance . . . . . page 16–121
16 114–01 Mounting of cylinder unit in engine . . . . . . . . . . . . page 16–123
16 117–01 Check and overhaul of indicator valve . . . . . . . . . page 16–127
16 118–01 Check/adjustment of safety valve opening
pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 16–129

Spare part plate

Cooling water jacket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1610–02
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1610–03
Connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1612–01
Piston with piston rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1614–05
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1616–01
Safety valve and indicator valve . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1618–01
Valve guard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1620–01

Release TOC_1 16 page 16–75

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2005–08–02

page 16–76 Release TOC_1 16

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Cylinder unit
Fig 16.1
Valve rotator
Cylinder head
Charge
The cylinder head with integrated charge air air
receiver is made of nodular cast iron. It has receiver
4 valves and is of the cross flow design, to
ensure a high flow efficiency. The fuel injec-
tion valve is placed in a liner in the centre.
Intensive water cooling of the nozzle tip area Gas
makes it possibe to omit direct nozzle cool- outlet
ing. Inlet
valve
The cylinder head is tightened by means of
4 nuts and 4 studs. The studs are screwed Exhaust
into the engine frame. The tightening is done valve Safety
valve
by means of hydraulic jacks.
Cooling
The top cover has two functions. It is a cover water
for the rocker arm chamber to seal for the lu- jacket
bricating oil and a guard to cover the cylinder
2000–06–01

head.

Air inlet and exhaust valves

The valve spindles are of heat–resistant ma-
terial and the spindle seat has welded–on
hard metal.
All valve spindles are fitted with valve rota- Valve seat ring
tors which turn the spindles each time the
valves are activated. The turn of the
spindles ensures even temperature levels
on the valve discs and prevents deposits on
the seating surfaces.
The cylinder head has replaceable valve
seat rings. The exhaust valve seat rings are
water cooled in order to ensure low valve
AINS

temperatures. Cylinder head

The seat rings are made of heat–resistant
steel. The seating surfaces are hardened in
order to minimize wear and prevent dent
marks.

Release 1 16A1-01 page 16–77

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Piston, connecting rod and cylinder liner

Piston, see fig 16.2
Fig 16.2
The piston is of two–part design. The piston
crown is made of forged steel and the skirt
is made of nodular cast iron.
The piston has 3 piston rings and 1 oil
scraper ring.
All piston ring grooves are hardened and
Plate 1 1614–01

placed in the piston crown.

The piston has a cooling oil space at the top,
to ensure efficient cooling of the top land and
piston ring area. Oil from the lubricating oil
system of the engine is used as cooling oil.
The piston pin is floating and kept in position
by two circlips.

Connecting rod of marine head design,

see fig 16.3

2000–06–01
Piston The connecting rod and the big–end bearing
housing are made of CrMo steel.
To make it possible to pull a piston without
pulling the cylinder liner, the connecting rod
Fig 16.3 can be separated from the big–end bearing.
The big–end bearing housing is assembled
by means of two hydraulically tightened
studs.
The big end bearing shells are thin–walled
steel shells.
Plate 1 1612–01

Note
Criteria for replacement of connecting rod
big–end bearing and main bearing shells,
see Guidance for replacement of bearings
2043666–4, see chapter 10.

Connecting rod

page 16–78 Release 1 16B1-01

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Cylinder liner, see fig 16.4 Fig 16.4

The cylinder liner is made of cast iron.
Only the upper part of the liner is water–
cooled which gives a uniform temperature
pattern over the entire length of the liner pre-
venting cold corrosion.
The liner is landed on top of the engine
frame. The cooling water chamber around
the top of the liner holds the cooling water

Plate 1 1610–01
which means there is no cooling water in the
engine frame.
To reduce bore polishing and lub oil con-
sumption, a slip–fit–type flame ring is in-
stalled in top of the cylinder.
2000–06–01

Cylinder liner

Release 1 16B1-01 page 16–79

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2000–06–01

page 16–80 Release 1 16B1-01

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Work card 16 101–01

Dismantling of cylinder unit from engine

Safety precautions Man power Tools

Special tools
Fixation tool for cyl. liner
Stopped engine and connecting rod
See plate: 1 9012–03
Shut–off starting air Lever for cooling water con-
Shut–off cooling water Working time: 1 hour nections
See plate: 1 9012–11
Shut–off fuel oil Capacity: 2 men Fork for intermediate piece
Stopped lub oil circul. See plate: 1 9012–12
Fixation tool – marine head
Select local control See plate: 1 9012–14
Hydraulic tool
See plate: 1 9012–15
2000–11–01

Starting position: Engine stopped and cooled down.

Procedure
Before dismantling Disassembling of external connections
1. Drain off the water from the engine. 5. Dismantle the clamp connecting cylin-
2. Remove the top cover from the cylin- der head and exhaust receiver.
der head. 6. Dismantle the fuel oil high pressure
3. Remove the crank case covers on both pipe.
sides of the engine. 7. Dismantle the clamps locking the FW
4. Remove the guard over the exhaust connection between the cylinder
gas receiver. heads.
8. Push the FW connections into the cyl-
inder head to be removed.
9. Disconnect the clamps locking the
charge air connections.

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Fig 16.5 10. Push the charge air connections into

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

Disconnecting connecting rod from con-

necting rod bearing
AINS

12. Install the tool for fixation of the con-

necting rod bearing, see fig 16.6.
13. Loosen the piston rod from the bearing
by means of the hydraulic tools.
14. Remove the 4 nuts.

Charge air connection

Fig 16.6

2000–11–01
Remove nuts
AINS

Fixation of connecting rod bearing

page 16–82 Release 16 101-01

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15. Install the fixing tool on both sides of 16. Remove the cylinder head nuts by
the connecting rod for fixation of cylin- means of the hydraulic tools.
der liner and connecting rod, see fig 17. Mount the lifting tool on top of the cylin-
16.7. der head.

Fig 16.7
2000–11–01

AINS

Mounting of fixing tool

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Fig 16.8 Lifting of cylinder unit from engine

18. Carefully lift the cylinder unit out of the
engine.
Hydraulic
tool
Note
Be careful not to harm the threads on the 4
studs on the connecting rod bearing when
lifting the cylinder unit.

19. Remove the push rods from the engine

frame.
20. Land and fasten the cylinder unit upon
the special work table, or on the floor
upon wooden supports and remove
the lifting tool.
AINS

2000–11–01
Cylinder
head
nut

Cylinder Cylinder
head head
bolt

Hydraulic tool for dismounting

of the cylinder head

page 16–84 Release 16 101-01

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Work card 16 102–01

Disassembly of cylinder unit

Safety precautions Man power Tools

Stopped engine Special tools
Shut–off starting air Lifting tool for cylinder head
See plate: 1 9012–01
Shut–off cooling water Working time: 1 hour Lifting tool for cylinder liner,
Shut–off fuel oil Capacity: 1 man Fixation tool for cylinder
liner and connecting rod,
Stopped lub oil circul. Extractor tool for flame ring
Select local control See plate: 1 9012–03

Starting position: Cylinder unit is dismantled from engine, see work card 16 101.
2000–11–01

Procedure
Before the cylinder unit is dismantled, it Fig 16.9
must be placed on the working table.

Removal of piston and connecting rod

1. Turn the unit upside down. Fixation tool
2. Remove the tool fixing the connecting
rod and cylinder liner.
3. Mount an eye bolt at the bottom of the
connecting rod, see fig 16.9.
4. Pull the piston and piston rod out of the
liner by means of a tackle.
5. Turn the unit back to it’s starting posi-
tion.
MBDH–505–01.01 fig 1

Removal of piston and piston rod

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Fig 16.10 Allen screw Removal of cylinder head

6. Remove all 4 allen screws see fig
16.10 keeping the cooling water jacket
to the cylinder head.
7. Mount the lifting tool on the cylinder
head, see fig 16.11.
8. Lift the cylinder head out of the cooling
water jacket.
11.05603–0005

Removal of cylinder liner from water

jacket
Cyl. head and cooling water assembly
9. Lift the cylinder liner out of the water
jacket by means of the lifting tool as
Lifting tool shown in fig 16.13.
Fig 16.11
10. Remove the flame ring from the cylin-
der liner by means of the tool shown in
fig 16.12 and a scrapped piston ring.
505–01.01 Holeby/cdr

2000–11–01
Fig 16.13
Lifting tool
Removal of cylinder head

Fig 16.12
Extractor tool
for flame ring

Cooling
water jacket
Flame ring
505–01.01 Holeby/cdr

Cylinder liner
Piston ring
505–01.01 Holeby/cdr

Removal of flame ring Removal of cyl. liner from water jacket

page 16–86 Release 16 102-01

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Work card 16 103–01

Dismantling of piston and cylinder liner

Safety precautions Man power Tools

Special tools
Stopped engine Lifting tool for piston
Shut–off starting air See plate: 1 9012–02
Lifting tool for cooling water
Shut–off cooling water Working time: 2 ½ hours jacket and liner
Shut–off fuel oil Capacity: 2 men See plate: 1 9012–03
Fixation tool – marine head
Stopped lub oil circul. See plate: 1 9012–14
Select local control Hydraulic tools
See plate: 1 9012–15

Starting position: Complete cylinder unit has not been removed from engine.
Engine stopped and cooled down.
2000–11–01

Fig 16.14

Procedure
Prepare dismantling of the cylinder head as
described in work card 16 101.
Lift the cylinder head as described in work
card 16 102.
1. Remove the push rods after the cylin-
MBDH–506–01.50 fig.2

der head has been removed.

2. Turn the crankshaft into a position
where the hydraulic tools can be in-
stalled to loosen the nuts on the con-
necting rod.
3. Remove the flame ring from the liner,
see work card 16 102 fig 16.12.

Fixation tool mounted on the marine

head and counterweight

Release 16 103-01 page 16–87

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Fig 16.15 4. Remove the deposits in top of the liner.

5. Remove the nuts on the connecting
rod and turn the crankshaft into TDC.
6. Install the fixation tool, see fig 16.14.
7. Install the tool for lifting of the piston,
see fig 16.15.
8. Pull the piston out of the liner and land
it on a wooden support.
9. Install the tool for lifting of the cooling
water jacket and cylinder liner, see fig
16.16.
10. Lift the cooling water chamber and the
liner out of the engine frame.
MBDH–506–01.50 fig.3

Lifting tool for piston

2000–11–01
Fig 16.16
11.49041–0841

Lifting tool for cooling water jacket and

cylinder liner

page 16–88 Release 16 103-01

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Work card 16 104–01

Inspection of inlet and exhaust valve

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Special tools
Shut–off cooling water Working time: 1 hour Valve spring compressing
Shut–off fuel oil Capacity: 1 man device
See plate: 1 9012–01
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2003–08–25

Plate no: 1 1616

Starting position: Cylinder unit is disassembled, see work card 16 102.

Procedure Fig 16.17

1. Before the valves can be dismantled,
the rocker arms have to be removed.
2. The screw “A” in fig 16.17 has to be re-
moved before the rocker arm shaft can
be pushed out to free the rocker arms.

A
AINS

Locking screw for rocker arm shaft

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Fig 16.18 3. By means of the tool shown in fig

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

117 Fig 16.19

Remove
b) Valve spring valve
pressed down locks
AINS

Tool for dismantling valves

2003–08–25
89.6

Remove tool
c) Valve spring
so valve rotator
completely relieved and spring may
be dismantled
146
11.49028–0480A

Dismantling valve – step a, b and c

page 16–90 Release 16 104-01

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Inspection of valves/valve seats Fig 16.20

If the valve seat is burned or scarred, it must
be ground using a valve seat grinder, see
work card 16 105.

Inspection of valve guide Max ø 20.2 mm

Too much clearance between the valve
spindle and the valve guide may cause:
S increased lube oil consumption
S fouling of the spindle guides resulting
in sticking valves

MBD–H, 505–01.05 fig 5

1. Clean the valve guide.
2. Inspect and measure for wear.
If the inner diameter of the valve guide Measurement of valve guide wear
measured below the O–ring exceeds 20.2
mm, the valve guide must be replaced, see
fig 16.20.
Too much clearance means insufficient
2003–08–25

guidance of the valve spindle, and thus bad

alignment between the spindle head and the
valve seat ring.
3. Change the O–ring inside the spindle
guide, see work card 16 106.

Release 16 104-01 page 16–91

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Your Notes:

2003–08–25

page 16–92 Release 16 104-01

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Work card 16 105–01

Grinding of valve seat ring and valve spindle seat

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Special tools
Working time: 3 ½ hours
Grinding machine
Shut–off fuel oil Capacity: 1 man
See plate: 1 9012–01
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Plate no: 1 1616

Starting position: Valve spindle has been removed, see work card no 16 104.

Procedure Fig 16.21

For operation of the grinding machine, see

separate instructions. A
R – Grinding limit
Grinding of valve seat rings
1. All valve seat rings to be ground in an S

angle “A” of 30° )0.1

0 , see fig 16.21.
2. Grind until a clean and uniform surface
is obtained.
3. Carry out final grinding with a feed in
the direction from inside out.
4. When the seat “S” on the exhaust seat
ring is ground to such an extent that the
recess “R” disappears, see fig 16.21,
the valve seat ring must be renewed,
MBDH–505–01.01

see work card 16 107.

Valve exhaust seat ring

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Fig 16.22 5. The inlet valve seat ring can be ground

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

0
of 30° *0.1 , see fig 16.23.
After grinding check the height “H”, see fig
16.23. The height “H” must be no less than
9.0 mm.

Valve inlet seat ring

Fig 16.23
MBDH–505–0

2000–11–01
“H”

0
30_ –0.1

Valve spindle

page 16–94 Release 16 105-01

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Work card 16 115–01

Inspection of valve rotators

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: ½ hour
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–10–01

Plate no: 1 1616

Plate no: 1 1620

Starting position: Engine stopped.

Procedure
Valve rotators are installed on all 4 valves in little each time the valve is activated.
the cylinder head. The function of the valve See fig 16.24.
rotators is of greatest importance for the life- 4. Stop the engine, and re–install the
time of the valves. Non–functioning valve ro- valve covers with new seals.
tators must be exchanged.
At every overhaul of the cylinder head, the Fig 16.24
valve rotators must be checked. Indicator mark
Function test
1. Remove the valve covers from the cyl-
inder heads.
2. Start the engine and let it run idle
speed to avoid oil splash.
11.11439–0101.0

3. Watch the indicator mark on top of the

valve rotator and see that it moves a
Valve rotator

Release 16_115-01 page 16–95

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Your notes:

2000–10–01

page 16–96 Release 16_115-01

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Work card 16 106–01

Replacement of valve guide

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Special tools
Working time: ¾ hour
Drift mandrel
Shut–off fuel oil Capacity: 1 man
See plate: 1 9012–01
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Plate no: 1 1616

Starting position: Valve spindle has been removed, see work card no 16 104.

Procedure Fig 16.25

If the clearance exceeds the max limit of
20.2 mm, the valve guide must be replaced.
1. Knock the valve guide out from the bot-
tom of the cylinder head by means of
a drift mandrel, see fig 16.25.
MBDH–505–01.20

Dismounting of valve guide

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Fig 16.26 Mounting of valve guide

2. Clean the bore in the cylinder head
carefully.
3. The new valve guide must be cooled
down to approx –70°C with nitrogen.
4. Insert the valve guide in the bore, see
fig 16.26.
5. Make sure the valve guide has come
all the way down.
6. Insert a new O–ring in top of the valve
guide, see fig 16.27.
MBDH–505–01.20

Tool for valve guides is optional.

Mounting of valve guide

Fig 16.27

2000–11–01
MBDH–505–01.20

Inserting a new O–ring in the valve guide

page 16–98 Release 16 106-01

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Work card 16 107–01

Replacement of valve seat ring

Safety precautions Man power Tools

Stopped engine
Shut–off starting air Special tools
Extractor
Shut–off cooling water Working time: 1 hour See plate: 1 9012–01
Shut–off fuel oil Capacity: 1 man Hydraulic tool
See plate: 1 9012–15
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Plate no: 1 1616

Starting position: Cylinder head removed from engine

Procedure
The exhaust and inlet valve seat rings are in-
stalled in a press fit. Fig 16.28

The seat rings can be pulled out by means

of the hydraulically operated extractor
shown in fig 16.28.
1 9012–01

Extractor

Release 16 107-01 page 16–99

 L27/38

Before installing new seat rings the bores in The bore for the inlet seat rings does not
the cylinder head must be cleaned carefully. need any sealing compound before pulling
Do not use emery paper because this will in the seat rings.
change the tolerance of the bore. After the valve seat rings have been in-
Add a little sealing compound (loctite 572.) stalled the valve seat must be ground.
to the bore for the exhaust seat rings. Regarding valve seat angle and max grind-
Place a new O–ring on the seat ring and lu- ing limit, see work card 16 105.
bricate with oil or ”copaslip”.
It is not necessary to cool down the seat
rings before pulling them in by means of the
pulling deice shown in fig 16.29.

Fig 16.29

2000–11–01
AINS

Pulling device mounted on cylinder head – tool not supplied

page 16–100 Release 16 107-01

 L27/38

Work card 16 108–01

Inspection of piston

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Special tools
Working time: 1 hour
Piston ring expander tool
Shut–off fuel oil Capacity: 1 man
See plate: 1 9012–02
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–11–01

Weights of main components 2049269–5

Plate no: 1 1614
Tightening specification 2049581–0

Starting position: Cyl. unit has been removed from engine, work card 16 101.
Piston has been dismantled from connecting rod.

Procedure
Piston Piston and New ring Ring
type oil scraper grooves grooves
Inspection of piston KOLBEN– ring
At major overhauls the piston crown must be SCHMIDT Nominal Tolerances Max wear
separated from the skirt and cleaned inside. size (mm) (mm) limit (mm)
If there is any sign of wear on the joint sur- Piston ring
faces, the parts must be machined accord- 1 6 6.17 +0.03 6.42
ing to our specifications.
Piston ring
1. Remove the piston and scraper rings. 2 6 6.12 +0.03 6.37
2. Clean the piston. Piston ring
3 6 6.12 +0.03 6.37
Scraper
ring 8 8.04 +0.03 8.17

Nominal size, new ring groove tolerance and

max wear limit for ring grooves

Release 16 108-01 page 16–101

 L27/38

Fig 16.30 3. Check the ring grooves for wear, see

fig 16.30.
Clearance ring/groove
4. Separate the piston crown from the
skirt.
5. Clean the inside of the piston crown.

0.45 resp. 0.40 mm

maximum clearance Note
with new piston rings At each engine overhaul:
S The piston and scraper ring must be
replaced.
S The cylinder liner must be honed ac-
cording to work card 16 111.
S For position and fitting of piston rings
0.20 mm maximum refer to workcard 16 113 and spare
clearance with new part plate 1 1614.
scraper rings

Assembling of piston, fig 16.31

1. Check the tightening of the 4 studs with

2000–11–01
Wear limits for ring grooves
a torque of 40 Nm.
2. Fit a new O–ring on the piston skirt and
Fig 16.31 add some oil to it.
3. Assemble the piston crown and skirt.
4. Fit the thrust pieces and lubricate the
threads and the nuts with molycote
paste type G–n plus.
5. Tighten the nuts crosswise with a
Thrust torque of 67 Nm.
piece
6. Loosen the nuts again.
Nut
7. Check the tightening of the studs with
Stud a torque of 40 Nm.
8. Tighten the nuts crosswise with a
torque of 20 Nm.
9. Turn each nut 90° crosswise.
11.03455–3412

Note
Piston – sectional view
The nuts must not turn further when a torque
of 54 Nm is applied.

page 16–102 Release 16 108-01

 L27/38

Work card 16 109–01

Removal of marine head from engine

Safety precautions Man power Tools

Stopped engine
Shut–off starting air Special tools
Fixation tool for marine
Shut–off cooling water Working time: ½ hour head, Guide beam
Shut–off fuel oil Capacity: 2 men See plate: 1 9012–14
Hydraulic tools
Stopped lub oil circul. See plate 1 9012–15
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–11–01

Tightening specification 2049581–0 Plate no: 1 1612

Starting position: Engine out of operation.

Procedure
Condition: Piston and connecting rod has Fig 16.32
Fixation tool
been removed and the fixation tool is in-
stalled, see fig 16.32.
AINS

Fixation of connecting rod bearing

Release 16 109-01 page 16–103

 L27/38

Fig 16.33 1. Turn the crank through to about TDC.

2. Install the brackets in the lower end of
the crankcase opening, see fig 16.33.
3. Place the guide beam on the brackets
and secure it by means of the screws,
see fig 16.34.

Bracket installed

2000–11–01
Fig 16.34

Guide beam

Bracket
AINS

Placing of guide beam

page 16–104 Release 16 109-01

 L27/38

4. Turn the crankshaft to the position

shown in fig 16.35 and remove the nuts
by means of the hydraulic tool.

Fig 16.35
2000–11–01

AINS

Removal of nuts

Release 16 109-01 page 16–105

 L27/38

5. Install the slide piece as shown in fig 8. Remove the bearing shells from each
16.36 and remove the bracket. marine head half.
6. Turn the crankshaft to make the mar- Mounting of marine head
ine head rest against the beam, see fig
16.36. Mounting is carried out in reverse order of
the above. See Tightening specification
7. Pull out the two halves of the marine 2049581–0.
head.

Fig 16.36

Slide piece

2000–11–01
AINS

Marine head with slide piece

page 16–106 Release 16 109-01

 L27/38

Work card 16 110–01

Inspection of connecting rod big–end bearing

Safety precautions Man power Tools

Stopped engine
Special tools
Shut–off starting air Lifting handles
Shut–off cooling water Fixation tool
Working time: 1 ½ hour
See plate: 1 9012–14
Shut–off fuel oil Capacity: 2 men
Hydraulic tool – marine
Stopped lub oil circul. head
See plate: 1 9012–15
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–06–01

Guidance for replacement of bearings 2043666–4

Plate no: 1 1612
Tightening specification 2049581–0

Starting position: Crankcase opened.

Procedure Fig 16.37

Check of connecting rod bearing shells
1. Turn the crankshaft into top dead Screws Holder
centre.
2. Install the lifting tool with two screws on
each side of the connecting rod bear-
MBDH–506–01.30 fig1

ing housing. The upper screw is

screwed into the upper bearing hous-
ing and the other into the lower bearing
housing, see fig 16.37.

Mounting of holders on the marine head

Release 16 110-01 page 16–107

 L27/38

Fig 16.38 3. Loosen the two nuts (1) on the marine

head, by means of the hydraulic tool,
see fig 16.41.
4. Remove the hydraulic tool and then
the nuts (1) and studs (2), see fig
16.41.
5. Fit the two pipes for lifting, see fig
16.38.
6. Pull upwards in the two lifting pipes to
Step 1 carry the weight of the lower bearing
housing while removing the upper
screws from the lifting tools.
7. Lower the bearing cap until the lifting
Step 2 pipes are resting on the engine frame.
8. The lower bearing shell can now be re-
moved, see fig 16.38.
MBDH–506–01.30 fig2

9. Install the inspection bracket, see fig

16.39.

2000–06–01
Lowering marine head bearing cap
10. Slowly turn the crankshaft until the
with lifting handles
upper part of the bearing housing is
resting on the bracket and secure it
with a screw, see fig 16.39.
Fig 16.39
11. Turn the crankshaft until it is possible
to remove the upper bearing shell, see
Fixation fig 16.40.
tool
Inspection of bearing shells
See Guidance for replacement of bearings
2043666–4.

Installation of bearing shells

12. Carefully clean the joint faces, the bore
and the bearing shells.
13. Install the upper bearing shell. Make
sure the ends of the bearing shell are
flush with the ends of the bearing cap.
14. Add some clean engine oil to the crank
journal.
Screw for securing
MBDH–506–01.30 fig3

marine head and

inspection bracket

Mounting of the inspection bracket

page 16–108 Release 16 110-01

 L27/38

15. Turn the crankshaft until the journal Fig 16.40

has contact with the bearing, see fig
16.40.
16. Remove the inspection bracket.
17. Turn the crankshaft into top dead
centre.
18. Install the lower bearing shell. Make
sure the ends of the bearing shell are
flush with the ends of the lower bearing
cap.
19. Add some clean engine oil to the bear-
ing shell.
20. Lift the lower bearing cap up against
MBDH–506–01.30 fig4
the upper and fit the two screws to in-
terlock the two bearing houses.
Removal of the upper marine head bearing
21. Mount the two assembling studs and fit
shell
the nuts.
22. Install the hydraulic tool and tighten,
2000–06–01

see fig 16.41 and Tightening specifica- Fig 16.41

tion 2049581–0.

2 1
AINS

Hydraulic tool

Release 16 110-01 page 16–109

L27/38

Your notes:

2000–06–01

page 16–110 Release 16 110-01

 L27/38

Work card 16 111–01

Inspection and honing of cylinder liner

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: ½ hour
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–06–01

Settings and limit values 2047749–0 Plate no: 1 1610

Starting position: Piston and connecting rod removed.

Procedure
Measuring of cylinder diameter Fig 16.42
At any overhaul of the cylinder unit it is very
important to know the condition of the cylin-
der liner.
The inside diameter of the cylinder liner is
measured in 3 levels, see fig 16.42.
The measurements are taken in both trans-
verse and in longitudinal direction.
Max acceptable diameter is 270.4 mm after
honing.
Max acceptable ovalness after honing is
0.05 mm.
MBDH–506–01.35 fig1

Measuring points

Release 16 111-01 page 16–111

 L27/38

Fig 16.43 Honing of cylinder liner

Before honing the cylinder liner must be
cleaned and deposits in the top must be re-
moved.
The honing must be done with a honing ma-
chine and not a honing brush.

Honing procedure (plateau honing)

The honing angle is 60° ± 5°
The honing marks must be of equal depth in
both directions and equidistant.
The surface must be free of smeared ma-
terial and free of polished areas.
Roughness:
Honing device for cylinder liner Rmax = 12–16 µm
– tool not supplied
Rz = 6–10 µm
(Ra = 1.3–1.6 µm)
Fig 16.44

2000–06–01
Measuring guidance:
Measuring length = 5 mm
Cut–off value = 0.8 mm
Plateau area = 50–70%
MBDH–506–01.35 fig3

60° Plateau area to be measured 1.5 µm below

the top line.
After the honing, the liner must be carefully
cleaned with gas oil. Make sure that all ab-
rasive particles are removed.

Angle between honing grooves

page 16–112 Release 16 111-01

 L27/38

Measurement of cylinder liner

Ship’s name Inspec Sign
date
Engine no Running hours
Engine type Fuel type

Cyl no 1 2 3 4 5 6 7 8 9
Ident no

Running
hours

Length– A
wise
B
mm
C
Cross– A
wise
B
mm
2000–06–01

C
Liner temp
°C

Remarks
82

A
270

B
500

Release 16 111-01 page 16–113

L27/38

Your notes:

2000–06–01

page 16–114 Release 16 111-01

 L27/38

Work card 16 112–01

Grinding of seal faces on cylinder liner, cylinder head and
engine frame

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Special tools
Working time: ½ hour
Grinding tool
Shut–off fuel oil Capacity: 1 man
See plate: 1 9012–03
Stopped lub oil circul.
Select local control

Starting position: Disassembly of cylinder unit, see work card 16 102.

2000–11–01

Procedure
The grinding tool is used for grinding of the Fig 16.45
seal face on the cylinder head, the cylinder
liner and the engine frame.
The intention with the grinding is to ensure
a proper sealing between mating faces in
connection with major overhaul.
If severe damage or corrosion is observed,
a machining of the sealing faces may be re-
quired.
In this case please consult us.
Grinding tool

Note
Clean all parts carefully after grinding.

Release 16 112-01 page 16–115

 L27/38

Fig 16.46 Fig 16.48

MBDH–506–01.45 fig.2

MBDH–506–01.45 fig.4

Grinding tool used on cylinder head

Grinding tool used on cylinder liner

Fig 16.47

2000–11–01
MBDH–506–01.45 fig.3

Grinding tool used on engine frame

page 16–116 Release 16 112-01

 L27/38

Work card 16 113–01

Assembly of cylinder unit

Safety precautions Man power Tools

Stopped engine Special tools
Piston ring expander, Lifting
Shut–off starting air tool for piston, Guide ring
Shut–off cooling water for piston
Working time: 1 ½ hour
See plate: 1 9012–02
Shut–off fuel oil Capacity: 1 man
Lifting tool for cyl. liner
Stopped lub oil circul. Fixation tool for cyl. unit and
con. rod
Select local control See plate: 1 9012–03

Data Replacement and

(See chapter 00 Data) wearing parts
2000–06–01

Tightening specification 2049581–0 Plate no: 1 1610

Weights of main components 2049269–5 Plate no: 1 1616

Starting position: Cylinder unit dismantled, see work card no 16 102.

Fig 16.49
Procedure
1
1. Place the water jacket on the work
table.
2. Place a new O–ring (1) on the cylinder
liner and oil it.
3. Install the cylinder liner in the water
jacket by means of the lifting tool for
the liner, see fig 16.49.
AINS/ 11.49023–0272

Lifting tool for cylinder liner

Release 16 113-01 page 16–117

 L27/38

Fig 16.50
Note
AS
The liner can be marked in two different
ways: Either the letters “AS” in top of the liner
or a groove below the largest diameter.
Be sure the marking on the cylinder liner
points towards the exhaust side of the cool-
ing water jacket.
Machined
groove Mounting of piston
4. Place the piston guide ring on the cylin-
AINS/ 11.49023–0272

der liner.
5. Install the lifting tool on the piston
crown and lift the piston.
Marking of liner
6. Install the piston rings using a piston
ring expander.
Fig 16.51 7. Lubricate the piston rings and the in-
6 side of the liner.
1

2000–06–01
8. Slowly lower the piston into the cylin-
der liner.
2
4
Note
Make sure the mark “AS” on the top of the
3 piston is pointing in the same direction as
5
the cylinder liner.
Plate 1 1610–01

9. Install the fixation tools to lock the con-

necting rod and cylinder liner.
10. Remove the lifting tool from the piston
crown.
11. Place the seals 1, 2, 3, 4, 5 and the
flame ring 6 as shown in fig 16.51.

Mounting of seals in cylinder unit

page 16–118 Release 16 113-01

 L27/38

12. Install a new O–ring (1) at the bottom Fig 16.53

of the cylinder head, see fig 16.53.
Before landing the cylinder head on top of
the liner, make sure the exhaust gate is
pointing in the right direction.
13. Install and tighten the 4 long allen
screws, see fig 16.52. Tightening
specification 2049581–0 in chapter 00
Data.

Fig 16.52

Allen screws 1
AINS
2000–06–01

Mounting O–ring on cylinder head bottom

11.05603–0005

Fig 16.54
Install allen screws
AINS/ 11.49032–0186

Cylinder unit mounted on table

Release 16 113-01 page 16–119

L27/38

Your notes:

2000–06–01

page 16–120 Release 16 113-01

 L27/38

Work card 16 116–01

Check and adjustment of valve clearance

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: ¼ hour Special tools
Valve feeler gauge,
Shut–off fuel oil Capacity: 1 man See plate: 1 9012
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2003–08–26

Settings and limit values 2047749–0

Plate no: 1 1616
Tightening specification 2049581–0
Plate no: 1 1620
Weights of main components 2049269–5

Starting position: Cover for rocker arm removed.

Fig 16.55
Procedure 1

Valve bridge adjustment 2

Before adjusting or checking the valve clear- 3
ance, it has to be checked that the valve
bridge (6) is in contact with both valves sim- 4
ultaneously, see fig 16.55. 6
(Valve
1. Engage the turning gear and turn the bridge)
crankshaft until the cam followers for
valve operation rest on the circular part
of the cams for the cylinder head in
question.
AINSP

2. Loosen the nut (1) and turn the adjust-

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

Release 16 116-01 page 16–121

 L27/38

Fig 16.56 4. Check that the valve bridge (6) rests on

top of the valve opposite the adjusting
screw (4), see fig 16.56.
4
5. Turn the adjusting screw (4) clockwise
3 until the adjusting screw is in contact
with the valve stem.
6. Tighten the nut (3). Tightening torque:
200 Nm. Check that the valve bridge
still is in contact with both valve stems
6 simultaneausly.
AINSP

(Valve
bridge) Adjustment of valve clearance
(cold engine)
Clearances for inlet and outlet valves are the
same.
1. Place a feeler gauge size 0.7 mm be-
tween the valve bridge (6) and the
thrust piece on the adjusting screw (2),
see fig 16.55.

2005–01–18
Valve bridge 2. Turn the screw (2) clockwise until there
is contact between the valve bridge,
feeler gauge and thrust piece on the
Fig 16.57 screw (2).
1 (nut) 3. Tighten the nut (1). Tightening torque:
2 (screw)
200 Nm.
4. Check that the clearance is still 0.7 mm
3 (nut) after tightening of the nut (1).
4 (screw)

Feeler gauge
AINSP

Loosen the adjustment screw on the rocker arm

page 16–122 Release 16 116-01

 L27/38

Work card 16 114–01

Mounting of cylinder unit in engine

Safety precautions Man power Tools

Special tools
Stopped engine Lifting tool for marine head
Shut–off starting air See plate: 1 9012–01
Lever tool for cooling water
Shut–off cooling water Working time: 1 ½ hour connection
Shut–off fuel oil Capacity: 2 men See plate: 1 9012–11
Fork for intermediate piece
Stopped lub oil circul. See plate: 1 9012–12
Select local control Hydraulic tools
See plate: 1 9012–15

Data Replacement and

(See chapter 00 Data) wearing parts
2000–11–01

See plate: 1 1012

Tightening specification 2049581–0
See plate: 1 1610
Weights of main components 2049269–5
See plate: 1 3016

Starting position: Cylinder unit is completely assembled.

Valve gear of respective cylinder is in position “valve closed”.

Fig 16.58
Procedure
2
Before installing the cylinder unit, the joint
faces must be cleaned carefully and the
crank throw with marine head must be
turned into top dead centre. See the marks 3
Plate 1 1012–01

4
on the flywheel.
1
Installation of cylinder unit
1. Place a new seal (1) around the hole
for push rods in the frame, see fig
16.58.

Connecting piece for rocker arm lubrication

Release 16 114-01 page 16–123

 L27/38

Fig 16.59 Lifting tool 2. Fit new O–rings (2) on the lubricating
oil connection tube for rocker arm lu-
brication and install it in the connecting
piece (3).
3. Replace O–ring (4) under connecting
piece.
4. Place new O–rings on the cooling
water connecting sleeves. Lubricate
the O–rings with grease and install the
sleeves in the cooling water bores
pointing to the aft of the engine. Press
in the sleeves as far as possible.
Replace the O–rings on the cooling
water sleeves belonging to the cylinder
head in front of the unit to be installed
and press in the sleeves as far as
possible. See fig 16.64.
5. Place new O–rings on the charge air
connecting sleeves. Lubricate the O–
rings with grease and press the

2000–11–01
sleeves into the charge air bore in the
cylinder unit to be installed, and the
unit on the engine.
6. Slowly lower the unit into the engine
frame.
AINS

Installation of cylinder unit 7. Make sure that the connecting rod

lands on the marine head without
Fig 16.60 harming the threads on the studs.
8. Remove the fixation tools from the unit,
see fig 16.60.
9. Lubricate the 4 studs on the marine
head with engine oil and install the 4
nuts. Tighten by using a tommy bar.

Note
Check that the ”IMO” marks on the marine
head and connecting rod are pointing in
direction of the exhaust side.
AINS

Remove fixation tools

page 16–124 Release 16 114-01

 L27/38

Tightening of connecting rod to marine Fig 16.61

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

Tightening of cylinder head

11. Lubricate the threads on the cylinder
head studs with engine oil.
12. Fit the cylinder head nuts and make
sure they turn easily and tighten with a
tommy bar.
13. Install the hydraulic tools on the cylin-
der head studs as shown in fig 16.61.
Cylinder head
14. Make sure the slot in the lower end of nut
the distance tube is pointing in a direc- Cylinder Cylinder head
tion where it is possible to use the head bolt
tommy bar.
16 101 fig 3

Hydraulic tool for mounting

of cylinder head nuts
Note
2000–11–01

If new studs or nuts are fitted, the assembly Fig 16.62

must be tightened and loosened three
times, in order to compensate for deforma-
tion of the threads and in order to ensure a
safe load of the studs.

Mounting of push rods

15. Remove the screw on top of the rocker
arm shaft, see fig16.62.
A
AINS

16. Push out the rocker arm shaft and re- Locking screw for rocker arm shaft
move the rocker arms.
17. Place the push rods on the cam fol- Fig 16.63
lower.
18. Remount the rocker arms and secure
the shaft with the screw shown in fig
16.62.
Assembling of connections
19. Mount the clamp for assembling of cyl-
inder head and exhaust pipe, see fig
16.63.
AINS

Correct mounting of clamps

Release 16 114-01 page 16–125

 L27/38

20. Push the connecting sleeves for water 21. Secure the connections with the
and charge air into the bores in the ad- clamps and screws belonging to them.
jacent units.

Fig 16.64
Normal operation

Water
outlet

Water
inlet

2000–11–01
Lever tool

Remove for overhaul

O–rings

O–rings

O–rings
PI–L27/38

O–rings

Cooling water connection between cylinder units

page 16–126 Release 16 114-01

 L27/38

Work card 16 117–01

Check and overhaul of indicator valve

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: ½ hour
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2001–05–01

Plate no: 1 1618

Starting position: Engine stopped.

Procedure
Description the indicator is tight so that the parts are not
overheated and damaged. It is therefore im-
Under normal working conditions the indica-
portant that the valve connecting surface is
tor valves require very little maintenance.
in good condition.
However, to minimize toxic gases in the en-
gine room and to keep the engine and en-
gine room clean, it is necessary to keep the Warning
indicator valves tight. In connection with check of indicator valves,
be aware of hot surfaces and possible dis-
Also, when taking combustion pressures/
charge of hot gasses.
diagrams, it is important that the mechanical
connection between the indicator valve and

Release 16 117-01 page 16–127

 L27/38

Fig 16.65 Check of indicator valve, see fig 16.65.

1. Visually inspect the valve cone for
damage.
Valve cone
2. Ensure that all indicator valves are
closed.
3. Start and run the engine.
4. Observe that the indicator valve is not
leaking.
5. Shortly open the valve and close it
again.
6. Observe if there is a leakage from the
indicator valve.
7. If the indicator is leaking, stop the en-
1 1618–01

gine and replace the indicator valve.

Indicator valve

2001–05–01

page 16–128 Release 16 117-01

 L27/38

Work card 16 118–01

Check/adjustment of safety valve opening pressure

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Special tools
Shut–off cooling water Working time: ½ hour Calibrated high pressure
Shut–off fuel oil Capacity: 1 man testing equipment (not sup-
plied)
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2001–05–01

Plate no: 1 1618

Starting position: Engine stopped. Respective side covers on engine manoeuvre

side dismounted.

Procedure
For safety reasons, the safety valves are
normally checked/adjusted at an authorised Note
workshop in connection with overhaul of cyl- In connection with check of safety valves, do
inder heads. not increase the test pressure to more than
However, it is possible to check/adjust the 250 bar.
valves on board if calibrated high pressure
testing equipment is available. Blow off pressure
for L27/38 is: 230 bar + 7 bar at 20°C.
Warning
When using hydraulic equipment, protec-
tive goggles and gloves MUST be used.

Release 16 118-01 page 16–129

 L27/38

Fig 16.66 1. Dismount the safety valve.

2. Connect the safety valve to a cali-
brated high pressure testing device.
3. Slowly increase the pressure until the
safety valve blows off. Observe the
blow–off pressure and compare with
the factory setting.
4. If necessary, adjust the blow off pres-
sure, see fig 16.66:
S Remove lead seal (2) and securing
1 wire (3).
S Loosen and remove locking screw
(4).
S Adjust the blow off pressure by tur-
AINS

2 ning the outer bushing (1).

3 S Repeat step 3. until the correct blow

off pressure is reached.
S Drill a securing bore for locking

2001–05–01
4
screw (4).
S Mount locking screw (4).
S Secure locking screw with locking
wire and lead seal.
5. Mount the safety valve with a new
gasket.
6. Mount the side covers.

Safety valve

page 16–130 Release 16 118-01

 L27/38

18. Turbocharger
Description
Turbocharging, charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . page 18–133
Turbocharger – See separately supplied manual

Work card
18 101–01 Cleaning of charge air cooler . . . . . . . . . . . . . . . . page 18–135
18 102–01 Cleaning of turbine, dry–cleaning . . . . . . . . . . . . . page 18–139

Spare part plate

Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1810–01
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1812–01
Dummy LT–cooling water control valve . . . . . . . . . . . . . . . . . . . . plate 1 1812–01
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1812–02
LT–cooling water control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1812–02
2005–08–02

Charge air connection TC/AC . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1814–03

Charge air receiver drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1814–05
Charge air connection AC/Receiver . . . . . . . . . . . . . . . . . . . . . . . plate 1 1814–06
Exhaust outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1824–01
Exhaust compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 1826–01

Release TOC_1 18 page 18–131

L27/38

2005–08–02

page 18–132 Release TOC_1 18

 L27/38

Turbocharging, charge air cooler

The turbocharging system is based on the The two–stage design provides the possibil-
constant pressure principle, using the ity of utilizing a high percentage of the en-
radial–flow type MAN B&W NR/S turbo- gine heat loss for other purposes such as
chargers, lubricated from the engine lub oil freshwater generation and heating.
system.
A by–pass connection is arranged from the
turbocharger air outlet to the gas inlet side in Fig 18.1
order to increase the charge air pressure at By–pass
part load and thus minimising exhaust
smoke.
For certain operating conditions requiring
high engine torque at reduced engine
speed, a waste gate arrangement will be in-
corporated in the exhaust system. Waste–gate
PI–L27/38 Fig 11

The charge air cooler is a compact two–

stage plug–in unit. The high temperature Turbocharger by–pass/waste gate arrange-
water passes the first stage and the low tem- ment
2001–08–06

perature water is passed through the sec-

ond stage of the cooler.

Fig 18.2

Air flow

Outlet

HT Outlet
Inlet

LT
Inlet
MBD–H

Charge air cooler

Release 18A1-01 page 18–133

L27/38

2001–08–06

page 18–134 Release 18A1-01

 L27/38

Work card 18 101–01

Cleaning of charge air cooler

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Special tools
Shut–off cooling water Working time: 2 hours Lifting tool
Shut–off fuel oil Capacity: 2 men See plate: 1 9012–10
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–06–01

Weights of main components 2049269–5 Plate no: 1 1812

Starting position: Engine out of service.

Procedure
The air cooler is normally cleaned if ob- Fig 18.3
servations prove that the cooler efficiency Do not remove
has dropped.
To clean the cooler on the air and the water
side, it must be dismantled from the engine.
11.32200–0971.A

Dismounting
Before the cooler can be dismantled, the in-
strument panels must be removed.
1. Unscrew and remove the multiple plug
in the bottom of the instrument panels.
2. Remove the plate with the instrument
panels from the air cooler.
3. Remove all allen screws from the end
cover of the cooler, except for the 8 End cover of cooler
screws shown in fig 18.3.

Release 18 101-01 page 18–135

 L27/38

4. Fit the lifting tool on the 4 studs on

which the instrument panel was in- Note
stalled, see fig 18.4. The greatest care must be taken when
5. Hook on a chain block to the lifting tool, handling the cooler insert. Make sure not to
but keep the chain slack. bend any of the lamellas on the tubes. If by
6. Press out the cooler insert about 30 accident some of the lamellas have been
millimetres with the dismantling bent they must be straightened again, other-
screws. wise the air flow through the cooler will be re-
duced and change the performance of the
7. Lift the cooler with the chain block, pull engine.
it out and land it on a wooden support.
8. Remove the end covers and the side Assembling after cleaning
plates, see fig 18.6. 1. Reinstall the side plates and the end
9. Clean the pipes inside and be sure all covers with new gaskets and a new O–
deposits have been removed. Use a ring, see fig 18.6.
suitable cleaning agent to clean the la- 2. Pressure test the cooler to see if any of
mellas. the tubes are leaking. If some pipes
are leaking where the tubes are ex-
Fig 18.4 panded into the tube plates, they can
possibly be repaired by re–expanding

2000–06–01
the tubes. Otherwise, the tubes must
be plugged.
3. Fit new O–rings on the cooling water
connecting tubes, fig 18.5 and add
some acid free grease to the O–rings.
4. Install the connecting tubes in the
bores inside the aft–end box, see fig
18.5.
5. Put some liquid sealing compound on
955

the surface against which the insert is

CL Crankshaft
going to be tightened.
530

6. Lift the cooler insert with the lifting tool

and carefully push it into the cooler
housing and press it in as far as poss-
ible.
PG – L27/38 Fig 4.25

7. Because of the O–rings on the con-

1757 necting tubes and the O–ring on the
cooler, the cooler does not go all the
way in, therefore it must be pressed
Lifting tool mounted on charge air cooler into final position by 4 long screws.
8. Install and tighten all screws with a
torque of 140 Nm.

page 18–136 Release 18 101-01

 L27/38

Fig 18.5
11.32200–0971.A

Cooling water connecting tubes

Fig 18.6
2000–06–01

O–ring
1 1812–01

Charge air cooler

Release 18 101-01 page 18–137

L27/38

Your notes:

2000–06–01

page 18–138 Release 18 101-01

 L27/38

Work card 18 102–01

Cleaning of turbine, dry–cleaning

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: ¼ hour Special tools
Dry cleaning device
Shut–off fuel oil Capacity: 1 man See plate: 1 9012–13
Stopped lub oil circul.
Select local control

Starting position: Engine in operation – min 75% loaded.

2000–11–01

Procedure
Dry cleaning 3. Connect to the working air system (4).
The device is connected immediately before 4. Connect the dry cleaning device to
the TC gas inlet. valve (1) and open valve (3). Then
Appropriate cleaning materials are granu- open valve (1) slowly until a hissing
lates from nut shells or activated charcoal of sound indicates that the granulate is
a grain size of 1 mm (max 1.5 mm). being injected. Injection period: Ap-
prox 2 min or until the container is
Cleaning sequence emty.
Please also consult the instruction plate on
Fig 18.7
the engine. Air
The cleaning is to be carried out at high en- supply
gine load, min 75% MCR.
1. Before connecting the cleaning device
(see fig 18.7), open the stop valve (1)
and check that the passage is not
blocked. Close the valve again.
2. Fill the container (2) with granulate.
The amount depending on the type of 1 2 3 4
1 1820–01

turbocharger:
Dry cleaning device connected to
NR24/S, NR26/R 0.4 litres blow–in valve
NR29/S 0.5 litres

Release 18 102-01 page 18–139

L27/38

Note
If vibrations occure after cleaning the turbine
it is necessary to repeat the cleaning proces
until no vibrations are observed.

2000–11–01

page 18–140 Release 18 102-01

 L27/38

20. Fuel oil system

Description
Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 20–143
Fuel oil system – MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 20–144
Fuel injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 20–146

Work card
20 101–01 Dismantling/installation of fuel injection pump . . page 20–149
20 102–01 Disassembly/reassembly
and repair of fuel injection pump . . . . . . . . . . . . . . page 20–153
20 103–01 Overhaul of fuel valve . . . . . . . . . . . . . . . . . . . . . . . page 20–159

Spare part plate

Fuel oil prefilter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2010–04
Fuel oil primary pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2012–05
2005–08–03

Fuel oil filter, MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2014–01

Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2016–02
Starting air pipes on pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2016–03
Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2018–01
Fuel oil pipes – HT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2020–01
Fuel oil pipes – LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2020–02

Release TOC_1 20 page 20–141

L27/38

2005–08–03

page 20–142 Release TOC_1 20

 L27/38

Fuel oil system

General
Depending on fuel oil quality the engine can be equipped with different types of equipment.

MDO HFO
For operation on MDO (Marine Diesel Oil), For operation on HFO (Heavy Fuel Oil), the
the standard engine is equipped with built– standard engine is equipped with built–on:
on: S Fuel oil duplex slit filter
S Fuel oil primary pump S Fuel oil back pressure valve
S Double filter with paper inserts S Lubrication of fuel oil pumps
S Lubrication of fuel oil pumps S Uncooled fuel injection valves
S Fuel oil pumps with leak oil seal The built–on equipment is designed for use
S Uncooled fuel injection valves on fuel oil modules, normally referred to as
The MDO built–on equipment is designed booster modules. For multi engine installa-
for single engine installation. For multi en- tions, a common fuel oil feed system should
gine installations, it is recommended to have cover all engines.
2000–06–01

either separate fuel supplies or the built–on HFO quality

pumps have to be replaced by electrical
pumps. We recommend to use heavy fuel up to 380
cSt/50°C, even though the engine is designed
for operation on HFO up to 700 cSt/50°C, de-
pending on the actual fuel quality.
For fuel oil quality, see Quality Requirements
D365600E/D365692E.
The maximum injection viscosity is 12–14 cSt.

Release 1 20A1-01 page 20–143

 L27/38

Fuel oil system – MDO

Fig 20.1

4
5 LAL
DN 32

6
7
M

To sludge

3
To sludge

M
LSH
2 1425

B7

2000–06–01
B3 B1
1
bunker/settling tank

PT PT
bunker/settling

1424 1423
8
9
Return to
From

To fuel oil drain tank

B4
tank

PSL
1421

Item Description Connections:

B1 Fuel oil primary pump – suction
1 Prefilter for purifier B3 Fuel oil stand-by pump pressure
2 Transfer pump B4 Fuel oil circulation to service tank
3 Purifier B7 Leak oil to drain tank
4 MDO service tank
2047042–0.4 + pg 6.1.1 L27/38

5 Sightglass for MDO overflow

6 Duplex filter (magnetic insert)
7 Stand–by pump
8 Primary pump
9 Duplex filter (paper insert)

Fuel oil diagram – MDO

page 20–144 Release 1 20B1-01

 L27/38

Fuel oil system, see fig 20.1 The service tank (4) should be drained daily
To protect the purifier pump (2), a prefilter is for water and sludge.
inserted before the pump. A duplex suction filter (6) with magnetic in-
The pump can be driven directly by the pu- serts is installed in the suction line of the fuel
rifier or by an independent motor. oil primary pump to protect the pump. The
filter should be cleaned regularly.
For engines operating on MDO, we recom-
mend cleaning of the oil by a purifier to re- A stand–by fuel oil pump (7) is installed for
move water. For the blended fuel oil (M3 in circulation of fuel after dismantling or repair
accordance to BS MA100 fuel oil specifica- of the system.
tion) which can be expected in some bunker In case of break–down of the built–on pri-
places, the purifier is also an important mary pump, the stand–by pump will take
cleaning device. An automatic self–cleaning over.
type is recommended. The fuel oil temperatures before engine/fuel
Pre–heating is normally not necessary, but injection pumps should be observed:
a purifying temperature of approx 40°C will
improve separation. Some Marine Diesel MDO
Oils have a high content of “paraffin” which Viscosity at 40°C ≥ 2.5 cSt max 60°C
cloggs up filters and can cause the engine to
stop. To avoid this preheating can be MGO
2000–06–01

necessary.
Viscosity at 40°C ≥ 2.0 cSt max 50°C
A heat exchanger and a thermostatic valve
Viscosity at 40°C 1.5–2.0 cSt max 40°C
using the main engine HT cooling water as
heating media can be installed, if necessary.

Release 1 20B1-01 page 20–145

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Fuel injection system

Fig 20.2 To injection valve
Fuel pump
The fuel pump and the roller guide are one
Delivery valve
Delivery valve unit, placed over the fuel cam. A pipe sup-
housing
plies lubricating oil from the camshaft bear-
ing to the roller guide.
The barrel is installed with seals on the outer
circumference at various levels to avoid
Barrel
leakages and to give the possibility to drain
fuel from the lower part of the barrel bore.
At the same time it also gives the possibility
to add sealing oil to minimize fuel conta-
mination of the lubricating oil.
Fuel
The rack for fuel control is shaped as a pis-
ton at one end. The piston works inside a cyl-
inder. When the cylinder is pressurized, the
Fuel rack fuel rack will go to zero and the engine will

2000–06–01
stop.
A delivery valve is installed on top of the bar-
rel. In the delivery valve housing a second
valve is installed. This valve will open for os-
cillating high pressure waves between the
needle in the fuel injection valve and the de-
livery valve on the pump, causing the needle
in the fuel valve to stay closed after the injec-
tion is finished. This will reduce formation of
Lub oil carbon around the nozzle tip and save fuel.
PI l27/38 fig 10

Roller
Fuel pump

page 20–146 Release 1 20C1-01

 L27/38

Fuel injection valve Fig 20.3

The fuel valve is uncooled and placed in a
sleeve in the centre of the cylinder head.
O–rings around the fuel valve body prevent
fuel and lubricating oil from mixing. From the
side of the cylinder head, a lance for fuel
supply is screwed into the fuel valve. The Sleeve
lance is sealed with a bushing and two O–
rings where the lance goes into the cylinder
head. A double–walled high pressure pipe
connects the fuel pump with the lance. Lance
Leak oil from the fuel valve or from a poss-
ible defective high pressure pipe is led to the
Fuel inlet
bore for the lance in the cylinder head. From
here a pipe will drain the fuel either to a leak
oil tank – in case of HFO operation, or to the
day tank – in case of MDO operation.
2000–06–01

Needle

Nozzle complete
PI l27/38 fig 10

Injection valve

Release 1 20C1-01 page 20–147

L27/38

2000–06–01

page 20–148 Release 1 20C1-01

 L27/38

Work card 20 101–01

Dismantling/installation of fuel injection pump

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: 2 hours Special tools
Lifting tool
Shut–off fuel oil Capacity: 1 man See plate: 1 9012–04
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–11–01

Tightening specification 2049581–0 Plate no: 1 2016

Weights of main components 2049269–5 Plate no: 1 2020

Starting position: Covers over fuel pumps removed.

Fig 20.4
3
Procedure
1 1
Dismantling
1. Close the valves in the fuel lines and
the air supply for safety stop.
2. Dismantle the high pressure fuel pipe.
3. Remove the pipes for lubrication, drain
2
and air.
4. Remove the plug screws (1) fig 20.4.
5. Unscrew the 8 screws (3) on the con-
necting pieces on the right side of the
fuel pump, see fig 20.4.
AINS

Fuel injection pump

Release 20 101-01 page 20–149

 L27/38

Fig 20.5 1 2
6. Pull the connecting pieces to the right
to separate the connecting pieces
from the fuel pipes to the left, see fig
50 40 30 20 10
20.8.
7. Disconnect the ball head connection
(1) fig 20.5 between the terminal shaft
and the fuel rack shaft.
8. Check if the roller of the fuel pump is on
MBDH–514–01.05 fig 1

the circular part of the fuel cam. Other-

wise turn the crankshaft.
9. Loosen and remove the 4 nuts (2) se-
Fuel injection pump as mounted curing the pump on the engine, fig
20.5.
10. Install the lifting tool as shown in fig
20.6 and remove the pump.

Fig 20.6

2000–11–01
MBDH–514–01.05 fig 3
AINS

Transporting the dismounted

Removing the fuel injection pump fuel injection pump

page 20–150 Release 20 101-01

 L27/38

Installation Fig 20.7

11. Clean all the joint surfaces on the en-
gine and the pump. 3 2
12. Place new O–ring seals (2) fig 20.8 on
the orifice flanges at the inlet and outlet
of the pump and the lower part of the
pump (2) fig 20.4.
Lubricate the O–rings with acid–free
grease. 1 4

MBDH–514–01.05 fig 4
13. Install the lifting tool on the fuel pump
1–4 Order of tightening
and lift it to the place where it is to be
installed.
Tightening of fuel pump
14. Establish all the connections earlier
disconnected, fit new O–rings (1) fig
20.8. Install and tighten the 4 nuts to
fasten the pump, fig 20.7. See Tighten-
ing specification 2049581–0.
1
2000–11–01

Fig 20.8

Aft end section

AINS

Removal of fuel oil pipes

Release 20 101-01 page 20–151

L27/38

Your notes:

2000–11–01

page 20–152 Release 20 101-01

 L27/38

Work card 20 102–01

Disassembly/reassembly and repair of fuel injection pump

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: 1 hour
Special tools not supplied
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–11–01

Tightening specification 2049581–0 Plate no: 1 2016

Starting position: Fuel injection pump dismantled from engine, see work card 20
101.

Procedure
Disassembly of fuel injection pump Fig 20.9
1. Unscrew the allen screws (1), fig 20.9, 1
and remove the delivery valve hous-
ing. Take care not to loose the valves
inside the housing.
AINS

Delivery valve on fuel pump

Release 20 102-01 page 20–153

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Fig 2. Turn the pump upside down and install

20.10 the tool (I) shown in fig 20.10 and press
I II down the roller guide a few millimetres
(II).
3. Unscrew the screw (1), fig 20.10 (III).
4. Turn the spindle (2), fig 20.10 (IV),
counter clockwise until the spring in
the roller guide is completely relieved.
5. Remove the tool.
6. Pull out the roller guide. The plunger
will consequently come out at the
same time.

Mount the tool Press down

roller guide

2000–11–01
III IV
2

1
MBDH–514–01.06 fig 2

Remove the Relieve the

screw spring load

Unloading / loading
the spring in the fuel injection pump
Tool is not supplied

page 20–154 Release 20 102-01

 L27/38

7. Unscrew and remove the allen screws Fig 20.11

(7), fig 20.11, to separate the plunger
from the roller guide.

Note
If the same plunger and barrel are going to
be reused, the same thrust plate (6), fig
20.11, or one of the same thickness has to
be installed when reassembling the parts.

8. Remove the spring (9), fig 20.11, the

spring retainer (4) and the regulating
sleeve (11) from the pump housing. 9

11
4
2000–11–01

5
7

6
11.20000–0845.A

Fuel injection pump – sectional view

Release 20 102-01 page 20–155

 L27/38

Fig 20.12 9. Unscrew and remove the two baffle

screws (3), fig 20.12.
1 10. Remove the thrust ring (2), fig 20.12.
11. Install the extractor tool as shown in fig
20.13 to remove the barrel from the
2
pump housing.
12. Unscrew the cylinder (8) fig 20.12, and
pull out the rack (12).
3
Worn and damaged parts are to be re-
placed.

Fig 20.13

2000–11–01
11.20000–0845.A

Mount the tool

8 13
MBDH–514–01.06 fig 3

12

M Removing the barrel

Fuel injection pump – sectional & top view – Tool is not supplied

page 20–156 Release 20 102-01

 L27/38

Reassembly of fuel injection pump 2. Install the barrel (1) as shown in fig
1. Fit new seals on the barrel and lubri- 20.14. Make sure that the locating pin
cate with acid free grease. (2) points in the right direction.

Fig 20.14

1
2000–11–01

50 40 3
MBDH–514–01.06 fig 4

Installing a new barrel – Tool is not supplied

Release 20 102-01 page 20–157

 L27/38

Fig 20.15 5. Install the rack and the regulating

sleeve. Note the marks M, see fig
2 7 20.12.
6 3 10 11 6. Place a new seal (13) fig 20.12 on the
MBDH–514–01.06 fig 5

piston on the rack.

14 13
7. Add loctite 243 to the threads on the
5 12 9
4 cylinder (8), fig 20.12, and install it with
8 1 Delivery valve a new gasket.
Thrust ring 8. If the pump housing is placed upside
down, the spring retainer (4), fig 20.11,
can be placed over the regulating
Order of tightening the fixing bolts for the sleeve and on top of this, the spring.
barrel cylinder (left) and valve support (right) 9. Assemble the roller guide and plunger.
10. Add some diesel oil to the plunger and
3. Lubricate the allen screws (1) with co- install plunger and roller guide. Make
paslip and tighten the thrust ring (2), fig sure the slot and the hole for the screw
20.12. Follow tightening sequence as (5), fig 20.11, are in line.
shown on fig 20.15. Remember to
11. Install the tool, fig 20.10, and press
tighten in 3 steps.

2000–11–01
down until the screw (5), fig 20.11, can
Tightening torque see Tightening
be screwed in.
specification 2049581–0.
4. Install the delivery valve on top of the
barrel and lubricate the allen screws
with copaslip. Tightening sequence as
shown on fig 20.15. Remember to
tighten in 3 steps.
Tightening torque see Tightening
specification 2049581–0.

page 20–158 Release 20 102-01

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Work card 20 103–01

Overhaul of fuel valve

Safety precautions Man power Tools

Stopped engine
Special tools
Shut–off starting air Grinding device for nozzle–
Shut–off cooling water Working time: 1 ½ hour seat
Extractor
Shut–off fuel oil Capacity: 1 man Fuel valve test pump
Stopped lub oil circul. Cleaning needles
See plate: 1 9012–04
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–06–01

Tightening specification 2049581–0 Plate no: 1 2018

Starting position: Side covers and valve covers removed from engine.

Fig 20.16
1
Procedure
7
Dismantling fuel injection valve
When the engine is stopped, the fuel supply 2
to the engine must be cut off.
6
1. Remove the side cover over the fuel
pump and the cover over the rocker
AINS

5
arms on the cylinder head.
2. Dismantle the delivery pipe between 4
the fuel pump and the lance (5) fig
20.16.
3. Remove the nuts (1) and the thrust
piece (2). 3

4. Unscrew the screw (3) and remove the

locking device (4).
5. Unscrew the lance (5) and remove it
from the cylinder head.
Fuel injection valve assembly

Release 20 103-01 page 20–159

 L27/38

Fig 20.17 6. Install the extractor tool, see fig 20.17,

and pull out the fuel valve.

Overhaul of fuel valve

1. Place the fuel valve in a vice with soft
jaws.
2. Remove the counter nut (1), fig 20.18.
3. Turn the adjusting screw (2) anticlock-
wise and remove it from the fuel valve
body.
4. Remove the locating screw (3).
AINS

5. Unscrew the union nut (4) and remove

the atomizer.
6. Pull out the intermediate piece (5) by
means of a long 8 mm screw.
7. Remove the spring (6) and the thrust
piece (7) from the fuel valve body.

2000–06–01
8. Clean all parts carefully and investi-
gate for damage. Damaged parts must
Extractor tool mounted on fuel injection valve be scrapped.
9. Check that the needle in the atomizer
is moving freely. If the needle is worn,
the atomizer must be scrapped.
10. Check all holes in the atomizer by
means of a magnifying glass to see if
the holes are round and of the same
size. If the holes are worn, the atomizer
must be scrapped.

page 20–160 Release 20 103-01

 L27/38

Assembly of fuel valve Fig 20.18

1. Lubricate the threads for the atomizer in
the union nut (4) fig 20.18, with copaslip
and install the atomizer. Tightening
torque: 270 Nm.
2. Put the thrust piece (7) and the spring 2
(6) into the bore opposite the atomizer. 1

3. Install a new O–ring on the intermedi-

ate piece (5) and put it into the bore.
Make sure that the groove for the lo-
cating screw (3) is pointing in the right
direction.

4. Add loctite type 243 on the threads of

the locating screw (3) and screw it in. 3

5. Lubricate the threads on the adjusting

8
screw (2) with molykote paste type GN
and screw it in.
6. Place the fuel valve in the clamping
2000–06–01

5
bracket on the fuel valve test pump and
connect the high pressure pipe.
7. Operate the pump to get rid of air.
When operating the pump, the adjust-
ing screw is turned down to increase
6
the opening pressure. When the open-
ing pressure is 410 bar, the counter nut
(1) is fitted and tightened with a torque
of 180 Nm. Check that the fuel is spray-
ing out of all the holes equally.
8. Fit two new O–rings (8) on the fuel
valve and add some oil before instal-
ling it in the engine. 7

4
1 2018–01

Fuel injection valve

Release 20 103-01 page 20–161

 L27/38

Fig 20.19 Installation of fuel valve

1. Before the fuel valve is installed in the
cylinder head, the sleeve in which the
valve is installed must be cleaned
carefully. Using bright light inside the
sleeve will reveal any marks on the
seat where the fuel valve is landing. If
there are any marks, it is necessary to
grind with the grinding tool and fine
grinding powder, see fig 20.19.
2. The seat on the union nut for the atom-
izer has to be without marks. If there
are any marks, the seat must be
ground using fine grinding powder and
a grinding ring.
3. Coat the fuel valve body with copaslip.
4. When installing the fuel valve in the
cylinder head it is important that the
AINS

threaded hole for the lance is pointing

2000–06–01
Grinding device for nozzle–seat in the right direction before it is pressed
down.
5. Fit two new O–rings on the bushing (6),
Fig 20.16 (repeated)
fig 20.16, for the lance and press it into
the bore in the cylinder head. Add
1 molykote paste type GN to the threads
7 on the lance (5), fig 20.16 and screw it
into the fuel valve. It might be necess-
ary to turn the fuel valve a little to make
2 the threads catch. Tightening torque
for the lance: 75 Nm.
6
6. Place the thrust piece (2), fig 20.16, on
5 top of the fuel valve and add molykote
AINS

on the threads of the studs (7), fig

4 20.16, screw on the two nuts (1) and
tighten with a torque of 115 Nm.
7. Place the locking device on the hexa-
gon of the lance and secure it with the
3 screw (4) lubricated with oil. Tighten-
ing torque: 115 Nm.
8. Add molykote to the threads on the
lance (5), fig 20.16, and the fuel pump
and install the high pressure pipe.
Tightening torque: 50 Nm.
Fuel injection valve assembly

page 20–162 Release 20 103-01

 L27/38

24. Speed control system

Description
UG8 MAS Governor – See separately supplied manual

Spare part plate

Governor and governor drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate1 2410–01
Speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate1 2412–01
2005–08–03

Release TOC_1 24 page 24–163

L27/38

2005–08–03

page 24–164 Release TOC_1 24

 L27/38

26. Starting air system

Description
Starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 26–167

Spare part plate

Start air connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate1 2616–01
Control air pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate1 2616–02
Air starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate1 2618–02
Starting air receivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate1 2620–03
2005–08–03

Release TOC_1 26 page 26–165

L27/38

2005–08–03

page 26–166 Release TOC_1 26

 L27/38

Starting air system

Ingersoll Rand air starter filled. The solenoid valve for start can be
Starting air for the engine is supplied from activated manually. In this case the safety
two air receivers. Maximum pressure is 30 precautions will be overruled.
bar. A pressure control valve and a filter is in-
An air operated turbine starter is installed on stalled in the air inlet pipe at the starter. The
the engine at the flywheel. pressure from the air receiver is reduced to
6.3 bar at the inlet of the starter.
The starter may be activated in two ways:
When the solenoid valve for start is acti-
S The starter engages with a gear rim on vated, the pinion shaft of the starter is
the flywheel on order from a switch in pushed aft to engage with the gear rim on
the instrument panel on the engine. the flywheel. After the pinion has engaged
S By remote control. fully with the gear rim, air will enter the tur-
bine with a pressure of 6.3 bar and the en-
In both cases the start will only take place if gine will start.
all safety precautions for the start are ful-

Fig 26.1
2000–06–01

C
PT G PI
1322
C A F
A2 30 bar 7–8 bar G PI B
A F
5
B
to consumers

PSL 3A
Overspeed stop

4 3
PT
1312
A1 A5

E
to drain
Drain mounted at E
lowest point to drain
Air pressure
of 6–7 bar 2

1 1A
M M

Item Description
1 Compressor
1A Compressor
2 Filter with water trap
3 Starting air receiver
3A Starting air receiver Connections:
4 Filter A1 Starting air inlet
PG – L27/38 fig 6.4

5 Pressure reducing valve A2 Overspeed stop air inlet

6 Typhon A5 Turning motor air inlet (optional)

Starting air diagram

Release 1 26A1-01 page 26–167

L27/38

2000–06–01

page 26–168 Release 1 26A1-01

 L27/38

28. Lubricating oil system

Description
Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 28–171
Lubricating oil filter – back-flushing filter . . . . . . . . . . . . . . . . . . . page 28–173

Work card
28 101–01 Overhaul of lubricating oil pump . . . . . . . . . . . . . . page 28–175
28 102–01 Dismantling and overhaul of back–flushing filter page 28–177
28 103–01 Overhaul of lubricating oil thermostatic valve . . . page 28–181
28 104A–01 Overhaul of lubricating oil cooler . . . . . . . . . . . . . page 28–183

Spare part plate

Lub oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2812–01
Lub oil pressure regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2814–01
Double check valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2814–02
2005–08–03

Pressure relief pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2814–03

Lubricating oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2816–01
Lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2818–02
Lubricating oil thermostatic valve . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 2820–01
Lubricating oil thermostatic valve, manual override . . . . . . . . . plate 1 2824–01
Lubricating oil thermostatic valve, manual override . . . . . . . . . plate 1 2824–02

Release TOC_1 28 page 28–169

L27/38

2005–08–03

page 28–170 Release TOC_1 28

 L27/38

Lubricating oil system

Lub oil diagram, fig 28.1 (8), also allowing oil from the stand–by
pump to enter the engine, the oil cooler (3)
The oil pan contains the oil needed for lu-
and a self–cleaning, continuously back–
brication and cooling of all moving parts (wet
flushing filter (5A) at the top of the front–end
sump).
box. The filter mesh is 30 micron. The safety
A gearwheel pump integrated in the front– mesh is 100 micron.
end box and driven by a gear train from the
The particles caught in the back–flushing
crankshaft supplies the oil needed, see
filter (5A) are drained to the sump from
table page 28–172.
where they must be removed by a purifier
Before the oil enters the bearings, etc, it has (23).
passed a double acting non–return valve
Fig 28.1 Filling from lub oil
storage tank
DN 32

PT
1225
DN 65

D12 D8 D7

D4 DN 125
7 2
2000–06–01

PSL
1221
1
D5

DN 100
LSH
6 8
H TE
1231
5
A B
DN 65 1224
C
4
TE
PT PT TE 1222
1224A 1224B 1223
3
DN 32

21 23
20 22
DN 32

Flushing outlet
Cent. water outlet
Connections:
D4 Lub oil stand–by pump, suction
D5 Lub oil stand–by pump, pressure
D7 Lub oil to purifier
D8 Lub oil from purifier
Item Description D12 Filling of lub oil
1 Lub oil pump, attached H Venting of crankcase
2 Lub oil pump, stand–by
3 Lub oil cooler Automatic back–flushing filter (item 5):
4 Thermostatic valve Filter outlet
5 Automatic back–flushing filter to sump
6 Lub oil pressure control valve 5C 5A
Filter Filter
7 Strainer (magnetic insert) outlet inlet
8 Double acting non return valve 5B
20 Prefilter for lub. oil purifier
5A Back–flushing filter unit, 30 µm
PG 6.2 L27/38

21 Lub oil purifier pump

22 Preheater for lub. oil purifier 5B Pressure controlled by–pass valve
23 Lub oil purifier 5C Back–up filter in line, 100 µm

Lub oil diagram

Release 1 28A1-01 page 28–171

 L27/38

Fig 28.2 The oil temperature is controlled by thermo-

Pilot valve static elements (4) integrated in the front–
end box. The thermostatic elements are
manufactured to control a certain tempera-
ture and the set point cannot be changed,
Adjusting but manual override is possible, if required
spindle by the classification society.
An adjustable pressure control valve (6)
Piston keeps the oil under pressure.
By–pass to
oil sump The oil flow through the turbocharger is con-
trolled by an orifice at the inlet of the turbo-
charger.

Oil pressure control valve, fig 28.2

Pressure The oil pressure is controlled by means of a
pipe
hydraulically loaded piston. Oil from the
pump passes an orifice in the centre of the
piston and pressurizes the chamber behind
the piston. This pressure forces the piston

2000–06–01
towards its own seat and in this way controls
the oil pressure. To be able to adjust the oil
Pressure
control valve pressure, a spring loaded pilot valve is con-
nected to the mentioned chamber and the
1 2814–01 + 11.62012–0096

pressure side after the back–flushing filter.

By adjusting the spring load, the oil pressure
can be adjusted.

Seen from fore

Control valve

Engine type 6L 7L 8L 9L
Pump capacity [m3/h] 80 80 115 115
Volume in oil pan [m3] Max 1.6 1.8 2.0 2.2
Min 1.4 1.6 1.8 1.9

page 28–172 Release 1 28A1-01

 L27/38

Lubricating oil filter – back-flushing filter

The back-flushing filter is integrated in the If the filter candles become blocked and the
front-end box. It has filter candles with a filter pressure drop over the filter exceeds 2 bar,
mesh of 30 micron, a safety filter with a filter the safety valves will open and the oil will by-
mesh of 100 micron and safety valves. pass the filter candles and only be filtered by
A lub oil pressure driven turbine in the inlet the safety filter.
of the filter operates a worm gear which con-
tinuously rotates the back-flushing arm. The Maintenance
rotation can be seen in the centre of the end
cover. Rotation indicates that the filter Under normal conditions, the filter does not
need any maintenance as long as the pres-
works.
sure drop over the filter is less than 1.0 bar
After the oil has passed the filter candles, it and the shaft is rotating.
passes the safety filter before it enters the
However, it is recommended to dismantle
bearings.
the filter from the engine after 18,000 hours
Impurities caught by the filter candles will go of operation. If, after careful examination
to the sump together with the back-flushing and cleaning, the filter candles are found
oil. without any defects, they can be reused. De-
A purifier must be connected to the sump to fective candles must be scrapped and re-
placed by new ones.
2000–06–01

remove impurities from the oil.

Fig 28.3 Filter candles Back–flushing arm

Worm gear

Safety valves
Rotating
shaft

Turbine

Oil inlet

Safety filter
1 2816–01

Back-flushing filter

Release 1 28B1-01 page 28–173

L27/38

2000–06–01

page 28–174 Release 1 28B1-01

 L27/38

Work card 28 101–01

Overhaul of lubricating oil pump

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: 4 hours
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–06–01

Weights of main components 2049269–5

Plate no: 1 2812
Tightening specification 2049581–0

Starting position: Engine out of operation.

Procedure
Dismantling of pump from engine Fig 28.4 1
1. Remove the screws holding the oil 2
pump.
4
2. Press the pump out of the front–end
Plate 1 2812–01

box by means of two dismantling 5

screws.

Overhaul, see fig 28.4

3
3. Unscrew the screw (1).
4. Remove the gearwheel (2).
5. Unscrew the screws (3) and remove
the end cover (4).
6. Remove the two gearwheels (5) from
the pump housing. Lubricating oil pump

Release 28 101-01 page 28–175

 L27/38

Fig 28.5 7. Check the gearwheels in accordance

L min 122.65 small pump
with fig 28.5, as well as the condition of
L min 174.65 large pump the flanks.
8. Check the inside diameter of the bear-
Dmin ø128.75

ing bushings. If the diameter exceeds

the measure in fig 28.5, the bearing
bushings must be replaced.
9. New bushings are frozen with nitrogen
before they are placed in the bores.
Make sure the oil inlet holes in the
Gearwheels bushings are located in the right posi-
tion, see fig 28.7.
10. Assemble the pump and fit new O–
D max 55.05 mm
rings (1) fig 28.6.
11. Install the pump.

Fig 28.6
Bearing bushing

2000–06–01
AINS

Gearwheels and bearing bushing

Plate 1 2812–01

Fig 28.7

1
AINS

Fit new O–rings

Installation of bearing bushing

page 28–176 Release 28 101-01

 L27/38

Work card 28 102–01

Dismantling and overhaul of back–flushing filter

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: 3 hours Special tools
Lifting tool for oil filter
Shut–off fuel oil Capacity: 2 men See plate: 1 9012–09
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–06–01

Weights of main components 2049269–5 Plate no: 1 2816

Starting position: Engine out of operation.

Procedure Fig 28.8

The oil in the filter can be drained by turning

the screw (1), fig 28.8, anticlockwise.
1. When all the screws (1), fig 28.9, have
been removed, the filter can be
1
pressed out by means of two dismantl-
ing screws.
2. The filter must only be pressed out 21
mm. This will give enough space to in-
stall the lifting tool (10), see fig 28.9.
3. When the lifting tool is installed and the
weight of the filter is carried in a chain
block, the filter can be pulled out.
AINS

Oil drain from filter

Release 28 102-01 page 28–177

L27/38

4. Place the filter on a wooden support in 13. Fit two new O–rings (12) on the centre
vertical position and remove the lifting shaft.
tool. 14. Check that the turbine wheel and the
5. Remove the end cover (2), fig 28.9, worm drive are moving freely.
and the cover plate (3). 15. Fit a new O–ring (5), fig 28.9, and in-
6. Pull the candle unit (7) out of the hous- stall the candle unit in the housing.
ing.
7. The filter candles can now be pushed Note
out one by one. When lowering the candle into the housing,
8. The filter candles can be cleaned in hot care must be taken that the gear wheels are
soap water. It is advisable to use high gently engaged.
pressure cleaning to ensure that the
candles are completely clean. Max 16. Place the O–rings (6) around the
pressure is 60 bar and the spray dis- candle plate and install the end cover
tance is 20 cm. (2).

9. Check the cleaned candles carefully 17. Fit new O–rings (8) and install the lift-
and scrap defective candles. ing tool on the side opposite the turbine
inlet.
10. Install new or cleaned candles in the
18. Lift the filter and push it into the front–

2000–06–01
candle plate with new O–rings and put
the cover plate (3) over the candles end box as far as the lifting tool allows.
and secure it with the 3 screws (4). 19. Remove the lifting tool and push the
11. Check that the bushings (9) on the filter all the way in. Lubricate the
back–flushing arm does not slide screws (1) with oil and tighten the
against the candle plate. If there is any screws with a torque of 150 Nm.
contact, the bushings must be ad-
justed to make some clearance. Note
12. If the ball bearings on the centre shaft Remember to turn the screws (1), fig 28.8,
are worn (11), they must be replaced. clockwise and tighten it before starting the
engine.

page 28–178 Release 28 102-01

 L27/38

Fig 28.9 10 8

11

12

4
2000–06–01

Max 21 mm
1 7 9 5 11

10
AINS

Fitting of lifting tool

Release 28 102-01 page 28–179

L27/38

Your notes:

2000–06–01

page 28–180 Release 28 102-01

 L27/38

Work card 28 103–01

Overhaul of lubricating oil thermostatic valve

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: 1 ½ hour
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–06–01

Weights of main components 2049269–5 Plate no: 1 2820

Starting position: Engine out of service.

Procedure
Fig
The temperature of the lubricating oil is con- 20.10
trolled by 4 thermostatic elements placed in Thermostatic valve
a thermostat housing installed on the front– housing
end box below the oil cooler, see fig 20.10.
The thermostatic elements are not adjust-
able. The elements are supplied with or
without manual override, depending on the
requirements of the classification societies.
If the elements fail to work, they must be re-
placed.
1 2820–01

Lub oil thermostatic valve mounted

on front–end box

Release 28 103-01 page 28–181

 L27/38

Fig 20.11 Replacement of thermostatic elements,

see fig 20.11
7 1. Fit two eye bolts in the holes (1) on the
6 thermostat housing. Put a wire through
5 the eye bolts and hook it onto a chain
block.
2. Unscrew all the screws (2).
2
3. Remove the thermostat housing from
the engine.
4. Remove the circlip (7) and pull out the
distance tube (6) and thermostatic el-
ement (5).
1
5. After the elements have been dis-
mantled, they can be checked in hot
water. The elements must start open-
ing at about 63°C.
1 2820–01

Lub oil thermostatic valve –

without manual override 6. Defective elements must be scrapped.
7. Install new or checked elements in the

2000–06–01
housing.
8. Clean the joint surface on the engine
and thermostat housing and apply
some liquid sealing compound.
9. Lift the thermostat housing back onto
the engine. All the screws (2) lubri-
cated with oil are tightened with a
torque of 140 Nm.

page 28–182 Release 28 103-01

 L27/38

Work card 28 104A–01

Overhaul of lubricating oil cooler

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: 4 hours
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–06–01

Weights of main components 2049269–5 Plate no: 1 2818

Starting position: Cooling water and lub oil have been drained from cooler/engine.
All external pipes are disconnected.

Fig
Procedure 28.12
A plate cooler is placed on top of the front– Lub oil cooler
end box and secured by allen screws. See
fig 28.12.
Inlet and outlet of water and oil are sealed
with O–rings between the bottom plate of
the cooler and the front–end box.
The cooler plates are made of stainless
steel and the gaskets are of the clip–on type.
1 2818–01

Cooler mounted on front–end box

Release 28 104A-01 page 28–183

 L27/38

Fig Whenever it becomes necessary to clean

28.13 the cooler, this can take place in two different
ways:
1. The complete cooler can be removed
from the engine and brought to a work-
shop for overhaul.
2. The cooler can be dismantled on the
engine.

Disassembling of the cooler

This cooler (see fig 28.13) has long assem-
bling studs and does not need special tools
for disassembling or assembling. In addi-
Plate 2 2818–02

tion, it has tubes around the studs against

which the top frame plate has to be tigh-
tened to ensure the right compression of the
Oil cooler
plates.

Cleaning agent
Kerosene on the oil side. Citric acid on the

2000–06–01
water side, or agents that do not harm the
stainless steel or the nitrile rubber gasket.
Fig After cleaning, the condition of the gaskets
28.14 is to be checked. Replace gaskets with
cracks or other types of damage.
Replacement of clip–on gasket, see fig
28.14.

The clip–on gasket in the gasket groove

page 28–184 Release 28 104A-01

 L27/38

Assembling of the cooler, fig 28.15 Fig

1. Place the first cooler plate marked 28.15
367317–0483A with the gasket
against the bottom frame plate.
2. The plates marked 367317–4403 are
placed one by one on the foregoing
plate and always with the canal pattern
pointing in the opposite direction of the
foregoing. 0476A
3. Place the final plate marked
367317–0476A.
4. Place the top frame plate on top of the
cooler plates. 4403
5. Tighten the nuts crosswise in turns and 4403
only a little at the time to ensure that
the top frame plate comes down in par-
allel with the bottom frame plate.
2000–06–01

4403

4403

0483A

4403
Plate 1 2818–02

LT cooling water
Lubricating oil
Lubricating oil
LT cooling water

Lubricating oil cooler – viewed from below

Release 28 104A-01 page 28–185

L27/38

Your notes:

2000–06–01

page 28–186 Release 28 104A-01

 L27/38

30. Cooling system

Description
Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 30–189

Work card
30 101–01 Cooling water thermostatic valves . . . . . . . . . . . . page 30–191
30 102–01 Overhaul and replacement
of cooling water pumps . . . . . . . . . . . . . . . . . . . . . . page 30–193

Spare part plates

High temperature cooling water pump clockwise . . . . . . . . . . . plate 1 3010–03
Cooling water thermostat for low temperature system . . . . . . . plate 1 3012–01
Cooling water thermostat for high temperature system . . . . . . plate 1 3012–01
High temperature cooling water pipes . . . . . . . . . . . . . . . . . . . . . plate 1 3016–03
Low temperature cooling water pump . . . . . . . . . . . . . . . . . . . . . plate 1 3210–02
2005–08–03

Release TOC_1 30 page 30–187

L27/38

2005–08–03

page 30–188 Release TOC_1 30

 L27/38

Cooling water system The engine design is almost pipeless, ie the

water flows through internal cavities inside
The engine is designed for freshwater cool- the front–end box and the cylinder units. The
ing only. Therefore the cooling water system front–end box contains all large pipe con-
has to be arranged as a centralised/closed nections. On the aft–end, the water to the
cooling water system. gear oil cooler has to be connected by the
yard.
35
Fig 30.1
29 49 C B
34 A

39
M

M
38 31
TE
1102

F12 F10 F5 33 F6 F4 F1
9
30 36 B
F7 PSL A
1102 C
TE
1104A
TE
1104B
F13 37
PT
1102A

PT
1102B
TE
1102

32

13
TE
1002

18
2000–06–01

TE TE TE E2
1103 1004 1005

E7 E7 16 C
Gearbox A
PT PSL
17 B

M
1002 1002
15 TE
1003

E6 E6 14
4

M
12 10 3
E3 E1
4 2
M

11 1

Item Description
1 Seachest low
2 Seachest high
3 Sea water filter
4 Sea water pump
9 Overboard discharge valve
10 LT pump
11 LT stand–by pump
12 Regulating valve (optional)
13 Charging air cooler, LT section
14 Orifice for cooling water to gearbox
15 Gear oil cooler
16 Engine lubricating oil cooler
17 LT thermostatic valve Connections:
18 Central cooler E1 LT cooling water – inlet
29 LT expansion tank E2 LT cooling water – outlet
30 HT pump E3 LT cooling water stand–by pump – pressure
31 HT stand–by pump E6 LT cooling water to gear cooler (on gear/engine)
32 Charging air cooler HT section E7 LT cooling water from gear cooler (on gear/engine)
33 Adjustment valve for heat recovery F1 HT cooling water – inlet
34 Thermostatic valve for heat recovery F4 HT cooling water stand–by pump – pressure
35 Heat recovery F5 HT cooling water to heat recovery system
PG – L27/38 Fig 6.4

36 HT thermostatic valve F6 HT cooling water from heat recovery system

37 HT freshwater cooler F7 HT cooling water to expansion tank (venting)
38 Circulating pump for preheater F10 Engine preheating – inlet
39 Preheater F12 Engine preheating – outlet
49 HT expansion tank F13 HT cooling water – outlet (to cooler)

Cooling water diagram

Release 1 30A1-01 page 30–189

 L27/38

Fig 30.2 The engine is equipped with built–on fresh-

water pumps for both the high and low tem-
perature cooling water systems. To facilitate
automatic start–up of stand–by pumps,
non–return valves are included.
The freshwater pumps are mounted in the
front–end box and are driven through gear-
wheels from the crankshaft.
The pump bearings are lubricated automati-
cally with oil from the lubricating oil system
of the engine.
Thermostatic valve elements which control
the high and low temperature cooling water
system are also integrated parts of the
front–end box.
Plate 1 1812–02

The engine is equipped with a two stage

charge air cooler. The first stage is placed in
Charging air cooler the high temperature cooling water system.
The high charging air temperature after the

2000–06–01
turbocharger makes a higher degree of heat
recovery possible when the heat is dissi-
pated to the high temperature cooling water.
The second stage of the charge air cooler is
placed in the low temperature system.
It will cool the charging air further down be-
fore entering the cylinder.
For special applications, ie sailing in arctic
waters with low air temperatures and direct
air intake from deck, a regulating system
can be applied to control the water flow to
the second stage of the charge air cooler in
order to increase the charging air tempera-
ture, at low load.

page 30–190 Release 1 30A1-01

 L27/38

Work card 30 101–01

Cooling water thermostatic valves

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: 2 hours
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2000–06–01

Weights of main components 2049269–5 Plate no: 1 3012

Starting position: Engine out of service.

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

Cooling water thermostatic valves

mounted on front–end box

Release 30 101-01 page 30–191

 L27/38

Fig 30.4 The pump cover/housing for thermostatic

1
6 valves must be dismantled from the front–
end box to replace the thermostatic el-
5 ements. Each element is secured with a cir-
2 4
3 clip (1), see fig 30.4.
In case the HT cooler is cooled by water from
the LT circuit, a separate thermostatic valve
is installed in the external piping. In such
cases the LT thermostatic elements in the
thermotat housing on the engine are re-
placed by dummies.

Replacement of thermostatic elements,

see fig 30.4
1. Unscrew all the screws (2).
2. Remove the thermostat housing from
the engine.
3. Remove the circlip (1) and pull out the
1 3012–01

distance tube (6), thermostatic el-

2000–06–01
ement (5), supporting ring (4) and O–
ring (3).
4. After the elements have been dis-
mantled, they can be checked in hot
LT thermostatic valve – without manual
water.
override
The LT elements must start opening at
about 29°C.
The HT elements must start opening at
about 77°C.
5. Defective elements must be scrapped.
6. Install new or checked elements in the
housing.
7. Clean the joint surface on the engine
and thermostat housing and apply
some liquid sealing compound.
8. Lift the thermostat housing back onto
the engine. All the screws (2) lubri-
cated with oil are tightened with a
torque of 140 Nm.

page 30–192 Release 30 101-01

 L27/38

Work card 30 102–02

Overhaul and replacement of cooling water pumps

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Working time: 4 hours
Shut–off cooling water
Capacity: 2 men No special tools
Shut–off fuel oil
Per pump
Stopped lub oil circul.
Select local control

Data Replacement and

(See chapter 00 Data) wearing parts
2002–06–06

Weights of main components 2049269–5

Plate no: 1 3010
Tightening specification 2049581–0

Starting position: Engine out of service.

Procedure
The HT and LT cooling water pumps are Fig 30.5
centrifugal pumps installed in the front–end
box. The pumps are installed under the ther- HT LT
mostatic housing holding the elements and
can therefore not be seen. The pumps are
driven by a gear train from the crankshaft.
A pump can be dismantled after the thermo-
static valve housing has been removed.
AINS

Cooling water pumps

mounted on front–end box

Release 30 102-02 page 30–193

 L27/38

Fig 30.6 When the 4 screws (1), fig 30.6, have been
removed, the pump can be pulled out by
means of dismantling screws.

Disassembling of a pump, see fig 30.7

1. Unscrew the 3 screws (6) and remove
the flange (5).
2. Remove the screw (16) and thrust
piece (17).
3. Pull off the impeller (3) and the shaft
seal (14).
1
1 3010–02

4. The gearwheel can be removed after

Cooling water pump the screw (20) and disc (19) have been
removed.
5. Remove the circlip (11).
6. The pump shaft with ball bearings can
now be pressed out.

2002–06–06
7. Remove the gland for the shaft seal
and the lip ring (13) from the housing.

page 30–194 Release 30 102-02

 L27/38

Assembling of a pump, see fig 30.7 7. Place the gearwheel on the tapered
1. Install 2 new ball bearings (9 and 10) end of the shaft together with the disc
on the shaft. (19).

2. Place a new lip ring seal (13) and a new 8. Tighten the screw (20) with a torque of
gland for the shaft seal in the pump 110 Nm after it has been lubricated
housing. with oil.

3. Add some oil to the shaft in the position 9. Fit two new O–rings (1) in the ring
where the lip ring is going to seal. groves on the pump housing.

4. Install the shaft in the housing and fit Installation

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

Fig 30.7
2002–06–06

14
3

17
16

20
19

6
11
10
1 3010–03

9
13
Cooling water pump

Release 30 102-02 page 30–195

L27/38

Your notes:

2002–06–06

page 30–196 Release 30 102-02

 L27/38

80. Instrumentation
Description
Local monitoring, control and safety LMCS . . . . . . . . . . . . . . . . page 80–199

Spare part plate

Engine operator panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8010–04
Operator panel – fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8010–06
2005–08–03

Release TOC_1 80 page 80–197

L27/38

2005–08–03

page 80–198 Release TOC_1 80

 L27/38

Local monitoring, control and safety LMCS

General exact value of all parameters. All sensors
are continuously monitored to be within the
The engine is using a fully electronic and re-
specified measuring range. The operator
dundant local instrumentation concept on
will be made aware, should a sensor exceed
the engine, thus providing extensive moni-
its validity limits.
toring and a good overview for the operator.
The measurement and display of the essen-
The Operator Panel – Engine (OP–E) is
tial parameters are duplicated. The dupli-
placed next to the governor. This is done to
cated measurements can be identified on
give the operator the best possible condition
the drawing, where they are marked with an
for controlling and monitoring the complete
“S”.
engine from only one position.
The hardware of the two Alphacomm units
The lay–out of the Local Monitoring, Control
marked ACS and ACM–E is identical. The
and Safety systems (LMCS) is shown on fig
units are acting as self–contained computer
80.8.
units with their sensors and outputs directly
The computer unit named Alphacomm connected. The power supply is 24 volt
Safety (ACS) is acting as a self–contained D.C., coming from a battery–backed outlet.
safety system, using the OP–E as its dis- The units are communicating with the oper-
play. ator panel via a serial connection. Com-
2001–03–27

The computer unit named Alphacomm munication between the units takes place
01

Monitoring – Engine (ACM–E) is handling via a duplicated network.

the following tasks: The ACM–E is connected to the ship’s alarm
S Acting as a data collection device, system via a serial connection, enabling ac-
using the OP–E as its display cess to all sensor values.

S Data link to the ship’s alarm system The ACS is connected to the Propulsion
Control System via a serial connection, en-
S Automatic control functions on the en- abling remote display and operation of the
gine Safety System.
S Redundant Safety System Lists of sensors connected to the LMCS can
Generally, all sensors are analogue, thus be found in chapters 84 and 86.
offering the user the possibility to read the

Release 1 80A1-01 page 80–199

L27/38

Fig 80.8 Bar graphs marked with an “S” identify

S: Safety Circuit measurements with duplicated transducers.
C: Local Control
Remaining parts: Monitoring Circuit
*: Sensor not duplicated
S* % rpm

S
Cylinder 1 O 2 O 3 O 4 O 5 O 6 O 7 O 8 O 9 O bar O O
C C C C C C C C C C C
560 560 560 560 560 560 560 560 560 560 WASTE BY– 560
530 530 530 530 530 530 530 530 530 530 GATE PASS 530
500 500 500 500 500 500 500 500 500 500 500
470 470 470 470 470 470 470 470 470 470 OPEN OPEN 470

S
440 440 440 440 440 440 440 440 440 440 440
410 410 410 410 410 410 410 410 410 410 410
380 380 380 380 380 380 380 380 380 380 WASTE BY– 380
350 350 350 350 350 350 350 350 350 350 GATE PASS 350
320 320 320 320 320 320 320 320 320 320 320
290 290 290 290 290 290 290 290 290 290 290
bar bar O 260 260 260 260 260 260 260 260 260 260 260
C
230 230 230 230 230 230 230 230 230 230 TCSpeed 230
200 200

ExhaustGasTemperature
200 200 200 200 200 200 200

TC Lub. Oil
200

TC Temp.
200

TC Temp.
Power Supply
Press. In rpm Out

bar O bar O O bar O O bar O

24 V D.C.
C C C C C C
6.0 6.0 4.0
5.5 5.5 3.5
5.0 5.0
4.5 4.5 3.0

Press. Press. Temp.

4.0
3.5
3.0
4.0
3.5
3.0
2.5
2.0
Bus to ACM
before after 2.5 2.5
2.0 2.0 1.5
Filter Filter
1.5 1.5 1.0
LubricatingOil 1.0 1.0
0.5

S S From
0.5 0.5
0 0 0
Press. Temp. Press. Temp. Temp. Press. Temp. Temp. Press. Temp.

PCS
S
In Out In Out ChargeAir
FuelOil
HT Cooling Water LT Cooling Water
bar % rpm %
Safety 40
SHUT DOWN Active 35
SHUTDOWNCancelled 30
25

CANCEL RESET 20
Panel/Lamp
SHUT SHUT 15
DOWN DOWN Test
10
5
EmergencyStop
Overspeed, Engine
STOP
RUN
START
CONTROLPOSITION

LOCAL REMOTE
0
Start Speed Fuel
Safety
[Link]
HT Cooling Water [Link]
AirPress. Index
Power Supply
S
HT Cooling Water Press. Low StartBlocking
[Link] TurningGear
Oil Mist in Crank Case Prop. Pitch not Zero
24 V D.C.
PropellerLocked
rpm Safety
Circuit
C S C Monitoring
Circuit Bus to ACS

Operator Panel– Engine

Local Control, Hardwired
Front
Stop/Run/Start Remote / Local

PCS

2001–03–27
+ 24 V, Emc’y

01
Lay–out of electronics inside Start Block.
Operator Panel – Engine from ACS

Stop Start
Valve Valve

TC
Valves TC
(in governor)

VIC RPM
START

Valve
STOP

Cooler IL–Bus–ME
By–pass Propulsion
S–s u B– LI

Jet STOP Control

Assist System
PI PI (PCS)

Alphacomm Alphacomm Serial

Monitoring Safety
(ACM–E) (ACS)
24Vdc Ship’s
24Vdc
(Safety) RPM Alarm
Sensors System
Duplicated Net
Serial
System configuration

page 80–200 Release 1 80A1-01

 L27/38

Operator panel engine. In order to give a good overview, the

bar graphs are organised in a mimic dia-
The operator panel for the engine (OP–E) is
gram, showing the approximate location of
serving three purposes:
the sensors on the engine.
S local monitoring
In addition to the indication on the bar graph,
S local control it is possible to show the exact value of each
S safety system interface sensor, using the “Measurement” display
and push buttons. A yellow lamp will indicate
Local monitoring the selected parameter above the corre-
sponding bar graph.
The local monitoring function is using bar
graphs to present all measurements on the

Fig 80.9
% rpm

Cylinder 1 C 2
O O
C 3 C 4O O
C 5 O
C 6 O
C 7 O
C 8 C 9
O O
C bar O
C O
C
560 560 560 560 560 560 560 560 560 560 WASTE BY– 560
530 530 530 530 530 530 530 530 530 530 GATE PASS 530
500 500 500 500 500 500 500 500 500 500 500
470 470 470 470 470 470 470 470 470 470 OPEN OPEN 470
440 440 440 440 440 440 440 440 440 440 440
410 410 410 410 410 410 410 410 410 410 WASTE BY– 410
380 380 380 380 380 380 380 380 380 380 380
350 350 350 350 350 350 350 350 350 350 GATE PASS 350
320 320 320 320 320 320 320 320 320 320 320
290 290 290 290 290 290 290 290 290 290 290
O
bar bar C 260 260 260 260 260 260 260 260 260 260 260
230 230 230 230 230 230 230 230 230 230 TC Speed 230
200 200 200 200 200 200 200 200 200 200 200
2001–03–27

Exhaust Gas Temperature TC Lub. Oil TC Temp. TC Temp.

Press. In rpm Out
01

O O O O O O
bar C bar C C bar C C bar C
6.0 6.0 4.0
5.5 5.5 3.5
5.0 5.0
4.5 4.5 3.0
4.0 4.0 2.5
3.5 3.5
Press. Press. Temp. 3.0 3.0 2.0
before after 2.5 2.5
Filter Filter 2.0 2.0 1.5
1.5 1.5 1.0
Lubricating Oil 1.0 1.0 0.5
0.5 0.5
0 0 0
Press. Temp. Press. Temp. Temp. Press. Temp. Temp. Press. Temp.
In Out In Out Charge Air
Fuel Oil
HT Cooling Water LT Cooling Water
bar % rpm %
Safety 40
SHUT DOWN Active 35
SHUT DOWN Cancelled 30
25
CANCEL RESET 20
Panel / Lamp
SHUT SHUT Test 15
DOWN DOWN
10
CONTROL POSITION 5
Emergency Stop RUN 0
Overspeed, Engine STOP START LOCAL REMOTE
Engine Lub. Oil Press. Low Start Speed Fuel
HT Cooling Water Temp. High Air Press. Index
HT Cooling Water Press. Low Start Blocking
Gear Lub. Oil Press. Low Turning Gear
Oil Mist in Crank Case Prop. Pitch not Zero

Propeller Locked
rpm

Operator panel

Release 1 80A1-01 page 80–201

L27/38

The digital display marked “Measurement” Sensor failure

will show the values originating from the (value out of range or cable failure) can be
sensors connected to the ACM–E. indicated on the OP–E in the following ways:
The digital display marked “Engine Running S The upper and lower indicator of a bar
Hours” is indicating the total number of graph is flashing to indicate that the
hours where the engine has been running. corresponding sensor has a failure.
The counter can not be reset by the ship’s S The digital display marked “Measure-
crew. ment” is displaying “FAIL” when a sen-
The push–button marked “Panel/Lamp sor selected by the yellow LED has a
Test” will, as long as activated, turn on all failure.
indicators inside the panel. Both indicators S A single shut down indicator is flashing
for the safety and the monitoring circuits will to indicate sensor failure of a shut
be activated. down sensor
When green, the two indicators marked
“Safety Syst. Link OK” and “Monit. Syst. Link The Safety system interface, fig 80.10
OK” indicate that the communication with The shut down indicators are duplicated.
the ACS and the ACM–E respectively is The right hand side of the indicators are acti-
working. If there is a problem with the com- vated via the ACS, while the left hand side is
munication to one of the Alphacomm units, activated via the ACM–E.
the corresponding indicator will be turned

2001–03–27
off.

01
Fig 80.10
Redundant indicators Push buttons for local
for safety functions cancel and reset of shut down

Safety
Status of SHUT DOWN Active
Shut Down Memory SHUT DOWN Cancelled

CANCEL RESET
SHUT SHUT
DOWN DOWN

Emergency Stop Non–cancellable

Overspeed, Engine
Engine Lub. Oil Press. Low shut downs
Single HT Cooling Water Temp. High
shut down HT Cooling Water Press. Low Cancellable
Gear Lub. Oil Press. Low shut downs
indicators Oil Mist in Crank Case

Indications from ACS

Indications from ACM–E

Safety system interface

page 80–202 Release 1 80A1-01

 L27/38

When one of the shut down sensors is ex- Cancellable shut downs will be initiated by a
ceeding its limit , the corresponding single pre–warning of 6 seconds on the bridge and
shut down indicator will be turned on. Simul- in the ECR. During this time, the operator
taneously, the Shut Down Memory will be has the possibility, via the Propulsion Con-
set and the Safety Stop valve will be acti- trol System, to cancel the shut down before
vated and the engine will be stopped. it stops the engine.
The Shut Down Memory can be reset by Non–cancellable shut downs
activating the push–button “RESET SHUT A non–cancellable shut down will always
DOWN”. shut down the engine immediately. It can not
Shut downs are divided into Cancellable be cancelled.
shut downs and Non–cancellable shut Sensor failure
downs as indicated above. Sensor failure on a shut down sensor will not
Cancellable shut downs lead to a shut down. An alarm will be given
When the push button “CANCEL SHUT via the ship’s alarm system, and the corre-
DOWN” is activated, the indicators “SHUT sponding indicator on the OP–E will start
DOWN Cancelled” will be turned on to indi- flashing. The flashing will not stop before the
cate the present status. If one of the cancel- sensor failure has been repaired.
lable shut down sensors should exceed its Local control, fig 80.11
shut down limit, nothing will happen as long
as the “SHUT DOWN Cancelled” indicator is The local control functions are acting direct-
2001–03–27

on. ly on the machinery components; i e the

01

local controls are operating independently

Activating the push button “CANCEL SHUT of the computer units. However, any active
DOWN” will turn the indicator off again. start blocking coming from the Safety Sys-
tem, will inhibit the start of the engine.
Fig 80.11 Local control switches.
Active independant
of electronics on the engine

CONTROL POSITION
RUN
STOP START LOCAL REMOTE

Start Blocking
Turning Gear
Prop. Pitch not Zero

Propeller Locked

Start blocking indicators.

Start blocking is also active
during local control

Local control

Release 1 80A1-01 page 80–203

L27/38

Speed–setting of the governor

The governor set–point can be controlled Warning
when the “CONTROL POSITION” switch is In case of failure of the ACS, all start block-
in position “LOCAL”. Speed–setting is done ings will be released automatically . The op-
by turning the appropriate knob on the gov- erator must prevent a dangerous situation
ernor itself. Please refer to the governor when starting the engine, ie check that the
manual. turning gear is not engaged.
The set–point of the governor is remotely
controlled by the PCS when the “CONTROL Test of the overspeed shut down
POSITION” switch is in position “REMOTE”. function
When changing from “REMOTE” to
“LOCAL”, no change of set–point will take It is possible to test the overspeed shut down
place. function, using switches on the two units
ACS and ACM–E. The switches are located
inside box 1 on the front end of the engine.
Safety system
The normal overspeed shut down limit is
The safety system is acting as an indepen- 960 rpm. By activating the test–switch, the
dent stand alone system including its own limit is lowered to 600 rpm.
sensors. In order to give an even higher
safety level, the safety functions are dupli-
Fig 80.12

2001–03–27
cated in the ACM–E, ie also in case of a fail-
ure of the actual safety system, the full shut

01
SW1
down protection of the engine will be intact
via the ACM–E, acting on the stop valve of
N
O

the governor.
1

In addition to the operator interface on the

2

Switch number 2 is used

local Operator Panels described above, for test of the overspeed
4 3

there are similar operator facilities on the shut down function.

Operator Panels of the Remote Control Sys- Normal switch position is
5

tem. “OFF” giving overspeed

7 6

shut down at 960 rpm.

Start blocking
The safety system detects possible start Test position of the switch is
8

“ON” giving overspeed

blockings as shown above. The start block- shut down at 600 rpm.
ing protection is active during both remote
and local operation. ’OFF’ ’ON’
In case of a very high turbo charger speed,
Switch
the waste gate valve will be opened in order
to decrease the turbo charger speed. During By setting switch number 2 “ON” only on the
remote control, the PCS will normally avoid ACS, only the shut down system of the ACS
the high TC rpm by reducing engine load will be tested. Only the safety shut down
(ie propeller pitch). valve will be activated when the engine rpm
exceeds 600. The individual fuel pumps will
The list of all shut down sensors and their li-
be pushed to zero position using com-
mits can be found in chapter 86.
pressed air.

page 80–204 Release 1 80A1-01

 L27/38

After test of the overspeed shut down of the tion, the OP–E will flash the corresponding
ACS, the switch is set back to “OFF” and the indicator until command and feed–back sig-
shut down memory is reset by the operator nals coincide again.
via the “RESET SHUT DOWN” push button
of the Operator Panel – Engine.
Connection to the ship’s alarm
By setting switch number 2 “ON” only on the system
ACM–E, only the shut down system of the
ACM–E will be tested. Only the stop valve in- Generally, all measurements from the
side the governor will be activated when the ACM–E can be transmitted to the Ship’s
engine rpm exceeds 600. The fuel pumps Alarm System which will detect possible ex-
will collectively be pushed to zero position by ceeding of alarm limits and emit an alarm
the governor. After test of the overspeed throughout the vessel as required. Chapter
shut down of the ACM–E, the switch is set 84 gives the exact information of the alarm
back to “OFF” and the shut down memory is sensors and their limits.
reset by the operator via the “RESET SHUT The connection to the Ship’s Alarm System
DOWN” push button of the Operator Panel is realised using a serial point to point con-
– Engine. nection. Supervision of the communication
line must be handled by the ship’s alarm sys-
Automatic control functions tem, as this is acting as a master in the com-
munication.
2004–08–05

The following automatic control functions

will be carried out by the ACM–E unit:
Note
S Position of the turbo charger by–pass
It is important that all alarms lead to prompt
valve
investigation and remedy of the error.
S Position of the turbo charger waste
gate valve No alarm is insignificant. It is therefore im-
portant that all engine crew members are
S Activation of the Jet Assistance valve familiar with and well trained in use and im-
S Position of the Variable Injection timing portant of the alarm system.
Control (VIC)
The most serious alarms are equipped with
S Position of the charge air low tempera- slow–down and/or shut–down functions.
ture cooler by–pass valve
The position of the two turbo charger valves
Connection to the Propulsion Con-
is sensed by feed–back switches, and the
corresponding position is displayed as trol System
“WASTE GATE OPEN (or CLOSED)” and The ACS is connected to the Propulsion
“BY–PASS OPEN (or CLOSED)” Control System via a serial connection, en-
The position of the two turbo charger valves abling remote display and operation of the
is supervised by the ACM–E. If there is a dis- Safety System. In case of a failure of this
crepancy between the commanded position communication line, the PCS will initiate an
and the actual position, an alarm will be alarm.
given via the ship’s alarm system. In addi-

Release 1 80A1-01 page 80–205

 L27/38
2004–08–05

page 80–206 Release 1 80A1-01

 L27/38

82. Control equipment

Spare part plate
Governor control equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8210–02
ZS1705 – turning gear indication . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8210–04
Engine terminal box 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8210–05
2005–08–03

Release TOC_1 82 page 82–207

L27/38

2005–08–03

page 82–208 Release TOC_1 82

 L27/38

84. Monitoring equipment

Description
Sensors used on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 84–211
Oil mist detector – see separately supplied manual

Work card
84 101–01 Adjustment and test of pressure controllers . . . . page 84–219
84 102–01 Adjustment and test of pressure transmitters . . . page 84–221
84 103–01 Adjustment and test of
temperature sensors (Pt 100) . . . . . . . . . . . . . . . . page 84–223
84 104–01 Adjustment and test of
temperature sensors (NiCrNi) . . . . . . . . . . . . . . . . page 84–225
84 105–01 Adjustment and test of level sensors . . . . . . . . . . page 84–227
84 106–01 Adjustment and test of
tacho and proximity sensors . . . . . . . . . . . . . . . . . page 84–229
84 107–01 Adjustment and test of displacement transmitter page 84–231
2005–08–03

Data sheet
List of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 79 48–0
Alarm system interface, MODBUS . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 04 92 74–2
Summary of alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 06 07 26–8
Wiring diagram – L27/38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 05 24 10–0

Spare part plate

PT/PSL – pressure sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8412–01
TE – temperature sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8416–02
LSL1231 – level sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8420–02
LSH1425 – level sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8422–02
TE – exhaust temperature sensors . . . . . . . . . . . . . . . . . . . . . . . plate 1 8424–01
TE1201–1210 – oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8426–01
SE1704A/B/C – tacho sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 8428–01
ZSH/ZT1401 – displacement transmitters . . . . . . . . . . . . . . . . . plate 1 8428–03

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Sensors used on the engine

Pressure controllers Fig 84.1
The pressure controller register a deviation
in pressure and will only operate correctly if
the sensor is adjusted to the intended pres-
sure limit, see fig 84.1.

Pressure transmitters
The pressure transmitters register the
actual pressure and transform it into an elec-
trical signal (4–20 mA) corresponding to the
pressure range specified on the sensor, see
fig 84.1.
2000–11–01

Switch
In
1
3
2
Out N.O.
Out N.C.
3
1
2
Pressure controller

Analog

+
1
3
2
–
4–20mA

Pressure transmitter

Pressure sensor

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Fig 84.2 Temperature sensors (Pt 100)

The Pt 100 sensors consist of a temperature
resistance wire. The mechanical design
may vary depending on type of measuring.
Fig 84.2 shows a typical Pt 100 sensor for
measuring of liquid temperature and fig
84.3 shows a typical Pt 100 sensor for
measuring of bearing temperatures.
The sensor is made of a platinum (Pt) thread
707 790–2.0

with a resistance of 100 ohm at 0°C, hence

the name Pt 100. The connection between
the Pt 100 sensor resistance and the
measured temperature may be seen in the
3 Wires table.
3 2 1

2000–08–23
PT 100 sensor – liquid

Fig 84.3
3 84C2–01

PT 100 sensor bearings

Temperature _C 0 10 20 30 40 50 60 70 80 90 100
Resistance Ω 100.00 103.90 107.79 111.67 115.54 119.40 123.24 127.07 130.89 134.70 138.50

Pt 100 resistance

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Temperature sensors (NiCrNi thermocouple)

The NiCrNi thermocouples consist of two Appearance and construction of the sensor
wires of different material: nickel–chromium can vary depending on the spot where the
and nickel–aluminium, respectively. The temperature is measured, see fig 84.4.
amount of voltage generated between the The sensors used for measuring of the en-
two depends on the temperature of the me- gine exhaust gas temperature from each
dium in which the sensor is placed. In the cylinder contain two independent thermo-
temperature range from 0 °C to 600 °C, the couples, one connected to the AlphaComm
generated voltage is from 0 V to 25 mV. monitoring unit and one connected to the Al-
The NiCrNi thermocouple is mainly used for phaComm safety unit.
measuring of engine exhaust temperature.

Fig 84.4
2000–11–01

– + – +
Nickel – Chromium (Green)
707 780–3.3

Nickel – Aluminium (White)

– +
1669217–1.2

Nickel – Chromium (Green)

Nickel – Aluminium (White)

NiCrNi thermocouples

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Fig 84.5 Level sensors

The level sensors shown in fig 84.5 are all
used for measuring high/low limits of liquid
levels. They function in the same way and
their design depends on the connection in
which they are to be used.
In principle, they consist of a magnetic float
moving according to the liquid level and thus
Normal
closed
activate a glass–cased, hermetically sealed
open switch in the core of the level device.
Normal

2000–11–01
3 84D1–01

Level alarms

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Tacho and proximity sensors Fig 84.6

In general, the sensors are used to measure
the position of a movable mechanical part, GAP 1mm ±0,5
+
but also used as a tacho sensor to detect
rotational speed of a shaft. A transistor cir- Brown
cuit inside the sensor will react when a metal Black
object approaches the front of the sensor, Blue
whereby the output signal from the sensor is Load
activated. The proximity sensor is used –
mainly for relatively low speed measure-
ments and position measurements of mov-
able parts.

1638345–7.2
For high speed measurements, a magnetic
Tacho and proximity sensor
tacho sensor generating an electrical signal
is used. This sensor type consists of a per-
manent magnet and a coil. A voltage is in-
duced in the coil when ferromagnetic ma-
terial passes the front of the sensor.
The mechanical design of the tacho and
proximity sensors may vary depending on
2000–11–01

type of measuring. Fig 84.6 shows typical

proximity sensors used for measuring of
speed or position of movable parts.

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Fig 84.7 Displacement transmitter

A displacement sensor is used to measure
the actual position of movable mechanical
parts. The measured displacement can be
angular or linear. The sensor registers the
actual position of the movable mechanical
part and transforms it into an electrical sig-
nal (4–20 mA) corresponding to the range of
displacement specified on the sensor. The
Bearing
sensor will normally consist of a ferro-
magnetic or magnetic part mounted on the
2040134–0.

movable mechanical part and a fixed part in-

corporating an electronic circuit for condi-
Marks tioning of the measured signal.

50
The mechanical design of the sensors may
M4 vary depending on type of measuring. Fig
84.7 shows typical displacement sensors for
measuring of linear displacement.
Fixed to 0
movable part

2000–11–01
40
45±1

4mA

Mounted on
movable part
2049067–0.0

20mA

Displacement transmitter

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Alarm sensors Test of sensors

Generally, all measurements collected by According to the maintenance program for
the Alphacomm units, mounted on the en- the engine, the tests mentioned on the fol-
gine and the gear, are transmitted to the lowing work cards should be carried out at
ship’s alarm system where possible exceed- every major overhaul. The test shall make
ing of alarm limits will be detected and sure that in case of abnormal operating
alarmed as required throughout the vessel. conditions, a warning is given in order to pre-
The list with Summary of alarms gives the vent a major breakdown.
exact information of the sensors and their The list Summary of alarms incorporated in
alarm limits. this chapter gives the exact information of
The connection to the ship’s alarm system is the sensors and their alarm limits. The lists
realised using a serial point–to–point con- Summary of shut downs, load reductions
nection. The electrical interface is specified and stand–by pump controls incorporated in
in the document: Alarm system interface, the following chapter 86 give the exact in-
MODBUS. formation of the safety and control sensors
and their limits.
2000–11–01

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2000–11–01

page 84–218 Release 1 84A1-01

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Work card 84 101–01

Adjustment and test of pressure controllers

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Pressure testing pump with
Shut–off cooling water Working time: ¼ h/sensor reference manometer – not
Shut–off fuel oil Capacity: 1 man supplied
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Data for pressure limits from the list Summary of alarms Plate no: 1 8412

Starting position: Local monitoring, control and safety power are switched on.

Procedure
Adjustment Adjustment for increasing pressure
Open the protection cap in the top of the (high limit)
sensor and use one of the below–mentioned Pump up the pressure till the switch
procedures for adjustment of the setpoint. changes over and check that it happens at
the pressure indicated for high limit of the
Adjustment for decreasing pressure measured parameter.
(low limit)
Pump up the pressure till the switch
changes over. Release the pressure slowly Warning
and check that the switch changes back at If a pressure controller has been replaced
the pressure indicated for low limit of the by a spare unit, the new sensor has to be ad-
measured parameter. justed to the pressure limit specified for the
measured parameter.

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Fig 84.8 Test

Cable connection It is possible to test the functioning of the
to terminal box
pressure controller. This is done in the fol-
lowing manner:
1. Cut off the system pressure with the
valve on the test block on which the
Protection sensor is mounted.
cover
2. Dismantle the screw lock on the test
coupling.
3. Connect the testing tool to the test
coupling.
4. Pump up the pressure as described
above and check that the sensor will
change over at the intended pressure
Test coupling
limit.
Test block 5. Dismantle the test tool and mount the
screw lock after checking and adjust-
ing.

2000–11–01
Valve
6. Connect the system pressure by open-
ing the valve on the test block.

System
pressure
2046576–9.0

Pressure controller

page 84–220 Release 84 101-01

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Work card 84 102–01

Adjustment and test of pressure transmitters

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Working Pressure testing pump with
Shut–off cooling water
time: ¼ h/sensor reference manometer – not
Shut–off fuel oil supplied
Capacity: 1 man
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Data for pressure limits from the list Summary of alarms Plate no: 1 8412

Starting position: Local monitoring, control and safety power are switched on.

Procedure
Adjustment
A pressure transmitter is adjusted by the
factory and does not need to be adjusted on
board the vessel. The limits for alarm are set
in the ship’s alarm system, limits for shut
down are set in the AT2000 LMCS safety
system and limits for automatic load reduc-
tion are set in the remote control system.

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Fig 84.9 Test

It is possible to test the functioning of the
Cable connection pressure transmitter. This is done in the fol-
to terminal box
lowing manner:
1. Cut off the system pressure with the
valve on the test block on which the
sensor is mounted.
Protection
cover 2. Dismantle the screw lock on the test
coupling.
3. Connect the testing tool to the test
coupling.
4. Pump up a pressure within the range of
the transmitter. If the tested parameter
is incorporated in the local operator
panel on the engine, the pressure may
Test coupling
be read here. Measured parameters
Test block
not incorporated in the local operator
panel are shown in the ship’s alarm
system.

2000–11–01
5. Release the pressure slowly and
Valve check the pressures for alarm, load re-
duction and shut down limits specified
for the tested parameter.
6. Dismantle the test tool and mount the
System
screw lock after checking.
pressure
7. Connect the system pressure by open-
ing the valve on the test block.
Job card 84 101

Pressure transmitter

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Work card 84 103–01

Adjustment and test of temperature sensors (Pt 100)

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: ¼ h/sensor Temperature testing tool
with reference termometer
Shut–off fuel oil Capacity: 1 man – not supplied
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Data for temperature limits from the list Summary of Plate no: 1 8416
alarms Plate no. 1 8418

Starting position: Local monitoring, control and safety power are switched on.

Procedure
Adjustment
The Pt100 sensor cannot be adjusted. The
limits for alarm are set in the ship’s alarm
system, limits for shut down are set in the
AT2000 LMCS safety system and limits for
automatic load reduction are set in the re-
mote control system.

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Fig Test
84.10 It is possible to test the functioning of the Pt
100 sensor. This is done in the following
manner:
1. Take the sensor out of its pocket or
channel boring.
2. Test the sensor by using a special tem-
perature testing tool.
Unscrew 3. Increase the temperature to the nor-
to remove
the sensor
mal value stated for the measured
parameter. If the tested parameter is
incorporated in the local operator
panel on the engine, the temperature
may be read here. Measured para-
meters not incorporated in the local
operator panel are shown in the ship’s
Sensor alarm system.
4. Increase the temperature slowly and
check the high temperature alarm,

2000–11–01
Sensor load reduction and shut down limits
pocket specified for the tested parameter.
5. Reduce the temperature slowly and
check the low temperature alarm, load
reduction and shut down limits speci-
fied for the tested parameter.
6. Remount the sensor in the sensor
1 8416–01

pocket after test.

Pt 100 sensor

page 84–224 Release 84 103-01

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Work card 84 104–01

Adjustment and test of temperature sensors (NiCrNi)

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: ¼ h/sensor High temperature testing
tool with reference ther-
Shut–off fuel oil Capacity: 1 man mometer – not supplied
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Data for temperature limits from the list Summary of alarms Plate no: 1 8424

Starting position: Local monitoring, control and safety power are switched on.

Procedure
Adjustment 2. Test the sensor by using a temperature
The NiCrNi thermocouple sensor cannot be controlled testing tool.
adjusted. The limits for alarm are set in the 3. Increase the temperature to a normal
ship’s alarm system and limits for automatic value stated for the measured para-
load reduction are set in the remote control meter. The tested parameter is incor-
system. porated in the local operator panel on
the engine and the temperature may
Test be read here.
It is possible to test the functioning of the 4. Increase the temperature slowly and
NiCrNi thermocouples. This is done in the check the high temperature alarm and
following manner: load reduction limits specified for the
1. Take the sensor out of the boring in the tested parameter.
exhaust pipe. 5. Remount the sensor in the boring.

Release 84 104-01 page 84–225

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Your notes:

2000–11–01

page 84–226 Release 84 104-01

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Work card 84 105–01

Adjustment and test of level sensors

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: ¼ h/sensor
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2004–02–17

Data for level limits from the list Summary of alarms Plate no: 1 8420

Starting position: Local monitoring, control and safety power are switched on.

Procedure
Adjustment 3. Remount the level alarm
The level sensors used for alarm operate as
a normally closed switch (NC) so that a
warning also can be given if the wire is
broken. Switch function normally open (NO) Note
or normally closed (NC) can be chosen by It is important that all alarms lead to prompt
turning the float 180°. investigation and remedy of the error. No
alarm is insignificant. It is therefore import-
Test ant that all engine crew members are famil-
The functioning of the level sensor can be iar with and well trained in the use and im-
carried out by the following procedure: portance of the alarm system. The most
serious parametres are additionally pro-
1. Dismantle the level sensor mechan- tected with automatic load reduction.
ically.
2. Check that the level alarm sets off
when the float is actuated by hand.

Release 84 105-01 page 84–227

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Your notes:

2004–02–17

page 84–228 Release 84 105-01

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Work card 84 106–01

Adjustment and test of tacho and proximity sensors

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: ¼ h/sensor
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Data for speed limits from the list Summary of alarms Plate no: 1 8428

Starting position: Local monitoring, control and safety power are switched on.

Procedure
Adjustment 1. Start rotation of the shaft on which the
Correct detection of position or counting of tacho sensor is measuring.
teeth depends on the size of the gap be- 2. Adjust shaft speed to a well–known
tween the movable mechanical part and the rpm, if necessary use a hand ta-
front of the sensor. If no signal is detected by chometer for reference measurement.
the sensor, the measuring gap must be ad- Alternatively, a frequency generator
justed. The gap is expected to be 1.0 mm ± can be used for test of speed limits set
0.5 mm. The number of teeth, relative speed in the system.
values and speed limits are set in the 3. Read and check the measured para-
AT2000 LMCS system. meter in the local operator panel and/
Test or in the remote control system.

It is possible to test the functioning of the ta- 4. Increase the speed slowly and check
cho and proximity sensors. This is done in the limits for alarm, control and over-
the following manner: speed stop specified for the tested
parameter.

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Your notes:

2000–11–01

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Work card 84 107–01

Adjustment and test of displacement transmitters

Safety precautions Man power Tools

Stopped engine
Shut–off starting air
Shut–off cooling water Working time: ½ hour
No special tools
Shut–off fuel oil Capacity: 1 man
Stopped lub oil circul.
Select local control

Replacement and
Data wearing parts
2000–11–01

Data for displacement from the list Summary of alarms Plate no: 1 8428

Starting position: Local monitoring, control and safety power are switched on.

Procedure
Adjustment position corresponding to 4 mA is adjusted
A displacement sensor is normally adjusted with the zero setting and the position corre-
by the factory to a specified range of move- sponding to 20 mA is adjusted with the gain
ment and does not need to be adjusted on setting.
board the vessel. But some sensors have to
be adjusted on board the vessel to fulfil re-
quirements for a plant specific range of the Warning
measured movement. If the engine fuel index displacement trans-
For adjustment of a displacement sensor, mitter has been replaced by a spare unit,
the specific instruction for the particular the new sensor always has to be adjusted to
measurement must be used. In general, the the fuel index range specified for the engine.

Release 84 107-01 page 84–231

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Test 2. Read and check the measured para-

It is possible to test the functioning of the dis- meter in the local operator panel and/
placement sensors. This is done in the fol- or in the remote control system.
lowing manner: 3. Move the mechanical part slowly and
1. Move the mechanical part to a well check the control limits specified for
known reference position for the the tested parameter.
measured movement.

2000–11–01

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86. Safety equipment

Data sheet
Summary of load reductions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 06 07 28–1
Summary of shut downs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 06 07 29–3
Summary of controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . drawing no 2 06 07 30–3
2005–08–03

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2005–08–03

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90. Tools
Spare part plate
Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9010–01
Tools for cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–01
Tools for piston and connection rod . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–02
Tools for cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–03
Tools for fuel valve and fuel pump . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–04
Tools for main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–05
Control instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–07
Mounting device for oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–08
Lifting device for lub oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–09
Lifting tool for charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–10
Lever for cooling water connection . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–11
Fork for intermediate piece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–12
Tools for connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–14
2005–08–03

Hydraulic tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–15

Hydraulic tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–15
Closing device for turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–17
Peak pressure gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . plate 1 9012–18

Release TOC_1 90 page 90–235

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2005–08–03

page 90–236 Release TOC_1 90