man marine diesel instruction book

Ed. 02H, 94.30 Hxxxx

Instruction book for :

X

MAN B &W Diesel Identification No. for Instruction Book.

Identification No for Description: 000. 00

Identification No for Working Card:

000 - 00. 00

Identification No for Plates: 00000- 00 H

For ordering of spare parts, See page 500.50

This book must not, either wholly or partly, be copied, reproduced, made public or in any other way made available to any third party without the written to this effect from STX. Corporation.

Section No Function

Sub- function

Function

Section No

Section No and function

Edition

H for Holeby

HEAD OFFICE

DIESEL ENGINE SALES

AFTER SERVICE (A/S)

PART SALES

641-315 80,Seongsan-Dong Changwon, Kyungnam Korea(ROK)

641-315 80. Seongsan-Dong Changwon,Kyungnam Korea(ROK)

641-050 452-7. Nae-Dong Changwon.Kyungnam Korea(ROK)

641-315 80, Seongsan-Dong Changwon.Kyungnam Korea(ROK)

Tell:82-55-280-0114 Fax:82-55-285-2030

Tell:82-55-280-0540 Fax:82-55-285-0539

Tell:82-55-280-0600 Fax:82-55-285-0687

Tell:82-55-280-550~558 Fax:82-55-282-1388

www.stx.co.kr www.stx.co.kr www.stx.co.kr www.stx.co.kr www.enginem.com

96.03/MB

Index Page 1 (1) Engine Data 500

L23/30H Description Main Data for GenSets ............................................................................................................... 500.00 Introduction ...................................................................................................................... 500.01 (01H) Safety ............................................................................................................................... 500.02 (01H) Cross Section ................................................................................................................... 500.05 (01H) Key for Engine Designation ............................................................................................. 500.10 (01H) Designation of Cylinders .................................................................................................. 500.11 (01H) Engine Rotation Clockwise .............................................................................................. 500.12 (01H) Code identification for Instruments .................................................................................. 500.20 (01H) Introduction to Planned Maintenance Program .................................................................500.24 (01H) Planned Maintenance Program ....................................................................................... 500.25 (01H) Planned Maintenance Program ....................................................................................... 500.25 (01H) Operating Data and Set Points ........................................................................................ 200.30 (01H) Data for Pressure and Tolerance ..................................................................................... 500.35 (01H) Data for Torque Moment .................................................................................................. 500.40 (01H) Data for Torque Moment .................................................................................................. 500.40 (01H) Declaration of Weight ....................................................................................................... 500.45 (01H) Ordering of Spare Parts ................................................................................................... 500.50 (01H) Service Letters ................................................................................................................. 500.55 (01H) Conversion Table ............................................................................................................. 500.60 (01H) Basic Symbols for Piping ................................................................................................. 500.65 (01H)

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Type ...................................................... ...................................Engine Nos ............................................ ................................................................................................. ...................................Number of cylinders .............................. ...................................Cycle ..................................................... ...................................Cylinder bore ......................................... ...................................Stroke .................................................... ...................................Engine speed ........................................ ...................................Engine output (on flywheel) ................... ...................................Compression ratio ................................. ...................................Max. combustion pressure .................... ...................................Firing order ............................................ ...................................Rotation ................................................. ...................................

Make ..................................................... ...................................Type ...................................................... ...................................Serial No for engine No x ...................... ...................................Serial No for engine No x ...................... ...................................Serial No for engine No ......................... ...................................Serial No for engine No ......................... ...................................Capacity ................................................ ...................................Rating .................................................... ...................................Voltage .................................................. ...................................Frequency ............................................. ...................................Power factor .......................................... ...................................

Make ..................................................... ...................................Type ...................................................... ...................................Serial No for engine No x ...................... ...................................Serial No for engine No x ...................... ...................................Serial No for engine No ......................... ...................................Serial No for engine No ......................... ...................................

Make ..................................................... ...................................Type ...................................................... ...................................Serial No for engine No x ...................... ...................................Serial No for engine No x ...................... ...................................Serial No for engine No ......................... ...................................Serial No for engine No ......................... ...................................

L23/30Hx

x4 stroke225 mm300 mm

xxxxxx

xx

xxxxx

stx-MAN.B&Wxxx

Woodwardxxx

Main Data for GenSets

x

500.00

Main Data for Engine

Main Data for Alternator

Main Data for Turbocharger

Main Data for Governor

96.02

DescriptionPage 1 (1)

DescriptionPage 1 (1) Introduction 500.01

Edition 01H

Description

This instruction book serves the purpose of providinggeneral information for operation and maintenance,to describe the design and to be used for referencewhen ordering spare parts.

96.02 - ES0S-G

L23/30H

Reliability and operation economy of the plant will toa great extent depend on correct operation andproper maintenance.

Therefore, it is essential that the engine room per-sonnel, in addition to basic knowledge of dieselengine machinery installations, is fully acquaintedwith the contents of the instructions.

The book is a basic instruction manual for theparticular engine supplied with plant-adapted infor-mation such as principle media-system drawings,electric wiring diagrams and test bed reports.

The first five sections (500-504) of the book serve asa guide to engine operation, and the next fifteensections (505-519) contain technical descriptions,spare parts illustrations with pertaining parts lists aswell as working cards.

The last section (520) comprises tools.

The engine is divided into a number of main compo-nents/assemblies, each of which is described in asection of this book (section 505-519).

Each of these sections starts with technical de-scriptions of the systems/components, followed byworking cards. Later, the spare parts illustrationplates and parts lists are to be found.

Spare parts plates

Working card

Description

Fig. 1. Structuring of instruction book.

Section 505-519

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DescriptionPage 1 (2) Safety 500.02

Edition 01H

General

Proper maintenance, which is the aim of this book,constitutes the crucial point in obtaining optimumsafety in the engine room. The general measuresmentioned here should, therefore, be a natural rou-tine to the entire engine room staff.

Cleanliness

The engine room should be kept clean above andbelow the floor plates. If grit or sand blows into theengine room when the ship is in port, the ventilationshould be stopped and ventilating ducts, skylights,and doors in the engine room should be closed.

In particular, welding or work which causes spread-ing of grit and chips must be avoided near the engine,unless this is closed or covered, and the turbochar-ger air intake filters are covered.

The exterior of the engine should be kept clean andthe paintwork maintained, so that leakages caneasily be detected.

Fire

If the crankcase is opened before the engine is cold,welding and the use of naked light will involve the riskof explosions and fire. The same applies to inspec-tion of oil tanks and the space below the cooler.Attention should furthermore be drawn to the dangerof fire when using paint and solvents with a low flashpoint. Porous insulating material drenched with oilfrom leakages is easily inflammable and should berenewed. See also: "Ignition in crankcase" in section503.

Order

Hand tools should be placed easily accessible ontool boards. Special tools should be fastened to toolpanels (if supplied) in the engine room close to thearea of application. No major objects must be leftunfastened, and the floor and passages should bekept clear.

96.02 - ES0U-G

L23/30H

Spares

Large spare parts should, as far as possible, beplaced well strapped near the area of application andaccessible by crane. The spare parts should be well-preserved against corrosion and protected againstmechanical damage. The stock should be checkedat intervals and replenished in time.

Light

Ample working light should be permanently installedat appropriate places in the engine room, and port-able working light in explosion-proof fittings shouldbe obtainable everywhere.

Freezing

If there is a risk of damage due to freezing when theplant is out of service, engines, pumps, coolers andpipe systems should be emptied of cooling water.

Warning

The opening of cocks may cause discharge of hotliquids or gases. The dismantling of parts may causesprings to be released.

The removal of fuel valves (or other valves in thecylinder head) may cause oil to run down to thepiston crown, and if the piston is hot, an explosionmay then blow out the valve.

When testing fuel valves with the hand pump do nottouch the spray holes, as the jet may pierce the skin.Think out beforehand which way the liquids, gases orflames will move, and keep clear.

Crankcase Work

Check beforehand that the starting air supply to theengine is shut off.

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Feeling over

Whenever repairs or alterations have been made tothe running gear, apply the "feel-over sequence"until ensured that there is no undue heating, oil-mistformation, blow-by, or failure of cooling water orlubricating oil systems.

Feel-over Sequence

Feel-over after 5-15 and 30 minutes' idle running andfinally when the engine is running at full load. Seealso "Starting-up sequence" in the section 502.

Safety

96.02 - ES0U-G

L23/30H

500.02Edition 01H

Turning with Air

After prolonged out-of-service periods or overhaulwork which may involve a risk of accumulation ofliquid in the combustion spaces, turning with openindicator cocks should always be effected, throughat least two complete revolutions.

Check and Maintain

Lubricating oil condition, filter elements andmeasuring equipment.

Description Page 1 (1) Cross Section 500.05

Edition 01H

L23/30H

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91.34-ES1S

Key for Engine Designation

L23/30H

No of cylinders

5, 6, 7, 8, 912, 16, 18

Engine Type

L : In-lineV : V-built

Cyl. diam/stroke

23/30 : 225/30028/32 : 280/320

Design Variant

Rating

MCR : Maximum continuous ratingECR : Economy continuous rating

6 L 23/30 H MCR

90.38 - ES1U-G


Engine Type Identification

The engine types of the MAN B&W Holeby programme are identified by the following figures:

500.10Edition 01H

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Designation of Cylinders

L23/30H

89.17 - ES1S-L


500.11Edition 01H

Front End Flywheel End

Exhaust Side / Right Side

Control Side / Camshaft Side / Left Side

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Normal direction "clockwise" of diesel engine seen from flywheel end

DescriptionPage 1 (1) Engine Rotation Clockwise

L23/30H

91.49 - ES1S-G

Engine

Alternator

500.12Edition 01H

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Code Identification for Instruments

Symbol explanation:

Measuring deviceLocal reading

Temperature IndicatorNo 40 *

Measuring deviceSensor mounted on engine/unitReading/identification mounted in a panel on the engine/unit

Pressure IndicatorNo 22 *

Measuring deviceSensor mounted on engine/unitReading/identification outside the engine/unit

Temperature Alarm HighNo. 12 *

* Refer to standard location and text for instruments on the following pages.

1st letter

F Flow

L Level

P Pressure

S Speed

T Temperature

U Voltage

V Viscosity

X Sound

Z Position

Following letters

A Alarm

D Differential

E Element

H High

I Indicating

L Low

S Switching, Stop

T Transmitting

X Failure

Specification of letter code for measuring devices

96.02 - ES1U-G

TI40

TAH12

PI22


L23/30H

500.20Edition 01H

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Standard Text for Instruments

Diesel engine/Alternator

LT Water System

01 inlet to air cooler 05 outlet from alternator02 outlet from air cooler 06 outlet from fresh water cooler (SW)03 outlet from lub. oil cooler 07 inlet to lub. oil cooler04 inlet to alternator 08 inlet to fresh water cooler (SW)

09

HT Water System

10 inlet to engine 14B FW outlet air cooler10A FW inlet to engine 15 outlet HT system11 outlet each cylinder 16 outlet turbocharger12 outlet from engine 17 outlet fresh water cooler13 inlet to HT pump 18 inlet fresh water cooler14 inlet HT air cooler 19A inlet prechamber14A FW inlet air cooler 19B outlet prechamber

Lubricating Oil System

20 inlet to cooler 25 prelubricating21 outlet from cooler / inlet to filter 26 inlet rocker arms and roller guides22 outlet from filter / inlet to engine 27 intermediate bearing / alternator bearing23 inlet to turbocharger 28 level in base frame24 sealing oil - inlet engine 29 main bearings

Charging Air System

30 inlet to cooler 35 surplus air inlet31 outlet from cooler 36 inlet to turbocharger32 jet assist system 37 charge air from mixer33 outlet from TC filter / inlet to TC compressor 3834 39

Fuel Oil System

40 inlet to engine 45 fuel-rack position41 outlet from engine 46 inlet prechamber42 leakage 4743 inlet to filter 4844 outlet sealing oil pump 49

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Cooling Oil System

50 inlet to fuel valves 5551 outlet from fuel valves 5652 5753 5854 59

Exhaust Gas System

60 outlet cylinder 6561 outlet turbocharger 6662 inlet turbocharger 6763 6864 69

Compressed Air System

70 inlet to engine 75 microswitch for turning gear71 inlet to stop cylinder 76 inlet turning gear72 inlet to balance arm unit 77 waste gate pressure73 control air 78 inlet to sealing oil system74 inlet to reduction valve 79

Load Speed

80 85 microswitch for overload81 overspeed 8682 8783 88 index - fuel pump84 89 turbocharger speed

90 engine speed

Miscellaneous

91 natural gas - inlet to engine 95 voltage92 oil mist detector 96 switch for operating location93 knocking sensor 9794 cylinder lubricating 98

99

96.02 - ES1U-G


L23/30H

500.20Edition 01H

DescriptionPage 1 (1) Introduction to Planned Maintenance Programme 500.24

Edition 02H

General

The overhaul intervals are based on operation on aspecified fuel oil quality at normal service output,which means 70-100% of MCR.

In the long run, it is not possible to obtain a secure andoptimal economical running without an effective main-tenance system.

With the structure and amount of information in themaintenance programme, it can be integrated in theentire ship's/power station's maintenance system orit can be used separately.

The crux of the maintenance system is the keydiagram, see page 500.25, indicating the inspectionintervals for the components/systems, so that thecrew can make the necessary overhauls, based onthe engines' condition and/or the time criteria.

The stated recommended intervals are only forguidance as different service conditions, the qualityof the fuel oil and the lubricating oil, treatment of thecooling water, etc, will decisively influence the actualservice results and thus the intervals betweennecessary overhauls.

Experience with the specific plant/crew is to be usedfor adjustment of time between overhaul. Further it isto be used for adjusting the timetable stated forguidance in the working cards.

Working Cards

Each of the working cards can be divided into two: afront page and one or several pages, describing andillustrating the maintenance work.

The front page indicates the following:

1. Safety regulations, which MUST be carried outbefore the maintenance work can start.

2. A brief description of the work.

3. Reference to work, which must be carried out,if any, before the maintenance work can start.

96.02 - ES0S-G

L23/30H

4. Related procedures - indicates other works,depending on this work - or works which would beexpedient to carry out.

5. Indicates x number of men in x number of hoursfor accomplishing the work.

The stated consumption of hours is only intended asa guide.

Experience with the specific station/crew may lead toa bringing up-to-date.

6. Refers to data, which are required for carryingout the work.

7. Special tools, which must be used. Please notethat not all tools are standard equipment.

8. Various requisite hand tools.

9. Indicates the components/parts, which it isadvisible to replace during the maintenance work.Please note, that this is a condition for the intervalsstated.

1

2

3

4

5

6

7

8

9

Fig 1. Guidance instruction for working cards.

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DescriptionWorking

CardNo

l = Overhaul to be carried outn = Check the condition

Time Between Overhaul

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Operating of Engine:

Readings of data for engine and alternator with refe-rence to "Engine Performance Data", section 502.01 ......

Cylinder Head:

Inlet and exhaust valve - overhaul and regrinding ofspindle and valve seat ....................................................Inspection of inlet, exhaust valves and valve guide ........Check of valve rotators' rotation during engine rotation....Sleeve for fuel injector ....................................................Safety valve - overhaul and adjustment of openingpressure ..........................................................................Indicator valve ................................................................

Cylinder head cooling water space - inspection ...............Cylinder head nut - retightening ....................................... 200

Piston, Connecting Rod and Cylinder Liner:

Inspection of piston .........................................................Piston ring and scraper ring ............................................

Piston pin and bush for connecting rod - check ofclearance ........................................................................Connecting rod - measuring of big-end bore ....................Inspection of big-end bearing shells ................................

Connecting rod - retightening ........................................... 200Cylinder liner - cleaning, honing and measuring ...............Cylinder liner removed - check the water space andwear ring in frame ...........................................................

Camshaft and Camshaft Drive:

Camshaft - Inspection of gear wheels, bolts, connectionsetc. ................................................................................. 200Camshaft bearing - inspection of clearance .....................Camshaft adjustment - check the condition ....................

Lubrication of camshaft bearing - check ..........................


96.02 - ES0U

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1600

0

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0

8000

200020

0

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L23/30H720/750 RPM

n

ln

nn

nn n

n

nl

nnn

nl

n

nnn

n

502-01.00

505-01.10505-01.05505-01.05505-01.30

505-01.25505-01.26

505-01.45505-01.40

506-01.10506-01.10

506-01.15506-01.15506-01.16

506-01.25506-01.35

506-01.40

507-01.00507-01.05507-01.20

507-01.00

Planned Maintenance Programme

DescriptionWorking

CardNo



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Operating Gear for Inlet Valves, Exhaust Valves andFuel Injection Pumps:

Roller guide for valve gear ...............................................Valve gear - valve bridge, spring, push rod, etc ..............Roller guide for fuel injection pump..................................

Roller guide housing ........................................................Inlet and exhaust valve - check and adjustment of valveclearance ........................................................................

Lubricating of operating gear - check...............................

Control and Safety System, Automatics andInstruments:

Safety, alarm and monitoring equipment .........................

Lambda controller - adjustment .......................................

Governor - check oil level, see governor instructionbook, section 509 ...........................................................

Crankshaft and Main Bearing:

Checking of main bearings alignment, (autolog) ..............Inspection af main bearing ..............................................Inspection of guide bearing .............................................

Vibration damper - check the condition ...........................

Lubricating of gear wheel for lub. oil pump and coolingwater pump etc. ..............................................................Counterweight - retightening, see page 500.40 ................ 200

Main- and guide bearing cap - retightening ...................... 200

nnn

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n

n

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n

n

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n

n

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n

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2000

8000

1600

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500.25Edition 01H

L23/30H720/750 RPM

508-01.00508-01.10508-01.05

508-01.10

508-01.10

508-01.00508-01.05

509-01.00

509-10.00

510-01.00510-01.05510-01.10

510-04.00

510-01.05510-01.10


DescriptionWorking

CardNo



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Engine Frame and Baseframe:

Holdingdown bolts - retightening, see page 500.40 .......... 200Bolts between engine frame and base frame -retightening, see page 500.40 ......................................... 200

For flexible mounted engines - check anti-vibrationmountings ....................................................................... 200Safety cover - function test .............................................

Turbocharger System:

Wet cleaning of turbine side ............................................Water washing of compressor side..................................

Cleaning of air filter - compressor side (see turbo-charger instruction book) .................................................Turbocharger complete - dismantling, cleaning, inspec-tion etc. (see turbocharger instruction book) ....................Charging air cooler - cleaning and inspection...................

Charging air cooler housing - draining ..............................Exhaust pipe - compensator ...........................................

Compressed Air System:

Air starter motor - dismantling and inspection .................Function test - main starting valve, starting valve, mainvalves and emergency start valve ...................................

Dirt separator - dismantling and cleaning .........................Muffler - dismantling and cleaning ...................................

Compressed air system - draining ...................................Compressed air system - check of the system ...............

500.25Edition 01H

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n

n

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ll

n

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519-03.00511-01.00

512-15.00512-05.00

512-01.00

513-01.30

513-01.40

513-01.90513-01.90


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Fuel Oil System and Injection Equipment:

Fuel oil filter - dismantling and cleaning ...........................Fuel oil feed pump ..........................................................Fuel oil injection pump - dismantling and cleaning ...........

Fuel injection valve - adjustment of opening pressure ..... 200Fuel oil high-pressure pipe - dismantling and check ........Adjustment of the maximum combustion pressure ..........

Fuel oil system - check the system ................................

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

Lubricating Oil System:

Lubricating oil pump - engine-driven ................................Lubricating oil filter - cleaning and exhange .....................Lubricating oil cooler .......................................................

Prelubricating pump - el. driven .......................................Thermostatic valve .........................................................Centrifugal filter - cleaning and exhange of paper ............

Hand pump .....................................................................Lubricating oil - oil samples, see section 504 ..................Lubricating oil system - check the system ......................

Cooling Water System:

Cooling water pump - engine-driven (sea water andfresh water) .....................................................................Thermostatic valve .........................................................Cooling water system - check the system.......................

Cooling water system - water samples, see sec. 504 ......

lll

nn

l

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nll

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lnn

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n

n n

514-01.15514-10.00514-01.05

514-01.10514-01.05514-05.01

514-01.90

515-01.00515-01.10515-06.00

515-01.05515-01.20515-15.00

515-10.00

515-01.90

516-04.00516-04.00516-01.90

500.25Edition 01H

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200

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500.30Edition 01H

96.02 - ES1U

90° C100° C

75° C85° C

3 bar

4 bar

1.5 bar

level switch

low/high level

95° C

1.5 bar4 bar

leakage

0.4 bar + (B)

0.4 bar + (B)

90° C

500° C

average ±50° C

500° C

65° C (C)

7 bar

820 rpm

855 rpm

1015 rpm

Lubricating OilSystem

Temp. before cooler SAE 30(outlet engine) SAE 40

Temp. after cooler SAE 30(inlet engine) SAE 40

Pressure after filter (inlet eng.)

Elevated pressure e.g. whencentrifugal filter installed

Pressure drop across filter

Prelubricating pressurePressure inlet turbocharger

Lub. oil level in base frame

Temp. main bearings

Fuel Oil System

Pressure after filter MDOHFO

Leaking oil

Cooling Water System

Press. LT-system, inlet engine

Press. HT-system, inlet engine

Temp. HT-system, inlet engine

Temp. HT-system, outl. cyl.units

Temp. HT-system, outletengine

Temp. raise across cyl. units

Exhaust Gas and Charge Air

Exh. gas temp. before TC

Exh. gas temp. outlet cyl.

Exh. gastemp. after TC

Ch. air press. after cooler

Ch. air temp. after cooler

Compressed Air System

Press. inlet engine

Speed Control System

Engine speed

Engine speed

Engine speed

Normal Value at Full load Alarm Set point Autostop of engine

TI 20TI 20

TI 22TI 22

PI 22

PI 22

PDAH 21-22

PI 25PI 23

TE 29

PI 40PI 40

PI 01

PI 10

TI 10

TI 11

TI 62

TI 61

TI 61

PI 31

TI 31

PI 70

SI 90

SI 90

SI 90

60-70° C65-75° C

45-60° C50-65° C

3-4 bar

4-5 bar

0.5-1 bar

0.5-0.8 bar1.1-1.3 bar

75-85° C

2-3 bar(A)

1-2.5 bar

1-3.0 bar

60-75° C

70-85° C

max. 10° C

425-475° C

275-350° C*

320-390° C**

2-2.5 bar

35-55° C

7-9 bar

720 rpm

750 rpm

900 rpm

TAH 20TAH 20

TAH 22TAH 22

PAL 22

PAL 22

PDAH 21-22

LAL 25

LAL 28/LAH28

TAH 29

PAL 40PAL 40

LAH 42

PAL 01

PAL 10

TAH 12

TAH 62

TDAH 60

TAH 61

TAH 31

PAL 70

SAH 81

SAH 81

SAH 81

TSH 22TSH 22

PSL 22

PSL 22

TSH 12

SSH 81

SSH 81

SSH 81

85° C95° C

2.5 bar

3.5 bar

95° C

820 rpm

855 rpm

1015 rpm

Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameterscan be included. For remarks to some parameters, see overleaf.* for 720/750 rpm ** for 900 rpm.

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Operation Data & Set Points

Operation Data & Set Points DescriptionPage 2 (2)

L23/30H

500.30Edition 01H

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B. Cooling Water Pressure, Alarm Set Points.

As the system pressure, in case of pump failure, willdepend on the height of the expansion tank above theengine, the alarm set point has to be adjusted to 0.4bar plus the static pressure.

Remarks to individual Parameters

A. Fuel Oil Pressure HFO-operation.

When operating on HFO, the system pressure mustbe sufficient to depress any tendency to gasificationof the hot fuel.

The system pressure has to be adjusted according tothe fuel oil preheating temperature.

Description Page 1 (1) Data for Pressure and Tolerance 500.35

Edition 01H

L23/30H

Section Description mm. / bar

505 Maximum inner diameter, valve guide 14.25 mm. Fer grinding of valve spindle and valve seat ring (see also working card 505-01.10) Minimum height of valve head, inlet vale and exhaust valve, "H" 1 5.0 mm. Maximum height of spindle above cylinder head, "H" 2 83.3 mm

506 Piston and piston ring grooves (see working card 500-01.10) Clearance in big-end bearing 0.15-0.20 mm Clearance between conneeing rod bush and piston pin 0.15-0.20mm. Maximum ovalness in big-end bore (without bearing) 0.08 mm. New cylinder liner, inside diameter 225,000-5,046mm. Maximum inside diameter cylinder liner, max. ovalness 0.1 mm 225.50 mm

507 Clearance between teeth on intermediate wheel 0.2-0.3 mm.

508 Valve olearance, Inlet valve (cold engine 15-55°C) 0.50 mm. Valve clearance, Exhaust vale (cold engine 15-55°C) 0.90 mm. Maximum clearance between rocker arm bush and rocker arm shaft 0.30 mm.

509 Clearance between pick-up and impulse wheel 1 ±0.3mm

510 Deflection of crankchaft (autolog) (see working card 510-01.00) Clearance between crankshaft and sealing ring, (upper and lower part) Clearance in main bearing 0.30 – 0.40 mm. 0,2-0,3 mm

514 Maximum combustion pressure at full load Maximum difference between oylinders before overhaul 130 bar A change of the height of the thrust piece spacer ring of 0.10 mm. 6 bar will change the maximum pressure by 1° turning of camshaft gear wheel changes max. pressure by approx 1 bar Opening pressure of fuel valve 3 bar 320 bar

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Section Description mm. / bar

505

506

507

508

509

510

514

Maximum inner diameter, valve guideFor grinding of valve spindle and valve seat ring(see also working card 505-01.10)Minimum height of valve head, inlet valve and exhaust valve, "H" 1Maximum height of spindle above cylinder head, "H" 2

Piston and piston ring grooves (see working card 506-01.10)Clearance in big-end bearingClearance between connecting rod bush and piston pinMaximum ovalness in big-end bore (without bearing)New cylinder liner, inside diameterMaximum inside diameter cylinder liner, max. ovalness 0.1 mm

Clearance between camshaft and camshaft bearingMaximum clearance between camshaft and camshaft bearingClearance between teeth on intermediate wheel

Valve clearance, Inlet valve (cold engine 15 - 55°C)Valve clearance, Exhaust valve (cold engine 15 - 55°C)Maximum clearance between rocker arm bush and rocker arm shaft

Clearance between pick-up and impulse wheel

Deflection of crankchaft (autolog) (see working card 510-01.00)Clearance between crankshaft and sealing ring, (upper and lower part)Clearance in main bearingClearance in guide bearing (axial)Maximum clearance in guide bearing (axial)

Maximum combustion pressure at full loadIndividual cylinders; admissible deviation from average

For L23/30H 900 rpm version a pressure of 135 bar measured at theindicator cock correspond to 130 bar in the combustion chamber

Opening pressure of fuel valve

14.25 mm.

5.0 mm.83.3 mm

0.15-0.20 mm0.15-0.20 mm.

0.08 mm.225,000-225,046 mm.

225.50 mm

0.11-0.20 mm0.35 mm

0.2-0.3 mm.

0.50 mm.0.90 mm.0.30 mm.

1 ±0.3 mm

0.30 - 0.40 mm.0,2-0,3 mm

0.15 - 0.44 mm0.8 mm

130 ± 3 bar± 3 bar

320 bar

Data for Pressure and ToleranceDescriptionPage 1 (1)

L23/30H

500.35Edition 11H

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Description Page 1 (1) Data for Torque Moment 500.40

Edition 01S

L23/30H 720/750 rpm

Tightening

Section Description Thread Torque Nm

Pressure bar

Lubricant

505 Cylinder cover stud(in frame) Stud M 48 200 Copaslip

Nur for cylinder cover stud Nut M 45 750 Copaslip Cooling jacket cylinder cover Screw 22 Copaslip

506 Connecting rod(see section 506)

507 Camshaft assembly Nut M12 50 Copaslip Intermediate wheel shaft Nut M 20 x 1.5 250 Copaslip Intermediate wheel gear Nut M12 40 Copaslip Gear wheel on camshaft Screw M12 50 Unimoly

508 Housing for valve gear Screw M 12 60 Copaslip Valve gear bracket rocker arm Nut M 16 150 Copaslip

510 Main bearing stud (in frame) Stud M 48 200 Copaslip Nut for main bearing stud Nut M 45x3 750 Copaslip Main bearing side screw Screw M 24 300 Copaslip Counteweight on crankshaft Screw M 30X2 200 Copaslip + 60° turn Vibrationdamper on crankshaft Nut M 27 400 Copaslip Frame / baseframe Nut M 24 500 Copaslip Flywheel mounting (fitted bolt) Nut M 20 x 1.5 200 Copaslip Gear rim on flywheel Screw 34 Copaslip Gear wheel on crankshaft Nut M 10 40 Copaslip

514 Fuel pump distribution piece Screw M 8 25 - 30 Copaslip Fuel pump top flange (barrel) Screw M 10 55 - 65 Copaslip Fuel pump caviation plugs Plug M 20 x 1.5 100 - 120 Copaslip Fuel primp mounting (bottom flange) Screw M 16 150 Copaslip Fuel valve (nozzle nut) Nut M 26 x 1.5 100 - 120 Copaslip ruel valve mounting Nut M 16 40 Copaslip Fuel vale (cap nut) Nut 70 Copaslip Fuel vale adjusting (lock nut) Nut 100 Copaslip High pressure pipe Nut M 18 X 1.5 40 Copaslip

515 Gear wheel on lub. oil pump Nut 300 Copaslip

519 Conical elements mounting Screw M 20 150 Copaslip Upper mouthing Nut M 20 320 Copaslip Lower mounting Conical elements mounting Upper mouthing Nut M 27 300 Copaslip Lower mounting Screw M 16 205 Copaslip

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96.37-ES0U

081019068018055

014,026,038

016

021,104,116

108300019237

181054138

756

381177290

330115242337

114201

L23/30H

505

506

507

508

509

511

512

513

514

515

516

Cylinder Head, complete

Piston, completePiston PinConnecting Rod, complete without bearingCylinder Liner, completeCooling Water Jacket

Camshaft, section

Housing for Roller Guide

Governor, complete

Main Bearing CapGuide Bearing CapFront coverEnd cover, complete

Turbocharger, complete

Intermediate pieceAir CoolerInlet Bend

Air Starter

Fuel Injection PumpFuel Injection ValveFuel Oil Feed Pump

Lubricating Oil PumpThermostatic ValvePrelubricating Oil Pump, incl. el-motorCentrifugal Filter

Thermostatic ValveCooling Water Pump

250

45199510033

29

17

28

7585164179

See specialinstruction

945093

40

15522

45292024

2930

Plate No.Section Item No.

Declaration of Weight

Weight in Kg.Component

97.06 - ES0U

50501-5050250508-50510

5060150601506015061050610

50705

50801

50901

51101511015110251106

512025120351203

51309

514015140251410

51501515035150451515

5160451610

500.45Edition 01H


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06

04

01

0809

1011

12

0203

05

07

14

13

60601-13HL/V28/32H

Piston and Connecting Rod

91.46 - ES0S

PlatePage 1 (2)

620

619

618

617

616

615

614

613

612

611

610

609

608

607

DescriptionPage 1 (2) Ordering of Spare Parts 500.50

Edition 01H

Whenever spare parts are ordered (or reference ismade in correspondence etc.) the following data mustbe indicated for the particular engine:

1. Name of plant2. Engine type and engine No ----, built by3. Illustration plate number (complete with ed.

figures)4. Item No5. Quantity required (and description)

96.02 - ES2S-G

L23/30H

These data are used by us to ensure supply of thecorrect spare parts for the individual engines, eventhough the spare part illustrations contained in thisbook may not always be in complete accordance withthe individual components of a specific engine.

Note : For ordering of spare parts for governor,turbocharger and alternator, please see special in-struction book for these components.

Information found on each plate:

Plate No. Edition Item No. Qty. (and description)50601 13H 10 10 pcs (Piston ring)

Information found on page 500.15 or on the nameplate on the engine(s):

Example: Name of plant Eng. type Eng. No. Built byDANYARD 5L28/32H 20433 MAN B&W Holeby

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Ordering of Spare Parts 500.50Edition 01H

96.02 - ES2S-G

L23/30H


Name of Plant:

Engine type: Engine Number: Built by:

Plate No Ed. No Item No Description Qty

DescriptionPage 1 (1) Service Letters 500.55

Edition 01H

Description

In order to ensure the most efficient, economical, andup-to-date operation of our engines, we regularly sendout "Service Letters", containing first-hand informa-tion regarding accumulated service experience.

The service letters can either deal with specificengine types, or contain general instructions andrecommendations for all engine types, and are usedas a reference when we prepare up-dated instructionbook editions.

Therefore, since new service letters could be of great

96.02 - ES0U-G

L23/30H

importance to the operation of the plant, we recommendthat engine staff to file them to supple-ment therelevant chapters of this instruction book.

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Length (m)

1 in (inch) 25.40 mm =0.0254 m

1 ft (foot) = 12 inches 0.3048 m

1 yd (yard) = 3 ft = 36 inches 0.9144 m

1 statute mile = 1760 yds 1609 m

1 n mile (international nautical mile) 1852 m

SI Prefixes

Factor Prefix Symbol Factor Prefix Symbol

1018 exa E 10-1 deci d

1015 peta P 10-2 centi c

1012 tera T 10-3 milli m

109 giga G 10-6 micro m

106 mega M 10-9 nano n

103 kilo k 10-12 pico p

102 hecto h 10-15 femto f

10 deca da 10-18 atto a

Area (m 2)

1 sq. in (square inch) 0.6452 x 10-3 m2

1 sq. ft (square foot) 92.90 x 10-3 m2

Volume (1 m 3 = 1000 l)

1 cub. in (cubic inch) 16.39 x 10-6 m3

1 cub. ft (cubic foot) 28.32 x 10-3 m3 = 28.32 l

1 gallon* (imperial, UK) 4.546 x 10-3 m3 = 4.546 l

1 gallon* (US) 3.785 x 10-3 m3 = 3.785 l

1 barrel (US petroleum barrel) =

42 gallon (US) 0.1590 m3

1 bbl (dry barrel, US) 0.1156 m3

1 register ton = 100 cub. ft 2.832 m3

* 1 gallon = 4 quarts = 8 pints

Velocity, Speed (m/s) (3.6 km/h = 1 m/s)

1 kn (knot) = 1 nautical mile/h 1.852 km/h = 05144 m/s

For other conversions, see table for length

SI Base Units

Quantity Name Symbol

lenght metre m

mass kilogram kg

time second s

electric current ampere A

absolute temperature* kelvin K

amount of substance mole mol

luminous intensity candela cd

* Also named "Thermodynamic temperature"

Supplementary SI Units

Quantity Name Symbol

plane angle radian rad

solid angle steradian sr

Derived Si Units with Special Names

Quantity Name Symbol Expressed in base,supplementary or

derived SI units

frequency hertz Hz 1 Hz = 1 s-1

force newton N 1 N = 1 kg m/s2

pressure, stress pascal Pa 1 Pa = 1 N/m2*

energy, work quantity of heat joule J 1 J = 1 Nm

power watt W 1 W = 1 J/s

electric potential volt V 1 V = 1 W/A

temperature Celcius °C 1°C = 1 k**

* For mechanical stresses N/mm2 is widely used. 1 N/mm2 = 106 N/m2

** t (°C) = T(K) - T0(K), where T0 = 273.15 K

Additional SU Units

Quantity Name Symbol Definition

time minute min 1 min = 60 s

time hour h 1 h = 60 min

plane angle degree ° 1° = (p/180) rad

volume litre l 1 l = 1 dm3

pressure bar bar 1 bar = 105 Pa


500.60Edition 01H

92.16 - ES0U

Conversion Table

L23/30H

Conversion Table

L23/30H

500.60Edition 01H


92.16 - ES0S

Mass (kg)

1 lb (pound mass) = 16 ozs (ounces) 0.4536 kg

1 cwt (UK) (hundredweight) = 112 lbs 50.80 kg

1 long ton (UK) = 20 cwt = 2240 lbs 1.016 metric tons = 1016 kg

1 short ton (UK) = 2000 lbs 0.907 metric tons = 907 kg

1 slug* 14.59 kg

* Unit and mass in the ft-lb-s system

Density

1 lb/cub. ft 16.02 kg/m3

Force (1 kg m/s 2 = 1 N)

1 kp (kilopound)* 9.807 N

1 poundal** 138.3 x 10-3 N

1 lbf (pound force) 4.448 N

* Can occasionally be found stated as kgf (kilogram force).

Standard acceleration of free fall gn = 9.80665 m/s2

** Unit of force in the ft-lb-s system

Pressure(1 N/M2 = 1 Pa, 1 bar = 10 5 Pa, 1 mbar = 10 -3 bar)

1 kp/cm2 = 1 at = 0.9678 atm 98.07 x 103 Pa = 0.9807 bar

1 at = 735.5 mm Hg* = 10 m H2O** (T = 277 K)

750 mm Hg* 105 Pa = 1 bar

1 mm Hg* (T = 273 K) 133.3 Pa = 1.333 mbar

1 mm H2O** (T = 277 K) 10-4 at = 9.807 Pa = 98.07 x 10-3 mbar

1 in Hg* (T = 273 K) 3386 Pa = 33.86 mbar

1 in H2O** (T = 277 K) 249.1 Pa = 2.491 mbar

1 atm (standard atmosphere) = 760 mm Hg, 1.013 x 105 Pa = 1013 mbar

1 atm = 1.033 at

1 lbf/sq.in (psi) 6895 Pa = 68.95 mbar

* Mercury. 1 mm Hg = 1 Torr

Values in Table provided gn = 9.80665 m/s2

** Water column (WC)

Stress ( 1 N/m 2 = 10 -6 N/mm 2)

1 kp/mm2 = 100 kp/cm2 9.807 N/mm2

1 lbf/sq. in (psi) = 0.07031 at 6.895 x 10-3 N/mm2

Dynamic viscosity (N s/m 2)

1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)

1 poundal s/sq.ft 1.488 N s/m2

1 lbf/sq.ft 47.88 N s/m2

poise is a special name taken from the CGS system. 1 P = 0.1 Pa s

1 cP = 1 mPa s = 10-3 Pa s

Kinematic viscosity (m 2/s)

1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103 cSt *

* 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special name taken from the

CGS system. 1 St = 10-4 m2/s

Energy, Work (1 Nm = 1 J, Wh)

1 cal I.T

* 4.187 J*

1 kpm 9.807 J

1 hph (metric) 2.648 x 106 J = 0.7355 kWh

1 ft. lbf 1.356 J

1 hph (UK, US) 2.685 x 106J = 0.7457 kWh

1 BTU (UK, US) 1.055 x 103J = 1.055 KJ

* Exact value: 4.1868 J

I.T. = International Steam Table

Power (1 kg m 2/s3 = 1 N m/s = 1 J/s = 1 W)

1 kpm/s 9.807 W

1 hp (metric) = 75 kpm/s 735.5 W = 0.7355 kW

1 kcalI.T.

/h 1.163 W

1 ft lbf/s 1.356 W

1 hp (UK, US) = 550 ft.lbf/s 745.7 W

1 BTU/h 0.2931 W

Moment of Force, Torque (kg m 2/s2 = Nm)

Can easily be derived from the above tables.

Moment of Inertia (kg m 2)

1 GD2 (old notation) = 4 x I* kg m2

1 WR2 (old notation)* = 1 x I* kg m2

*I = ò dmr x r2 m

r = mass at the radius r

G = W = mass in kg D = Diameter of gyration

R = Radius of gyration


500.60Edition 01H

92.16 - ES0U

Conversion Table

L23/30H

Specific fuel consumption* (g/kWh)

1 g/hph (metric) 1.360 g/kWh

* See also table for specific fuel oil consumption values

Temperature difference (K)

1 °C (Celsius) 1 K

1 °F (Fahrenheit) 5/9 K

Temperature levels (K) (see "Derived SI Units with specialNames)

t °C (Celsius) tc + 273.15 = K

t°F (Fahrenheit) 5/9(tf - 32) + 273.15 = K

Celsius from Fahrenheit: tc = 5/9(t

f - 32)

Fahrenheit from Celcius: tf = 9/5 x tc + 32

Specific heat capacity (J/(kg K))

1 kcalI.T.

/(kg x °C) 4.187 x 103 J/(kg K)1 BTU*/(lb x °F) = 1 kcal

I.T. /(kg °C) 4.187 x 103 J/(kg K)

* British Thermal Unit (see table for energy conversions)

Heat conductance (W/(m K))

1 calI.T.

/(cm x s x °C) 418.7 W/(m K)1 kcal

I.T./(m x h x °C) 1.163 W/(m K)

1 BTU*/(ft x h x °F) 1.731 W/(m K)

* British Thermal Unit (see table for energy conversions)

Heat transmittion (W/(m 2 K))

1 calI.T.

/(cm x s x °C) 41.87 x 103 W/(m2 K)1 kcal

I.T./(m" x h x °C) 1.163 W/(m2 K)

1 BTU*/(ft2 x h x °F 5.678 W/(m2 K)

Some physical data in SI unitsNomenciaturet = temp. in °C DK = temperature differencer = density in kg/m3 Cp = heat capacity in J/(kg DK)

t �r Cp

t Cp

range

Water 18 999 4.18 x 103

Lubricating oil (approx.)* 15 900 1.96 x 103

Atmosphereric air (dry) (p= 1 bar) 0 1.276 998 0-150 1005Exhaust gas 200-400 1080

* Viscosity: 100-140 cSt at 40°C750 mm Hg = 1 bar = 105 Pa

1 atm (standard pressure at sealevel) = 760 mm Hg = 1013 mbarGas constant for air and exhaust gas = 287 J/(kg x K)Water, heat of evaporation 100°C 1.013 bar 2.256 x 106 J/kgFuel oil. Lower caloric value 41-43 x 106 J/kgISO 3046/1-1986 standard reference fuel 43 x 106 J/kg

Diesel engine reference fuel (see below)

Specific fuel oil consumption (SFOC)

Reference conditionsSpecific fuel oil consumption values refer to brake power, and the followingreference conditions:

Reference Conditions (ISO)

Blower inlet temperature 25°C 298 KBlower inlet pressure 1000 mbarCharge air coolant temperature 25°C 298 KFuel oil lower calorific value (10200 kcal/kg) 42707 kJ/kgk

DescriptionPage 1 (3) Basic Symbols for Piping

L23/30H

96.02 - ES0S-G

1.1

1.2

1.3

1.4

1.5

1.6

1.7

1.8

No. Symbol Symbol designation

1. GENERAL CONVENTIONAL SYMBOLS

2. PIPES AND PIPE JOINT

2.1

2.2

2.3

2.4

2.5

2.6

2.7

2.8

2.9

2.10

2.11

2.12

2.13

2.14

2.15

2.16

2.17

2.18.

2.19

No. Symbol Symbol designation

3. VALVES, GATE VALVES, COCKS AND FLAPS

3.1

3.2

3.3

3.4

3.5

3.6

3.7

3.8

3.9

3.10

3.11

3.12

3.13

3.14

3.15

3.16

Pipe

Pipe with indication of direction of flow

Valves, gate valves, cocks and flaps

Appliances

Indicating and measuring instruments

High pressured pipe

Tracing

Crossing pipes, not connected

Crossing pipe, connected

Tee pipe

Flexible pipe

Expansion pipe (corrugated) general

Joint, screwed

Joint, flanged

Joint, sleeve

Joint, quick-releasing

Expansion joint with gland

Expansion pipe

Cap nut

Blank flange

Spectacle flange

Orifice

Orifice

Loop expansion joint

Snap-coupling

Pneumatic flow or exhaust to atmosphere

Valve, straight through

Valve, angle

Valve, three-way

Non-return valve (flap), straight

Non-return valve (flap), angle

Non-return valve (flap), straight screw

down

Non-return valve (flap), angle, screw

down

Safety valve

Angle safety valve

Self-closing valve

Quick-opening valve

Quick-closing valve

Regulating valve

Ball valve (-cock)

Enclosure for several components as-sembled in one unit

500.65Edition 01H

DescriptionPage 2 (3)Basic Symbols for Piping

L23/30H

96.02 - ES0S-G

No. Symbol Symbol designation No. Symbol Symbol designation

3.17

3.18

3.19

3.20

3.21

3.22

3.23

3.24

3.25

3.26

3.27

3.28

3.29

3.30

3.31

3.32

3.33

3.34

3.35

3.36

3.37

3.38

3.39

Butterfly valve

Gate valve

Double-seated change-over valve

Suction valve chest

Suction valve chest with non-return

valves

Double-seated change-over valve,

straight

Double-seated change-over valve, angle

Cock, straight through

Cock, angle

Cock, three-way, L-port in plug

Cock, three-way T-port in plug

Cock, four-way, straight through in plug

Cock with bottom connection

Cock, straight through, with bottom conn.

Cock, angle, with bottom connection

Cock, three-way with bottom connection

Thermostatic valve

Valve with test flange

3-way valve with remote control

(actuator)

Non-return valve (air)

3/2 spring return valve, normally closed

2/2 spring return valve, normally closed

4. CONTROL AND REGULATION PARTS

Han-operated

Remote control

Spring

Mass

Float

Piston

Membrane

Electric motor

Electro-magnetic

Manual (at pneumatic valves)

Push button

Spring

Solenoid

Solenoid and pilot directional valve

By plunger or tracer

4.1

4.2

4.3

4.4

4.5

4.6

4.7

4.8

4.9

4.10

4.11

4.12

4.13

4.14

4.15

5. APPLIANCES

5.1

5.2

5.3

5.4

5.5

5.6

Mudbox

Filter or strainer

Magnetic filter

Separator

Steam trap

Centrifugal pumpOn/off valve controlled by solenoid andpilot directional valve and with springreturn

500.65Edition 01H

DescriptionPage 3 (3) Basic Symbols for Piping

L23/30H

96.02 - ES0S-G

No. Symbol Symbol designation No. Symbol Symbol designation

Gear or screw pump

Hand pump (bucket)

Ejector

Various accessories (text to be added)

Piston pump

Heat exchanger

Electric preheater

Air filter

Air filter with manual control

Air filter with automatic drain

Water trap with manual control

Air lubricator

Silencer

Single acting cylinder with spring returned

Double acting cylinder with spring

returned

Steam trap

5.7

5.8

5.9

5.10

5.11

5.12

5.13

5.14

5.15

5.16

5.17

5.18

5.19

5.20

5.21

5.22

5.23

7. READING INSTR. WITH ORDINARY DESIGNATIONS

7.1

7.2

7.3

7.4

7.5

Sight flow indicator

Observation glass

Level indicator

Distance level indicator

Recorder

6. FITTINGS

6.1

6.2

6.3

6.4

6.5

6.6

6.7

6.8

6.9

Funnel / waste tray

Drain

Waste tray

Waste tray with plug

Turbocharger

Fuel oil pump

Bearing

Water Jacket

Overspeed device

Fixed capacity pneumatic motor with ondirection of flow

500.65Edition 01H

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L23/30H

IndexPage 1 (1)

Description

Operating .........................................................................................................................501.01 (01H)Out-of Service ..................................................................................................................501.05 (01H)Starting-up after Out of Service Periods ..........................................................................501.10 (01H)

Working Card

Plates

96.03 - ES0U

Operation of Engine 501

0802

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DescriptionPage 1 (2) Operating 501.01

Edition 01H

96.02 - ES0U-G

L23/30H

4. Check the pressure in the starting air receiver(s)and open the starting air supply (blow-off water, if any,and drain the starting air system before opening.

5. Regulating gear - please check:

- that all fuel pumps are set at index "0" when theregulating shaft are in STOP position.

- that each fuel pump can be pressed by hand tofull index when the regulating shaft are in STOPposition, and that the pumps return automatically tothe "0" index when the hand is removed.

- that the spring-loaded pull rod is workingcorrectly.

- that the stop cylinder for regulating the shaftworks properly, both when stopping normally and atoverspeed and shut down.

- that testing is made by simulating thesesituations.

6. Open the indicator valves and turn the enginesome few revolutions, check that no liquid is flowingout from any of the indicator valves during the turning.

Slow-turning must always be carried out, before theengine is started after prolonged out of-service pe-riods and after overhauls, which may involve a risk ofliquid having collected in the cylinders.

7. Close the indicator valves.

8. Disengage the turning gear, if fitted. Check thatit is locked in the "OUT" position.

Starting

1. Start the engine by activating the start buttom.

2. Check the lubricating oil pressure, cooling waterpressure, fuel oil feed pressure. Check that theprelubricating oil pump is stopped.

3. Check that all alarms are connected.

See also "checks after starting-up".

Preparations for Starting

The following describes what to do before starting,when the engine has been out of service for a longerperiod of time, or if major overhauls have been made.

1. Check the oil level in the base frame (or in thelub. oil tank, if the engine is with dry sump), airlubricator and in the govenor.

Start-up the prelubricating pump.

The engine shall be prelubricated at least 2 minutesprior to start.

Check oil pressures before and after the filter.

2. Open the cooling water supply, start separatecooling water pumps where installed, and check thecooling water pressure.

Note : To avoid shock effects owing to large tempe-rature fluctuations just after the start, it is recom-mended:

a) to preheat the engine. Cooling water of at least60 °C should be circulated through the frame andcylinder head for at least 2 hours before start:

- either by means of cooling water from engineswhich are running or by means of a built-in preheater(if installed).

or

b) When starting without preheated cooling water,the engine must only be started on MDO (Ma-rineDiesel Oil).

The engine should not be run up to more than 50%load to begin with, and the increase to 100% shouldtake place gradually over 5 to 10 minutes.

Note : When starting on HFO (Heavy Fuel Oil), onlyitem "a" applies.

3. Open the fuel oil supply to the feed pump.

Starting on HFO: circulate preheated fuel through thepumps until correct working temperatures have beenobtained. This normally takes 30-60 minutes.

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Operating DescriptionPage 2 (2)

501.01Edition 01H

Testing during Running

When the engine is running, the planned maintenanceprogramme and the following should be checked:

1. The lubricating oil pressure must be within thestated limits and must not fall below the statedminimum pressure. The paper filter cartridges mustbe replaced before the pressure drop across the filterreaches the stated maximum value, or the pressureafter the filter has fallen below the stated minimumvalue. Dirty filter cartridges cannot be cleaned for re-use.

2. The lubricating oil temperature must be keptwithin the stated limits indicated on the data sheet.

3. The fuel oil pressure must be kept at the statedvalue, and the filter must be cleaned before thepressure drop across the filter reaches the statedmaximum value.

4. The cylinder cooling water temperature must bekept within the limits indicated and the temperaturerise across the engine should not exceed 10°C.

5. The cooling water temperature at the chargingair cooler inlet should be kept as low as possible;however, not as low as to produce condensation waterin the charging air space.

Adjustment takes place in the external system out-side the engine, and the amount of cooling water mustbe adjusted so that the temperature rise across thecharging air cooler is 3 - 5 °C.

6. The exhaust gases should be free from smokeat all loads. For normal exhaust temperatures, see thetest report from shop and sea trials.

7. Keep the charging air pressure and tempera-ture under control. For normal values, see the testreport from shop and sea trials.

8. Recharge the starting air receivers when thepressure has dropped to about 20 bar. Stop rechar-ging at 30 bar.

9. To ensure full operational liability, the conditionof the engine should be continuously observed inorder for preventive maintenance work to be carriedout before serious breakdowns occur.

Stopping

1. Before stopping, it is recommended to run theengine at reduced load, or to idle for about 5 minutesfor cooling-down purposes.

2. The engine is stopped by keeping the fuel pumpdelivery rate at "0", by turning the "load- limit" knob onthe governor to "0", or by activating the remotestopping device.

Start and Stop on HFO

Start and stop of the engine should take place on HFOin order to prevent any incompatibility problems bychange-over to MDO.

MDO should only be used in connection with main-tenance work on the engine or longer periods of enginestandstill.

Before starting on HFO the engine must be properlypreheated as described in "Preparations for Starting"and as described below.

Stopping the engine on HFO is no problem, but itshould be ensured that the temperature of fuel pipesare not reduced to a level below the pour point of thefuel, otherwise, reestabilishing of the circulation mightcause problems.

Starting on MDO

For starting on MDO there are no restrictions exceptlubricating oil viscosity may not be higher than 1500cSt (5° C SAE 30, or 10° C SAE 40).

Initial ignition may be difficult if the engine andambient temperatures are lower than 5° C and 15° Ccooling water temperature.

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Out-of Service 501.05Edition 01H

L23/30H


1. Stand-by Engines

During engine standstill in stand-by position the me-dia cooling water and fuel oil should be continuouslycirculated at temperatures similar to the operationconditions.

The engine shall be prelubricated 2 minutes prior tostart, if there is not intermittent or continuous prelub-ricating installed. intermittent prelub. is 2 min every 10minutes.

2. Maintenance during Standstill

In periods during stand-still of the engine (not in stand-by position) it is recommended to start the prelub-ricating oil pump minimum 10 minutes once everyweek and totum the engine during the prelubricatingperiod by 2-3 revolutions.

3. Laid-up Vessels

During the lay-up period (and also when laying-up thevessel) we recommend that our special instructionsfor preservation of the engines are followed.

4. Work before Major Repairs

4.1 After stopping the engine, while the oil is stillwarm, start the el-driven prelub. pump, open up thecrankcase and camshaft housings and check that theoil is flowing freely from all bearings. Also, take off thetop covers on the cylinder heads and make sure thatoil is not supplied for lubrication of rocker arms, asnon-return valves are fitted which do not open until theoil pressure at the inlet to the rocker arms exceeds 1bar.

After overhaul of pistons, bearings, etc. this checkshould be repeated before starting the engine.

4.2. After stopping the prelub. pump, check thebottom of the oil sump for fragments of babbitt frombearings

4.3. Open up all filters to check that filter elementsare intact. Filter cartridges in the lub. oil filter is to bereplaced before start, after repair, or after excessivedifferential pressure. After removal, dirty elementscan be examined for particles of bearing metal at thebottom of the paper lamella. (the elements can not beused again).

4.4. Check the cylinder walls.

4.5. Take deflection measurements of the crank-shaft.

4.6. A lubricating oil sample should be sent to alaboratory for immediate analysis.

4.7. Drain plugs are unscrewed from the bottom ofturbochargers, or the drain cock is opened. If drainfacilities are installed in the exhaust gas system thisshould be opened.

5. Work during Repairs

The following should be made during major repairs.

5.1. Retighten all bolts and nuts in the crankcaseand check their locking devices. Also, retightenfoundation bolts.

5.2. Check the various gear wheel drives for thecamshaft(s).

5.3. Remedy leakages of water and oil in the engine,and blow through blocked-up drain pipes.

5.4. Drain starting air pipes of water.

5.5. Empty the oil sump of lubricating oil and removethe sludge, if not done within a period of one year.Clean the sump very thoroughly and subsequentlycoat with clean lubricating oil.

6. Work after Repairs

6.1. If an opening-up of engine or lubricating oilsystem may have caused ingress of impurities,cleaning should be carried out very carefully beforestarting the engine.

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DescriptionPage 2 (2)Out-of Service501.05

Edition 01H

The differential pressure across the lub. oil filter mustbe watched very carefully after cleaning and starting-up the engine. Be sure to replace filter cartridges indue time.

6.2. After restoring normal lubricating oil circulation,turn the engine at least two revolutions by means ofthe turning rod to check the movability of the relevantparts of the engine.

6.3. Close the drain cocks in the turbocharger (or inthe exhaust gas system, if mounted).

6.4. Lubricate thebearings and rod connections inthe manoeuvring gear. Disconnect the governor andmove the rod connections by hand to check that thefriction in bearings and fuel pumps is sufficiently low.If repair of bearings or alignment of engine has beenmade, check no 1, 2, and 5 should be repated.

6.5. Checks to be made just before starting of theengine are mentioned under 501.01.

6.6. Add cooling water and check the leakage pres-sure system on at the upper and lower cy-linder linersealings and at cooling water connections.

6.7. Check the governor as follows:Start up the engine and run it at the synchronousnumber of revolutions.

6.7 a) Speed-setting: Before switching-in the al-ternator on the switchboard please check that theservomotor adjusts the rpm with a suitable quicknessafter actuation of the synchronizer knob on the switch-board. The range from - 5% to + 5% from the syn-chronous rpm should be tested.

6.7 b) Adjustment speed: Switch-in the alternatoron the switchboard and set the load to about 40%. Onreaching normal oil temperatures in governor andengine, increase the load instantly to about 80% (bystarting the major pump or compressor). This mustnot cause the frequency to fall by more than some8%, and the engine must return to a constant no rpmafter about 3 seconds (although this rpm will be a littlelower than before owing to the speed droop ofthe governor). If the engine is operated in parallel withother engines, an even sharing of load shall beestablished within about 3 seconds. If the governorreacts too slowly, compensating adjustment is ef-fected as indicated in Woodward's instruction manual(Compensating Adjustment).

Note : It is a condition for this test that the engine andturbocharger are in perfect operating condition, sothat possible sources of error immediately can beeliminated

6.7 c) Hunting: Run the engine at synchronousrpm, and without load. Provided the governor oil iswarm, the regulating lever must not perform any majorperiodical movments, and neither must there be anyvariation in the engine speed. If that is the case,repeat the compensating adjustment according toWoodward's instruction manual.

6.7 d) Speed droop: in case of unsatisfactory loadsharing between two ore more engines this can berectified by increasing the speed droop of the enginethat is subject to the greatest load (or by reducing thesetting of the other engines).

The setting should not normally be increased beyond70 on the scale, and satisfactory parallel operationcan generally be obtained at settings between 40 and60.

96.02 - ES0U-G

DescriptionPage 1 (1) Starting-up after Out of Service Periods 501.10

Edition 01H

96.30 - ES0U-G

L23/30H

The following enumerate checks are to be madeimmediately after starting, during load increase, andduring normal running.

In the following it is assumed that the engine hasbeen out of service for some time, for instance dueto repairs and that checks during out of serviceperiods have been carried out as described in theprevious chapter.

When starting after such an out-of-service period,the following checks must be made in the statedorder in addition to normal surveillance and recor-ding.

1. To be Checked immediately after Starting :

1.1. Check that the turbocharger is running.

1.2. Check that the lubricating oil pressure is inorder.

1.3. Check that all cylinders are firing (see exhausttemperatures).

1.4. Check that everyting is normal for the enginespeed, fuel oil, cooling water and system oil.

1.5. Check by simulation of the overspeed shut-down device that the engine stops. The overspeedsetting should be according to " Set Points andOperation Data " section 500.

2. To be Checked during Starting-up, butonly if Required after Repairs or Alterations :

2.1. If the condition of the machinery is not well-known, especially after repairs or alterations, the"feel-over sequence" should always be followed,i.e.:

After 5-15 and 30 minutes' idle running, open thecrankcase and the camshaft housing and performfeel-over on the surfaces of all moving parts wherefriction may arise and cause undue heating.

Feel: Main, crankpin, (alternator), and camshaftbearings, piston pins, cylinder liners, roller guidesand gear wheels.

After the last feel-over, repeat check 4 page 501.05,see also Ignition in Crankcase page 503.04 insection 503.

After repair or renewal of cylinder liners, piston ringsor bearings, allowance must be made for a running-in period, i.e. the engine load should be increasedgradually as indicated in the tables below. Theengine output is determined on the basis of the fuelindex and the load on the electric switchboard. Theturbocharger speed gives some indication of theengine output, but is not directly proportional to theoutput throughout the service period.

Begin the starting-up sequence at a reduced enginespeed, e.g. 400 rpm, until it can be known for certainthat there are no hot spots in the engine. Then,increase the speed to the normal rpm and connect tothe switchboard and put on load.

The load increase during the starting-up sequencemay, for instance, be:

25 % load for 2 hours 50 % load for 2 hours 75 % load for 2 hours100 % load may be put on.

The pump index indicated in the tables has beengiven as a percentage of the index at full load. Toenable the index to be read directly off the fuelpumps, the following formula can be employed:

I = I% x IF

100

IF

= Index at full load (from testbed table)

I% = Index expressed as % of full load index(stated in the preceding starting-upsequence).

Following the alteration of the pump index of the oneor two cylinders concerned it must be checked thatwhen in STOP position the governor is able to moveall the fuel pumps to an average pump index notexceeding 2 or 3.

After completing the starting-up sequence, makesure that all fuel pumps are set at the same index andthat the governor can cause all fuel pumps to moveto "0" index.

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DescriptionPage 1 (1) Guidelines for Longterm Low-Load Operation on HFO

General

00.11 - ES1

Part load/low load operation

In certain ship operation situations the diesel-gen-erator sets are sometimes exposed to part load/lowload operation.

During manoeuvring all diesel-generator sets areoften started up for safety reasons, resulting in lowload conditions for all sets.

During harbour stay even one diesel-generator run-ning could be lowloaded when hotel purposes arethe only electricity consumers.

At part load/low load it is important to maintainconstant media temperatures, i.e. for cooling water,lubricating oil and fuel oil, in order to ensure ad-equate combustion chamber temperature and thuscomplete combustion.

At loads lower than 20% MCR there is risk of timede-pendant retardation of the engine performance con-dition due to fouling of gas- and air channels, com-bustion chambers and the turbocharger.

HFO-operation at loads lower than 20% MCR shouldtherefore only take place within certain time limita-tions according to the curves.

After a certain period of HFO-operation at a loadlower than 20% MCR, a change to MDO should takeplace in order to prevent further retardation of theengine performance condition, or the engine loadshould over a period of 15 minutes be raised to 70%MCR and maintained here for a certain period of timein order to burn off the carbon deposits, thus reestab-lishing adequate performance condition. After such"cleanburning period" low-load operation on HFOcan be continued.

However the operator must be aware of the fact thatfouwling in the air inlet channels, if any, will not becleaned with high load running. Extensive low-loadrunning can therefore result in necessity off manualcleaning of the inlet channels.

If special application conditions demand continuousHFO-operation at loads lower than 20% MCR. andoccasionally performed "clean-burning" periods areinconvenient or impossible, special equipment andarrangements must be established.

501.15Edition 02H

Fig 1 Low-load operation.

Example: a) with 10% load 19 hours maximum operation on HFO admissible, then change-over to MDOor b) operate engine for approx. 1.2 hours with 70% rating minimum, in order to burn off residues.

Afterwards low load operation on HFO can be continued.

20

15

10

5

Load %

a

a b

b

Operating period (h) Operating period (h)

Necessary operating periodwith min. 70% load after low-load operation on HFO.

Running-up period to 70%load: approx. 15 min.

70% loadHFO or MDO

Admissible low-load operation(load percent/period) on HFO.

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General

97.52 - ES1

Operating a Diesel Engine at Low Frequency

Description

At land-based power stations the diesel generator isoften connected to a common eletrical grid with morethan one power producer.

Further the diesel engine is often small compared tothe rest of the grid. Under these circumstances thediesel engine cannot control the frequency of thegrid, because the other producers are dominating.

If the diesel engine is delivering full 100% power atlower speed (lower frequency), this is equal to over-load on the engine. Thus, if the engine is designed for50 Hz at 750 rpm and the actual running conditionsare 100%, 45 Hz (675 rpm), this corresponds to 10%overload.

Running the diesel engine at overload condition fora long period is not recommendable, it will damagethe engine and is therefore not acceptable. Suchoperating will immediately interrupt all guaranteeobligations on the engine from MAN B&W, Holeby.

Therefore it is advisable to reduce the allowable maxoutput of the diesel generator, in case of lowerfrequency/speed.

Maximum output should be lowered with the samepercentage as the frequency/speed drop.

If the engine is controlled by an automatic powermanagement system, the program of the systemshould take care of this output reduction.

In case of no automatic power management, theoutput reduction must be performed manually by theoperator.

Furthermore, it is not advisable to operate the alt-ernator at frequency lower than 6% under nominelfrequency.

The alternator over/under frequency protection isnormally:

fN ± 6%, 5 sec delay

Below is illustrated a power curve for 50/60 Hzengines.

Fig 1 Power curve for 50/60 Hz engines.


501.25Edition 01H

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L23/30H

IndexPage 1 (1)

Description

Engine Performance and Condition .................................................................................502.01 (01H)Evaluation of Readings Regarding Combustion Condition ...............................................502.02 (01H)Condensate Amount ........................................................................................................502.05 (01H)

Working Card

Engine Performance Data .......................................................................................... 502-01.00 (01H)

Plates

96.03 - ES0U

Engine Performance and Condition 502

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Engine Performance and Condition

L23/30H

Performance Data and Engine Condition

During operation small alterations of the enginecondition continuously take place as a result ofcombustion, including fouling of airways and gasways,formation of deposits, wear, corrosion, etc. Ifcontinuously recorded, these alterations of thecondition can give valuable information about theoperational and maintenance condition of the engine.Continual observations can contribute to forming aprecise and valuable basis for evaluation of theoptimal operation and maintenance programmes forthe individual plant.

We recommend taking weekly records of the mostimportant performance data of the engine plant. Duringrecording (working card 502-01.00 can be used), theobservations are to be continually compared in orderto ascertain alterations at an early stage and beforethese exert any appreciable influence on the operationof the plant.

As a reference condition for the performance data, thetestbed measurements of the engine or possibly themeasurements taken during the sea trial at the deliveryof the ship can be used. If considerable deviationsfrom the normal condition are observed, it will, in amajority of cases, be possible to diagnose the causeof such deviations by means of a total evaluation anda set of measurements, after which possibleadjustment/overhauls can be decided and planned.

Evaluation of Performance Data

For example, fouling of the air side of the air cooler willmanifest itself in an increasing pressure drop, lowercharge air pressure and an increased exhausttemperature level (with consequential influence onthe overhaul intervals for the exhaust valves).

Fouling of the turbine side of the turbocharger will, inits first phase, manifest itself in increasing turbochargerrevolutions on account of increased gas velocitythrough the narrowed nozzle ring area. In the long run,the charging air quantity will decrease on account ofthe greater flow resistance through the nozzle ring,resulting in higher wall temperatures in the combustionchambers.

502.01Edition 01H

96.20 - ES0U-G

An increase of charge air temperature involves acorresponding increase of the exhaust gas temperaturelevel in a ratio of about 1:1.5, i.e. 1°C higher charge airtemperature causes about 1.5°C higher exhaust gastemperature.

Reduction of the charge air pressure results in acorresponding reduction of the compression pressureand max. combustion pressure. When checking themax. pressure adjustment of the engine, it is thereforeto be ensured that the existing charge air pressure iscorrect.

The injected amount of fuel is equivalent to suppliedenergy and is thus an expression of the load and meanpressure of the engine. The fuel pump index cantherefore be assumed to be proportional to the meanpressure. Consequently, it can be assumed that theconnected values of the pump index are proportionalto the load.

The specific fuel consumption, SFOC (measured byweight) will, on the whole, remain unaltered whetherthe engine is operating on HFO or on MDO, whenconsidering the difference in calorimetric combustionvalue. However, when operation on HFO, thecombination of density and calorific value may resultin an alteration of up to 6% in the volumetricconsumption at a given load. This will result in acorresponding alteration in the fuel pump index, andregard should be paid to this when adjusting theoverload preventative device of the engine.

Abrasive particles in the fuel oil result in wear of fuelpumps and fuel valve nozzles. Effective treatment ofthe fuel oil in the purifier can limit the content ofabrasive particles to a minimum. Worn fuel pumps willresult in an increase of the index on account of anincreased loss in the pumps due to leakage.

When evaluating operational results, a distinction isto be made between alterations which affect the wholeengine (all cylinder units) and alterations which occurin only one or a few cylinders. Deviations occuring fora few cylinders are, as a rule, caused by malfunctioningof individual components, for example, a fuel valvewith a too low opening pressure, blocked nozzleholes, wear, or other defects, an inlet or exhaust valvewith wrongly adjusted clearance, burned valve seatetc.

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L23/30H

502.01Edition 01H


96.20 - ES0U-G

The operational observations supplemented by thedaily routine monitoring contribute to ensuring thatfaulty adjustments and other deviations in theperformance of individual components are observedin time to avoid operational disturbances and so thatnormal routine overhauls can be carried out asscheduled.

If abnormal or incomprehensible deviations in theoperation are recorded, expert assistance for theevaluation of these should be obtained.

Turbochargers

Service experience has shown that the turbine side isexposed to increased fouling when operating on HFO.

The rate of fouling and thereby the influence on theoperation of the engine is greatest for smallturbochargers where the flow openings between theguide vanes of the nozzle ring are relatively small.Deposits especially occur on the guide vanes of thenozzle ring and on the rotor blades. In the long run,fouling will reduce the efficiency of the turbochargerand thereby also the quantity of air supplied for thecombustion of the engine. A reduced quantity of airwill result in higher wall temperatures in the combustionspaces of the engine.

Detailed information and instructions regarding waterwashing of the turbocharger are given in the section512.

Fuel Valves

Assuming that the fuel oil is effectively purified andthat the engine is well maintained, the operationalconditions for the fuel valves and the overhaul intervalswill not normally be essentially altered when operatingon HFO.

If, for any reason, the surface temperature of the fuelvalve nozzle is lower than the condensationtemperature of sulphuric acid, sulphuric acidcondensate can form and corrosion take place (coldcorrosion). The formation of sulphuric acid furtherdepends on the sulphur content in the fuel oil.

Normally, the fuel nozzle temperature will be higherthan the approx. 180°C, at which cold corrosion startsto occur.

Abrasive particles in the fuel oil involve a heavier wearof the fuel valve needle, seat, and fuel nozzle holes.Therefore, abrasive particles are, to the greatestpossible extent, to be removed at the purification.

Exhaust Valves

The overhaul intervals of exhaust valves is one of thekey parameters when reliability of the entire engine isto be judged. Operation on HFO has a negative effecton these intervals. The performance of the exhaustvalves is therefore extremely informative.

Especially under favourable conditions, fuel qualitieswith a high vanadium and sodium content will promoteburning of the valve seats. Combinations of vanadiumand sodium oxides with a corrosive effect will beformed during the combustion. This adhesive ashmay, especially in the case of increased valvetemperatures, form deposits on the seats. Anincreasing sodium content will reduce the meltingpoint and thereby the adhesive temperature for theash, which will involve a greater risk for deposits. Thiscondition will be especially unfavourable when theweight ratio Na increases beyond 1:3.

Va

The exhaust valve temperature depends on the actualmaintenance condition and the load of the engine.With correct maintenance, the valve temperature iskept at a satisfactory low level at all loads. The airsupply to the engine (turbocharger/air cooler) and themaximum pressure adjustment are key parameters inthis connection.

It is important for the functioning of the valves that thevalve seats are overhauled correctly in accordancewith our instructions.

The use of rotocaps ensures a uniform distribution oftemperature on the valves.

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L23/30H

502.01Edition 01H

96.20 - ES0U-G

Air Inlet Valves

The operational conditions of the air inlet valves arenot substantially altered when using residual fuel.

Fuel Pumps

Assuming effective purification of the fuel oil, theoperation of the fuel pumps will not be very muchaffected.

The occurrence of increasing abrasive wear of plungerand barrel can be a consequence of insufficientpurification of the fuel oil, especially if using a fuelwhich contains residues from catalytic cracking.Water in the fuel oil involves an increased risk ofcavitation in connection with pressure impulsesoccurring at the cutting-off of the fuel pump. A fuelwith a high asphalt content has deteriorating lubricatingproperties and can, in extreme cases, result in stickingof the fuel pump plungers.

Engine Room Ventilation, Exhaust System

Good ventilation of the engine room and a suitablelocation of the fresh air intake on the deck areimportant. Seawater in the intake air might involvecorrosive attack and influence the overhaul intervalsfor the exhaust valves.

The fresh air supply (ventilation) to the engine room isto correspond to approximately 1.5 times the airconsumption of the engines and possible boilers inoperation. Sub-pressure in the engine room will involvean increased exhaust temperature level.

The exhaust back-pressure measured after theturbochargers at full load should not exceed 250-300mm water gauge. An increase of the exhaust back-pressure will also involve an increased exhaust valvetemperature level.


L23/30H

502.02Edition 01H

92.03 - ES0S-G

Evaluation of Readings RegardingCombustion Condition

T

T

TEMP. DIFFERENCE

TOO LARGE

Water flow too small

TEMP. DIFFERENCE

TOO LARGE

Air cooler fouled.

Pcomp and Pmax are measured by means

of max. pressure gauge.

Pcomp too low: Leaky combustion chamber,

charging air pressure too low.

Pmax too low:

P comp too low, ignition too late.

See also:

Engine Performanceand condition 501.01

ALL CYLINDERS

Exhaust temp. increasing:

Air system fouled

(Air filter-blower-cooler).

Exhaust system fouled

(nozzle ring, turbine wheel).

PRESSURE DROP

INCREASING

(limit 50%)

Air side of

cooler fouled.

PRESSURE DROP

INCREASING

(limit 50%)

Air filters

fouled.

DECREASING CHARGE AIR

PRESSURE:

Decreasing air amount.

Fouled turbocharger,

air filter or charge

air cooler (air side).

ONE CYLINDER

Exhaust temp. in-

creasing: Fuel valve

needs overhaul.

Compression too low

owing to leakage of

exhaust valve or piston

ring blow-by.

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30

3010

40

4020

50

50

60

60

70

70

0

0.02

0.04

0.06

0.08

0.10

Ambient air temperature (1 bar)

Relativeair humidity

Wat

erco

nten

tof

air

inkg

wat

er/

kgai

r

Cha

rge

air

pres

sure

(Abo

veat

mos

pher

ic)

Pre

ssur

ein

air

tank

Charge air temperature after cooler.Air temperature in tank.

2.0

bar

3.0

bar

Ι

ΙΙ

ΙΙΙ

Max. water contentof atmosphere

100%90

%80

%

70%

60%

A B

30 bar

1.0

bar

Fig. 1. Nomogram for calculation of condensate amount.

General

There is always a certain amount of water in air. Whenthe air is saturated with aqueous vapour, the humidityis said to be 100% and there is as much water in theair as it can absorb without condensing. The amountof water in kg/kg air can be found from the diagram.The ability to absorb the water depends on thepressure and temperature of the air.

Amount of Condensation Water in The Charge AirReceiver

Both higher pressure and lower temperature reducethe ability to absorb water. A turbocharged dieselengine takes air from outside, compresses and coolsthe air. Then, normally, the air cannot absorb thesame amount of water as before.

Condensate Amount

L23/30H

Condensation of water in the engine's charge airreceiver is consequently dependent on the humidityand the temperature of the ambient air. To find out ifcondensation in the charge air receiver will occur thediagram can be used.

Example:

6L23/30H, 720 rpm (P) 780 kWAmbient air condition:

air temperature 35 °Crelative air humidity 90 %

Charge air temperature 50 °CCharge air pressure 2.6 bar

As a guidance, an air consumption of 8.2 kg/kWh (Le)at full load can be used for MAN B&W DieselA/S, Holeby engines.

502.05Edition 01H


96.02 - ES1S-G

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The volume of condensate in the air tank is determin-ed by means of the curve at the bottom to the right ofthe diagram, representing an operating pressure of 30bar.

Example:

Amount of condensate in air tank.

Volumetric capacity of tank(V) 4000 dm³Temperature in tank (T) 40 °C=313KInternal press. of tank (p) 30 bar

= 31 x 105 N/m²(abs.)Gas constant for air (R) 287 Nm/kg.KAmbient air temperature 35 °CRelative air humidity 90 %Weight of air in tank

m = = = 138 kg

Solution acc. to above diagram:

Water content of air (l) 0.033 kg/kgMax. water cont. of air (lll) 0.0015 kg/kg

Amount of condensate in air tank

= (I - III) x m.= (0.033 - 0.0015) x 138 = 4.35 kg.

p x V 31 x 105 x 4R x T 287 x 313

Condensate Amount

L23/30H

Solution according to diagram:

Water content of air (l) 0.033 kg/kgMax. water cont. of air (ll) 0.021 kg/kg

Amount of condensate in charge air receiver.

= (l - ll) x le x P= (0.033 - 0.021) x 8.2 x 780 = 76,8 kg/h

Draining of Condensation Water

This phenomenon will occur on all turbochargedengines. For MAN B&W Holeby 4-stroke engines,there is no risk with a small amount of water in thecharge air receiver. But if the charge air receiver isfilled with water, there is a risk of getting water into thecylinder. This water has to be drained away. Asstandard a valve is mounted on the charge air receiv-er/cooler on the engine. This valve is to be used fordraining of the water. If there is a great amount, thevalve can be left half-open. If the amount is small, thecharge air receiver can be drained periodically.

Amount of Condensate Water in Air Tanks

502.05Edition 01H


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Safety precautions:

Stopped engineShut-off starting airShut-off cooling waterShut-off fuel oilShut-off cooling oilStopped lub. oil circul.

Description:

Measuring of engine performance data.

Starting position:

Engine is running.

Related procedure:

Man power:

Working time : ½ hourCapacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)Data for torque moment (Page 500.40)Declaration of weight (Page 500.45)

L23/30H

Special tools:

Plate no. Item no. Note.

52005-01 109 Max. pressureindicator

Hand tools:

Replacement and wearing parts:

Plate no. Item no. Qty. /

502-01.00Edition 01H

Engine Performance DataWorking CardPage 1 (4)

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Engine Performance Data Working CardPage 2 (4)

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M/V Engine Type Engine No Date/Year Hour Total EngineRunning Hours 1 2 3 4 5 6

Engine Performance Data

Engine RPM Fuel Type Turbocharger TurbochargerVisc. Density Type Serial No RPM 7 8 9 10

SwitchboardEffect (kW) Voltage (V) Current (A) cos j /kVAr

11 12 13 14

15 Cylinder No. 1 2 3 4 5 6 7 8 9 16

17 Fuel Pump Index

18 Maximum Pressure (bar)

19 Compress. Pressure (bar)

20 Exhaust Temp. (° C)

21 Cooling Water (°C)

Cylinder DataAve-rage

AB

AB

AB

AB

AB

Temp. inlet blower (° C) Pressure before blower (mmWC) Temp. after blower (° C)

Turbocharger

Press. air cooler (mmWC) Temp. charge air (° C) Press. charge air (bar)

Ñ

Temp. exhaust gas before TC (° C) Temp. exhaust gas after TC (° C) Press. exhaust gas after TC (mmWC)

25 26 27

28 29 30

Lubricating Oil SystemTemp. after engine (° C) Press. before filter (bar) Press. after filter (bar)

31 32 33

Temp. inlet engine (° C) Press. before TC (bar)34 35 36

Cooling Water SystemLT temp. inlet air cooler (° C) LT temp. outlet air cooler (° C) LT press. inlet air cooler (bar)

43 44 45LT temp. outlet alternator (° C) HT FW temp. inlet engine (° C) HT FW press. inlet engine (bar)

37 38 39

40 41 42LT temp. inlet lub. oil cooler (° C) LT temp. outlet lub. oil cooler (° C) LT temp. inlet alternator (° C)

Fuel Oil SystemFuel oil temp. inlet engine (° C) Fuel oil press. before engine (bar)

46 47

Sign.48 49 50

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14. Cos j/kVAr - can be read on the switchboard.

Cylinder Data

15. Cylinder No. - can be read on engine plate.A/B is used for V-engines.

16. Average for all engine cylinders for point: 17-18-19-20-21.

17. Fuel pump index - can be read on each of thehigh pressure fuel oil injection pumps.

18. Max pressure (bar) can be read for eachcylinder by means of indicator or P

max gauge.

19. Compression pressure (bar) - can be read foreach cylinder by means of the indicator measure-ment, which is carried out during idling by nominalRPM.

20. Exhaust temperature (°C)- thermometer TI 60.

21. Water outlet cylinder (°C) (jacket cooling)- thermometer TI 11.

Turbocharger

22. Thermometer inlet blower (°C) can be readby means of a thermometer placed in the engineroom near the air filter of the TC.

23. Pressure before blower (mmWC) - can beread by means of a mmWC instrument placed inthe engine room near the TC.

24. Temperature after blower (°C) - can be readby means of a thermometer TI 30.

25. D Pressure air cooler (mm/WC).

26. Charge air temperature (°C). Temperature ofthe charge air in the charge air receiver.- thermometer TI 31.

27. Pressure charge air (bar). Pressure of thecharge air in the charge air receiver.- pressure gauge PI 31.

Instruction for Filling in the Diagram "EnginePerformance Data"

The numbers in the instruction are commensuratewith the numbers in the diagram.

The automatic symbols mentioned in the instruction(TI 01, TI 03, PI 01 etc) refer to the diagrams printedin the instruction books for specified plants and page500.20.

Engine Performance Data

1. Name of ship, if stationary name of plant.

2. Engine type.

3. Engine No.

4. Date/year of observations.

5. Hour, time of observations.

6. Total engine running hours - engineer's log-book.

7. Engine revolutions per minute (RPM) - can beread on tachometer SI 90.

8. Fuel oil type: the viscosity must be stated (incSt) and the temperature by which the viscosity hasbeen measured, f.inst. 180 cSt/50°C. Density mustbe stated: g/cm³.

9. Turbocharger: type and serial number arestated on the rating plate of turbocharger and page500.00.

10. Turbocharger revolutions per minute (RPM) -can be read on the tachometer SI 89.

Switchboard.

11. Alternator output (kW) - can be read on themain switchboard.

12. Voltage (V) - can be read on the switchboard.

13. Current (A) - can be read on the switchboard.

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28. Gas before temperature exhaust TC (°C)- thermometer TI 62.

29. Exhaust gas temperature after TC (°C)- thermometer TI 61.

30. Exhaust gas pressure after the TC (bar)- pressure gauge PI 61.

Lubricating Oil System

31. Lub. oil inlet cooler temperature (°C)- thermometer TI 20.

32. Lub. oil pressure before the filter (bar)- pressure gauge PI 21.

33. Pressure of the lub. oil after the filter (bar)- Pressure gauge PI 22.

The filter element should be replaced with a pressuredrop across the filter of 1.5 bar (see section 615).

34. Lub. oil inlet engine temperature (°C)- thermometer TI 22.

35. Lub. oil pressure before the turbocharger(bar).- pressure gauge PI 23.


37. Low temperature (LT) cooling water tempera-ture (sea, raw or fresh) at inlet charge air cooler (°C)- thermometer TI 01.

38. Low temperature (LT) cooling water tempera-ture (sea, raw or fresh) at outlet charge air cooler (°C)- thermometer TI 02.

39. Low temperature (LT) cooling water pressure(sea, raw or fresh) at inlet charge air cooler (bar)- pressure gauge PI 01.

40. Low temperature (LT) cooling water tempera-

ture (sea, raw or fresh) at inlet lub. oil cooler (°C)- thermometer TI 07.

41. Low temperature (LT) cooling water tempera-ture (sea, raw or fresh) at outlet lub. oil cooler °C)- thermometer TI 03.

42. Low temperature (LT) cooling water tempera-ture (sea, raw or fresh) at inlet alternator (°C)- thermometer TI 04.

43. Low temperature (LT) cooling water tempera-ture (sea, raw or fresh) at outlet alternator (°C)- thermometer TI 05.

44. High temperature (HT) fresh water tempera-ture (FW) at inlet engine (°C)- thermometer TI 10.

45. High temperature (HT) fresh water tempera-ture (FW) of outlet engine (°C)- thermometer TI 10.

Fuel Oil System

46. Fuel oil temperature at inlet engine (°C)- thermometer TI 40.

47. Fuel oil pressure before engine (bar)- pressure gauge PI 40.

48.

49.

50. Signature.

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IndexPage 1 (1)

Description

Starting Failures ...............................................................................................................503.01 (01H)Faults in Fuel Oil System .................................................................................................503.02 (01H)Disturbances during Running ...........................................................................................503.03 (01H)Ignition in Crankcase ........................................................................................................503.04 (01H)Trouble Shooting Guide for Centrifugal By-pass Filter .....................................................503.05 (01H)Trouble Shooting Guide for Turbine Starter .....................................................................503.06 (01H)Trouble Shooting for Cooling Water System ....................................................................503.09 (01H)Trouble Shooting for Lubricating Oil Cooler .....................................................................503.10 (01H)

Working Card

Plates

96.03 - ES0U

Trouble Tracing 503

DescriptionPage 1 (1) Starting Failures 503.01

Edition 01H

96.02 - ES0U-G

L23/30H

Trouble Shooting

Check electrical parts.

Start compressors, re-charge airreceiver.

Open valve at receiver and stopvalve interposed in line betweenreceiver and engine.

Check the air starter for brokenclutch jaws or other brokenparts.

Check the air motor for brokenshafting, bearing or clutch jaws.


Remove and disassemble the airmotor. Examine all parts and re-place any that are worn ordamag-ed. Use the guidelines fordetermi-ning unserviceable parts.

Check start valve.

Possible Cause

Faults in electrical system.

Air pressure in starting airreceiver too low.

Main valve(s) closed.

Pinion does not engage with theflywheel.

Air motor runs, pinion engagesbut does not rotate.


Worn air motor parts.

Start valve is sticking in closeposition.

Trouble

Engine turns as soon as shut-offvalve is opened, without startbut-ton being activated.

Engine does not turn when startbutton is activated.

Engine turns too slowly orirregularly when start button isdepressed.

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DescriptionPage 1 (1) Starting Failures 503.01

Edition 02H

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General

Troubleshooting


Start compressors, re-chargeair receiver.

Open valve at receiver andstop valve interposed in linebetween receiver and engine.

Check the air starter.

Check the air motor for brokenshafting, bearing or clutch jaws,see Working Card 513-01.30.


Remove and disassemble theair motor. Examine all partsand replace any that are wornor damaged. Use the guide-lines for determining unserv-iceable parts, see WorkingCard 513-01.30.

Check start valve.

Raise the air receiver pres-sure.

Dismantle the air starter andrepair it.

Possible cause


Air pressure in starting air re-ceiver too low.

Main valve(s) closed.

Pinion does not engage withthe flywheel.

Air motor runs, pinion engagesbut does not rotate.


Worn air motor parts.

Start valve is sticking in closedposition.

Low air pressure.

Clutch or drive shaft broken.

Trouble

Engine turns as soon as shut-off valve is opened, withoutstart button being activated.

Engine does not turn when startbutton is activated.

Engine turns too slowly orirregularly when start button isdepressed.

Air starter works, but the driveshaft does not rotate.

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DescriptionPage 1 (3) Faults in Fuel Oil System 503.02

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Trouble Shooting

Lubricate and mobilize rod con-nections in manoeuvering gear.

Adjust governor, see special in-struction manual.

Cancel overspeed stop.

Check that piston is not sticking.Check that pressure in cylinder isrelieved. Check that the overspeedtrip is not actuated.

Check pressures and tempera-tures. Check for faults in shut-down devices.

Check that governor is workingproperly. For further fault location,see special instr. manual.

Check rod connec. Check that fuelpump index is corresponding to"Adjustments after trials" in testbedchart.

Adjust setting of limiter cylinder.

Pump oil into the tank.

Vent the fuel pumps with fuel with-out air bubbles appears. If ignitionfails in just one cyl., vent the re-spective fuel injection valve. If igni-tion still fails, install a spare valvebefore attempting to start the engi-ne again.

Change fuel pumps.

Change defective fuel valves.

Increase the fuel oil feed pumppressure.

Drain off water and repeat ventingof fuel pumps.

Change defective fuel valves,see Working Card 514-01.10.

Possible Cause

Sluggish movement of manoeuveringgear.

Governor setting incorrect.

Overspeed stop tripped.

Piston in stop cylinder is actuated.

Piston in stop cylinder is actuatedowing to uncancelled shutdownfunction (1).

Failures in governor.

Incorrect adjustment of manoeuve-ring gear.

Incorrect adjustment of limitercylinder.

Fuel oil service tank empty.

Air in fuel pumps and fuel injectionvalves (2).

Worn-out fuel pump.

Defective fuel injection valves orvalve nozzles (4).

Too low pressure before fuel injectionpumps (3).

Water in the fuel.

Fuel valves or nozzles defective (4).

Trouble

Engine turns on starting air, butignition fails. Fuel pumps are notactuated.

Engine turns on starting air, but nofuel is injected owing to failures infuel system.

Engine turns on starting air, fuel isinjected, but ignition fails.

Cont.

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DescriptionPage 2 (3)Faults in Fuel Oil System

L23/30H

Trouble ShootingPossible CauseTrouble

503.02Edition 01H

First ignitions are too violent(safety valves are opening).Engine runs erratically.

Compression during start too low (5).

Incorrect timing of camshaft (6).

Oil has collected on piston crown (7).

Sluggish movement of manoeuveringgear.

Fuel pump index too high.

Check intake and exhaust valvefor tight closing. Check cyl. wearand piston rings.

Check fuel pump timing advance,and fuel valve opening pressure aswell as camshaft adjustment.

Slow turning with open indicatorvalves. To locate defective fuelval-ve, remove oil.

Lubricate and mobilize rodconnections and bearings inmanoeuvering gear.

Check rod connection is manoeu-vering gear. Check that governoris working properly. Limitercylinder to be set lower.

4) If the fuel is forced into the cylinder through adefective fuel valve or through worn-out atomizerholes, no or too sluggish atomization may preventignition, possibly followed by too violent ignition.

5) To obtain ignition temperature in the cylinders,the compression pressure during starting should benormal, see the testbed report. This can be checkedby measuring the compression pressure duringstarting. Cylinders having too low compression shouldbe inspected.

6) Major alterations of the combustion charac-teristics of the fuel may demand adjustment of thetiming of the fuel pumps. One or more camshaftsections may be incorrectly fitted (after dismantling).Too high opening pressure of the fuel valves will alsodelay the injection.

Remarks

1) If the shutdown function is due to overspeed,the shutdown impulse is cancelled by setting theoverspeed governor and thus venting the stop cylin-der.

2) Whenever air is present in the fuel oil systemrepeat venting of fuel pumps. The cause may be thata fuel valve is kept in open position (spindle stickingor spring broken). Heating of fuel to a too hightemperature may have a similar effect owing toformation of gas in the fuel. If a sticking valve isfound, it should be changed and overhauled. Itshould be cheked that no oil has collected on thepiston crown. Air in the fuel oil system may also bethe result of the fuel oil feed pump suckingin airthrough a defective stuffing box or a leaky seal.

3) If the fuel oil pressure drops, the filter may beclogged up, or the by-pass at the feed pump mayhave opened.

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7) Oil on the piston crown will in most cases haveleaked down from a defective fuel valve. As these oilaccumulations are dangerous, the leakage shouldbe found and remedied before the engine is startedagain.

Turbocharger Failure

If heavy vibrations, bearing failure or other troublearise in a turbocharger, the engine load must bereduced until the vibrations cease. When possible,the engine is stopped in order to locate and remedythe fault (see turbocharger instr. manual).

If a repair cannot be made on the spot, it is decidedif running may continue, with or without the defectivecharger blanked off.

When continuing the running with the turbochargerout of operation, the engine output must be reduced.The exhaust temperature must not exceed the nor-mal valve, for full load running with an intact turbo-charger. For further details see the separate turbo-charger instr. manual.

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Edition 01H

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Trouble Shooting

See Working Card 512-01.00.

Reduce load and water-wash tur-bine. Clean air filters and coolers.

See Description 504.25.

Check Pmax. Check camshaft ad-justment.


Check the valve clearance. Repla-ce cyl. head with defective valve.


Replace the single camshaftsection.

Check that thermostatic valve (by-pass valve) in cold water system isworking properly and correctly set.

Venting of fuel pump(s) until fuelwithout air bubbles appears.Check feed pump pressure.

Change and overhaul defectivefuel valve.

Change fuel pump plunger/barrelassembly.

Raise fuel oil feed pump pressureto normal. Check filter.

Change defective valve or pump.

Drain off water and vent the fuelpumps.

Replace defective governor.

See "Ignition in Crankcase".

Possible Cause

(All cyls.) Increased charging airtemperature due to ineffective aircoolers.

(All cyls.) Fouling or air and gaspassages.

(All cyls.) Insufficient cleaning offuel oil or changed combustioncharacteristics.

(All cyls.) Wrong position of cam-shaft (maladjustment).

(single cyls.) Fuel valve or valvenozzle defective.

(Single cyls.) Leaky exhaustvalves (1).

(Single cyls.) Blow-byleaky com-bustion chamber (2).

(Single cyls.) Damaged fuel pumpcam.

(All cyls.) Decreased charging airtemperature.

(Single cyls.) Air in fuel pump(s)and fuel injection valve(s).

(Single cyls.) Spindle in fuel valvesticking (3).

(Single cyls.) Fuel pump plungersticking or leaking.

Pressure before fuel pumps toolow.

Fuel valve or fuel pump defective.

Water in the fuel.

Governor defective (4).

Increased internal friction in engine(5).

Trouble

Exhaust temperature(s)increase(s)

Exhaust temperature(s)decrease(s)

Engine RPM decreases

Cont.

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Trouble ShootingPossible CauseTrouble

503.03Edition 01H

Remarks

1) This manifests itself by the exhausttemperature rising and falling of the compressionand maximum combustion pressure of the respectivecylinder dropping.

To limit the damage to the valves these should bechanged immediately, if possible, or the fuel pump ofthe cylinder concerned should be put out of opera-tion by moving the index to stop and locking it in thisposition.


L23/30H

Check pressure and temperatures.If OK, check for faults in shutdowndevices. See also Starting Failures.

Reasonably smoke is normal whenRPM increases; no measures cal-led for. If smoky exhaust duringnormal running, clean turbine(s) andcheck valves.

Fouling of air and gas passages,see section 512.


Overhaul fuel valves.

Inspect and replace defective partsas necessary.

Stop the engine. Check the coolingwater. Find cause of increasedfriction and remedy fault.

Stop the engine. For further details,see "Ignition in crankcase". Seealso Working Card 515-01.00 forlub. oil pump and Working Card515-01.10 for the lub. oil filter

2) Blow-by means a serious danger of pistonseizure, and the engine must, if possible, be stoppedand the piston in question pulled. If this is notpossible, the fuel pump index must, as describedabove, be moved to stop. Leaky piston rings willnormally result in a heavy excess pressure in thecrankcase.

Shutdown.

Turbine RPM lagging behind en-gine RPM.

Air supply too low.

Fuel valves or nozzles defective.

"Trumpets" at nozzle holes. Failureof cooling (especially during hea-vy-oil operation) (6).

Adjusting screw for valve settingloose. Push rod thrust disc da-maged.

Pump stopped. Increased friction(7).

Lubricating oil pump defective.Filters/cooler fouled.

Engine stops.

Smoky exhaust.

Exhaust valve knocking.

Rising cooling water temperature.

Lubricating oil pressure fails.

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6) If the cooling water temperature for the entireengine has risen to 90-100° C, it should be checkedwhether steam has developed by opening the testcocks, if fitted on the discharge from cylinders. If thisis the case, there is no water on the cooling surfaces,which may therefore be heated unduly. To avoidheat stresses arising in cylinder liners and cylinderheads, if the water returns too early, the engineshould be stopped and left to cool, while the dischargevalve is closed. After 15 minutes it is opened a littleto allow the water to rise slowly in the cooling jackets.Check filling at test cocks. Make crankcase inspectionto ascertain that internal water leakage has notarisen. Remember slow turning with open indicatorvalves at subsequent starting-up.

7) If the lubricating oil pressure drops below theminimum mentioned in "Data" find the cause of thepressure drop and remedy the defect before re-starting the engine. Feel over 5-15-30 minutes afterstarting, and again when full load is obtained. Seesection 502.

3) If this happens the fuel pump barrel and plungermust be changed, and if, it is necessary to increasethe fuel pump index by more than 10 index degrees,to obtain full load of the respective cylinder, the fuelpump is worn out in most cases. Usually this isconfirmed by inspection of the fuel pump plunger onwhich the helical cut-off edge will show a pitted andcorroded area where material is plucked out. In thatcase the pump can be provided with a new barrel andplunger.

4) The governor will not reduce the fuel pumpdelivery to zero in case of, for instance, failure of thegovernor oil pump, but the engine speed will startfluctuating.

When the governor is defective the engine is pro-tected against racing by the overspeed trip, i.e. theengine is stopped automatically in case of excessivespeed. It is therefore, essential, that the overspeedtrip is kept in perfect order. Regarding governorfailure, see special instruction book.

5) Usually a bearing failure will not slow down theengine appreciably, but the seizure of a piston in thecylinder liner might do so. Repair is necessary beforestarting the engine again. Feelover and look out foroil mist.

Description Page 1 (3) Disturbances during Running 503.03

Edition 01 H

L23/30H

Trouble Possible Cause Trouble Shooting

Exhaust temperature(s) Increase (s)

(All cyls.) Increased charging air temperature due to ineffective air coolers. (All cyls.) Fouling or air and gas passages. (All cyls.) Insufficient cleaning of fuel oil or changed combustion characteristics. (All cyls.) Wrong position of camshaft (maladjustment). (single cyls.) Fuel valve or valve nozzle defective. (Single cyls.) Leaky exhaust valves (1). (Single cyls.) Blow-byleaky combustion chamber (2). (Single cyls.) Damaged fuel pump cam.

See section 501; Operational Observat-ions, item e. Reduce load and water-wash turbine. Clean air filters and coolers. See section 501; Operational Observat-ions, item c. Check Pmax. Check camshaft adjustment. See section 501; Operational Observat-ions. Check the valve clearance. Replace cyl. head with defective valve. See section 501; Operational Observat-ions. Replace the single camshaft section.

Exhaust temperature(s) decrease(s)

(All cyls.) Decreased charging air temperature. (Single cyls.) Air in fuel pump(s) and fuel injection valve(s). (Single cyls.) Spindle in fuel valve sticking (3). (Single cyls.) Fuel pump plunger sticking or leaking.

Check that thermostatic valve (bypass valve) in cold water system is working properly and correctly set. Venting of fuel pump(s) until fuel without air bubbles appears. Check feed pump pressure. Change and overhaul defective fuel valve. Change fuel pump plunger/barrel assembly.

Engine RPM decreases

Pressure before fuel pumps too low. Fuel valve or fuel pump defective. Water in the fuel. Governor detective (4). Increased internal friction in engine (5).

Raise fuel oil feed pump pressure to normal. Check filter. Change defective valve or pump. Drain off water and vent the fuel pumps. Replace detective governor. See "Ignition in Crankcase".

Cont

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.02-ES0U-G

503.03 Edition 01 H Disturbances during Running Description

Page 2 (3)

L23/30H


Engine stops.

Shutdown.

Check pressure and temperatures. If OK, check for faults in shutdown devices. See also Starting Failures.

Smoky exhaust.

Turbine RPM lagging behind engine RPM. Air supply too low. Fuel valves or nozzles defective. "Trumpets" at nozzle holes. Failure of cooling (especially during heavy-oil operation) (6).

Reasonably smoke is normal when RPM increases; no measures called for. If smoky exhaust during normal running, dean turbine(s) and check valves. Fouling of air and gas passages, see section 501;Operational Observations. See section 501; Operation Observations. Overhaul fuel valves.

Exhaust valve knocking.

Adjusting screw for valve setting loose. Push rod thrust disc damaged.

Inspect and replace defective parts as necessary.

Rising cooling water temperature.

Pump stopped. Increased friction (7).

Stop the engine. Check the cooling water. Find cause Of Increased friction and remedy fault.

Lubricating oil pressure fails.

Lubricating oil pump defective. (8) Filters/cooler fouled.

Stop the engine. For further details, see "Ignition in crankcase".

Remarks 1) This manifests itself by the exhaust temperature rising and falling of the compression and maximum combustion pressure of the respective cylinder dropping. To limit the damage to the valves these should be changed immediately, if possible, or 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.

2) Blow-by means a serious danger of piston seizure, and the engine must, if possible, be stopped and the piston in question pulled. If this is not possible, the fuel pump index must, as described above, be moved to stop. Leaky piston rings will normally result in a heavy excess pressure in the crankcase.

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Description Page 3 (3) Disturbances during Running 503.03

Edition 01 H

L23/30H

3) If this happens the fuel pump barrel and plunger must be changed, and if, it is necessary to increase the fuel pump index by more than 10 index degrees, to obtain full load of the respective cylinder, the fuel pump is worn out in most cases. Usually this is confirmed by inspection of the fuel pump plunger on which the helical cut-off edge will show a pitted and corroded area where material is plucked out. In that case the pump can be provided with a new barrel and plunger. 4) The governor will not reduce the fuel pump delivery to zero in case of, for instance, failure of the governor oil pump, but the engine speed will start fluctuating. When the governor is defective the engine is pro-tected against racing by the overspeed trip, i.e. the engine is stopped automatically in case of excessive speed. It is therefore, essential, that the overspeed trip is kept in perfect order. Regarding governor failure, see special instruction book. 5) Usually a bearing failure will not slow down the engine appreciably, but the seizure of a piston in the cylinder liner might do so. Repair is necessary before starting the engine again. Feelover and look out for oil mist.

6) If the cooling water temperature for the entire engine has risen to 90-100° C, it should be checked whether steam has developed by opening the test cocks, if fitted on the discharge from cylinders. If this is the case, there is no water on the cooling surfaces, which may therefore be heated unduly. To avoid heat stresses arising in cylinder liners and cylinder heads, if the water returns too early, the engine should be stopped and left to cool, while the discharge valve is closed. After 15 minutes it is opened a little to allow the water to rise slowly in the cooling jackets. Check filling attest cocks. Make crankcase inspection to ascertain that internal water leakage has not arisen. Remember slow turning with open indicator valves at subsequent starting-up. 7) If the lubricating oil pressure drops below the minimum mentioned in "Data" find the cause of the pressure drop and remedy the defect before restarting the engine. Feel over 5-15-30 minutes after starting, and again when full load is obtained. See section 502.

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503.04Edition 01H

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L23/30H

Cause

During running the atmosphere in the crankcasecontains the same gases (N2-O2-CO2) in the sameproportions as in the ambient air, but an intensespray of coarse oil drops is flung around everywhere.If undue friction, and thus heating, arise betweensliding surfaces, or heat is transmitted otherwise tothe crankcase, the heated surface will cause eva-poration of the lubricating oil splashed onto it. Whenthe oil vapours condense they form a multitude ofminute drops suspended in the atmosphere, i.e. amilky white oil mist is formed, able to nourish andspread a flame if ignited. Such ignition may becaused by the same "hot spot" which produced theoil mist. If a large quantity of oil mist has developedbefore ignition, the burning may cause considerablepressure rise in the crankcase, forcing the reliefvalves to open. In a few cases, presumably when thewhole crankcase has been filled with oil mist, asubsequent explosion has thrown off crankcasedoors and caused fire in the engine room.

Every precaution should therefore be taken to (A)avoid "hot spots" and (B) discover oil mist in time.

A. "Hot spots" in Crankcase

Overheating of bearings is a result of too bad orfailing lubrication possibly caused by pullution of thelubricating oil.

It is therefore important that the lubricating oil filtra-tion equipment is in perfect condition. Filter cartrid-ges must not be used again, if they have beenremoved from the filter. Check of the oil condition byanalysis is recommended.

B Oil Mist in Crankcase

Presence of oil mist may by noted at the vent pipe,which is usually fitted to the top of the engine frame.

Measures (in case of white oil mist).

Warning : Keep away from doors and relief valves oncrankcase. Do not stay unnecessarily in doorwaysnear doors of the engine room casing.

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Ignition in Crankcase

1. Stop the Engine

2. Leave the engine room. Shut doors and keepaway from them. Make ready fire-fighting equip-ment.

Warning : Do not open crankcase until 10 minutesafter stopping the engine. When opening up, keepclear of possible flames. Do not use naked light anddo not smoke.

3. Take off all doors on one side of the crankcase.Cut off starting air. Engage turning gear, if fitted.

4. Locate the hot spot. Powerful lamps should beemployed at once (in explosion-proof fittings). Feelover all sliding surfaces (bearings, liners, pistons,roller guides, etc.).

Look for squeezed-out bearing metal and discolo-ration by heat (blistered paint, burnt oil, heatedsteel).

5. Prevent further heating, preferably by makinga permanent repair. Special attention should begiven to ensure lubricating oil supply and satisfactorycondition of the frictional surfaces involved. It isequally important to replace filter elements in time.

6. Start electrically driven lubricating oil pumpand check oil flow from all bearings and splash pipesin crankcase while turning the engine through atleast two revolutions. Section 502, Check 1.

7. Stop and feel over. Look out for oil mist.

Especially the frictional surfaces that caused theheating should be felt over (5-15-30 minutes afterstarting, and again when full load is obtained). Sec-tion 501.10, Point 2.

8. In case it has not been possible to locate thehot spot, point 8 should be intensified and repeateduntil the cause of the oil mist has been found andremedied. In very rare cases oil mist could be due to"atomization" of lubricating oil by the action of an airjet (for instance blow-by, or blow-by through crackedpiston).


503.06Edition 01H

96.38 - ES0U-G

L23/30H

Trouble Shooting

Check for blockage or damage to airsupply lines or tank.

Inspect motor assembly and powertrain and repair power train orreplace motor assembly, ifnecessary.

Remove motor assembly and pipingand remove the blockage.

Remove housing exhaust cover (1)and check for blockage.

Replace control valve or relay valve.

Check air supply.

Check for blockage or damage to airlines.

Clean or replace lines or relay valve.Lubricate relay valve.

Check for blocked or damagedpiping. Clean or replace piping.Check for dirt or foreign material andclean or remove. Check for ice build-up. Melt ice and reduce moisturebuild-up to starter.

Replace motor assembly.

Check air supply.

Remove blockage.

Remove fluid.

Replace damaged or worn parts.

Relubricate O-rings and seals.

Disassemble drive train and replaceworn or damaged parts.

Inspect drive pinion and flywheeland replace, if necessary.

Inspect drive components andreplace worn or damaged parts.

Cont. ....

Possible Cause, see working card

No air supply.

Damaged motor assembly (12).

Foreign material in motor and/orpiping.

Blocked exhaust system.

Defective control or relay valve.

Low air pressure to starter.

Restricted air supply line.

Relay valve malfunctioning.

Exhaust flow restricted.

Damaged motor assembly.

No pressure to drive housing port.

Internal drive housing ports blocked.

Fluid in drive unit components.

Damaged or worn piston assembly(54), O-rings or seals.

O-rings and seals dry.

Damaged or broken drive train.

Damaged drive pinion (63) orflywheel.

Damaged starter drive (57)components.

Trouble Shooting Guide for Turbine Starter

Trouble

Motor will not run.

Loss of power.

Drive (57) will not engage.

Motor runs, pinion engages, butdoes not rotate flywheel.

Excessive butt engagement.

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503.06Edition 01H

Check air supply.

Replace with proper drive pinion.

Inspect air line and remove sourceof oil.

Install splash deflector retainingscrew or pipe plug.

Replace static seals on outside ofmotor or send motor to IngersollRand to be rebuilt.

Replace O-rings.

Make sure that joints fit properly andstarter assembly cap screws aretightened to 60 ft-lb (81 Nm) torque.Make sure all seals and O-rings fitand seal properly at their perimeters.If they do not replace with new sealsand O-rings.

Operate according to recommen-dations.

Replace worn components.

Tighten or replace pipe plugs usingIngersoll-Rand No SMB-441 pipesealant.

Tighten splash deflector retainingscrew or replace pipe plug.

Make sure that joints fit properly andstarter assembly cap screws aretightened to 60 ft-lb (81 Nm) torque.Make sure all seals and O-rings fitand seal properly at their perimeters.If they do not, replace with newseals and O-rings.

Operate according to recommen-dations.

Replace worn components.

Tighten or replace pipe plugs.

Tighten splash deflector retainingscrew or replace pipe plug.

Trouble Possible Cause, see working card Trouble Shooting

Low air pressure.

Wrong drive pinion.

Oil in air supply line.

Splash deflector retaining screw (5)or pipe plug missing.

Worn or damaged rotor seals orstatic O-rings.

Worn or damaged O-rings.

Loose joints.

Excessive high-speed operation.

High number of start cycles.

Loose or leaking pipe plugs (10) or(11).

Splash deflector retaining screwloose or pipe plug missing.

Loose joints.

Excessive high-speed operation.

High number of start cycles.

Loose or leaking pipe plugs.

Splash deflector retaining screwloose or pipe plug missing.

Trouble Shooting Guide for Turbine Starter

L23/30H

Oil blowing out of exhaust.

Oil leaking from gear case (28).

Air or gas leakage.

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DescriptionPage 1 (1) Trouble Shooting for Cooling Water System 503.09

Edition 01H

Description

The built-on fresh water pump in the high tempera-ture(HT) circuit is of the centrifugal type and is mountedon the front cover of the engine and is driven througha gearing.

96.02 - ES0U-G

L23/30H

The pump bearings are lubricated automatically withoil from the lubricating oil system of the engine.

If the pump leaks and the shaft sealing rings are worn,it is recommended to replace the shaft seal, seeworking card 516-02.00.

Trouble Shooting

Check packings and pipes fortightness.

Check the level in the expansiontank.

Vent the system.

Check the shaft seal.

Overhaul the shaft seal.

Clean the impeller.

Open the suction valve.

Replace the seals.

Overhaul the pump.

Possible Cause

Pump draws in air at suction side.

The system is not filled-up.

Air cannot escape on delivery side.

Leaking shaft seal.

Air leakages of shaft seal.

Fouled impeller.

Suction valve not fully open.

Defective seals.

Worn impeller and worn wear rings.

Trouble

The pump does not work afterstart.

Pump capacity drops afternormal operation.

Pump does not give maximumdelivery.

Note! Running troubles with the pump, apart frommechanical faults, are most often due to leaks in thesuction line. It is essential, therefore, that all packingsand gaskets are in order and that they are renewedwhen necessary. Even a tiny hole in the suction linewill reduce the pump capacity.

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Trouble Shooting for Lubricating Oil Cooler

L23/30H

Trouble Shooting

In case of damage to plates or gaskets, it will oftenbe necessary to replace these.

First examine the external conditions around theplate heat exchanger in order to localize the cause ofthe damage! very carefully.

In case of fatigue fracture, this will normallynecessitate a replacement of all plates and gasketsas there may be a risk of fatigue fracture in all thematerial.In case of corrosion, all plates must be examinedcarefully!For work to be carried out see working card 515-06.00.

Visible Leakage

Trouble Trouble ShootingPossible Cause

Reduce the pressure to the correct work-ing pressure, see page 500.30 "Operat-ing Data & Set Points".

Tighten up the plate heat exchanger -however, not under the minimum dimen-sion and never, when the plate heatexchanger is under pressure or over40°C.

If the plate heat exchanger is still leaky,proceed to with phase 2.

Separate the plate heat exchanger andcheck if the plates are deformed or fouled.Check that the gaskets are elastic andnon-deformed, and that the faces of thejoints are clean.Replace deformed plates and gaskets, ifany.Before assembling clean all plates andgaskets very carefully.Assemble the plate heat exchanger andstart it up again.Note! Even tiny impurities such as sandgrains may cause leakage.

Separate the plate heat exchanger.Clean the plates very carefully.Replace the gaskets.Assemble the plate heat exchanger andstart it up again.

Separate the plate heat exchanger.Replace defective plates and gaskets, ifany.Assemble the plate heat exchanger andstart it up again.

Too high pressure.

Insufficient tightening

Fouled or deformed plates.Inelastic or deformed gaskets.

Gaskets.

Defective gasket or badly corrodedplate.

Leakage.

Leakage.(Phase 1)

Leakage.(Phase 2)

Leakage.(Even after tightening of the plate heatexchanger to minimum dimension)

Leakage. (Through the drain holes of the gas-kets)08

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Trouble Shooting for Lubricating Oil Cooler

L23/30H

Reduced heat transmission and/or in-creasing pressure drop.

Leakage.(The fluids get mixed)(Phase 1)

Leakage.(The fluids get mixed)(Phase 2)

Fouled plates or choked platechannels.

Holes in plates.Corrosion or fatigue fracture.

Holes in plates.Corrosion or fatigue fracture.

Separate the plate heat exchanger andcheck if the plates are fouled.Clean the plates very carefully.Assemble the plate heat exchanger andstart it up again.

A suspected leakage can be localized inthe following way:Remove one of the lower pipe connec-tions.Then put the opposite side under pres-sure.If the medium continues to run out of thelower pipe connections after the pres-sure has stabilized one or several platesare leaking.Close down the plate heat exchanger.Separate the plate heat exchanger andcheck the plates very carefully.Check suspected plates with a dye pen-etrant.Check defective plates and gaskets.Before assembling, clean all plates andgaskets.Assemble the plate heat exchanger andcheck to find more defective plates, ifany, by putting one side under pressure.Start up again.

Close down the plate heat exchanger.Separate the plate heat exchanger.Put all plates to dry. Suspend the platesin the plate heat exchanger again andtighten it.Circulate medium at full capacity on oneplate side (every second plate channel).Keep the other plate channels unpres-surised and free from liquid!Stop the circulation after a few minutesof operation and open the plate heatexchanger again. Take care to avoidwater spraying onto the dry plate side!By a careful study of the plates it will bepossible to find moist areas, if any, onthe otherwise dry plate sides.Check these areas with a dye penetrant!Replace defective plates and gaskets.Before assembling, clean all plates andgaskets.Assemble the plate heat exchanger andcheck to find more defective plates, ifany, by putting one side under pressure.Start up again.If the unit is still leaking, check all plateswith a dye penetrant!

Non-Visible Leakage


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Index Page 1 (1)

Specification and Treatment Lubricating Oil, Fuel Oil and Cooling Water 504

L23/30H Description Lubricating Oil Specification............................................................................................... 504.01 (01H) Maintenance of Lubricating Oil Condition ........................................................................ 504.03 (01H) Criteria for Cleaning/Exchange of Lubricating Oil ............................................................ 504.04 (01H) Lubricating Points ............................................................................................................. 504.05 (01H) Lubricating Oil in Base Frame .......................................................................................... 504.06 (01H) Lubricating Oil in Base Frame .......................................................................................... 504.06 (04H) Fuel Oil Specification ....................................................................................................... 504.20 (02H) Fuel Oil Quality ................................................................................................................ 504.25 (01H) Nomogram for Determination of CCAI ............................................................................. 504.26 (01H) Analysis Data ................................................................................................................... 504.27 (01H) Fuel Oil Cleaning ............................................................................................................. 504.30 (01H) Fresh Water System Treatment ....................................................................................... 504.40 (01H) Working Card Plates

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99.04-ES0U

The lubricating oil of a 4-stroke engine is a funda-mental element in good engine operation, as itserves quite a few important purposes, such as:

1) Lubricating the bearings, the cylinders, thepiston rings and other movable parts of the engine.

2) Neutralizing the effect of sulphur in the fuel oilto prevent corrosion of cylinder liners and pistonrings.

3) Cooling of bearings and pistons and keepingthe interior clean.

4) Transporting contaminants such as dust, rust,water, combustion residues, lubricating oil residues,etc. away from the engine to the filters and separators.

Consequently, the lubricating oil is a finely balancedmixture of a suitable base oil to provide lubricationand cooling, and a series of lubricating oil additivesto take care of the neutralizing task, the cleaning andtransportation of contaminants, as well as otheradditives to ensure the continuity of these abilities.

Lubricating Oil Specification

A HD-lubricating oil (heavy duty) corresponding to atleast type CD Commercial Class D acc. to APIservice system (meets MIL-L-2104 C and D) has tobe used. The oil should be rust and oxidation inhi-bited.

For engines cooled directly - or indirectly by seawateran SAE 30 oil ( 105 mm²/sec. at 40° C) should alwaysbe used.

In some cases, where a sufficiently low cooling wa-ter temperature, is unattainable, an SAE 40 oil(145mm²/sec. at 40 °C) can be chosen, providedthat the thermostatic element in the built-on lub. oilthermostatic valve is changed.

When selecting a lubricating oil, attention must bepaid to the fuel sulphur content. Due to generatingsets normally operating at a moderate load, thesulphur input from the fuel are generally lower thanfor propulsion engines.


504.01Edition 01H

Lubricating Oil Specification

96.02 - ES2S-G

Total Base Number (TBN)

TBN indicates the alkalinity of the lubricating oil and,consequently, its neutralizing effect on acids deve-loped from the sulphur in the fuel oil. The TBN isnormally reduced gradually during a period of ope-ration. The influential elements are the sulphur con-tent in the fuel oil and the amount of refilling due tonormal consumption. After a certain time of opera-tion, the TBN will stabilize at a lower value, the TBNequilibrium, as illustrated in fig. 1.

TBN

TBNequilibrium

TBNInitial

Service hours

Fig. 1 Alteration and stabilization of TBN-value during a period ofoperation.

Refilling

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TBN

35

30

25

20

15

10

5

1 2 3 4 5

% Sulphur infuel oil

Lubricating Oil Specification 504.01Edition 01H

96.02 - ES2S-G

Fig. 2 TBN - value in relation to the fuel oil sulphur content.

In fig. 2 the relationship between the fuel oil sulphurcontent and the adequate TBN of the lubricating oilis illustrated. When selecting a lubricating oil, thearea "TBN initial" is to be used and the stabilizedlevel of the lubricating oil should be kept within thearea "TBN equilibrium". Refilling due to normal lub-ricating oil consumption should be carried out withlubricating oil from the initial TBN area.

If the TBN value, stabilized within the recommendedarea "TBN equilibrium", is disturbed due to tempo-rarily abnormal operation conditions and forced to alevel beyond the recommended TBN equilibrum, itmay be adjusted by refilling a lubricating oil of asimilar type as used in the engine, however, withanother TBN-initial.

This method of adjusting the TBN value should,however, only be used when approved by thelubricating oil supplier.

If, during normal operation, the TBN is found tostabilize at a level period the recommended TBNequilibrium zone, a change to a lubricating oil of amore suitable TBN initial should be considered.

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01.24 - ES1

Requirement

This document is valid for the following engine types:L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/32H, V28/32S

For the engines, a HD-lub. oil (heavy duty) corre-sponding to at least type CD Comercial Class D afterAPI service system (meets MIL-L-2104 C and D) hasto be used.

The oil should be rust and oxidation inhibited.

When selecting a lubricating oil, attention must bepaid to the fuel oil sulphur content.

Due to generating running mode for HOLEBY'sengines, where the lub. oil consumption depends onrunning time and the fuel oil consumption and follow-ing the sulphur input to the lub. oil depends on theload, a lower TBN-value (Total Base Number) thannormal for main engines is needed.

Viscosity

Marine

Engine SAE classL23/30H, L+V28/32H

30* 105 mm2/sec at 40° CL16/24, L21/31, L27/38

40 145 mm2/sec at 40° C

Stationary

L16/24, L21/31, L27/38L23/30H, L+V28/32H, V28/32S

40 145 mm2/sec at 40° C

* At cooling water temperatures above 32° C SAE 40oil can be used. In this case, please contact MANB&W, Holeby.

If load profile is different, this should be taken inconsideration.

In the long run though, the operation results are thecriteria that prove which TBN is the most economicalone for efficient engine operation.

Guiding Values

Based on typical load profile for marine GenSet (50-60% of rated power)

Oil type TBN TBN TBN(initial) (equilibrium) (min. level)

Gas oil 8-12 6-8 6

Marine diesel 10-15 8-10 8

Heavy fuel (S<1.5) 10-15 8-10 8

Heavy fuel (1.5<S<2.5) 15-20 10-14 8

Heavy fuel (2.5<S<3.5) 20-25 10-14 8

Heavy fuel (3.5<S<4.5) 20-25 10-14 8

Based on typical load profile for stationary GenSets(50-100% of rated power)


Gas oil 8-12 6-8 6


Heavy fuel (S<1.5) 15-20 8-10 8

Heavy fuel (1.5<S<2.5) 20-25 10-14 8

Heavy fuel (2.5<S<3.5) 20-30 10-14 8

Heavy fuel (3.5<S<4.5) 20-30 10-14 8

Based on typical load profile for variable speedengine, pumps (10-100% of rated power)


Gas oil 10-14 6-8 6


Heavy fuel (S<1.5) 15-20 8-10 8

Heavy fuel (1.5<S<2.5) 20-30 10-14 8

Heavy fuel (2.5<S<3.5) 20-30 10-14 8

Heavy fuel (3.5<S<4.5) 25-30 10-14 8

504.01Edition 05H

DescriptionPage 1 (1) Lubricating Oil Specification

General

Maintenance of Lubricating Oil Condition

L23/30H

General

During operation of trunk engines the lubricating oilwill be contaminated slowly by small particles origi-nating from the combustion.

The burning of heavy fuels will normally increase thiscontamination due to the increased content of carbonresidues and other impurities.

Contamination of lubricating oil with water, fresh orsalt, can also take place.

A certain amount of contaminants can be keptsuspended in the lub. oil without affecting the lubri-cating properties.

But the condition of the lub. oil should be kept underobservation by analyzing oil samples. See also 504.04"Criteria for Cleaning/Exchange of Lubricating Oil".

The engine bearings are protected by the full-flow lub.oil filter built onto the engine, the filter cartridgeshaving a fineness of 15 micron and the safety filter afineness of 60 micron.

The condition of the lub. oil can be maintained/reestablished by exchanging the oil at fixed intervalsor based on analysis results.

Cleaning with Centrifugal Separators

A more economical solution is to maintain the condi-tion by continuous treatment. Experience has provedthat centrifuging is superior to other methods ofcleaning lubricating oils.

The optimum cleaning effect is achieved by keepingthe lubricating oil in a state of low viscosity for a longperiod in the centrifuge bowl.

Low viscosity is obtained by preheating the lubrica-ting oil to a temperature of 85 °C - 95 °C.

Slow passage of the lubricating oil through the centri-fugal separator is obtained by using reduced flow rateand by operating the separator 24 hours a day, onlystopping when cleaning of the bowl is necessary.

When treating detergent type lubricating oil, the flowrate is usually recommended to be reduced to 15-25%


504.03Edition 01H

96.02 - ES0U-G

of the rated flow of the separator.

In order to keep the amount of lubricating oil in theengine in good condition, it is necessary to treat 0.27l/kw per hour (0.20 l/BHP per hour).

A centrifuge for treating this amount of lubricating oilunder the mentioned derated flow conditions shouldhave a rated capacity of 1.08-1.8 l/kw per hour (0.8-1.3 l/BHP per hour), but in each case the separatormanufacturer's recommendations for capacity andoperation instructions should be followed.

For engines with cartridge-type oil filters (dept filters),continuous and efficient purification of the oil in theseparator is essential to ensure long service life of thecartridge filters.

For cleaning of the lubricating oil system after over-hauls and inspection of the lub. oil piping system, seesection 515.

Deterioration of Oil

Oil seldom loses its ability to lubricate, i.e. to form afriction-decreasing oil film, but it may become cor-rosive to the steel journals of the bearings in such away that the surface of these journals becomes toorough and wipes the bearing surface.

In that case not only the bearings must be renewed,but the journals must be polished. Corrosiveness ofthe lubricating oil is due to either far advancedoxidation of the oil itself (TAN) or to the presence ofinorganic acids (SAN). In both cases the presence ofwater will multiply the effect, especially an influx ofseawater as the chloride ions act as an inorganic acid.

Oxidation of Oils

At normal service temperature the rate of oxidation isinsignificant, but the following factors will acceleratethe process:

High Temperature

The temperature level will generally rise if the coolers

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are ineffective.

High temperature will also arise in electrical prehea-ters if circulation is not continued for 5 minutes afterthe heating has been stopped, or if the heater is onlypartly filled with oil.

Catalytic Action

Oxidation of the oil will be considerably accelerated ifcatalytic particles are present in the oil. Wear partic-les of copper are especially harmful, but also ferrousparticles and rust are active. Furthermore, the lacquerand varnish-like oxidation products of the oil itselfhave an accelerating effect. Continuous cleaning ofthe oil is therefore important to keep the sludgecontent low.

Signs of Deterioration

If circulating oil of inferior quality is used and theoxidative influence becomes grave, prompt action isnecessary as the last stages in the deterioration maydevelop surprisingly quickly, i.e. within one or twoweeks. Even if this seldom happens, it is wise to beacquainted with the signs of deterioration. These maybe some or all of the following:

- Sludge precipitation in purifier multiplies.

- Smell of oil becomes acrid or pungent.

- Machined surfaces in crankcase become cof-fee brown by a thin layer of lacquer.

- Paint in crankcase peels off or blisters.

- Excessive carbon is formed in the piston cooling

Maintenance of Lubricating Oil Condition504.03Edition 01H


chamber.

In a grave case of oil deterioration, the system shouldbe cleaned thoroughly and refilled with new oil.

Water Washing

Water washing of HD-oils must not be carried out.

Water in the Oil

If the TAN is low, a minor increase in the fresh watercontent of the oil is not immediately detrimental whi-le the engine is running. Naturally, it should be broughtdown again as quickly as possible (below 0,2% watercontent, which is permissible). If the engine is stoppedwhen corrosion conditions are unsatisfactory, it shouldbe turned just over 1/2 revolution once every hour (i.e.stop in different positions) while the oil circulation andpurifying at a high preheating temperature continue toremove water. Water in the oil may be noted by steamformation on the sight glasses, by appearance, orascertained by immersing a piece of glass or asoldering iron heated to 200-300°C in an oil sample. Ifthere is a hissing sound, water is present. If a largequantity of water has entered the oil system, it may beprofitable to suck up sedimented water from thebottom of the tank. Taste the water for salt. If salty,an oil sample should be analysed immediately forchloride ions.

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Description Page 1 (2) Criteria for Cleaning/Exchange of Lubricating Oil 504.04

Edition 01H

L23/30H

Exchange of Lubricating Oil It is not possible to predict the expected life time for lubricating oil, as it is not possible for the en-gine manufacturer to know which fuel and lubri-cating oil qualities will be used and under which operating conditions the engine will be operated. A replacement of lubricating oil is required when the oil’s identification values have changed so that the lubricating, cleaning and neutralization proper-ties no longer are sufficient. Exchange of the lub. Oil has to be based on the oil supplier’s evaluation of samples of oil in ser-vice. Samples should be forwarded at appropriate in-tervals at least once every three months depend-ing on the running mode and the results of last analysis. The oil sample should be taken after the filter and only while the engine is running, as this will ensure that the test will be representative for all of the oil in the engine. Evaluation of the Lubricating Oil condition For evaluating the conditions of a used oil, the fol-lowing guidance conditions are normally sufficient. Anyway, all parameters have to be evaluated as a whole, and a single parameter cannot be taken as a criterion for changing oil. 1. Viscosity

Limit value : < ± 1 viscosity grade Units : SAE-units Possible test Method : ASTM D-445(modified)

2. Flash point Limit value : >185°C Possible test Method : Setaflash tests(cut of point corre-lates 204° C i ASTM D-92 (coc)

3. Water Content

Limit value : < 0.5 preferred < 0.2 (higher value is permissible in a shorter period) Possible test method : Patable test unit or gas Chroma-tography (or infra red distil) If the limit value is exceeded, a supplementary test for chlorides (ASTM D-878) can be made.

4. Total Base Number(TBN-Number) Possible test Method : ASTMD-2896 At constant speed operation the lubricating oil Consumption is considered almost constant. The amount of combustion residues and sul-phur to be handled by the additives in the lu-bricating oil, depends on the fuel consumption and sulphur Input. Following guiding values can be given :

Oil type TBN (equilibrium)

Gas oil Marine

diesel

7 10-14

For heavy fuel the TBN will vary from 10 to 25 depending on sulphur input(see fig. 2 in the Lubricating Oil Specification). The TBN is normally reduced gradually during a period of operation. The influential elements are the sulphur content in the fuel oil, the lu-bricating oil amount and the amount of re-filling based onnormal consumption. After a certain time of operation, the TBN will stabi-lize at a lower value : the TBN Equilibrium.

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504.04 Edition 01H

Criteria for Cleaning/Exchange of Lubricating Oil Description Page 2 (2)

L23/30H

5. Neutralization Number

Limit value : 0.4-1.0 above typical level Unit : mgKOH/g Possible test method : ASTMD-974

6. The Total Contamination (insolubles Con-tent) Heptane insolubles. Limit value : < 1.5 generally, depending upon actual dispersant value and the increase in viscosity. Unit : Weight % Possible test method : ASTM D-893 procedure B in n- Heptane.

Additional test : If the level inn-Heptane insolubles is

considered high for the type of oil and application, the test could be followed by a supple mentary determination in Toluene.

Also infra red test can be used.

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DescriptionPage 1 (2) Criteria for Cleaning/Exchange of Lubricating Oil

General

96.44 - ES1

Replacement of Lubricating Oil

It is not possible to predict the expected life time forlubricating oil, as it is not possible for the enginemanufacturer to know which fuel and lubricating oilqualities will be used and under which operationconditions the engine will be operated.

A replacement of lubricating oil is required when theoil's identification values have changed no that thelubricating cleaning and neutralization properties nolonger are sufficient.

Exchange of the lub. oil has to be based on the oilsuppliers evaluation of samples of oil in service.Samples should be forwarded at appropriate inter-vals at least once every three months depending ofrunning-mode and results of last analysis.

The oil sample should be taken after the filter and, ifpossible, while the engine is running as this willensure that the test will be representative for thewhole change in the engine.

Evaluation of the Lubricating Oil Condition

For evaluating the conditions of a used oil, thefollowing guidance conditions are normally suffi-cient. Anyway, all parameters have to be evaluatedas a whole, and no single can be taken as a criterionfor changing oil.

1. Viscosity

Limit value : < ±1 viscosity grade

Units : SAE-units

Possible testmethod : ASTM D-445 (modified)

2. Flash Point

Limit value : > 185° C

Possible testmethod : Setaflash tests (cut of point correlates with 204° C i ASTM D-92(coc)

3. Water Content

Limit value : < 0.5preferred < 0.2 (higher value ispermissible in a shorter period)

Possible testmethod : Patable test unit or gas chrom-

atography (or infra red distil).If the limit value is exceeded, asupplementary test for chlorides(ASTM D-878) can be made.

4. Total Base Number (TBN-Number)

Limit value : Ref. to fresh-oil TBN% : > 70%

Unit : mg KOH/g

Possible testmethod : ASTM D-2896

Due to the generating running mode for HOLE-BY's engines, where the lub. oil consumptiondepends on running time and the fuel oil con-sumption and following the sulphur input to thelub. oil depends on the load, a lower TBN-valuethan normal for main engines is needed.

Following guiding values can be given:

Oil type

Gas oilMarine dieselHeavy fuel (S>2.5)Heavy fuel (S>4)

TBN(initial)

10151520

TBN (equi-librium)

7101014

The TBN is normally reduced gradually with thetime of operation. The influential elements are thesulphur content in the fuel oil, the lubricating oilamount and the amount of re-filling due to normalconsumption. After a certain time of ope-ration,the TBN will stabilize at a lower value, the TBNequilibrium.

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General

96.44 - ES1

Re-filling should be carried out with lubricating oil ofthe initial TBN.

5. Neutralization Number

Limit value : 0.4-1.0 above typical level

Unit : mg KOH/g

Possible testmethod : ASTM D-974

6. The Total Contamination (insolubles Con-tent) Heptane insolubles

Limit value : < 1.5 generally, depending uponactual dispersant value and theincrease in viscosity.

Unit : Weight %

Possible testmethod : ASTM D-893 procedure B in n-

Heptane.

Additionallytest : If the level in n-Heptane insolub-

les is considered high for the ty-pe of oil and application, the testcould be followed by a supple-mentary determination in Tolu-ene.

Also infra red test can be used.

504.04Edition 03H

Lubricating Oil Types Used in the Engine.

96.02 - ES0U-G

Description Lub. Oil Type

Engine system lubricating oil SAE 30 oil according to lubricating oil specification on page 504.01.

Turbocharger Engine system lubricating oil.

Governor See governor instruction in section 509.

Air lubricator SAE 10W non-detergent oil.

Alternator See special instructions in section 518 or separate instruction.

Hydraulic tools Hydraulic oil or turbine oil (with a viscocity of about SAE 20).

Lubricating PointsDescriptionPage 1 (1)

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Lubricating Oil in Base Frame

L23/30H

Type L23/30H

Max. Liter

Max. imp. gallon

Min. liter

Min. imp. gallon

Liter/cm x)

Gall./inch.

5 cyl.

373

82

291

64

14.2

9.2

6 cyl.

441

97

344

75.5

16.8

10.8

7 cyl.

509

112

397

87.5

19.4

12.5

8 cyl.

577

127

450

99

22.0

14.2

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Lubricating Oil in Base Frame

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L23/30H900 rpm


Type L23/30H

Min. level H1 (mm)

Max. level H2 (mm)

Min. litre

Max. litre

7 cyl.

275

325

685

814

8 cyl.

275

325

706

859

6 cyl.

275

325

540

657

L23/30H

Commercially available fuel oils with a viscosity up to700 cSt at 50° C corresponding to 55 cSt at 100° C canbe used for MAN B&W Holeby 4-stroke mediumspeed diesel engines.

For guidance on purchase, reference is made to ISO8216/17, BS 6843 and to CIMAC recommendationsregarding requirements for heavy fuel for diesel en-gines, third edition 1990. From these maximumaccepted grades are RMH 55 and K55. The mention-ed ISO and BS standards supersedes BS MA 100 inwhich the limit is M9.

It means that engines can be operated on the samefuel oils as MAN B&W 2-stroke low-speed dieselengines.

The data in the above HFO standards and specifica-tions refer to the same fuel type as delivered to theship, i.e. before on-board cleaning.

In order to ensure effective and sufficient cleaning ofthe HFO, i.e. removal of water and solid contaminants,the fuel oil specific gravity at 15° C (60° F) should bebelow 0.991. Higher densities can be allowed ifspecial treatment systems are installed.

Current analysis information is not sufficient for es-timating the combustion properties of the oil.This means that service results depend on oil pro-perties which cannot be known beforehand. Thisespecially applies to the tendency of the oil to formdeposits in combustion chambers, gas passages andturbines. It may, therefore, be necessary to rule outsome oils that cause difficulties.

Guiding Heavy Fuel Oil Specification

Based on our general service experience we have, asa supplement to the above-mentioned standards,drawn up the guiding HFO-specification shown below.

Heavy fuel oils limited by this specification have, tothe extent of the commercial availability, been usedwith satisfactory results on MAN B&W GenSets.

95.49

Fuel Oil SpecificationDescriptionPage 1 (3)

m/m = mass V/V = volume

*) May be increased to 1.010 provided adequatecleaning equipment is installed, and moderntype of centrifuges.

If heavy fuel oils, with analysis data exceeding theabove figures, are to be used, especially with regardto viscosity and specific gravity, the engine buildershould be contacted for advice regarding possiblechanges in the fuel oil system.

The data refer to the fuel as supplied, i.e. beforeany on-board cleaning.

Property

Density at 15°C

Kinematicviscosity

at 100°Cat 50 °C

Flash point

Pour point

Carbon redisue

Ash

Total sedimentafter ageing

Water

Sulphur

Vanadium

Aluminium +Silicon

Value

£ 991*

£ 55£ 700

£ 60

£ 30

£ 22

£ 0.15

£ 0.10

£ 1.0

£ 5.0

£ 600

£ 80

Units

kg/m3

cStcSt

°C

°C

% (m/m)

% (m/m)

% (m/m)

% (v/v)

% (m/m)

mg/kg

mg/kg

504.20Edition 02H

Fuel Oil Condition, when Entering the Engine

As practically all fuel oil specifications including theabove standards refer to the same fuel type assupplied, the fuel supplied to a ship has to be treatedon board before use. For running on the oil qualitymentioned above it is proposed that equipment existson board, which can treat, viz clean and preheat, thefuel oil with optimum efficiency.

In B 11 00 0 "Cleaning Recommendations " ourrecommendations are outlined.

For economical HFO operation the fuel oil condition atengine inlet should be as recommended below.

For fuels above 180 cSt/50° C a pressurerized fuel oilsystem is preferable to avoid boiling and foaming ofthe fuel.

The viscosity leaving the heaters should be 10-15 cStand approx. 12-18 cSt entering the engine. Themaximum temperature of oil after preheater should be150° C to avoid to rapid fouling of preheater.

The preheating chart on page 3 illustrates the expect-ed preheating temperature as function of the specificfuel oil viscosity.

Property

Water

Solid particles

Particle size

Viscosity

Units

% by volume

ppm (mg/kg)

Micron

cSt

Max. value

max. 0.2

max. 20

max. 5

Range 12-18

DescriptionPage 2 (3)Fuel Oil Specification

L23/30H

95.49

504.20Edition 02H

DescriptionPage 3 (3) Fuel Oil Specification

95.49

This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,dependent on the viscosity and viscosity index of the fuel.

Fuel oil - preheating chart

L23/30H

Normal preheating limit

Approx. pumping limit

10 15 25 35 45 55 cSt/100° C

30 60 100 180 380 700 cSt/50° C200 400 800 1500 3500 7000 sec. Rw/100° F

Viscosity of fuel

Log scales

Approx. viscosityafter preheater

Temperatureafter preheater °C

170

160

150

140

130

120

110

100

90

80

70

60

50

40

30

sec.Rw.cSt

7 43

10 52

12 59

20 87

15 69

30 125

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Commercially available fuel oils with a viscosity up to700 cSt at 50° C corresponding to 55 cSt at 100° Ccan be used for MAN B&W Holeby 4-stroke mediumspeed diesel engines.

For guidance on purchase, reference is made to ISO8216/17, BS 6843 and to CIMAC recommendationsregarding requirements for heavy fuel for dieselengines, third edition 1990. From these maximumaccepted grades are RMH 55 and K55. The mention-ed ISO and BS standards supersedes BS MA 100 inwhich the limit is M9.

It means that engines can be operated on the samefuel oils as MAN B&W 2-stroke low-speed dieselengines.

The data in the above HFO standards and specifica-tions refer to the same fuel type as delivered to theship, i.e. before on-board cleaning.

In order to ensure effective and sufficient cleaning ofthe HFO, i.e. removal of water and solid contaminants,the fuel oil specific gravity at 15° C (60° F) should bebelow 0.991. Higher densities can be allowed ifspecial treatment systems are installed.

Current analysis information is not sufficient forestimating the combustion properties of the oil.This means that service results depend on oil pro-perties which cannot be known beforehand. Thisespecially applies to the tendency of the oil to formdeposits in combustion chambers, gas passagesand turbines. It may, therefore, be necessary to ruleout some oils that cause difficulties.

Guiding Heavy Fuel Oil Specification

Based on our general service experience we have,as a supplement to the above-mentioned standards,drawn up the guiding HFO-specification shown below.

Heavy fuel oils limited by this specification have, tothe extent of the commercial availability, been usedwith satisfactory results on MAN B&W GenSets.

m/m = mass V/V = volume

*) May be increased to 1.010 provided adequatecleaning equipment is installed, and moderntype of centrifuges.

If heavy fuel oils, with analysis data exceeding theabove figures, are to be used, especially with regardto viscosity and specific gravity, the engine buildershould be contacted for advice regarding possiblechanges in the fuel oil system.

The data refer to the fuel as supplied, i.e. beforeany on-board cleaning.

Property

Density at 15°C

Kinematicviscosity

at100°Cat 50 °C

Flash point

Pour point

Carbon residue

Ash

Total sedimentafter ageing

Water

Sulphur

Vanadium

Aluminium +Silicium

Value

≤ 991*

≤ 55≤ 700

> 60

≤ 30

≤ 22

≤ 0.15

≤ 0.10

≤ 1.0

≤ 5.0

≤ 600

≤ 80

Units

kg/m3

cStcSt

°C

°C

% (m/m)

% (m/m)

% (m/m)

% (v/v)

% (m/m)

mg/kg

mg/kg

General

01.34 - ES1

Fuel Oil SpecificationDescriptionPage 1 (3)

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Fuel Oil Condition, when Entering the Engine

As practically all fuel oil specifications including theabove standards refer to the same fuel type assupplied, the fuel supplied to a ship has to be treatedon board before use. For running on the oil qualitymentioned above it is necessary that equipmentexists on board, which can treat, viz clean andpreheat, the fuel oil with optimum efficiency.

In B 11 00 0 "Cleaning Recommendations" ourrecommendations are outlined.

For economical HFO operation the fuel oil conditionat engine inlet should be as recommended below.

For fuels above 180 cSt/50° C a pressurerized fueloil system is necessary to avoid boiling and foamingof the fuel.

The viscosity leaving the heaters should be 10-15cSt and approx. 12-18 cSt entering the engine. Themaximum temperature of oil after preheater shouldbe 150° C to avoid to rapid fouling of preheater.

The preheating chart on page 3 illustrates the expect-ed preheating temperature as function of the specificfuel oil viscosity.

Property

Water

Solid particles

Particle size

Viscosity

Units

% by volume

ppm (mg/kg)

Micron

cSt

Max. value

max. 0.2

max. 20

max. 5

Range 12-18

DescriptionPage 2 (3)Fuel Oil Specification

General

01.34 - ES1

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This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,dependent on the viscosity and viscosity index of the fuel.

Fuel oil - preheating chart

Normal preheating limit

Approx. pumping limit

10 15 25 35 45 55 cSt/100° C

30 60 100 180 380 700 cSt/50° C200 400 800 1500 3500 7000 sec. Rw/100° F

Viscosity of fuel

Log scales

Approx. viscosityafter preheater

Temperatureafter preheater °C

170

160

150

140

130

120

110

100

90

80

70

60

50

40

30

sec.Rw.cSt

7 43

10 52

12 59

20 87

15 69

30 125

DescriptionPage 3 (3) Fuel Oil Specification

01.34 - ES1

General

504.20Edition 04H


General Considerations

The quality of a fuel oil is, in analysis data, stated inphysical and chemical properties, which are decisivefor the suitability of the fuel oil for different applications.For diesel engine fuels the combustion quality, theimpurity content and the handling properties are themain quality criteria.

Since residual fuels are traded and designatedaccording to viscosity, it has become common practiceto associate viscosity with quality. This practice can,especially with modern residual fuels, be verymisleading, as a fuel oil of low viscosity often can bejust as bad, or even worse, than other fuel oils of veryhigh viscosity.

The quality of refinery residues is dependent on theorigin of the crude oil, the grade of utilization whenrefining the crude oil, and the refinery technique used.

Some of the residues used in fuel oil production are ofa viscosity requiring visbreaking, a process, whichwill reduce the viscosity without improving the qualityat all.

When producing residual fuels from visbreaked,cracked residues and from "straight run" residues, thefinal adjustment of viscosity to fulfil the requirementsof the different grades of intermediate fuels is done byadding gas oil.

However, it is to be noted that considerable loweringof the viscosity is achieved by adding a relativelysmall amount of gas oil, which will give only a minorimprovement of the quality of the blend. This meansthat the quality to a major extent is dependent onresidues present in the blend. Therefore the qualitydepends also on the density, see 504.26.

As a consequence of the possible variations in qualityof residues and the influence of adding gas oil, thequality of blended fuels can vary, even for fuel oils ofequal nominal viscosity.

Combustion Quality

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96.02 - ESOU-G

Combustion quality is the ability of the fuel oil to igniteand burn in a proper way. The ignition quality,combustion intensity, length and completeness ofcombustion are properties influenced by the chemicalcombustion and structure of the fuel oil.

Ignition quality relates to ignition delay, i.e. the timeelapsed between start of injection and the start ofcombustion.

Ignition quality is expressed by the cetane number,diesel index or cetane index, in all cases the higherthe value, the better the ignition quality. For diesel oilthe ignition quality is expressed by the cetane number,determined by a specified method in a standardengine running under standard conditions.

For residual fuels the ignition quality can be expressedby the diesel index or cetane index, both to becalculated from physical properties, such as theaniline point, specific gravity and mid-distillationtemperature. The cetane number, diesel index orcetane index of a certain fuel oil will show reasonablecorrelations between the numerical values.

The combustion condition of the fuel oils is normallyevaluated from Conradson Carbon residue and theasphaltene contents.

Impurity Content

The impurity content of diesel engine fuels should bekept as low as possible, and harmful and unwantedimpurities should, to the greatest possible extent, beremoved in the pre-treatment system in order tominimize wear and corrosion of engine components.Impurities derive from the crude oil itself, from refineryprocesses and from handling and storage of oils.Some impurities, such as sulphur and vanadium areoil soluble and therefore impossible to remove in aconventional mechanical fuel oil treatment system,while the amount of water and solid impurities can bereduced by centrifuging and filtration.

Sand, rust, metal oxides and catalyst particles can befound as solid particles in fuel oil.

Fuel related wear and corrosion in diesel engines take

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the form of mechanical wear and chemically inducedcorrosion, the latter in the form of high and lowtemperature corrosion.

The solid impurities and particles produced duringcombustion, collectively known as ash, causemechanical wear of engine components.

Especially catalyst particles, silicone and aluminiumoxides and silicates in the form of sand are veryabrasive. From vanadium and sodium corrosive ashin the form of oxides, carbonates and sulphates, arecreated during combustion.

The sulphur content of a fuel oil may lead to lowtemperature corrosion of combustion chambercomponents and formation of deposits on these. Thecorrosive effect is due to the formation of sulphuricacid.

Water in the fuel oil may lead to several detrimentaleffects to the fuel system and to the diesel engine ingeneral by giving rise to mechanical and corrosivewear, as well as fouling.

Handling Properties

Handling of the fuel, i.e. storage, pumping andtreatment, is mainly affected by physical properties,such as viscosity, density, flash point and pour point,but other fuel oil properties, such as stability, emul-sification tendency, viscosity index and the natureand amount of water and solid impurities will alsoinfluence the handling system.

The nominal viscosity is decisive for the preheatingtemperature necessary to obtain adequate viscosityfor pumping, settling, centrifuging and injection.

The density influences the gravitational settling ofwater and solid contaminants in settling tanks. Specificgravity is also an important parameter in the centrifugingprocess. The flash point is, for safety reasons, limitedto a minimum of 60°C (140°F) by classificationsocieties and other authorities. The flash point isrelated to the volatility of the amount and nature oflighter fractions in the fuel oil, and might thus be usedto estimate the liability of gasification in non-pressurized parts of the fuel system.

The pour point defines the temperature at which waxcrystallization will take place and prevent the fuel oil

from flowing and from being pumped.

Therefore, the pour point must be taken into accountwhen deciding the presence and capacity of heatingcoils in bunker tanks.

Quality Fuel Oil Main EffectsCriteria Characteristics

Combustion Conradson Carbon Ignition Ability.Quality Asphalteness Combustion Condition.

Fouling of Gas Ways.

Sulphur Corrosive wear.

Vanadium Formation of deposits onSodium exhaust valves and turbo-

chargers.High temperature corrosion.

Water Disturbance of combustionprocess.Increased heat-load of com-

Impurity bustion chamber compo-Content nents, fouling of gas ways,

mechanical wear and cavita-tion of fuel injection system.

Ash Mechanical and corrosivewear of combustion

chamber components.Formation of deposits.

Catalyst Fines Mechanical wear of fuel in-jection system, cylinder

linersand piston rings.

Viscosity Temperatures, pressures,Density and capacities of fuel oil sy-

Handling Pour Point stems for storage, pumpingProperties and pre-treatment.

Flash Point Safety requirements.

Fuel Oil Quality

L23/30H

Table 1. Fuel properties affecting diesel engine and fuel systems.

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1

2

3

4

5

10

20

30

50

100

200

400

1000

5000

20000

50000

1040

1020

1000

980

960

940

920

900

880

860

840

820

800

DV CCAI

800

810

820

830

840

850

860

870

880

890

900

910

920

930

2

Normaloperation condition

Increased difficultiesup to engine

damages aftera short time

Difficultiesmay be

encountered

V Viscosity, mm²/s (sSt) at 50˚C.D Density, kg/m³ at 15˚C.CCAI Calculated Carbon Aromaticity Index.

Legend

Fig. 1. Nomogram for determination of CCAI.

DescriptionPage 1 (2) Nomogram for Determination of CCAI

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Ignition quality is an important fuel parameter. Thereason why it does not appear in the internationalspecifications is that there are no standardized testingmethod. Therefore, parameters such as the CalculatedCarbon Aromaticity Index (CCAI) are resorted to as anaid which is derived from determinable fuel parameters.According to our experience only a rough assessmentof the ignition quality of the heavy fuel oil is possiblewith the help of this method.

However, the CCAI has become so well-known inwidespread publications that, in spite of thereservations mentioned above, we were compelled toclassify the respective MAN B&W Diesel A/S, Holebyengines according to CCAI-rating, too.

Example:

Viscosity: 180 cSt at 50°CDensity: 990 kg/m³ at 50°C

The combining straight line across density (990 kg/m³) and viscosity (180 cSt) of a heavy fuel oil resultsin CCAI (869). From CCAI conclusions may bederived with regard to the ignition qualities.

CCAI may be calculated with the aid of the followingformula:

CCAI = D - 141 log log (v + 0.85) - 81.

504.26 Ediition 01H

Nomogram for Determination of CCAI Description

Page 2 (2)

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DescriptionPage 1 (2) Nomogram for Determination of CCAI 504.26

Edition 02H

General

Fig 1 Nomogram for determination of CCAI.

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Nomogram for Determination of CCAI DescriptionPage 2 (2)

General

01.34 - ES1

Ignition quality is an important fuel parameter. Thereason why it does not appear in the internationalspecifications is that there are no standardized testingmethod is non-existent. Therefore, parameters suchas the Calculated Carbon Aromaticity Index (CCAI)are resorted to as an aid which is derived fromdeterminable fuel parameters. According to ourexperience, only a rough assessment of the ignitionquality of the heavy fuel oil is possible with the helpof this method.

However, the CCAI has become so well-known inwidespread publications that, in spite of thereservations mentioned above. We were compelledto classify the respective MAN B&W Diesel A/S,Holeby engines according to CCAI-rating, too.

Example:

Viscosity: 180 cSt at 50°CDensity: 990 kg/m³ at 15°C

The combining straight line across density (990 kg/m³) and viscosity (180 cSt) of a heavy fuel oil resultsin CCAI (859). From CCAI, conclusions may bederived with regard to the ignition qualities.

CCAI may be calculated with the aid of the followingformula:

CCAI = D - 141 log (log (v + 0.85)) - 81

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L23/30H

Analysis Data

of the fuel oil and, in extreme cases, high asphaltenesscontent may lead to fuel pump sticking.

Fuel oils with a high content of asphalteness will havea tendency to form sludge, especially if the watercontent is also high. The asphalteness content of afuel oil is influenced by pre-treatment, the heaviestsemi-solid asphalteness, and asphalteness bound towater as sludge, can be separated by centrifuging.

Diesel Index

Diesel index is a calculated value for determining theignition quality of a fuel oil. The ignition quality isrelated to the hydrocarbon composition, paraffin beingof high quality, n-heptanes of moderate and aromaticsof low quality.

Properties of the aniline point and the specific gravityreflect, with certain exceptions, the hydrocarboncomposition of a fuel oil, and are therefore used in thefollowing simple formula as an expression of ignitionquality:

Diesel index = (aniline point °F x API gravity) x 0,01.

The aniline point is the lowest temperature at whichequal volumes of the fuel and aniline become justmiscible. The test depends on the fact that aromatichydrocarbons mix completely with aniline atcomparatively low temperatures, whereas paraffinsrequire considerably higher temperatures before theyare completely miscible.

Thus, a high aniline point indicates a highly paraffinicfuel, and consequently a fuel oil of good ignitionquality. Similarly, a high API gravity number denotesa low specific gravity and high paraffinicity, and againa good ignition quality.

The diesel index provides a reasonable idea of theignition quality, but generally gives figures slightlyabove the cetane number.

Fuel oils with poor ignition quality and low diesel indexmight especially cause problems in the starting of thediesel engines and running at low load.

The addition to starting difficulties, a prolonged ignitiondelay, may give rise to alternations in the maximum

Comments on Analysis Data for Fuel Oils

Carbon Residue

The carbon residue of a fuel oil indicates its coke-forming tendency and can be used to determine thetendency of forming deposits in the combustionchamber and gas ways. The higher the carbon residuevalue, the higher the fouling tendency.

Some changes in the combustion process, requiringadjustment of the maximum pressure, may also beattributed to a high carbon residue content. The valueis measured by standardized tests, such as theConradson or Ramsbottom tests which give similarresults.

The non-vaporized residue from the carbonizing testconsists of carbonaceous material and inorganicimpurities and is expressed in weight percentage ofthe fuel sample tested. Carbon residue and asphal-teness content generally move in parallel, both relatedto the carbon-to-hydrogen ratio with increasing valuesfor higher ratio.

The carbon-to-hydrogen ratio and thus the carbonresidue too, is dependent on the source of the crudeoil and the type of refinery processing used.

The effect of carbon residue is impossible to counteractby pre-treatment of the fuel oil, as centrifuging onlyinfluences solid inorganic contaminants and hardasphalts, which are only small amounts of the weightpercentage called carbon residue.

Asphalteness

Asphalteness is defined as the part of a fuel oilsample being insoluble in heptane. The content ofasphalteness is expressed in weight percentage ofthe fuel oil sample tested.

Asphalteness, which is aromatic, slow-turning, semi-solid hydrocarbon compounds dispersed in the fueloil, has a similar effect on the combustion process asthe carbon residue, the main impact being fouling ofgas ways. The stability of the fuel oil is related to thecontent of asphalteness.

Asphalteness also influences the lubricating properties


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pressure, leading to increased mechanical or thermalload.

Furthermore, fuel oils with poor ignition quality maycause retarded combustion and subsequent foulinggas ways.

Sulphur

Sulphur is present in fuel oil mainly in organiccompounds, the amount present being expressed asweight percentage of an oil sample tested. If freesulphur is present, it may cause corrosion in the fuelsystem. The main problem caused by sulphur is lowtemperature corrosion. During combustion, sulphuroxides are produced in the form of gases. Sincehumidity also is present, sulphur, sulphuric acid maybe formed on components in the combustion chamberand in the gas ways, where the temperature is belowthat of the dew point for sulphuric acid.

The detrimental effect of sulphur in fuel oil iscounteracted by maintaining adequate temperature ofthe combustion chamber components and by usingalkaline lubricating oil to neutralize the sulphuric acidproduced during the combustion.

Vanadium and Sodium

Vanadium and sodium are constituents of the ashcontent. The amount of these are measured byanalyzing the residue from the combustion test usedfor determination of the ash content. The amount ofvanadium and sodium presence is expressed in ppm,parts per million, by weight related to the fuel oilsample being tested for ash content. Vanadium derivesfrom the crude oil itself and, being oil soluble, it cannotbe removed from the fuel oil by conventional pre-treatment. Sodium derives from the crude oil, andalso from contamination with salt water during storageand transport of the fuel oil. Sodium is water- solubleand, regardless of derivation, tends to combine withthe water present in the fuel oil.

Owing to its water-solubility, it is possible to removeor reduce the amount of sodium present in the fuel oil.During combustion, corrosive ash is formed fromvanadium and sodium.

Especially if the weight ratio of sodium to vanadiumexceeds 1:3, ash with very low melting point and

Analysis Data

L23/30H

stiction temperature is formed giving rise to hightemperature corrosion of exhaust valves and depositformation in turbochargers.

It is possible to reduce the tendency to formation ofdetrimental vanadium-sodium ash by effectivecentrifuging, which will remove sodium salts togetherwith water. If a very low content of sodium is ensured,a relatively high vanadium content might be ac-ceptable.

Water

The water content of fuel oil is measured by astandardized distillation test and is expressed as avolume percentage of the sample tested. Water in fueloil may lead to several detrimental effects of the fueloil system, corrosion and cavitation of fuel pumps andfuel valves, and cause fouling of exhaust system andturbochargers.

Salt water, due to its content of sodium, contributesin combination with vanadium to the formation of low-melting corrosive ash, which attacks exhaust valvesand turbochargers. Water, when it disturbs the fuelatomization, will lead to poor combustion resulting inhigher heat loads of the combustion chambercomponents.

It is possible to reduce the water content of a fuel oilprimarily by centrifuging, and this should be done tothe widest possible extent in order to avoid thedetrimental effects of water in the fuel oil.

Ash

Ash content is a measure of inorganic non-combustiblematerial present in the fuel oil. The ash content isdetermined by a combustion test, and it is expressedas a weight percentage residue from completecombustion of the oil sample tested.

Ash-forming materials are present in the fuel oil asnatural components of crude oil and due to externalcontamination of the fuel oil.

Ash-forming materials exist both as solid contami-


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nants and in soluble compounds. The solid con-taminants may lead to abrasive wear in the fuelinjection system. The solid contaminants may lead toabrasive wear in the fuel injection system. Ashformed during combustion may lead to abrasive aswell as corrosive wear of combustion chambercomponents and give rise to formations of detrimentaldeposits. It is therefore essential, to the greatestpossible extent, to reduce the amount of ash-formingmaterials by centrifuging.

Solid contaminants such as sand, rust, certain metaloxides and catalyst fines can be removed bycentrifuging, and the same goes for water-solublesalts such as sodium.

Some of the components included in the ash contenthave been found to be particularly harmful and aretherefore stated individually in the analysis data.

Silicium and Aluminium Oxides

Residual fuels produced by refineries using fluidcatalytic cracking may be contaminated by catalystparticles in form of silicium and aluminium oxides.Catalyst particles, if any, are comprised by the valuefor ash content. Separate values for the silicium oxidecontent and the aluminium oxide content are measuredby analyzing the ash content.

The amount of silicium and aluminium oxides isexpressed in ppm related to the weight of the originalfuel oil sample being tested for ash content.

As catalyst particles are very hard and abrasive, theycan cause extreme mechanical wear of the fuelinjection system, cylinder liners and piston rings.

Catalyst particles, being solid and insoluble, can beremoved from the fuel oil. The guide-lines for di-mensioning the centrifuge size is based on the factthat approx. 1/3 of the catalyst particles with regard toweight is removed.

Viscosity

Viscosity is a measure of the internal friction orresistance of an oil to flow.

Traditionally, the viscosity of fuel oils has been

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Analysis Data

L23/30H

expressed in seconds Redwood No. 1 (sR1).

In 1977, however, this designation was officiallysuperseded by the metric unit of Kinematic viscosity,centistokes (cSt), and the temperature at whichnominal viscosity is to be related, was also changed.

Commercial designations of residual fuels for marineuse, still being related to nominal viscosity expressedin centistokes at 50°C. The relationship between thetwo methods of expressing the nominal viscosity isshown in table.

Furthermore, the designation heavy fuel oil (HFO),bunker C fuel oil and No 6 fuel oil for the heaviest andcheapest grade of residual fuel oil for marine use,have been superseded by the common designationmarine diesel fuel oil (MDO) or intermediate fuel oil(IF) for all grades of residual fuels followed by anumber, indicating the nominal viscosity.

The use of the S.I. system also influences the

Old Designation New DesignationSec. Redwood No 1/100°F cSt/50°C

200 sR1 IF 30300 - - 40400 - - 60600 - - 80800 - - 100

1000 - - 1201200 - - 1501500 - - 1802000 - - 2402500 - - 2803000 - - 3203500 - - 3804000 - - 4204500 - - 4606000 - - 6007000 - - 700


504.27Edition 01H

Table 1. Destignation of fuel.

nominal viscosity designation for marine gas oil(MGO) and marine diesel oil (MDO), both now to beexpressed in centistokes at 40°C.

Viscosity is an important parameter in connectionwith pumping, pre-treatment and injection of fuel oil,since the possibility and efficiency of these processesto a large extent is dependent on adequate viscosity.

Adjustment of the viscosity into adequate values is

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Analysis Data for Fuel Oils

Carbon Residue % weightAsphalteness % weightDiesel Index

Engine- Ash % weightRelevant Sulphur % weightProperties Water % volume

Vanadium ppmSodium ppmSilicium Oxide ppmAluminium Oxide ppm

Viscosity sec. Redwood 1/100°FcST/50°C

Installation- Density g/mlRelevant Flash Point °CProperties Pour Point °C

possible by taking advantage of the interdependencebetween temperature and viscosity index of the fueloil.

The nominal viscosity of a fuel oil is the determiningfactor for preheating temperatures necessary to obtainadequate viscosity for pumping, centrifuging andinjection of the fuel oil, and thus also the determiningfactor for the capacities of the preheating equipmentin the fuel oil system.

Density

Density is defined as the mass of a unit volume andit is expressed in g/cm³ at a temperature of 15°C(59°F).

Specific gravity is the ratio of the mass of a givenvolume of liquid at 60°F (15.6°C) and the mass of anequal volume of water at the same temperature. Fora given liquid, the specific gravity will generally givethe same numerical as the density.

API-gravity is an arbitrary scale calibrated in degreesand related to specific gravity by the following formula:

° API-gravity = + 131.5

As the formula indicates the API-gravity is in inverseratio to density and specific gravity.

Density is an important parameter in the centrifugingprocess, where separating water and water-dissolvedimpurities from the fuel oil is based upon the differencein densities. If the density of the fuel oil approachesthat of water, centrifuging thus becomes less effective,necessitating reduced flow rate and therefore increasedcentrifuge capacity.

The water separation ability of fuel oil is increased bypreheating the fuel oil prior to centrifuging since thedensities of fuel oil and water change with thetemperature at different rates, thus giving possibilitiesof obtaining optimal difference in densities.

To some extent, the quality of a fuel oil can be judgedby the density, since this is directly proportional to thecarbon-to-hydrogen ratio, which again is in direct ratioto aromativity, carbon residue and asphaltene content,but in reverse ratio to calorific value.

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Analysis Data

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Table 2. Analysis data for fuels.

The pour point is the lowest temperature at which anoil will flow or can be poured. The pour point ismeasured under specified test conditions. Fuel oilmust be stored, handled and pumped at temperaturesabove the pour point to avoid wax crystallization,which may result in precipitation in storage tanks,blocking of filters and pipe lines and prevention ofpumpability. Normally, the pour point of residual fueloil does not create any problems since the tempe-rature needed to reduce the viscosity to pumpablelevels will be adequately in excess of the pour point.

Flash Point

The flash point of an oil is defined as the temperatureat which it gives off sufficient vapour to create aninflammable mixture with air. This mixture will igniteor flash under the influence of an open flame, but willnot support the combustion itself. The flash point offuel oil is normally tested by the Pensky-Martensclosed-up method.

In order to provide a sufficient margin of safety fromfire risk during storage, handling and transportation,fuel oils for shipboard use must meet the classificationsocieties' requirements of flash point, limited to aminimum of 60°C (140°F).

141.5specific gravity/50°F

Pour Point

Purification Recommendations

Fuel oils are always contaminated and should thereforebe thoroughly cleaned for solid as well as liquidcontaminants before use. The solid contami-nants inthe fuel are mainly rust, sand, dust and re-finerycatalysts. Liquid contaminants are mainly water, i.e.either fresh water or seat water.

The impurities can cause damage to fuel pumps andfuel valves, can result in increased cylinder liner wearand deteriorate the exhaust valve seats. Also increasedfouling of gas ways and turbocharger blends mayresult from the use of inadequately cleaned fuel oils.

Effective cleaning can only be ensured by means ofa centrifuge. We recommend the capacity of theinstalled centrifuges to be at least according to thecentrifuging maker's recommendations. To obtainoptimum cleaning it is of the utmost importance tooperate the centrifuge with as low a viscosity of thefuel oil as possible and allow the fuel oil to remain inthe centrifuge bowl as long time as possible.

Especially for fuels above 180 cST/50°C (1500 sec.

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Edition 01H

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RW/100°F) the highest possible temperature 98°C(208°F) should be maintained in the centrifuge oilpreheater.

The fuel is kept in the centrifuge as long as possibleby adjusting the flow rate through the centrifuge sothat it corresponds to the amount of fuel required bythe engine without excessive re-circulating.Consequently, the centrifuge should operate for 24hours a day except during necessary cleaning.

Taking today's fuel qualities into consideration theneed for cleaning centrifuges ("shooting frequency")should not be underestimated. Correct choice andadjustment of the regulating screws and/or the gravitydiscs are of special importance for efficient waterremoval. The centrifuge manual states the disc orscrew adjustment which should be chosen on thebasis of the specific gravity of the fuel.

Normal practice is to have at least two centrifugesavailable for fuel cleaning. Results from experimentalwork on centrifuges, treating today's qualities ofresidual fuel, have shown that the best cleaningeffect, especially as regards removal of catalyst finesis achieved when the centrifuges are operated inseries, in purifier/clarifier mode.

Therefore series operation of centrifuges ensuring amaximum of safety is a fully accepted alternative tothe previously recommended parallel operation,provided the operating capacity of each individualcentrifuge can handle the total amount of fuel requiredby the engine, without exceeding the flow raterecommended by the centrifuge maker for the operatingmode in question.

If the installed centrifuge capacity is on the low sidecorresponding to the specific viscosity of the usedfuel oil and if more than one centrifuge is available,parallel operation may be considered in order to obtainan even lower flow rate. However, in view of the aboveresults and recommendations serious considerationsshould be given to installing new equipment incorrespondence with today's fuel qualities and flowrecommendations.

For the determination of centrifuging capacity, we

Table 1. Cleaning of HFO.

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Cleaning of HFO by Centrifuging

Single centrifuge as purifier.

Two centrifuges in parallel.

Two centrifuges in series.

Optimum Operating Configurations

Water content Parallel operation

below 1 % Purifier / Purifier

or

Density at 15°C Series operation

below 0.991 Purifier + Clarifier

Water content

below 1 % Parallel operation

Density at 15°C Purifier / Purifier

below 0.991

High content Series operation

of catalyst fines Purifier + Clarifier

OperatingOptions

NormalConditions

ExtremeConditions

15

30

200

60

400

80

600

180

1500

380

3500

600

6000

25 45

100

13075

cST/50˚C

sec. RI/100˚F

cSt/80˚C

Log scales

212

194

176

158

140

122

104

100

100

90

80

80

70

60

60

50

40

40

˚C˚F

Separation Temperature

20

%

Related to Rated Capacity of Centrifuge

Flow Rate

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Fuel Oil Cleaning DescriptionPage 2 (2)

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Fig. 1. Flow rate through centrifuge related to nominalcapa- city of centrifuge.

generally advise to follow the recommendations of thecentrifuge maker, but the curves on fig. 1, can be usedas a guidance.

A homogenizer may be installed in the fuel oil systemas a supplement to the centrifuges to homogenizepossible water and sludge still present in the fuel aftercentrifuging.

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Fresh Water System Treatment

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Cleaning agents emulsified in water as well asslightly alkaline cleaning agents can be used for thedegreasing process, whereas ready-mixed cleaningagents which involve the risk of fire must obviouslynot be used. For descaling with acid, especiallyproducts based on amino-sulphonic acid, citric acid,and tartaric acid are recommendable, as these acidsare usually obtainable as solid substances, easilysoluble in water, and do not emit poisonous vapours.

The cleaning agents should not be directly admixed,but should be dissolved in water and then added tothe cooling water system.

Normally, cleaning can be executed without anydismantling of the engine. We point out that the watershould be circulated in the engine to achieve the bestpossible result.

As cleaning can cause leaks to become apparent inpoorly assembled joints or partly defective gaskets,inspection should be carried out during the cleaningprocess. The acid content of the system oil shouldalso be checked immediately after cleaning, and 24hours afterwards.

2. Cooling Water - Inhibitors

Filling-up with cooling water and the admixture of theinhibitor is to be carried out directly after the cleaningin order to prevent formation of rust on the cleanedsurfaces.

2.1 Raw Water

The formation of lime stone on cylinder liners and incylinder heads may reduce the heat transfer, whichwill result in unacceptable high temperatures in thematerial.

Therefore, it is recommended that deionized ordistilled water (for example from the fresh watergenerator) is used as cooling water. However, onaccount of its lack of hardness, this water will berelatively corrosive, and a corrosion inhibitor shouldtherefore always be added.

Protection against Corrosion in Fresh waterCooling System

In order to reduce the risk of service difficultiesoriginating in the cooling water, such as corrosion orthe formation of deposits which can result in insuffi-cient heat transfer, it is necessary to treat the coolingwater. MAN B&W Diesel A/S, Holeby recommendsthat this treatment is carried out according to thefollowing procedure:

1. Clean the cooling water system.

2. Fill up with deionized or distilled cooling water(for example from the fresh water generator)with corrosion inhibitor added.

3. Carry out regular checks of the cooling watersystem and the condition of the cooling water.

Observance of these precautions, and correct ven-ting of the system, will reduce service difficultiescaused by the cooling water to a minimum.

1. Cleaning of the Cooling Water System

Before starting the inhibition process, any existingdeposits of lime or rust, or any oil sludge, should beremoved in order to improve the heat transfer and toensure uniform protection of the surface by means ofthe inhibitor.

Cleaning should comprise degreasing to remove oilsludge, and descaling with acid afterwards to removerust and lime deposits.

Ready-mixed cleaning agents, specially made forcleaning the cooling water system, can be obtainedfrom companies specializing in cooling water treat-ment. These companies offer assistance and controlof the treatment in all major ports. A number of thesecompanies are mentioned on the enclosed list. Wepoint out that the directions given by them should beclosely followed. It is of particular importance to flushthe system completely after cleaning.


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L23/30H

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If deionized or distilled water cannot be obtained,normal drinking water can be used in exceptionalcases. If so, the total hardness of the water must notexceed 9° dH (German hardness degrees). Thechloride, chlorine, sulphate, and silicate contents arealso to be checked. These contents should notexceed the following values:

Chloride 50 ppm (50 mg/litre)Chlorine 10 ppm (10 mg/litre)Sulphate 100 ppm (100 mg/litre)Silicate 150 ppm (150 mg/litre)

There should be no sulphide and ammonia content.Rain water must not be used, as it may be heavilycontaminated.

It should be noted that softening of water does notreduce its sulphate and chloride contents.

2.2 Corrosion Inhibitors

To protect fresh water cooling systems in marinediesel engines against corrosion, various types ofinhibitors are available.

Generally, only nitrite-borate based inhibitorsare recommended.

A number of the products marketed by major compa-nies are specified on the enclosed list, together withthe necessary dosages and admixing procedures.We recommend that these directions are strictlyobserved.

Treatment of the cooling water with inhibting oils isnot recommended, as such treatment involves therisk of oil adhering to the heat transmitting surfaces.

Chromate inhibitors must not be used in plantsconnected to a fresh water generator.

Evaporated cooling water is to be replaced withnoninhibited water, whereas loss of water throughleakage must be replaced with inhibited water.

When overhauling individual cylinders, a new dosageof inhibitor must, if necessary, be added immediatelyafter completing the job.

3. Checking of the Cooling Water System andthe Cooling Water during Service

If the cooling water is contaminated during service,sludge or deposits may form. The condition of thecooling water system should therefore be regularlychecked, especially if deionized or distilled water isnot used. If deposits are found in the cooling spaces,these spaces, or if necessary the entire system,should be cleaned.

According to experience a zinc-galvanized coating inthe fresh water cooling system is often very suscep-tible to corrosion, which results in heavy formation ofsludge, even if the cooling water is correctly inhibited.The initial descaling with acid will, to a great extent,remove the galvanized coating. Therefore, wegenerally advise against the use of galvanized pipingin the fresh water cooling system.

The quality of the cooling water is to be checkedregularly, if possible once a week. Basically, theinhibitor concentration, the pH value and the chlorideconcentration should be in accordance with limitsstated by the inhibitor manufacturer. For this purposethe inhibitor manifacturers normally supply simpletest kits.

As a general guidance value the pH value should be7-10 measured at 20° C and the chloride concentra-tion should not exceed 50 ppm (50 mg/litre).

The water sample for these tests is to be taken fromthe circulating system, and not from the expansiontank or the pipe leading to it.

The concentration of inhibitor must under nocircumstances be allowed to fall below theconcentration recommended by the producer,as this would increase the risk of corrosion.

A clear record of all measuring results should bekept, so that the actual condition and trend of thesystem may be currently ascertained and evaluated.

A sudden or gradual increase in the chloride contentof the cooling water may be indicative of seat waterleakages. Such leakages are to be traced and repair-ed at the first opportunity.

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Fresh Water System Treatment

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A chloride content in the cooling water higher thanthe 50 ppm specified might, in exceptional cases betolerated. However, in that case the upper limitspecified by the individual inhibitor supplier must notbe exceeded.

A sudden or gradual degrease in pH value, or anincrease of the sulphate content, may indicate exhaustgas leakage. The pH value can be increased byadding inhibitor; however, if major quantities arenecessary, the water should be replaced.

Every third month a cooling water sample should besent ashore for laboratory analysis, in particular toascertain the contents of inhibitor, sulphate, andiron, as well as the total salinity of the water.

Cleaning and Inhibiting Procedure

The engine must not be running during the cleaningprocedure, as this may involve the risk of overhea-ting when draining.

Degreasing

Use clean tap water for filling-up. The cooling waterin the system can be used, if it does not containinhibitors.

Heat the water to 60° C and circulate the watercontinuously.

Drain to lowest water level in expansion tank.

Add the amount of degreasing chemical specified bythe supplier, preferably from the suction side of thefresh water pump.

Drain to lowest water level in the expansion tankdirectly afterwards.

Circulate the cleaning chemical for the period specifiedby the supplier.

The cooling water system must not be keptunder pressure.

Check and repair any leaks.

Drain the system and fill up completely with clean tapwater in order to flush out any oil or grease from thetank.

Circulate the water for 2 hours, and drain again.

Descaling with Acid Solution

Fill up with clean tap water and heat to 70-75° C.

Dissolve the necessary dosage of acid compound ina clean iron drum with hot water.

Fill the drum half up with water and slowly add theacid compound, while stirring vigorously. Then fill upthe drum completely with hot water while continuingto stir (e.g. using a steam hose).

Be careful - use protective spectacles and gloves.

For engines which have been treated before the trialtrip, the lowest concentration recommended by thesupplier will normally be sufficient.

For untreated engines, a higher concentration(depending on the condition of the cooling system)will normally be necessary.

Drain some water from the system and add the acidsolution via the expansion tank.

The cooling water system must not be put underpressure.

Keep the temperature of the water between 70° Cand 75° C, and circulate it constantly. The durationof the treatment will depend on the degree of fouling.Normally, the shortest time recommended by thesupplier will be sufficient for engines which aretreated before the trial trip. For untreated engines, alonger time must be reckoned with. Check everyhour, for example with pH-paper, that the acid in thesolution has not been used up.


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A number of descaling preparations contain colourindicators which show the state of the acid solution.If the acid content is exhausted, a new acid solutioncan be added, in which case, the weakest recom-mended concentration should be used.

The solubility of acids in water is often limited.Therefore, if in exceptional cases, a large amount isrequired, descaling can be carried out in two stageswith a new solution of compound and clean water.Normally, the supplier will specify the maximumsolubility.

After completing the descaling, drain the system andflush with water. Acid residues can be neutralizedwith clean tap water containing 10 kg soda per ton ofwater. Circulate the mixture for 30 minutes, thendrain and flush the system.


Continue to flush until the water used is neutral (pHapprox. 7).


L23/30H

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Fresh water System Treatment

Adding of Inhibitors

Fill up the cooling water system with water from theevaporator to the lowest water level in the expansiontank.

Weigh out the quantity of inhibitors specified by thesupplier and dissolve in a clean iron drum with hotwater from the evaporator.

Add the solution via the expansion tank to thesystem. Then fill up to normal water level with waterfrom the evaporator.

Allow the engine to run for not less than 24 hours toensure that a stable protection of the cooling surfa-ces is formed.

Subsequently, test the cooling water with a test kit(available from the inhibitor supplier) to ensure thatan adequate inhibitor concentration has been obtai-ned.

This should be checked every week.

The acid content of the system oil is to be checkeddirectly after descaling with acid, and again 24 hourslater.

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DescriptionPage 5 (5) Fresh Water System Treatment

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Company

Castrol LimitedSwindonWiltshire, England

Drew AmeriodMarineBoonton, N.J./U.S.A

Nalfloc LimitedNorthwich,Cheshire, England

Rohm & Haas(ex Duolite)Paris, France

Unitor RochemMarine ChemicalsOslo, Norway

VECOMMaassluis, Holland

CastrolSolvex WT4CastrolSolvex WT2

DEWT-NCLiquidewtMaxiguard

NALFLEET 9 - 121NALFLEET 9-108

RD11 DIA PROSIMRD25 DIA PROSIM

Dieselguard NBRocor NB Liquid

Not availableCWT Diesel QC2

Powder

Liquid

PowderLiquidLiquid

PowderLiquid

PowderLiquid

PowderLiquid

PowderLiquid

3 kg/1000 l

20 l/1000 l

3.2 kg/1000 l8 l/1000 l16 l/1000 l

2.5 kg/1000 l2.25 l/1000 l

3 kg/1000 l50 l/1000 l

3 kg/1000 l10 l/1000 l

12 l/1000 l

Name of Inhibitor Delivery Form

* Initial dosage may be larger

The list is for guidance only and must not beconsidered complete. We undertake no responsibi-lity for difficulties that might be caused by these orother water inhibitos/chemicals.

The suppliers are listed in alphabetical order.

Suitable cleaners can normally be supplied bythese firms.

Maker's MinimumRecommended

Dosage*

Nitrite-borate Corrosion Inhibitorsfor Cooling Water Treatment

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DescriptionPage 1 (5) Freshwater System Treatment 504.40

Edition 02H

General

00.11- ES1

Cleaning agents emulsified in water as well asslightly alkaline cleaning agents can be used for thedegreasing process, whereas ready-mixed cleaningagents which involve the risk of fire must obviouslynot be used. For descaling with acid, especiallyproducts based on amino-sulphonic acid, citric acid,and tartaric acid are recommendable, as these acidsare usually obtainable as solid substances, easilysoluble in water, and do not emit poisonous vapours.

The cleaning agents should not be directly admixed,but should be dissolved in water and then added tothe cooling water system.

Normally, cleaning can be executed without anydismantling of the engine. We point out that the watershould be circulated in the engine to achieve the bestpossible result.

As cleaning can cause leaks to become apparent inpoorly assembled joints or partly defective gaskets,inspection should be carried out during the cleaningprocess. The acid content of the system oil shouldalso be checked immediately after cleaning, and 24hours afterwards.

Cooling Water - Inhibitors

The filling-up with cooling water and the admixture ofthe inhibitor is to be carried out directly after thecleaning in order to prevent formation of rust on thecleaned surfaces.

Raw Water

The formation of lime stone on cylinder liners and incylinder heads may reduce the heat transfer, whichwill result in unacceptably high temperatures in thematerial.

Therefore, it is recommended that deionized ordistilled water (for example from the freshwatergenerator) is used as cooling water. However, onaccount of its lack of hardness, this water will berelatively corrosive, and a corrosion inhibitor shouldtherefore always be added.

Protection against Corrosion in FreshwaterCooling System

The engine fresh water must be carefully treated,maintained and monitored so as to avoid corrosionor the formation of deposits which can result ininsufficient heat transfer, it is necessary to treat thecooling water. MAN B&W recommend that this treat-ment is carried out according to the following proce-dure:

– Clean the cooling water system.

– Fill up with deionized or distilled cooling water(for example from the freshwater generator)with corrosion inhibitor added.

– Carry out regular checks of the cooling watersystem and the condition of the cooling water.

Observance of these precautions, and correct ven-ting of the system, will reduce service difficultiescaused by the cooling water to a minimum.

Cleaning of the Cooling Water System

Before starting the inhibition process, any existingdeposits of lime or rust, or any oil sludge, should beremoved in order to improve the heat transfer and toensure uniform protection of the surface by means ofthe inhibitor.

The cleaning should comprise degreasing to removeoil sludge, and descaling with acid afterwards toremove rust and lime deposits.

Ready-mixed cleaning agents, specially made forcleaning the cooling water system, can be obtainedfrom companies specializing in cooling water treat-ment. These companies offer assistance and controlof the treatment in all major ports. A number of thesecompanies are mentioned on the enclosed list. Wepoint out that the directions given by them should beclosely followed. It is of particular importance to flushthe system completely after cleaning.

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Edition 02H

General

00.11- ES1

If deionized or distilled water cannot be obtained,normal drinking water can be used in exceptionalcases. If so, the total hardness of the water must notexceed 9° dH (German hardness degrees). Thechloride, chlorine, sulphate, and silicate contents arealso to be checked. These contents should notexceed the following values:

Chloride 50 ppm (50 mg/litre)Chlorine 10 ppm (10 mg/litre)Sulphate 100 ppm (100 mg/litre)Silicate 150 ppm (150 mg/litre)

There should be no sulphide and ammonia content.Rain water must not be used, as it may be heavilycontaminated.

It should be noted that softening of water does notreduce its sulphate and chloride contents.

Corrosion Inhibitors

To protect freshwater cooling systems in marinediesel engines against corrosion, various types ofinhibitors are available.

Generally, only nitrite-borate based inhibitorsare recommended.

A number of the products marketed by major compa-nies are specified on the enclosed list, together withthe necessary dosages and admixing procedures.We recommend that these directions are strictlyobserved.

Treatment of the cooling water with inhibting oils isnot recommended, as such treatment involves therisk of oil adhering to the heat transmitting surfaces.

Chromate inhibitors must not be used in plantsconnected to a freshwater generator.

Evaporated cooling water is to be replaced withnoninhibited water, whereas a loss of water throughleakage must be replaced with inhibited water.

When overhauling individual cylinders, a new dos-age of inhibitor must, if necessary, be added im-mediately after completing the job.

Checking of the Cooling Water System andthe Sooling Water during Service

If the cooling water is contaminated during service,sludge or deposits may form. The condition of thecooling water system should therefore be regularlychecked, especially if deionized or distilled water isnot used. If deposits are found in the cooling spaces,these spaces or, if necessary, the entire systemshould be cleaned.

According to experience, a zinc galvanized coatingin the freshwater cooling system is often very sus-ceptible to corrosion, which results in heavy for-mation of sludge, even if the cooling water is cor-rectly inhibited. The initial descaling with acid will, toa great extent, remove the galvanized coating. Gen-erally, therefore, we advise against the use of galva-nized piping in the freshwater cooling system.

The quality of the cooling water is to be checkedregularly, if possible once a week. Basically theinhibitor concentration, the pH value and the chlorideconcentration should be in accordance with limitsstated by inhibitor manufacturer. For this purposethe inhibitor manifactures normally supply simpletest kits.

As a general guidance values the pH value should be7-10 measured at 20° C and the chloride concentra-tion should not exceed 50 ppm (50 mg/litre).

The water sample for these tests is to be taken fromthe circulating system, and not from the expansiontank or the pipe leading to it.

The concentration of inhibitor must under nocircumstances be allowed to fall below that re-commended by the producer, as this would in-crease the risk of corrosion.


A sudden or gradual increase in the chloride contentof the cooling water may be indicative of salt waterleakages. Such leakages are to be traced and repai-red at the first opportunity.

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A chloride content in the cooling water higher thanthe 50 ppm specified might, in exceptional cases betolerated. However, in that case the upper limitspecified by the individual inhibitor supplier must notbe exceed.


A sudden or gradual degrease in pH value, or anincrease of the sulphate content, may indicate ex-haust gas leakage. The pH value can be increasedby adding inhibtor; however, if major quantities arenecessary, the water should be replaced.

Every third month a cooling water sample should besent ashore for laboratory analysis, in particular toascertain the contents of inhibtor, sulphate, and iron,as well as the total salinity of the water.

Cleaning and Inhibiting Procedure

The engine must not be running during the cleaningprocedure, as this may involve the risk of overhea-ting when draining.

Degreasing

Use clean tap water for filling-up. The cooling waterin the system can be used, if it does not containinhibitors.

Heat the water to 60° C and circulate the watercontinuously.

Drain to lowest water level in expansion tank.

Add the amount of degreasing chemical specified bythe supplier, preferably from the suction side of thefreshwater pump.

Drain to lowest water level in the expansion tankdirectly afterwards.

Circulate the cleaning chemical for the period speci-fied by the supplier.

The cooling water system must not be keptunder pressure.

Check, and repair any leaks.

Drain the system and fill up completely with clean tapwater, in order to flush out any oil or grease from thetank.

Circulate the water for 2 hours, and drain again.

Descaling with Acid Solution

Fill up with clean tap water and heat to 70-75° C.

Dissolve the necessary dosage of acid compound ina clean iron drum with hot water.

Fill the drum half up with water and slowly add theacid compound, while stirring vigorously. Then fillthe drum up completely with hot water while conti-nuing to stir (e.g. using a steam hose).

Be careful - use protective spectacles and gloves.

For engines which have been treated before the trialtrip, the lowest concentration recommended by thesupplier will normally be sufficient.

For untreated engines, a higher concentration -depending on the condition of the cooling system -will normally be necessary.

Drain some water from the system and add the acidsolution via the expansion tank.


Keep the temperature of the water between 70° Cand 75° C, and circulate it constantly. The durationof the treatment will depend on the degree of fouling.Normally, the shortest time recommended by thesupplier will be sufficient for engines which aretreated before the trial trip. For untreated engines, alonger time must be reckoned with. Check everyhour, for example with pH-paper, that the acid in thesolution has not been used up.

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DescriptionPage 4 (5)Freshwater System Treatment504.40

Edition 02H

General

00.11- ES1

A number of descaling preparations contain colourindicators which show the state of the acid solution.If the acid content is exhausted, a new acid solutioncan be added, in which case, the weakest recom-mended concentration should be used.

The solubility of acids in water is often limited.Therefore if, in exceptional cases, a large amount isrequired, descaling can be carried out in two stageswith a new solution of compound and clean water.Normally the supplier will specify the maximumsolubility.

After completing the descaling, drain the system andflush with water. Acid residues can be neutralizedwith clean tap water containing 10 kg soda per ton ofwater. Circulate the mixture for 30 minutes, thendrain and flush the system.


Continue to flush until water used is neutral (pHapprox. 7).

Adding of Inhibitors

Fill up the cooling water system with water from theevaporator to the lowest water level in the expansiontank.

Weight out the quantity of inhibitors specified by thesupplier and dissolve in a clean iron drum with hotwater from the evaporator.

Add the solution via the expansion tank to thesystem. Then fill up to normal water level with waterfrom the evaporator.

Allow the engine to run for not less than 24 hours toensure that a stable protection of the cooling surfa-ces is formed.

Subsequently, test the cooling water with a test kit(available from the inhibitor supplier) to ensure thatan adequate inhibitor concentration has been obtai-ned.

This should be checked every week.

The acid content of the system oil is to be checkeddirectly after the descaling with acid, and again 24hours afterwards.

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Company

Castrol LimitedSwindonWiltshire, England

Drew AmeriodMarineBoonton, N.J./U.S.A

Houseman Scandinavia3660 StenløseDenmark

Nalfleet Marine ChemicalsNorthwich,Cheshire CW8DX, England

Rohm & Haas(ex Duolite)Paris, France

Unitor RochemMarine ChemicalsOslo, Norway

CastrolSolvex WT4CastrolSolvex WT2

DEWT-NCLiquidewtMaxiguard

Cooltreat 651

Cooltreat 652

Nalfleet EWT Liq(9-108)Nalfleet EWT 9-131CNalfleet EWT 9-111Nalcool 2000

RD11 DIA PROSIMRD25 DIA PROSIM

Dieselguard NBRocor NB Liquid

Powder

Liquid

PowderLiquidLiquid

Liquid

Liquid

LiquidLiquidLiquidLiquid

PowderLiquid

PowderLiquid

3 kg/1000 l

20 l/1000 l

3.2 kg/1000 l8 l/1000 l16 l/1000 l

5 l/1000 l

5 l/1000 l

3 l/1000 l10 l/1000 l10 l/1000 l10 l/1000 l

3 kg/1000 l50 l/1000 l

3 kg/1000 l10 l/1000 l

Name of Inhibitor Delivery Form

* Initial dosage may be larger

The list is for guidance only and must not beconsidered complete. We undertake no responsi-bility for difficulties that might be caused by these orother water inhibitos/chemicals.

The suppliers are listed in alpabetical order.

Suitable cleaners can normally be supplied bythese firms.

Maker's minimumRecommended

Dosage*

Nitrite-borate corrosion inhibitorsfor cooling water treatment

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IndexPage 1 (1)

Description

Cylinder Head ..................................................................................................................505.01 (01H)

Working Card

Dismantling of Cylinder Head ..................................................................................... 505-01.00 (01H)Inspection of Inlet Valve, Exhaust Valve and Valve Guide......................................... 505-01.05 (01H)Reconditioning of Valve Spindle Seat and Valve Seat Ring ....................................... 505-01.10 (01H)Valve Rotator ............................................................................................................. 505-01.15 (01H)Replacement of Valve Guide ..................................................................................... 505-01.20 (01H)Indicator Valve ........................................................................................................... 505-01.26 (01H)Replacement of Sleeve for Fuel Injector .................................................................... 505-01.30 (01H)Replacement of Valve Seat Ring ............................................................................... 505-01.35 (01H)Mounting of Cylinder Head ......................................................................................... 505-01.40 (01H)Inspection of Cylinder Head Cooling Water Space .................................................... 505-01.45 (01H)

Plates

Cylinder Head ..................................................................................................................... 50501-01HValve Spindles and Valve Gear........................................................................................... 50502-01HIndicator Valve .................................................................................................................... 50508-01HCylinder Head, Top Cover ................................................................................................... 50510-01H

96.03 - ES0U

Cylinder Head 505

DescriptionPage 1 (1) Cylinder Head 505.01

Edition 01H

Cylinder Head

The individual cast-iron cylinder heads, one for eachcylinder unit, are equipped with a centrally situatedfuel injection valve, two inlet valves, two exhaustvalves and one indicator cock.

The head has a thick, bore-cooled flame plate forsatisfactory control of mechanical and thermal loadsand stress.

The cylinder head is attached by means of 4 nuts and4 studs screwed into deep bosses in the engine frametop plate. The nuts are tightened by means of hydraulictools.

95.50 - ES0U-G

L23/30H

Inlet and Exhaust Valves

The inlet and exhaust valve spindles are identical andtherefore interchangeable.

The valve spindles are made of heat-resistant material.Hard metal is welded on to the valve spindle seats.

The valve spindles are fitted with valve rotators whichturn the spindles a little each time the valves open.

The cylinder head is equipped with replaceable seatrings for inlet and exhaust valves.

The seating surfaces are hardened in order to minimizewear and prevent dent marks, on the inlet seat byinduction hardening, on the exhaust seat by hardmetal armouring.

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Safety precautions:


Description:

Dismantling of cylinder head for inspection and/oroverhaul.

Starting position:

Cooling water has been drained from engine.

Related procedure:

Dismounting of piston and connectingrod 506-01.00Dismounting and inspection of inlet valve,exhaust valve and valve guide 505-01.05Dismantling, overhaul and testpressure of fuel oil valve 514-01.10

Manpower:

Working time : 1 hourCapacity : 2 men

Data:



95.50 - ES0S

L23/30H

Special tools:

Plate no Item no Note

52021 011 Oil injector,52021 011 (Complete)52021 501 4 pieces52021 513 1 piece52021 15552005 01452021 251 Hydraulic tools

Hand tools:

Ring and open-end spanner, 17 mm.Ring and open-end spanner, 19 mm.Ring and open-end spanner, 27 mm.Allen key, 8 mm.


Plate no Item no Qty/

Dismantling of Cylinder HeadWorking CardPage 1 (2)

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Draining of cooling water, disconnection of pipesetc.

1) Open the drain cock and vent cock for coolingwater.

2) Take off the top cover.

3) Take off the front cover which gives access tothe injection pump.

4) Disconnect the fuel oil high-pressure pipe.

5) Disconnect the rocker arm lubricating oil pipe.

6) Remove the thermometer attachment branch(cooling water outlet pipe).

7) Remove the exhaust pipe flange screws.

8) Remove the cylinder head nuts, see Fig 1,by means of hydraulic jacks. See working card 520-01.05.

Fig 2

Fig 1

Mounting of Lifting Tool while the Fuel InjectionValve is Placed in the Cylinder Head.

9) Disconnect the two nuts which is holding downthe fuel injection valve.

10) Remove the two distance pieces.

11)Mount the lifting tool by means of the two nuts. SeeFig 2.

Mounting of Lifting Tool with the Fuel InjectionValve is Removed from the Cylinder Head.

12)Mount the two-distance pieces to the studs.

13)Mount the lifting tool by means of the two nuts. SeeFig 3.

Fig 3

Dismantling of Cylinder Head Working CardPage 2 (2)

14)Attach the hook to the lifting tool and lift thecylinder head away.

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Description:

Dismounting of inlet and exhaust valve, inspec-tion of valve guide and mounting of inlet andexhaust valve.

Starting position:

Cylinder head, dismantled fromengine 505-01.00

Related procedure:

Reconditioning of valve spindle seatand valve seat ring 505-01.10Valve rotator 505-01.15Replacement of valve guide 505-01.20Replacement of valve seat ring 505-01.35Mounting of cylinder head 505-01.45

Manpower:

Working time : 1 hourCapacity : 1 man

Data:


95.50 - ES0S

Special tools:


52005 01452005 05152005 254/301 Extra tools52005 553

Hand tools:

Ring and open-end spanner, 24 mm.Small screwdriver.Measuring tools.



60501 363 4/cyl.

505-01.05Edition 01HInspection of Inlet Valve, Exhaust Valve and Valve GuideWorking Card

Page 1 (3)

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Working CardPage 2 (3)

Dismantling of Inlet and Exhaust Valve Spindles

1) Land and fasten the cylinder head upon thespecial work table and remove the lifting tool.

Or as an Alternative:

Land the cylinder head on the floor upon woodensupports and remove the lifting tool.

2) Mount the supporting devices for the valvespindle heads on the work table.

Or as an alternative:

Place wooden blocks under the valve spindle heads.

3) Turn back the rocker arm and remove thespring-loaded valve bridge over the valve spindles.

Inspection of Inlet Valve, Exhaust Valve and Valve Guide

Fig 2.

table and take out the valve spindle.

11) Repeat point 4 - 10 to remove the two othervalve spindles.

Inspection of Valves/Valve Seats

A slight grinding of valve/valve seat can be carried outby means of the handle as shown, see fig 3.

If the valve seat is heavily burnt or scarred, it shouldbe ground using the valve seat grinder, see workingcard 505-01.10.

Inspection of Valve Guide

95.50 - ES0S

A

B

Fig 1.

4) Mount the tool for mounting af valves, see fig 2.

5) Compress the valve springs by tightening nutA, see fig 1.

6) Remove the cone rings, see fig 2.

7) Release the springs again.

8) Remove nut A and traverse B, see fig 1.

9) Remove valve rotator and springs.

10) Remove the supporting devices under the work

Fig 3.

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Inspection of Inlet Valve, Exhaust Valve and Valve GuideWorking CardPage 3 (3)


Too much clearance between valve spindle andspindle guide may cause:

- increased lub. oil consumption.- fouling up of the spindle guide and thus give the

risk of a sticking valve spindle.

Too much clearance also means insufficient guid-ance of the valve spindle, and thus bad alignmentbetween spindle head and valve seat ring.

In connection with overhaul of the cylinder head, thevalve spindle guides should be cleaned, inspectedand measured for wear.

If the inner diameter of the valve spindle guideexceeds the tolerance, see page 500.35, the valvespindle guide must be replaced. See working card505-01.20.

Mounting of Valve Spindle

12) For mounting of valve spindle follow theinstructions in point 4 - 10 in reversed order.

Max inner diameter,see page 500.35.

Fig 4.

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Safety precautions:


Description:

Reconditioning of valve spindle seat and valveseat ring, with special grinding machine.

Starting position:

Valve spindle has been removed 505-01.05

Related procedure:

Mounting of valve spindle 505-01.05

Manpower:

Working time : 6 hoursCapacity : 1 man

Data:



95.50 - ES0S

L23/30H


Special tools:


52005 408 Grinding machinefor valve spindle.

52005 350 Grinding machinefor valve seat ring(extra tools).

Hand tools:

All the hand tools and new stones are included inthe tools box for grinding machine.



Reconditioning of Valve Spindle Seatand Valve Seat Ring

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Reconditioning of Valve Seat Ring

Reconditioning of valve seat rings by machining iscarried out by means of a grinding machine, the pilotspindle of which is to be mounted in the valve spindleguide. For operation of the grinding machine, seeseparate instructions.

Grinding of Valve Seats

Grinding of valve seat rings should be carried outaccording to the following sequence:

1) Grind the seating surface with a feed at anangle "A" of 30° ± 0,10°.

2) Continue the grinding until a clean and uniformsurface condition has been obtained.

3) Carry out the final grinding with a feed in thedirection inside and outwards. Normally, the bestsurface quality is obtained this way.

L23/30H




0.

"A" 30 ± 0,10°

"R"0

"S"

Fig 1. Valve Seat Ring

Scrapping of Valve Seat Rings

Normally, the valve seat ring can be reconditionedseveral times.

However, when the seat "S" has been ground to suchan extent that the recess "R" disappears, see fig 1,the valve seat ring has to be scrapped and a new onemust be installed, see working card 505-01.35

Reconditioning of Valve Spindle

Reconditioning by machining is carried out with thevalve spindle being rotated in a turning lathe and aspecial grinding machine mounted on the tool post ofthe turning latch.

Grinding of Valve Spindle

For operation of the grinding machine, see separatedinstructions.

1) Grind the seating surface with a feed at an angel"A" of 30° ± 0.

2) Continue the grinding until a clean and uniformsurface condition has been obtained.

3) Check the height "H"1 after completing thegrinding, see fig 2.

"H"1 has as a minimum to be as indicated on page500.35.

If measured to be less, the spindle has to be scrap-ped.

4) After assembling the valves, check - on account

0,25°.

"H"1

"A" 30° ± 00,25°

Fig 2. Valve Spindle

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Fig 3.

"H"2

of the valve motion - that distance "H"2 between theupper edge of the cylinder head and the upper edge ofthe valve spindle, see fig 3, does not exceed themaximum value, see page 500.35.

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Description:

Dismantling, inspection and mounting of valverotator.

Starting position:


Related procedure:

Mounting of valve spindles 505-01.05

Manpower:

Working time : 1/2 hourCapacity : 1 man

Data:



95.50 - ES0S

L23/30H

Special tools:


52005 051

Hand tools:

Small screwdriver.Ring and open-end spanner 24 mm.



Valve RotatorWorking CardPage 1 (2)

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Inspection of Rotocap

Dirt especially in the ball pockets due to residues inthe oil (abrasives, combustion products), can causethe individual parts to become stuck, and hinders themovement of the balls.

Rotocap valve rotators need no servicing undernormal operating conditions.

Rotator performance is satisfactory when the valverotates visibly and evenly.

Dismantling of Rotocap

See working card 505-01.05, point 3 to 9.

Overhaul of Rotator

1) Clean the valve rotator.

2) Inspect for wear and ball impressions.

3) Remove the retaining ring and disassemblethe individual parts.

4) Replace parts showing wear grooves or de-pressions formed by the balls.

5) Insert the balls and the tangential springs.

Note! All balls on the inclined races of the ballpockets must point in the same direction, see fig. 1.

The inner ring of the spring washer should rest on theretainer body.

95.50 - ESOS

5 05-01.15Edition 01H

Valve Rotator Working CardPage 2 (2)

Fig 1.

Note! Having assembled the valve rotator in drycondition it should be placed in clean lubricating oilfor a short period of time.

Mounting of Rotocap

See working card 505-01.05, point 3 to 9, oppositedirection.

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Description:

Dismantling and mounting of valve guide for inletand exhaust valve.

Starting position:


Related procedure:


Manpower:


Data:



Special tools:


Hand tools:

Hammer.Nitrogen (N

2), or similar.

Mandrel for knocking out the valve guide.


Plate no. Item no. Qty/

50501 363 4/cyl50501 218 4/cyl

Working CardPage 1 (2) Replacement of Valve Guide

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When to Replace the Valve Guide

If the clearance exceeds the max. limit, see page500.35, the valve guide must be replaced.

Dismounting of Valve Guide

1) Knock the valve guide out from the bottom ofthe cylinder head, by means of a mandrel, which hasa shoulder turning that fits into the valve guide, seefig 1.

4) Before mounting - cool down the new valveguide to approx. -70°C with nitrogen or similar.

5) Insert the valve guide into the bore.

6) Knock slightly with the mandrel and a hammer.Note! The shoulder of the valve guide must bearagainst the cylinder head, by knocking slightly withthe mandrel and a hammer.

Replacement of Valve Guide

Valve guide

Mandrel

Valve seat ring

Fig 1.

2) Clean the bore of the cylinder head carefully.

3) Inspect for marks that can prevent mountingof new valve guide.

Fig 2.

7) Before mounting of the valve spindle insert anew O-ring in the valve guide.

Correct mounting can easily be done by the use oftwo valve spindles as mounting tool, one spindle tobe used as support and the other spindle to be usedfor pushing the O-ring downwards.

Screw-drivers or other sharp tools should never beused for this purpose.

8) For mounting of valve spindle, see workingcard 505-01.05.

95.50 - ESOS

Safety precautions:


Description:

Dismounting, inspection and mounting of indicatorvalve.

Starting position:

Related procedure:

Man power:


Data:



95.50 - ES0S-G

L23/30H

Indicator ValveWorking CardPage 1 (2)

Special tools:

Plate No Item No Note

Hand tools:

Ring and open-end spanner 10 mmRing and open-end spanner 27 mmSteel brushCopaslip


Plate No Item No Qty./

50508 037 1/Cyl.

L23/30H

95.50 - ES0S-G


Indicator Valve Working CardPage 2 (2)

Maintenance

Under normal working conditions the indicator valverequires very little maintenance except inspection inconnection with the normal cylinder cover overhaul.

Inspection of the Indicator Valve

1. Disassemble the indicator valve.

2. Check the valve seat and the cone for "burningthrough".

If the valve seat in the housing is "burned", the entirevalve is to be replaced.

3. Clean and lubricate all components beforeremounting.

4. Ensure that the spindle is in "OPEN" positionwhen assembling the valve.

NOTE: Otherwise, cone and seat may be damaged.

1. Indicator valve, complete2. Connecting piece

Fig 1 Indicator valve.

Safety precautions:


Description:

Dismounting, inspection and mounting of sleevefor fuel injector.

Starting position:

The cylinder head has been dis-mounted from engine 505-01.00The fuel injector has been removed 514-01.10

Related procedure:

Mounting of fuel valve 514-01.10

Man power:


Data:



96.19 - ES0S

L23/30H

Special tools:


Hand tools:

Brass mandrel.Hammer.Lub. oil.Two small screw-drivers.Loctite 572.


Plate No Item No Qty/

50501 039 1/cyl.50501 040 1/cyl.50501 052 1/cyl.

Replacement of Sleeve for Fuel InjectorWorking CardPage 1 (2)

L23/30H

96.19 - ES0S


Replacement of Sleeve for Fuel Injector Working CardPage 2 (2)

Dismounting of Sleeve for Fuel Injector

1) Remove the snap ring by means of two screw-drivers.

2) The sleeve can now be driven out of the bore byuse of a brass mandrel and a hammer.

Fig 1.

4) Coat the sealing ring zone in the bore withgrease or lub. oil.

Fig 2.

5) Install new sealing rings on the sleeve.

6) Coat the sealing surfaces on the sleeve withloctite 572.

7) Insert the sleeve in the bore.

8) Mount the snap ring.Inspection of Bore in Cylinder Head and Mountingof the Sleeve:

3) Clean and inspect the bore in the cylinder head.Any marks which could prevent mounting of thesleeve, should be gently smoothed.

Brass mandrel

Snap ring

O-ring

Sleeve

Loctite 572

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Safety precautions:


Description:

Replacement of valve seat ring for inlet andexhaust valve.

Starting position:

Inlet and exhaust valves have beenremoved 505-01.05

Related procedure:


Man power:

Working time : 1 1/2 hoursCapacity : 1 man

Data:



96.26 - ES0S

L23/30H

Special tools:


52021 01152021 501 1 piece52005 457 Extra tools52005 504 Extra tools52021 466 1 piece

Hand tools:

Ring and open-end spanner, 36 mmHammer.Loctite, 648.Lub. oil.


Plate no Item no Qty. /

50501 351 4/cyl.50501 064 2/cyl.50501 076 2/cyl.

Replacement of Valve Seat RingWorking CardPage 1 (4)

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Replacement of Valve Seat Ring Working CardPage 2 (4)

Dismounting of Valve Seat Rings

When reconditioning of a valve seat ring no longer ispossible due to dimensions exceeding the scrappingcriteria, the seat ring has to be replaced.

Dismounting of a valve seat ring is carried out bymeans of a special extractor tool set comprising thecomponents, see fig 1.

Dismounting of a Valve Seat Ring is Carried outAccording to the Following Procedure

1) By means of the guide pin (7) the guide disc (5)is led vertically through the valve seat ring. Then theguide disc (5) is lifted with the guide pin (7) until thelatter is guided by the valve seat ring. The stud (1) isthen screwed in until it rests in the valve guide.

Fig 1.

Fig 2.

2) The guide disc (3) is positioned so that it bearsagainst the bottom of the cylinder head, and thehydraulic jack is clamped with the disc (4) and thecollar nut hexagon (2), see fig 1. The hydraulic jackis the one used for main bearing caps.

96.26 - ESOS

1 Stud 6 Eye screw2 Collar nut hexagon 7 Guide pin3 Guide disc 8 Valve guide4 Disc 9 Hydraulic jack5 Guide disc 10 Valve seat ring

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Replacement of Valve Seat RingWorking CardPage 3 (4)

3) By pumping up the pack, see working card520-01.05 for the use of hydraulic tools, the valveseat is pressed out max. 6 mm, and the pressure isreleased again. The collar nut hexagon is tightenedand the operation is continued until the valve seatring can be removed.

Mounting of Valve Seat Rings

1) Prior to mounting of a new valve seat ring, thebore must be cleaned thoroughly and inspected formarks. Marks that can hinder mounting of the valveseat ring must be removed.

2) Tools for mounting of valve seat rings areshown in fig 3.

3) To facilitate mounting the valve seat ring is itcooled down, however, a min. of -25°C otherwise,the o-ring can be damaged.

4) Place the o-ring on the valve seat ring and coatwith oil/loctite as shown in fig 4, just before positioningit in the bore.

Fig 4.

Coat withloctite 648

Valve seat ring

O-ring

Fig 5.

5) The valve seat ring is positioned in the bore,the handle with stud is inserted as shown in fig 5, andthe washer with screw is screwed tight.

1 Handle 2 Stud

2

1

Coat with oil

Fig 3.

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6) By knocking on the handle and at the sametime tightening the nut (4), the valve seat ring slidesin place in the bore and it is felt on the knocks whenit bears in the bore.

7) Prior to mounting of the valve spindle the valveseat ring must be ground, to ensure correct centeringaf the valve guide and the valve seat ring. This canbe done according to working card 505-01.05 or 505-01.10.

L23/30H


Replacement of Valve Seat Ring Working CardPage 4 (4)

96.26 - ESOS

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.12

Safety precautions:


Description:

Mounting of cylinder head after inspection and/oroverhaul.

Starting position:

Cylinder head is completelyassembled 505-01.05 to 505-01.35Valve gear of respective cylinder is in right posi-tion (valve closed)Control of the surface on thecylinder liner 506-01.45

Related procedure:

Adjustment of valve clearance 508-01.10

Manpower:

Working time : 1 1/2 hourCapacity : 2 men

Data:



95.50 - ES0S

L23/30H

Special tools:


52021 01152021 501 4 Pieces52021 15552005 01452010 01152021 251

Hand tools:

Ring and open-end spanner, 14 mm.Ring and open-end spanner, 17 mm.Ring and open-end spanner, 24 mm.Lub. oil and copaslip.



50501 338 2/cyl50510 075 1/cyl50610 079 8/cyl51202 024 2/cyl51625 097 1/cyl51625 132 1/cyl

Mounting of Cylinder HeadWorking CardPage 1 (2)

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L23/30H

Check to be Done before Lifting

1) Check the jointing surfaces of the cylinderhead/cylinder liner to see that they are clean andwithout damage marks, see working card 506-01.45.Fit new O-rings on the water passage, lubricate the O-rings with a little oil.

2) Check all contact faces on the cylinder headand nuts, including threads, and make sure that theseare level and smooth and absolutely free from foreignparticles.

Mounting of Cylinder Head

3) Attach the lifting tool, see fig 1, to the cylinderhead that has been made ready for installation, andposition it carefully on the cylinder liner.

95.50 - ES0S


Mounting of Cylinder Head Working CardPage 2 (2)

Place the spacer ring around the nuts with the slot insuch a position that the tommy bar can be used.

Tighten the hydraulic jacks and make sure that thecylinder of the jacks bears firmly against the spacerring. Tighten up all the nuts, see page 500.40. Forusing the hydraulic tools, see working card 520-01.05.

7) If new studs or nuts have been fitted, the nuts

Fig 1.

Tightening of Cylinder Head Nuts

4) Make sure that the nuts run easily on thethreads and that they bear on their entire contactsurfaces.

5) Coat threads and contact faces with copaslipbefore fitting the nuts.

6) Screw nuts onto the studs and tighten lightlywith the tommy bar.

Fig 2.

must be tightened and loosened three times, in orderto compensate for deformation of the thread and inorder to ensure a safe minimum load of the studsthrough the tightening.

Adjustment of Valve Clearance

8) Adjust the valve clearance, see working card508-01.10.

9) Fit the pipes for fuel oil, lub. oil, cooling waterand the flange for exhaust pipe.

Before Starting

10) Prior to starting up check for leakages. Afterstarting up check for leakages and oil flow.

11) Mount the cover for rocker arm and the frontcover for fuel pump.

Safety precautions:


Description:

Inspection of cylinder head cooling water space.

Starting position:

The cylinder head dismantledfrom engine 505-01.00

Related procedure:

Manpower:

Working time : ¼ hourCapacity : 1 man

Data:


95.50 - ES0S

Special tools:


Hand tools:

Steel brush




L23/30H

Inspection of Cylinder Head Cooling Water Space 505-01.45Edition 01H


Inspection of Cylinder Head Cool. Water Space

1) Inspect the cooling water inlet at the bottom andthe cooling water outlet at the top of the cylinder head,see fig 1.

2) Remove all possible deposits.

3) Pour water into the cooling water outlet andmake sure that water is coming out of all the coolingwater inlet bores at the bottom of the cylinder head.

4) If necessary, clean the cooling water inlet andoutlet by means of a steel brush. Flush the coolingwater space after cleaning.

5) Should the cylinder head cooling water space,contrary to expectation, be blocked with deposits,please contact MAN B&W Diesel, Holeby for furtherinstructions.

Inspection of Cylinder Head Cooling Water Space

L23/30H


Fig 1. Cylinder Head

95.50 - ES0S

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Cylinder HeadPlatePage 1 (2)

98.34 - ES0S

50501-01H

338

351123

111

159

015

135

231 040

039

052363

218

280292

267

279

302

243

255

147

351

064076

184

172

160

196

184

0802

8-0D

/H52

50/9

4.08

.12

Cylinderdækselsom plate 50501

Foring

O-ring

Låsering

Ventilsædering,(indstrømning)

Ventilsædering,(udstødning)

Propskrue

Tætningsring

Propskrue

Tætningsring

Fjederstift

Kølekappe

Skrue

O-ring

Kølevandsovergang

Ventilstyr

Tap

Afstandsstykke

Møtrik

Tap

Møtrik

Fjederstift

Tap

Trykstykke

O-ring

O-ring

O-ring

Designation BenævnelseBenævnelseDesignation

L23/30H

Cylinder Head PlatePage 2 (2)

ItemNo.

Cylinder headas plate 50501

Sleeve

O-ring

Snap ring

Valve seat ring,(inlet)

Valve seat ring,(exhaust)

Plug screw

Sealing ring

Plug screw

Sealing ring

Spring pin

Water guide jacket

Screw

O-ring

Cooling water con-nection

Valve Guide

Stud

Distance pipe

Nut

Stud

Nut

Spring pin

Stud

Thrust piece

O-ring

O-ring

O-ring

015

039

040

052

064

076

111

123

135

147

159

160

172

184

196

218

231

243

255

267

279

280

292

302

338

351

363

1/C

1/C

1/C

1/C

2/C

2/C

2/C

2/C

8/C

8/C

2/C

1/C

4/C

8/C

4/C

4/C

2/C

2/C

2/C

2/C

2/C

1/C

3/C

2/C

2/C

4/C

4/C

Qty. Qty.ItemNo.

98.34 - ES0S

50501-01H

When ordering spare parts, see also page 500.50.

* = Only available as part of a spare parts kit.Qty./C = Qty./Cylinder

Ved bestilling af reservedele, se også side 500.50.

* = Kun tilgængelig som en del af et reservedelssæt.Antal/C = Antal/Cylinder

0802

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L23/30H

PlatePage 1 (2) Valve Spindles and Valve Gear

98.34 - ES0S

50502-01H

286

453441

573298

465

465

477

489

490

477489

490

262

262

357 345 095

178

095

286 262249 237 095 573

130083

117

105

129010

130 298

262201

441453

071

117

105

022

034

046

See plate50501

See plate50501

512

512

524/536

548

585

0802

8-0D

/H52

50/9

4.08

.12

010

022

034

046

071

083

095

105

117

129

130

178

201

237

249

262

286

298

345

357

441

453

465

477

489


Valve bridge, compl.incl. item 022, 034, 046,071, 083, 095, 105, 117,129 and 130

Valve bridge

Spring

Ball guide

Thrust piece

Thrust screw

Nut

Thrust piece

Circlip

Thrust piece

Spring pin

Rocker armbracket

Plug

Rocker arm, exhaust,compl. incl. item 095,249, 262, 286, 298, 585

Rocker arm, exhaust

Plug

Thrust piece

Thrust screw

Rocker arm inlet,complete incl. item095, 249, 262, 286, 298,585

Rocker arm, inlet

Disc

Securing ring

Conical ring in 2/2

Rotocap, compl.

Inner spring

Ventilbro, kompletinkl. item 022, 034, 046,071, 083, 095, 105, 117,129 og 130

Ventilbro

Fjeder

Kuglestyr

Trykstykke

Trykskrue

Møtrik

Trykstykke

Fjederring

Trykstykke

Fjederstift

Buk for vippearm

Prop

Vippearm udst, kompletinkl. item 095, 249, 262,286, 298, 585

Vippearm, udstødning

Prop

Trykstrykke

Trykskrue

Vippearm inds., komp-let inkl. item 095, 249,262, 286, 298, 585

Vippearm, indsugning

Skive

Sikringsring

Konisk ring 2/2

Rotationsgiver, kompl.

Indvendig fjeder

Itemno . Qty.

2/C

2/C

2/C

2/C

2/C

2/C

4/C

4/C

4/C

2/C

4/C

1/C

1/C

1/C

1/C

4/C

2/C

2/C

1/C

1/C

2/C

2/C

4/C

4/C

4/C

Qty.Itemno .

98.34 - ES0S

50502-01H Valve Spindles and Valve Gear PlatePage 2 (2)

L23/30H


* = Only available as part of a spare parts kit.Qty./C = Qty./CylinderQty./ = Qty./Individual


* = Kun tilgængelig som en del af et reservedelssæt.Antal/C = Antal/CylinderAntal/I = Antal/Individuelt

490

512

524

536

548

573

585

4/C

4/C

28/C

28/C

4/C

2/C

4/C

Outer spring

Valve spindle, inletand outlet

Spring

Ball

Spring washer

Bearing bush

Retainer ring

Udvendig fjeder

Ventilspindel, inds.og uds.

Fjeder

Kugle

Fjederskive

Lejebøsning

Låsering

0802

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L23/30H

PlatePage 1 (2) Indicator Valve

95.50 - ES0S

50508-01H

025

013

037

049

0802

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.12

013

025

037

049


Connecting piece

Gasket

Gasket

Indicator valve

Forbindelsesstykke

Gasket

Gasket

Indikatorventil

ItemNo. Qty.

1/C

3/C

1/C

1/C

Qty.ItemNo.

95.50 - ES0S

Indicator Valve PlatePage 2 (2)50508-01H

L23/30H





0802

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L23/30H

Cylinder Head, Top Cover

94.22 - ES0S

50510-01HPlatePage 1 (2)

087

063

075

038

122

014

026

099

110

051

0802

8-0D

/H52

50/9

4.08

.12

Karm

Pakning

Skrue

Fjederstift

Topdæksel

Pakning

Håndtag

O-ring

Møtrik

Skive

Coaming

Gasket

Screw

Spring pin

Top cover

Gasket

Handle

O-ring

Nut

Washer


014

026

038

051

063

075

087

099

110

122

1/C

1/C

13/C

4/C

1/C

1/C

3/C

3/C

3/C

13/C

ItemNo. Qty.

ItemNo. Qty.

94.22 - ES0S

50510-01H PlatePage 2 (2)Cylinder Head, Top Cover

L23/30H





Index Page 1 (1) Piston, Connecting Rod and Cylinder Liner 506

L23/30H Description Piston, Connecting Rod and Cylinder liner ................................................................... 506.01(01H) Working Card Dismounting of Piston and Connecting Red ........................................................... 506-01.00 (01H) Separation of Piston and Connecting Rod .............................................................. 506-01.05 (01H) Piston ....................................................................................................................... 506-01.10 (01H) Connecting Rod ....................................................................................................... 506-01.15 (01H) Criteria for Replacement of Connecting Rod Big-end and Main Bearing Shells ..... 506-01.16 (01H) Mouthing of Piston and Connecting Rod ................................................................. 506-01.20 (01H) Tightening and Check of Connecting Rod Screws .................................................. 506-01.25 (01H) In-situ Inspection of Connecting Rod Big-end Bearing ........................................... 506-01.30 (01H) Inspection and Honing of Cylinder Liner ................................................................. 506-01.35 (01H) Replacement of Cylinder Liner ................................................................................ 506-01.40 (01H) Grinding of Seal Face on Cylinder Liner and Cylinder Head .................................. 506-01.45 (01H) Dismounting of Piston and Cylinder Liner at Low Overhaul Heights ........................506-01.50 (01H) Plates Piston and Connecting Rod ............................................................................................. 50601-01H Piston and Connecting Rod ............................................................................................. 50601-02H Cylinder Liner and Water Guide Jacket ........................................................................... 50610-01H Cylinder Liner and Water Guide Jacket ........................................................................... 50610-02H

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DescriptionPage 1 (1) Piston, Connecting Rod and Cylinder Liner 506.01

Edition 01H

Piston

The piston, which is oil-cooled and of the monobloctype made of nodular cast iron, is equipped with 3compression rings and 1 scraper ring.

By use of a combination of compression rings withdifferent barrel-shaped profiles and chrome-platedrunning surface on all rings, the piston ring pack isoptimized for maximum sealing effect and minimumwear rate.

The piston has a cooling oil space close to the pistoncrown and the piston ring zone. The heat transport,and thus the cooling effect are based on the shakereffect arising during the piston movement. Oil fromthe engine's lubricating oil system is used as coolingoil.

The piston is provided with a turned edge at the topdue to the flame ring mounted in the cylinder liner.

Piston Pin

The piston pin is fully floating which means that it canturn freely in the pin bosses of the piston as well asin the connecting rod bush. The piston pin is turned inplace upwords in axial direction by two circlips (seegerrings).

96.19 - ES0U

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Connecting Rod

The connecting rod is die-forged. The big-end has aninclined joint in order to facilitate the piston andconnecting rod assembly to be withdrawn up throughthe cylinder liner. The joint faces on the connectingrod and the bearing cap are serrated to ensure preciselocation and to prevent relative movement of theparts.

The big-end bearing is of the trimetal type, i.e. steelshells lined with tin-aluminium or lead-bronze coatedwith a running layer. Designed as plain type orrillentype. The bearing shells are of the precision typeand are therefore to be fitted without scraping or anyother kind of adaption.

The small-end bearing is of the trimetal type and ispressed into the connecting rod.

Cylinder Liner

The cylinder liner is made of fine-grained, pearlite castiron and is fitted in a bore in the engine frame.Replaceable cast iron sealing rings are fitted betweenthe liner and the cylinder head and between the linerand the frame. The liner is clamped by the cylinderhead and is guided by a bore at the bottom of thecooling water space of the engine frame. The liner canthus expand freely downwards, when heated duringthe running of the engine. Sealing for the cooling wateris obtained by means of silicone rubber rings whichare fitted in grooves machined in the liner.

The cylinder liner is of the socalled "stepped cylinder"type, provided with flame ring inserted in the top of theliner.

0802

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Safety precautions:


Description:

Dismounting of piston and connecting rod as-sembly, for inspection and/or overhaul.

Starting position:

Cylinder head has been dismountedfrom engine 505-01.00Crankcase open.

Related procedure:

Separation of piston and connectingrod 506-01.05Inspection and honing of cylinderliner 506-01.35

Manpower:

Working time : 1 hourCapacity : 2 men

Data:



96.20 - ES0S

L23/30H

Special tools:


52006 02152006 03352006 094 2 pieces52006 22452006 273 80-360 Nm52010 011

Tool combination for dismounting of connecting rodscrew, see working card 520-01.20.

Hand tools:

Threaded pin M12.Open-end spanner 24 mm.Wire.Scraper or similar.Small adjustable spanner.



Dismounting of Piston and Connecting RodWorking CardPage 1 (3)

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96.20 - ES0S


Dismounting of Piston and Connecting Rod Working CardPage 2 (3)

2) Remove the gangway, if any installed, in orderto improve the access conditions.

3) Turn the crankshaft to bring the crank throwconcerned into a position of approx. 50 degreesbefore TDC.

This position is identifiable by the connecting rodshaft being very close to the cylinder liner shirt, seefig. 1.

4) Clean the threaded hole in the piston top, andmount the eye screw.

5) Mount the tube (for holding down the cylinderliner during the piston withdrawal) on one of thecylinder head studs, screw on the nut and tighten itslightly.

6) Attach a wire rope to the eye bolt by means ofa shackle, hook the wire on to a tackle and pull the wirerope tight.

Note! If minor adjustments of the crank throw positionappear necessary for access to the connecting rodscrews, the wire rope must be slackened beforeturning of the crankshaft and tightened up again in thenew crank throw position.

Preparations before Dismounting

1) Clean the upper part of the cylinder. If not, thepiston may get stuck during removal in the carbondeposited in this area.

a) Turn the piston to the buttom.

b) Place a used piston ring on top of the piston.

c) Mount the tube (for holding down the cylinderliner during the piston withdrawal) on one of thecylinder head studs, screw on the nut and tighten itslightly.

d) Turn the piston in top, in order to push the flamering out of the cylinder by means of the piston ring.

Info: It is the used piston ring which pushes the flamering out of the cylinder.

Fig 2. Removal of bearing cap.Fig 1. Mounting of tools (placing).

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96.20 - ES0S

L23/30H

Dismounting of Piston and Connecting RodWorking CardPage 3 (3)

Fig 3. Removal of upper big-end bearing shell.

Fig 4. Lift of piston and connecting rod assembly.

Dismounting of Bearing Cap

7) Unload the connecting rod screws and unscrewone of the upper screws.

8) Mount the guide pin for the bearing cap in oneof the threaded holes and fit a screwdriver or similarin the hole in the guide pin, and unscrew the screws.

Note! The purpose of the guide pin is to prevent anydamage of crank journal, joint faces or bearing sur-face to occur during dismounting of the bearing cap,and to facilitate easy handling when removing thebearing cap from the crankcase.

9) Remove the screwdriver from the guide pin, anddismount the bearing cap by sliding it along the guidepin, see fig 2.

10) Remove the guide pin from the connecting rod.

Dismounting of Upper Big-end Bearing Shell

11)Pull the piston and connecting rod assemblyupwards and remove the upper big-end bearing shell,see fig 3.

12) Lift the piston and connecting rod assembly upthrough the cylinder liner and out of the engine, see fig4.

0802

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Safety precautions:


Description:

Separation of piston and connecting rod forinspection or/and overhaul.Assembly of piston and connecting rod afterinspection or/and overhaul.

Starting position:

Piston and connecting rod are dismountedfrom engine 506-01.00

Related procedure:

Inspection or/and overhaul of piston 506-01.10Inspection or/and overhaul ofconnecting rod 506-01.15Inspection of connecting rodbig-end bearing 506-01.16

Manpower:


Data:



95.50 - ES0S

L23/30H

Special tools:


52006 02152006 03352006 200

Hand tools:

Open-end spanner, 24 mm.Wooden wedge, 2 pieces.Wooden support.Wire.



Separation of Piston and Connecting RodWorking CardPage 1 (2)

0802

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95.50 - ES0S


Separation of Piston and Connecting Rod Working CardPage 2 (2)

Landing of Piston and Connecting Rod

1) Land the piston and connecting rod carefully onwooden supports to prevent damage of piston andscraper ring, see fig 1.

6) Take out the securing ring, (seeger circlips),push out the piston pin and lift the connecting rodaway.

Assembly of Piston and Connecting Rod

7) For assembly of piston and connecting rod, seepoint 1-6 in reversed order.

8) Lubricate the piston pin before assembling.

Fig 1. Landing of Piston and Connecting Rod.

2) The bearing cap should be mounted with thescrews tightened only by hand, in order to protect theserrated joint faces during handling of the assembly,see fig 1.

3) Remove the shackle and eye screw from thepiston crown, see fig 1.

4) Place the piston and connecting rod assemblyin upright position resting on the top face of the pistoncrown, see fig 2.

Note: Wooden wedges should be used to prevent theconnecting rod from swinging out and thus impact thepiston skirt during the lifting into upright position.

5) Place a wire around the big-end of the connec-ting rod. Attach a tackle and tighten the wire rope, seefig 2.

Separation of Piston and Connecting Rod

Fig 2. Removal of Connecting Rod and Piston Pin.

0802

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Safety precautions:


Description:

Cleaning and inspection of piston. Control ofpiston ring, scraper ring and ring grooves.

Starting position:

Piston has been dismantled fromconnecting rod 506-01.05

Related procedure:

Mounting of piston andconnecting rod 506-01.20

Manpower:


Data:



95.50 - ES0S

L23/30H

Special tools:


52006 14152006 15352006 165

Hand tools:

Tools for cleaning of piston, steel brush,scraper etc.



PistonWorking CardPage 1 (4)

0802

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Inspection of Piston

1) Remove the piston and scraper rings.

2) Clean and examine the piston rings to determineif reuse is acceptable, see page 3.

3) Clean the piston on the outside and on theinside.

4) Inspect the piston ring and scraper ring groovesfor wear, see page 3.

Removal of Piston Ring

For removal of piston rings, which are to be usedagain, and for all mounting of rings, only the specialring opener which prevents local over stressing ofthe rings should be used.

Straps to expand the ring gap or tools working on thesame principle must not be used, as this would resultin permanent deformation which might cause blow-by or broken rings.

95.50 - ES0S

Piston

L23/30H

0802

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95.50 - ES0S

Working CardPage 3 (4) Piston 506-01.10

Edition 01H

L23/30H

The piston has to be scrapped if:

A) The wear limit on the testing mandrel isexceeded, see fig 1A

or

B) The clearance between the new piston/scraperring and ring groove is exceeded, see fig 1B.

Note! At each piston overhaul:

- The piston and scraper ring must beexchanged.

- The cylinder liner must be honed accordingto the instructions.

A) Testing Mandrel for Ring Grooves

If the wear limit (2 mm mark) on the testingmandrel is exceeded, the specified max. wearlimits are exceeded, and the piston must bescrapped.

The handle is markedwith the nominal size.

Wear limit line.

Fig 1. Wear limits for ring grooves.

B) Clearance Ring/Groove

0.45 mm

Maximum vertical clearancebetween new piston ring/scraperring and ring groove: 0.45 mm.

+0.14+0.12

+0.11+0.09

+0.11+0.09

+0.10+0.08

New ringgrooves.

Tolerances.

Ring grooves.Max. wear limit.

Table 1. Nominal size, new ring groove tolerance and wearlimit for ring grooves.

4.43 mm

4.43 mm

4.43 mm

7.43 mm

4.0 mm

4.0 mm

4.0 mm

7.0 mm

Piston and oilscraper ring.Nominal size.

New4.0 mm

New4.0 mm

New4.0 mm

New7.0 mm

Piston ring1

Piston ring2

Piston ring3

Scraper ring

0802

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L23/30H

Piston Working CardPage 4 (4)

95.50 - ES0S

Position of Piston and Scraper Rings

Scraper ring:marked with ident.No "top 881503-9"or "0120".

Piston Ring No 1:marked with ident.No "top 881500-3"or "0946".



Marking of Piston and Scraper Rings

Marking

Identification marks to face upwards against the piston crown when mounted.

Note! The marking may include other figures than mentioned above, for instance trade mark andproduction codes.

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Safety precautions:


Description:

Cleaning, inspection and test measurement ofconnecting rod.

Starting position:

Connecting rod has beendismantled from piston 506-01.05

Related procedure:

Mounting of piston andconnecting rod 506-01.20

Manpower:


Data:



95.50 - ES0S

L23/30H

Special tools:


52006 273 80-360 Nm52006 618 225-250 Nm

Hand tools:

Inside micrometer (195 mm).Feeler gauge 0.15 - 0.20 mm.


Plate no Item no Qty /

Connecting RodWorking CardPage 1 (4)

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95.50 - ES0S


Connecting Rod Working CardPage 2 (4)

Cleaning of Connecting Rod

1. Clean all machined surfaces on the connectingrod.

2. Degrease the serrated joint faces, tapped holesand connecting rod screws with a volatile solvent andblow dry with working air.

Visual Inspection of Serrated Faces

3. Inspect the serrated joint faces.

Damages, in the form of visible wear marks andpittings or even cracks, may be in the serration due torelative movements between the surfaces.

Wear marks and cracks are visible, but not perceptiblewith a fingernail. Pittings and impact marks are bothvisible and perceptible.

Note!! Handle the connecting rod with care. In case ofdamaged serration caused by improper handling, thebearing cap can no longer be tightened to the connectingrod without ovalness of the big-end bore.

4. Register observed damages in the scheme"Connecting Rod Inspection" for historic use only.See page 4.

5. Carefully smooth single raised spots in theserration caused by pitting and impact marks with afilesmall.

Inspection of Connecting Rod Screws

6. Inspect the connecting rod screws for seizuresin the threads and pittings on the contact surfaces ofthe screwheads.

7. Turn the connecting rod screws into bottomposition in the threaded screw holes by hand.

If screws Then

have seizures in Renew the screwsthreads or pittings oncontact surface

cannot be turned into Renew the screwsbottom position by hand

Measurement of Big-end Bore

For check of ovalness the bearing cap has to bemounted onto the big-end bore without bearing shells.

Note !! The ident. No on the connecting rod and thebearing cap must always be the same, see fig 3.

8. Mount the bearing cap onto the connecting rod

Fig. 1. Point of measurement

by means of the connecting rod screws.

9. Tighten the screws with the prescribed torque,see working card 506-01.25.

10. Measure five different diameters in the middleof the boring, see fig 1.

11. Register the measurements in the scheme"Connecting Rod Inspection". See page 4.

12. Calculate the maximum ovalness as the diffe-rence between biggest and smallest diametermeasured.

13. Check if maximum ovalness is exceeded, seepage 500.35.

If Then

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95.50 - ES0S

L23/30H

Connecting RodWorking CardPage 3 (4)

maximum ovalness is Renew the completeexceeded connecting rod, screws

and bearing shells.

maximum ovalness is Reuse the connecting rodnot exceeded

Example of Measurement Results

Connecting Rod Inspection for L23/30H

Cylinder no.

Connecting rod ident no.

Running hours for connecting rod

NominaldiameterØ195 mm

0,01 mm1/100 mm

Tightening for measurement seeinstruction.

Serration

Connecting rodIdent no.

Note ! The ident no. on the con-necting rod and on the bearingcap, must always be the same.

Ovalness: Diff. between min./max.

Condition of serration

A

B

C

D

E

Serration OK

Wear

Cracks

Corrosion/Pitting

Impact mark

Remarks:

Serration OK

Wear

Cracks

Corrosion/Pitting

Impact mark

Remarks:

Serration OK

Wear

Cracks

Corrosion/Pitting

Impact mark

Remarks:

+++++

+

A BC

D

E

1 2

- 0,5 - 3,0- 2,0 - 7,0- 1,5 - 5,0+ 5,0 + 5,5+ 3,0 + 3,5 7,0 12,5

to be to bereused rejected

Fig 2. "Connecting Rod Inspection".

The example, see fig 2, shows measurements anddamage observations for two connecting rods on thescheme "Connecting Rod Inspection" (in case thespecified maximum ovalness is exceeded, contactMAN B&W Diesel A/S, Holeby for overhaul).

For connecting rod No 1 the maximum ovalness is0.07 mm and thus reuse is acceptable.

For connecting rod No 2 the maximum ovalness is

0.125 mm and therefore the connecting rod is rejected.

Inspection of Connecting Rod Bush

1. Inspect the surface of the piston pin and theconnecting rod bush.

2. Measure the clearance between the piston pinand bush.

3. Check if max clearance is exceeded, see page500.35.

If the specified clearance is exceeded, contact MANB&W Diesel A/S, Holeby for replacement.

Inspection of Bearing Shells for Big-end

Criteria for replacement of connecting rod big-endbearing, see working card 506-01.16.

Fig 3.

Connecting rodIdent No

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Connecting Rod506-01.15Edition 01H

L23/30H


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Safety precautions:


Description:

Mounting of piston and connecting rod assembly,after overhaul and/or inspection.

Starting position:

Piston mounted on the connecting rod, crank-shaft turned in the right position and the cylinderliner is OK, see working card 506-01.35.

Related procedure:

Tightening of connecting rod screws 506-01.25Mounting of cylinder head 505-01.40

Manpower:

Working time : 1 1/2 hoursCapacity : 2 men

Data:



95.50 - ES0S

L23/30H

Special tools:


52006 02152006 03352006 11652006 14152006 224

Hand tools:

Open-end spanner 24 mm.Clean lubricating oil.



50601 093 1/cyl50601 103 1/cyl50601 115 1/cyl50601 127 1/cyl

Mounting of Piston and Connecting RodWorking CardPage 1 (4)

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L23/30H

Mounting of Piston and Connecting Rod Working CardPage 2 (4)

Mounting of Tools

1) Mount the lifting device comprising eye screw,shackle and wire rope on the piston.

2) Lift up the piston and connecting rod and mountthe piston and scraper rings, see point 14, andworking card 506-01.10.

3) Remove the backstop for cylinder liner andplace the piston guide ring on top of the cylinder liner,see fig 1.

Note: A crank throw position of approx 50 degreesbefore TDC will ensure this and also be suitable for thefurther mounting procedure.

Mounting of Big-end Bearing

6) Lower the piston further down, lubricate theends of the bearing shells (as in fig. 2) with copaslip,molycote pasta or similar and mount the upper shellof the big-end bearing.

Fig 2.

Fig 1.

Lowering of Piston and Connecting Rod

4) When the piston approaches the guide ring,stop the lowering, coat guide ring, piston, piston ringsand scraper ring, with clean lubricating oil in order tominimize friction during the subsequent lowering ofthe assembly.

5) Make sure that the crank throw is in a positionallowing the connecting rod to go clear of both crankjournal and cylinder liner skirt during further lowering.

7) Coat the crank journal with clean lubricating oil.

8) Lower the piston and connecting rod slowly intocorrect landing on the journal.

During this the connecting rod must be guided by handto ensure correct approach and landing on the journal,see fig 3.


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Mounting of Bearing Cap

9) Mount the bearing cap with inserted lower shellof the big-end bearing, using the guide pin, see fig 4.


L23/30H

Fig 3.

Con. Rod - Ident No.

Fig 4.

Note: The ident. No. on the connecting rod and on thebearing cap must always be the same, see fig 4.

10) Lubricate threads and contact face of theconnecting rod screws with copaslip, molycote pastaor similar.

11) Mount the screws and tighten them slightlyusing an open end spanner.

12) Slacken the tackle and dismount the eye screw/shackle from the piston.

Fig 5.

Tightening of Connecting Rod Screws

13) Tighten the screws according to "TighteningProcedure for Connecting Rod Screws", see workingcard 506-01.25.

Fitting of Piston and Scraper Rings

14) Piston rings should only be removed from andfitted to the piston by the use of a special tool, thesocalled piston ring opener.

Working CardPage 3 (4) Mounting of Piston and Connecting Rod

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Before fitting the coil spring loaded scraper ring, thecoil spring is dismantled from the ring by removal ofthe joint pin. The coil spring is placed and assembledin the ring groove. Then the scraper ring is fitted in thegroove in such a way that the ring joint is approxima-tely 180° offset to the spring joint.

Ascertain correct assembling by checking the backclearance.The back clearance is sufficient when theface of the ring is below the groove edge when the ringis pressed against the bottom of the groove.

When installed on the piston the rings should bepushed back and forth in the grooves to make surethat they can move freely. It is also advisable to inserta feeler gauge of adequate thickness between ringand groove.

Adequate clearance is present so the feeler gaugecan be moved all the way round.

To prevent gas leakage through coinciding ring jointsthe piston rings should be turned into positions offset-ting the ring joint 180° to each other.

L23/30H

If the rings are opened further than necessary there isa risk of overstressing, which means that rings willbecome permanently distorted and will not confirm tothe inner running surface of the cylinder.

The piston rings should be installed with the identifi-cation mark, which is stamped into the ring close tothe ring joints, facing upwords, see working card 506-01.10 "Piston".

Joint coil spring to beplaced opposite to ring joint

Ring joint

Joint pin forcoil spring

Fig 6.

Mounting of Piston and Connecting Rod506-01.20Edition 01H


95.50 - ES0S

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Safety precautions:


Description:

Tightening procedure for connecting rod screws.Check of connecting rod screws, tighteningcondition.

Starting position:

Piston, connecting rod, bearing shellsand bearing cap preassembled 506-01.20

Related procedure:

Manpower:

Working time : 1/2 hourCapacity : 2 men

Data:


95.50 - ES0S

Special tools:


52006 273 80 - 360 Nm

Tool combinations for tightening of connectingrod screws, see working card 520-01.20.

Hand tools:

Open-end spanner, 24 mm.




Tightening and Check of Connecting Rod Screws

L23/30H


0802

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Tool combinations for tightening of connecting rodscrews, see working card 520-01.20.


1st Step:

Tightening the screws in tightening order, illustratedin fig 1, using an initial torque of 250 Nm.

Fig 1.

2nd Step:

Once more, tightening the screws in prescribedtightening order, still using a torque of 250 Nm.

3rd Step:

Mark the four screws and the bearing cap felt-tippen,illustrated in fig 2.

Tightening order by turning through a 60° ± 2° angle,i.e. until the marks on the screw collar and theconnecting rod coincide radially.

60°

Mark onbearing cap

Mark onscrew collar

Fig 2.

4th Step:

Check the screw tightening in prescribed order usinga torque of 325 Nm.

Proper tightening condition is present, if the screwsare not turned further during this test.

5th Step:

Check that the bearing can easily be moved on thejournal.

Check of Connecting Rod Screws, TighteningCondition:

Check of the tightening condition of connecting rodscrews has to be executed within a short runningperiod after remounting/mounting of the connectingrod.

This check can be fulfilled after only a few runninghours at max. rpm at full load, but has to be fulfillednot later than 200 running hours after starting-up.

The tightening condition is checked with a torque af325 Nm, executed in prescribed screw tighteningorder, see fig 1.

Proper tightening condition is present, if the screwsare not turned further during the test.

Working CardPage 2 (3)Tightening and Check of Connecting Rod Screws506-01.25

Edition 01H

L23/30H

95.50 - ES0S

0802

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In order to ensure observation of any movement, thescrews and the connecting rod should be appliedwith coinciding filt-pen marks prior to the test, see fig3.

Mark onscrew collar

Coincidingmark onbearing cap

Fig 3.

Working CardPage 3 (3) Tightening and Check of Connecting Rod Screws 506-01.25

Edition 01H

L23/30H

Any turning of the screws during the 325 Nm testindicates insufficient tightening condition, and in thiscase the big-end assembly has to be dismantled andinvestigated for evaluation and correction of failure.

As part of recommended overhaul and routine work,the tightening condition of connecting rod screwsshould also be checked, at certain running hoursintervals, see page 500.24.

Fig 4.

325 Nm

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Safety precautions:


Description:

In-situ inspection and/or replacement of connec-ting rod big-end bearing, dismounting and moun-ting.

Starting position:

Fuel injection valve dismounted, 514-01.10Crankcase open.Top cover for cylinder head removed.

Related procedure:

Inspection of connecting rodbig-end bearing 506-01.16Tightening and check of connectingrod screws 506-01.25

Manpower:

Working time : 1 1/2 hoursCapacity : 1 man

Data:



96.30 - ES0S

L23/30H


Special tools:


52006 07052006 22452006 273 80-360 Nm

Tool combination for tightening of connectingrod screw, see working card 520-01.20.

Hand tools:

Open-end spanner 24 mm.



In-situ Inspection of Connecting Rod Big-end Bearing

0802

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L23/30H


In-situ Inspection of Connecting Rod Big-end Bearing Working CardPage 2 (3)

Turning the Piston in Correct Position

1) Turn the crankshaft into a position allowing theconnecting rod to be losened.

2) Turn the crankshaft in a position allowing theconnecting rod bearing cap to be dismounted, see fig1.

Fig 1.

Dismounting of Bearing Cap

3) Remove the fuel injector.

4) Insert the long-eye bolt and screw it into thethread hole in the piston, see fig 2.

5) Tighten it slightly by means of a tackle, see fig2.

Removal of Bearing Shells

6) Dismount the bearing cap and bearing shell.For use of guide pin, see working card 506-01.00.

a

a

Fig 2.

7) Lift the piston/connecting rod from the bearingjournal.

Note: the piston/connecting rod should be liftedfurther then, just to allow dismounting of the upperbearing shell, see fig 2.

Inspection of Bearing Shells

8) Inspect the bearing shells, see working card506-01.16.

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Cleaning of Components before Mounting.

9) Clean all components, see working card 506-01.20.

Mounting of Upper Bearing Shells

10) The bearing shell is placed in the bore, thecontact surfaces of the shells to be in parallel to thecontact surface of the connecting rod and the bearingcap respectively.


L23/30H

In-situ Inspection of Connecting Rod Big-end BearingWorking CardPage 3 (3)

Fig 3.

11) Ascertain that the crank throw concerned is ina position of approx 50 degrees before TDC.

12) Coat the journal with clean lubricating oil andlower the piston and connecting rod assembly slowlyinto correct landing on the journal.

While lowering the connecting rod, it must be guidedby hand to ensure a correct approach and landing onthe journal, see fig 4.

13) Lubricate the ends of the bearing shells (as infig 2) with copaslip, molycote or simular.

Mounting of Bearing Cap

14) Mount the bearing cap with inserted lower big-end bearing shell, using the guide pin.

15) Lubricate threads and contact face of theconnecting rod screws with copaslip or similar.

16) Mount the screws and tighten them slightlyusing an open-end spanner.

17) Slacken the tackle and dismount the eye screwfrom the piston crown.


18) Tighten the screws according to "TighteningProcedure for Connecting Rod Screw", see workingcard 506-01.25.

96.30 - ES0S

0802

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4.08

.12

Safety precautions:


Description:

Inspection and honing of cylinder liner with ho-ningbrush.

Starting position:

Piston and connecting rod isremoved 506-01.00

Related procedure:

Mounting of piston andconnecting rod 506-01.20Replacement of cylinder liner 506-01.40Grinding of seal face on cylinderhead and cylinder liner 506-01.45

Manpower:


Data:



96.04 - ES0S

L23/30H

Special tools:


52006 48852006 51152006 606 275-300 mm

Hand tools:

Drilling machine 60-180 rpm.Honing oil.Gas oil.



Inspection and Honing of Cylinder LinerWorking CardPage 1 (4)

0802

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L23/30H


Inspection and Honing of Cylinder Liner Working CardPage 2 (4)

Fig 1.

The measurements should normally be taken intransverse as well as in longitudinal direction.

When measuring, take care that the measuring toolhas the approximately same temperature as the liner.When the wear of a cylinder liner exceeds the valueindicated on page 500.35, i.e. when it becomes tootroublesome to maintain satisfactory service condit-ions, the cylinder liner in question should be exchanged.

Honing the Cylinder Liner

The renovation can be made either with dismantledliner in the workshop or with liner mounted in theengine frame and by the use of the belonging funnel.

Fig 2.

The honing is made by means of a flex-honer withfineness grains 80-120. A revolution speed between80 and 160 rpm is chosen.

80-160 rpm.

Measurement of Cylinder Diameter

While the piston is removed from the cylinder, thelatter is measured to record the wear. The measure-ments are taken by means of an inside micrometer,with measuring points at TDC-position for uppermostpiston ring, halfway down and at the bottom of thecylinder liner, see fig 1 and page 4.

Prior to honing, deposits of coke and possible wearedges in the top of the liner must be removed byscraping.

If the cylinder is of the flame ring type, the used flamering has to be cleaned in water. Subsequently, theflame ring is remounted in the cylinder before carryingout the honing process.

Note: After the honing process has taken place theused flame ring is discarded. A new flame ring isalways mounted in the cylinder when replacing apiston ring.

96.04 - ES0S

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In order to achieve the required angle between thehoning grooves, see fig 2, the vertical speed isadjusted to about 1 m/sec. which corresponds toabout 2 sec. for one double movement (the flex- honeris led from below up and down in 2 sec.)

The procedure is to be continued until the cylinder wallis covered by honing grooves and the surface has aslight matt appearance without any signs of glaze.

During the honing it is important to lubricate freely withhoning oil or cutting oil.

After the honing, the liner is carefully cleaned with gasoil. Make sure that all abrasive particles have beenremoved.


96.04 - ES0S

L23/30H

Inspection and Honing of Cylinder LinerWorking Cardpage 3 (4)

Fig 3.

60°

0802

8-0D

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Measurem

entof

Cylinder

Liner

Cyl.

No.

Cyl.liner

ident.No.

Running

hours

LengthwiseCrosswiseLinertem

p.˚C

Rem

arks...

12

34

56

78

Engine

type

Engine

No.

Running

hours

Fuel

Report

No.

Encl.

No.

Insp.date

Sign.

ABCABC

Plant

ABC

63

194

362

96.04 - ES0S

Inspection and Honing of Cylinder Liner

L23/30H


0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Replacement of cylinder liner.

Starting position:

Cylinder head and piston/connecting rod dis-mantled,working card 505-01.00 and 506-01.00.

Related procedure:

Mounting of piston andconnecting rod 506-01.20Grinding of seal face on cylinderhead and cylinder liner 506-01.45

Manpower:

Working time : 11/2 hoursCapacity : 2 men

Data:



96.27 - ES0S

Replacement of Cylinder Liner

Special tools:


52006 452

Hand tools:

Adjustable spanner.



50610 079 8/cyl50610 031 1/cyl50610 043 2/cyl

See also plate 50610.


L23/30H

0802

8-0D

/H52

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L23/30H

Dismounting of Cylinder Liner

1) Prior to mounting of the lifting tool and dis-mounting from the frame, it must be ensured that theliner and frame have been marked to match, for thesake of a possible remounting of the liner, see fig 1.

96.27 - ES0S


Replacement of Cylinder Liner Working CardPage 2 (2)

Mounting of Cylinder Liner

6) Check that the sealing surfaces on engineframe, cylinder liner, and sealing rings are perfectlyclean.

7) Mount the lifting tool, attach a tackle hook tothe eye nut or to the wire in the cross bar and lift theliner.

8) Check that the O-ring grooves are clean. Mountthe O-rings and lubricate with a little oil.

9) Lower the cylinder liner carefully into the en-gine frame.

When the first O-ring touches the sealing face, alignthe liner so that the scratch mark on the liner flangepoints to the scratch mark on the frame as illustrated.

10) Mount the piston/connecting rod and cylinderhead according to working card 506-01.20 and 505-01.40.

Fig 1.

2) Mount the lifting tool as shown, see fig 2.

3) Turn the lifting eye nut to pull out the liner untilthe upper edge of the liner lie aligned against thecopper protecting pieces of the cross bar.

4) Attach a tackle hook to the eye nut or the wireand the cross bar, and lift the liner out from theengine frame and put it down onto wooden supports.

5) Clean all parts and inspect for damage andwear according to the description. For measurementof cylinder liner, see working card 506-01.35.

Fig 2.

Hole for charging air

Marking scratch frame

Marking scratch liner

Hole for roller guide house

Safety precautions:


Description:

Grinding of seal face on cylinder liner and cylinderhead by hand with grinding tools and grindingpasta.

Starting position:

Cylinder head has been removedfrom the engine 505-01.00Cooling water guide jacket removed.

Related procedure:

Mounting of cylinder head 505-01.40

Man power:


Data:



95.50 - ES0S-G

L23/30H

Special tools:


52005 205

Hand tools:

Grinding pasta.



50610 031 1/cyl.


Grinding of Seal Face onCylinder Liner and Cylinder Head

L23/30H

Note! The grinding tool is used for both grinding thegroove in the liner flange (1) and the sealing surfaceon the cylinder head (2), see Fig 1.

95.50 - ES0S-G



Grinding of Seal Face onCylinder Liner and Cylinder Head

Fig 1.

Grinding

1) Loosen the sealing ring in liner flange and takeit out.

2) Face-grind the sealing grooves in the cylinderliner flange, see Fig 2, and the sealing surface on thecylinder head, see Fig 3, with the use of grinding pastaand the grinding tool.

Fig 2.

To do so, move the tool back and forth and lift it outfrom time to time to allow the grinding compound todistribute evenly.

Fig 3.

3) After grinding, remove all traces of abrasivesand grinding compound.

4) When having ground the contact faces, it mustbe observed that the gap between cylinder head andliner is no less than 0.5 mm, i.e. the differencebetween measurements y and z must not be less than0.5 mm, see Fig 4.

y - z = min. 0.5 mm

Fig 4.

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Safety precautions:


Description:

Dismounting of piston, connecting rod and cylin-der liner for inspection and/or overhaul.

Starting position:

Cylinder head has been dismounting from theengine.Crankcase open.

Related procedure:

Separation of piston and connecting rod.Inspection and honing of cylinder liner.

Manpower:

Working time : 2 ½ hoursCapacity : 2 men

Data:



95.50 - ES0S-G

L23/30H

Special tools:


5205052006 05752006 094 2 pieces52006 22452006 28552010 011 If necessary

Tool combination for dismounting of connectingrod screw, 520-01.20

Hand tools:

Inside micrometer (195 mm).Feeler gauge 0.15 - 0.20 mm.




Dismantling of Piston and Cylinder Linerat Low Overhaul Heights

0802

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95.50 - ES0S-G

Dismantling of Piston at Low Overhaul Heights

1) Lift up the piston and the connecting rod throughthe cylinder liner until the piston is clear of the liner.

2) Mount the collar on the connecting rod, seeplate 52050, item no 045.

3) Place the piston with the collar on the cylinderliner.

4) Mount pull-lifts on the collar.

If Then

the overhaul height is dismount the piston fromtoo low to pull out piston the connecting rod, re-and connecting rod in move the piston and pullone piece. out the connecting rod by

the pull-lifts.

the overhaul height is remove the piston andsufficient to pull out the connecting rod by meanspiston and the connect- of the pull-lifts.ing rod in one piece.

Dismantling of Cylinder Liner at Low OverhaulHeights

1) Mount the normal lifting tool for cylinder liners.

2) Carefully pull the cylinder liner half-way out ofthe frame.

3) Mount a special lifting tool for cylinder liners atlow overhaul heights, see plate 52050, item no 033.

4) Attach pull-lifts on the lifting tool for the cylinderliner, see plate 52050, item no 033.

5) Take out the liner over the camshaft side.


L23/30H

Dismantling of Piston and Cylinder Linerat Low Overhaul Heights


0802

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L23/30H720/750 RPM

PlatePage 1 (2) Piston and Connecting Rod

97.05 - ES0S

50601-01H

081

019

093

020*

103

032

044*

056

068

152

139

140*

115

127

0802

8-0D

/H52

50/9

4.08

.12

Piston pin incl.item No 020

Socket screw

Retaining ring

Plug screw

Bush forconnecting rod

Connecting rodincl. item Nos044, 056, 152, 140

Piston

Piston ring

Piston ring

Piston ring

Oil scraper ring

Connecting rodbearing 2/2

Plug screw

Screw forconnecting rod


L23/30H720/750 RPM

ItemNo. Qty.

ItemNo. Qty.

019

020*

032

044*

056

068

081

093

103

115

127

139

140*

152

1/C

4/C

2/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

4/C

Stempelpind inkl.pos. nr. 020

Kraterskrue

Sikringsring

Propskrue

Plejlstangs-bøsning

Plejlstang inkl.pos. nr.044, 056, 152, 140

Stempel

Stempelring

Stempelring

Stempelring

Olieskrabering

Plejlstangs-leje 2/2

Propskrue

Plejlstangs-skrue

97.05 - ES0S

Piston and Connecting Rod PlatePage 2 (2)50601-01H





0802

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/H52

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L23/30H720/750 RPM

Cylinder LinerPlatePage 1 (2)

97.05 - ES0S

50610-01H

0802

8-0D

/H52

50/9

4.08

.12

018

031

043

Cylinder liner

Sealing ring

O-ring

Designation BenævnelseBenævnelseDesignationItemNo. Qty.

ItemNo. Qty.

Cylinderforing

Tætningsring

O-ring

1/C

1/C

2/C

97.05 - ES0S

Cylinder Liner50610-01H PlatePage 2 (2)

L23/30H720/750 RPM





0802

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L23/30H

IndexPage 1 (1)

Description

Camshaft and Camshaft Drive .........................................................................................507.01 (01H)

Working Card

Check of Camshaft and Camshaft Drive .................................................................... 507-01.00 (01H)Inspection and Replacement of Camshaft Bearing .................................................... 507-01.05 (01H)Adjustment of Camshaft ............................................................................................. 507-01.20 (01H)

Plates

Intermediate Wheel ............................................................................................................. 50701-01HCamshaft and Camshaft Bearing ........................................................................................ 50705-01H

96.03 - ES0U

Camshaft and Camshaft Drive 507

General

The camshaft which controls the actuation of inletvalves, exhaust valves and fuel injection pumps isdriven by a gear wheel on the crankshaft through anintermediate wheel, and rotated by a speed which ishalf of that of the crankshaft, see fig. 1.

The camshaft is located in a high level housing in theengine frame.The camshaft runs in replaceable, identical, steel-backed bronze bushings fitted into borings of thetransverse girders in the housing.

The camshaft is built-up of sections, one for eachcylinder unit. Each section is equipped with fixedcams for operation of fuel injection pump, air inletvalve and exhaust valve. The sections are assem-bled by bolting of the ample dimensioned and pre-cision made flange connections, which also act asbearing journals.

Except for the foremost and the aftmost ones, thesections are identical and therefore interchangeable.The foremost section is equipped with a clutch fordriving the fuel oil feed pump (if mounted). The gearwheel for driving the camshaft as well as a gear wheelconnection of governor are screwed on the aftmostsection.

DescriptionPage 1 (1) Camshaft and Camshaft Drive 507.01

Edition 01H

94.26 - ES0S

L23/30H

Engine seen from aft - fly wheel end

Clockwise rotation direction

Fig. 1. Intermediate wheel

The lubricating oil pipes for the gear wheels areequipped with nozzles which are adjusted to apply theoil at the points where the gear wheels are in mesh.The position of the nozzles is determined by directionof rotation of the engine.

0802

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/H52

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.12

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Checking of gear wheels, bolted connections andlubricating system.

Starting position:

Related procedure:

Man power:

Working time : 3 HoursCapacity : 1 man

Data:



97.06 - ES0U-G

L23/30H

Special tools:

Plate no Item no Note.

52006 261 20 - 120 Nm.

Hand tools:

Allen key, 12 mm.Ring and open end spanner, 19 mm.Socket spanner, 19 mm.


Plate no Item no Qty./

50705 099 10/eng.50705 146 6/eng.50705 195 1/eng.50705 183 2/eng.50705 205 2/eng.51106 237 1/cyl.51106 058 1/cyl.51106 693

Check of Camshaft and Camshaft DriveWorking CardPage 1 (2)

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L23/30H

1) Dismount the covers which give access to thegear wheels, camshaft and crankcase.

Examine all gear wheels for cracks, wear and defor-mations. While turning the engine to enable inspec-tion allover the circumference of the gear wheels.

2) Check all screws, nuts and bolted connec-tions, including locking devices everywhere in thegear wheel housing, camshaft housing and crank-case to check that they have not worked loose.Tightening torques, see page 500.40.

97.06 - ES0U-G


Check of Camshaft and Camshaft Drive Working CardPage 2 (2)

3) Examine all lubricating oil spray pipe nozzles.

4) Start the electrical lubricating oil pump andcheck the oil flow everywhere. Be particularly carefulto check that the oil jet hits the gear wheels correctlyat the points where the wheels mesh.

0802

8-0D

/H52

50/9

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.12

Safety precautions:


Description:

Check of roller path of cams and check of cam-shaft bearing.Replacement of camshaft bearing.

Starting position:

Cover for camshaft and gear wheel has beenremoved.

Related procedure:

Camshaft and camshaft drive, 507-01.00

Man power:

Working time : 2 HoursCapacity : 2 men

Data:



95.02 - ES0S-G

L23/30H

Special tools:


52006 261 20 - 120 Nm.

Hand tools:

Ring and open end spanner, 19 mm.Socket spanner, 19 mm.Feeler gauge.Big screw driver.



50705 038 1/eng.50705 051 1/eng.

Inspection and Replacement of Camshaft BearingWorking CardPage 1 (2)

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To Check Roller Path of Cams.

1) While turning the engine, examine the camdiscs and in particular, check the roller path of allcams for cracks, crackles and ruffle. Also examinethe rollers of the roller guides.

Note: if there are flat spots on the roller and if someof the rollers may be blocked, the roller must bereplaced by a new one, see working card 508-01.00.

To Check Camshaft Bearings.

2) The wearing surface of the camshaft bearingscannot be checked without dismounting the cam-shaft. However, ab-normal wear of one or morebearings will become apparent in the form of burrs ofwhite metal at the circumference of the camshaftjournal, and in that case the bearing will in no doubt bediscoloured, as well.

The bearing clearance is measured with a feelergauge, see data sheet 500.35.

To Replace Camshaft Bearing.

3) If one or several of the camshaft bearingsshould be replaced, the camshaft must be wholly orpartly dismantled.

Dismount the fuel oil feed pump, if mounted, andcheck that the camshaft sections are marked inrelation to each other. Disassemble the camshaft aft(toward flywheel) of the bearing that is to be replaced.Dismount all roller guides that are located forward ofthe disassembling position, see working card508-01.00 and 508-01.05.

Pull the disconnected sections of the camshaft so fara head that the bearing which is to be replaced is free.

Take out the locating screw of the camshaft bearingconcerned and push the bearing out of the bore in theengine frame, see fig 1.

Check the lubricating oil ducts to the bearing for freeflow.

95.02 - ES0S-G


Inspection and Replacement of Camshaft Bearing Working CardPage 2 (2)

Camshaft bearing

Hole for lubricating oil

Locating screw

Frame

Fig 1.

Mount a new camshaft bearing in the bore and makesure that the hole for insertion of the locating screw inthe bearing is in a correct position. Lock the bearingby means of the locating screw, which is to beprovided with a new gasket. To facilitate the fitting ofthe bearing it can be cooled down with Co

2.

Inspect the camshaft journal for seizures.

If necessary, the camshaft section must be entirelyremoved from the engine, and the journal concernedmust be polished.

Coat all the journals of the camshaft section withclean lubricating oil and push the camshaft intoposition, making sure that the marks on the flangescoincide.

Assemble the sections and fit the bolts (coated withcopaslip or similar).

Tighten the nuts with a torque spanner, see data sheet500.40.

Mount all roller guides as well as the fuel oil feedpump.

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Safety precautions:


Description:

Nominal adjustment of camshaft. (Adjustment ofcamshaft in relation to crankshaft).

Starting position:

Camshaft assembled as per timing order, moun-ted in frame and roller gear house.

Related procedure:

Adjustment of the maximumcombustion pressure, 514-05.01

Manpower:


Data:



96.30 - ES0S-L

L23/30H

Adjustment of CamshaftWorking CardPage 1 (2)

Special tools:


Hand tools:

Depth gauge.



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96.30 - ES0S-L


Adjustment of Camshaft Working CardPage 2 (2)

If the intermediate wheel has been dismantled anominal adjustment of the camshaft compared to thecrankshaft (timing) must be made as follows:

1) The crankshaft is turned to TDC (top deadcentre) for cylinder no 1.

Cylinder numbering, see page 500.11.

2) Roller guide for fuel oil pump cylinder no. 1 ismounted and the camshaft is turned in a positionwhere the roller guide rests on the cicular part af thecam, see fig 1.

Cam forexhaust valve

Cam for fueloil pump

Roller guide

Seen from front edge

Fig 1.

Fig 2.

"Nominal size"

3) The "nominal size" is measured with a depthgauge, i.e. the distance from the upper edge of theroller guide house to the thrust gauge pressed intothe roller guide, see fig 2.

4) The camshaft is turned - in the engines direc-tion of rotation (see page 500.12) - until the "nominalsize" (as described in item 3) is reduced with thelead, mentioned in "Lead of Fuel Pump".

Note: "Lead of fuel pump" is shown in the table"Adjusment after the trail" in the Shop Test Protocol.

5) When items 1 - 4 are completed and correctthe intermediate wheel can be mounted and tighte-ned up again (torque moment, see page 500.40).

For adjustment of the single fuel oil pumps (separa-tely and assembled), see working card 514-05.01.

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L23/30H

Intermediate WheelPlatePage 1 (2)

94.22 - ES0S

50701-01H

288

181

144

119

024

156

193

073+

168

264

276

061+252

215

240

239

203

120 215

227

132

048

193

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.12

L23/30H

94.22 - ES0S

50701-01H Intermediate Wheel PlatePage 2 (2)


* = Only available as part of a spare parts kit.Qty./E = Qty./Engine


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/Motor

Tandhjul, kompletinkl. item 119, 120, 132,144, 156

Lejetap

Pasbolt

Selvlåsende møtrik

Tandhjul

Tandhjul

Lejebøsning

Pasbolt


Rør

Sikringsplade

Pakning

Mellemstykke

Sikkerhedsskive

Prop

Rør

Prop

Mellemstykke

Pakning

Dæksel

Skrue

+ Item nr. 061 og 073kræver en individuel til-pasning, før monteringkontakt MAN B&W,Holeby

Gear wheel, completeincl. item 119, 120, 132,144, 156

Axle journal

Fitted bolt

Self locking nut

Gear wheel

Gear wheel

Bearing bush

Fitted bolt

Self locking nut

Pipe

Locking plate

Gasket

Connection piece

Securing washer

Nipple plug

Pipe

Nipple plug

Connection piece

Gasket

Cover

Screw

+ Item No. 061 and 073require an individualmatching, beforemounting, contactMAN B&W, Holeby


024

048

061+

073+

119

120

132

144

156

168

181

193

203

215

227

239

240

252

264

276

288

1/E

1/E

3/E

3/E

1/E

1/E

1/E

4/E

4/E

1/E

6/E

2/E

1/E

2/E

1/E

1/E

1/E

1/E

3/E

1/E

6/E

ItemNo. Qty. Qty.

ItemNo.

L23/30H

Camshaft and Camshaft BearingPlatePage 1 (2)

95.25 - ES0S

50705-01H

Styreaksel "For"

Styreaksel mellem

5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Styreaksel "Agter"

Styreakselleje

Styreakselleje5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Tandhjul

Skrue

Fjederskive

Sikringsskrue5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Pakningsring5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Aksel

Skrue

Fjeder

Sikringsring

Skrue5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Fjedertap

Kobling

Skrue

Styreaksel, komplet

Camshaft "Fore"

Camshaft ,Intermediate5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Camshaft "Aft"

Camshaft bearing

Camshaft bearing5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Gear wheel

Screw

Spring washer

Guide ring5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Packing ring5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Shaft

Screw

Spring

Guide ring

Screw5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Spring pin

Coupling

Screw

Camshaft, complete


014

026

038

051

063

075

087

099

109

110

122

134

146

158

171

183

195

205

217

1/E

3/E4/E5/E6/E

1/E

1/E

5/E6/E7/E8/E

1/E

10/E

10/E

6/E7/E8/E9/E

6/E7/E8/E9/E

1/E

6/E

6/E

1/E

40/E30/E42/E56/E

2/E

1/E

2/E

1/E

ItemNo. Qty. Qty.

ItemNo.

95.25 - ES0S





Camshaft and Camshaft Bearing PlatePage 2 (2)50705-01H

L23/30H

JDN 211.30.12 / 212.30.12 / 213.30.12

0802

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L23/30H

Camshaft and Camshaft BearingPlatePage 1 (2)

99.41 - ES0

50705-07H

0802

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.12

Styreaksel agter/mel-lem, 5 cyl. motor

Styreaksel "for"5 cyl. motor

Styreakselleje

Styreakselleje5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Tandhjul

Skrue

Fjederskive

Skrue

Selvlåsende møtrik5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Nav

Skrue

Fjederskive

Sikringsring

Skrue5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Fjedertap

Kobling

Skrue

Styreaksel komplet,5 cyl. motor, inkl. item026, 038, 109, 110, 122,134, 146, 158, 171, 183,195, 205, 374

Styreaksel, agter6 cyl. motor

Camshaft , aft/inter-mediate, 5 cyl. engine

Camshaft "fore"5 cyl. engine

Camshaft bearing

Camshaft bearing5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Gear wheel

Screw

Spring washer

Screw

Self locking nut5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Hub

Screw

Disc spring

Guide ring

Screw5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Spring pin

Coupling

Screw

Camshaft, completefor 5 cyl. engine, incl.item 026, 038, 109, 110,122, 134, 146, 158, 171,183, 195, 205, 374

Camshaft "aft"6 cyl. engine


026

038

051

063

075

087

099

109

110

122

134

146

158

171

183

195

205

217

229

4/E

1/E

1/E

5/E6/E7/E8/E

1/E

10/E

10/E

10/E

50/E40/E52/E66/E

1/E

6/E

6/E

1/E

40/E30/E42/E56/E

2/E

1/E

2/E

1/E

1/E

Itemno Qty. Qty.

Itemno

99.41 - ES0S





Camshaft and Camshaft Bearing PlatePage 2 (2)50705-07H

L23/30H

230

242

254

266

278

291

301

313

325

337

349

350

362

374

1/E

1/E

4/E

5/E

6/E

1/E

1/E

1/E

1/E

1/E

1/E

6/E7/E8/E9/E

6/E7/E8/E9/E

1/E



Camshaft , intermed-iate, 6 cyl. engine






Camshaft complete,6 cyl. eng. incl. item109, 110, 122, 134, 146,158, 171, 183, 195, 205,229, 254, 291, 374



Guide screw5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Packing ring5 cyl. engine6 cyl. engine7 cyl. engine8 cyl. engine

Shaft



Styreaksel mellem6 cyl. motor






Styreaksel komplet,6 cyl. motor inkl. item109, 110, 122, 134, 146,158, 171, 183, 195, 205,229, 254, 291, 374



Styreskrue5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Pakningsring5 cyl. motor6 cyl. motor7 cyl. motor8 cyl. motor

Aksel

Index Page 1 (1)

Operating Gear for Inlet Valves, Exhaust Valves and Fuel injection Pumps 508S

L23/30H Description Operating gear for Valves and Fuel Injection Pumps ........................................... 508.01 (01H) Working Card Inspection of Valve Roller Guides .................................................................... 508.01.00 (01S) Inspection of Fuel Injector Pump Roller Guide ................................................. 508.01.05 (01S) Control and Adjustment of Valve Clearance .................................................... 508-01.10 (01H) Plates Roller Guide and Push Rods .................................................................................... 50801-01H

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DescriptionPage 1(1) Operating Gear for Valve and Fuel Injection Pumps 508.01

Edition 01H

Roller Guides

The fuel injection pumps and the rocker arms for inletand exhaust valves are operated by the cams, on thecamshaft through roller guides. The roller guides forfuel pump, inlet and exhaust valves are located inbores in a common housing for each cylinder, thishousing is bolted to the engine frame.

The roller runs on a bush fitted on a pin that is pressedinto the roller guide and secured by means of a lockscrew.

Operating Gear for Fuel Injection Pumps

The injection pumps which are mounted directly onthe roller guide housing are activated via thrust piecesfrom the roller guide.

The roller is pressed down on to the cam by a spring,which is fixed between the roller guide and the footplate of the fuel injection pump.

Operating Gear for Inlet and Exhaust Valves

The movment from the roller guides for inlet andexhaust is transmitted via the push rods the rockerarms and spring-loaded valve bridges to each of thetwo valve seats. The bridge is placed between thevalve spindles and in the one end it is provided witha pressed-on thrust shoe and in the other end it isfitted with a thrust screw for adjustment of the valveclearance.

On its top the bridge is controlled by a spherical thrustshoe on the rocker arm and at the bottom by a guidewhich rests in a spherical socket in the cylinder head.

96.03 - ES0S

L23/30H

Valve bridge Rocker arm

Valve spindleValve spring

Push rod

Roller guidehousing

Roller guide

Pin

Roller

Camshaft

Fig. 1. Valve Operating Gear.

Protecting Tube

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Working Card Page 1 (3) Inspection of Valve Roller Guides 508-01.00

Edition 01S

L23/30H

Safety precautions: ▩ Stopped engine ▩ Shut-off starting air □ Shut-off cooling water ▩ Shut-off fuel oil □ Shut-off cooling oil ▩ Stopped lub. oil circul. Description: Dismounting. inspection and/or overhaul, and mounting of valve roller guides. Inspection of roller guide housing. Starting position: Top cover for cylinder head and cover for fuel in-jection pump removed. Related procedure: Inspection of fuel injection pump roller guide, 508-01.05 Control and adjusting of valve clearance, 508-01.10 Man power: Working time : 2 hours Capacity : 1 man Data: Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)

Special tools: Plate no Item no Note 52006 261 20 – 120 Nm Hand tools: Ring and open end spanner, 19mm. Ring and open end spanner, 24mm. Socket spanner, 19 mm. Socket spanner, 10 mm. Allen key, 3 mm. Allen key, 10 mm. Ratchet spanner. Hammer. Drift. Replacement and wearing parts: Plate no Item no Qty/ 50801 185 4/cyl 50801 220 2/cyl 50801 232 1/cyl

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508-01.00 Edition 01S

Inspection of Valve Roller Guides Working Card Page 2 (3)

L23/30H

Dismounting of Roller Guide. 1) Turn the engine so that the roller, rests on the

circular part of the cam.

2) Unscrew the nuts which sebrackets, and lift off the roets.

3) Remove the push rods (1),

cure the rocket arm cker arm with brack-

see fig 1.

6)

7)

8)

Fig 1. 4) Loosen the lock screw for the push rod pro-

tecting tube, see plate 50801, item 207, on the roller guide top cover and lift up and remove the protecting tube (2).

5) Dismount the screws (3) which secure the roller guide top cover, take off the cover, the spring (7) and lift out the roller guide (5).

Disconnect any pipes that may be in the way (lub. oil and fuel oil pipes).

If the roller guide housing is to be dismantled, the fuel injection pump and the fuel injection pump roller guide are to be dismounted, see working card 514-01.05 and a number af lubri-cating oil and fuel oil pipes are also to be dis-connected.

The roller guide housing (6) cannot be dismantled with the roller guides fitted.

If the event of any marks or scores from sei-zure, these must be polished away.

Inspect the spherical stud for deformations (re-place as necessary).

Examine the surface of the roller for marks and other deformations. Make sure that there is free ply between the roller and the bush and the shaft pin, and replace the bush, if necessary. Replacement of Roller, Bush and Shaft Pin. 9) Remove the lock screw which secures the

roller guide shaft pin and push out the shaft pin.

The roller, shaft pin, and bush can now be re-placed as required. 10) Blow through the lubricating ducts in roller

guide and roller guide housing, and clean the lubricating grooves.

Mounting of Roller Guide. 11) When assembling the parts, which is carried

out in the reverse order to the above care must be exercised not to damage the o-rings when mounting the protecting tube.

12) Adjusting of valve clearance, see working card

508-01.10.

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Working Card Page 3 (3) Inspection of Valve Roller Guides 508-01.00

Edition 01S

L23/30H

13) When the roller guide housing(6) to be re-placed into a new part, special care should be done at the mounting checking the contact surface between each cam & roller to give a smooth rolling motion. especially for the alignment of center line between cam shaft and roller guide housing.

1999.11.16-S.H.B(No. 13) note to be added by S S H1

Working Card Page 1 (2) Inspection of Fuel Injection Pump Roller Guide 508-01.05

Edition 01S

L23/30H

Safety precautions: ▩ Stopped engine ▩ Shut-off starting air □ Shut-off cooling water ▩ Shut-off fuel oil ▩ Shut-off cooling oil ▩ Stopped lub. oil circul. Description: Dismounting. inspection and/or overhaul, and mounting of roller guide for fuel injection pump. Starting position: Cover for fuel injection pump removed. Fuel injection pump has been removed, 514-01.05 Related procedure: Adjustment and/or check of max. combustion pressure, 514-01.20

Man power: Working time : 1/2 hour Capacity : 1 man

Data: Data for pressure and tolerance (Page

500.35) Data for torque moment (Page

500.40) Declaration of weight (Page

500.45)

Special tools: Plate no Item no Note

Hand tools: Allen key, 3 mm. Hammer. Drift. Replacement and wearing parts: Plate no Item no Qty/

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96.03-ES0S

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96.03-ES0S

508-01.05 Edition 01S

Inspection of Fuel Injection Pump Roller Guide Working Card Page 2 (2)

Dismounting of Roller Guide. 1) Remove the support ring (1) and spring (2)

and take up the roller guide (3), see fig 1.

Fig 1. Inspection of Roller Guide. 2) If the event of any marks or scores from sei-

zures, these must be polished away.

3) Inspect he spherical stud for deformations (re-place as necessary).

Examine the surface of the roller for marks and other deformations. Make sure that there is free ply between the roller and the bush and the shaft pin, and replace the bush if necessary. Replacement of Roller, Bush and Shaft Pin. 4) Remove the lock screw which secures the

roller guide shaft pin anti push out the shaft pin.

The roller, shaft pin, and bush can now be re-placed as required. 5) Blow through the lubricating ducts in roller

guide and roller guide housing, and clean the lubricating grooves.

Mounting of Roller Guide. 6) When assembling the parts which is carried

out in the reverse order. 7) For adaption of the thrust piece of the roller

guide, see working card 514-01.20. 8) When the roller guide housing(6) to be re-

placed into a new part, special care should be done at the mounting checking the contact surface between each cam & roller to give a smooth rolling motion, especially for the alignment of center line between cam shaft and roller guide housing.

L23/30H

1999.11.16-S.H.B(No. 8) note to be added by S S H1

0802

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Safety precautions:


Description:

Control and/or adjusting of valve clearance.

Starting position:

Cover for rocker arm are removed.All indicator valves open.

Related procedure:

Manpower:


Data:



L23/30H

Special tools:

Plate no Item no. Note

52008 022 Exhaust52008 010 Inlet52010 011

Hand tols:

Ring and open end spanner, 24 mm.Big screw driver.



See also plate 50502.

Control and Adjusting of Valve ClearanceWorking CardPage 1 (3)

96.38 - ES0S

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Adjusting of Inlet Valve Clearance.

1) Turn the engine so that the roller, rests on thecircular part of the cam, i.e. the inlet valves and theexhaust valves are closed.

2) Loosen the adjustment screws on valve bridgeand rocker arm, see fig 1.


Control and Adjusting of Valve Clearance Working CardPage 2 (3)

Fig. 1.

3) Clearance between valve bridge and valvespindle, see page 500.40.

4) Place the feeler gauge marked with "correct"0,50 mm above the valve spindle nearest to therocker arm bracket, see fig 1.

5) Adjust the clearance between valve bridge andvalve spindle by means of the adjustment screw onthe rocker arm (above the push rod) and tighten thelock nut.

Fig 2.

The feeler gauge is to remain in this position whenadjusting the clearance of the other valve.

6) Place another feeler gauge, at the same size0,50 mm above the other valve spindle, see fig 2.

7) Adjust the clearance between valve bridge andvalve spindle by means of the adjusment screw onthe valve bridge, and tighten the lock nut, see fig 2.

8) Check that the clearance is correct simulta-neously at both valve spindles.

Adjusting af Exhaust Valve Clearance.

96.38 - ES0S

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L23/30H

Control and Adjusting of Valve ClearanceWorking CardPage 3 (3)

Fig 3.

96.38 - ES0S

9) Carry out adjustment in the same way asdescribed for the inlet valves, but using the feelergauge for exhaust valve clearance 0,90 mm.

10) The feeler gauges for checking the clearancehave two gauges which are marked "incorrect" and"correct", the latter to be used when adjusting thevalve clearance, see fig 3.

After tightening up the counter nuts on rocker armsand valves bridge, be sure that the feeler gaugesmarked "correct" can be inserted into the two clear-ances simultaneously as where it must not be pos-sible to insert the gauges marked "incorrect".

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L23/30H

PlatePage 1 (2) Roller Guide and Push Rods

94.32 - ES0S

50801-01H

090

112

124

089

100

028

077

053

041

065

256

161

136 232

016+

244

065

053

220041

077

281

148

207

197

219

185

173

185

268

268

293 303

0802

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/H52

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Hus forrullestyr

Rullestyr for pumpe

Foring

Tap

Rulle

Fjederstift

Tryktap

Skive for fjeder

Fjeder

Tryktap

Skive

Skrue

Kugletap

Skive

Skærmrør

O-ring

Dæksel

Fjederstift

Skrue

Pakning

Pakning

Styrestift

Skrue

Tryktap

Rullestyr for ventil

Stødstang

Stødstang komplet, inkl.item 268 og 293

94.32 - ES0S

Housing forroller guides

Roller guide forpump

Pin

Bush

Roller

Spring pin

Thrust pin

Washer for spring

Spring

Thrust pin

Washer

Screw

Ball pin

Washer

Protecting tube

O-ring

Cover

Spring pin

Screw

Gasket

Gasket

Guide pin

Screw

Thrust pin

Roller guide forvalve

Push rod

Push rod complete,incl. item 268 and 293


Roller Guide and Push Rods

L23/30H

016+

028

041

053

065

077

089

090

100

112

124

136

148

161

173

185

197

207

219

220

232

244

256

268

281

293

303

1/C

1/C

3/C

3/C

3/C

3/C

1/C

1/C

1/C

1/C

1/C

2/C

2/C

8/C

2/C

4/C

2/C

2/C

4/C

2/C

1/C

2/C

8/C

4/C

2/C

2/C

2/C

ItemNo. Qty. Qty.

ItemNo.

50801-01H PlatePage 2 (2)





315 1/C Valve gear complete,as shown on plate50801 except item 303

+ Item No. 016 requirean individual match-ing before mounting,con-tact MAN B&W,Holeby

Ventilbevægelsekomplet, som vist påplate 50801 undtagenitem 303

+ Item nr. 016 kræveren individuel tilpasningfør montering, kontaktMAN B&W, Holeby

Index Page 1 (1) Crankshaft and Main Bearings 509S

L23/30H Description Control and Safety Systems .................................................................................. 509.01 (01H) Instruments and Automatics .................................................................................. 509.05 (01H) Lambda Controller ................................................................................................. 509.10 (02H) Starting Box ........................................................................................................... 509.35 (01H) Converter for Engine-and Turbocharger RPM signal ............................................ 509.40 (01H) Working Card Functional Test and Adjustment of Safety, Alarm, and Monitoring Equipment ........................................................................................................ 509-01.00 (01H) Functional Test and Adjustment of Overspeed Trip ......................................... 509-01.05 (01H) Adjustment and Test of ON/OFF Pressostate .................................................. 509-05.00 (01H) Adjustment and Test of ON/OFF Pressostate .................................................. 509-05.00 (01S) Adjustment and Test of ON/OFF Thermostate ................................................ 509-05.01 (01H) Adjustment and Test of ON/OFF Thermostate ................................................ 509-05.01 (01S) Function and Test of Level Switch (LAL 25) .................................................... 509-05.02 (01H) Adjustment and Test of Analogous Pressure Transmitter ............................... 509-05.03 (01H) Adjustment and Test of Analogous Pressure Transmitter ............................... 509-05.03 (01S) Adjustment and Test of Analogous Temperature Transmitter ......................... 509-05.04 (01H) Adjustment of Lambda Controller ..................................................................... 509-10.00 (02H) Adjustment of Lambda Controller ..................................................................... 509-10.00 (03H) Plates Governor and Govemor Drive .................................................................................. 50901-01H Regulation Device .................................................................................................... 50902-01H Overspeed Device .................................................................................................... 50903-01H Fuel Oil Leakage Alarm (LAH 42) ............................................................................ 50905-01H Fuel Oil Leakage Alarm (LAH 42) ............................................................................ 50905-02H PrelubricatlngOIIAIarm(LAL25) ................................................................................ 50905-03H Instrument Panel ...................................................................................................... 50905-04H Level Switch in Oil Sump (LAL 28) ........................................................................... 50905-05H Level Switch in Oil Sump (LAL 28) ........................................................................... 50905-05S Level Switch in Oil Sump (LAL/LAH 28) ................................................................... 50905-06H Level Switch In Oil Sump (LAL/LAH 28) .................................................................. 50905-06S Pressostate, Thermostate, Difference Pressostate and Pressure Transmitter ........ 50907-01H Pressostate, Thermostate, Difference Pressostate and Pressure Transmitter ........ 50907-01S Thermometer ............................................................................................................ 50907-02H

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Pick-up ...................................................................................................................... 50908-01H Temperrature Transmitter ........................................................................................ 50908-03H Lambda Controller .................................................................................................... 50910-01H Starting Box .............................................................................................................. 50935-01H

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96.38 - ES0S-G

DescriptionPage 1 (2) Control and Safety Systems

Governor

The engine speed is controlled by a hydraulic go-vernor. The purpose of the governor is to regulatethe rate of delivery from the fuel pumps, so that theengine speed is kept within certain limits, indepen-ding on the load.

Information about the design, function and operationof the governor is found in the special governorinstruction book.

The governor is mounted on the flywheel end of theengine and is driven from the camshaft via a cy-lindrical gear wheel and a set of bevel gears.

Pick-up for Engine RPM

The pick-up for transfer of signal to the tachometerinstrument for engine RPM is mounted on the flywheelend cover of the engine.

A signal varying proportionally to engine RPM iscreated in the pick-up by the rotating toothed impulsewheel mounted on the camshaft end.

Pick-up for Turbocharger RPM

See turbocharger instruction book, section 512.

Regulating Shaft

The governor movements are transmitted through aspring-loaded pull rod to the fuel pump regulatingshaft which is fitted along the engine.

The spring-loaded pull rod permits the governor togive full deflection even if the stop cylinder of themanoeuvring system keeps the fuel pump regulatingshaft at "no fuel" position.

Each fuel pump is connected to the common, lon-gitudinal regulating shaft by means of a two-piece,spring-loaded arm.

L23/30H

Should a fuel pump plunger seize in its barrel, thusblocking the regulating guide, governing of theremaining fuel pumps may continue unimpede owingto the spring-loaded linkage between the blockedpump and the regulating shaft.

Stop Screw for Max. Delivery Rate

The bracket for stop cylinder/limiting cylinder is fittedwith a stop screw which prevents the fuel pumpsfrom being set to a higher delivery rate than whatcorresponds to the permissible overload rating.

This is effected by the arm on the regulating shaftbeing stopped by the stop screw, see fig. 1.

Mechanical Overspeed (SSH 81)

The engine is protected against overspeeding in theevent of, for instance, governor failure by means ofan overspeed trip.

The engine is equipped with a stopping device whichstarts to operate if the maximum permissible revo-lution number is exceeded.

The overspeed tripping device is fitted to the endcover of the lubricating oil pump and is driven throughthis pump.

If the pre-set tripping speed is exceeded, the spring-loaded flyweight (1), see fig. 1, will move outwardsand press down the arm (2).

The arm is locked in its bottom position by the lockpin (3) which is pressed in by the spring (4).

At the same time the arm (2) presses down thespindle (5), and the pneumatic valve (6) opens,whereby compressed air will be led to the Lambdacylinder, see description 509.10, in which the pistonis pressed forward and, through the arm, turns thefuel pump regulating rod to STOP position, therebythe engine stops, the spring-loaded pull rodconnection to the governor being compressed.

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DescriptionPage 2 (2)Control and Safety Systems509.01

Edition 01H

L23/30H

The engine can be stopped manually by pressingdown the button (7), see fig. 1, which will activate thespring-loaded fly weight (1) through the lever (8).

If the overspeed has been activated the overspeedmust be reset before the engine can be started.Reset is done by means of the button (10).

The overspeed alarm (SAH 81) is activated bymeans of the micro switch (9).

7

183

52

6

1

9

Normalpoisition

1. Flyweight

2. Arm

3. Lock pin

4. Spring

5. Spindle

6. Pneumatic valve

7. Button

8. Lever

9. micro switch

10. Button

Overspeedactivated

Fig 1. Mechanical overspeed (SSH 81).

2 5 3 4 10 10

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509.05Edition 01H

Push button

Valves

Flexible hose

Rubber element

On the engine is as standard mounted an instrumentpanel.

The following incorporating pressure gauges for the mostessential pressures.

Pressure gauge for:

PI 01 LT fresh water, inlet to air coolerPI 10 HT fresh water, inlet enginePI 21/22 Lubricating oil, inlet/outlet to filterPI 23 Lub. oil, inlet to turbochargerPI 31 Charge air, outlet from coolerPI 40 Fuel oil, inlet to engine

Fig. 2. Cross section of instrument panel

Instruments and Automatics

L23/30H


Main Instrument Panel

As standard the engine is equipped with an instrumentpanel, comprising instruments for visual indication ofthe most essential pressures.Illustrated on fig. 1.

The instrument panel is mounted flexibly on rubberelements and all manometer connections are connec-ted to the panel by means of flexible hoses, as shownon fig. 2.

Fig. 1. Lay-out of instrument panel

The connecting pipes to the manometers are equip-ped with valves which make it possible to replace themanometers during operation.

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Instruments and Automatics509.05Edition 01H

L23/30H


Instrumentation

As standard the engine is supplied with the followinginstrumentation mounted local on the engine:

Thermometer TI 01 LT water - inlet air cooler

Thermometer TI 02 LT water - outlet from air cooler

Thermometer TI 03 LT water - outlet from lub. oil cooler

Thermometer TI 10 HT fresh water - inlet to engine

Thermometer TI 11 HT fresh water - outlet each cylinder

Thermometer TI 20 Lubricating oil - inlet to cooler

Thermometer TI 22 Lubricating oil - outlet from filter

Thermometer TI 30 Charge air - inlet to cooler

Thermometer TI 31 Charge air - outlet from cooler

Thermometer TI 40 Fuel oil - inlet to engine

Thermometer TI 60 Exhaust gas - outlet each cylinder

Thermometer TI 61 Exhaust gas - outlet turbocharger

The actual number of the instrumentation for the plantcan be seen on the diagrams for the specific plant inthe sections 512-513-514-515-516.For code identification see 500.20.

Pressostates and Thermostates

The engine is supplied with a number of alarm- andshut-down functions. The alarms shall via the alarmpanel worn against an abnormal working condition,which can lead to break down and the shut-downfunctions shall stop the engine before a break down.I.e. a shut-down is "worse" than an alarm because ashut-down is given if the engine could be severedamage by running on these conditions.

As standard the engine is equipped with:

Shut-down Switches for

- too low lubricating oil pressure - inlet engine- too high HT FW temperature - outlet engine- too high engine speed (over speed)

Alarm Switches for

- leaking fuel oil- too low lubricating oil pressure - inlet engine- too low prelubricating oil pressure (level alarm)

- too high press. drop across lub. oil filter- too high HT FW temperature - outlet engine- too low starting air pressure - inlet engine- too high engine speed (overspeed)

The actual number and type of the alarm- and shut-down switches for the plant can be seen in the list"Engine Automatic part list" in this section.

Leakage Alarm (LAH 42)

Waste and leak oil from the comparement, for theinjection equipment, fuel valves, high-pressure pipesand engine feed pump (if mounted) is led to a fuelleakage alarm unit.

Fig. 4. Fuel oil leakage alarm.

Normal leakage

High level

Waste oil outlet

AlarmNormal

C

B

A

Leakoil

Leak alarmNormal level

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96.03 - ES0S

Alarm for Prelubricating (LAL 25)

Alarm for missing prelubricating, when the engine isstopped is given by means of a level switch (LAL 25)mounted in the main lubricating oil pipe.

Alarm and Shut-down for Overspeed

When the mechanical overspeed is activated, see509.01 fig. 2, a micro-switch will release the alarm foroverspeed (SAH 81) and activate the shut-downsolenoid in the governor.

The latter function is a back-up for the mechanicaloverspeed.

The alarm unit consists of a box with a float switch forlevel monitoring, see fig. 4.

The supply fuel oil to the engine is led through the unitin order to keep heated up, thereby ensuring freedrainage passage even for high-viscous waste/leakoil.

Under normal conditions there will always be a smalleramount of waste/leak oil from the comparement, thiswill be led out through the bore "A" in the pipe "B" asillustrated.

In case of a larger than normal leakage, the level in thebox will rise and the level switch "C" will be activated.The larger amount of leak oil will be lead out throughthe top of the pipe "B".

509.05Edition 01H

Instruments and Automatics

L23/30H


509.10Edition 02H

If the system is activated more than 10 seconds, thesolenoid valve will be shut off and there will be aremote signal for "system failure".

Fuel oil limiting during start procedure

During the start procedure the lambda controller isused as an index limiter.

Hereby heavy smoke formation is prevented duringstart procedure and further the regulating devicecannot over-react.

The jet system is blocked during the starting proce-dure until the engine has reached 710 RPM.

Lambda Controller

00.11 - ES0-G

L23/30H

Purpose

The purpose with the lambda controller is to preventinjection of more fuel in the combustion chamber thancan be burned during a momentary load in-crease.This is carried out by controlling the relation betweenthe fuel index and the charge air pressure.

The Lambda controller is also used as stop cylinder.

Advantages

The lambda controller has the following advantages:

- Reduction of visible smoke in case of suddenmomentary load increases.

- Improved load ability.

- Less fouling of the engine's exhaust gas ways.

- Limitation of fuel oil index during startingprocedure.

Principles for functioning

Figure 1 illustrates the controller's operation mode. Incase of a momentary load increase, the regulatingdevice will increase the index on the injection pumpsand hereby the regulator arm (1) is turned, the switch(2) will touch the piston arm (3) and be pusheddownwards, whereby the electrical circuit will beclosed.

Thus the solenoid valve (4) opens. The jet system isactivated, the turbocharger accelerates and increasesthe charge air pressure, thereby pressing the piston(3) backwards in the lambda cylinder (5). When thelambda ratio is satisfactory, the jet system will be de-activated.

At a 50% load change the system will be activated forabout 3-8 seconds. Fig 1 Principle drawing of lambda controller.

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509.35Edition 01H

94.26 - ES2S-G

Starting Box

Engine / Turbocharger RPM

By activating the "Engine RPM/TC RPM" button, theindication is changed.

Engine RPM indication is green light-emitting diodesand turbocharger RPM indication is red light-emittingdiodes.

External Indications

There are output signals for engine RPM andturbocharger RPM.Engine: 0 - 1200 RPM ~ 4-20 mATC: 0 - 60000 RPM ~ 4-20 mA

The pushbuttons for "Remote", "Local" and "Blocking"have potential free switches for external indication.

All components in the starting box are wired to thebuilt-on terminal box.


Description

The starting box is mounted on the engine's controlside. On front of the box there are the followingindications/pushbuttons:

- Indication of engine or turbocharger RPM- Indication of electronic overspeed- Pushbutton for "Manual Start"- Pushbutton for "Manual Stop"- Pushbutton for "Remote" *- Pushbutton for "Local" *- Pushbutton for "Blocking" *- Pushbutton for change-over between engine

and turbocharger RPM

* The function chosen is indicated in the pushbutton.See fig 1.

Manual Start

The engine can be started by means of the startbutton, but only if the button "Local" is activated.

The manual, local start is an electrical, pneumaticstart, i.e. when activating the start button a solenoidvalve opens for air to the air starter, thereby engagingthe starter and starting the diesel engine. Throughoutthe starting cycle the start button must be activated.

The air starter is automatically disengaged when thediesel engine exceeds 140 RPM. If the start button isdisengaged before the diesel engine has exceeded140 RPM, further starting cycles are blocked, until 5sec. after the engine is at standstill.

Remote Start

Remote start can only take place if the pushbutton for"Remote" is activated.

Manual Stop

The "Manual Stop" button is connected to the stopcoil on the governor.

Blocking

If "Blocking" is activated, it is not possible to start thediesel engine.

Fig 1. Starting box

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DescriptionPage 1 (1) Converter for Engine- and Turbocharger RPM Signal

L23/30H

Engine RPM signal

For measuring the engine's RPM, a pick-up mountedon the engine is used giving a frequency dependingon the RPM. To be able to show the engine's RPMon an analogue tachometer, the frequency signal issent through an f/I converter (frequency/currentconverter), where the signal is transformed into aproportional 4-20 mA ~ 0-1200 RPM signal.

Further, the converter has following signals:

- overspeed- engine run- safe start- tacho fail

96.30 - ES2S-G

The "engine run" signals will be given through arelay. One for synchronizing and one for start/stop ofpre. lub. oil pump or alarm blocking at start/stop.

Safe start

When the safe start signal is activated the enginecan start. When the engine reach 140 RPM the airstarter will be shut-off.

Further, the safe start signal is a blocking function forthe air starter during rotation.

Tacho fail

The tacho fail signal will be on when everything isnormal. If the pick-up or the converter fails the signalwill be deactivated. E.g. if there is power supplyfailure.

The converter for engine RPM signal is mounted inthe terminal box on the engine.

Turbocharger RPM signal

For measuring the turbocharger RPM, a pick-upmounted on the engine is used giving a frequencydepending on the RPM. To be able to show theturbocharger's RPM on an analogue tachometer,the frequency signal is sent through a f/I converter(frequency/current converter), where the signal istransferred into a proportional 4-20 mA ~ 0-60000RPM.

509.40Edition 01H

Fig 2. Converter for TC RPM.

Fig 1. Converter for engine RPM.

Overspeed

When the engine speed reach the setpoint forelectronic overspeed the converter gives a shutdownsignal and a alarm signal through a relay.

Engine run

When the engine speed reach 710 RPM or 200 RPM+ 10 seconds the converter gives a "engine run"signal.

The engine run signal will be deactivated when thespeed is 640 RPM. If the engine speed haven't beenover 710 RPM the signal will be deactivated at 200RPM.

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The converter is mounted in the terminal box onengine.

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L23/30H


Special tools:


See Related Procedure

Hand tools:

See Related Procedure



Functional Test and Adjustment of Safety,Alarm and Monitoring Equipment

Safety precautions:


Description:

Function test and adjustment of safety, alarm andmonitoring equipment.

Starting position:

Related procedure:

Overspeed trip 509-01.05Pressostate 509-05.00Thermostate 509-05.01Level switch (LAL 25) 509-05.02Analog pressure transmitter 509-05.03Analog temperature transmitter 509-05.04

Man power:

Working time : hoursCapacity : man

Data:


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Functional Test and Adjustment of Safety,Alarm and Monitoring Equipment

Maintenance of monitoring and safety systems.

One of the most important parameters in the pre-ventive work is that the alarm system as well as theshutdown and overspeed devices are functioning100%.

If some of these functions are out of operation, theyhave to be repaired immediately. If this is not pos-sible because of the present working situation, theengine has to be under constant observation until itcan be stopped.

It is recommended that all functions are tested everythree months according to the mentioned workingcards.

The extent of the alarm and safety functions is vari-able from plant to plant.

For check of these functions use the working cardsmentioned under related procedure on page 1.

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Safety precautions:


Description:

Functional test and adjustment of overspeed trip.

Starting position:

Functional test and adjustment of safetyalarm and monitoring equipment, 509-01.00

Related procedure:

Manpower:


Data:



96.03 - ES0S-G

L23/30H

Special tools:


52009 016

Hand tools:

Allen key, 4 mm.Allen key, 2 mm.



Functional Test and Adjustment of Overspeed TripWorking CardPage 1 (2)

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Functional Test and Adjustment of Overspeed Trip Working CardPage 2 (2)

Turn the engine until the adjusting screw is oppositethe opening on the side of the housing. Now loosen thelock screw and turn the adjusting screw, using thetubular pin spanner supplied, see fig 2.

1) The engine is run up manually, (on governor"synchronizer") and at no load, while watching thetachometer.

On reaching the revolution number indicated on page500.30 or in "Test Report", the overspeed trippingdevice must function, thus actuating the stop cylinders.The fuel injection pump control rods are now movedto zero index, and the engine stops.

2) If the overspeed device trip at a revolutionnumber different from that stated on page 500.30 or inthe "Test Report" the overspeed device must beadjusted.

Fig 1.

Adjustment of Overspeed Trip.

3) Remove both covers on the housing of theoverspeed tripping device, see fig 1.

Turn the adjusting screw outwards (slacken flyweightspring) to reduce the revolution number. Be carefulnot to screw the adjusting screw so far out that it maytouch the release arm. Tighten the lock screw and testthe overspeed device again.

4) Refit the covers when the overspeed devicefunctions at correct revolution number.

5) The overspeed device can be tested manuallyby depressing the button on top af the housing, see fig1. This will activate the flyweight and the arm forrelease of the air valve for the stop cylinders and theengine should thus stop. (This test must also becarried out without load).

6) It is recommended now and then, while theengine is at a standstill, to move the flyweight bymeans of the push button to ensure that the flyweightcan always move with sufficient ease.

Fig 2.

Working Card Page 1 (2) Adjustment and Test of On/Off Pressostate 509-05.00

Edition 01S

L23/30H

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509-05.00 Edition 01S

Adjustment and Test of On/Off Pressostate Working Card Page 2 (2)

L23/30H

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Working Card Page 1 (2) Adjustment and Test of On/Off Thermostate 509-05.01

Edition 01S

L23/30H

96.26-ES0S-G

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509-05.01 Edition 01S

Adjustment and Test of On/Off Thermostate Working Card Page 2 (2)

L23/30H

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Safety precautions:


Description:

Function and test of level switch, LAL 25, inlubricating oil system.

Starting position:


Related procedure:

Manpower:


Data:



91.03 - ES0S-G

L23/30H

Special tools:

Plate no. Item no. Note

Hand tools:



Function and Test of Level Switch (LAL 25)Working CardPage 1 (2)

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The level switch LAL 25, which is mounted on themain lubricating oil pipe of the engine, gives alarm formissing prelubricating oil.

Function.

1) By starting the prelubricating oil pump the mainlubricating oil pipe will be filled with lubricating oil,which means that the level switch is lifted and thealarm is disconnected.

2) When the prelubricating is interrupted, the lub.oil will run out of the system through the bearings,which means that level switch is lowered and thealarm starts.

Test:

The test is carried out when the engine is stopped.

3) Start the lubricating oil pump, and let the pumprun about 5 min.

4) Stop the prelubricating oil pump. The alarmmust be released after 0 - 5 min., depending of the oilviscosity.

91.03 - ES0S-G


Function and Test of Level Switch (LAL 25) Working CardPage 2 (2)

Level switch

Main lubricating oil pipe

Vent pipe

Fig 1.

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Working Card Page 1 (2)

Adjustment and Test of Analogous Pressure Transmitter

509-05.03 Edition 01S

L23/30H

91.45-ES0S-G

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Adjustment and Test of Analogous Pressure Transmitter

Working Card Page 2 (2)

L23/30H

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Safety precautions:


Description:

Adjustment and test of analogous temperaturetransmitter, (PT 100 sensor).

Starting position:


Related procedure:

Mampower:


Data:



96.26 - ES0S-G

L23/30H

Special tools:


Hand tools:

Special testing devices.




Adjustment and Test ofAnalogous Temperature Transmitter

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96.26 - ES0S-G



Otherwise the test can be carried out by watching ifthe alarm plant gives any alarm, when the alarm limitwhich is stated on page 500.30 is exceeded (if thealarm plant is adjusted).

5) The sensor is mounted again.

The PT 100 sensor consists of a resistance wirewhich changes resistance depending on the tempe-rature.

Look and design varify depending on the place ofmeasurement and manufacture.

Adjustment:

1) The PT 100 sensor cannot be adjusted, but thealarm limit must be set on the alarm plant.

Set point, see page 500.30.

Test:

2) The functional trial of the PT 100 sensor can becarried out according to the following procedure.

3) Take out the sensor of the pocket.

4) Test the sensor by diving the sensor in thewater. Compare the signal from the sensor with thewater temperature.

If the alarm plant has an instrument unit, the tempe-rature can be read on this.

Fig 1.

Adjustment and Test ofAnalogous Temperature Transmitter

Working Card Page 1 (2) Lambda Controller 509-10.00

Edition 03H

L23/30H

Safety precautions : ▩ Stopped engine □ Shut-off starting air □ Shut-off cooling water □ Shut-off fuel oil □ Shut-off cooling oil □ Stopped lub. oil circul. Description: Adjustment of lambda controller. Starting position: Related procedure: Manpower: Working time : 1 hours Capacity : 1 man Data: Data for pressure and tolerance (Page 500.35)Data for torque moment (Page 500.40)Declaration of weight (Page 500.45)

Special tools: Plate no Item no Note.

Hand tools: Allen key. Replacement and wearing parts: Plate no Item no Qty/

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95.29-ES0S

Lambda Controller Normally the lambda controller does not need ad-justment. The only time adjustment is needed, is when the controller or the governor has been dis-mantled. The adjustment is to be carried out in standstill position. 1. Check that the free space between the pick-up

and the band steel on the regulating arm is min 1 mm, see fig 1.

Fig 1. 2. Set the index of the fuel pumps according to

the Shop Test protocol by means of the gov-ernor arm, see plate 50902-01H, item 039.

Note: Set the "load limit" control knob at max in order to protect the governor. 3. Fit the adjustment screw (3), fig 3, until the

piston has contact with the spring without compressing the spring.

Fig 2.

Fig 4. 5.

509-10.00 Edition 03H Lambda Controller Working Card

Page 2 (2)

L23/30H

1. Vent fitter 2. Lambda cylinder 3. Charge air pressure 4. Piston of the

lambda cylinder 5. Regulating arm

1. Spring 2. Piston rod 3. Adjustment screw

3.

Fasten the adjustment screw.

Adjustment finished.

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.12

L23/30H

Governor and Governor DrivePlatePage 1 (2)

91.43 - ES0S-L

50901-01H

0802

8-0D

/H52

50/9

4.08

.12

91.43 - ES0S-L

Synchronnizingmotor

Plug screw

Gasket

Nut

Stud

O-ring

Castle nut

Split pin

Shut downsolenoid

Governor

Screw

Shim (set 0,1 -0,3 - 0,5 - 1,0 mm)

Disc

Ball bearing

Bevel gear wheel

Key

Castle nut

Split pin

Housing

Stud

Pin

Plug

Plug

Axle journal

Bush

Bevel gear wheel

Gear wheel

Pointed screw


Governor and Governor Drive PlatePage 2 (2)

L23/30H

ItemNo. Qty. Qty.

ItemNo.

320

332

1/E

1/E

Wear disc

Key

+ Item No. 212 requirean individual matching(by shims) beforemounting, contact,MAN B&W, Holeby

Slidskive

Feder

+ Item nr. 212 kræver enindividual tilpasning(med shims) før monte-ring, kontakt MAN B&W,Holeby.

50901-01H

Synchroniserings-motor

Propskrue

Pakning

Møtrik

Tap

O-ring

Kronemøtrik

Split

Shut-downspole

Regulator

Skrue

Mellemlæg (sæt 0,1 -0,3 - 0,5 - 1,0 mm)

Skive

Kugleleje

Konisk tandhjul

Feder

Kronemøtrik

Split

Hus

Tap

Stift

Prop

Prop

Akseltap

Bøsning

Konisk tandhjul

Tandhjul

Pinolskrue

1/E

1/E

1/E

4/E

2/E

1/E

1/E

1/E

1/E

1/E

4/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

2/E

2/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

021

033

045

057

069

070

082

094

104

116

128

141

153

165

177

189

190

200

212+

224

236

248

261

273

285

297

307

319





0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Regulating Device 50902-01HPlatePage 1 (2)

94.46 - ES0S

0802

8-0D

/H52

50/9

4.08

.12

Skrue

Låseblik

Regulatorarm

Split


Skrue for kuglehoved

Fjederbelastet træk-stang, komplet

Trækstangshoved

Split

Trækstangsende

Cylindrisk stift

Fjederhus

Pinolskrue

Fjeder

Cylindrisk stift

Styrering

Styrering

Trækstang

Møtrik

Låseblik

Arm

Fjederstift

Skrue

Styrestift

Skrue

Leje

Bøsning

Reguleringsaksel

Skive

94.46 - ES0S

Screw

Locking plate

Governor arm

Split pin

Self locking nut

Screw for ball head

Spring loaded pull rod,complete

Pull rod head

Split pin

Pull rod end

Cylindrical pin

Spring housing

Pointed screw

Spring

Cylindrical pin

Guide ring

Guide ring

Pull rod

Nut

Locking plate

Arm

Spring pin

Screw

Guide pin

Screw

Bearing

Bushing

Regulating shaft

Washer


Regulating Device PlatePage 2 (2)50902-01H

L23/30H

015

027

039

040

052

064

076

088

111

123

135

147

159

160

172

184

196

206

218

231

243

255

267

279

280

292

302

314

326

1/R

3/R

1/R

2/R

2/R

2/R

1/R

2/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/E

1/E

ItemNo. Qty. Qty.

ItemNo.

Stopring

Skrue

Lænkeled

Split

Stift

Stift

Fjederarm

Fjeder

Fjederstift

Armholder

Skrue

Bøsning

Lejeblik

Fjederstift

Skrue

Skrue

Styrestift

Stoparm

Skrue

Skrue

Skive

Møtrik

Konsol


* = Only available as part of a spare part kit.Qty./E = Qty./EngineQty./C = Qty./CylinderQty./R = Qty./Regulating device


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/C = Antal/CylinderAntal/R = Antal/Reguleringsmekanisme

1/E

1/E

1/C

1/C

1/C

1/C

1/C

1/C

3/C

1/C

1/C

1/C

1/C

2/C

2/C

1/R

1/R

1/R

2/E

2/E

2/E

2/E

1/E

338

351

363

375

387

399

409

410

422

434

446

458

471

483

495

505

517

529

530

542

554

566

578

Stop ring

Screw

Linkage

Split pin

Pin

Pin

Spring arm

Spring

Spring pin

Armholder

Screw

Bushing

Bearing bracket

Spring pin

Screw

Screw

Guide pin

Stop arm

Screw

Screw

Washer

Nut

Bracket

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Overspeed Device 50903-01HPlatePage 1 (2)

94.01 - ES0S-V

0802

8-0D

/H52

50/9

4.08

.12

94.01 - ES0S-V

Socket

Button

Spring pin

Spring

Screw

Screw

Cover

Spindle

Spring pin

Cylindrical pin

Lever

Screw

Flyweight housing

Adjusting screw

Spring

Circlip

Flyweight

Key

Ball bearing

Housing

Cover

Washer

Screw

Pin

Lever

Nut

Gasket

Spindle

Spring


Overspeed Device PlatePage 2 (2)50903-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.





357

369

370

382

394

404

416

428

441

453

465

477

489

490

500

1/E

1/E

1/E

1/E

1/E

2/E

2/E

1/E

1/E

1/E

1/E

4/E

1/E

1/E

1/E

Button

Nipple

Spindle

Spring (left)

Spindle

Washer

Screw

Ball bearing

Elastic coupling

Spring (right)

Valve attachment

Screw

Pneumatic valve

Silencer

Overspeed device,complete

Knap

Nippel

Spindel

Fjeder (venstre)

Spindel

Skive

Skrue

Kugleleje

Elastisk kobling

Fjeder (højre)

Ventilholder

Skrue

Pneumatisk ventil

Lyddæmper

Overspeed anordning,komplet

010

022

034

046

058

071

083

095

105

117

129

130

142

154

166

178

191

201

213

225

237

249

250

262

274

286

298

333

345

1/E

1/E

1/E

1/E

4/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

4/E

4/E

1/E

1/E

1/E

1/E

1/E

1/E

Muffe

Knap

Fjederstift

Fjeder

Skrue

Skrue

Dæksel

Spindel

Fjederstift

Cylindrisk stift

Arm

Skrue

Hus for svingvægt

Justeringsskrue

Fjeder

Sikringsring

Svingvægt

Not

Kugleleje

Hus

Dæksel

Skive

Skrue

Stift

Arm

Møtrik

Pakning

Spindel

Fjeder

0802

8-0D

/H52

50/9

4.08

.12

98.35 - ES0S

L23/30H

Fuel Oil Leakage Alarm (LAH 42) 50905-02HPlatePage 1 (2)

0802

8-0D

/H52

50/9

4.08

.12

98.35 - ES0S


Fuel Oil Leakage Alarm (LAH 42) PlatePage 2 (2)50905-02H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

011

023

035

047

059

060

072

1/E

1/E

1/E

1/E

1/E

1/E

1/E

Cable union

Plug screw

Packing ring

Level switch

Plug screw

Packing ring

Fuel leakage alarm,complete

Kabelunion

Propskrue

Tætningsring

Niveaukontakt

Propskrue

Tætningsring

Brændolie lækage-alarm, komplet


* = Only available as part of a spare parts kit.Qty./E = Qty./Engine.

Ved bestilling af reservedele, se også side 500.50

* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Antal/Motor

0802

8-0D

/H52

50/9

4.08

.12

Plate Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50905-02H

L23/30H

93.29-ES0S

0802

8-0D

/H52

50/9

4.08

.12

93.29-ES0S

50905-02H Fuel Oil Leakage Alarm (LAH 42) Plate Page 2 (2)

L23/30H

Item No. Qty. Designation Item

No. Qty. Designation

011 1/E Cable union 023 1/E Plug screw 035 1/E Packing ring 047 1/E Level switch 059 1/E Plug screw 060 1/E Packing ring

When ordering spare parts, see also page 500.50 * = Only available as part of a spare parts kit. Qty./E = Qty./Engine

0802

8-0D

/H52

50/9

4.08

.12

98.35 - ES0S-G

L23/30H

Prelubricating Oil Alarm (LAL 25) 50905-03HPlatePage 1 (2)

0802

8-0D

/H52

50/9

4.08

.12

98.35 - ES0S-G

PlatePage 2 (2)Prelubricating Oil Alarm (LAL 25)50905-03H

L23/30H

Designation BenævnelseBenævnelseDesignationQty. Qty.

096

106

118

131

1/E

1/E

1/E

1/E

Plug screw

Packing ring

Loctite 577

Level switch

Propskrue

Pakningsring

Loctite 577

Niveauafbryder





0802

8-0D

/H52

50/9

4.08

.12

93.04 - ES0S-L

L23/30H

Instrument Panel 50905-04HPlatePage 1 (2)

299

309

310

322

287

0802

8-0D

/H52

50/9

4.08

.12

Designation BenævnelseBenævnelseDesignationQty. Qty.

Instrument Panel PlatePage 2 (2)

L23/30H

50905-04H

1/E

1/E

4/E

8/E

8/E

2/E

3/E

1/E

6/E

1/E

1/E

1/E

1/E

2/E

2/E

2/E

2/E

6/E

2/E

1/E

2/E

1/E

4/E

4/E

Housing for instru-ment panel

Bracket for instru-ment panel , L23/30H

Rubber clutch

Nut

Spring locks

Pressure gauge 0-3bar (PI 31 and PI 23)

Pressure gauge 0-6bar, PI 01, PI 10, PI 21-22

Pressure gauge 0-10bar (PI 40)

Needle valve

3-way valve forPI 21-22

Washer

Steel pipe

Screwed connection

Union

Pressure gauge hose140 mm



Gasket

Reduction adapter

Damper (fuel oil)

Coupling for mano-meter

Damper (charging air)

Screw

Lock washer

143

155

167

179

180

192

202

214

226

238

251

263

275

287

299

309

310

322

334

346

358

371

383

395

Hus for instrumentpanel

Konsol for instrumentpanel, L23/30H

Gummikobling

Møtrik

Fjedrende skive

Manometer 0-3 bar(PI 31 og PI 23)

Manometer 0-3 bar,PI 01, PI 10, PI 21-22

Manometer 0-10 bar(PI 40)

Nåleventil

3-vejsventil forPI 21-22

Skive

Stålrør

Forskruning

Forskruning

Manometer slange140 mm



Pakning

Reduktionsforskruning

Dæmper (fuel oil)

Kobling for manometer

Dæmper (ladeluft)

Skrue

Låseskive

4/E

1/E

Nut

Instrument panel,complete, L23/30H

Møtrik

Instrument panel,komplet, L23/30H

93.04 - ES0S-L

405

417





0802

8-0D

/H52

50/9

4.08

.12

Plate Page 1 (2)

Pressostate, Thermostate Difference Pressostate and Pressure Transmitter 50907-01S

L23/30H

91.44-ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

91.44-ES0S-G

50907-01S Pressostate, Thermostate Difference Pressostate and Pressure Transmitter

Plate Page 2(2)

L23/30H

0802

8-0D

/H52

50/9

4.08

.12

91.44 - ES0S-L

Thermometer 50907-02H

L23/30H

PlatePage 1 (2)

Fig.Scale Length

CodeItemNo.°F °C L1L

40-240

40-240

40-600

40-400

40-220

0-120

0-120

0-300

0-200

0-120

110

110

150

110

110

100

63

100

40

100

TI 01

TI 02

TI 31

TI 22

TI 20

TI 30

TI 40

TI 51

TI 03

TI 10

TI 11

252

264

276

288

311

L

L1

L

L1

0802

8-0D

/H52

50/9

4.08

.12

Thermometer50907-02H PlatePage 2 (2)

L23/30H

91.44 - ES0S-L

100

65

Fig.Scale Length

CodeItemNo.°F °C L1L

100-1300

100-1300

50-650

50-650

115

115

215

215

TI 60

TI 61

323

335

347

359

L

L1

L1

° C ° F

Pocket

Pocket

° C° F

0802

8-0D

/H52

50/9

4.08

.12

PlatePage 1 (1)

95.28 - ES0S

50908-01H

L23/30H

Fig. and Description Item No.Range

018Working temp.-25°C - 70°C

Pick-up

0802

8-0D

/H52

50/9

4.08

.12

Plate Page 1 (2) Temperature Transmitter 50908-03H

L23/30H

91.44-ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

91.44-ES0S-G

50908-03H Temperature Transmitter Plate Page 1 (2)

L23/30H

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Lambda Controller 50910-01H

94.29 - ES0S-V

PlatePage 1 (2)

0802

8-0D

/H52

50/9

4.08

.12

94.29 - ES0S-V


L23/30HItemNo. Qty. Qty.

ItemNo.

Regulating arm,complete

Pick-up,incl. sleeve

Lambda cylinder,complete

Reguleringsarm,komplet

Pick-up,incl. afstandsring

Lambdacylinder,komplet

1/E

1/E

1/E

019

020

032





PlatePage 2 (2)50910-01H Lambda Controller

94.36 - ES0S-G

Starting Box 50935-01H

L23/30H

017

030

029

PlatePage 1 (2)

Starting Box PlatePage 2 (2)50935-01H

L23/30H

017

029

030

ItemNo. Benævnelse

Startboks

Terminalboks

Startboks, komplet

Designation

Starting box

Terminal box

Starting box, complete

Qty.

1/E

1/E

1/E

ItemNo. DesignationQty. Benævnelse


* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Qty./Motor


* = Only available as part of a spare parts kit.Qty./E = Qty./Enigne.

94.36 - ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

IndexPage 1 (1)

Description

Crankshaft and Main Bearings ........................................................................................510.01 (01H)

Working Card

Checking of Main Bearings Alignment (Autolog) ....................................................... 510-01.00 (01H)Inspection of Main Bearing Shells ............................................................................. 510-01.05 (01H)Inspection of Guide Bearing Shells ............................................................................ 510-01.10 (01H)Vibration Damper ....................................................................................................... 510-04.00 (01H)

Plates

Crankshaft .......................................................................................................................... 51001-04HCoupling for Central Driven Lub. Oil Pump......................................................................... 51002-01HResilient Gear Wheel .......................................................................................................... 51002-02HFlywheel with Flexible Coupling and Gear Rim .................................................................. 51003-01HFlywheel with Gear Rim ...................................................................................................... 51003-02HFlywheel with Gear Rim ...................................................................................................... 51003-03HTorsional Vibration Damper ................................................................................................ 51004-01HTuning Wheel ...................................................................................................................... 51004-02H

98.35 - ES0U

Crankshaft and Main Bearings 510

DescriptionPage 1 (1) Crankshaft and Main Bearings 510.01

Edition 01H

Crankshaft

The crankshaft, which is a one-piece forging withground main bearing and crankpin journals, is sus-pended in inderslung bearings. The main bearings areequipped with insertion-type shells, which are coatedwith a wearing surface. To attain a suitable bearingpressure the crankshaft is provided withcounterweights, which are attached to the crankshaftby means of two screws.

At the flywheel end the crankshaft is fitted with a gearwheel which through an intermediate wheel drives thecamshaft. Also fitted here is the flywheel and acoupling flange for connection of a reduction gear oran alternator. At the opposite end there is a claw-typecoupling for the lub. oil pump or a flexible gear wheelconnection for lub. oil and water pumps.

96.03 - ES0U

L23/30H

Vibration Damper

In special cases a vibration damper is mounted on thecrankshaft to limit torsional vibrations. The damperconsists essentially of a heavy flywheel totally en-closed in a light casing. A small clearance is allowedbetween the casing and the flywheel, and this spaceis filled with a highly viscous fluid. The casing is rigidlyconnected to the front end of the engine crankshaftand the only connection between the crankshaft andthe damper flywheel is through the fluid. Under condit-ions of no vibration, the casing and damper flywheeltend to rotate as one unit, since the force required toshear the viscous film is consi-derable. As the torsionalvibration amplitudes increase, the casing follows themovement of the crankshaft but the flywheel tends torotate uniformly by virtue of its inertia, and relativemotion occurs between the flywheel and the casing.The viscous fluid film therefore undergoes a shearingaction, and vibration energy is absorbed and appearsas heat.

0802

8-0D

/H52

50/9

4.08

.12

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Checking of main bearings alignment (autolog).

Starting position:

Turning gear in engagement. (If mounted).Cover for crankshaft has been removed fromframe.All indicator valves open.

Related procedure:

Manpower:


Data:



95.50 - ES0S-G

Special tools:


52010 01152010 059

Hand tools:



Checking of Main Bearings Alignment (Autolog)Working CardPage 1 (6)

L23/30H

0802

8-0D

/H52

50/9

4.08

.12

95.50 - ES0S-G


Alignment of Main Bearings.

The lower main bearing shells should be positionedso that they keep the main bearing journals of thecrankshaft centered in a straight (ashore horizontal)line. Deviations from this centre line cause thecrankshaft to bend and increase the load on somemain bearings.

If two adjacent main bearings are placed too low, thecrankshaft centre line will in this place be lowered toform an arc, causing the intermediate crank throw tobend in such a way that it "closes" when turned intobottom position and "opens" in top position.

As the magnitude of such axial lengthening andshortening during the turning of the throw increases inproportion to the difference in the height of thebearing, it is measured as a check on the alignmentand condition of the bearing.

As the crankshafts of medium speed engines are verystiff, any great deviations in the alignment will resultin clearance at the bottom shell of the bearings.

The cause of incorrect main bearing position may bewear of the bearings or misalignmnet of the engine.

Effecting The Deflection Measurement.

The deflection measurement is effected by placing aspringloaded dial gauge in the centre punch marksprovided for this purpose, see fig. 1.

"Closing" of the throw in top dead centre is regardedas negative, (compression of the gauge).

In the example, page 3, the deflection reading istherefore negative.

As during the turning of the throw, the gauge and theconnecting rod will meet near the bottom position ofthe throw, the measurement for the bottom position isto be replaced by the average of the two near bypositions on either side.

The dial gauge is set to zero, when the crank throw isin the near-bottom (x in fig. 8) and during the turningthe throw is stopped in the position horizontal-top-horizontal-near bottom (P-T-S-Y in fig. 8) for readingof the gauge.

Fig 1. Placing of dial gauge.

Checking The Deflection Measurement.

The reading is entered in the table page 6, seeexample in fig. 2 - 6.

As "bottom" reading is used the mean value of the two"near bottom" readings X and Y, fig. 3.

The total deflection ("opening-closing") of the throwduring the turning from bottom to top position isentered in fig. 4.

These figures are due to vertical misalignment of themain bearings.

Similarly, horizontal misalignment procedures thefigures in the table fig. 5.

Besides misalignment of the bearings, the readingscan be influenced by ovality or eccentricity of thejournals.

Engines Equipped with Turning Gear.

When taking these deflection readings for the threeaftmost cylinders, the turning gear should at eachstoppage be turned a little backwards to ease off thetangential pressure on the teeth of the turning wheelas this pressure may otherwise falsify the readings.

Checking of Main Bearings Alignment (Autolog) Working CardPage 2 (6)

L23/30H

0802

8-0D

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Bottom (0,5 x Y) = B 1 -0.5 0 +0.5 0 1

Deflection of crankshaft in 1/100 mm. (0.01 mm).

Cyl. No.Crank position 1 2 3 4 5 6

Bottom start X 0 0 0 0 0 0

Left side P 2 0 2 0 -1 2

Top T 3 -2 4 5 -2 3

Right side S 3 -2 2 0 0 1

Bottom stop Y 2 -1 0 1 0 2

Deflection from verticalmisalignment

top - bottomor T - B = V 2 -1.5 4 4.5 -2 2

Deflection from hori-zontal misalignment

Left side - right sideor P - S = H -1 -2 0 0 -1 1

Check on T + B = C 4 -2.5 4 5.5 -2 4gaugereadings P + S = D 5 -2 4 0 -1 3

T

S

Y X

P

Front end view.Start in position X.Turn anti clockwise

"Closing" of the crankthrow is considered ne-gative.


95.50 - ES0S-G

Fig 4.

Fig 2. Fig 5.

Fig 3.

Fig 6.

C and D should be nearly the same, reading for cylinder 4 to be repeated.

Fig 8.Fig 7.

Working CardPage 3 (6) Checking of Main Bearings Alignment (Autolog)

L23/30H

0802

8-0D

/H52

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.12


Measurement of Crank Throw Deflections by Means of Dial Indicator (Autolog)

Crank throw deflection = Difference in dial indicator readings in two diametricallyopposite crank throw positions, i.e. two positions dis-placed 180°.

Vertical deflection = Difference in top-bottom readings.

Horizontal deflection = Difference in side-side readings.

Vertical og Horizontal Deflections of Crank Throws

Unless otherwise stated the values refer to cold engine.

For new or realigned aggregate Aim for + or - 3/100 mmAcceptable + or - 5/100 mm

For aggregate in service realignmentis recommended if deflections exceed + or - 8/100 mm

Vertical Deflection of Crank Throw at Flywheel


Rigid coupling between Flexible coupling betweendiesel engine and driven machine diesel engine and driven machine

For new or realigned For new or realignedaggregate 0 to + 3/100 mm aggregate Aim for - 6/100 mm

Acceptable - 8/100 mm

For aggregate in service realignment is For aggregate in servicerecommended if deflection measured realignment recommendableon warm engine exceeds - 8/100 mm if deflection exceeds - 12/100 mm

Working CardPage 4 (6)Checking of Main Bearings Alignment (Autolog)

L23/30H

95.50 - ES0S

0802

8-0D

/H52

50/9

4.08

.12

Process/Proces I.D. no.

Plant/Anlæg Page of/Side af

Engine Type/Motortype Engineer/Operatør Date/Dato

Instruction/Instruktion

Top

Left side

1/100 mm

Right side

Cyl. no 1 2 3

Left side

Right side

Cyl. no 1 2 3

Cyl. no 1 2 3

Left side

Right side

Remarks/Bemærkninger



95.50 - ES0S-G

Bottom end/Bund slut

Bottom start/Bund start

Checking of Main Bearings Alignment (Autolog)

L23/30H

0802

8-0D

/H52

50/9

4.08

.12

Deflection fromvertical misalign-ment.Top - bottomor T - B = V

Check on gaugereadings.

T + B = C

P + S = D

Deflection fromhorizontal mis-alignment.Left side - Rightside or P - S = H

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

Bottom X 0 0 0 0 0 0 0 0 0

Left side P

Top T

Right side S

Bottom Y


Component/Komponent Type I.D. no.

Process/Proces Page of/Side af

Test place/ Test bed/prøvehal Cold/KoldCondition

On board/Om bord Warm/VarmTeststed/Tilstand Plant/Maskinhal

Engine no.:Motornr.:

Bottom(0.5xY)=B

L23/30H


95.50 - ES0S-G

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Checking of main bearings alignment (autolog).

Starting position:

Turning gear in engagement. (If mounted).Cover for crankshaft has been removed fromframe.All indicator valves open.

Related procedure:

Manpower:


Data:



01.46 - ES0

Special tools:


52010 01152010 059

Hand tools:



Checking of Main Bearings Alignment (Autolog)Working CardPage 1 (6)

L23/30H

0802

8-0D

/H52

50/9

4.08

.12

01.46 - ES0


Alignment of Main Bearings.

The lower main bearing shells should be positionedso that they keep the main bearing journals of thecrankshaft centered in a straight (ashore horizontal)line. Deviations from this centre line cause thecrankshaft to bend and increase the load on somemain bearings.

If two adjacent main bearings are placed too low, thecrankshaft centre line will in this place be lowered toform an arc, causing the intermediate crank throw tobend in such a way that it "closes" when turned intobottom position and "opens" in top position.

As the magnitude of such axial lengthening andshortening during the turning of the throw increasesin proportion to the difference in the height of thebearing, it is measured as a check on the alignmentand condition of the bearing.

As the crankshafts of medium speed engines arevery stiff, any great deviations in the alignment willresult in clearance at the bottom shell of the bearings.

The cause of incorrect main bearing position may bewear of the bearings or misalignmnet of the engine.

Effecting The Deflection Measurement.

The deflection measurement is effected by placing aspringloaded dial gauge in the centre punch marksprovided for this purpose, see fig. 1.

"Closing" of the throw in top dead centre is regardedas negative, (compression of the gauge).

In the example, page 3, the deflection reading istherefore negative.

As during the turning of the throw, the gauge and theconnecting rod will meet near the bottom position ofthe throw, the measurement for the bottom positionis to be replaced by the average of the two near bypositions on either side.

The dial gauge is set to zero, when the crank throwis in the near-bottom (x in fig. 8) and during theturning the throw is stopped in the position horizon-tal-top-horizontal-near bottom (P-T-S-Y in fig. 8) forreading of the gauge.

Fig 1. Placing of dial gauge.

Checking The Deflection Measurement.

The reading is entered in the table page 6, seeexample in fig. 2 - 6.

As "bottom" reading is used the mean value of thetwo "near bottom" readings X and Y, fig. 3.

The total deflection ("opening-closing") of the throwduring the turning from bottom to top position isentered in fig. 4.

These figures are due to vertical misalignment of themain bearings.

Similarly, horizontal misalignment procedures thefigures in the table fig. 5.

Besides misalignment of the bearings, the readingscan be influenced by ovality or eccentricity of thejournals.

Engines Equipped with Turning Gear.

When taking these deflection readings for the threeaftmost cylinders, the turning gear should at eachstoppage be turned a little backwards to ease off thetangential pressure on the teeth of the turning wheelas this pressure may otherwise falsify the readings.


L23/30H

0802

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Bottom (0,5 x Y) = B 1 -0.5 0 0.5 0 1

Deflection of crankshaft in 1/100 mm. (0.01 mm).

Cyl. No.Crank position 1 2 3 4 5 6

Bottom start X 0 0 0 0 0 0

Left side P 2 0 2 0 -1 2

Top T 3 -2 4 5 -2 3

Right side S 3 -2 2 0 0 1

Bottom stop Y 2 -1 0 1 0 2

Deflection from verticalmisalignment

top - bottomor T - B = V 2 -1.5 4 4.5 -2 2

Deflection from hori-zontal misalignment

Left side - right sideor P - S = H -1 2 0 0 -1 1

Check on T + B = C 4 -2.5 4 5.5 -2 4gaugereadings P + S = D 5 -2 4 0 -1 3

T

S

Y X

P

Front end view.Start in position X.Turn anti clockwise

"Closing" of the crankthrow is considered nega-tive.


01.46 - ES0

Fig 4.

Fig 2. Fig 5.

Fig 3.

Fig 6.

C and D should be nearly the same, reading for crank throw 4 to be repeated.

Fig 8.Fig 7.

Working CardPage 3 (6) Checking of Main Bearings Alignment (Autolog)

L23/30H

0802

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Measurement of crank throw deflections by means of dial indicator (Autolog)

Crank throw deflection = Difference in dial indicator readings in two diametricallyopposite crank throw positions, i.e. two positions dis-placed 180°.

Vertical deflection = Difference in top-bottom readings.

Horizontal deflection = Difference in side-side readings.

Vertical and horizontal deflections of crank throws


For new or realigned aggregate Aim for + or - 3/100 mmAcceptable + or - 5/100 mm

For aggregate in service realignmentis recommended if deflections exceed + or - 8/100 mm

Vertical deflection of crank throw at flywheel


Rigid coupling between Flexible coupling betweendiesel engine and driven machine diesel engine and driven machine

For new or realigned For new or realignedaggregate 0 to + 3/100 mm aggregate Aim for - 8/100 mm

Acceptable - 10/100 mm

For aggregate in service realignment is For aggregate in servicerecommended if deflection measured realignment is recommendedon warm engine exceeds - 8/100 mm if deflection exceeds - 14/100 mm

Working CardPage 4 (6)Checking of Main Bearings Alignment (Autolog)

L23/30H

01.46 - ES0

0802

8-0D

/H52

50/9

4.08

.12

Process/Proces I.D. no.

Plant/Anlæg Page of/Side af

Engine Type/Motortype Engineer/Operatør Date/Dato

Instruction/Instruktion

Top

Left side

1/100 mm

Right side

Cyl. no 1 2 3

Left side

Right side

Cyl. no 1 2 3

Cyl. no 1 2 3

Left side

Right side

Remarks/Bemærkninger



01.46 - ES0

Bottom end/Bund slut

Bottom start/Bund start

Checking of Main Bearings Alignment (Autolog)

L23/30H

0802

8-0D

/H52

50/9

4.08

.12

Deflection fromvertical misalign-ment.Top - bottomor T - B = V

Check on gaugereadings.

T + B = C

P + S = D

Deflection fromhorizontal mis-alignment.Left side - Rightside or P - S = H

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

Bottom X 0 0 0 0 0 0 0 0 0

Left side P

Top T

Right side S

Bottom Y


Component/Komponent Type I.D. no.

Process/Proces Page of/Side af

Test place/ Test bed/prøvehal Cold/KoldCondition

On board/Om bord Warm/VarmTeststed/Tilstand Plant/Maskinhal

Engine no.:Motornr.:

Bottom(0.5xY)=B

L23/30H


01.46 - ES0

0802

8-0D

/H52

50/9

4.08

.12

Safety precautions:


Description:

Dismantling, inspection and/or replacement andmounting of main bearing shells.

Starting position:

Related procedure:

Inspection of guide bearing shell, 510-01.10Criteria for replacement of bearings, 506-01.16

Manpower:

Working time : 2 hoursCapacity : 2 men

Data:



96.30 - ES0S-G

L23/30H

Special tools:


52010 106 2 pieces52010 20252010 01152010 155 2 pieces52021 405 Hydraulic tools52021 501 2 pieces52021 51352021 202

Hand tools:

Allen key, 12 mm.Socket spanner, 36 mm.Lead hammer.Silastene.Copaslip.



Inspection of Main Bearing ShellsWorking CardPage 1 (3)

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

Make Ready for Dismantling of the Main Bearing

1) Dismount crankcase covers in front and oppo-site the bearing concerned.

2) Turn the engine until the crank is in a conveni-ent position for carrying out the work.

3) Dismount the bracing screw (side screw).

4) Mount the hydraulic tools and loosen the mainbearing stud nuts. For operation of the hydraulictools, see working card 520-01.05.

96.30 - ES0S-G


Inspection of Main Bearing Shells Working CardPage 2 (3)

Fig 1. Mounting of Hydraulic Tools.

5) Dismount the hydraulic tools and slacken thenuts somewhat.

Dismantling of the Main Bearing Cap

6) Fit the eye screws, diagonally, in the threadedholes in the main bearing cap, see fig 2.

Pass the wire supplied through the eye screw andattach it as shown, so as to keep the bearing cap inplace when the main bearing stud nuts are removed.

7) Work the main bearing cap loose from theengine frame with a lead hammer or similar.

8) Lift the main bearing cap a little and unscrewthe bearing stud nut.

9) Fit guide tubes on the threads of the bearingstuds and lower the bearing cap to make it rest on thecollar of the guide tubes.

Dismantling of the Main Bearing Shells

10) Remove the locking piece from the bearingcap and take out the bearing shell.

11) Fit the tool for upper main bearing, for dis-mantling of upper main bearing shell, in the lubricatinghole in the crankshaft and turn out the upper bearingshell by turning the crankshaft, see fig 3.

Fig 2. Mounting of Wire Straps.

Tool for upper main bearing

Fig 3. Mounting of tool for upper main bearing.

0802

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510.01-05Edition 01H

96.30 - ES0S-G

L23/30H

16) Lubricate the end of the bearing shells withmolycote pasta or similar.

17) Insert the lower bearing shell in the bearing capand mount the locking piece.

Lubricate the bearing shell and journal with cleanlubricating oil.

Mounting of the Main Bearing Cap

18) Raise the bearing cap into position, dismountthe guide tubes, coat the bearing studs with molycotepasta or similar and fit the bearing stud nuts.

Make sure that the bearing cap and bearing shell arein their correct position.

19) Dismantle the wire straps.

20) Mount the hydraulic tools, see working card520-01.05, and tighten the nuts as prescribed onpage 500-40.

21) Coat the back side of the bracing screws' (sidescrews') hexagonal head with a thin coat of silasteneor similar.

22) Mount the screws and tighten with a torquespanner as indicated on page 500.40.

Inspection of Main Bearing ShellsWorking CardPage 3 (3)

Cleaning

12) Clean all machined surfaces, on frame, bearingcap, stud, nuts and bearing shells.

Inspection of Main Bearing Shells

13) Inspect the main bearing shells according toworking card 506-01.16.

Note: The bearing is marked according to size andwhen replaced it must be by a new bearing of thesame size.

Mounting of the Main Bearing Shells

14) Push the upper bearing shell as far into posi-tion as possible.

15) Fit the tool for upper main bearing in thelubricating hole in the crankshaft and turn in theupper bearing shell by turning the crankshaft.

Make sure that the shell enters its correct positionthen remove the tool for upper main bearing.

0802

8-0D

/H52

50/9

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.12

Safety precautions:


Description:

Dismantling, inspection and/or replacement andmounting of guide bearing shells and thrust washer.

Starting position:

Related procedure:

Inspection of main bearing shells. 510-01.05Criteria for replacement of bearingshells. 506-01.16

Manpower:

Working time : 2 hoursCapacity : 2 men

Data:



96.20 - ES0S

L23/30H

Special tools:


52006 273 80 - 360 Nm52010 106 2 pieces52010 20252010 01152010 155 2 pieces52021 405 Hydraulic tools52021 501 2 pieces52021 51352021 202

Hand tools:

Allen key, 12 mm.Socket spanner, 36 mm.Lead hammer.Silastene.Copaslip.



Inspection of Guide Bearing ShellsWorking CardPage 1 (3)

0802

8-0D

/H52

50/9

4.08

.12

L23/30H

96.20 - ES0S



Fig 2. Mounting of Wire Straps.

Make Ready for Dismantling of the Guide Bearing

1) Dismount the crankcase covers opposite thebearing concerned.

2) Turn the engine until the crank is in a convenientposition for carrying out the work.

3) Dismount the bracing screw (side screw).

4) Mount the hydraulic tools, see fig 1, and loosenthe guide bearing stud nuts. For operation of thehydraulic tools, see working card 520-01.05.

Fig 1. Mounting of Hydraulic Tools.

5) Dismount the hydraulic tools and slacken thenuts somewhat.

Dismantling of the Guide Bearing Cap

6) Fit the eye screws, diagonally, in the threadedholes in the guide bearing cap, see fig 2.

Pass the wire supplied through the eye screw andattach it as shown, so as to keep the bearing cap inplace when the guide bearing stud nuts are removed.

7) Work the guide bearing cap loose from theengine frame with a lead hammer or similar.

8) Lift the guide bearing cap a little and unscrewthe bearing stud nut.

Inspection of Guide Bearing Shells

9) Fit guide tubes on the threads of the bearingstuds and lower the bearing cap to make it rest on thecollar of the guide tubes.

Dismantling of the Guide Bearing Shells

10) Remove the locking piece from the bearing capand take out the bearing shell.

The thrust washer of the guide bearing is partiallycountersunk into the engine frame and attached bymeans of four screwed-on clamps which are visibleafter lowering the bearing cap, see fig 3.

Thrust washer

Fig 3. Guide Bearing with Thrust Washer.

11) Unscrew the clamps and push out the thrustwashers.

0802

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96.20 - ES0S

Inspection of Guide Bearing ShellsWorking CardPage 3 (3)


L23/30H

Fig 5. Mounting of Upper Shell in Guide Bearing.

Guide for mounting of upper shell.

Fig 4. Dismounting of Upper Shell.

12) The upper bearing shell is dismounted by meansof special tool see fig 4.

Cleaning of Components

13) Clean all machined surfaces, on frame, bearingcap, stud, nuts and bearing shells.

Inspection of Guide Bearing Shells

14) Inspect the guide bearing shells according toworking card 506-01.16.

Mounting of the Guide Bearing Shells

The bearing shells of the guide bearing, which areidentical to those of the main bearings, are narrowerthan the bore for the guide bearing and it is thereforeessential that the shells are positioned perfectlycorrect in the bore.

For this purpose a guide tool is supplied for positioningon the engine frame when the upper bearing shell is tobe fitted, see fig 5.

15) Push the bearing shell into correct positionthrough this guide tool, by using tool item 202, ifnecessary use a plastic hammer.

16) Fit the thrust washers and clamps.

Note: Clearance in guide bearing axially, see page500.35.

17) Lubricate the end of the bearing shells withmolycote pasta or similar.

18) Insert the lower bearing shell in the bearing cap,and mount the locking piece.

Mounting of Guide Bearing Cap

Lubricate the bearing shell and journal with cleanlubricating oil.

19) Raise the bearing cap into position, dismountthe guide tubes, coat the bearing stud with molycotepasta or similar and fit the bearing stud nuts.

Make sure that the thrust washers, bearing shell andbearing cap are in their correct position.

20) Dismantle the wire straps.

21) Mount the hydraulic tools, see working card520-01.05, and tighten the nuts as prescribed on page500-40.

22) Coat the back side of the bracing screws' (sidescrews') hexagonal head with a thin coat of silasteneor similar.

23)Mount the screws and tighten with a torque spanneras indicated on page 500.40.

Working Card Page 1 (4) Inspection of Guide Bearing Shells 510-01.10

Edition 01H

L23/30H

Safety precautions: ▩ Stopped engine ▩ Shut-off starting air □ Shut-off cooling water □ Shut-off fuel oil □ Shut-off cooling oil ▩ Stopped lub. oil circul. Description: Dismantling, inspection and/or replacement and mounting of guide bearing shells and thrust washer. Starting position: Related procedure: Inspection of main bearing shells. 510-01.05Criteria for replacement of bearing shells. Manpower: Working time : 2 hours Capacity : 2 man Data: Data for pressure and tolerance (Page 500.35)Data for torque moment (Page 500.40)Declaration of weight (Page 500.45)

Special tools: Plate no Item no Note. 52006 273 80 – 360 Nm 52010 106 2 pieces 52010 202 52010 011 52010 155 2 pieces 52021 405 Hydraulic tools 52021 501 2 pieces 52021 513 52021 202 Hand tools: Allen key, 12 mm. Socket spanner, 36 mm. Lead hammer. Silastene. Copaslip. Replacement and wearing parts: Plate no Item no Qty/

0802

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96.03-ES0S-G

Make Ready for Dismantling of the Guide Bearing 1) Dismount the crankcase covers opposite

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

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

loosen the guide bearing stud nuts. For operation of the hydraulic tools, see work-ing card 520-01.05.

Fig 1. Mounting of Hydraulic Tools. 5) Dismount the hydraulic tools and slacken

the nuts somewhat. Dismantling of the Guide Bearing Cap 6) Fit the eye screws, diagonally, in the

threaded holes in the guide bearing cap, see fig 2.

Pass the wire supplied through the eye screw and attach it as shown, so as to keep the bear-ing cap in place when the guide bearing stud nuts are removed. 7) Work the guide bearing cap loose from the

engine frame with a lead hammer or simi-lar.

Fig 2. Mounting of Wire Straps. 8) Lift the guide bearing cap a little and un-

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

ing studs and lower the bearing cap to make it rest on the collar of the guide tubes.

Dismantling of the Guide Bearing Shells 10) Remove the locking piece from the bearing

cap and take out the bearing shell.

Fig 3. Guide Bearing with Thrust Washer. The thrust washer of the guide bearing is par-tially countersunk into the engine frame and at-tached by means of four screwed-on clamps which are visible after lowering the bearing cap, see fig 3.

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96.03-ES0S-G

510-01.10 Edition 01H

Inspection of Guide Bearing Shells Working Card Page 2 (4)

L23/30H

Fig 4. Dismounting of Upper Shell. 11) Unscrew the clamps and push out the thrust

washers. 12) Fit the tools for dismantling of upper guide

bearing shell, see fig 4, in the bearing cap and raise the bearing cap into position, making sure that the guide shell is not being dam-aged.

After that, dismount the guide tubes, fit and tighten the nuts slightly. 13) With the guide shell tool, which is guided by

the bearing cap, the upper bearing shell is carefully turned out into the bearing cap. Then dismount the nuts and lower the bearing cap on the collar of the guide tubes. Take out the bearing shell and the guide shell tool.

In case the guide shell tool is locked between guide bearing and bearing studs, use the bolt on the back of the guide shell tool to dislodge it. Cleaning of Components 14) Clean all machined surfaces, on frame, bear-

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

working card 506-01.16.

Fig 5. Mounting of Upper Shell in Guide Bearing. Mounting of the Guide Bearing Shells The bearing shells of the guide bearing, which are identical to those of the main bearings, are nar-rower than the bore for the guide bearing and it is therefore essential that the shells are positioned perfectly correct in the bore. For this purpose a guide tool is supplied for posi-tioning on the engine frame when the upper bear-ing shell is to be fitted, see fig 5. 16) Push the bearing shell as far as possible into

position through this guide tool. 17) Insert the guide shell tool in the bearing cap,

which is resting on the collar of the guide tubes.

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Working Card Page 3 (4) Inspection of Guide Bearing Shells 510-01.10

Edition 01H

L23/30H

510-01.10 Edition 01H

Inspection of Guide Bearing Shells Working Card Page 4 (4)

L23/30H

18) Raise the bearing cap with the guide shell

tool into its correct position, dismount the guide tubes, fit and tighten the bearing stud nuts slightly.

19) Now push the bearing shell into its correct

position with the guide shell tool. Make sure that the shell enters its correct position.

20) Then unscrew the bearing stud nuts, fit the

guide tubes and lower the bearing cap again.

21) Fit the thrust washers and clamps.

Note: Clearance in guide bearing axially, see page 500.35. 22) Lubricate the end of the bearing shells with

molycote pasta or similar.

23) Insert the lower bearing shell in the bearing cap, and mount the locking piece.

Mounting of Guide Bearing Cap Lubricate the bearing shell and journal with clean lubricating oil. 24) Raise the bearing cap into position, dis-

mount the guide tubes, coat the bearing stud with molycote pasta or similar and fit the bearing stud nuts.

Make sure that the thrust washers, bearing shell and bearing cap are in their correct position. 25) Dismantle the wire straps.

26) Mount the hydraulic tools, see working card

520-01.05, and tighten the nuts as pre-scribed on page 500-40.

27) Coat the back side of the bracing screws'

(side screws') hexagonal head with a thin coat of silastene or similar.

28) Mount the screws and tighten with a torque

spanner as indicated on page 500.40.

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96.03-ES0S-G

Technical information Page 1 (1) 305-S2 610-S1

"20", "21", "23", "25", "26", "28", "35"

Engine Type Original Diameter mm

Alternative Diameter mm

20MTB-30 135 134

21MTB-30 180 179.5 - 179.0 - 178.5 - 178.0 - 177.0

23MTB-30, T23H Crankshaft in bedplate

180 179.5-179.0-178.0

T23H,T23L Underslung crankshaft

180 179.5-179.0-178.5-178.0

V23H, V23L 220 219.5-219.0 -218.5-218.0-215.0

T23L-2, T23L-4, T23L-4E, L23/30, L23/30H

210 209.5 -209.0 - 208.5 - 208.0 - 205.0

25MTB-40 170 169.5 - 169.0 - 168.0 - 167.0

26MTB-40 200 199.5-199.0-198.0-195.0

26MTB-40V 250 249.5-249.0-248.0

S28L, L28/32, L28/32H(A) 240 239.5 - 239.0 - 238.5 - 238.0 –

237.0-236.0-235.0

U28L-2, U28L-4, V28/32, V28/32H 260 259.5 - 259.0 - 258.5 - 258.0

257.0-256.0-255.0

S35P 350 349.5 - 349.0 - 348.0 - 345.0

* Guide bearings are identical with main bearings, see Technical Information No 305-S4/610-S3.

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96.03

Technical information Page 1 (1) Crankpin Bearings 305-S3

610-S2 "20", "21", "23",

"25", "26", "28", "35"



20MTB-30 135 134.5 - 134.0 - 133.0 - 132.0 - 131.5

21MTB-30 150 149.5 - 149.0 - 148.5 - 148.0 – 147.0 - 146.0 - 145.0

23MTB-30, T23H,T23L Crankshaft in bed-plate and underslung

165 164.5 - 164.0 - 163.5 - 163.0 - 162.5 – 162.0-161.5-161.0-160.0

L23/30, V23H, V23L 185 184.5-184.0-183.5-183.0

182.0-181.0-180.0

L23/30H 185 184.5-184.0-183.5-183.0 182.0-181.0-180.0

25MTB-40 170 169.5 - 169.0 - 168.5 - 168.0 -166.0

26MTB-40 190 189.5 - 189.0 - 188.5 - 188.0-187.5-187.0 - 186.5 - 186.0 - 185.5 - 185.0

26MTB-40V 210 209.5 - 209.0 - 208.0 (4 screws)

26MTB-40V 210 209.5 - 209.0 - 207.0 (2 screws)

S/U28 230 229.5 - 229.0 - 228.5 - 228.0 -227.5 -227.0 - 226.0 - 225.5 - 225.0

S28L-4E, L28/32, V28/32, V28/32H 230 229.5 - 229.0 - 228.5 - 228.0 –

227.0-226.0-225.0

L23/32H 230 229.5 - 229.0 - 228.5 - 228.0 – 227.0-226.0-225.0

S35P 295 295.0 - 294.5 - 294.0 - 293.5 - 293.0

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* Only available together with new design of marine head - see SL95-331/MRM.

96.31

Technical information Page 1 (1) Main Bearings 305-S4

610-S3 "20", "21", "23",

"25", "26", "28", "35"



20MTB-30 135 134.5-134.0-133.0-132.0

21MTB-30 160 159.5 - 159.0 - 158.5 - 158.0 - 157.0

23MTB-30, T23H Crankshaft in bedplate

180 179.5-179.0-178.0

T23H,T23L Underslung crankshaft

180 179.5-179.0-178.5-178.0

T23L-2, T23L-4, T23L-4E, L23/30, L23/30H

210 209.5 -209.0 - 208.5 - 208.0 - 205.0

V23H, V23L 220 219.5 - 219.0 - 218.5 - 218.0 - 205.0

25MTB-40 170 169.5-169.0-168.0-167.0

26MTB-40 200 199.5-199.0-198.0-195.0

26MTB-40V 250 249.5 - 249.0 - 248.0 - 245.0

S28L, L28/32, L28/32H(A) 240 239.5-239.0-238.5-238.0-

237.0-236.0-235.0

U28L-2, U28L-4, V28/32, V28/32H 260 295.5-259.0-258.5-258.0-

257.0-256.0-255.0

S35P Lead / bronze 350 349.5-349.0-348.0-345.0

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Technical information Page 1 (1) Thrust Pieces 305-S5

610-84 "23", "28"



T23L-4, T23L-4E 6.45 8.95

L23/30 6.45 6.95 - 7.45

S28L, L28/32 5.95 6.45 - 6.95

L28/30H 6.45 6.95-7.45-7.95

L28/32H 5.95 6.45 - 6.95 - 7.45

V28/32H 5.95 6.45-6.95-7.45

96.31

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.12

L23/30H

Crankshaft 51001-01HPlatePage 1 (2)

94.23 - ES0S

165

021+

069

153

070

082

094

104

116

128

177

0802

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/H52

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.12

Kontravægt

Skrue forkontravægt

Propskrue

Propskrue

Skrue


Skive

Olieafslyngningsring

Cylindrisk stift

Krumtapaksel

Tandhjul(krumtap)

+ Item nr. 021 kræveren individuel tilpasningfør montering, kontaktMAN B&W, Holeby

94.23 - ES0S

Counterweight

Screw forcounterweight

Plug screw

Plug screw

Screw

Self locking nut

Washer

Oil throw ring

Cylindrical pin

Crankshaft

Gear wheel(crankshaft)

+ Item No. 021 requirean individual match-ing before mountingcon-tact MAN B&W,Holeby


Crankshaft PlatePage 2 (2)51001-01H

L23/30H

021+

069

070

082

094

104

116

128

153

165

177

/I

4/W

1/C

1/E

12/E

12/E

12/E

1/E

2/W

1/E

1/E

ItemNo. Qty. Qty.

ItemNo.


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/W= Antal/KontravægtAntal/I = Antal/IndividueltAntal/C = Antal/Cylinder


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./W = Qty./CounterweightQty./I = Qty./IndividualQty./C = Qty./Cylinder

0802

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.12

L23/30H

Resilient Gear Wheel 51002-02HPlatePage 1 (2)

94.24 - ES0S

243

123

135

206

111

196

218

111

231

111

172

172

052

088

040

172

064

184

076

135

147

111

159

160

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.12

Afstandsstykke

Afstandsstykke

Fjeder

Fjederstyr

Glidesko

Møtrik

Akseltap

Skrue


Sætteskrue

Cylindrisk stift

Låseskive

Skrue

Tandhjul

Nav

Sideplade

Cylindrisk stift

Fjederende tandhjul,komplet

94.24 - ES0S

Distance piece

Distance piece

Spring

Spring guide

slide shoe

Nut

Axle journal

Screw

Self locking nut

Hexagon soc. screwwith cup point

Cylindrical pin

Locking washer

Screw

Gear wheel

Hub

Side plate

Cylindrical pin

Resilient gear wheel,complete


Resilient Gear Wheel PlatePage 2 (2)51002-02H

L23/30H

040

052

064

076

088

111

123

135

147

159

160

172

184

196

206

218

231

243

3/E

3/E

6/E

6/E

6/E

12/E

1/E

4/E

4/E

2/E

2/E

18/E

6/E

1/E

1/E

1/E

4/E

1/E

ItemNo. Qty. Qty.

ItemNo.





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PlatePage 1 (2)

96.03 - ES0S

Flywheel with Gear Rim 51003-02H

L23/30H

022

010

034

Crankshaft(Plate 51001)

105

046+

058

0802

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/H52

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.12





010

022

034

046+

058

105

ItemNo. Benævnelse

Tandkrans

Skrue

Selvlåsende møtrik foritem nr. 046

Pasbolt

Svinghjul

Skrue

+ Item nr. 046 kræveren individuel tilpasningfør montering.

Designation

Gear rim

Screw

Self locking nut, foritem no. 046

Fitted bolt

Flywheel

Screw

+ Item 046 require anindividual matchingbefore mounting.

Qty.

1/E

14/E

12/E

12/E

1/E

2/E


96.03 - ES0S

L23/30H

Flywheel with Gear Rim51003-02H PlatePage 2 (2)

Index Page 1 (1) Engine Frame and Base Frame 511S

L23/30H Description Engine Frame and Base Frame ............................................................................. 511.01(01H) Working Card Functional Test of Crankcase Safety Relief Valves .......................................... 511-01.00 (01H) Plates Frame with Main Bearings ........................................................................................ 51101-01H Frame with Main Bearings ........................................................................................ 51101-02H Front Cover of Lubricating Oil pump ........................................................................ 51102-01H Mounting of Pumps .................................................................................................. 51102-02H Covers on Frame ...................................................................................................... 51106-01H Covers on Frame ...................................................................................................... 51106-02H Covers on Frame ...................................................................................................... 51106-03H Covers on Frame ...................................................................................................... 51106-03S Crankcase Safety Relief Valves ............................................................................... 51107-03S

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DescriptionPage 1 (1) Engine Frame and Base Frame 511.01

Edition 01H

Frame

The engine frame is made of cast iron, and is attachedto the top of the base frame by means of bolts. Thecross girders of the frame are provided with bores forthe main bearings in which the crankshaft is underslung,i.e. it is carried by the main bearing caps.

The main bearing caps are attached by means ofstuds and nuts, which are loosened and tightened withthe aid of hydraulic tools. After mounting, the mainbearing caps are further secured by means of bracingscrews, which are screwed horizontally into the sidesof the caps and tightened against the sides of theengine frame. The main bearings are equipped withreplaceable shells which are fitted without scraping.

The crankshaft guide bearing is located at the fly-wheel end of the engine.

94.26 - ES0U

L23/30H

On the sides of the frame there are covers for accesto the camshaft, the charge air receiver and crank-case. Some of the covers are fitted with relief valveswhich will act, should oil vapours in the crankcase beignited, for instance in the event of a hot bearing.

The charge air cooler housing is a integrated part ofthe frame.

Base Frame

Engine and alternator (gear, pump) are mounted on acommon base frame which is in welded design.

The base frame is used as lubricating oil reservoir"wet sump".

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Safety precautions:


Description:

Functional test of crankcase safety relief valves.

Starting position:

Related procedure:

Manpower:


Data:



97.06 - ES0S-G

L23/30H

Functional Test of Crankcase Safety Relief ValvesWorking CardPage 1 (2)

Special tools:


Hand tools:

Allen key, 12 mm.Ring and open end spanner, 17 mm.Loctite 243



51106 034 1/cyl.51106 058 1/cyl.51106 071 1/cyl.

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97.06 - ES0S-G


Functional Test of Crankcase Safety Relief Valves Working CardPage 2 (2)

Functional testing of the crankcase safety reliefvalves cannot be effected during operation of theengine, but it must be checked during overhauls thatthe valve flap is movable.

Take care when painting the engine, not to block upthe safety relief valves with paint.

The safety relief valves have been set to open at anexcess pressure in the crankcase of, see page500.35.

If the safety relief valves are actuated, the enginemust be stopped immediately, and it must not berestarted until the cause has been found and the faulthas been rectified, see also description 503.04,ignition in crankcase. Fig 1.

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PlatePage 1 (2)

96.51 - ES0S

Frame with Main Bearings 51101-02H

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PlatePage 2 (2)

L23/30H

Frame with Main Bearings51101-02H


013

025

049

050

062

074

086

098

108+

121

133

145

157

169

170

216

228

241

253

265

290

300+

312

324

336

348

361

1/E

5/E

4/C

4/C

4/C

1/E

1/E

2/E

1/C

1/B

1/B

1/B

1/C

2/B

2/B

2/E

1/E

2/B

2/E

4/E

4/E

1/E

/I

/I

/I

1/E

1/C

ItemNo. Qty. Qty.

ItemNo.

Frame

Bracing bolt

Nut for cylinderhead stud

Protective cap

Stud for cylinder head

Plug

Coupling

Plug

Main bearing cap

Screw

Securing piece

Spring pin

Main bearing shell 2/2

Main bearing stud

Nut for mainbearing stud

Cylindrical pin

Plug

Bracing bolt

Thrust washer

Locking piece

Screw

Guide bearing cap

Loctite 542

Loctite 243

Molykote paste

Camshaft bearing

Camshaft bearing

Stativ

Sideskrue

Møtrik for cylinder-dækseltap

Beskyttelseshætte

Tap for cylinderdæksel

Prop

Kobling

Prop

Hovedlejedæksel

Skrue

Sikringstykke

Fjederstift

Hovedlejeskaller 2/2

Hovedlejetap

Møtrik forhovedlejetap

Cylindrisk stift

Prop

Sideskrue

Trykskive

Låsestykke

Skrue

Styrelejedæksel

Loctite 542

Loctite 243

Molykote

Styreakselleje

Styreakselleje


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./C = Qty./CylinderQty./B = Qty./BearingQty./I = Qty./Individual


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/C = Antal/CylinderAntal/B = Antal/LejeAntal/I = Antal/Individuelt

373

385

397

1/B

1/B

1/E

Guide screw

Packing ring

Frame complete, incl.item 049, 062, 108, 133,145, 169, 170, 216, 241,290, 300, 324, 348, 361,373, 385, plate 50701item 048, 061, 073, 276

+ Item No 108, 300require an individualmatching beforemounting, contactMAN B&W, Holeby

Styreskrue

Pakningsring

Stativ komplet, inkl.item 049, 062, 108, 133,145, 169, 170, 216, 241,290, 300, 324, 348, 361,373, 385, plate 50701item 048, 061, 073, 276

+ Item nr. 108, 300 kræ-ver en individueltilpasning før montering,kontakt MAN B&W,Holeby

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94.23 - ES0S

Mounting of Pumps 51102-02HPlatePage 1 (2)

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L23/30H

Mounting of Pumps51102-02H


093

103

115

127

139

140

152

164

176

188

211

223

235

247

1/E

1/E

2/E

1/E

2/E

34/E

18/E

2/E

2/E

4/E

4/E

2/E

2/E

2/E

ItemNo. Qty. Qty.

ItemNo.

Guard end, fore

Cover

Cover

Gasket

Gasket

Screw

Screw

Guide pin

Spray pipe

Locking plate

Screw

Plug screw

Sealing ring

Nut

Endedæksel, for

Dæksel

Dæksel

Pakning

Pakning

Skrue

Skrue

Styrestift

Sprøjterør

Låseplade

Skrue

Propskrue

Tætningsring

Møtrik





PlatePage 2 (2)

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L23/30H

PlatePage 1 (2)

96.51 - ES0S

Covers on Frame 51106-02H

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96.51 - ES0S

PlatePage 2 (2)

L23/30H

Covers on Frame51106-02H


512

524

536

548

561

573

585

597

607

619

620

632

644

656

668

681

693

727

1/E

22/E

4/E

4/E

1/E

4/E

1/E

18/E

2/E

2/E

2/E

1/E

8/E

1/E

2/E

4/E

/I

1/E

ItemNo. Qty. Qty.

ItemNo.

Cover 2/2

Screw

Guide pin

Nut

Plug screw

Screw

Sealing ring 2/2

Screw

Guide pin

Nut

Cylindrical pin

Cover

Screw

Gasket

Screw

Screw

Packingsilicone paste

Packing ring

Dæksel 2/2

Skrue

Styrestift

Møtrik

Propskrue

Skrue

Tætningsring 2/2

Skrue

Styrestift

Møtrik

Cylindrisk stift

Dæksel

Skrue

Pakning

Skrue

Skrue

Silicone

Pakningsring


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./I = Qty./Individual


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/I = Antal/Individuelt

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Pate Page 1 (3) Covers on Frame 51106-03S

L23/30H

96.51-ES0S

51106-03S Covers on Frame Pate Page 2 (3)

L23/30H

ltem No Qty Designation ltem

No Qty Designation

058 2/C O-ring 298 Handle

071 4/D Washer 22/E 5cyl.engine

083 4/D Self locking nut 26/E 6cyl.engine 095 1/D Housing for safety valve 30/E 7cyl.engine

129 8/C Screw 34/E 8cyl.engine

154 28/E Screw 308 Washer 166 2/E Cover 24/E 5cyl.engine

178 2/E Gasket 28/E 6cyl.engine

191 2/C Stud 32/E 7cyl.engine 201 2/E Stud 36/E 8cyl.engine

213 4/C Screw 321 Guard intermediate

225 1/C Cover of camshaft housing 4/E 5cyl.engine 237 1/C O-ring 5/E 6cyl.engine

249 5/E Screw 6/E 7cyl.engine

250 5/E Washer 7/E 8cyl.engine 262 1/E Guard end aft 333 2/C Stud

274 1/E Guard end aft 345 1/E Guard end fore

286 Spring pin 357 1/E Guard end fore 22/E 5cyl.engine 369 1/E Guard

26/E 6cyl.engine 370 6/E Screw

30/E 7cyl.engine 382 1/E Guard end fore 34/E 8cyl.engine 394 6/C Screw only for 900rpm

404 2/E Screw

416 Cover for drankcase 6/E 5cyl.engine

7/E 6cyl.engine

9/E 7cyl.engine 10/E 8cyl.engine

428 4/E Screw

441 2/E Tapered dowel 453 2/E Washer

465 2/E Nut

477 6/C Nut Only for 720/750rpm

489 6/C Screw Only for 720/750rpm

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When ordering spare parts, see also page 500.50

* = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./C = Qty./Cylinder Qty./D = Qty./Safety cover

96.51-ES0S

0802

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96.51-ES0S


L23/30H

ltem No. Qty. Designaion ltem

No. Qty. Designaion

490 Cover with safety valve, complete incl.

item 010, 022, 034, 046, 071, 083, 095,

105, 117 4/E 5cyl.engine

5/E 6cyl.engine


500 Guard intermediate complete incl Item

191, 286, 308, 321, 333 4/E 5cyl.engine

5/E 6cyl.engine


693 /l Packing silicone paste

703 1/E Cover 715 6/E Screw

When ordering spare parts, see also page 500.50 * = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./C = Qty./Cylinder Qty./D = Qty./Safety cover

0802

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/H52

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L23/30H

0802

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/H52

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4.08

.12

51107-03S Covers on Frame Pate Page 2 (2)

L23/30H

ltem No Qty Designation ltem

No Qty Designation

1 1/D Seat

2 1/D Disc

3 1/D Cover 4 1/D Stem

5 1/D Spring seat

6 3/D Pipe 7 1/D Spring

8 1/D O-ring

9 1/D O-ring 10 1/D O-ring

11 3/D Bolt

12 3/D Gasket 13 3/D Nut

14 3/D Spring washer

15 3/D Bolt 16 3/D Gasket

17 3/D Nut

18 3/D Spring washer

When ordering spare parts, see also page 500.50 * = Only available as part of a spare parts kit. Qty./D = Qty./Safety cover

Index Page 1 (1) Turbocharger System 512

L23/30H Description Turbocharger System ............................................................................................ 512.01 (01H) Cleaning the Turbocharger in Service, Water Washing of Compressor ................ 512.05 (01H) Cleaning the Turbocharger in Service, Water Washing – Turbine Side ................ 512.15 (01H) Working Card Overhaul of Charging Air Cooler ...................................................................... 512-01.00 (01H) Water Washing of Compressor Side - Turbocharger Type NR15/R – NR20/R – NR24/R – NR26/R ........................... 512-05.00 (01H) Water Washing of Compressor Side - Turbocharger Type NR15/R ................. 512-05.05 (01H) Water Washing of Compressor Side - Turbocharger Type NR20/R ................. 512-05.05 (02H) Water Washing of Turbine Side ........................................................................ 512-15.00 (01H) Plates Charging Air Cooler .................................................................................................. 51201-02H Charging Air Cooler .................................................................................................. 51201-03H Charging Air Cooler .................................................................................................. 51201-04H Charging Air Cooler .................................................................................................. 51201-05H Exhaust Pipe Arrangement ....................................................................................... 51202-01H Exhaust Pipe Arrangement ....................................................................................... 51202-02H Turbocharging Arrangement ..................................................................................... 51203-03H Turbocharging Arrangement ..................................................................................... 51203-04H Turbocharging Arrangement ..................................................................................... 51203-05H Turbocharging Arrangement ..................................................................................... 51203-06H Steam Trap ............................................................................................................... 51208-01H

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97.06-ES0U

DescriptionPage 1 (2) Turbocharger System 512.01

Edition 01H

95.26 - ES0S

L23/30H

Fig. 1. Diagram for Turbocharger System

Turbocharger System

The turbocharger system of the engine, which is aconstant pressure system, consists of an exhaustgas receiver, a turbocharger, a charging air cooler anda charging air receiver, the latter being integrated inthe engine frame.

The turbine wheel of the turbocharger is driven by theengine exhaust gas, and the turbine wheel dri-ves theturbocharger compressor, which is moun-ted on thesame shaft. The compressor sucks air from theengine room, through the air filters.

Turbocharger, see separate manual.

The turbocharger pumps the air through the chargingair cooler to the charging air receiver. From thecharging air receiver, the air flows to each cylinder,through the inlet valves.

The charging air cooler is a compact tube-type coolerwith a large cooling surface. The cooling wa-ter ispassed twice through the cooler, the end covers beingdesigned with partitions which cause the coolingwater to turn.

The cooling water tubes are fixed to the tube plates byexpansion.

From the exhaust valves, the exhaust is led througha water cooled intermediate piece to the exhaust gasreceiver where the pulsatory pressure from the indi-vidual exhaust valves is equalized and passed to theturbocharger as a constant pressure, and further tothe exhaust outlet and silencer arrangement.

The exhaust gas receiver is made of pipe sections,one for each cylinder, connected to each other, bymeans of compensators, to prevent excessive stressin the pipes due to heat expansion.

Water washingcompressor side

P6 Drain from turbocharger, outlet

M1 Charge air, inletExhaust gas, outlet P2P8 Water washing,compressor side withquick coupling, inlet

Water washing, turbine side, inlet P7

Exhaust gas to TC

Charging air from TC

Lambda Cylinder

DescriptionPage 2 (2)Turbocharger System

95.26 - ES0S

L23/30H

512.01Edition 01H

In the cooled intermediate piece a thermometer forreading the exhaust gas temperature is fitted andthere is also possibility of fitting a sensor for remotereading.

To avoid excessive thermal loss and to ensure areasonably low surface temperature the exhaust gasreceiver is insulated.


512.05Edition 01H

Compressor

Fouling of the airways depends primarily on the purityof the inlet air and thus, in turn, on the generalmaintenance condition of the machinery, i.e. mainlyof the gas and oil tightness of the engines and on thefresh air ventilation system of the engine room.

Fouling of air filter, compressor or charging air coolermay be observed as changes in performance para-meters:

- Decreasing charging air pressure.- Decreasing turbocharger rotor speed.- Increasing exhaust gas temperature.- Severe fouling of airways may even result in

compressor surge.

Regular cleaning during operation by injection of waterbefore the compressor wheel will reduce the foulingrate considerably, and consequently prolong theintervals between dismantling necessary formechanical cleaning.

94.26 - ES0U-G

L23/30H

Cleaning the Turbocharger In ServiceWater Washing of Compressor

Chemical cleaning will not improve the cleaningprocess as this primarily is based on the mechanicaleffect from the impact of the water droplets.

Certain types of fluid solvents can give formation ofdeposits on the compressor wheel, and should underno circumstances be used.

The intervals between cleaning by injection of watershould be adjusted after assessing the degree andrate of fouling in the particular plant, i.e. based onobservations and experience.


512.15Edition 01H

Description

The tendency to fouling on the gas side of turbo-chargers depends on the combustion conditions,which are a result of the load on and the maintenancecondition of the engine as well as the quality of thefuel oil used.

Fouling of the gas ways will cause higher exhaustgas temperatures and higher surface temperaturesof the combustion chamber components and willalso lead to a lower performance.

Tests and practical experience have shown thatradial-flow turbines can be successfully cleaned byinjection water into the inlet pipe of the turbine. Thecleaning effect is based on the water solubility of thedeposits and on the mechanical action of the im-pinging water droplets and the water flow rate.

The necessary water flow is dependent on the gasflow and the gas temperature. Enough water mustbe injected per time unit so that, not the entire flowwill evaporate, but about 0.25 l/min. will flow offthrough the drainage opening in the gas outlet. Thusensuring that sufficient water has been injected.

Service experience has shown that the abovementioned water flow gives the optimal cleaningeffect. If the water flow is reduced the cleaning effectwill be reduced or disappear. If the recommendedwater flow is exceed, there is a certain risk of aaccumulation of water in the turbine casing, whichcan result in damage on the turbocharger.

The best cleaning effect is obtained by cleaning atlow engine load approx. 20% MCR. Cleaning at lowload will also reduce temperature shocks.

Experience has shown, that washing at regularintervals is essential to successful cleaning, asexcessive fouling is thus avoided. Washing at inter-vals of 100 hours is therefore recommended. De-pending on the fuel quality these intervals can beshorter or longer. However, the turbine must bewashed at the latest when the exhaust gas tempe-rature upstream of the turbine has risen about 20° Cabove the normal temperature.

96.39 - ES0U-G

L23/30H

Cleaning the Turbocharger in ServiceWater Washing - Turbine Side

Heavily contaminated turbines, which where notcleaned periodically from the very beginning or afteran overhaul, cannot be cleaned by this method.

If vibration in the turbocharger occur after water-washing has been carried out, the washing should berepeated. If unbalance still exists, this is presumablydue to heavy fouling, and the engine must be stoppedand the turbocharger dismantled and manuallycleaned.

The washing water should be taken from the freshwater system and not from the fresh cooling watersystem or salt water system. No cleaning agents andsolvents need to be added to the water.

To avoid corrosion during standstill, the enginemust, upon completing of water washing run for atleast 1 hour before stop so that all parts are dry.

Water Washing System

The water washing system consists of a pipe systemequipped with a regulating valve, a manoeuvringvalve, a 3-way cock and a drain pipe with a drainvalve from the gas outlet, see illustration on workingcard 512-15.00.

The water for washing the turbine, is supplied fromthe external fresh water system through a flexiblehose with couplings. The flexible hose must bedisconnected after water washing.

By activating the manoeuvring valve and the regu-lating valve, water is led through the 3-way cock tothe exhaust pipe intermediate flange, equipped witha channel to lead the water to the gas inlet of theturbocharger.

The water which is not evaporated, is led out throughthe drain pipe in the gas outlet.

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Safety precautions:


Description:

Overhaul of charging air cooler.

Starting position:

Related procedure:

Manpower:

Working time : 3-4 hoursCapacity : 2 men

Data:



96.20 - ES0S

L23/30H

Overhaul of Charging Air CoolerWorking CardPage 1 (2)

Special tools:


Hand tools:

Ring and open end spanner, 13 mm.Ring and open end spanner, 19 mm.Ring and open end spanner, 24 mm.Allen key, 10 mm.Wire rope.Tackle.



51201 113 6/cooler51201 029 1/cooler51201 066 1/cooler61203 035 1/cooler

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96.20 - ES0S


Overhaul of Charging Air Cooler Working CardPage 2 (2)

The charging air cooler is normally cleaned andoverhauled at the intervals indicated in the "PlannedMaintenance Program", or if observations prove thatthe cooler does not work satisfactory, see section502.

Overhaul of Charging Air Cooler.

1) Close the cooling water inlet and outlet valvesand disconnect the pipes.

2) Remove the screw (1), fig 1, which secure theend cover of the cooler element to the cooler housing,and pull the cooler element half-way out.

Place a wire rope round the cooler element and attacha tackle hook, after which the elements are lifted andpulled out of the cooler housing and landed on acouple of wooden planks on the floor.

4) Clean the cooler element of the water and airsides.

After using cleaning agents the manufacting recom-mendation must be followed.

The greatest care must be exercised when dismant-ling cleaning and mounting the cooler element, as thethin fins of the tubes cannot stand impacts andpressure.

If nevertheless, the metal is bended, it should becarefully straightened, as bent fins will increase thepressure drop across the cooler considerably.

Should one ore more cooler tubes become leaky it/they must immediately be made tight, either byexpending the tube ends into the tube plates or byblanking of the tube(s) concerned with plugs.

It is important that the charging air cooler is not leakyas any sea water that leaks in will be carried along withthe air to the cylinders where the salt contained in thewater will damage valves, piston rings, and cylinderliners.

5) Also clean end cover and coat it on the insidewith an anti-corrosion blocks agent. Inspect the anti-corrosion (6) and renew if necessary.

Note: That paint or similar must not be applied tothese blocks.

6) Fouling and deposite in the pipes can be remo-ved by using a hand or machine operated circularsteel brush. The pipe inner diameter is 13 mm.

7) When mounting the air cooler, renew all gas-kets.

Out of Service Periods.

At longer periods out of service the air cooler isdrained if the coolant is sea water followed by flushingwith fresh water and left with drain and venting cocksopen.

At fresh water coolant systems recommendations forthe entire system is followed.

3) Remove screws (2) and end cover (3) reversalchamber (4) and side plates (5).

Fig 1.

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Safety precautions:


Description:

Water washing of compressor side.Turbocharger cleaning with engine in service.

Starting position:

Related procedure:

Manpower:


Data:



91.45 - ES0S

5, 6L23/30H


Special tools:


Hand injector.

Hand tools:

Ring and open end spanner, 17 mm.



See the special instructions for turbocharger.

Water Washing of Compressor SideTurbocharger Type NR15/R

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91.45 - ES0S



Cleaning Procedure.

The cleaning process is only to be carried out, whenthe engine is at operating temperature and when it isloaded as close as possible to full load.

The engine must not be shut off immediately aftercleaning but should be allowed to operate continuous-ly for some time to ensure drying out of the charge airsystem.

Sequence of Operations.

1) Run the engine with as high a load as possible.

2) Unscrew the plug, see fig 1, together with theseal ring from air filter silencer.

3) Fill the hand injector with clean fresh water andinsert it through the screw plug opening.

4) Inject the complete content of the hand injectorwithin a period of 4 - 10 sec.

5) Run the engine for about 10 minutes at unalter-ed high load.

6) Make comparative measurements of the opera-ting data. This comparison will indicate the successor lack of same of the washing procedure.

If necessary, carry out the washing once more.

7) Screw in the plug together with the seal ring tothe air filter silencer.

Water Washing of Compressor sideTurbocharger Type NR15/R

Compressor cleaning by inspection of water with ahand injector is sufficient if a normal degree of foulingis present.

In case of serve dirt being deposited in the compres-sor, dismantling of the compressor, is necessary.

Components for mechanical and manual cleaning arenecessary.

For manual cleaning of compressor, see specialinstruction.

For water washing of compressor side, see alsodescription for water washing.

Seal ringScrew plug

Hand injector

Fig 1.

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Safety precautions:


Description:

Water washing of turbine side, cleaning withengine in service.

Starting position:

Related procedure:

Manpower:


Data:



91.04 - ES0S

L23/30H

Water Washing of Turbine SideWorking CardPage 1 (2)

Special tools:


Hand tools:



See the special instruction for turbocharger.

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91.04 - ES0S


Water Washing of Turbine Side Working CardPage 2 (2)

Cleaning Procedure.

1) Adjust the engine load to approx. 20 % and letthe engine stabilize for 10 min.

2) Open the drain cock at the turbocharger outletand check for free passage, see fig 1.

3-way cock

Plate with clean-ing instruction

Manoeuveringvalve

Regulating valve

Cleaning waterinlet

Fig 1. Arrangement for water washing.

Drain cock

3) Turn the 3-way cock to position 2 "Open", seefig. 2 and check for free passage. If ok turn to thewater wash position 3 "Wash".

4) Connect the water supply to the water washsystem.

5) Activate the manoeuvring valve, see fig 1.

Then open the regulating valve and adjust the waterflow until the drain flow is approx. 0,25 l/min.

6) Continue the water washing 5 - 10 min. or untilthe drain water is free of particles.

7) Release the manoeuvring valve and discon-nect the water supply.

Turn the 3-way cock to position 1, "Closed" andcheck that the water drain flow has stopped.

8) Continue at this load at least 5 min. beforeincreasing the load to the normal condition.

9) After the water washing, the engine should runfor at least 1 hour before stop.

Note: The regulating valve has to be opened slowly.

The manoeuvring valve must not be locked in openposition.

The water injection time mentioned in item 6 must benot exceeded.

For water washing of turbine side, see also descrip-tion for water washing.

Fig 2. 3-way cock.

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Charging Air Cooler - Freshwater

97.06 - ES0S

51201-04HPlatePage 1 (2)

5L23/30H-720/750 RPM6L23/30H-720/750 RPM

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97.06 - ES0S

Designation BenævnelseBenævnelseDesignationItemNo. Qty. Qty.

ItemNo.

017

029

030

042

054

066

078

091

101

113

125

137

149

150

174

186

198

208

221

233

257

269

270

282

294

304

1/K

1/K

2/K

1/K

1/K

4/K

4/K

1/K

4/K

8/K

1/K

1/K

1/K

29/K

3/K

3/K

5/K

1/K

8/K

1/K

1/K

1/K

1/K

22/K

1/K

1/E

Crossmember

Crossmember

Pipe

Cooler block

Gasket end cover

Plug screw

Cu-washer

End cover

Nut

Screw

Top plate

Gasket reversingcover

Reversing cover

Screw

Screw

Cu-washer

Screw

Bottom plate

Screw

O-ring

Gasket

Ring

Drain pipe for WMC

Screw

Water mist catcher

Charging air cooler,complete, incl. item017, 029, 030, 042, 054,066, 078, 091, 101, 113,125, 137, 149, 150, 174,186, 198, 208, 221, 233,269, 270 and 294

Travers

Travers

Rør

Kølerblok

Pakning endedæksel

Propskrue

Cu-skive

Endedæksel

Møtrik

Skrue

Topplade

Pakning vendekammer

Vendekammer

Skrue

Skrue

Cu-skive

Skrue

Bundplade

Skrue

O-ring

Pakning

Ring

Drænrør for WMC

Skrue

Vandudskiller

Ladeluftkøler, komplet,inkl. item 017, 029, 030,042, 054, 066, 078, 091,101, 113, 125, 137, 149,150, 174, 186, 198, 208,221, 233, 269, 270 og294


* = Only available as part of a spare parts kit.Qty./E = Qty./Engine.Qty./K = Cooler


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/K = Køler

Charging Air Cooler - Freshwater51201-04H PlatePage 2 (2)

5L23/30H-720/750 RPM6L23/30H-720/750 RPM

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Plate Page 1 (2) Exhaust Pipe Arrangement 51202-01S

5L23/30H 6L23/30H-720/750 RPM

94.22-ES0S

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94.22-ES0S

51202-01S Exhaust Pipe Arrangement Plate Page 2 (2)

5L23/30H 6L23/30H-720/750 RPM



012 1/C Intermediate piece, complete, incl. 193 3/C Plug screw

item 181, 193, 203, 215 and 227 203 3/C Gasket

024 2/C Gasket 215 1/C Plug screw 036 4/C Screw 227 1/C Sealing ring

041 1/E Exhaust pipe 239 4/C Screw

051 Exhaust pipe 240 1/C Screw 3/E 5 cyl. engine 252 1/C Cooling water nipple

4/E 6 cyl. engine 264 2/C O-ring

061 1/E Exhaust pipe for cyl. 1 073 1/E Flange

081 Compensator

4/E 5 cyl. engine 5/E 6 cyl. engine

097 1/E Compensator

101 Gasket 8/E 5 cyl. engine

10/E 6 cyl. engine

111 3/E Gasket 121 Nut

96/E 5 cyl. engine

120/E 6 cyl. engine 131 Screw

96/E 5 cyl. engine

120/E 6 cyl. engine 144 8/E Screw

156 16/E Nut

168 8/E Screw 171 8/E Screw

181 1/C Intermediate piece

191 1/E End cover, aft

When ordering spare parts, see also page 500.50 * = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./C = Qty./Cylinder

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Turbocharging Arrangement 51203-03HPlatePage 1 (2)

96.51 - ES0S

5L23/30H-720/750/900 RPM6L23/30H-720/750 RPM

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96.51 - ES0S

Turbocharging Arrangement PlatePage 2 (2)51203-03H


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./C = Qty./CylinderQty./I = Qty./Individual


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/E = Antal/CylinderAntal/I = Antal/Individuelt


ItemNo.

018

031

043

055

067

079

080

092

102

114

126

138

151

163

175

187

199

209

210

222

234

246

283

295

305

317

378

1/E

12/E

1/E

6/E

6/E

6/E

1/E

1/E

14/E

1/E

18/E

1/E

1/E

1/E

4/E

4/E

1/E

1/C

1/C

4/C

1/C

1/E

2/E

2/E

2/E

2/E

/I

Gas outlet

Screw

Bracket fortubocharger

Screw

Spring lock

Screw

Inlet bend

Gasket

Screw

Shield

Screw

Cooler box forcharge air

Compensator

Flange

Washer

Screw

Sealing ring

Inlet pipe

Gasket

Screw

Sealing ring

Gasket

Plug screw

Packing ring

Plug screw

Packing ring

Packingsilicone paste

Gasudløb

Skrue

Konsol forturbolader

Skrue

Låseskive

Skrue

Indstrømningsbøjning

Pakning

Skrue

Skærm

Skrue

Kølerboks for ladeluft

Kompensator

Flange

Skive

Skrue

Tætningsring

Indstrømningsrør

Pakning

Skrue

Tætningsring

Pakning

Propskrue

Pakningsring

Propskrue

Pakningsring

Silicone

391

401

413

425

437

4/E

8/E

2/E

2/E

4/E

Nut

Screw

Support

Support

Screw

Møtrik

Skrue

Holder

Holder

Skrue

5L23/30H-720/750/900 RPM6L23/30H-720/750 RPM

Index Page 1 (1) Compressed Air System 513

L23/30H Description Compressed Air System ......................................................................................... 513.01(01H) Working Card Overhaul, Test and Inspection of Turbine Starter ............................................. 513.01.30 (01H) Main Starting Valve ........................................................................................... 513-01.40 (01H) Check of Compressed Air Piping System ........................................................ 513-01.90 (01H) Plates Turbine Starter .......................................................................................................... 51309-01H Main Starting Valve ................................................................................................... 51310-01H Air Lubricator ............................................................................................................ 51311-01H Muffler ....................................................................................................................... 51312-01H Emergency Starting Valve ........................................................................................ 51313-01H Starting Valve ............................................................................................................ 51314-01H Air Strainer ................................................................................................................ 51316-01H Safety Valve .............................................................................................................. 51319-01H ON-OFF Valve for Jet System .................................................................................. 51320-01H Air Filter .................................................................................................................... 51321-01H Pressure reduction Valve ......................................................................................... 51322-01H

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99.01-ES0U

Fig. 1. Diagram for Compressed air System

General The compressed air system on the engine con-tains a starting system, starting control system and safety system. Further, the system supplies air to the lambda system. The compressed air is supplied from the starling air receivers (3MPa) through a reduction station, where from compressed air is supplied to the en-gine. To avoid dirt particles in the internal system, a dirt separator is mounted in the inlet line to the engine. The intervals between cleaning and draining will depend on the condition of the air in the main sup-ply system, and has therefore to be determined according to service experience gained with the particular plant. Note : Due to the safety system, the air supply to the engine must not be interrupted during opera-tion of the engine.

Starting System The engine is started by means of a built-on air starter, which is of the turbine starter motor type with gear box, safety clutch and drive shaft with pinion. Further, the starting system consists of a main starting valve. Control System The air starter is activated electrically with a pneumatic 3/2way solenoid valve (starting valve). The valve can be activated manually from the starting box on the engine, and it can be arranged for remote control, manual or automatic. For remote activation, the starting spool must be connected so that every starting signal to the start-ing spool goes through the converter for engine RPM signal or via the engine control box if sup-plied.

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Description Page 1 (2) Compressed Air System 513.01

Edition 01S

L23/30H

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513.01 Edition 01S Compressed Air System Description

Page 2 (2)

L23/30H

Further, the system is equipped with an emer-gency starting function which makes it possible to activate the air starter manually in case of a power failure. Emergency Starting Function The emergency starting valve is activated by means of a manual override

Safety System As standard the engine is equipped with a pneu-matically/mechanically overspeed device, which starts to operate if the maximum permissible RPM is exceeded. This device is fitted to the end cover of the engine driven lubricating pump and is driven from the pump through a resilient coupling, see section 509. When the maximum permissible RPM is ex-ceeded, the overspeed device will activate a pneumatically controlled stop cylinder, which will bring the fuel index to zero and stop the engine. Pneumatic Start Sequence When the starting valve is opened, air will be sup-plied to the drive shaft housing of the air starter. The air supply will - by activating a piston-bring the drive pinion into engagement with the gear rim on the engine fly wheel. When the pinion is fully engaged, the pilot air will flow to, and open the main starting valve, whereby air will be led to the aid starter, which will start to turn the engine. Simultaneously with air supply for the air starter, air will be supplied to the fuel limitating cylinder, thus limiting the fuel supply during the start se-quence. When the RPM exceeds approx.110, at which fir-ing has taken place, the starting valve is closed whereby the air starter is disengaged.

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Safety precautions:


Description:

Disassembly, overhaul and assembly of the airstarter.

Starting position:

All connections to the air starter have been re-moved, and air starter is removed.

Related procedure:

Manpower:


Data:



96.38 - ES0S-G

L23/30H

Special tools:


52006 261 20 - 120 Nm.

Hand tools:

Allen key, 4 mm.Allen key (long), 8 mm.Screwdriver.Big screwdriver.Chisel.Retaining ring pliers.Plastic hammer.Lubricating oil.Copaslip or similar.Sleeve.Bearing puller.Impact WrenchBearing pressing tool.



See plate 51309.

Overhaul, Test and Inspection of Turbine StarterWorking CardPage 1 (9)

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General Information

1) Always mark adjacent parts on the housingexhaust cover (1), motor housing (8), intermediategear case (13), gear case (28) and drive housing(40) so these members can be located in the samerelative position when the starter is reassembled.

Note : Do not disassemble the starter any furtherthan necessary to replace worn or damaged parts.Never reuse old seals or O-rings.Never wash the inertia drive in a solvent.

2) Do not remove any part which is a press fit inor on a subassembly unless the removal of that partis necessary for replacement or repairs.

3) Always have a complete set of seals and O-rings on hand before starting any overhaul of theturbine starter.

4) When grasping a part in a vice, always usecopper-covered vice jaws to protect the surface ofthe part and help prevent distortion. This is particu-larly true of threaded members.

Housing Exhaust Cover, Motor Assembly, andMotor Housing

1) If replacing the motor assembly (12), removeboth housing plugs (10) and drain the oil from thegearing before beginning disassembly of the starter.Inspect the magnetic housing plugs (10) for metalparticles. Very fine metal particles are normal. Re-move particles and reinstall plugs. Large particles orchips are an indication of a problem. Disassemblegear case (28) and inspect.

2) Using a screw driver, unscrew the exhaustcover (67) from the housing exhaust cover (1).

3) Using an 8 mm hex-head wrench, unscrewand remove the starter assembly cap screws (6)and washers (7), See fig 1.

4) Pull the housing exhaust cover (1) from themotor housing (8). To dislodge the housing exhaustcover, rotate it until the ears clear the motor hous-ing. Using a plastic hammer, tap the ears alternatelyuntil the housing cover can be removed from themotor housing.

Fig 1.

5) Remove the deflector retaining screw (5),deflector retaining spring (4) and the splash deflec-tor (3) from the housing exhaust cover (1), See fig2.

L23/30H

Overhaul, Test and Inspection of Turbine Starter

96.38 - ES0S-G

Fig 2.

6) Tap the motor housing with a plastic hammerto dislodge it from the intermediate gear case (13).

7) Grasp the rear of the motor assembly (12) andpull it from the rear of the motor housing (8).If the motor assembly (12) is difficult to remove,lightly push the motor pinion which is on the front ofthe motor assembly toward the exhaust side of themotor housing in order to free the motor assembly.

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8) Tap the intermediate gear case (13) with aplastic hammer to dislodge it from the gear case(28).

9) Position the intermediate gear case (13) on abench in a copperfaced vice so that the intermediatepinion (26) is secured in the jaws of the vise. Tightenthe vice only enough to hold the intermediate pinionsecurely.

10) Loosen the intermediate pinion retaining screw(27) 1-1/2 turns only. Do not remove.

Warning: If the intermediate gear case is not sup-ported on a bench and if the intermediate pinionretaining screw is completely removed, the interme-diate gear case and compoments could fall causinginjury.

11) Tap the intermediate pinion lightly to back theplanet gear frame assembly out of the intermediategear case.

12) Remove the intermediate gear case assemblyfrom the vice and remove the intermediate pinion(26). Remove the rear gear case O-ring (14) andfront gear case O-ring (15) from the intermediate


96.38 - ES0S-G

gear case (13), See fig 3.

13) Remove the planet gear frame assembly fromthe intermediate gear case. Using a sleeve thatcontacts the outer race of the front gear framebearing (17), press the planet gear frame shaft seal(16) and the front gear frame bearing (17) from thefront end and out of the rear of the intermediate gearcase.

14) Remove the rear gear frame bearing (24) fromthe planet gear frame (18), using a bearing pullerand remove the gear shaft retaining washer (23),see fig 4.Remove the planet gear shafts (22), planet gears(19), planet gear bearings (20) and bearing spacers(21).

15) Remove the front bearing spacer (25), using abearing puller and the gear shaft retaining washer(23) from the front of the planet gear frame by

Working CardPage 3 (9) Overhaul, Test and Inspection of Turbine Starter

L23/30H

Fig 3.

Fig 4.

pressing on the front of the planet gear frame shaft.Remove the gear shaft retaining washer only if thewasher or front bearing spacer is damaged.

Drive Housing

1) Grasp the drive pinion (63) in a copper-faced

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vice with the starter supported on the workbench.

2) Remove the drive pinion retaining screw (61)which has a right-hand thread.

3) Remove the starter from the vice.

4) Remove the drive pinion washer (62) and thedrive pinion (63).

5) Slide the pinion spring sleeve (64) and thepinion spring (65) off the drive shaft (57).

6) Unscrew the drive gear screw (34). Using animpact wrench with a 5/16" (8 mm) x 8" (203 mm) loghex inserted into the end of the drive shaft.

7) Unscrew and remove the drive housing capscrews (38) and lock washers (39).

8) Tap the drive housing (40) with a plastichammer to help dislodge it from the gear case (28).

Warning: Failure to follow this procedure couldresult in injury to personnel.

9) Place the drive housing (40) in an arbor press,piston end up. Apply a load to the piston (54) usingthe arbor press to compress the piston return spring(59) before removing the bulkhead retainer (45). Donot use compressed air to load the piston.

10) Remove the bulkhead retainer (45). Using ascrewdriver and the arbor press.

Caution : Make sure the tension of the spring pushesthe bulkhead out of the drive housing before remov-ing the drive housing from the arbor press.

11) Remove the bulkhead (46) from the piston(54).

12) Remove the outer bulkhead ring (47) and theinner bulkhead ring (48).

13) Slide the drive shaft (57) from the drive hous-ing (40).

14) Pull the piston return spring (59) off the driveshaft.

Note: Do not remove the front drive shaft bearing(42) or the drive housing seal (43) unless replace-ment is necessary and new parts are available. Thebearing and/or the seal will always be damagedwhen removed from the drive housing.

15) Remove the piston ring (55) from the piston(54).

16) Press the clutch spring cup (50) down andremove the clutch spring cup retainer (49).

17) Remove the clutch spring cup and clutchspring (51).

18) Remove the two clutch jaws (52).

19) Remove the front drive gear bearing (30),drive gear cup (36), drive gear lock washer (35),drive gear screw ring (37) and drive gear screw (34).

20) Remove the large drive shaft bearing retainer(53) using a screwdriver.

21) Press the rear drive shaft bearing and driveshaft (57) out of the piston. If the rear drive shaftbearing needs to be replaced, proceed as follows:

a. Cut and remove the small drive shaft bear-ing retained in the drive shaft, using a smallchisel.

b. Press the rear drive shaft bearing (58) offthe drive shaft.

22) Place the gear case (28) on a workbench.

23) Remove the drive gear bearing retainer (32),using retaining ring pliers and working through theaccess holes in the gear web, See fig 5.

24) Pull the drive gear (29) out of the gear case.

Note : Do not disassemble the drive gear and clutchparts of the turbine powered starters. If the driveshaft is defective, install a new or factory-rebuiltunit.

25) Remove the drive gear shaft bearing retainer(33), using retaining ring pliers.

26) Remove the rear drive gear bearing (31) fromthe drive gear.

96.38 - ES0S-G


L23/30H

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96.38 - ES0S-G


5) Install the drive gear bearing retainer, usingretaining ring pliers and working through the accessholes in the gear web.

6) Lubricate the drive gear with approximately240 ml of Ingersoll-Rand No. 28 lubricant.

7) Press the rear drive shaft bearing (58) ontothe drive shaft.

8) Slide the small bearing retainer, convex sidefirst, onto the drive shaft. Press it into position inaccordance with the instructions packaged with thenew retainer.

9) Assemble the drive gear Schrew (34), drivegear lock washer (35), drive gear cup (36) and drivegear screw O-ring (37).

10) Grasp the drive shaft (57) in a vice, externalsplined end down. Place assembled drive shaftscrew Unit into the drive shaft, screwhead down.Lubricate the inside diameter of the drive shaft withIngersoll-Rand No. 28 lubricant.

11) Slide the drive gear bearing (30) into the driveshaft.

12) Lubricate with Ingersoll-Rand No. 28 lubricantand install the driving clutch jaw teeth facing up anddriven clutch jaw teeth facing down into the driveshaft.

13) Insert the clutch spring (51) into the driveshaft.

14) Insert the clutch spring cup (50) into the driveshaft.

15) Press the inserted parts into the drive shaft,and install the clutch spring cup retainer (49).

L23/30H


Fig 5.

Assembly of the Starter

1) Always press on the inner ring of a ball bearingwhen installing the bearing on a shaft.

2) Always press on the outer ring of a ball bearingwhen pressing the bearing in a bearing recess.

3) Whenever grasping a part in a vice, alwaysuse leather-covered, copper-covered vice jaws toprotect the surface of the part and help preventdistortion. This is particularly true of threaded mem-bers.

4) Always clean every part, and wipe every partwith a thin film of oil before installation.

Gear Case

1) Place the drive gear bearing retainer over therear end of the drive gear.

2) Press the rear drive gear bearing (31) onto therear end of the drive gear, using an arbor press.

3) Seat the rear drive gear bearing into the gearcase by tapping the opposite end of the drive gear,using a plastic hammer.

4) Install the drive gear shaft bearing retainer(33), using retaining ring pliers.

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Note : If it is necessary to replace the drive housing(40) and drive components, make sure that thepiston seal has been removed from the rear of thenew piston (54).The piston seal must be removed toprevent pressure build-up which will cause move-ment of the planet gear frame shaft seal (16). If thisconditions occurs, the piston cannot retract and thedrive pinion (63) will remain in engagement with theflywheel, causing damage to the starter drive trainand/or starter motor. To remove the piston seal,insert a screwdriver inside the lip of the seal and pryit loose from the piston.

16) Install the piston (54) onto the drive shaft untilthe rear drive shaft bearing seats into the piston.

17) Coil the large drive shaft bearing retainer (53)into the groove of the piston to retain the outer raceof the drive shaft bearing, using a thin flat bladescrewdriver to assist in this operation.

18) Lubricate the piston O-ring (55) and install it inthe groove of the piston.

19) Position the drive housing in an arbor press,pinion-end down and install the drive housing seal(43) into the drive housing. Using a pressing sleeveof the proper size, press the seal into the drivehousing so that the lip of the seal faces away fromthe drive pinion.

20) Press the bearing into the drive housing untilit seats, using a sleeve that contacts the outer raceof the front drive shaft bearing (42). Drop the pistonreturn spring seat (60) on top of front drive shaftbearing.

21) Slide the piston return spring (59) onto thedrive shaft and snap it into the front of the piston sothat it is against the large drive shaft bearing retainer(53).

22) Lubricate and insert the assembled drive shaftinto the drive housing.

23) Lubricate and install the outer bulkhead O-ring (47) and the Inner bulkhead O-ring (48) on thebulkhead (46).

24) Slide the bulkhead onto the piston.

25) With the drive housing in the arbor press,press down on the rear face of the piston.

Note : Feel the underside of the drive housing tomake sure the drive shaft passes through the bear-ing.

26) Install the bulkhead retainer (45), using ascrewdriver.

Warning: Make sure the bulkhead retainer is prop-erly seated in the motor housing groove beforeeasing off the arbor press. Failure to do so will allowimproperly retained parts to separate when re-moved from the arbor press resulting in injury topersonnel.

27) Remove the drive housing from the arborpress.

28) Lubricate and install the drive housing O-ring(41) in the groove of the drive housing.

29) Position the assembled gear case on a work-bench. The as-sembled unit must be upright toaccept the drive housing.Carefully position the assembled drive housing (40)onto the gear case so as not to damage the pistonseal. Align the punch marks of the gear case anddrive housing.

30) Install the drive housing cap screw lock wash-ers (39) and the drive housing cap screws (38) andtighten to 28 Nm torque.

31) Tighten the drive gear screw (34) 77.3 Nmtorque, using an impact wrench with a 8 mm x 203mm long hex inserted into the end of drive shaft.

32) Grease and slide the pinion spring (65) andthe pinion spring sleeve (64) over the pinion end ofthe drive shaft.

33) Grease the pinion end of the drive shaft andinstall the drive pinion (63).

34) Grasp the drive pinion in a copper-coveredvice with the starter supported on a workbench.

35) Place the drive pinion washer (62) onto drivepinion retaining screw (61).


L23/30H

Overhaul, Test and Inspection of Turbine Starter Working CardPage 6 (9)

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Note: The thread on the drive pinion retaining screwis right-hand thread.

36) Install the drive pinion retaining screw into theend of the drive shaft and tighten it to 108.5 Nmtorque.

Intermediate Gear Case, Motor Housing, MotorAssembly and Housing Exhaust Cover

1) Press the front gear frame bearing (17) intothe rear of the intermediate gear case (13), using abearing pressing tool of the proper size.

2) Press the planet gear frame shaft seal (16)into the rear of the intermediate gear case over thefront gear frame bearing, using a sleeve whichcontacts the outer ring of the seal.

Note : Make sure the flat side of the seal is installedagainst the bearing.

3) Install the rear gear case O-ring (14) in thegroove at the rear of the intermediated gear caseand the front gear case O-ring (15) in the groove atthe front of the intermediate gear case. Coat both O-rings.

4) Install one gear shaft retaining washer (23) onthe front of the planet gear frame (18). Press thefront bearing spacer (25) on the front shaft of theplanet gear frame to hold the gear shaft retainingwasher snugly in position.

Note : Coat the front bearing spacer with gear Lubebefore installing it. Be careful not to gouge or scratchthe front bearing spacer during installation as thiscould result in leakage between the planet gearframe and gear case.

5) Place planet gear frame on a bench, shaft sidedown. Place the planet gear bearing (20) inside ofplanet gear (19). Place bearing spacers (21) on topand bottom of bearing and gear. Slide the compo-nents into the slots in the side of the planet gearframe. Align holes in spacers and bearing with holesin planet gear frame and insert planet gear shaft(22), integral keyed end down, through the spacersand bearing so that the larger portion of the keyedend of the shaft contacts the planet gear shaftretaining washer (23). Repeat the procedure for thetwo remaining planet gears and components.

Note: Do not move or turn over the planet gearframe until step 6 and 7 have been completed.Movement of the planet gear frame assembly coulddislodge assembled components, making it neces-sary to repeat step 5.

6) Install the other planet gear shaft retainingwasher over the shaft at the rear of the planet gear.

7) Press the rear gear frame bearing (24) on theshaft at the rear of the planet gear frame, using theproper size bearing inserting tool.

8) Slide the planet gear frame assembly, cou-pling end first, into the rear of the intermediate gearcase (13), making sure that the planet gears meshwith the ring gear. Use care so as to not damage theseal.

9) Install the intermediate pinion (26), makingsure that the notches at the rear of the pinion alignwith the notches and tangs in the shaft of the planetgear frame.

10) Clean the threads of the intermediate pinionretaining screw (27) and apply 2-3 drops ofPermabond HM 118 to the threads approximately 3mm from the end of the screw. Install screw andtighten enough to hold assembly together.

11) For final tightening, position the intermediategear case so the intermediate pinion is secured inthe jaws of the copperfaced vice. Tighten the inter-mediate pinion retaining screw to 122 Nm torque.

12) Remove the intermediate gear case from thevice and set it on a bench.

Note: The intermediate gear case will work in onlyone orientation.

Align the punch marks on the intermediate gearcase and gear case and tap the intermediate gearcase with a plastic hammer until it seats in the rearof the gear case. Make sure the intermediate pinionmeshes with the drive gear.

Coat the O-rings on the motor assembly and theinside of the cylinder before installing the motorassembly.


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L23/30H

Overhaul, Test and Inspection of Turbine Starter Working CardPage 8 (9)

96.38 - ES0S-G

Fig 6. Turbine Starter.

13) Install the motor assembly through the rear ofthe motor housing with the geared end of the rotortoward the front.

Note: Turn the intermediate pinion so that the gearon the rotor meshes with the planet gears. Makesure that the rear of the motor assembly is installedflush with the rear of the cylinder.

14) Align the punch marks on the motor housingwith the punch marks on the intermediate gear caseand tap the motor housing with a plastic hammeruntil it seats on the rear of the intermediate gearcase.

15) Install the splash deflector (3), deflector re-taining spring (4) and deflector retaining screw (5) inthe rear of the housing exhaust cover.

Note: Coat the threads of the deflector retainingscrew with Ingersoll-Rand SMB-441 sealant.

16) Coat the exhaust cover seal (2) and install it inthe groove on the housing exhaust cover.

17) Align the punch marks on the housing exhaustcover with the punch marks on the motor housingand tap the housing exhaust cover with a plastichammer until it seats.

18) Install the housing exhaust cover on the rearof the motor housing using the starter assembly capscrews (6) and cap screw washers (7). Use an 8 mmhex-head wrench to tighten each a little at a time toa final torque of 61 to 68 Nm increments.

19) Mount the exhaust cover (68) on the housingexhaust cover (1).

Note: Use Intersoll-Rand SMB-441 pipe sealant onall plugs.

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20) Install the bottom housing plug (10) and thehousing plug inlet boss (11). Put the starter on itsside with the side plug hole upward. Add 175 mlautomatic transmission fluid through the side plughole.

Caution: Do not overfill.Install the side housing plug (10) and tighten allplugs to 6.8 to 13.6 Nm torque.

Test and Inspection Procedure

1) Clutch Ratcheting : Turn the drive shaft pin-ion (63) by hand in the direction of the starterrotation. The clutch should rachet smoothly with aslight clicking action.

2) Motor and Gearing Freeness: Turn the driveshaft pinion (63) opposite the direction of the starterrotation. The drive shaft pinion should turn by hand.

Note: Inadvertent application of air pressure to the“OUT” port will result in drive malfunction (pinion willfail to retract). If this condition occurs, loosen thedrive housing cap screws (38) to vent gear case(28). Also, loosen housing plugs (10) and (11) tovent motor.

3) Pinion Engagement: Apply 50 psig (3.4 bar/345 kPa) pressure to the engagement “IN” port.drive shaft pinion (63) should move outward and airshould escape from the “OUT” port.

Plug the “OUT” port and apply 150 psig (10.3 bar/1034 kPa) pressure to the “IN” port. Check andmake sure that no air is escaping.

Working CardPage 9 (9) Overhaul, Test and Inspection of Turbine Starter 513-01.30

Edition 01H

96.38 - ES0S-G

L23/30H

Measure the dimension from the face of the driveshaft pinion (63) to the face of the mounting flange.It should be 69.0 +2.0 mm).

Remove the pressure from the “IN” port. Measurethe distance form the face of the drive shaft pinionto the the face of the mounting flange. It should be45.0 +2.0 mm.

4) Motor Action: Secure starter in a vise andapply 90 psig (6.2 bar/620 kPa) pressure using a 3/8" (9 mm) supply line to the inlet of the motor. startershould run smoothly.

5) Motor Seals: Plug the exhaust and slowlyapply 20 psig (1.38 bar/138 kPa) pressure to theinlet of the motor. Immerse the starter for 30 sec-onds in o non-flammable, bubble-producing liquid. Ifthe starter is properly sealed, no bobbles will ap-pear.

6) Gear Case Seals: Plug the exhaust and slowlyapply 20 psig (1.38 bar/138 kPa) pressure to theinlet of the motor. Immerse the starter for 30 sec-onds in o non-flammable, bubble-producing liquid.

There should be no leakage in the housing joints inthe gear case area or in the shaft seal in theintermediate gear system. If the starter is properlysealed, no bubbles will appear.

7) Confirm Drive Rotation: Apply low pressureto the motor and observe rotation. Drive pinion (63)must rotate in the direction stamped on the name-plate. Chamfer on pinion teeth should be on thetrailing edge of the gear tooth.

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Safety precautions:


Description:

Lubricating, disassembly and reassembly of mainstarting valve in starting system.

Starting position:

Related procedure:

Manpower:


Data:



94.22 - ES0S-G

L23/30H

Main Starting ValveWorking CardPage 1 (2)

Special tools:


Hand tools:

Soft hammer.Locking ring plier.Allen key, 1/4".



51310 104 1/eng

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L23/30H

Main Starting Valve Working CardPage 2 (2)

A Plug screw B Pilot airC Starting air outlet D Starting air inlet

1 Valve housing 2 Piston3 End plug 4 Piston o-ring5 O-ring retainer 6 Piston o-ring7 Bumper 8 Spring9 Retaining ring 10 O-ring

11 O-ring

3

1

2

B

D

11

7

910

C

4

8

A

5

6

Fig 1. Main starting valve.

94.22 - ES0S-G


Warning:

Do not attempt any maintenance on the main startingvalve before the starting air system has been bled off.

Important:

The main starting valve should be periodically lubri-cated as follows:

1) Blend off the air pressure.

2) Remove the plug screw (A), see fig 1 and squirtabout 30 g of 10 w oil into the valve through the plugopening.

3) Reinstall the plug.

Disassembly:

4) Clamp the main starting valve, in a vice with thelocking ring (9) end up.

5) Carefully remove the locking ring (9). The endplug (3) should spring out. If it does not, tap the valvehousing (1) lightly with a soft hammer until it does.

6) Remove the end plug (3), spring (8) and piston(2) assembly.

7) Remove and discard all used O-rings, O-ringsretainer (5), bumper (7) and spring (8).

8) Wash all other parts in a clean, nonflammablesolvent.

Reassembly:

9) Using O-ring lubricant, lubricate and install thenew piston O-ring (4) and the new upper piston O-ring(6) on the piston (2).

Note: The upper piston O-ring (6) is slightly larger indiameter than the end plug O-ring (11).

10) Turn the piston over and insert the new bumber(7).

11)Using O-ring lubricant, lubricate and install the newend plug seal O-ring (10) and the new end plug O-ring(11) on the end plug (3).

12) Lubricate the lower small bore of the valvehousing (1) with O-ring lubricant.

13) Insert the piston assembly into the valve hous-ing. Push on the piston until the piston O-ring seatsagainst the bevelied face.

14) Install the new O-ring retainer (5) with the largeopening over the piston O-ring.

15) Place the new piston spring (8) on the piston.

16) Place the end plug assembly on the pistonspring.

17) Using a press to hold down the end plugassembly, install the end plug locking ring (9).

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Description:

Check of compressed oil piping system.

Starting position:

Compressed air connected to the engine.

Related procedure:

Manpower:

Working time: ½hourCapacity : 1 man

Data:



94.21 - ES0U-G

L23/30H

Check of Compressed Air Piping SystemWorking CardPage 1 (2)

Special tools:


Hand tools:

Screwdriver.



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Check of Compressed Air Piping System Working CardPage 2 (2)

With air connected.

1) Examine the piping system for leaks.

2) Retighten all bolts and nuts in the piping system.

3) Drain the system for condensed water. - Thisshould be based on observations.

4) Check flexible connections for leaks and damages.

5) Check manometers.

With air disconnected and stopped engine.

6) Move all valves and cocks in the piping system.Lubricate valve spindles with graphite or similar.

7) Connect the air supply and make a function test ofthe emergency valve. See description 513.01.

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PlatePage 1 (3)

96.26 - ES0S-G

Turbine Starter 51309-01H

L23/30H

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Turbine Starter PlatePage 2 (3)51309-01H

014

026

038

051

063

075

087

099

109

110

122

134

146

158

171

183

195

205

217

229

230

242

Hus for udstøds-dæksel

Tætningsring forudstødsdæksel

Stænk deflektor

Returfjeder for deflektor

Spændeskive fordeflektor

Dækselskrue formontage af starter

Skive for dækselskrue

Motorhus

Prop til motorhus

Tilgangsknast for proptil motorhus

Motor samling

O-ringstætning forcylinder

O-ringstætning formotorhus

Mellem gearkasse

Bagerste gearkasse o-ring

Forreste gearkasse o-ring

Tætningsring forplanetgearakselstel

Afstandsring

Forreste gearstelleje

Planetgearstel

Planetgear

Nålevalse for planet-gear

Housing exhaustcover

Exhaust cover seal

Splash deflector

Deflector returnspring

Deflector retainingscrew

Starter assembly capscrew

Cap screw washer

Motor housing

Housing plug

Housing plug inletboss

Motor assembly

Cylinder o-ring seal.

Housing o-ring seal.

Intermediate gearcase

Rear gear case o-ring

Front gear case o-ring

Planet gear frameshaft seal.

Spacer ring

Front gear framebearing

Planet gear frame

Planet gear

Planet gear needleroller

1/S

1/S

1/S

1/S

1/S

4/S

4/S

1/S

1/S

1/S

1/S

2/S

2/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

96.26 - ES0S-G

L23/30H

BenævnelseDesignationQty.ItemNo.

ItemNo. Qty. Designation Benævnelse

Bearing spacer

Planet gear shaft

Gear shaft retainerwasher

Rear gear framebearing

Front bearing spacer

Intermediate pinion

Intermediate pinionretaining screw

Gear case

Drive gear

Front drive gearbearing

Rear drive gearbearing

Drive gear bearingretainer

Drive gear shaftbearing retainer

Drive gear screw

Drive gear lockwasher

Drive gear cup

Drive gear screw o-ring

Drive housing capscrew

Drive housing capscrew lock washer

Drive housing kit

Drive housing o-ring

Front shaft bearing

Drive housing seal.

254

266

278

291

301

313

325

337

349

350

362

374

386

398

408

421

433

445

457

469

470

482

494

1/S

1/S

2/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

8/S

8/S

1/S

1/S

1/S

1/S

Ligemellemstykke

Planetgearaksel

Spænderingsskive forgearaksel

Bagerste gearstelleje

Forreste gearstelleje

Mellemtandhjul

Spændeskrue formellemtandhjul

Gearkasse

Drivgear

Forreste drivgearleje

Bagerste drivgearleje

Spændskrue fordrivgearleje

Spændskrue fordrivgearakselleje

Drivgearskrue

Skive for drivgear

Dæksel for drivgear

O-ring for drivgearskrue

Dækselskrue fordrivgear

Skive for dækselskrue tildrivgearhus

Drivgearhus

O-ring for drivgearhus

Forreste akselleje

Tætningsring fordrivgearhus


* = Only available as part of a spare parts kit.Qty.//E = Qty./EngineQty./S = Qty./Turbine Starter


* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Qty./MotorQty./S = Qty./Turbinestarter

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Turbine Starter



1/S

1/S

1/S

1//S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

1/S

3/S

1/S

1/E

504

516

528

541

553

565

577

589

590

600

612

624

636

648

661

673

685

697

781

707

719

720

732

744

756

Drive housing ventplug

Bulkhead retainer

Bulkhead kit

Outer bulkhead o-ring

Inner bulkhead o-ring

Clutch spring cupretainer

Clutch spring cup

Clutch spring

Clutch jaw kit

Large drive shaftbearing retainer

Piston kit

Piston o-ring

Drive shaft kit

Rear drive shaftbearing

Piston return spring

Seat

Drive pinion retain-ing screw

Drive pinion washer

Drive pinion

Pinion spring sleeve

Pinion spring

Inlet flange kit

Cover

Self drilling screws

Turbine starter,complete

Afluftningsprop fordrivgearhus

Skotholder

Skotsæt

Ydre skot o-ring

Indre skot o-ring

Fjedertallerken holder

Fjedertallerken

Koblingsfjeder

Koblingssæt

Stor lejespændering fordrivaksel

Stempelsæt

Stempel o-ring

Drivakselsæt

Bagerste drivakselleje

Stempel returfjeder

Sædering

Tandhjulsspænde-skrue

Tandhjulsskive

Tandhjul

Tandhjulsbøsning

Tandhjulsfjeder

Tilgangsflangesæt

Dæksel

Selvborende skruer

Turbinestarter, komplet

96.26 - ES0S-G

51309-01H

L23/30H

PlatePage 3 (3)


* = Only available as part of a spare parts kit.Qty./E = Qty./MotorQty./S = Qty./Turbine Starter


* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Qty./MotorQty./S = Qty./Turbinestarter

Spare parts kit, incl.item 026, 134, 146,171, 183, 195, 205,217, 254, 278, 291,301, 470, 516, 541,553, 624, 685 and 697

Reservedelssæt inkl.item 026, 134, 146, 171,183, 195, 205, 217, 254,278, 291, 301, 470, 516,541, 553, 624, 685 og697

768

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L23/30H

Main Starting Valve 51310-01H

045*

021*

033*069*

070*

94.22 - ES0S-G

082*

057*

094

PlatePage 1 (2)

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Main Starting Valve PlatePage 2 (2)51310-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

021*

033*

045*

057*

069*

070*

082*

094

104

1/V

1/V

1/V

1/V

1/V

1/V

1/V

1/E

1/V

O-ring

O-ring retainer

O-ring

Bumper

Spring

O-ring

O-ring

Main starting valve,complete

Spare part kitItem No. 021, 033, 045,057, 069, 070 and 082.

O-ring

O-ring holder

O-ring

Stødfanger

Fjeder

O-ring

O-ring

Hovedstartventil,komplet

ReservedelssætItem nr. 021, 033, 045,057, 069, 070 and 082.


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./V = Qty./Valve


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/V = Antal/Ventil

Plate Page 1 (2) Starting Valve 51314-01S

L23/30H

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51314-01S Starting Valve Plate Page 2(2)

L23/30H

Item No. Qty Designation Item

No. Qty Designation

1 1/V Body

7 1/V Solenoid

11 1/V Solenoid fixture 21 1/V Pilot valve

31 1/V Bolt

38 2/V Spool assy 50 1/E Main starting valve, complete

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When ordering spare parts, see also page 600.50. * = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./V = Qty./Valve

91.40-ES0S-G

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Plate Page 1 (2) Main Stop Valve 51315-03H

L23/30H

94.22-ES0S-G

51315-03H Main Stop Valve Plate Page 2 (2)

L23/30H



1 1/V Body

2 1/V Bonnet 3 1/V Disc

4 1/V Valve disc nut

5 1/V Packing gland 6 1/V Gland nut

7 1/V Stem

8 1/V Cross recessed pan head machine screw

9 1/V Hand wheel

10 1/V Hexagon nut 11 1/V Split pin

12 1/V Lock plate

13 1/V Disc lock washer 14 1/V Packing gland

15 1/V Name plate

16 1/V Seat ring 17 1/V Stop valve complete

08

028-

0D/H

5250

/94.

08.1

2

When ordering spare parts, see also page 500.50 * = Only available as part of a spare parts kit. Qty./E = Qty ./Engine Qty./V = Qty./Valve

94.22-ES0S-G

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Plate Page 1 (2) Air Strainer 51316-03H

L23/30H

94.22-ES0S-G

51316-03H Air Strainer Plate Page 2 (2)

L23/30H



01 1/F Body

02 1/F Bonnet

03 1/F Strainer wire gauze 04 4/F Stud

05 4/F Hexagon nut

06 1/F Plug 07 1/F Gasket

08 1/F Gasket

09 1/E Air strainer, complete

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When ordering spare parts, see also page 500.50 * = Only available as part of a spare parts kit. Qty./E = Qty ./Engine Qty./F = Qty ./Filter

94.22-ES0S-G

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Plate Page 1 (2) Safety Valve 51319-02H

L23/30H

94.20-ES0S-G

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94.20-ES0S-G

51319-02H Safety Valve Plate Page 2 (2)

L23/30H



01 1/E Safety valve. (1 Mpa)

03 1/E Protective device

04 3/E Screw

When ordering spare parts, see also page 600.50. * = Only available as part of a spare parts kit. Qty./E = Qty./Engine.

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L23/30H

ON-OFF Valve for Jet System 51320-01HPlatePage 1 (2)

94.22 - ES0S-G

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ON-OFF Valve for Jet System PlatePage 2 (2)51320-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

014

026

038

051

063

075

087

1/V

1/V

1/E

1/E

1/E

1/E

1/E

Coil

Housing

Valve, complete ¾"connecting branch

Valve, complete 1"Connecting branch

Valve, complete 1 ¼"Connecting branch

Valve, complete 1 ½"Connecting branch

Valve, complete 2"Connecting branch

Spole

Hus

Ventil, komplet ¾"tilslutningsstuds

Ventil, komplet 1"Tilslutningsstuds

Ventil, komplet 1 ¼"Tilslutningsstuds

Ventil, komplet 1 ½"Tilslutningsstuds

Ventil, komplet 2"Tilslutningsstuds


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/Motor.Antal/V = Antal/Ventil.


* = Only available as part of a spare parts kit.Qty./E = Qty./Engine.Qty./V = Qty./Valve.

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L23/30H

Air Filter 51321-01HPlatePage 1 (2)

95.03 - ES0S-G

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96.03 - ES0S-G


Air Filter PlatePage 2 (2)51321-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

021

033*

045*

057*

069

070*

082*

094*

104*

116

128

141

153

165*

1/F

1/F

1/F

1/F

1/F

1/F

1/F

1/F

1/F

1/F

1/F

1/E

1/F

1/F

Turbine disc

Upper gasket

Filter element

Lower gasket

Center screw

Drain valve

Insert

O-ring

O-ring

Metal bowl

Lock nut

Air filter, complete

Repair kit incl.item 033, 045, 057, 070,082, 094, 104 and 165

Drain valve

Turbineskive

Øvre pakning

Fiilterelement

Nedre pakning

Centerskrue

Drænventil

Indsats

O-ring

O-ring

Metalbeholder

Låsemøtrik

Luftfilter, komplet

Reservedelssæt inkl.item 033, 045, 057, 070,082, 094, 104 and 165

Drænventil




* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/Motor.

Index Page 1 (1) Fuel Oil System 514

L23/30H Description Internal Fuel Oil System ............................................................................................. 514.01(01H) Working Card Fuel Injection Pump and Fuel Injection Pipe ....................................................... 514.01.05 (01H) Fuel Injection Valve .............................................................................................. 514-01.10 (02H) Fuel Oil Split Filter ................................................................................................ 514-01.15 (01H) Check of Fuel Oil Piping System ......................................................................... 514-01.90 (01H) Adjustment of The Maximum Combustion Pressure ........................................... 514-05.01 (01H) Fuel Oil Feed Pump ............................................................................................. 514-10.00 (01H) Plates Fuel Injection Pump ..................................................................................................... 51401-01H Fuel Injection Valve ...................................................................................................... 51402-01H Fuel Oil Filter Duplex ................................................................................................... 51403-01H Fuel Injection Pipe ....................................................................................................... 51404-01H Fuel Oil feed Pump ...................................................................................................... 51410-01H Pipes on Cylinder Section ............................................................................................ 51430-01H

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L23/30H

Internal Fuel Oil System

94.26 - ES0S

514.01Edition 01H

Fuel leakage alarm

Leak fromfuel valve

Flywheel end

Drainfrom cyl.head

Fuel oilfeedpump

Leak fromfuel pump

Fuel oilpump

Fuel oilreturn

Fuel oilinlet

Highpressurepipe

Cyl. 1

Fuel oilfilter

Waste tray

A2Fuel oil,outlet

A3Waste oil,

inlet

A1Fuel oil,inlet

The safety filter is a duplex filter of the split type witha filter fineness of 50 my. The filter is equipped witha common three-way cock for manual change ofboth the inlet and outlet side.

During normal operation both filters should be inoperation. Single operation only to be used whendismantling one of the filters for manual cleaning orinspection.

The feed pump (if part of the delivery,) which is of thegear wheel type, is equipped with a spring-loadedadjustable by-pass valve.

The outlet pressure of the feed pump can be ad-justed by means of an adjusting screw in the by-passvalve assembly.

Fig. 1. Diagram for Fuel Oil System

General

The internal built-on fuel oil system consists of thefollowing parts:

- the fuel oil feed system- the high-pressure injection equipment,

comprising fuel oil injection pumps, fuel oilinjection valve and fuel oil high pressurepipe

- the waste oil system

Internal Fuel Oil Feed System

The fuel oil is led to the injection pumps through asafety filter by means of the engine driven feed pump(if part of the delivery).

For circulation of fuel during stand-still of the engine,a by-pass line is mounted with a non-return valveparallel to the feed pump.

Fuel Injection Equipment

Each cylinder unit has its own set of injection equip-ment, comprising injection pump, high-pressure pipeand injection valve.

The injection equipment and the distribution supplypipes are housed in a fully enclosed compartmentthus minimizing heat losses from the preheated fuel.

This arrangement reduces external surface tempe-ratures and the risk of fire caused by fuel leakage.

Fuel Oil Injection Pump

The fuel oil injection pump is installed on the rollerguide housing directly above the camshaft, and it isactivated by the cam on the camshaft through rollerguides fitted in the roller guide housing.

The injection amount of the pump is regulated bytransversal displacement of a toothed rack in theside of the pump housing.

By means of a gear ring, the pump plunger with thetwo helical millings, the cutting-off edges, is turned.

Hereby the length of the pump stroke is reckonedfrom when the plunger closes the inlet holes until thecutting-off edges again uncover the holes.

The release of high pressure through the cutting-offedges presses the oil with great force against thewall of the pump housing. At the spot, two exchange-able plug screws are mounted.

The amount of fuel injected into each cylinder unit isadjusted by means of the governor.

It maintains the engine speed at the preset value bya continuous positioning of the fuel pump racks, viaa common regulating shaft and spring-loaded link-ages for each pump.

L23/30H

Internal Fuel Oil System DescriptionPage 2 (3)

94.26 - ES0S

The injection valve is for "deep" building-in to thecentre of the cylinder head.

Fuel Oil Injection Valve

The fuel oil injection valve consists of a nozzle holderand a nozzle connected by a union nut. The nozzleholder includes a threaded pipe stub for mountingthe high-pressure pipe. It is led through a boring inthe cylinder head, together with an adjusting screw,a spring and spring spindle for the initial tensioningof the nozzle needle.

The initial tension of the spring, which determinesthe opening pressure of the nozzle, can be adjustedby means of the centrally-mounted adjusting screw.

On the uppermost thick part of the holder, there arethree sealing O-rings.

Between the two lowest O-rings, the leak oil from thenozzle needle is led out into the space between thehigh-pressure pipe and the protection tube.

The nozzle and needle are lapped together as a pair,and cannot be replaced individually. The nozzle iscontrolled by two pins attached to the bottom of theholder.

The joint surface between the nozzle and holder ismachine-lapped to make it oil-tight.

The fuel injector is mounted in the cylinder head bymeans of the integral flange in the holder and twostuds with distance pieces and nuts.

A bore in the cylinder head vents the space below thebottom rubber sealing ring on the injection valve,thus preventing any pressure build-up due to gasleakage, but also unveiling any malfunction of thebottom rubber sealing ring for leak oil.

514.01Edition 01H


L23/30H

Internal Fuel Oil System 514.01Edition 01H

Fuel Oil High Pressure Pipe

The connection between injection pump and fuelinjector is a shielded high pressure pipe. The highpressure pipe is equipped with connection tapersmatching to simiular taper facings on the threadedconnectors on the injection pump and the fuel injec-tor.

Waste Oil System

Waste leak oil from the compartment, fuel valve andengine feed pump is led to a fuel leakage alarm unit.

The alarm unit consists of a box with a float switch forlevel monitoring. In case of a larger leakage thannormal leakage, the float switch will initiate alarm.The supply fuel oil to the engine is led through theunit in order to keep this heated up, thereby ensuringfree drainage passage even for high-viscous waste/leak oil.

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Description:

Dismounting, inspection/overhaul and mountingof fuel injection pump. Inspection of fuel injectionpipe.

Starting position:

Cover in front of fuel injection pump has beenremoved.

Related procedure:

Inspection of roller guide forfuel injection pump, 508-01.05

Manpower:

Working time : 4 hoursCapacity : 1 Man

Data:


Working CardPage 1 (4) Fuel Injection Pump and Fuel Injection Pipe 514-01.05

Edition 01H

96.30 - ES0S

L23/30H

Special tools:

Plate No. Item No. Note

52014 01352014 02552014 20452014 25352006 261 20-120 Nm52006 273 80-360 Nm

Hand tools:

Ring and open end spanner 13 mmRing and open end spanner 14 mmRing and open end spanner 17 mmRing and open end spanner 19 mmAllen key 8 mm, 10 mmPlier for lock ring.Tools for cleaning.Clean kerosene or gas oil.Clean lubricating oil.Anti seize product (Copaslip, Molykote GN Plusor similar).

Spare and wearing parts:

Plate No. Item No. Qty./

51401 189 1/pump51401 190 1/pump51401 236 1/pump51401 248 1/pump

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Dismounting of fuel injection pump

1. Dismount the fuel injection pipe pos. 1 fig 1 andthe fuel inlet pipe pos 2.

2. Separate the spring loaded lever from theregulating rod on the fuel injection pump.

Fuel Injection Pump and Fuel Injection Pipe Working CardPage 2 (4)


96.30 - ES0S

L23/30H

Fig 1 View from Control Side

3. Remove the pipe for lub.oil and drain.

4. Remove the screws in the bottom flange (4pieces) and take the fuel injection pump away.

Separation of fuel injection pump.

5. If necessary, clean the exterior of the injectionpump.

6. Mount the injection pump in the clampingbracket PYO-W020 (see plate 52014 item 037), onthe test pump.

7. Press the thrust cap (N) fig. 2 downwards andremove the securing ring (P). Remove the thrust cap(N) with lower spring plate (O) and plunger (M). Besure not to damage the plunger.

1. Back-up ring (spirally coiled)

2. O-ring inside dia. 45.7 mm x 2.6

3. O-ring inside dia. 51 mm x 3

4. Back-up ring

5. O-ring inside dia. 43 mm x 3.5

6. O-ring inside dia. 37 mm x 3

Fig 2 Cross Section of Fuel Injection Pump

A

B

E

G

J

K

M

L

P

O

N

2

1

F

C

D

G

3

4

5

6

R

I

H

1 2

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Working CardPage 3 (4) Fuel Injection Pump and Fuel Injection Pipe 514-01.05

Edition 01H

L23/30H8. Take out the plunger spring (L), upper spring

plate (K) and pinion (J). If necessary remove the lockring (R) and guide pin (I) and dismount the regulatingrod (H) as well as the cap screw in the opposite endof the regulating rod (H).

9. Unscrew the four screws (A) and remove theconnecting piece (B). Take out the valve spring (D)and the non-return valve (F).

10. Loosen and remove the four screws (C) andtake out the barrel (E).

11. Remove all the O-rings and back-up rings fromthe injection pump.

12. All parts must be cleaned, using kerosene orgas oil and a hand brush (not a steel brush).Blow through the holes for sealing oil in the pumphouses and the barrel (E).

Inspection of fuel injection pump:

13. Insert plunger (M) and non-return valve (F) intothe barrel (E) after wetting with clean gas oil. Plungerand non-return valve must slide into the barrel bytheir own weight.

14. The axial clearance between lower spring plateand plunger foot must not exceed 0.25 mm. Theclearance between lower spring plate and plungerfoot is 0.05 to 0.1 mm when new. See fig 3.

15. Check the cavitation plugs (G) for wear andrenew if necessary.

16. Barrel (E), plunger (M) and non-return valve(F) are manufactured to very close tolerances. Any attempt to refinish these parts causes alterat-ions of the tolerances and must therefore NOT becarried out.If during the visual inspection of the parts, heavyabrasion symptoms or damage can be observed, thepart in question must be replaced.

Assembling of fuel injection pump:

17. When assembling the injection pump, proceedin the reverse order to disassembling. Pay attentionto the following:

96.30 - ES0S

Fig 3 Clearance between Lower Spring Plate and Plunger

Lower spring

Plate (O)

Max

. 0.

25 m

m

Spring (L)

Plunger (M)

Marking on

regulating rod

Tooth with chamfer

Marking on pinion

Fig 4 Mounting of Regulating Rod Mechanism

A. At initial tightening up of new parts the following(C) for barrel (E).Tighten screws to 90 Nm, loosen and tighten againto 90 Nm and then tighten to 90 Nm + 10 Nm.Employ the same procedure when tightening theother pump components for the first time.

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Fuel Injection Pump and Fuel Injection Pipe

L23/30H



96.30 - ES0S

Mounting of fuel injection pump:

19. Before mounting the fuel injection pump, cleanthe roller guide spring and washer for spring in theroller guide housing.

20. Reconnect the regulating rod (H) to the springloaded lever and all the pipes to the fuel pump.

Fuel injection pipe:

By normal working conditions the fuel injection piperequire very little maintenance except replacementof O-rings and gasket in connection with the normaloverhaul of fuel injection equipment.

B. Renew all sealing and back-up rings. Forplacing of the rings, see fig 1.

C. Coat all the threads with an anti seize product.

D. Wipe dry with paper plane sealing surface onbarrel (E) and connecting piece (B).

E. Before inserting the pinion (J), the easy motionof the plunger (M) in the barrel (E) must be checked.

F. When assembling the pinion (J), ascertain thatthe tooth (recognizable by the chamfer) will enter thespace of the regulating rod (H) marked by two sings,see fig 4.

G. The marking on the guide cam of the plunger(M), must be in line with the marking in the slots of thepinion (J). (Not shown on fig 4).

18. After assembling, the easy motion of theregulating rod (H), must be checked and the plunger(M) must be moved from the no-load stop to full-loadstop.

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Description:

Dismounting, overhaul, pressure testing andmounting of fuel injection valve.

Starting position:

Top cover on the cylinder head and front cover onthe fuel injection pump has been dismounted.Fuel injection pipe dismounted 514-01.05

Related procedure:

Manpower:


Data:



95.50 - ES0S

L23/30H

Fuel Injection ValveWorking CardPage 1 (4)

Special tools:


52006 261 20-120 NM52014 01352014 10852014 20452014 300 Extra tools52014 36152014 407

Hand tools:

Ring and open end spanner 12 mmRing and open end spanner 24 mmSocket spanner 24 mmSocket spanner 30 mmTools for cleaning.Clean kerosene or gas oil.Antiseizure product.(Copaslip, Molykote GN Plus or similar).



51402 116 3/valve

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The fuel injection valve is the single component thathas the greatest influence on the diesel enginecondition. Various forms of operation and quality offuel oil affect the overhaul intervals. In some casesit may be necessary to shorten the prescribedintervals.

Dismounting and cleaning:

1. Dismount the fuel injection valve from thecylinder head by means of the special tool as shownin fig. 1.

Fig 1 Dismounting of fuel injection valve from cylinder head.

2. Mount the fuel injection valve into the clampingbracket VTO-W020 (see plate 52014, item 025) onthe pressure testing pump, and loosen the lock nut(B) fig 2.Unstress the nozzle spring by turning the adjustingscrew (D).

Fuel Injection Valve

L23/30H

3. Clean the lower part of the nozzle (J) fromcarbonized oil deposits before dismantling the nozzlenut (H). Remove the nozzle nut (H) and the nozzle(J).

Fig 2 Fuel injection valve.

Attention!Do not damage the lapped surface.

4. The nozzle spring (F) and the spring spindle(G), are to be taken out by loosening the adjustingscrew (D), completely.

5. All parts must be cleaned with kerosene or gasoil and a hard brush (not a steel brush).

6. Clean the nozzle holes of charred coke bymeans of the supplied special drill (see plate 52014-01H item 108) with holder.

7. Clean the cooling chamber and the coolingducts in the nozzle guide and injector body byplacing these in a cleaning liquid and then blowthrough the parts with dry working air.

D

B

E

C

F

G

H

J

B. Lock nut

C. Sealing ring

D. Adjusting screw

E. Sealing ring

F. Nozzle spring

G. Spring spindle

H. Nozzle nut

J. Nozzle

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L23/30H

Fuel Injection ValveWorking CardPage 3 (4)

Inspection of the parts:

8. Nozzles are matched by lapping and aretherefore only interchangeable as units. Insert nozzleneedle with gas oil in the needle guide. It must becontrolled whether the nozzle needle slides down byits dead weight on its seat.

9. If the holes are oval worn, which is checkedwith of a magnifying glass, the nozzle must bescrapped.

10. The best way, however, to check if the holesare worn out is to control the flow rate of the nozzlewhich, in general, only can be made at themanufacturer's works on a special test stand.

11. Every effort to refinish will result in alterationsof these values and malfunction of the nozzle. Ifheavy abrasion symptoms, respectively damagesare observed at the visual inspection of the parts, theparts in question must be replaced.

Reassembling:

12. When all parts have been overhauled, found ingood order and carefully cleaned, assemble the fuelinjection valve again.

13. When assembling the injection valve, proceedin the opposite order compared to the disassembly.Pay attention to the following:

A. Lubricate the threads on the adjusting screw(D) with lub. oil, and the threads of the nozzle holderfor the nozzle nut. The shoulder of the nozzle whichis in contact with the nozzle nut, must be lubricatedwith an antiseizure product.

B. The sealing plane surface of body and nozzlemust be wiped dry with paper.

C. Renew the sealing rings (C) and (E).

D. Tighten torque for nozzle nut (see page 500.40.)

Pressure testing of fuel injection valve:

14. The most effective checking of the fuel valvesis obtained through pressure testing, preferablycarried out after each overhaul and also in case ofirregularities in operation. The pressure testing iscarried out in the following way by means of thepressure testing apparatus supplied.

15. Mount the fuel injection valve in the bracketVTO-W020 (see plate 52014 item no. 25) again. Thebracket to be in such a position that the nozzle of theinjector is pointing downwards.

16. For test of the injection pressure and atomizingmount the test pipe VTO-W021 (see plate 52014item 049), increase pressure by means of the leveron the test pump, and adjust the opening pressure to320 bar, by the adjusting screw (D), see fig 2, thentighten lock nut (B) and check opening pressureagain.Do not expect chattering, but make sure that thenozzle spray from all holes in the same angle. Thenozzle might chatter if the lever is worked very fast,actually by hitting it.Do not expect a nozzle tip with more than 1000running hours to perform like a new nozzle in the testpump.Then increase the pressure to 300 bar and keep thepressure by working the lever slowly downwards.When the pressure is kept at 300 bar, there shouldbe no more than one drip from the nozzle tip forapprox. 3-5 sec.

WARNING: Keep out of the fuel jets as they willpenetrate the skin. Fuel which has penetratedthe skin can cause painful inflammations (bloodpoisoning).

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Mounting of the fuel injection valve in cylinderhead:

Fuel Injection Valve

19. Mount the high pressure pipe before tighteningthe nuts then it is easier to fit the threads.

20. Put on the distance pieces, fit the nuts andtighten up with a torque spanner (for torque moment,see page 500.40).

Fig 3 Grinding tools for seat and liner for fuel injection valve.

17. Before mounting the fuel valve, clean andinspect the valve sleeve in the cylinder head. Ifnecessary, grind the seating face with the grindingtool (see fig 3).

18. Coat the O-rings and the lower part of the valvewith an antiseizure product, place the valve in thecylinder head and press it down to the seat.

Fig 4 Grinding tools for fuel injection valve (extra tools).

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Description:

Disassembly, cleaning and assembly of fuel oilsplit filter.

Starting position:

Related procedure:

Manpower:


Data:



91.08 - ES0S-G

L23/30H

Fuel Oil Split FilterWorking CardPage 1 (2)

Special tools:


Hand tools:

Ring and open end spanner, 13 mm.Ring and open end spanner, 17 mm.Kerosene, gas oil or similar.



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91.08 - ES0S-G


Fuel Oil Split Filter Working CardPage 2 (2)

1) During normal operation both filters should be inoperation, single operation only to be used whendismantling one of the filters for manual cleaning orinspection.

2) Normally the filters are cleaned during operationby turning the handle, (1) see fig 1, on the filter housingtop a couple of turns. (clockwise).

Simultaneously with turning of the handle, the draincock, (2) in bottom of the filter housing should beopened in order to drain of the dirt being scraped of thefilter element, (3).

1

2

3

5

Fig 1 Fuel oil split filter

3) Position of three way cock, see fig 2.

4 5

Both filters inoperation.

Right FilterThis position isonly for cleaningof the left filter,not for continu-ous operating.

Left FilterThis position isonly for cleaningof the right filter,not for continu-ous operating.

Fig 2. Fuel oil split filter (top view).

Note: Shut-off fuel oil, before dismantling filter ele-ment.

4) If no drainage occurs when the drain cock isopened, the filter housing should be dismantled formanual cleaning. Remove the nuts (5), and take outthe filter element (3).

5) Clean the filter element in kerosene gas oil orsimilar and blow it dry with working air.

6) Mount the filter element again.

7) The filter element itself should never be dis-mantled, but has to be replaced if damage or malfunction is experienced.

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Description:

Check of fuel oil piping system.

Starting position:

Engine is running.

Related procedure:

Manpower:

Working time: ½hourCapacity : 1 man

Data:



92.04 - ES0S-G

L23/30H

Check of Fuel Oil Piping SystemWorking CardPage 1 (2)

Special tools:


Hand tools:



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92.04 - ES0S-G


Check of Fuel Oil Piping System Working CardPage 2 (2)

Fuel Oil System.

1) Dismount the covers to the injection pumps. Blow-through drain pipes.



Venting pipe

Fig 1. Cross section of cylinder head


6) Check the condition of the lower O-ring for the fuelinjecting valves by means of the venting pipe.

For fuel oil condition, see section 504.


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Description:

Adjustment of the maximum combustion pressurefor the cylinders one by one and for all cylinders intotal.

Starting position:

Camshaft mounted and adjusted inrelation to the crankshaft (lead), 507-01.20Intermediate wheel mounted.

Related procedure:

Manpower:

Working time : 2-5 hoursCapacity : 1 man

Data:



91.45 - ES0S-G

L23/30H

Adjustment of The Maximum Combustion PressureWorking CardPage 1 (3)

Special tools:


52006 261 20 - 120 Nm.52010 01152008 058

Hand tools:

Ring and open end spanner, 19 mm.Socket spanner, 19 mm.Depth gauge.Plastic hammer.



50801 124 1 set/cyl

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Adjustment of The Maximum Combustion Pressure Working CardPage 2 (3)

Fig 2

Action Results

Total height Distance Injection Max. combustionon roller guide "x" timing pressure

increased Reduced Advanced increased

Reduced increased Delayed Reduced

¯

¯

¯

¯

If fuel oil valve, piston, inlet and exhaust valves aswell as turbocharger and charge air cooler are workingcorrect and the compression pressure P

comp is normal

the maximum combustion pressure will indicate theinjection timing for the fuel oil pump.

If Pmax

is too low it indicates that the injection timingis delayed.

If Pmax

is too high it indicates that the injection timingis advanced.

The injection timing can be altered by inserting orremoving shims under the thrust piece on the rollerguide, thus changing the measure “X”, see fig 1.

Measure "x"

Total height

Fig 1

21

3

4

1

2

3

4

5

23

4

1 Extractor 2 Thrust piece

3 Shims 4 Roller guide

5 Soft hammer

Fig 3

Thinner and/or fewer shims (increase of the distance“X”) results in a delayed injection timing and a lowerP

max.

Thicker and/or more shims (reduction of the distance“X”) results in an advanced injection timing and ahigher P

max.

If the distance “X” is to be changed the trigger (1) isused for dismantling of the thrust piece (2), whereafterthe thickness and/or the number of shims (3) can bechanged.

By changing “X” with 0.10 mm the maximum combus-tion pressure is changed with - see page 500.35.

After replacement of shims the thrust piece is re-mounted in the roller guide (4) with a soft hammer (5).

When changing “X” it must be ensured that the

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Fig. 4


91.45 - ES0S-G

L23/30H

Adjustment of The Maximum Combustion PressureWorking CardPage 3 (3)

distance between the upper edge of the roller guidehousing and the thrust piece on the roller guide is notexceeded, when the roller is resting on the circularpart of the fuel cam, see page 500.35.

In all cases “X” must be checked and adjusted, ifnecessary, when fuel oil pump, roller guide, rollerguide housing and/or camshaft section have beenreplaced/dismantled.

Note: If several fuel oil pumps, roller guides, rollerguide housings and/or camshaft sections are dis-mantled at the same time it is advisable to number theparts in order to facilitate remounting and adjustment.

If the maximum combustion pressure differs from thetest bed records after adjustment of each individualpump the camshafts placement can be changed, asthe camshafts gear wheels are provided with oblongedholes so that they can be turned in relation to the hub.

The gear wheel is provided with an engraved scale,see fig 4, and the hub of the cam shaft is provided witha mark.

When the screws, which fasten the gear wheel, areloosened the gear wheel is turned (by turning thecrankshaft) in relation to the camshaft. By reading theangle in which the gear wheel is displaced in relationto the camshaft the altered P

max can be calculated. A

line on the scale corresponds to: see page 500.35.

If the crankshaft is turned in the engines normaldirection of rotation the maximum combustion pres-sure P-

max. is reduced.

If the crankshaft is turned against the engines normaldirection of rotation the maximum combustion pres-sure P-

max. is increased.

After the adjustment the screws are fastened with atorque wrench, see page 500.40, and secured.

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94.23 - ES0S

Fuel Injection Pump 51401-01HPlatePage 1 (2)

L23/30H

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94.23 - ES0S

Fuel Injection Pump51401-01H


021

033

045

057

069

070

082

094

104

116

128

141

153

165

177

189

190

200

212

224

236

248

261

273

285

297

ItemNo. Qty. Qty.

ItemNo.

Pump housing

Screw

Packing ring

Fuel injection pump,complete for L23/30H,720/750 rpm

Plunger and barrelincl. non-return valvefor L23/30H,720/750 rpm

Joint washer

Washer

Screw

Circlip

Regulating rod

Guide pin

Upper spring plate

Spring

Lower spring plate

Thrust cap

O-ring

O-ring

Circlip

Spring

Connecting piece

O-ring

O-ring

Pointer

Nut

Screw

Cap screw

Pumpehus

Skrue

Pakningsring

Fuel indsprøjtnings-pumpe, komplet forL23/30H, 720/750 rpm

Stempel og cylinderinkl. kontraventil forL23/30H, 720/750 rpm

Pakning

Skive

Skrue

Låsering

Reguleringsstang

Styretap

Øverste fjederplade

Fjeder

Nederste fjederplade

Trykhætte

O-ring

O-ring

Låsering

Fjeder

Forbindelsesstykke

O-ring

O-ring

Viser

Møtrik

Skrue

Hætteskrue

PlatePage 2 (2)

Securing ring

Gear rim

Plunger and barrelincl. non-return valvefor L23/30H, 900 rpm

Screw

Packing ring

Screw

Fuel injection pump,complete forL23/30H, 900 rpm

+ Are not included infuel injection pump,complete

Beskyttelsesring

Tandkrans

Stempel og cylinderinkl. kontraventilfor L23/30H, 900 rpm

Skrue

Pakningsring

Skrue

Fuel indsprøjtnings-pumpe, komplet forL23/30H, 900 rpm

+ Indgår ikke i fuel ind-sprøjtningspumpe,komplet

L23/30H

307

319

320

344+

356+

368

381


* = Only available as part of a spare parts kit.Qty./P = Qty./PumpQty./C = Qty./Cylinder


* = Kun tilgængelig som en del af et reservedelssæt.Antal/P = Antal/PumpeAntal/C = Antal/Cylinder

1/P

2/P

2/P

1/C

1/P

1/P

2/P

4/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

4/P

1/P

1/P

1/P

1/P

1/P

1/P

2/P

1/C

0802

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.12

L23/30H

Fuel Injection Valve 51402-01HPlatePage 1 (2)

153

165

021

116

033

045

057

141

189

104

189

094

177

082

069

96.39 - ES0S

0802

8-0D

/H52

50/9

4.08

.12


Fuel Injection Valve PlatePage 2 (2)51402-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

021

033

045

057

069

082

094

104

116

141

153

165

177

189

1/V

1/V

2/V

1/V

1/V

1/V

1/V

1/V

3/V

1/V

1/V

1/V

1/C

2/V

Injector housing

Nozzle, complete

Dowel pin

Screw cap

Thrust spindle

Spring

Adjusting screw

Nut

O-ring

Cap nut

Bolt

Washer

Fuel injection valve,complete

Washer

Ventilhus

Forstøver, komplet

Styrestift

Omløber

Trykspindel

Fjeder

Justeringsskrue

Møtrik

O-ring

Hættemøtrik

Bolt

Skive

Brændselsventii,komplet

Skive


* = Only available as part of a spare parts kit.Qty./V = Qty./ValveQty./C = Qty./Cylinder.


* = Kun tilgængelig som en del af et reservedelssæt.Qty./V = Qty./VentilQty./C = Qty./Cylinder.

96.39 - ES0S

0802

8-0D

/H52

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4.08

.12

L23/30H

Fuel Oil Filter Duplex 51403-01HPlatePage 1 (2)

95.28 - ES0S-G

0802

8-0D

/H52

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4.08

.12

95.28 - ES0S-G


Fuel Oil Filter Duplex PlatePage 2 (2)51403-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

015

027

052

064

076

088

111

123

1/E

2/F

8/F

2/F

1/F

2/F

2/F

2/F

Fuel oil filter duplex,complete

Filter element,complete

Nut

O-ring

O-ring

Locking screw

Gasket

Drain cock,complete

Brændselsoliespalte-filter, komplet

Filterelement, komplet

Møtrik

O-ring

O-ring

Låseskrue

Pakning

Aftapningshane,komplet


* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Qty./Engine.Qty./F = Qty./Filter.


* = Only available as part of a spare parts kit.Qty./E = Qty./Engine.Qty./F = Qty./Filter

0802

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.12

L23/30H

Fuel Injection Pipe 51404-01HPlatePage 1 (2)

94.22 - ES0S

178010

130

130

237

250

262

142

166

154

178

262

142

154

166

095

213

201

225

0802

8-0D

/H52

50/9

4.08

.12

94.22 - ES0S

Fuel Injection Pipe PlatePage 2 (2)51404-01H

L23/30H


ItemNo.

010

095

130

142

154

166

178

201

213

225

237

250

262

1/C

1/C

2/C

2/C

4/C

2/C

2/C

2/C

2/C

1/C

1/C

1/C

4/C

Fuel injection pipe,complete

Sleeve

O-ring

Flange

Screw

Sealing ring

O-ring

Sleeve in 2/2

Wire lock ring

Nut

Screwed socket

Nut

Locking washer

Højtryksrør,komplet

Styrebøsning

O-ring

Flange

Skrue

Tætningsring

O-ring

Bøsning 2-delt

Wire låsering

Møtrik

Gevindmuffe

Møtrik

Låseskive


* = Only available as part of a spare parts kit.Qty./C = Qty./Cylinder.


* = Kun tilgængelig som en del af et reservedelssæt.Qty./C = Qty./Cylinder.

PlatePage 1 (2)

96.04 - ES0S

Pipes on Cylinder Section 51430-01H

L23/30H

Pipes on Cylinder Section PlatePage 2 (2)51430-01H

012

024

036

048

061

073

085

097

107

119

120

132

144

156

168

181

193

203

215

227

239

Br. oliefordelingsrør

Stikrørcylindersektion

Ligeforskruning

Br. oliereturrør


Vinkel-forskruning

Br. oliereturrør

Smøreolierør


Ligeforskruning

Ligeforskruning

Propskrue

Pakningsring

Smøreolie-fordelingsrør


Ligeforskruning

Spærreolie-fordelingsrør

Stikrørsmøreolie

Ligeforskruning

Rør forbr. olie pumpedræn

Banjo forskruning

Fuel oildistributor pipe

Branch pipecylinder section

Straight malestud coupling

Fuel oil returnpipe


Screwedconnection

Fuel oilreturn pipe

Lub. oil pipe




Plug screwwith SRG

Packing ring

Lub. oildistribution pipe



Sealing oildistribution pipe

Branch pipelub. oil


Pipe from fuelpump drain

Banjo coupling

1/E

1/C

1/C

1/E

1/C

1/C

1/E

1/C

1/C

1/C

1/C

2/C

2/C

1/E

1/C

1/C

1/E

1/C

1/C

1/C

1/C

96.04 - ES0S

L23/30H



* = Only available as part of a spare parts kit.Qty./E = EngineQty./C = Qty./Cylinder

* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = MotorAntal/C = Antal/Cylinder

Holder

Låsefjeder

Møtrik

Beslag

Rørholder

Rørholder

Rørholder

Skrue

Skrue

Skrue

Skrue

Forskruning

Forskruning

Forskruning

Forskruning

Forskruning

Rørholder

Beslag, komplet

Clamp

Spring lock

Nut

Bracket

Pipe clamp

Pipe clamp

Pipe clamp

Hexagon screw

Hexagon screw

Hexagon screw

Hexagon screw

Screwed connection

Screwed connection

Screwed connection

Screwed connection

Screwed connection

Pipe clamp

Bracket, complete

240

252

264

276

288

311

323

335

347

359

360

372

384

396

406

418

431

443

1/C

2/C

2/C

1/C

1/C

2/C

1/C

1/C

2/C

2/C

2/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

Index Page 1 (1) Lubricating Oil System 515

L23/30H Description Internal Lubricating Oil System ................................................................................. 515.01 (01H) Lubricating Oil Cooler ............................................................................................... 515.06 (01H) Centrifugal By-pass Filter ........................................................................................ 515.15 (01H) Working Card Lubricating Oil Pump, Engine Driven ................................................................... 515-01.00 (01H) Prelubricating Pump ............................................................................................. 515-01.05 (01H) Lubricating Oil Filter ............................................................................................. 515-01.10 (01H) Lubricating Oil, Thermostatic Valve ..................................................................... 515-01.20 (01H) Check of Lubricating Oil Piping System ............................................................... 515-01.90 (01H) Lubricating Oil Cooler .......................................................................................... 515-06.00 (01H) Centrifugal By-pass Filter ..................................................................................... 515-15.00 (01H) Plates Lubricating Oil Pump (Central Driven) ......................................................................... 51501-01H Lubricating Oil Pump (Central Driven) ......................................................................... 51501-02H Lubricating Oil Pump (Gear Driven) ............................................................................. 51501-03H Lubricating Oil Pump (Gear Driven) ............................................................................. 51501-04H Lubricating Oil Filter (Type A) ....................................................................................... 51502-01H Lubricating Oil Filter (Suppl. for Plate 51502-01H) ...................................................... 51502-02H Lubricating Oil Termostatic Valve ................................................................................. 51503-01H Prelubricating Pump ..................................................................................................... 51504-01H Prelubricating Pump with EL-Motor ............................................................................. 51504-02H Lubricating Oil Cooler .................................................................................................. 51506-01H Combined Lubricating Oil Cooler ................................................................................. 51506-02H Centrifugal By-pass Filter ............................................................................................. 51515-01H Hand Wing Pump ......................................................................................................... 51525-01H Lubricating Oil Separator ............................................................................................. 51530-01H

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DescriptionPage 1 (3) Internal Lubricating Oil System

L23/30H

96.30 - ES0S

515.01Edition 01H

Fig. 1. Diagram for Internal Lubricating Oil System

General

The lubricating oil system is based on wet sumplubrication. All moving parts of the engine arelubricated with oil circulating under pressure in aclosed built-on system.

The lubricating oil is furthermore used for the pur-pose of cooling the pistons.

System Flow

The lubricating oil pump draws oil from the oil sumpand presses the oil through the cooler and filter to themain lubricating oil pipe, from where the oil is distri-buted to the individual lubricating points. From thelubricating points the oil returns by gravity to the oilsump.

The main groups of components to be lubricatedare:

1 - Turbocharger

2 - Main bearings, big-end bearing ect.

3 - Camshaft drive

4 - Governor drive

5 - Rocker arms

6 - Camshaft

ad 1) For priming and during operation, the tur-bocharger is connected to the lub. oil circuit of theengine, the oil serves for bearing lubrication.

The inlet line to the turbocharger is equipped with afixed throttle in order to adjust the oil flow and a non-return valve to prevent draining during stand-still.

The non-return valve has back-pressure functionrequiring a pressure slightly above the priming pres-sure to open in normal flow direction. In this wayoverflooding of the turbocharger is prevented duringstand-still periods, where the prelubricating pump isrunning.

PI21-22

PDAH21-22

PAL22

TAH22

PSL22

TI22

LAL25

TI20

PI23

Filter

Lub. oil cooler

Eng. drivenlub. oil pump

To pumpdrive

Pre. lub.oil pump

To main bearing

To rocker arms

Forced oilBoring in camshaft

To camshaft bearing

Governordrive

Toca

msh

aft

driv

e

C4

Oil vapourdischarge

C13

C3

Cyl. 1

Topiston

Pre.lub. oilinlet TC

L23/30H

DescriptionPage 2 (3)Internal Lubricating Oil System

96.30 - ES0S

515.01Edition 01H

ad 2) Lubricating oil for the main bearings issupplied through holes drilled in the engine frame.From the main bearings it passes through bores inthe crankshaft to the connecting rod big-end bea-rings.

The connecting rods have bored channels for supplyof oil from the big-end bearings to the small-endbearings, which has an inner circumferential groove,and a pocket for distribution of oil in the bush itselfand for supply of oil to the pin bosses and the pistoncooling through holes and channels in the piston pin.

From the front main bearings channels are bored inthe crankshaft for lubricating of the pump drive.

ad 3) The lubricating oil pipes, for the camshaftdrive gear wheels, are equipped with nozzles whichare adjusted to apply the oil at the points where thegear wheels are in mesh.

ad 4) The lubricating oil pipe, and the gear wheelsfor the governor drive are adjusted to apply the oil atthe points where the gear wheels are in mesh.

ad 5) The lubricating oil to the rocker arms is ledthrough pipes to each cylinder head. It continuesthrough bores in the cylinder head and rocker arm tothe movable parts to be lubricated at rocker armsand valve bridge. Further, lub. oil is led to themovable parts in need of lubrication.

ad 6) Through a bore in the frame lub. oil is led tothe first camshaft bearing and through bores in thecamshaft from where it is distributed to the othercamshaft bearings.

Lubricating Oil Pump

The lubricating oil pump, which is of the gear wheeltype, is mounted on the front end of the engine andis driven by means of the crankshaft through acoupling or a gear wheel.

The pressure regulator forms part of the lubricatingoil pump. Adjustment of the oil pressure is done byremoving the cap nut and turning the adjusting screwuntil reading the pressure stated in description500.30.

Operating of Pre-lubricating Pump

As standard the engine is equipped with an electric-driven prelub. pump mounted parallel to the mainpump. The pump must be arranged for automaticoperation, ensuring stand-still of the prelubricatingpump when the engine is running, and running dur-ing engine stand-still in stand-by position.

Running period of the prelubricating pump ispreferably to be continuous. If intermittent running isrequired for energy saving purpose, the timingequipment should be set for shortest possibleintervals, say 2 minutes of running, 10 minutes ofstand-still, etc. Further, it is recommended that theprelub. pump is led from the emergency switch boardthus securing that the engine is not started withoutprelubrication.

Lubricating Oil Filter

The lubricating oil filter is a double filter which isgenerally used with only one filter chamber being inoperation, the other filter chamber being stand-by.

If the filter chamber in operation needs to be serviced,the operation can be switched to the other filterchamber without any interruption in lubricating oilsupply to the engine.

Servicing is generally restricted to replacing of thepaper cartridges, cleaning of the radial mesh insertand inspection of sealings, the latter to be replacedif damages observed.

Each filter chamber is equipped with 1 or 2 replaceablepaper cartridges of fineness 10-15 microns.

In the centre of each filter chamber a filter basket(central element) is situated. This filter basket isacting as a safety filter, having a fineness of about 60microns.

During operation an increased pressure drop acrossthe filter will be observed as dirt particles will depositon the filtration surfaces of the paper cartridges andthus increase the flow resistance through the filter.

If the pressure drop across the filter exceeds 2.0 bar,a release valve will open and by-pass the 10-15microns filter element, and the engine will run withonly the 60 microns safety filter.

To ensure safe filtering of the lubricating oil, none ofthe by-pass valves must open during normal serviceand the elements should be replaced at a pressuredrop across the filter of 1.5 bar.

Servicing is essential the exchange of the papercartridges.

When exchanging cartridges, it is advisable to releaseany old oil remaining in the filter housing by meansof the drain plug provided for this purpose, and towipe out the housing with a cloth.

The filter chambers can be serviced successivelyduring operation or when the engine is at standstill.

It is essential to follow the instructions in work card515-01.10 closely when replacing filter cartridges.

Filter cartridges must under no circumstances becleaned and used again.

Thermostatic Valve

The thermostatic valve is designed as a T-piece withthe inlet in the cover (A) under which the thermostaticelements are located.

DescriptionPage 3 (3) Internal Lubricating Oil System

L23/30H

96.30 - ES0S

515.01Edition 01H

C B

A

Fig. 1. Thermostatic Valve

The outlet to the engine (by-passing cooler) is mar-ked (B) and outlet to the cooler is marked (C). In thewarming up period, the oil is by-passing the cooler.When the oil from the engine reaches the normaltemperature (see section 500, data 500.30) acontrolled amount af oil passes through the cooler.

The thermostatic elements must be replaced if thetemperature during normal operation deviatesessential from the one stated in the test report.

The valve cannot be set or adjusted, and it requiresno maintenance.

DescriptionPage 1 (1) Lubricating Oil Cooler 515.06

Edition 01H

96.26 - ES0U-G

L23/30H

Principle of the Plate Heat Exchanger

The built-on lubricating oil cooler is a plate heatexchanger.

The plate heat exchanger consist of a number of coldpressed plates which are compressed between aframe plate (head) and the pressure plate (follow) bymeans of tie bolts.

The plates are made with special corrugations,which ensures turbolent flow and high heat transfercofficients.

Plates

After clamping of the plate pack, the plates - whichare fitted gaskets - ensure an effective seal betweenfluids and atmosphere. In addition, intermixing of thefluids is eliminated by a double gasket seal aroundthe inlet ports.

Every second plate is turned through 180°. Thismeans that the double gasket seal occurs aroundevery second inlet to the channels between theplates.

The plate pack now forms a series of parallel flowchannels in which the fluids flow in a counter currentregime.

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Safety precautions:


Description:

Disassembly, overhaul and assembly of lubrica-ting oil pump, engine driven.Adjusment of lub. oil pressure.

Starting position:

All pipe connections to the lub. oil pump havebeen disconnected, and the lub. oil pump is re-moved from the engine.

Related procedure:

Manpower:

Working time : 6-8 hoursCapacity : 1 man

Data:



96.26 - ES0S-G

L23/30H

Lubricating Oil Pump, Engine DrivenWorking CardPage 1 (3)

Special tools:


52005 273 80 - 360 Nm.

Hand tools:

Ring and open end spanner, 19 mm.Ring and open end spanner, 10 mm.Ring and open end spanner, 46 mm.(Socket spanner, 46 mm).Allen key, 8 mm, 4 mm.Plier for locking ring.Soft hammer.Big screw driver.Adjustable spanner.Puller.Silastene or similar.Hard brush.



51501 234 1/pump51501 055 5/pump51501 151 1/pump

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96.26 - ES0S-G


Lubricating Oil Pump, Engine Driven Working CardPage 2 (3)

Disassembly:

1) Remove the coupling part or gear wheel (1),see fig. 2, by means of a puller or a soft hammer.

2) Remove screws (2) and dismount the cover(3).

3) Dismount the locking ring (4), screws (5) andremove the cover (6) with the overspeed device.

4) Remove the gear wheel (7 and 8).

5) Dismounting of the spring loaded adjustableby-pass valve.

Remove the cap nut (9), nut (10), spring housing(11), spring (12) and the cylinder (13). If the piston(14) cannot be pulled out from the same side, theplug screw (15) can be removed and the piston canbe pressed out from this side with a screw driver orthe like.

Fig. 1.

Overhaul.

6) Clean all the parts with gas oil and a hardbrush, (never use a steel brush). The parts are blownclean with working air.

7) If the bearing bush is to be removed theexisting bearing bush is plugged out by means of amandrel, the bores are cleaned and new bearingbush is mounted, see fig. 1.

Before the gear wheels (7 and 8) can be mounted thebearing bush must be adjusted with a reamer or abearing scraper, so that the gear wheel can runeasily when the pump is assembled.

8) Inspect all other parts for wear and damage,and renew, if necessary.

Fig. 2.

Assembly:

9) Mount the gear wheel (7 and 8).

Coat the sealing lip with silastene or similar andmount the cover (6) with gear wheel and locking ring(4).

10) Mount the cover (3) with gasket.

11) Mount the gear wheel or coupling part (1).

For tightening the nut for gear wheel, see page500.40.

12) Mount the spring loaded by-pass valve, nut(10) with gasket, cap nut (9) and plug screw (15).

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Adjusting of Lub. Oil Pressure.

13) The outlet pressure of the lub. oil pump, can beadjusted by means of a adjusting screw in the by-pass valve.

Remove the cap nut (9) and loosen the nut (10).


96.26 - ES0S-G

L23/30H

Lubricating Oil Pump, Engine DrivenWorking CardPage 3 (3)

By turning the spring housing clockwise the pressureis raised and reverse the pressure is lowered byturning the spring housing (11) anti-clockwise. Whenthe correct pressure is reached , see page 500.30,the spring housing (11) is locked with nut (10) andfinally the gasket and cap nut (9) are mounted.

0802

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Safety precautions:


Description:

Replacement of paper filter element(s).Cleaning of safety filter and filter housing.

Starting position:

Related procedure:

Manpower:


Data:



91.45 - ES0S-G

L23/30H

Lubricating Oil FilterWorking CardPage 1 (3)

Special tools:


Hand tools:

Ring and open end spanner, 22 mm.Ring and open end spanner, 24 mm.Ring and open end spanner, 27 mm.Adjustable spanner.



51502 013 See plate 5150251502 290 1/Filter.

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91.45 - ES0S-G


Lubricating Oil Filter Working CardPage 2 (3)

The lubricating oil filter is dimensioned so that each ofthe two filter parts has sufficent capacity to treat theamount of lubricating oil delivered by the pump.

The three-way valve positioned is determining whetherthe left hand or the right hand filter chamber is inoperation, and also gives the possibility of havingboth filter chambers in operation simultaneously.

The three-way valve is marked with flow directionsand the figure indicates the operation modes accor-ding to valve positions.

5) Remove the inner safety element. Clean theelement with detergent. Check that it is intact.

6) Remove the outer element(s). Filter element isof disposable type. It change always to new originalfilter.

7) Clean the filter housing and the cap. Be carefulof not to let the oil from the dirty side to go into theclean oil channel in the middle of bottom.

8) Check the seal on the bottom of the filter

5 6 5

1 2 88

4

6

7

3

1 Left hand filter camber 2 Right hand filter chamber3 Inlet 4 Outlet5 Vent screw 6 Three-way valve/

switch valve7 Fill-up valve 8 Drain plug

Three-way valve positions

Left hand filtercamber in operation.

Right hand filtercamber in opera-

tion.

Both filter camber inoperation.

Fig 1. Three-way valve positions.

Service Procedure.

1) Turn the three-way valve, see fig 2, into theposition setting the stand-by filter chamber in opera-tion and the filter chamber requiring service out ofoperation.

2) Open the vent screw (5) on the top of the filterto get the pressure out of the filter half.

3) Open the drain plug (8) under the filter housingand drain off oil.

4) Filter housing cap is dismantled.

Fig 2.

housing and in the cap. Change if needed.

9) Assemble the filter in opposite order.

10) Let the air valve be open and fill the filter

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91.45 - ES0S-G

L23/30H

Lubricating Oil FilterWorking CardPage 3 (3)

housing with oil by means of the slow fill-up valve (7)in position FILL, see fig 3. This valve is inside thethree-way valve and by using it, the filling can bemade so slowly that the pressure on the other part ofthe filter does not drop too much.

11) Close the vent screw (5) after the housing isfilled up with oil.

12) Open the three-way valve (6) and close the fill-up valve (7) by turning it to position CLOSED, see fig.3.

13) The filter just serviced is now ready to be set inoperation.

Inspect for oil leakages in order to ascertain allsealings to be tight.

Check that pressure drop across filter is correct.

Clean the other side of the filter correspondingly.

Fill-up valve positions

Operation Changing over

Switch in normaloperation position

Switch in fillposition

Fig 3. Fill-up valve position.

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Safety precautions:


Description:

Inspection of thermostatic valve and replacementof elements.

Starting position:

Lubricating oil drained from engine (if necessary).

Related procedure:

Manpower:


Data:



92.05 - ES0S-G

L23/30H

Lubricating Oil, Thermostatic ValveWorking CardPage 1 (2)

Special tools:


Hand tools:

Ring and open end spanner 24 mmCopaslipTools and cleaning preparation for cleaning.



51503 020 2/engine51503 044 2 /engine51503 093 3/engine

0802

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L23/30H

92.05 - ES0S-G


Lubricating Oil, Thermostatic Valve Working CardPage 2 (2)

The thermostatic valve cannot be adjusted and undernormal working conditions maintenance is not required.However, in some cases it is necessary to replace theelements in the thermostatic valve.

Replacement of elements:

1) Remove nuts (1) and washers (2), 4 or 6 pcs.See fig 1.

2) Disconnect upper and lower part of the housing.

3) Remove the assembled elements (3) and theelements O-ring sealing.

4) Remove the gaskets between the upper andlower part of the housing.

5) The upper and lower part of the housing arethoroughly cleaned inside and on the gasket surfaces.

6) The sealing rings (4) for the elements in thehousing are replaced and lubricated with a thin layerof copaslip.

7) Remount the assembled elements in the housingby wriggling these somewhat over side.

8) Upper and lower part of the housing areassembled with a new gasket (5), the nuts (1) aremounted and tightened "cross-wise".

Note:

After inspection or replacement of the elements thelub. oil temperature is checked to ensure that theelements are working correctly.

2

1

3

5

4

1. Nut

2. Washer

3. Element

4. O-rings sealing

5. Gasket

Fig 1 Thermostatic valve

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Safety precautions:


Description:

Check and examination of the lubricating oil pipingsystem.

Starting position:

Engine running.

Related procedure:

Manpower:


Data:



92.04 - ES0U-G

L23/30H

Check of Lubricating Oil Piping SystemWorking CardPage 1 (2)

Special tools:


Hand tools:



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L23/30H

92.04 - ES0U-G


Check of Lubricating Oil Piping System Working CardPage 2 (2)

Checks to be carried out.




4) Blow-through drain pipes.


6) Check manometers and thermometers for possibledamages.For lubricating oil condition, see section 504.

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96.39 - ES0S



Lubricating Oil Cooler

Safety precautions:


Description:

Separation, cleaning and assembling.Replacement of plates and gaskets.

Starting position:

Cooling water and lub. oil have been drained fromcooler/engine. All pipes are disconnected.

Related procedure:

Manpower:


Data:


Special tools:


Hand tools:

Ring and open end spanner 10 mmRing and open end spanner 55 mmRing and open end spanner 30 mmAdjustable spanner


Plate No Item No Qty./

51506 111/279 4/cooler

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96.39 - ES0S



Manual Cleaning

Clean the plates with a soft brush and a suitabledetergent. In case of dense coating of scale ororganic materials, the plates must be put in a bath ofdetergent.

Note: Never use a steel brush, metal scraper or thelike.

A high-pressure cleaner can be used with care,however, never with sand or other abrasives added.

Detergents

A detergent is suitable, if it will remove any coatingon the plates without causing any damage to platesand gaskets.

Note: It is of great importance that decomposition ofthe protective film on the stainless steel doesnot take place - the film preserves the corrosionresistancy of the steel.

Do not use chlorine-containing agents suchas hydrochloricacid (HCI)!

Oil and fats are removed by using a wateremulsifying oil solvent , e.g. BP-system cleaner.

Organic and greasy coatings are removed by usingsodium hydroxide (NaOH) :

- max. concentration 1.5%(1.5% concentration corresponds to 3.75 l30% NaOH per 100 l water).

- max. temperature 85o C.

Stone and lime/calcareous deposits are removed byusing nitric acid (HNO 3):

- max. concentration 1.5%(1.5% concentration corresponds to 1.75 l62% HNO3 per 100 l water).

- max. temperature 65o C.

Note: The nitric acid has an important constructiveeffect on the protective film of stainless steel.


Introduction

Cleaning of the cooler has to take place, when thepressure drop on the oil and water side is larger thanallowable and/or if the oil cannot be sufficientlycooled.

Separation

Cooling and Pressure Relief

Before opening the plate heat exchanger, it has to becooled down to below 40o C and be without pressure!

The cooling must not exceed 10o C per minute.The pressure drop must not exceed 10 bar perminute.

Note: If these norms are exceeded, the guaranteewill cease to be valid.

Separation of Edge-clamped Frame

Upon completion of the procedure “Cooling andPressure Relief”, separate the frame by retainingtwo or four diagonally placed bolts.

Note: Take care that the pressure plate does not tilt!

Loosen the bolts uniformly and diagonally (max. 10mm at a time), then push the pressure plate towardsthe end support. When the pressure plate is not tightanymore, the plates can be removed.

Note: When using plate heat exchangers on boardships, the pressure plate have to be securedin order to avoid danger due to the movementsof the ship.

Cleaning

The capacity and corrosion resistance of the plateheat exchangers depend on the purity of the plates.Any coating on the plates can be removed manually.

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96.39 - ES0S



Replacement of Glued Gaskets

On Plate 51506 are stated gasket and glue quantity.

Please use a degreasing agent on the new gaskets.

The first plate after the end cover and the connectorgrid must have gaskets in all grooves. The gasketsare to be cut according to the existing gaskets.

Loosen the glued gaskets by heating the plate inwater at 100o C. Clean the plates and remove thecoatings, if any.

Cleaning of New Gaskets and Plates

New gaskets and gasket grooves of the plates arecleaned with a cloth moistened with degreasingagent. The glue surfaces must be absolutely clean- without finger prints etc.

Please use our cleaning fluid, which is according tosuppliers recommendations.

Alternatively, please use:

- Trichloroethylene- Chlorothene VG- Acetone- Methyl ethyl ketone- Ethylacetat

It is important that all degreasing agent hasevaporated, before the glue is applied. This willnormally take approx. 15 min. at 20o C.

Clean the new gaskets on the glue surfaces withfine-grain sandpaper instead of the degreasing agentsupplied.

Control of Cleaning Fluid Concentrations

Sodium hydroxide (NaOH) solution is tritrated with0.1 n hydro-chloric acid (HCI) with methyl orange ormethyl red as indicator.

Nitric acid (HNO3) solution is titrated with 0.1 n

sodium hydroxide (NaOH) with phenolphtalin asindicator.

The concentration of the cleaning fluid in % can becalculated from the titration result by means of thefollowing formula:

Concentration = b x n x m %a x 10

a : ml cleaning fluid taken out for titrationb : ml titration fluid used as covern : the molecular concentration of titration fluidm : The molecular weight of the cleaning fluid

(NaOH) molecular weight 40, HNO3 molecularweight 63)

Replacement of Plates and Gaskets

Marking

The plates are marked with material codes andreference numbers at each end, plus codes for non-glue gaskets, if any, and stamped with the letter Vand H at either end (Fig 1).

Looking towards the gasket side, the plate isdesignated as a left plate, when the letter V is turningupwards - and a right plate when the letter H isturning upwards. Inlets and outlets of the V-platesare taking place through the corner holes Nos 1 and4. Inlets and outlets of the H-plates are taking placethrough the corner holes Nos 2 and 3.

Replacement of Plates

Before mounting a spare plate in the plate stack,please make su-re that the spare plate is identicalwith the defective plate.

Note: The same corner holes must be open and theletters V and H must be placed correctly.

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Lubricating Oil Cooler Working CardPage 4 (4)


L23/30H

Assembling

If the plates have been dismounted, they have to becorrectly assembled according to the plate itemnumbers.

The fixed cover has number 1 and the serial numbersfor the subsequent plates and intermediate frames,if any, have the numbers 2, 3, 4, 5 etc.

The serial number are stamped in the right top cornerof the plates. Further, please note that the gasketside must face the fixed cover.

Gluing

Pliobond 25, which is a nitrile rubber glue on solventbasis (25% solids). The glue is applied with a brushin a thin layer on the backs of the gaskets and thegaskets are to dry in a clean place free of dust.

Apply a thin layer of glue on the gasket grooves of theplates and press the gaskets down into the gasketgrooves.

The insertion of gaskets starts at both ends of theplate - and continues with the straight sections alongthe edges.

The gluing process is most easily effected by placingthe gaskets and the plates on a table. After havingpressed the gaskets into the grooves of a plate, it isstacked.

The plates with the gaskets are now mounted in theframe which is lightly clamped. In case of use ofrubber grooves, they are assembled to the minimummeasure stated on the engine sign plus 0.2 mm perplate.

Heat up the plate heat exchanger to 90-100o C bymeans of water or steam.

Please note:

- The temperature must be kept for 1½-2 hours.- The liquid pressure must be kept as low as

possible.

If there is no possibility of heating the plate heatexchanger, it must be placed in a spot as warm aspossible with dismounted connections.

The drying time will at 20o C be approx. 48 hours. Atfor instance 40o C, the drying time is reduced toapprox. 24 hours.

1 2

Fig. 1.

Fastening

Fasten the plate heat exchanger until the movablecover touches the duct spacers.

Material Code

Serial number(please state whenordering single plates)

HorV

Four last digitsare the ref.

number of plate

Four last digits are theref. number of the plate.(only on plates for non-glue gasket)

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Lubricating Oil Pump (Gear driven) 51501-03HPlatePage 1 (2)

01.37 - ES0S

5-6L23/30H-720/750 RPML23/30H-900 RPM

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Lubricating Oil Pump (Gear driven) PlatePage 2 (2)51501-03H

01.37 - ES0S


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./P = Qty./Pump


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/P = Antal/Pumpe

5-6L23/30H-720/750 RPML23/30H-900 RPM


ItemNo.

018

031

043

055

067

079

080

092

102

114

126

138

151

163

175

187

199

209

210

222

234

246

258

271

283

295

305

1/P

1/P

1/P

5/P

1/P

1/P

1/P

1/P

1/P

1/P

2/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

3/P

2/P

1/P

1/P

10/P

6/P

2/P

Pump housing

Shaft with gearwheel, long

Shaft with gearwheel, short

Bush

Gear wheel

Nut

Cog wheel

Cog wheel

Circlip

Circlip

Ball bearing

Socket

Gasket

Cap nut

Nut

Adjusting screw

Spring

Piston

Cylinder

Plug screw

Gasket

Cylindrical pin

Pin

Key

Screw

Screw

Guide pin

Pumpehus

Aksel med tand-hjul, lang

Aksel med tand-hjul, kort

Bøsning

Tandhjul

Møtrik

Konisk tandhjul

Konisk tandhjul

Sikringsring

Sikringsring

Kugleleje

Muffe

Pakning

Hættemøtrik

Møtrik

Justerskrue

Fjeder

Stempel

Propskrue

Pakning

Cylindrisk stift

Stift

Feder

Skrue

Skrue

Cylinder

Styrestift

6/P

2/P

1/E

1/P

1/P

1/P

1/P

317

329

330

342

354

366

391

Screw

Nut

Lub. oil pump,complete

End cover

Cover

Key

Gasket

Skrue

Møtrik

Smøreoliepumpe,komplet

Endedæksel

Dæksel

Feder

Pakning

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L23/30H

Lubricating Oil Filter (Type A) 51502-01H

94.23 - ES0S-G

PlatePage 1 (2)

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Lubricating Oil Filter (Type A) PlatePage 2 (2)51502-01H

L23/30H

ItemNo.

ItemNo. Designation BenævnelseBenævnelseDesignationQty. Qty.

013

025

037+

049

050+

062

074

086+

098

108

121

133

145

157

169

170

182

194

204

216

228

241

253

265

277

2/F

2/F

1/F

2/F

2/F

1/F

2/F

2/F

1/F

2/F

1/F

4/F

12/F

12/F

4/F

12/F

4/F

12/F

12/F

5/F

6/F

2/F

1/F

1/F

2/F

Paper element

Safety element

Valve housing, incl.item 074 and 216

Housing, incl. O-ring

Cap, complete, incl.item 133, 348, 361, 373and 407

Spindle, incl. item 121,312 and 444

Thrust ring

By-pass code, incl.item 324, 336, 385, 432and 493

Plug to indicator hole,incl. O-rings

Vent screw, incl. item228 and 241

Fill-up valve

Sealing ring

Stud

Screw

Screw

Nut

Washer

Washer

Washer

Pin

Pin

Gasket

O-ring

O-ring

Opening guard, incl.vent screw

Papirelement

Sikkerhedselement

Ventilhus, inkl.item 074 og 216

Hus, inkl. O-ring

Dæksel , komplet, inkl.item 133, 348, 361, 373og 407

Spindel, inkl. item 121,312 og 444

Trykring

By-passventil, inkl. item324, 336, 385, 432 og493

Propskrue til indikatorhul, inkl. O-ringe

Luftskrue, inkl. item 228og 241

Opfyldningsventil

Tætningsring

Støttetap

Skrue

Skrue

Møtrik

Skive

Skive

Skive

Tap

Tap

Pakning

O-ring

O-ring

Åbningsbeskyttelses-skærm, inkl. luftskrue

289

290

300

2/F

1/F

1/E

Drain plug

Seal kit, not shown onthe front side of theplate

Lub. oil filter,complete

Drænskrue

Pakningssæt, ikke vistpå forsiden af platen

Smøreoliefilter, komplet


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./F = Qty./Filter


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/F = Antal/Filter

0802

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Lubricating Oil Filter (Suppl. for Plate 51502-01H) 51502-02HPlatePage 1 (2)

94.23 - ES0S-G

312

444 51502/037+

468

456

397

51502/050+

348

361

419

373

407

481493

+ se/see Plate 51502-01H (Type A)

385

324

420

336

51502/086+

432

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Lubricating Oil Filter (Suppl. for Plate 51502-01H) PlatePage 2 (2)51502-02H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

312

324

336

348

361

373

385

397

407

419

420

432

444

456

468

481

493

1/F

2/F

2/F

2/F

2/F

2/F

2/F

8/F

2/F

2/F

6/F

2/F

2/F

2/F

2/F

4/F

2/F

Cap

By-pass valve seat

By-pass valve spool

Flange

Flange

Screw

By-pass valve spring

Seal

Spring

Spring

Pin

Gasket

O-ring

O-ring

O-ring

O-ring

O-ring

Dæksel

By-passventilsæde

By-passvnetilspindel

Flange

Flange

Skrue

By-passventilfjeder

Tætningsring

Fjeder

Fjeder

Stift

Pakning

O-ring

O-ring

O-ring

O-ring

O-ring


* = Only available as part of a spare parts kit.Qty./F = Qty./Filter


* = Kun tilgængelig som en del af et reservedelssæt.Antal/F = Antal/Filter

0802

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L23/30H

Lubricating Oil Thermostatic Valve 51503-01HPlatePage 1 (2)

94.23 - ES0S-L

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Lubricating Oil Thermostatic Valve PlatePage 2 (2)51503-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

019

020

032

044

056

068

081

093

103

115

4/T

2/T

2/T

2/T

2/T

4/T

16/T

3/T

12/T

1/E

Screw

O-ring

Thermostaticelement

O-ring

Sleeve

Washer

Nut

Gasket

Screw

Thermostaticvalve, complete

Skrue

O-ring

Følerelement

O-ring

Bøsning

Skive

Møtrik

Pakning

Skrue

Termostatventil,komplet


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/T = Antal/Termostatsventil


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./T = Qty./Thermostatic valve

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L23/30H

Prelubricating Pump 51504-01HPlatePage 1 (2)

94.23 - ES0S-L

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Prelubricating Pump PlatePage 2 (2)51504-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

014

026

038

051

063

075

087

099

109

110

122

134

146

158

171

183

195

205

217

229

230

242

1/P

1/P

1/P

8/P

1/P

1/P

2/P

2/P

1/P

1/P

2/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/E

Front cover

Joint

Pump casing

Screw

Socket

Set screw

Counter flange,complete

Joint

Joint

Rear cover

Idler rotor, onlyavailable togetherwith item 217

Regulatingscrew

Retaining ring

Valve cover

Sealing washer

O-ring

Valve spring

Valve piston

Power rotor, onlyavailable togetherwith item 122

Drip ring

Shaft seal, complete

Prelubricating pump,complete

Fordæksel

Pakning

Pumpehus

Skrue

Muffe

Sætskrue

Modtryksflange,komplet

Pakning

Pakning

Endedæksel

Friløbsrotor, kun tilgæn-gelig sammen med item217

Regulerings-skrue

Låsering

Ventildæksel

Pakning

O-ring

Ventilfjeder

Ventilstempel

Drivrotor, kun tilgænge-lig sammen med item122

Dræn

Akseltætning, komplet

Forsmørepumpe,komplet





0802

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027

039

015040

B

Note: When orderingplates, please statethe serial numbers ofthe plates. The serialnumbers of the platescan be found in thetop right-hand cornerof the plates. (SeeWorking Card 515-06.00)

Husk: Ved bestillingaf plader angivesserienummeret påpladen. Serienum-meret er stemplet itoppen af pladen tilhøjre. (Se arbejdskort515-06.00)

052

064

076

088

111

123

147159

160

172

135

351

L23/30H

Lubricating Oil Cooler 51506-01HPlatePage 1 (2)

00.37 - ES0S-G

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00.37 - ES0S-G


Lubricating Oil Cooler PlatePage 2 (2)51506-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

015

027

039

040

052

064

076

088

111

123

135

147

159

160

172

351

4/K

4/K

4/K

1/K

/I

2/K

4/K

1/K

4/K

2/K

1/K

2/K

32/K

1/E

/I

/I

Hexagon screw

Washer

Washer

Pressure plate

Gasket

Guide bar

Distance piece

Frame plate

Gasket

Screw

Glue

Guide bar(for dismantling)

Screw

Lubricating oil cooler,complete

Plates

Cleaning fluid

Bolt

Skive

Skive

Trykplade

Pakning

Styrepind

Afstandsstykke

Stativplade

Pakning

Skrue

Lim

Styrepind(for demontering)

Skrue

Smøreoliekøler,komplet

Plader

Rensevæske


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./K = Qty./CoolerQty./I = Qty./Individual


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/K = Antal/KølerAntal/I = Antal/Individuel

0802

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PlatePage 1 (2)

94.20 - ES0S-G

Hand Wing Pump 51525-01H

L23/30H

019

0802

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Hand Wing Pump PlatePage 2 (2)51525-01H

L23/30H

019

ItemNo. Benævnelse

Håndvingepumpe,komplet

Designation

Hand wing pump,complete

Qty.

1/E






94.20 - ES0S-G

0802

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94.24 - ES0S-L

Lubricating Oil Separator 51530-01HPlatePage 1 (2)

L23/30H

0802

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94.24 - ES0S-L


Lubricating Oil Separator PlatePage 2 (2)51530-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

016

028

041

053

065

077

089

090

100

112

124

136

148

161

173

185

197

207

219

220

232

1/F

1/F

1/F

1/F

4/F

8/F

1/F

1/F

1/F

1/F

4/F

1/F

1/F

4/F

1/F

1/F

1/F

1/F

4/F

1/E

1/F

Flange

Pipe withflange

Breather withflange

Gasket

Screw

Screw

Cover

Gasket

Insert for oilseparator

Housing foroil separator

Screw

Gasket

Bend

Nut

Oil trap

Union

Gasket

Union

Screw

Oil separator, com-plete, incl item 077,089, 090, 100, and112

Gasket

Flange

Rør medflange

Ånderør medflange

Pakning

Skrue

Skrue

Dæksel

Pakning

Indsats forolieudskiller

Hus forolieudskiller

Skrue

Pakning

Bøjning

Møtrik

Olielås

Forskruning

Pakning

Forskruning

Skrue

Olieseparator, kompletinkl. item 077, 089,090, 100 og 112

Pakning


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./F = Qty./Filter


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/F = Antal/Filter

0802

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L23/30H

IndexPage 1 (1)

Description

Cooling Water System .....................................................................................................516.01 (01H)Cooling Water Thermostatic Valve ...................................................................................516.04 (01H)

Working Card

Check of Cooling Water System ................................................................................ 516-01.90 (01H)Cooling Water, Thermostatic Valve ............................................................................ 516.04-00 (01H)

Plates

Cooling Water Thermostatic Valve ...................................................................................... 51604-01HHigh Temperature Fresh Water Pump ................................................................................ 51610-01HHigh temperature Fresh Water Pump ................................................................................. 51610-02HPipes on Cylinder Head ...................................................................................................... 51625-01HPreheater - Fresh Water ..................................................................................................... 51635-01H

96.03 - ES0U

Cooling Water System 516


516.01Edition 01H

96.03 - ES0U-G

L23/30H

Description

The cooling water system consists of two separatesystems. The low temperature (LT) and the hightemperature (HT) circuits.

Low Temperature Circuit

The low temperature circuit is used for cooling of thecharge air and the lubricating oil, and the alternator ifthe latter is water cooled.

High Temperature Circuit

The high temperature circuit is used for cooling of thecylinder units.

Cooling water is led through a distributing pipe to thebottom of the cooling water space between the linerand the frame of each cylinder unit. The water is ledout through bores in the top of the frame via thecooling water guide jacket to the bore.


Thermostatic Valve

The thermostatic valve in the high temperature circuitis mainly located imediately after the outlet of theengine, but alternatively in the external cooling sy-stem near the fresh water cooler.

The cooling water enters through the cover (A) underwhich the thermostatic elements are located.

The number of elements depends on the size of thevalve.

The outlet to the suction side of the pump is marked(B) and outlet to the cooler is marked (C).

In the warming-up period the cooling water is by-passing the cooler. When the outlet water from thecylinder heads reaches the normal temperature (75-85° C) a controlled amount of water passes throughthe cooler.

The thermostatic elements must be replaced if thecooling water temperature during normal operationdeviates essentially from the one stated in the testreport.

DescriptionPage 1 (1) Cooling Water Thermostatic Valve

L23/30H

94.26 - ES0S-G

516.04Edition 01H

The thermostatic valve cannot be set or adjusted, andrequires no maintenance.

In some plants a corresponding thermostatic valve isinstalled in the low temperature circuit. The ther-mostatic elements of this valve have an other tem-perature range.

C B

A

Fig. 1. Thermostatic Valve

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Safety precautions:


Description:

Check of cooling water system.

Starting position:

Engine is running

Related procedure:

Manpower:


Data:



92.04 - ES0U-G

L23/30H

Check of Cooling Water SystemWorking CardPage 1 (2)

Special tools:


Hand tools:



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92.04 - ES0U-G


Check of Cooling Water System Working CardPage 2 (2)

Checks to be carried out.




4) Check flexible connections for leaks.

5) Check manometers and thermometers for possibledamages.

6) Check the condition of the uppermost of the two O-rings (which makes up the tightening between thejacket cooling water space in the frame and thecrankcase) by means of the inspection holes in theengine frame - see also Working Card 506-01.40.

For check of the fresh water condition, see section504.

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Safety precautions:


Description:

Inspection of thermostatic valve and replacementof elements.

Starting position:

Cooling water drained from engine (if necessary).

Related procedure:

Manpower:


Data:



94.29 - ES0S-G

L23/30H

Cooling Water, Thermostatic ValveWorking CardPage 1 (2)

Special tools:


Hand tools:

Ring and open end spanner 24 mmCopaslipTools and cleaning preparation for cleaning.



51604 031 1/engine51604 055 2 or 4/engine51604 092 3/engine

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94.29 - ES0S-G


Cooling Water, Thermostatic Valve Working CardPage 2 (2)

Replacement of elements:

1) Remove nuts (1) and washers (2), 4 or 6 pcs.See fig. 1.

2) Disconnect upper and lower part of the housing.

3) Remove the assembled elements (3) and theelements O-ring sealing.

4) Remove the gaskets between the upper andlower part of the housing.

5) The upper and lower part of the housing arethoroughly cleaned inside and on the gasket surfaces.

6) The sealing rings (4) for the elements in thehousing are replaced and lubricated with a thin layerof copaslip.

7) Remount the assembled elements in the housingby wriggling these somewhat over side.

8) Upper and lower part of the housing areassembled with a new gasket (5), the nuts (1) aremounted and tightened "cross-wise".

Note:

After inspection or replacement of the elements thecooling water temperature is checked to ensure thatthe elements are working correctly.

The thermostatic valve cannot be adjusted and undernormal working conditions maintenance is not required.However, in some cases it is necessary to replace theelements in the thermostatic valve.

2

1

3

5

4

1. Nut

2. Washer

3. Element

4. O-rings sealing

5. Gasket

Fig. 1 Thermostatic valve

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Cooling Water Thermostatic Valve 51604-01HPlatePage 1 (2)

94.23 - ES0S

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94.23 - ES0S


Cooling Water Thermostatic Valve PlatePage 2 (2)51604-01H

L23/30H

ItemNo. Qty. Qty.

ItemNo.

018

031

043

055

067

079

080

092

102

114

4/T

2/T

2/T

2/T

2/T

4/T

16/T

3/T

12/T

1/E

Screw

O-ring

Thermostaticelement

O-ring

Sleeve

Washer

Nut

Gasket

Screw

Thermostaticvalve, complete

Skrue

O-ring

Følerelement

O-ring

Bøsning

Skive

Møtrik

Pakning

Skrue

Termostatventil,komplet


* = Kun tilgængelig som en del af et reservedelssæt.Antal/E = Antal/MotorAntal/T = Antal/Termostatsventil


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./T = Qty./Thermostatic valve

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High Temperature Fresh Water Pump 51610-01HPlatePage 1 (2)

01.36 - ES0S

L23/30H720/750 RPM

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01.36 - ES0S

High Temperature Fresh Water Pump PlatePage 2 (2)51610-01H






ItemNo.

010

022

034

046

058

071

083

095

105

117

129

130

142

154

166

178

191

201

213

225

1/P

1/P

1/P

1/P

1/P

1/P

1/P

1/P

2/P

1/P

2/P

1/P

1/P

2/P

2/P

1/P

8/P

1/E

1/E

4/E

Pump housing

Bearing housing

Shaft

Impeller

Gear wheel

Self locking nut

Rotating sealing

Sealing ring

Ball bearing

Retaining ring

Key

Locking washer

Self locking nut

Plug screw

Gasket

Ball valve

Screw

Fresh water pump,complete

Gasket

Screw

Pumpehus

Lejehus

Aksel

Løbehjul

Tandhjul


Roterende pakdåse

Tætningsring

Kugleleje

Sikringsring

Feder

Låseskive


Propskrue

Pakning

Kugleventil

Skrue

Ferskvandspumpe,komplet

Pakning

Skrue

L23/30H720/750 RPM

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Pipes on Cylinder HeadPlatePage 1 (2)

94.25 - ES0S

51625-01H

L23/30H

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Pipes on Cylinder Head PlatePage 2 (2)51625-01H

L23/30H

012

024

036

048

061

073

085

097

107

119

120

132

144

ItemNo. Benævnelse

H.T. samlerør,5 cyl.




Pakning, oval

Skrue

Termometerstykke

Pakning, oval

Skrue

Skrue

Møtrik

Pakning, oval

Termometer

Designation

H.T. collecting pipe,5 cyl.




Packing, oval

Screw

Thermometer piece

Packing, oval

Screw

Screw

Nut

Packing, oval

Thermometer

Qty.

1/E

1/E

1/E

1/E

1/C

2/C

1/C

1/C

2/C

2/C

2/C

1/C

1/C


94.25 - ES0S


* = Kun tilgængelig som en del af et reservedelssæt.Qty./E = Qty./MotorQty./C = Qty./Cylinder


* = Only available as part of a spare parts kit.Qty./E = Qty./EngineQty./E = Qty./Cylinder

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Preheater - Fresh Water

92.08 - EO0S-G

51635-01H

L23/30H

PlatePage 1 (2)

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Preheater - Fresh Water PlatePage 2 (2)51635-01H

L23/30H

017

029

ItemNo. Benævnelse

Forvarmer

Rør for Forvarmer

Designation

Preheater

Pipe for Preheater

Qty.

1/E

1/E


92.08 - EO0S-G





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IndexPage 1 (1)

Description

Working Card

Plates

96.03 - ES0U

Special Equipment 517

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IndexPage 1 (1)

Description

Working Card

Plates

96.03 - ES0U

Driven Machinery 518

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IndexPage 1 (1)

Description

Resilient Mounting of Generating Sets .............................................................................519.03 (01H)

Working Card

Fitting Instructions for Resilient Mounting of GenSets ............................................... 519-03.00 (01H)Fitting Instructions for Resilient Mounting of GenSets ............................................... 519-03.00 (02H)Fitting Instructions for Resilient Mounting of GenSets ............................................... 519-03.00 (03H)Replacement of Conicals ........................................................................................... 519-03.05 (01H)Maintenance of Conicals ............................................................................................ 519-03.10 (01H)

Plates

Flexible External Connections ............................................................................................. 51902-01HConical Element .................................................................................................................. 51903-01H

96.03 - ES0U

Specific Plant Information 519

Description Page 1 (2) Resilient Mounting of Generating Sets 519.03

Edition 01S

L23/30H

Resilient Mounting of Generating Sets On resiliently mounted generating sets the diesel engine and the alternator are placed on a common rigid base frame mounted on the vessel's/engine room's foundation by means of resilient supports, type conical. All connections from the generating set to the ex-ternal systems should be equipped with flexible connections and pipes. Gangway etc. must not be welded to the external part of the installation. Resilient Support Resilient mounting of the generating set is made with a number of conical mountings. The number and the distance between them depend on the size of the plant. These conical mountings are bolted to brackets on the base frame, see fig 1. The setting from unload to load condition is nor-mally 5-11 mm for the conical mounting. The support of the individual conical mounting can be made in one of the following three ways:

Fig 1 Resilient mounting of generating sets

1. The support between the bottom flange of the conical mounting and the foundation is made with a loose steel shim. This steel shim is ad-justed to an exact measurement (min. 75 mm) for each conical mounting.

2. The support can also be made by means of

two steel shims, at the top a loose steel shim of at least 75 mm and below a steel shim of at least 10 mm which are adjusted for each coni-cal mounting and then welded to the founda-tion.

Fig 2. Support of Conicals

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96.06-ES0S-G

519.03 Edition 01S Resilient Mounting of Generating Sets Description

Page 2 (2)

L23/30H

3. Finally, the support can be made by means of

chockfast. It is necessary to use two steels shims, the top steel shim should be loose and have a minimum thickness of 75 mm and the bottom steel shim should be cast in chockfast with a thickness of at least 10 mm.

Irrespective of the method of support, the 75 mm steel shim is necessary to facilitate a possible fu-ture replacement of the conical mountings, which are always replaced in pairs.

Adjustment of Engine and Alternator on Base Frame The resiliently mounted generating set is normally delivered from the factory with engine and alterna-tor mourned on the common base frame. Eventhough, engine and alternator have been ad-justed by the factory with the alternator rotor placed correctly in the stator, and the crankshaft bend of the engine within the prescribed toler-ances, it is recommended to check the crankshaft deflection before starting up the plant.

Working card Page 1 (3) Fitting Instructions for Resilient Mounting of GenSets 519-03.00

Edition 01S

L23/30H

Safety precautions: ▩ Stopped engine ▩ Shut-off starting air □ Shut-off cooling water □ Shut-off fuel oil □ Shut-off cooling oil □ Stopped lub. oil circulation Description: Mounting and adjustment instruction for new GenSet and adjustment instruction for existing plants. Starting position: The foundation should be welded and milled off on shim surfaces. Related procedure: Check of crankshaft deflection (autolog) Change of conical elements Man power: Working time : hour Capacity : 2 men Data: Data for pressure and tolerance (Page 500.35)Data for torque moment (Page 500.40)Declaration of weight (Page 500.45)

Special tools: Plate no Item no Note 52006 273 80 – 360 Nm. Hand tools: Ring and open-end spanner, 22mm Ring and open-end spanner, 30mm Feeler gauge, 1-2 mm Measurement tool Hydraulic jack (if necessary) Spare and wearing parts: Plate no Item no Qty/

0802

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96.03-ES0S-G

519-03.00 Edition 01S Fitting Instructions for Resilient Mounting of GenSets Working card

Page 2 (3)

L23/30H

Mounting and Adjustment Instructions for New Generating Sets (Method 1) Preparations for Adjustment of Conical Elements If the conical elements have not been mounted by the factory, they must be mounted on the prepared brackets on the base frame. In case they have been mounted by the factory, please start with item no 2. 1) Fit the conical elements to the bracket of the

suspended equipment by means of the nut in the top (7), see fig 1.

2) Position the four jacking bolts in the tapped

holes (8), in the bottom flange, see fig 1. 3) Position the jacking bolts with a through-going

of minimum 75 mm, see fig 2.

4) Lower the generating set until it rests comple-taly on the foundation .

5) Check that all jacking bolts have full contact

with the foundation. 6) Remove the nut (1) from the conical element,

see fig 1. 7) Turn all the internal buffers (2) in order to

check that they move freely, see fig 1.

Fig. 1 Conical element

If all internal buffers Then move freely cannot be moved freely

let conical element set-tle for 48 hours. turn the jacking bolts clockwise to release the internal buffer.

Adjustment of Conical elements after 48 Hours Settling After the conical elements have been deflected under static load for 48 hours, the laden height(H1) should be measured and compared to the recommended laden height, see fig 2.

Fig.2

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96.06-ES0S-G

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Edition 01S

L23/30H

8) Check the laden height by measuring the height of the individual conical element with a gauge block micrometer at two positions.

The difference between the individual conical ele-ments should be as little as possible and not ex-ceed ± 2 mm in order to secure the overall level and load distribution. Example:

Average = H1+ H2+ H3 ---- HNNo of conicals element

If Then

the difference exceeds ± 2 mm. the difference does not exceed ± 2 mm

level the conical ele-ment by adjusting the jacking bolts commenc-ing with the conical element with the largest deviation. the height of the steel shim can be measured.

Note: The internal buffer must be abel to move freely during the entire adjustment procedure. Measuring of Steel Shim 9) Measure the steel shim on several points to

obtain the highest possible accuracy during preparation.

Fabricating Steel Shim 10) Make sure that the minimum height of the

steel shim is 75mm in order to secure a future replacement of the conical mounting.

Drill the mounting holes in the steel shim accord-ing to the conical base casting dimensions. Mounting of Complete Steel Shim 11) Turn the internal buffer anti-clockwise until it

contacts the base casting to secure the load height of each conical element.

12) Lift the generating sets by means of a crane or hydraulic jack.

13) Remove all jacking bolts. 14) Position each complete steel shim. 15) Lower the generating set until it rests com-

pletely in is itself. 16) Number each steel shim together with each

conical element. Adjustment of Internal buffer 17) Turn the internal buffer clockwise until it

makes contact with the steel shim. 18) Turn the internal buffer anti-clockwise until it

makes contact with the base casting. This must be done in four full turns. 19) Turn the internal buffer 1½ turn clockwise and

check with a feeler gauge between the bottom flange on the conical element and the steel shim that the internal buffer (2), see fig 1, does not touch the steel shim.

20) Mount the nut (1). Then block the internal

buffer (2) with a spanner and at the same time tighten the nut (1) according to page 500.40.

Mounting of Conical Elements to Foundation 21) Drill four mounting holes in the foundation for

each conical element. 22) Fix the conical element and the steel shim to

the foundation with four bolts. Note: After completion of the above the buffer clearance must be checked, see items 17,18,19 and 20.

96.03-ES0S-G


Edition 02S

L23/30H


Special tools: Plate no Item no Note 52006 273 80 – 360 Nm. Hand tools: Ring and open-end spanner, 22mm Ring and open-end spanner, 30mm Measurement tool Hydraulic jack (if necessary) Spare and wearing parts: Plate no Item no Qty/

0802

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/H52

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98.08-ES0

519-03.00 Edition 02S Fitting Instructions for Resilient Mounting of GenSets Working card

Page 2 (3)

L23/30H

Mounting and Adjustment Instructions for New Generating Sets (Method 2) Preparations for Adjustment of Conical Elements If the conical elements have not been mounted by the factory, they must be mounted on the prepared brackets on the base frame. In case they have been mounted by the factory, please start with item No 2. 1) Fit the conical elements to the bracket of the

suspended equipment by means of the nut in the top (7), see fig 1.

A75 mm supporting steel shim, complete with tapped holes for three jacking bolts and mounting holes drilled according to conical base casting di-mensions, is required. 2) Position the supporting steel shim as per fig 2

and locate the conical element by means of dowel pins.

3) Position the three jacking bolts in the tapped

holes in the supporting steel shim as per see fig 2.

4) Position the jacking bolts with a through-going

of minimum 10 mm, see fig 2. 5) Lower the generating set until it rests com-

pletely on the foundation.


6) Check that all jacking bolts have full contact with the foundation.

7) Remove the nut (1) form the conical element,

see fig 1. 8) Turn the internal buffer (2) to check that it can

be moved freely, see fig 1. If all internal buffers Then

move freely cannot be moved freely

let conical element set-tle for 48 hours. turn the three jacking bolts in the supporting steel shim clockwise, or anticlockwise to release the internal buffer.

Fig.2

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98.08-ES0

0802

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98.08-ES0


Edition 02S

L23/30H

Adjustment of Conical elements after 48 Hours Settling After the conical elements have been deflected under static load for 48 hours the lader height(H1),see fig 2, should be measured and compared to the recommended laden height. 9) Check the laden height by measuring the

height of the individual conical element with a gauge block micrometer at two positions.



If Then

the difference exceeds ± 2 mm. the difference does not exceed ± 2 mm

level the conical ele-ment by adjusting the jacking bolts commenc-ing with the conical element with the largest deviation. the height of the steel shim can be measured.

Measuring of Steel Shim 10) Measure the steel shim on several points to

obtain the highest possible accuracy during preparation.

Fabricating Steel Shim 11) Make sure that the minimum height of the

steel shim is 10mm in order to secure a future replacement of the conical mounting.

Drill the mounting holes in the steel shim accord-ing to the conical base casting dimensions.

Mounting of Complete Steel Shim 12) Lift the generating set 1mm totally by means

of three jacking bolts. 13) Position each complete steel shim. 14) Re-lower the generating set by means of the

three jacking bolts until it rests completely in itself.

Adjustment of Internal buffer 15) Turn the internal buffer clockwise until it

makes contact with the supporting steel shim.

16) Turn the internal buffer anti-clockwise until it

makes contact with the base casting. This must be done in four full turns. 17) Turn the internal buffer 1½ turn clockwise

and check with a feeler gauge between the bottom flange on the conical element and the supporting steel shim that the internal buffer (2), see fig 1, does not touch the supporting steel shim.



Mounting of Conical Elements to Foundation 19) Remove the dowel pins. 20) Drill four mounting holes in the foundation for

each conical element. 21) Fix the conical element and the supporting

steel /shim to the foundation with four bolts. 22) Weld the lowest steel shim to the foundation. Note: After completion of the above, the buffer clearance must be checked, see items 15,16,17 and 18.

Working CardPage 1 (3) Fitting Instructions for Resilient Mounting of GenSets 519-03.00

Edition 03S

L23/30H


Special tools: Plate no Item no Note 52006 273 80 – 360 Nm. Hand tools: Ring and open-end spanner, 22mm Ring and open-end spanner, 30mm Feeler gauge, 1-2 mm Measurement tool Hydraulic jack (if necessary) Spare and wearing parts: Plate no Item no Qty/

0802

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96.03-EO1S-G

519-03.00 Edition 03S Fitting Instructions for Resilient Mounting of GenSets Working Card

Page 2 (3)

L23/30H

Mounting and Adjustment Instructions for New Generating Sets (Method 3) Preparations for Adjustment of Conical Elements If the conical elements have not been mounted by the factory, they must be mounted on the prepared brackets on the base frame. In case they have been mounted by the factory please start with item No 2. 1) Fit the conical elements to the bracket of the

suspended equipment by means of the nut in the top , see fig 1.

A75 mm supporting steel shim, complete with tapped holes for three jacking bolts, four mounting holes and four tapped holes, drilled according to conical base casting dimensions, is required, see fig 2. 2) Position the supporting steel shim as per fig 2

and locate the conical element by means of four holddown bolts.

3) Position the three jacking bolts in the tapped

holes in the supporting steel shim as per see fig 2.

4) Position the jacking bolts with a through-going

of minimum 10 mm plus permitted thickness, as specified form chockfast supplier, see fig 2.

5) Lower the generating set until it rests com-

pletely on the foundation.


6) Check that all jacking bolts have full contact with the foundation.

7) Remove the nut (1) form the conical element,

see fig 1. 8) Turn the internal buffer (2) to check that it can

be moved freely. If all internal buffers Then

move freely cannot be moved freely

let conical element set-tle for 48 hours. turn the three jacking bolts in the supporting steel shim clockwise, and slack back the four hold-down bolts to re-lease the internal buffer.

Fig.2

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96.03-EO1S-G

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96.03-EO1S-G

Working CardPage 3 (3) Fitting Instructions for Resilient Mounting of GenSets 519-03.00

Edition 03S

L23/30H

Adjustment of Conical elements after 48 Hours Settling After the conical elements have been deflected under static load, for 48 hours, the laden height(H1),see fig 2, should be measured and compared to the recommended laden height. 9) Check the laden height by measuring the

height of the individual conical element with a gauge block micrometer at two positions.



If Then

the difference ex-ceeds ± 2 mm. the difference do not exceed ± 2 mm

level the conical element by adjust-ing the jacking bolts commencing with the conical element with the largest deviation. the height of the steel shim and the chockfast can be measured.

Measuring of Steel Shim and chockfast 10) The steel shim should be at least 10 mm high. Check the minimum permitted thickness of chock-fast for the load and surface of this application with chockfast supplier.

Fabricating Steel Shim Make sure that the minimum height of the steel shim is 10mm in order to secure a future replace-ment of the conical mounting. 11) Drill the mounting holes in the steel shim ac-

cording to the mounting holes in the support-ing steel shim.

Adjustment of Internal buffer 12) Turn the internal buffer clockwise until it

makes contact with the supporting steel shim. 13) Turn the internal buffer anti-clockwise until it

makes contact with the base casting. This must be done in four full turns. 14) Turn the internal buffer 1½ turn clockwise and

check with a feeler gauge between the bottom flange on the conical element and the support-ing steel shim that the internal buffer (2), see fig 1, does not touch the supporting steel shim.



Mounting of Conical Elements to Foundation 16) Drill mounting holes in the foundation accord-

ing to the supporting steel shim/steel shim and chockfast.

Make sure that the mounting bolts are isolated from the chockfast. Note: After completion of the above, the buffer clearance must be checked, see items 12,13,14 and 15.

Working Card Page 1 (2) Replacement of Conicals 519-03.05

Edition 01S

L23/30H

Safety precautions: ▩ Stopped engine ▩ Shut-off starting air ▩ Shut-off cooling water ▩ Shut-off fuel oil ▩ Shut-off cooling oil ▩ Stopped lub. oil circulation Description: Replacement of conicals. Starting position: Safety precautions. Related procedure: Fitting instructions for resilient mounting. Man power: Working time : xxx hour Capacity : 2 men Data: Data for pressure and tolerance (Page 500.35Data for torque moment (Page 500.40Declaration of weight (Page 500.45

Special tools: Plate no Item no Note Hand tools: Ring and open-end spanner, 22mm Ring and open-end spanner, 30mm Hydraulic jack Spare and wearing parts: Plate no Item no Qty/

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Replacement of Conicals 1. Loosen all conicals in one side.

2. Mount a jack under the base frame, see fig 1.

Fig 1 Removal of conicals

3. Lift the GenSet until the steel shim can be removed. This will give enough space for removing damaged conical.

4. Mount the GenSet conical. Note! Conicals should only be replaced in pairs, see fig 2 and plate 51903. 5. Lower the GenSet again. 6. Repeat items 1-5 for the other side. 7. Adjust the conicals, see Working Card 519-

03.00 “Fitting Instructions for Resilient Mounting of GenSet.

Fig 2 The conicals must be pairs

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519-03.05 Edition 01S Replacement of Conicals Working Card

Page 2 (2)

L23/30H

Working Card Page 1 (2) Replacement of Conicals 519-03.10

Edition 01S

L23/30H

Safety precautions: ▩ Stopped engine ▩ Shut-off starting air □ Shut-off cooling water □ Shut-off fuel oil □ Shut-off cooling oil □ Stopped lub. oil circul. Description: Control and adjustment of conicals. Starting position: Related procedure: Check of crankshaft deflection (autolog). Man power: Working time : 2 hour Capacity : 1 man Data: Data for pressure and tolerance (Page 500.35)Data for torque moment (Page 500.40)Declaration of weight (Page 500.45)

Special tools: Plate no Item no Note Hand tools: Ring and open-end spanner. Feeler gauge, 1-2 mm. Spare and wearing parts: Plate no Item no Qty/

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96.27-EO0S-G

Visual Check What to Check 1. Check for oil deposits on the rubber element.

2. Check for loose mounting bolts.

3. Check for damage in the rubber element. Result of visual Check If Then

everything is OK oil deposits on rubber element are observed loose mounting bolts damage to conicals is observed

continue to next conical clean rubber element fasten mounting bolts replace conical accord-ing to Working Card 519-03.05

Clearance Check What to Check 4. Check clearance on all conicals between steel

shim and internal buffer through the slot in the base casting of the conical (see fig 1) with a feeler gauge of approx. 2mm.

Result of Clearance Check If Then

everything is OK everything is not OK everything is still not OK

check is completed adjust conicals which do not comply with the clearance demands acc. To item 2.3. Re-check all concals acc. To item 2.1. replace conical acc. to Working Card 519-03.05

Adjustment of conicals 5. Remove protective cap by loosen the nut (1).

6. Turn internal buffer (2) clockwise until it makes

contact with the steel Shim (4).

7. Turn internal buffer (2) anti-clockwise until it makes contact with the conical base casting (3). This must be done in four full rotations.

8. Turn internal buffer (2) two full rotations clock-wise. This will ensure full vertical movement for the buffer.

9. Check all conicals again.

10. Tighten the nut (1), see page 500.40 and at the same time block the internal buffer (2) with a spanner.

Fig 1 Conical

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519-03.10 Edition 01S Replacement of Conicals Working Card

Page 2 (2)

L23/30H

Index Page 1 (1) Tools 520

L23/30H Description Introduction to Spare Part Plates for Tools ............................................................... 520.01 (01H) Working Card Application of Hydraulic Tools .............................................................................. 520-01.05 (01H) Maintenance of Hydraulic Tools ........................................................................... 520-01.10 (01H) Tightening with Torque Spanner .......................................................................... 520-01.15 (01H) Tool Combinations for Tightening of Connecting Rod Screws ............................ 520-01.20 (01H) Max Pressure Indicator ........................................................................................ 520-01.25 (01H) Plates Tools for Cylinder Head ............................................................................................... 52005-01H Tools for Piston, Connecting Rod and Cylinder Liner .................................................. 52006-01H Tools for Operating Gear for Inlet Valves, Exhaust Valves and Fuel injection Pumps 52008-01H Tools for Control and Safety Systems, Automatics and instruments ........................... 52009-01H Tools for Crankshaft and Main Bearing ....................................................................... 52010-01H Tools for Fuel Oil System and injection Equipment ..................................................... 52014-01H Toots for Lubricating Oil System .................................................................................. 52015-01H Hydraulic Tools ............................................................................................................ 52021-01H Toots for Low Overhaul Height, Piston, Cylinder Liner and Connecting Rod .............. 52050-01H

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Introduction to Spare Part Plates for Tools

L23/30H

However, some tools such as torque spanners,hydraulic tools etc. may also have other applications.Information about the exact use of the tools appearsfrom the relevant sections in the instruction book.

Note: The table on the spare part plates is markedwith an S or an E. An S means that the tools aresupplied when ordering Standard tools and an Emeans that the tools are supplied when ordering Extratools, i.e. Tools for Reconditioning (extra tools are notstandard delivery)

The contents of these spare part plates with tools area summary of STANDARD TOOLS for normalmaintenance and EXTRA TOOLS for reconditioning,which can be supplied by MAN B&W Diesel A/S,Holeby. Thus, the list comprises the total extent oftools available for this engine type.

For each specific plant the amount of tools delivereddepends of the contractual specifications.

The tools listed are assembled in sections corres-ponding to the chapters of the instruction book.

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Safety precautions:


Description:

Application of hydraulic tools loosening of nut,tightening of nut and subsequent checking of bolttightening.

Starting position:

Related procedure:

Manpower:

Working time : hourCapacity : man

Data:



Special tools:


Hand tools:

Copaslip or similar.



Application of Hydraulic Tools 520-01.05Edition 01H

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Nuts on studs or bolts provided with draw thread forhydraulic tools must be loosened and tightened uponly by means of the hydraulic tools supplied.

A

B C

S

U

J

I

H

D

E

F

G

A. Snap-on coupling B Tool attachmentthread

C Bleed screw D PistonE Cylinder F Sealing ringG Spacer ring H Tommy bar

I Nut J Stud or boltS Clearance U Milled recess for

feeler gauge

Fig 1.

The hydraulic tools consist of a jack with internalthread to suit the tool attachment thread on the studor bolt, and a spacer ring which is to be placed underthe jack and around the nut which is to be loosened ortightened.

The jack is connected to a high-pressure pump, whichis set to deliver hydraulic oil at the pressure indicatedon the jack and on the data sheet in the relevantsection of this instruction book.

The stud or bolt in question is thereby lengthenedrelatively to the oil pressure applied and the pistonarea, and the nut can be loosened or tightened, asrequired, by means of a tommy bar.

The jacks must never be overloaded or exposed toblows or impacts. They are marked with a "max. lift",which must not be exceeded.

The hydraulic jacks are so designed that the pressureis relieved at the bottom of the pressure chamber inthe event that the "max. lift" limit is exceeded, and theoil will be pressed out into the space between the studand the spacer ring.

When the pressure is relieved in this way, thelowermost sealing ring will be damaged in mostcases. Therefore, inspect and, if necessary, replacethis sealing ring.

The oil used must be pure hydraulic oil or turbine oil(with a viscosity of about SAE 20). Oils such as, forinstance, lubricating oil (system oil) or cylinder lubri-cating oil must NOT be used, as these oils arenormally alkaline and can thus damage the back-uprings.

The following instructions must be closely followed toprevent accidents or damage, and after use the jacksshould be cleaned and kept in the wooden boxessupplied.

Note: When using hydraulic tools, eye protectors andgloves must be used.

Loosening of Nuts

1) Carefully clean the tool attachment thread, thenut and the surrounding parts.

Grease the tools attachment thread with copaslip orsimilar.

Place the spacer ring around the nut, so that thetommy bar can be applied through the slot when thenut is to be loosened, see fig 2.

2) Screw the jack on the tool attachment threadand adjust the clearance between the piston and thecylinder to provide for contraction of the bolt/stud. Theclearance is to have relation to the "max. lift" of thejack in accordance with the table shown, see fig 3.

Make sure that the cylinder bears firmly against the

Application of Hydraulic Tools

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Max. lift 3-6 mm 7-10 mm 11-20 mm 21-35 mm

2 mm 3 mm 6 mm 10 mm

Fig 3.

Fig 4.

Copaslip orsimilar

Fig 2.

spacer ring and that these parts are guided correctlytogether.

Connect the snap-on coupling of high-pressure pumpto the jack, loosen the bleed screw, and fill up thesystem until oil, without bubbles, flows out of thebleed screw, which is then tightened again, see fig 4.

3) Increase the oil pressure to the prescribedvalue. If the nut does not come loose, the pressuremay be raised by approx. 50 bar, however never morethan 10% in excess of the stated tightening pressure.

4) Unscrew the nut with the tommy bar, makingsure that the nut is not screwed up against the jack,see fig 5.

5) Relieve the system of pressure, disconnect thehigh-pressure pump, and remove the hydraulic tools,see fig 6.

Tightening of Nut

1) Thoroughly clean the nut, the main thread, thetool attachment thread, the penn securing, if fitted,the contact faces and surrounding parts.

Make sure that the nut fits easily on the thread, andlubricate the main and tool attachment threads and

Working CardPage 3 (6) Application of Hydraulic Tools

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Fig 5.

Screw the hydraulic jack on to the tool attachmentthread. Make sure that the cylinder of the jack bearsfirmly against the spacer ring and that the parts areguided correctly together.

Connect the snap-on coupling of the high-pressurepump to the jack, loosen the bleed screw, and fill up

the system until oil, without bubbles, flows out of thebleed screw, which is then tightened again, see fig 8.

3) Increase the oil pressure to the prescribedvalue, and tighten the nut by means of the tommy barapplied through the slot of the spacer ring, see fig 9.

4) While maintaining the pressure, check with afeeler gauge introduced through the recess at thebottom of the spacer ring that the nut bears againstthe contact face, see fig 10.

5) Relieve the system of pressure, disconnect thepump, and remove the hydraulic jack.

6) When new studs, bolts or nuts are tightened forthe first time, the jack is not to be removed, but loosen

the thread in the nut with copaslip or similar.

Fit the nut on the thread and tighten it with the tommybar.

Check with a feeler gauge that the contact face of thenut bears on the entire circumference.

Place the spacer ring around the nut in such a po-sition that the tommy bar can be applied through theslot for the purpose of tightening the nut, see fig 7.

2) Press the piston and the cylinder of the jackfirmly together.

Fig 6.

Fig 7.

Copaslip orsimilar


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the nut as described under "loosening", items 3-4-5,and then tighten the nut again according to theprocedure under "tightening", items 3-4-5.

Subsequent Checking of Bolt TighteningFig 11.

Fig 8.

Fig 9.

Fig 10.

1) Mark off the position of the nut in relation to itscontact face, see fig 11.

2) Fit the hydraulic tools as described underloosening, items 1-2.

3) Increase the oil pressure slowly towards theprescribed value while trying continuously with tommybar to loosen the nut. Note down the oil pressureindicated by the pressure gauge when the nut comesloose, see fig 12.

4) Pump until reaching the correct tightening pres-sure, and retighten the nut, if required.

5) Relieve the system of pressure, disconnect thehigh-pressure pump, and remove the hydraulic tools.

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6) Note down the angular displacement, if any, ofthe nut, or measure and note down the distance "x"between the mark on the contact face and that on thenut, see fig 13.

Dismounting of Nuts with Defective Sealing Rings

In the event that the sealing rings become defective


Fig12.

and space rings are not available, a nut can beloosened with the jack according to the followingprocedure:

1) Screw the snap-on coupling part off the jack andfit in its place a grease nipple suiting the hose of ahigh-pressure grease pump.

Fill up the jack with high-pressure grease instead oflubricating oil.

By putting the system under pressure by means of thenut with the tommy bar, it will now be possible toloosen the nut.

Note: This method must not be used for tightening ofnuts, as the pressure cannot be checked, see fig 14.

Fig 13.

Heavygrease

Fig14.


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Safety precautions:


Description:

Maintenance of hydraulic tools and pressure testingof hoses.

Starting position:

Related procedure:

Man power:


Data:


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Special tools:


Hand tools:

Allen key, 6 mm.Ring and open end spanner, 22 mm.Clean lub. oil.



52021 430 Hydraulic tool.52021 442 Hydraulic tool.52021 299 Hydraulic tool.52021 309 Hydraulic tool.


Maintenance of Hydraulic Tools

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1) The hydraulic jacks require no maintenanceexcept replacement of defective sealing rings, eachof which consists of an o-ring and a back-up ring fittedin ring grooves in the piston and cylinder.

The piston and cylinder are easily separated by takingout the bleed screw and pressing the parts apart bymeans of working air.

Fig 2.

Compression tool

Fig 1.

Work.air

Make sure that there are no marks or scratches on thesliding surfaces of the parts. The presence of metalparticles will damage the sealing rings.

2) The sealing rings are to be fitted with the o-ringsnearest to the pressure chamber and with the back-uprings away from the pressure chamber.

Fit the sealing rings and lubricate with clean lub. oil.The piston and cylinder are pressed together bymeans of the tool supplied. See that the rings do notget stuck between the piston and cylinder.

Pressure Testing of Hoses

To avoid working accidents caused by emission ofpressure oil from the hydraulic hoses, the hosesshould be pressure tested at 1200 bar once a year.

Note: During the pressure testing the hoses must becovered carefully.

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520-01.10Edition 01H Maintenance of Hydraulic Tools

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Safety precautions:


Description:

Starting position:

Related procedure:

Manpower:

Working time : hourCapacity : man

Data:



Special tools:


Hand tools:



Tightening with Torque Spanner 520-01.15Edition 01H

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1) Before the nuts are screwed on, the threads andthe contact faces should be greased with copaslip orsimilar, the tightening torques being based on acoefficient of fiction in the threads.

2) The nuts should fit easily on the thread, and itshould be checked that they bear on the entire contactface.

3) In the case of new nuts and studs, tighten andloosen the nuts 2 or 3 times so that the thread mayassume its difinite shape, thus obviating the risk ofloose nuts.

4) Nuts secured with a split pin are tightened to thestated torque and then to the next split-pin hole.

5) The following instructions apply to the use andmaintenance of the torque spanner.

Torque Spanner

6) The handle of the torque spanner is providedwith a scale indicating the torque at which the spannercan be set.

7) For setting the spanner at the torque required,there is a ball on a small arm at the end of the handle.

8) When pulling the ball with the arm outwards, asmall crank handle is formed.

A spring-loaded slide in the handle provided with amark which, when turning the crank handle, can be setat the required torque on the scale.

The torque spanner functions are as follows:

9) The above-mentioned spring activates a pawlsystem in the handle, and when using the spanner,this pawl system will be released when the pre-settorque has been reached, at which moment a smalljerk is felt in the spanner and a small click is heard.

10) The torque spanner must not be used for torquehigher than those stamped on it, and it must not bedamaged by hammering on it or the like.

Scale for torque

moment

Key for adjusting

of torque moment

Fig 1. Torque spanner.


Tightening with Torque Spanner

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Safety precautions:


Description:

Tool combinations for tightening and checkingconnecting rod screws.

Starting position:

Related procedure:

Dismounting of piston and connectingrod 506-01.00Tightening and check of connectingrod screws 506-01.25On-situ inspection of connectingrod big-end bearing 506-01.30

Man power:

Working time : hoursCapacity : man

Data:



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Special tools:


52006 273 80 - 360 Nm.52006 32052006 381 24 mm.52006 415

Hand tools:



Tool Combinations for Tighteningof Connecting Rod Screws

L23/30H



The tightening procedure for connecting rod screwscan be executed with the tools originally deliveredwith the GenSets.

The enclosed pages illustrate tool combinationsapplicable to tightening of connecting rod screws.

It is also acceptable to execute the turning of thescrews through a 60° angle, by means of a pneumaticimpact spanner, with power and dimensions, ifavailable.

Tool combinations for tightening of screws, see fig. 1.

The 24 mm socket to be used must be a socalled

Tool Combinations for Tighteningof Connecting Rod Screws

Fig. 1. Tool combinations for tightening of screws.

3 2 1

1. Torque spanner, 80-360 Nm.2. Ratchet, (only for tightening).3. Socket, 24 mm.

specially designed for socket use with mechanical orpneumatic impact tools.

Compared to sockets for manually operated spanner,the power top has increased dimensions, see fig. 2.

The connecting rod screws are situated very closely,leaving only minor space between collars and hexa-gonals of the screw heads.

Dependent of the manufactures, it can be necessaryto adapt the power top to the limited space conditionsaround the screws.

In such case only the absolutely necessary machin-ing should be executed.

Special socket(power top)

Connecting rod screws

Connecting rod

Fig. 2. Special socket.

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man marine diesel instruction book

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