DG L23-30H - Mk2 Operation Manual

L23/30H Mk2
Instruction Manual - Marine

Four-stroke GenSet
Complete manual
date 2014.04.28
MAN Diesel & Turbo
Index
Page 1 (8) Instruction manual Index
L23/30H Mk2
Text Index Drawing No
Engine data 500/600
Preface Description
Warning Description
Questionnaire Description
Safety precautions Description 5003 (01)
Main particulars Description 500.00 (33)
Introduction Description 500.01 (03)
Safety Description 500.02 (02)
Cross section Description 500.05 (12)
Key for engine designation Description 500.10 (04)
Designation of cylinders Description 500.11 (03)
Engine rotation clockwise Description 500.12 (02)
Code identification for instruments Description 500.20 (04)
Introduction to plant maintenance program Description 500.24 (03)
Planned maintenance programme Description 500.25 (30H)
Planned maintenance programme Description 500.25 (28H)
Operation data & set points Description 500.30 (85)
Green Passport Description 500.33 (02)
Data for pressure and tolerance Description 500.35 (65)
Data for tightening torque Description 500.40 (42)
Declaration of weight Description 500.45 (12)
Ordering of spare parts Description 500.50 (03)
How to return spare parts Description 500.51 (05)
Service letters Description 500.55 (01)
Conversion table Description 500.60 (01)
Basic symbols for piping Description 500.65 (01)
Operation of engine 501/601
Operation Description 501.01 (01)

Out of service Description 501.05 (01H)
Starting-up after repair Description 501.10 (01H)
Guidelines for longterm low-load operation on HFO Description 501.15 (03)
Guidelines regarding MAN Diesel GenSets operating on low
sulphur fuel oil Description 501.16 (02)
Performance and condition 502/602
Engine performance and condition Description 502.01 (08)

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

Faults in fuel oil system Description 503.02 (01H)
Disturbances during running Description 503.03 (01H)
Ignition in crankcase Description 503.04 (03)
Trouble shooting guide for centrifugal by-pass filter Description 503.05 (01H)
2014.04.28
MAN Diesel & Turbo
Index
Index Instruction Manual Page 2 (8)
L23/30H Mk2
Trouble shooting guide for air starter Description 503.06 (05)

Trouble shooting for cooling water system Description 503.09 (03)
Trouble shooting for lubricating cooler Description 503.10 (01)
Media specification 504/604
Quality requirement for lube oil (SAE30) for

heavy fuel oil operation (HFO) Description 504.01 (21)
Quality requirem. for lube oil (SAE30) for operation with gas oil,
diesel oil (MGO/MDO) and biofuel Description 504.01 (20)
Treatment and maintenance of lubricating oil Description 504.03 (08)
Criteria for cleaning/exchange of lubricating oil Description 504.04 (07)
Lubricating points Description 504.05 (01H)
Lubricating oil in base frame Description 504.06 (16H)
Lubricating oil in base frame Description 504.06 (17H)
Specific lubricating oil consumption - SLOC Description 504.07 (03)
Specification for heavy fuel oil (HFO) Description 3.3.3-01
Diesel oil (MDO) specification Description 010.000.023-04
Gas oil / diesel oil (MGO) specification Description 010.000.023-01
Bio fuel specification Description 3.3.1-02
Crude oil specification Description 504.24 (01)
Viscosity-temperature diagram (VT diagram) Description 010.000.023-06
Fuel oil cleaning Description 504.30 (01)
Engine cooling water specifications Description 010.000.023-13
Cooling water inspecting Description 010.000.002-03
Cooling water system cleaning Description 010.000.002-04
Water specification for fuel-water emulsions Description 010.000.023-16
Specifications for intake air (combustion air) Description 010.000.023-17
Specification for compressed air Description 010.000.023-21
Cylinder head 505/605
Cylinder head Description 505.01 (01)

Dismantling of cylinder head Working card 505-01.00 (01)
Inspection of inlet valve, exhaust valve and valve guide Working card 505-01.05 (01)
Reconditioning of valve spindle seat and valve seat ring Working card 505-01.10 (01)
Valve rotator Working card 505-01.15 (01)
Replacement of valve guide Working card 505-01.20 (01)
Indicator valve Working card 505-01.26 (01)
Replacement of sleeve for fuel injector Working card 505-01.30 (01)
Replacement of valve seat ring Working card 505-01.35 (01)
Mounting of cylinder head Working card 505-01.40 (01)
Inspection of cylinder head cooling water space Working card 505-01.45 (01)
Cylinder head Plate 50501-26
Valve spindles and valve gear Plate P50502-01
Indicator valve Plate 50508-01H
Cylinder head, top cover Plate P50510-01
Piston/connecting rod 506/606
Piston, connecting rod and cylinder liner Description 506.01 (01H)
2014.04.28
MAN Diesel & Turbo
Index
Page 3 (8) Instruction manual Index
L23/30H Mk2
Dismounting of piston and connecting rod Working card 506-01.00 (01)

Separation of piston and connecting rod Working card 506-01.05 (01)
Piston Working card 506-01.10 (12)
Piston Working card 506-01.10 (13)
Connecting rod Working card 506-01.15 (01)
Criteria for replacement of connecting rod big-end and
main bearing shells Working card 506-01.16 (02)
Criteria for replacement of connecting rod big-end and
main bearing shells Working card 506-01.16 (04)
Mounting of piston and connecting rod Working card 506-01.20 (01)
Hydraulic tightening of connecting rod screws Working card 506-01.25 (04)
In-situ inspection of connecting rod big-end bearing Working card 506-01.30 (01)
Inspection and honing of cylinder liner Working card 506-01.35 (01)
Replacement of cylinder liner Working card 506-01.40 (01)
Grinding of seal face on cylinder liner and cylinder head Working card 506-01.45 (01)
Dismounting of piston and cylinder liner at low overhaul height Working card 506-01.50 (01)
Piston and connecting rod (hydraulic tightened) Plate 50601-35
Cylinder liner Plate 50610-15
Camshaft 507/607
Camshaft and camshaft drive Description 507.01 (01)

Check of camshaft and camshaft drive Working card 507-01.00 (01)
Inspection and replacement of camshaft bearing Working card 507-01.05 (01)
Adjustment of camshaft for valve and innjection timing Working card 507-01.20 (16)
Intermediate wheel Plate 50701-01H
Camshaft bearing Plate P50704-03
Camshaft and camshaft bearing Plate 50705-17H
Camshaft Plate P50705-29
Operating gear 508/608
Operating gear for valves and fuel injection pumps Description 508.01 (06H)
Inspection of valve roller guide Working card 508-01.00 (16)
Inspection of fuel injection pump roller guide Working card 508-01.05 (04)
Control and adjustment of valve clearance Working card 508-01.10 (01)
Roller guide and push rods Plate 50801-07H
Control/safety 509/609
Control and safety systems Description 509.01 (01H)

Instruments and automatics Description 509.05 (02)
Lambda controller Description 509.10 (09H)
Starting box Description 509.35 (02)
Converter for engine- and turbocharger RPM signal Description 509.40 (01H)
Functional test and adjustment of safety, alarm and
monitoring equipment Working card 509-01.00 (01)
Functional test and adjustment of overspeed trip Working card 509-01.05 (01)
Adjustment and test of ON/OFF pressostate Working card 509-05.00 (01)
Adjustment and test of ON/OFF thermostate Working card 509-05.01 (01)
Function and test of level switch (LAL 25) Working card 509-05.02 (01)
2014.04.28
MAN Diesel & Turbo
Index
L23/30H Mk2
Adjustment and test of analogous pressure transmitter Working card 509-05.03 (01)
Adjustment and test of analogous temperature transmitter Working card 509-05.04 (01)
Adjustment of lambda controller Working card 509-10.00 (13)
Governor and governor drive Plate 50901-21H
Regulating device Plate 50902-07H
Overspeed device Plate 50903-02H
Instrument panel Plate 50905-12H
Instruments Plate 50907-17H
Thermometer Plate 50907-09H
Pick-up Plate 50908-02H
Lambda controller Plate 50910-02H
Prelubricating oil alarm (LAL 25) Plate 50919-01H
Level switch in oil sump (LAL/LAH 28) Plate 50920-13H
Fuel oil leakage alarm (LAH 42) Plate 50925-08H
Local starting box - No 1 Plate 50935-11H
Local starting box - No 2 Plate 50935-12H
Local starting box - No 2 (incl. high lub. oil temp.) Plate 50935-13H
Engine control box Plate 50936-25
Terminal box Plate 50936-20H
Terminal box Plate 50936-28
Converter Plate 50956-01
Crankshaft 510/610
Crankshaft and main bearings Description 510.01 (01H)

Checking of main bearing alignment (deflection) Working card 510-01.00 (04)
Inspection of main bearing shells Working card 510-01.05 (01)
Inspection of guide bearing shells Working card 510-01.10 (03)
Vibration damper Working card 510-04.00 (01)
Crankshaft Plate P51001-04
Coupling for central driven lubricating oil pump Plate 51002-01H
Resilient gear wheel Plate 51002-02H
Resilient gear wheel Plate 51002-07H
Flywheel with gear rim Plate 51003-27H
Torsional vibration damper Plate 51004-01H
2014.04.28
MAN Diesel & Turbo
Index
L23/30H Mk2

Tuning wheel Plate 51004-02H
Assembly and inspection instructions for flexible coupling Description DCB-GS
Engine frame/Oil pan 511/611
Engine frame and base frame Description 511.01 (01H)

Functional test of crankcase safety relief valves Working card 511-01.00 (10)
Frame with main bearings Plate 51101-26
Mounting of pumps Plate 51102-05H
Front cover for lubricating oil pump Plate 51102-10H
Mounting of pumps Plate 51102-11H
Covers on frame Plate 51106-17H
Turbocharger 512/612
Turbocharger system Description 512.01 (01H)

Cleaning the turbocharger in service, water washing of compressor Description 512.05 (01)
Cleaning the turbocharger in service, dry cleaning - turbine side Description 512.10 (02H)
Cleaning the turbocharger in service, water washing - turbine side Description 512.15 (01)
Overhaul of charging air cooler Working card 512-01.00 (01)
Water washing of compressor side Working card 512-05.00 (01)
Cleaning the turbine, dry cleaning Working card 512-10.00 (03)
Water washing of turbine side Working card 512-15.00 (01)
Charging air cooler - Freshwater Plate 51201-02H
Exhaust gas arrangement Plate P51202-25
Mounting of turbocharger Plate P51203-39
Water washing of compressor side Plate 51205-02
Steam trap Plate 51208-01H
Blowgun for dry cleaning of turbocharger Plate 51210-01
Covering of charge air receiver Plate P51212-03
Water washing of turbine side Plate P51215-04
Charge air pre-heating (one string) Plate 51237-01
Charge air pre-heating (two string) Plate 51237-02
Waste gate arrangement Plate P51239-02
Compressed air system 513/613
Compressed air system Description 513.01 (05H)

Air filter Working card 513-01.21 (02)
Overhaul, test and inspection of turbine starter Working card 513-01.30 (01)
2014.04.28
MAN Diesel & Turbo
Index
L23/30H Mk2
Overhaul, test and inspection of air starter Working card 513-01.30 (04)
Main starting valve Working card 513-01.40 (01)
Check of compressed air piping system Working card 513-01.90 (01)
Turbine starter Plate 51309-01H
Air starter Plate P51309-25
Main starting valve Plate P51310-06
Main starting valve Plate 51310-01H
Muffler Plate 51312-01H
Emergency starting valve Plate 51313-01H
Starting valve Plate 51314-01H
Main stop valve Plate 51315-03
Air strainer Plate 51316-01H
Solenoid valve, 3/2 Plate 51318-01H
Solenoid valve, 3/2 Plate P51318-02
Safety valve Plate 51319-01H
ON-OFF valve for jet system Plate 51320-04H
ON-OFF valve for jet system Plate 51320-05H
Air filter Plate 51321-03
Pressure reduction valve Plate 51322-10
Mounting of air starter Plate P51340-01
Fuel oil system 514/614
Internal fuel oil system Description 514.01 (21)

Fuel injection pump and fuel injection pipe Working card 514-01.05 (12)
Fuel injection valve Working card 514-01.10 (02)
Fuel oil split filter Working card 514-01.15 (01)
Check of fuel oil piping system Working card 514-01.90 (01)
Fuel oil feed pump Working card 514-10.00 (01)
Fuel injection pump Plate 51401-03H
Fuel injection pump Plate 51401-10H
Fuel injection valve Plate 51402-29
Fuel oil filter duplex Plate 51403-06H
Fuel injection pipe Plate 51404-01H
Fuel oil filter duplex Plate 51415-11
Butterfly Valve with actuator Plate 51425-03H
Ball valve with actuator Plate 51425-04
Butterfly valve with actuator Plate 51425-06H
Pipes on cylinder section Plate 51430-27
Lubricating oil system 515/615
Internal lubricating oil system Description 515.01 (11H)

Internal lubricating oil system Description 515.01 (14)
2014.04.28
MAN Diesel & Turbo
Index
L23/30H Mk2
Lubricating oil cooler Description 515.06 (01H)

Centrifugal by-pass filter Description 515.15 (01H)
Crankcase ventilation Description 515.31 (03)
Lubricating oil pump, engine driven Working card 515-01.00 (01)
Lubricating oil filter Working card 515-01.10 (01)
Lubricating oil, thermostatic valve Working card 515-01.20 (01)
Check of lubricating oil piping system Working card 515-01.90 (01)
Lubricating oil cooler Working card 515-06.00 (02)
Centrifugal by-pass filter Working card 515-15.00 (08)
Lubricating oil pump (central driven) Plate 51501-01H
Lubricating oil pump (central driven) Plate 51501-02H
Lubricating oil pump (gear driven) Plate 51501-11H
Lubricating oil pump (gear driven) Plate 51501-26
Lubricating oil filter (type A) Plate P51502-07
Lubricating oil filter (suppl. for plate P51502-06/07) Plate P51502-02
Lubricating oil thermostatic valve Plate 51503-01H
Prelubricating oil pump with el-motor Plate 51504-02H
Lubricating oil cooler Plate 51506-11H
Centrifugal by-pass filter Plate 51515-01H
Hand wing pump Plate 51525-01H
Lubricating oil separator Plate 51530-04H
Prelubricating pump arrangement Plate P51535-10
Lubricating oil pipe thermostatic valve Plate P51545-01
Lubricating oil pipe thermostatic valve Plate P51545-02
Cooling water system 516/616
Cooling water system Description 516.01 (01H)

Cooling water thermostatic valve Description 516.04 (01H)
Check of cooling water system Working card 516-01.90 (04)
Cooling water, thermostatic valve Working card 516-04.00 (01)
Cooling water thermostatic valve Plate 51604-01H
High temperature fresh water pump Plate 51610-01H
High temperature fresh water pump Plate 51610-02H
Low temperature fresh water pump Plate 51610-05H
Low temperature fresh water pump Plate 51610-13H
Pipes on cylinder head Plate 51625-01H
Preheater - fresh water Plate 51635-04H
Special equipment 517/617
Kit for cylinder unit Kit 51704-12

Kit for rotocap Kit 51705-02
Kit for covers on frame Kit 51751-01
Specific plant information 519/619
Resilient mounting of generating sets Description 519.03 (13)

Fitting instruction for resilient mounting of GenSets Working card 519-03.00 (27)
2014.04.28
MAN Diesel & Turbo
Index
L23/30H Mk2
Fitting instructions for resilient mounting of GenSet Working card 519-03.00 (30)
Replacement of conicals Working card 519-03.05 (01)
Replacement of conicals Working card 519-03.05 (05)
Maintenance of conicals Working card 519-03.10 (01)
Maintenance of conicals Working card 519-03.10 (05)
Flexible external connections Plate 51902-01H
Conical element Plate 51903-01H
Conical element Plate 51903-06H
Tools 520/620
Introduction to spare part plates for tools Description 520.01 (01)

Function of the hydraulic tools Working card 520-01.05 (02)
Application of hydraulic tools for connecting rod Working card 520-01.06 (03)
Application of hydraulic tools for cylinder head and main bearing Working card 520-01.06 (04)
Hand lever pump Working card 520-01.07 (01)
Maintenance of hydraulic tools Working card 520-01.10 (01)
Tightening with torque spanner Working card 520-01.15 (01)
Tool combinations for tightening of connecting rod screws Working card 520-01.20 (01)
Max. pressure indicator Working card 520-01.25 (01)
Tools for cylinder head Plate 52005-04H
Tools for piston, connecting rod and cylinder liner Plate 52006-06H
Tools for operating gear for inlet, exhaust valves and
fuel injection pumps Plate 52008-04H
Tools for control and safety system, automatics and instruments Plate 52009-02H
Tools for crankshaft and main bearing Plate 52010-04H
Tools for fuel oil system and injection equipment Plate 52014-03H
Tools for lubricating oil cooler Plate 52015-01H
Hydraulic tools Plate 52021-10H
Tools for low overhaul height, piston, cylinder liner and connecting rod Plate 52050-02H
Operating manual for testing tool (Fuel injection valve) Description GXO-D001
2014.04.28
Engine data
500/600
MAN Diesel & Turbo
Instruction Manual for:
MAN Diesel & Turbo Identification No. for Instruction Manual.
Identification No. for Description: 000 . 00
Function
Section No.
Identification No. for Working Card: 000 - 00 . 00
Sub-function
Function
Section No.
Identification No. for Plates: 00000 - 00 H
H for Holeby
Edition
Section No. and Function
For ordering of spare parts, see page 500.50 / 600.50
All data provided in this document/manual is non-binding. This data serves informational purposes only and
is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteri-
stics of each individual project, especially specific site and operational conditions.
If this document/manual is delivered in another language than English and doubts arise concerning the
translation, the English text shall prevail.
Original instructions
2011.06.28
MAN Diesel & Turbo
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bocharger and service centres on all continents provide comprehensive and continuous support. The long service
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for engines in operation for decades. Based on high-capacity machines, MAN Diesel & Turbo service production
facilities are able to comply with special customer requests with the utmost precision and flexibility.
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This document/manual must not, either wholly or partly, be copied, reproduced, made publich or in any other way made
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2011.06.28
MAN Diesel & Turbo
Description 5001. Edition
Page 1 (1) Warning 01
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF
Warning
(Marine engines only)
It is important that all MAN Diesel & Turbo engines
are operated within the given specifications and
performance tolerances specified in the engines'
Technical Files and are maintained according to the
MAN Diesel & Turbo maintenance instructions in
order to comply with given emissions regulations.
In accordance with Chapter I of the Code of Federal
Regulations, Part 94, Subpart C, §94.211 NOTICE
is hereby given that Chapter I of the Code of Fed-
eral Regulations, Part 94, Subpart K, §94.1004
requires that the emissions related maintenance of
the diesel engine shall be performed as specified in
MAN Diesel & Turbo instructions including, but not
limited to, the instructions to that effect included in
the Technical File.
2012.02.06
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1 (1)
MAN Diesel & Turbo
Description 5003.
Page 1 (5) Safety precautions
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF, L18/28,

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

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

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

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

L23/30DF
Figure 2: .
Data sheet signs

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

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

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

out maintenance
Pressurized cylinder
Pressurized device
2013.09.09
MAN Diesel & Turbo
Description
Main Particulars 500.00
Page 1 (1) Edition 33
L23/30H
Cycle : 4-stroke
Configuration : In-line
Cyl. Nos. available : 5-6-7-8
Power range : 710-1400 kW
Speed : 720/750/900 rpm
Bore : 225 mm
Stroke : 300 mm
Stroke/bore ratio : 1.33:1
Piston area per cyl. : 398 cm2
Swept volume per cyl. : 11.9 ltr.
Compression ratio : 13.5:1
Max. combustion pressure : 145 bar*
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700)

MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010
Power lay-out MCR version
Speed rpm 720 750 900
Mean piston speed m/sec. 7.2 7.5 9.0
Mean effective pressure bar 19.9 19.8 19.6
Max. combustion pressure bar 145 145 150*
Power per cylinder kW/cyl. 142 148 175
*For L23/30H-900 rpm version a pressure of 150 bar measured at the indicator cock correspond to
145 bar in the combustion chamber.
12.12 - ES1 - Mk 2
MAN Diesel & Turbo
Description 500.01
Page 1 (1) Introduction Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38
Introduction Description
This instruction book provides general information The book is a basic instruction manual for the par-
on the engine design, operation and maintenance. It ticular engine supplied, with plant-adapted informa-
can also be used as a reference when ordering tion such as basic media-system drawings, electri-
spare parts. Reliable and economical operation of cal wiring diagrams and test bed reports.
the plant is conditional upon its correct operation The first five sections (500-504) of the book serve
and maintenance in accordance with MAN Diesel & as a guide to engine operation, and the next fifteen
Turbo’s instructions. Emissions-related mainte- sections (505-519) contain technical descriptions,
nance of the diesel engine shall be performed as spare parts illustrations with appurtenant parts lists,
specified in MAN Diesel & Turbo’s instructions and as well as working cards.
any additional instructions to that effect included in
the Technical File. Consequently, it is essential that The last section (520) comprises tools.
the engine room personnel are fully acquainted with The engine is divided into a number of main com-
the contents of this book and the Technical File. ponents/ assemblies, each of which is described in
Every care is taken to ensure that all information in a section of this book (section 505-519).
this instruction book is present and correct. Each of these sections starts with technical descrip-
This book must not, either wholly or partly, be cop- tions of the systems/components, followed by
ied, reproduced, made public or in any other way working cards and the spare parts illustration plates
made available to any third party without the written and parts lists.
consent to this effect from MAN Diesel & Turbo.
If an instruction book is delivered in another lan-
guage than English and doubts arise concerning
the translation, the English text shall prevail.
Figure 1: Structure of instruction book
2010.11.22 - ES0
MAN Diesel & Turbo
Description 500.02
Page 1 (2) Safety Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38
General should be wellpreserved against corrosion and pro-

tected against mechanical damage. Stock should
Proper maintenance, which is the aim of this book, be checked at intervals and replenished in time.
is a crucial aspect of achieving optimum safety in
the engine room. The general measures mentioned
here should, therefore, be a natural routine for the
Light
entire engine room staff. Ample working light should be permanently installed
at appropriate places in the engine room, and port-
Cleanliness able working light in explosion-proof fittings should
be available everywhere.
The engine room should be kept clean above and
below the floor plates. If grit or sand blows into the
engine room while the ship is in port, the ventilation
Freezing
should be stopped and ventilating ducts, skylights, If there is a risk of damage due to freezing when the
and doors in the engine room should be closed. plant is out of service, engines, pumps, coolers and
In particular, welding or work which causes the pipe systems should be emptied of cooling water.
spreading of grit and chips must be avoided near
the engine, unless this is closed or covered, and the Warning
turbocharger air intake filters are covered.
The exterior of the engine should be kept clean and Opening of cocks may cause discharge of hot liq-
the paintwork maintained, so that leakages can uids or gases. Dismantling of parts may cause
easily be detected. springs to be released.
The removal of fuel valves (or other valves in the cyl-
inder head) may cause oil to run down to the piston
Fire
crown, and if the piston is hot an explosion may
If the crankcase is opened before the engine is then blow out the valve.
cold, welding and the use of naked light will involve When testing fuel valves with the hand pump do not
the risk of explosions and fire. The same applies to touch the spray holes, as the jet may pierce the
inspection of oil tanks and the space below the skin. Consider beforehand which way the liquids,
cooler. Attention should furthermore be paid to the gases or flames will move, and keep clear.
danger of fire when using paint and solvents with a
low flash point. Porous insulating material drenched
with oil from leakages is easily inflammable and Crankcase Work
should be renewed. See also: "Ignition in Crank- Check beforehand that the starting air supply to the
case" in section 503. engine is shut off.
Order Feeling Over

Hand tools should be placed to be easily accessible Whenever repairs or alterations have been made to
on tool boards. Special tools should be fastened to the running gear, apply the "feel-over sequence"
tool panels (if supplied) in the engine room close to until it is ensured that there is no undue heating, oil-
the area of use. No major objects may be left unfas- mist formation, blow-by, or failure of cooling water
tened, and the floor and passages should be kept or lubricating oil systems.
clear.
Feel-over Sequence
Spares
Feel over after 5-15 and 30 minutes' idle running
Large spare parts should, as far as possible, be and finally when the engine is running at full load.
placed well strapped near the area of use and See also "Operation" in the section 501.
should be accessible by crane. The spare parts
2001.08.05 - ES0
MAN Diesel & Turbo
500.02 Description
Edition 02
Safety Page 2 (2)
L16/24, L23/30H, V28/32S, L21/31, L27/38
Turning
After prolonged out-of-service periods or overhaul
work which may involve a risk of accumulation of
liquid in the combustion spaces, turning should
always be effected through at least two complete
revolutions.
Check and Maintain

Lubricating oil condition, filter elements and meas-
uring equipment, see "Planned Maintenance Pro-
gramme".
2001.08.05 - ES0
MAN Diesel & Turbo
Description 500.05
Page 1 (1) Cross section
Edition 12
L23/30H
Cross section
2010.08.30
MAN Diesel & Turbo
Description 500.10
Page 1 (1) Key for engine designation
Edition 04
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L23/30DF

Key for engine designation
2014.02.20
MAN Diesel & Turbo
Description 500.11
Page 1 (1) Designation of Cylinders
Edition 03
L16/24, L23/30H, L21/31, L27/38, L28/32DF
General
2013.04.18 - ES1
MAN Diesel & Turbo
Description 500.12
Page 1 (1) Engine Rotation Clockwise
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF
Engine rotation clockwise
2010.09.27
MAN Diesel & Turbo
Description 500.20
Page 1 (3) Code Identification for Instruments
Edition 04
L32/40, L16/24, L23/30H, L28/32H, V28/32H, V28/32S, L21/31, L27/38
Explanation of symbols
Specification of letter code for measuring devices

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

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

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

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

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

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

Compressed air system
70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system
71 inlet to stop cylinder 75 microswitch for turning gear 79
72 inlet to balance arm unit 76 inlet to turning gear
73 control air 77 waste gate pressure
Load speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start
Miscellaneous
91 natural gas - inlet to engine 95 voltage 99 common alarm
92 oil mist detector 96 switch for operating location 100 inlet to MDO cooler
93 knocking sensor 97 remote 101 outlet to MDO cooler
94 cylinder lubricating 98 alternator winding 102 alternator cooling air
2012.12.06.
MAN Diesel
Description
Introduction to Planned Maintenance Programme 500.24
Page 1 (2)
Edition 03
General
General The front page indicates the following:
The overhaul intervals are based on operation on 1) Safety regulations, which MUST be carried out
a specified fuel oil quality at normal service output, before the maintenance work can start.
which means 70-100% of MCR.
2) A brief description of the work.
In the long run it is not possible to achieve safe and
optimum economical running without an effective 3) Reference to any work which must be carried
maintenance system. out before the maintenance work can start.
The structure and amount of information in the main- 4) Related procedures - indicates other works,
tenance programme mean that it can be integrated in depending on the present work - or works
the entire ship's/power station's maintenance system which it would be expedient to carry out.
or it can be used separately.
5) Indicates x number of men in x number of hours
The core of the maintenance system is the key dia- to accomplish the work.
gram, see pages 500.25 and 500.26, indicating the
inspection intervals for the components/systems, The stated consumption of hours is only intended
so that the crew can make the necessary overhauls as a guide.
based on the engines' condition and/or the time
criteria.
The maintenance system is divided into 2 main

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

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

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

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

front page and one or several pages describing and
illustrating the maintenance work.
98.19 - ES0
MAN Diesel
500.24 Description
Edition 03
Introduction to Planned Maintenance Programme Page 2 (2)
General
Experience with the specific station/personnel may 8) Various requisite hand tools.
lead to updating.
9) Indicates the components/parts which it is
6) Refers to data required to carry out the work. advisible to replace during the maintenance
work. Please note that this is a condition for
7) Special tools which must be used. Please note the intervals stated.
that not all tools are standard equipment.
08028-0D/H5250/94.08.12
98.19 - ES0
MAN Diesel & Turbo
Description
Planned Maintenance Programme 500.25
Page 1 (4) Edition 30H
L23/30H
900 RPM
Time Between Overhaul
overhauled parts
Working
Observations
 = Overhaul to be carried out
Description Card
3rd month
Check new/
200
6000
12000
24000
Monthly
Weekly
50
2000
 = Check the condition
after hours
Daily
No
Operating of Engine:
Readings of data for engine and alternor, with refe-

rence to "Engine Performance Data", section 502.01......  502-01.00
Cylinder Head:
Inlet and exhaust valve - overhaul and regrinding of

spindel and valve seat......................................................  505-01.10
Inspection of inlet, exhaust valves and valve guide..........  505-01.05
Check of valve rotators' rotation during engine rotation...  505-01.05
Sleeve for fuel injector......................................................  505-01.30
Safety valve - overhaul and adjustment of opening
pressure........................................................................... 
Indicator valve..................................................................   505-01.26
Cylinder head cooling water space - inspection...............  505-01.45

Cylinder head nut - retightening....................................... 200 505-01.40
Piston, Connecting Rod and Cylinder Liner:
Inspection of piston..........................................................  506-01.10

Piston ring and scraper ring.............................................  506-01.10
Piston pin and bush for connecting rod - check of

clearance..........................................................................  506-01.15
Connecting rod - measuring of big-end bore....................  506-01.15
Inspection of big-end bearing shells.................................  506-01.16
Connecting rod - retightening........................................... 200  506-01.25

Cylinder liner - cleaning, honing and measuring..............  506-01.35
Cylinder liner removed - check the water space and
wear ring in frame.............................................................  506-01.40
Camshaft and Camshaft Drive:
Camshaft - inspection of gear wheels, bolts, connections

etc..................................................................................... 200  507-01.00
Camshaft bearing - inspection of clearance.....................  507-01.05
Camshaft adjustment - check the condition......................  507-01.20
Lubrication of camshaft bearing - check...........................  507-01.00
13.41 - ES0
MAN Diesel & Turbo
500.25 Description
Edition 30H Planned Maintenance Programme Page 2 (4)
L23/30H
900 RPM
overhauled parts
Working
Observations
Description
3rd month
Card
Check new/
50
2000
6000
Monthly
200
24000
Weekly
12000
after hours
Daily
No
Operating Gear for Inlet Valves, Exhaust Valves and

Fuel Injection Pumps:
Roller guide for valve gear................................................  508-01.00

Valve gear - valve bridge, spring, push rod, etc................  508-01.10
Roller guide for fuel injection pump..................................  508-01.05
Roller guide housing.........................................................  508-01.10

Inlet and exhaust valve - check and adjustment of valve
clearance..........................................................................  508-01.10
Lubricating of operating gear - check...............................  508-01.00

508-01.05
Control and Safety System, Automatics and

Instruments:
Safety, alarm and monitoring equipment .........................  509-01.00
Lambda controller - adjustment........................................  509-10.00

Governor - check oil level, see governor instruction
book, section 509............................................................. 
Crankshaft and Main Bearing:

Checking of main bearings alignment, (autolog)..............  510-01.00
Inspection af main bearing...............................................  510-01.05
Inspection of guide bearing..............................................  510-01.10
Vibration damper - check the condition............................  510-04.00
Lubricating of gear wheel for lub. oil pump and cooling

water pump etc................................................................. 
Counterweight - retightening, see page 500.40 *)............ 
Main- and guide bearing cap - retightening...................... 200  510-01.05

510-01.10
* If screw can be tightened When tightening with
900 Nm, then the screw have to be loosened and
retightened after page 500.40.
13.41 - ES0
MAN Diesel & Turbo
Description 500.25
Page 3 (4) Planned Maintenance Programme Edition 30H
L23/30H
900 RPM
overhauled parts
Working
Observations
Description
3rd month
Card
50
2000
6000
200
24000
Weekly
12000
Monthly
Check new/
Daily
after hours
No
Engine Frame and Baseframe:


Holding down bolts - retightening, see page 500.40........ 200
Bolts between engine frame and base frame - 
retightening, see page 500.40.......................................... 200
For flexible mounted engines - check anti-vibration  519-03.00

mountings......................................................................... 200  511-01.00
Safety cover - function test...............................................
Turbocharger System:
 512-15.00
Wet cleaning of turbine side.............................................  512-05.00
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)....................  512-01.00
Charging air cooler - cleaning and inspection..................

Charging air cooler housing - draining............................. 
Exhaust pipe - compensator.............................................
Compressed Air System:

 513-01.30
Air starter motor - dismantling and inspection..................
Function test - main starting valve, starting valve, main  513-01.40
valves and emergency start valve....................................

Dirt separator - dismantling and cleaning......................... 
Muffler - dismantling and cleaning....................................
 513-01.90
Compressed air system - draining....................................  513-01.90
Compressed air system - check of the system.................
13.41 - ES0
MAN Diesel & Turbo
500.25 Description
L23/30H
900 RPM
overhauled parts
Working
Observations
Description
3rd month
Card
Check new/
Monthly
50
2000
6000
200
24000
Weekly
12000
after hours
Daily
No
Fuel Oil System and Injection Equipment:
Fuel oil filter - dismantling and cleaning...........................  514-01.15

Fuel oil feed pump............................................................  514-10.00
Fuel oil injection pump - dismantling and cleaning...........  514-01.05
Fuel injection valve - adjustment of opening pressure..... 200  514-01.10

Fuel oil high-pressure pipe - dismantling and check........  514-01.05
Adjustment of the maximum combustion pressure...........  514-05.01
Fuel oil system - check the system...................................  514-01.90

Nozzle cooling system - check the system if installed......  514-01.90
Fuel oil - oil samples after every bunkering, see sec.504.

Lubricating Oil System:
Lubricating oil pump - engine driven................................  515-01.00

Lubricating oil filter - cleaning and exhange.....................  515-01.10
Lubricating oil cooler........................................................  515-06.00
Prelubricating pump - el.-driven.......................................  515-01.05

Thermostatic valve...........................................................  515-01.20
Centrifugal filter - cleaning and exhange of paper............  515-15.00
Hand pump.......................................................................  515-10.00

Lubricating oil - oil samples, see section 504................... 
Lubricating oil system - check the system........................  515-01.90
Cooling Water System:
Cooling water pump - engine-driven (sea water and

fresh water)......................................................................  516-04.00
Thermostatic valve...........................................................  516-04.00
Cooling water system - check the system........................  516-01.90
Cooling water system - water samples, see sec. 504.......  
13.41 - ES0
MAN Diesel
Description 500.25
L23/30H
720/750 RPM
overhauled parts
Working
Observations
● = Overhaul to be carried out
Description
3rd month
Card
Monthly
200
8000
16000
32000
Weekly
50
2000
Check new/
Daily
after hours
■ = Check the condition
No
Operating of Engine:
Readings of data for engine and alternator with refe-

rence to "Engine Performance Data", section 502.01...... ■ 502-01.00
Cylinder Head:
Inlet and exhaust valve - overhaul and regrinding of

spindle and valve seat...................................................... ● 505-01.10
Inspection of inlet, exhaust valves and valve guide.......... ■ 505-01.05
Check of valve rotators' rotation during engine rotation... ■ 505-01.05
Sleeve for fuel injector...................................................... ■ 505-01.30
Safety valve - overhaul and adjustment of opening
pressure........................................................................... ■
Indicator valve.................................................................. ■ ■ 505-01.26
Cylinder head cooling water space - inspection............... ■ 505-01.45

Cylinder head nut - retightening....................................... 200 505-01.40
Piston, Connecting Rod and Cylinder Liner:
Inspection of piston.......................................................... ■ 506-01.10

Piston ring and scraper ring............................................. ● 506-01.10
Piston pin and bush for connecting rod - check of

clearance.......................................................................... ■ 506-01.15
Connecting rod - measuring of big-end bore.................... ■ 506-01.15
Inspection of big-end bearing shells................................. ■ 506-01.16
Connecting rod - retightening........................................... 200 ■ 506-01.25

Cylinder liner - cleaning, honing and measuring.............. ● 506-01.35
08028-0D/H5250/94.08.12
Cylinder liner removed - check the water space and

wear ring in frame............................................................. ■ 506-01.40
Camshaft and Camshaft Drive:
Camshaft - Inspection of gear wheels, bolts, connections

etc..................................................................................... 200 ■ 507-01.00
Camshaft bearing - inspection of clearance..................... ■ 507-01.05
Camshaft adjustment - check the condition...................... ■ 507-01.20
Lubrication of camshaft bearing - check........................... ■ 507-01.00
09.52 - ES0
MAN Diesel
500.25 Description
L23/30H
720/750 RPM
overhauled parts
Working
Observations
Description
3rd month
Card
Check new/
Monthly
50
2000
8000
after hours
200
32000
Weekly
16000
Daily
No
Operating Gear for Inlet Valves, Exhaust Valves and

Fuel Injection Pumps:
Roller guide for valve gear................................................ ■ 508-01.00

Valve gear - valve bridge, spring, push rod, etc................ ■ 508-01.10
Roller guide for fuel injection pump.................................. ■ 508-01.05
Roller guide housing......................................................... ■ 508-01.10

Inlet and exhaust valve - check and adjustment of valve
clearance.......................................................................... ■ 508-01.10
Lubricating of operating gear - check............................... ■ 508-01.00

508-01.05
Control and Safety System, Automatics and

Instruments:
Safety, alarm and monitoring equipment ......................... ■ 509-01.00
Lambda controller - adjustment........................................ ■ 509-10.00

Governor - check oil level, see governor instruction
book, section 509............................................................. ■
Crankshaft and Main Bearing:

Checking of main bearings alignment, (autolog).............. ■ 510-01.00
Inspection af main bearing............................................... ■ 510-01.05
Inspection of guide bearing.............................................. ■ 510-01.10
Vibration damper - check the condition............................ ■ 510-04.00

08028-0D/H5250/94.08.12
Lubricating of gear wheel for lub. oil pump and cooling

water pump etc................................................................. ■
Counterweight - retightening, see page 500.40............... 900* ■
Main- and guide bearing cap - retightening...................... 200 ■ 510-01.05

510-01.10
* If screw can be tightened then the screw have to be
loosened and retightened after page 500.40.
09.52 - ES0
MAN Diesel
Description 500.25
L23/30H
720/750 RPM
overhauled parts
Working
Observations
Description Card
3rd month
Check new/
50
2000
8000
200
32000
Weekly
16000
Monthly
after hours
Daily
No
Engine Frame and Baseframe:
Holdingdown bolts - retightening, see page 500.40......... 200 ■

Bolts between engine frame and base frame -
retightening, see page 500.40.......................................... 200 ■
For flexible mounted engines - check anti-vibration

mountings......................................................................... 200 ■ 519-03.00
Safety cover - function test............................................... ■ 511-01.00
Turbocharger System:
Wet cleaning of turbine side............................................. ● 512-15.00

Water washing of compressor side.................................. ● 512-05.00
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.................. ■ 512-01.00
Charging air cooler housing - draining............................. ●

Exhaust pipe - compensator............................................. ■
Compressed Air System:
Air starter motor - dismantling and inspection.................. ■ 513-01.30

Function test - main starting valve, starting valve, main
valves and emergency start valve.................................... ■ 513-01.40
08028-0D/H5250/94.08.12
Dirt separator - dismantling and cleaning......................... ●

Muffler - dismantling and cleaning.................................... ●
Compressed air system - draining.................................... ● 513-01.90

Compressed air system - check of the system................. ■ 513-01.90
09.52 - ES0
MAN Diesel
500.25 Description
L23/30H
720/750 RPM
overhauled parts
Working
Observations
Description
3rd month
Card
Check new/
Monthly
50
2000
8000
200
32000
Weekly
16000
after hours
Daily
No
Fuel Oil System and Injection Equipment:
Fuel oil filter - dismantling and cleaning........................... ● 514-01.15

Fuel oil feed pump............................................................ ● 514-10.00
Fuel oil injection pump - dismantling and cleaning........... ● 514-01.05
Fuel injection valve - adjustment of opening pressure..... 200 ■ 514-01.10

Fuel oil high-pressure pipe - dismantling and check........ ■ 514-01.05
Adjustment of the maximum combustion pressure........... ● 514-05.01
Fuel oil system - check the system................................... ■ 514-01.90
Fuel oil - oil samples after every bunkering, see sec.504.
Lubricating Oil System:
Lubricating oil pump - engine-driven................................ ■ 515-01.00

Lubricating oil filter - cleaning and exhange..................... ● 515-01.10
Lubricating oil cooler........................................................ ● 515-06.00
Prelubricating pump - el. driven........................................ ■ 515-01.05

Thermostatic valve........................................................... ■ 515-01.20
Centrifugal filter - cleaning and exhange of paper............ ● 515-15.00
Hand pump....................................................................... ● 515-10.00

Lubricating oil - oil samples, see section 504................... ■
Lubricating oil system - check the system........................ ■ 515-01.90
Cooling Water System:
Cooling water pump - engine-driven (sea water and

08028-0D/H5250/94.08.12
fresh water)...................................................................... ■ 516-04.00

Thermostatic valve........................................................... ■ 516-04.00
Cooling water system - check the system........................ ■ 516-01.90
Cooling water system - water samples, see sec. 504....... ■ ■
09.52 - ES0
MAN Diesel & Turbo
Description
Operation Data & Set Points 500.30
L23/30H
Acceptable
Normal Value at Full load value at shop
test or after Alarm Set point Autostop of engine
at ISO conditions
repair
Lubricating Oil System
Temp. before cooler SAE 30 TI 20 60-75° C <75° C TAH 20 90° C

(outlet engine) SAE 40 TI 20 65-82° C <82° C TAH 20 100° C
Temp. after cooler SAE 30 TI 22 45-65° C <65° C TAH 22 75° C TSH 22 85° C
(inlet engine) SAE 40 TI 22 50-72° C <72° C TAH 22 85° C TSH 22 95° C
Pressure after filter (inlet eng) PI 22 3.1-4.5 bar >4.0 bar PAL 22 3 bar PSL 22 2.5 bar
Elevated pressure i.g. when
centrifugal filter installed PI 22 4.1-5 bar >4.5 bar PAL 22 3.5 bar PSL 22 3.0 bar
Pressure drop across filter PDAH 21-22 0.5-1 bar <0.5 bar PDAH 21-22 1.5 bar
Prelubricating pressure LAL 25 level switch
Pressure inlet turbocharger PI 23 1.2 ±0.5 bar >1.0 bar (H)
(H)
Lub. oil, level in base frame LAL 28 low level
LAH 28 high level
Temp. main bearings TE 29 75-85° C <85° C TAH 29 95° C
Fuel Oil System
Pressure after filter MDO PI 40 2.5-5 bar PAL 40 1.5 bar

HFO PI 40 5-16 bar (A) PAL 40 4 bar
Leaking oil LAH 42 leakage
Press. nozz. cool. oil, inlet eng. PI 50 3-5 bar PAL 50 2.0 bar (B)
Cooling Water System
Press. LT-system, inlet engine PI 01 1-2.5 bar (D) >1.3 bar PAL 01 0.4 bar + (C)
Press. HT-system, inlet engine PI 10 1.5-4.6 bar >1.8-<6 bar PAL 10 0.4 bar + (C)
Temp. HT-system, inlet engine TI 10 60-75° C
Temp. HT-system, outl. cyl.units TI 11 70-85° C <85° C
Temp. HT-system, outlet engine TAH 12 90° C
TAH 12-2 93° C TSH 12 95° C
Temp. raise across cyl. units max. 10° C
Exhaust Gas and Charge Air
Exh. gas temp. before TC TI 62 440-490° C* TAH 62 550° C

TI 62 475-535° C** TAH 62-2 600° C
Exh. gas temp. outlet cyl. TI 60 315-430° C* TAH 60 450° C
TI 60 335-435° C**
Diff. between individual cyl. average TAD 60 average (F)
±25° C ±50° C
Exh. gas temp. after TC TI 61 305-385° C* TAH 61 500° C
TI 61 335-405° C**
Ch. air press. after cooler PI 31 2.2-2.7 bar
1.5-2.0 bar***
Ch. air temp. after cooler TI 31 35-55° C <55° C TAH 31 65° C
Compressed Air System
Press. inlet engine PI 70 7-9 bar >7.5-<9 bar PAL 70 7 bar
Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameters
can be included. For remarks to some parameters, see overleaf.
* for 720/750 rpm ** for 900 rpm. *** for de-rated 105/110 kW/cyl. - 720/750 rpm.
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
12.17 - Mk2 - INC

MAN Diesel & Turbo
500.30 Operation Data & Set Points Description

Edition 85 Page 2 (2)
L23/30H
Acceptable
Normal Value at Full load value at shop
test or after Alarm Set point Autostop of engine
at ISO conditions
repair
Speed Control System

Engine speed
Mechanical
Elec. SI 90 720 rpm 820 rpm SAH 81 815 rpm
Mechanical SSH 81 825 rpm
Elec. SI 90 750 rpm 855 rpm SAH 81 850 rpm SSH 81 815 rpm
Mechanical SSH 81 860 rpm
Elec. SI 90 900 rpm 1020 rpm SAH 81 1015 rpm SSH 81 850 rpm
SSH 81 1030 rpm
Turbocharger speed SI 89 (G) SAH 89 (E) SSH 81 1015 rpm
Remarks to individual Parameters E. Limits for Turbocharger Overspeed Alarm

(SAH 89)
A. Fuel Oil Pressure, HFO-operation
Engine type 720 rpm 750 rpm 900 rpm
When operating on HFO, the system pressure must
5L23/30H 55,700 55,700 –
be sufficient to depress any tendency to gasification
6L23/30H 55,700 55,700 49,100
of the hot fuel.
7L23/30H 49,100 49,100 49,100
8L23/30H 49,100 49,100 49,100
The system pressure has to be adjusted according
to the fuel oil preheating temperature.
B. Nozzle Cooling Oil System F. Exhaust Gas Temperatures
The nozzle cooling oil system is only applied for Tier The exhaust gas temperature deviation alarm is
II marine and stationary engines. normally ±50° C with a delay of 1 min., but at start-up
the delay is 5 min. Furthermore the deviation limit is
C. Cooling Water Pressure, Alarm Set Points ±100° C if the average temperature is below 200° C.
As the system pressure in case of pump failure will G. Turbocharger Speed

depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted Normal value at full load of the turbocharger is de-
to 0.4 bar plus the static pressure. pendent on engine type (cyl. no) and engine rpm.
The value given is just a guide line. Actual values
D. Press. LT -system, inlet engine (PI 01) can be found in the acceptance test protocol.
With two-string cooling water system the normal H. Prelubrication Pressure

value can be higher, max. 4.0 bar.
The normal value and acceptable value at stop test
is given when the engine is in cold standby.
12.17 - Mk2 - INC

MAN Diesel & Turbo
Description 500.33
Page 1 (1) "Green Passport"
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF
Green Passport
In 2009 IMO adopted the „Hong Kong International
Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009“.
Until this convention enters into force the recom-
mendatory guidelines “Resolution A.962(23)” (adop-
ted 2003) apply. This resolution has been imple-
mented by some classification societies as “Green
Passport”.
MAN Diesel & Turbo is able to provide a list of haz-
ardous materials complying with the requirements
of the IMO Convention. This list is accepted by clas-
sification societies as a material declaration for
“Green Passport”.
This material declaration can be provided on
request.
2013.04.18
MAN Diesel & Turbo
Description 500.35
Page 1 (2) Data for Pressure and Tolerance Edition 65
L23/30H
Section Description mm. / bar
505 Maximum inner diameter, valve guide 14.25 mm

For grinding of valve spindle and valve seat ring
(see also working card 505-01.10)
Minimum height of valve head, inlet valve and exhaust valve, "H" 1 5.0 mm
Maximum height of spindle above cylinder head, "H" 2 83.3 mm
506 Piston and piston ring grooves (see working card 506-01.10)
Clearance between connecting rod bush and piston pin 0.15-0.25 mm
Maximum clearance between connecting rod bush and piston pin 0.35 mm
Maximum ovalness in big-end bore (without bearing) 0.08 mm
New cylinder liner, inside diameter 225,000-225,046 mm
Maximum inside diameter cylinder liner, max. ovalness 0.1 mm 225.50 mm
507 Clearance between camshaft and camshaft bearing 0.11-0.20 mm

Maximum clearance between camshaft and camshaft bearing 0.35 mm
Clearance between teeth on intermediate wheel 0.2-0.3 mm
Plunger lift at TDC, injection timing:
IMO Tier II - D2, 720 rpm, (S1) 6.2+0.05 mm*
IMO Tier II, Mk2 - D2, 720 rpm, (S1) to be clarified
*) for information on max settings check the engine's IMO Technical file.
Plunger Lift, World Bank II**
**) Standard injection timing value is based on ISO condition.
Special injection timing of engines can be necessary due to
Power plant size and/or Ambient conditions.
508 Valve clearance, Inlet valve (cold engine 15 - 55°C) 0.50 mm

Valve clearance, Exhaust valve (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 ±0.3 mm
510 Deflection of crankchaft (autolog) (see working card 510-01.00)

Clearance between crankshaft and sealing ring, (upper and lower part) 0.30 - 0.40 mm
Clearance in main bearing 0,2-0,3 mm
Clearance in connecting rod bearing 0.13 - 0.24 mm
Clearance in guide bearing (axial) 0.15 - 0.44 mm
Maximum clearance in guide bearing (axial) 0.8 mm
Clearance between bearing and gearwheel shaft:
Clearance when new bearings are mounted 0.085-0.135 mm
Maximum clearance 0.185 mm
514 Maximum combustion pressure at full load
13.09 - ES0, Tier II, Mk2

MAN Diesel & Turbo
500.35 Description
Edition 65
Data for Pressure and Tolerance Page 2 (2)
L23/30H
Section Description mm. / bar
IMO tier II Max 133 bar

IMO Tier II, Mk2 Max 145 bar
Individual cylinders; admissible deviation from average ± 3 bar
A change of the height of the thrust piece spacer ring of 0.10 mm

will change the maximum pressure by 1 bar
1° turning of camshaft gear wheel changes max. pressure by approx 3 bar
Measurement "X" between thrust piece and roller guide housing 5.5 ± 0.1 mm
For L23/30H 900 rpm version a pressure of 135/150 bar measured

at the indicator cock correspond to 130/145 bar in the combustion
chamber
Opening pressure of fuel valve (8 hole nozzle) 320 bar

Opening pressure of fuel valve (10 hole nozzle) 350 bar
13.09 - ES0, Tier II, Mk2

MAN Diesel & Turbo
Description 500.40
Page 1 (2) Data for Tightening Torque Edition 42H
L23/30H
Tightening
Section Description Thread Torque Pressure Lubricant
Nm bar
505 Cylinder cover stud (in frame) Stud M48 200 Loctite 243
Nut for cylinder cover stud Nut M45 750 Oil/Molykote
(Unimol gl 82)
Cooling jacket cylinder cover Screw 22 –
506 Connecting rod (see section 506) Molykote

Connecting rod screw Stud M 33 x 2 (Unimol gl 82)
(hydraulic tightening) Nut M 33 x 2 750 –
507 Camshaft assembly Nut M12 85 –

Intermediate wheel shaft Nut M 20 x 1.5 250 –
Intermediate wheel gear Nut M 12 40 –
Gear wheel on camshaft Screw M 12 70 –
508 Housing for valve gear Screw M 12 60 –

Valve gear bracket rocker arm Nut M 16 150 –
510 Main bearing stud (in frame) Stud M 48 200 Loctite 243
Nut for main bearing stud Nut M 45 x 3 750 Molykote
(Unimol gl 82)
Main bearing side screw Screw M 24 300 –
Counterweight on crankshaft Screw M 30 x 2 200 –
+ 60° turn
Vibrationdamper on crankshaft Nut M 27 400 –
Frame / baseframe Nut M 24 500 –
Flywheel mounting (fitted bolt, 3 pcs) Nut M 20 200 –
Flywheel mounting (9 pcs) Nut M 20 500 –
Gear rim on flywheel Screw M 12 34 –
Gear wheel on crankshaft Nut M 10 40 –
514 Fuel pump distribution piece Screw M 8 25 - 30 –

Fuel pump top flange (barrel) Screw M 10 55 - 65 –
Fuel pump caviation plugs Plug M 20 x 1.5 100-120 –
Fuel pump mounting
(bottom flange) Screw M 16 150 –
Fuel valve (nozzle nut) Nut M 26 x 1.5 100 - 120 –

Fuel valve mounting Nut M 16 40 –
Fuel valve (cap nut) Nut 70 –
Fuel valve adjusting (lock nut) Nut 100 –
High pressure pipe Nut M 18 x 1.5 40 –
515 Gear wheel on lub. oil pump Nut 300 –
519 Conical elements mounting

Upper mounting, Vulkan Screw M 20 400 –
Upper mounting, Rubber design Screw M 20 250 –

Lower mounting Nut M 20 320 –
12.08 - ES0
MAN Diesel & Turbo
500.40 Description
Edition 42H
Data for Tightening Torque Page 2 (2)
L23/30H

Tightening of bolted connections by the
Tightening torque in Nm
torque
Thread Bolt strength class
nominal size 8.8 10.9
If bolted connections other than those listed above
M/MH O M/MH O
are to be tightened using a torque wrench, table 1
should be used for reference.
M 6 7 10 10 14
The following should be observed:
M 8 17 25 25 35
M 10 35 50 50 70
- The load acting on a bolted connection de-
M 12 60 85 85 120
pends on the tightening torque applied, on the
M 14 90 130 130 190
lubricant used, the finished condition of the
M 16 140 200 200 280
surfaces and threads, and on the materials
M 18 200 280 280 390
paired. It is, therefore, of great importance that
M 20 270 400 380 560
all these conditions are met.
M 22 370 550 520 780
M 24 470 700 670 1000
- Table 1 lists the tightening torques, when using
M 27 670 1000 940 1400
different bolt strengths classes and applying
M 30 940 1400 1340 2000
either normal Molykote and high temperature
Molykote grease or applying normal oil.
Table 1, Tightening torques for bolted connections
12.08 - ES0
MAN Diesel & Turbo
Description 500.45
Page 1 (1) Declaration of Weight Edition 12
L23/30H
Section Component Plate No. Item No. Weight in Kg.
505 Cylinder Head, complete 50501-50502 250

50508-50510
506 Piston, complete 50601 081 45

Piston Pin 50601 019 19
Connecting Rod, complete without bearing 50601 068 95
Cylinder Liner, complete 50610 018 100
Cooling Water Jacket 50610 055 33
507 Camshaft, section 50705 014,026,038 29
508 Housing for Roller Guide 50801 016 17
509 Governor, complete 50901 021,104,116 28
511 Main Bearing Cap 51101 108 75

Guide Bearing Cap 51101 300 85
Front cover 51102 019 164
End cover, complete 51106 237 179
512 Turbocharger, complete

NR15/R 210
NR20/R 375
TCR 14 165
TCR 16 260
TCR 18 415
Intermediate piece 51202 181 9

Air Cooler 51203 054 450
Inlet Bend 51203 138 93
513 Air Starter 51309 756 40
514 Fuel Injection Pump 51401 381 15

Fuel Injection Valve, L'Orange 51402 177 5
Fuel Injection Valve, Nico 51402 325 5
Fuel Oil Feed Pump 51410 290 22
515 Lubricating Oil Pump 51501 330 45

Thermostatic Valve 51503 115 29
Prelubricating Oil Pump, incl. el-motor 51504 242 20
Centrifugal Filter 51515 337 24
516 Thermostatic Valve 51604 114 29

Cooling Water Pump 51610 201 30
12.03 - ES0U
MAN Diesel & Turbo
Description 500.50
Page 1 (2) Ordering of Spare Parts Edition 03
General
Spare parts can be ordered from MAN Diesel & Note:
Turbo, PrimeServ.
• Components from different engine builders
When spare parts are ordered or inquired, the fol- cannot be considered as interchangeable.
lowing data must be indicated, in order to ensure • A wide number of spare parts can be orders
correct identification of the required parts: as spare part kits.
• Selected components may be available in both
• Name of customer original and upgraded version.
• Name of plant /vessel
• Vessel IMO No These data are necessary to ensure supply of the
• Engine type correct spare parts for a particular engine, even
• Engine serial No though the spare part illustrations contained in this
• Engine builder book may not always be in complete accordance
• Plate No and edition No with the individual components of a specific engine.
• Item No
• Quantity For ordering of spare parts for governor, turbocharger
• Designation of the item No and alternator, please see the special chapter in the
instruction book for these components.
Information found on the nameplate of the engine(s)

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

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

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

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

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

out a written agreement you will be charged a
fee for unauthorised returns.
11.09 - ES0
MAN Diesel & Turbo
Description 500.55
Page 1 (1) Service letters
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF, L23/30DF,

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S-DF
Description
In order to ensure the most efficient, economical
and up-to-date operation of our engines, we regu-
larly send out "Service Letters" containing first-hand
information regarding accumulated service experi-
ence.
The service letters can either deal with specific
engine types, or contain general instructions and
recommendations for all engine types, and are used
as a reference when we prepare up-dated editions
of instruction books.
Since new service letters might be of great impor-
tance to the operation of the plant, we recommend
that engine staff file them as supplements to the rel-
evant chapters of this instruction book.
2014.03.28
MAN Diesel
Description
Conversion Table 500.60
General
Basic Sl Units Velocity, Speed (m/s) (3.6 km/h = 1 m/s)
Quantity Name Symbol 1 kn (knot) = 1 nautical mile/h 1.852 km/h = 0.5144 m/s
Cincerning other conversions, see table for length
length metre m
mass kilogram kg
time second s Density
electric current ampere A
absolute temperature* kelvin K 1 lb/cub. ft 16.02 kg/m3
amount of substance mole mol
luminous intensity candela cd
Force (1 kg m/s2 = 1 N)
* Also named "thermodynamic temperature"
1 kp (kilopound)* 9.807 N
Supplementary SI Units 1 poundal** 138.3 x 10-3 N
1 lbf (pound force) 4.448 N
Quantity Name Symbol
* Can occasionally be found stated as kgf (kilogram force).
plane angle radian rad Standard acceleration of free fall gn = 9.80665 m/s2
solid angle steradian sr ** Unit of force in the ft-lb-s system
Additional SI Units Stress ( 1 N/m2 = 10 -6 N/mm2)
Quantity Name Symbol Definition 1 kp/mm2 = 100 kp/cm2 9.807 N/mm2

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

08028-0D/H5250/94.08.12
05.02 - ES0
Operation of engine
501/601
MAN Diesel & Turbo
Description 501.01
Page 1 (2) Operation
Edition 01
L23/30H
Preparations for Starting ▪ that each fuel pump can be pressed by hand to
full index when the regulating shaft are in STOP
The following describes what to do before starting, position, and that the pumps return automati-
when the engine has been out of service for a lon- cally to the "0" index when the hand is
ger period of time, or if major overhauls have been removed.
made.
▪ that the spring-loaded pull rod is working cor-
1) Check the oil level in the base frame (or in the rectly.
lub. oil tank, if the engine is with dry sump), air
lubricator and in the govenor. ▪ that the stop cylinder for regulating the shaft
works properly, both when stopping normally
Start-up the prelubricating pump. and at overspeed and shut down.
The engine shall be prelubricated at least 2 minutes ▪ that testing is made by simulating these situa-
prior to start. tions.
Check oil pressures before and after the filter. 6) Open the indicator valves and turn the engine
2) Open the cooling water supply, start separate some few revolutions, check that no liquid is
cooling water pumps where installed, and flowing out from any of the indicator valves dur-
check the cooling water pressure. ing the turning.
Note To avoid shock effects owing to large temper- Slow-turning must always be carried out, before the
ature fluctuations just after start, it is recommended: engine is started after prolonged out of-service pe-
▪ to preheat the engine. Cooling water of at least riods and after overhauls, which may involve a risk
60 °C should be circulated through the frame of liquid having collected in the cylinders.
and cylinder head for at least 2 hours before 7) Close the indicator valves.
start: 8) Disengage the turning gear, if fitted. Check that
– either by means of cooling water from en- it is locked in the "OUT" position.
gines which are running or by means of a
built-in preheater (if installed) Starting
or
1) Start the engine by activating the start button.
▪ When starting without preheated cooling water,
2) Check the lubricating oil pressure, cooling water
the engine must only be started on MDO
pressure, fuel oil feed pressure. Check that the
(Marine Diesel Oil).
prelubricating oil pump is stopped.
The engine should not be run up to more than 50%
3) Check that all alarms are connected.
load to begin with, and the increase to 100%
should take place gradually over 5 to 10 minutes. See also "checks after starting-up".
Note When starting on HFO (Heavy Fuel Oil), only
item "a" applies. Test during Running
3) Open the fuel oil supply to the feed pump. When the engine is running, the planned mainte-
nance programme and the following should be
Starting on HFO: circulate preheated fuel through
checked:
the pumps until correct working temperatures have
been obtained. This normally takes 30-60 minutes. 1) The lubricating oil pressure must be within the
stated limits and must not fall below the stated
4) Check the pressure in the starting air receiver(s)
minimum pressure. The paper filter cartridges
and open the starting air supply (blow-off water,
must be replaced before the pressure drop
if any, and drain the starting air system before
across the filter reaches the stated maximum
opening.
value, or the pressure after the filter has fallen
5) Regulating gear - please check: below the stated minimum value. Dirty filter car-
▪ that all fuel pumps are set at index "0" when the tridges cannot be cleaned for re-use.
regulating shaft are in STOP position. 2) The lubricating oil temperature must be kept
within the stated limits indicated on the data
sheet.
1996.01.01 - ES0-G
MAN Diesel & Turbo
501.01 Description
Operation Page 2 (2)
Edition 01
L23/30H
3) The fuel oil pressure must be kept at the stated Before starting on HFO the engine must be properly
value, and the filter must be cleaned before the preheated as described in "Preparations for Start-
pressure drop across the filter reaches the sta- ing" and as described below.
ted maximum value. Stopping the engine on HFO is no problem, but it
4) The cylinder cooling water temperature must be should be ensured that the temperature of fuel
kept within the limits indicated and the tempera- pipes are not reduced to a level below the pour
ture rise across the engine should not exceed point of the fuel, otherwise, reestabilishing of the cir-
10°C. culation might cause problems.
5) The cooling water temperature at the charging
air cooler inlet should be kept as low as possi- Starting on MDO
ble; however, not as low as to produce conden-
For starting on MDO there are no restrictions
sation water in the charging air space.
except lubricating oil viscosity may not be higher
Adjustment takes place in the external system out- than 1500 cSt (5° C SAE 30, or 10° C SAE 40).
side the engine, and the amount of cooling water
Initial ignition may be difficult if the engine and ambi-
must be adjusted so that the temperature rise
ent temperatures are lower than 5° C and 15° C
across the charging air cooler is 3 - 5 °C.
cooling water temperature.
6) The exhaust gases should be free from smoke
at all loads. For normal exhaust temperatures,
see the test report from shop and sea trials.
7) Keep the charging air pressure and tempera-
ture under control. For normal values, see the
test report from shop and sea trials.
8) Recharge the starting air receivers when the
pressure has dropped to about 20 bar. Stop
rechar-ging at 30 bar.
9) To ensure full operational liability, the condition
of the engine should be continuously observed
in order for preventive maintenance work to be
carried out before serious breakdowns occur.
Stopping
1) Before stopping, it is recommended to run the
engine at reduced load, or to idle for about 5
minutes for cooling-down purposes.
2) The engine is stopped by keeping the fuel
pump delivery rate at "0", by turning the "load-
limit" knob on the governor to "0", or by activat-
ing the remote stopping device.
Start and Stop on HFO

Start and stop of the engine should take place on
HFO in order to prevent any incompatibility prob-
lems by change-over to MDO.
MDO should only be used in connection with main-
tenance work on the engine or longer periods of
engine standstill.
1996.01.01 - ES0-G
MAN Diesel
Description
Out-of Service 501.05
Page 1 (2)
Edition 01H
L23/30H
1. Stand-by Engines 4.3. Open up all filters to check that filter elements
are intact. Filter cartridges in the lub. oil filter is to be
During engine standstill in stand-by position the replaced before start, after repair, or after excessive
media cooling water and fuel oil should be con- differential pressure. After removal, dirty elements
tinuously circulated at temperatures similar to the can be examined for particles of bearing metal at
operation conditions. the bottom of the paper lamella. (the elements can
not be used again).
The engine shall be prelubricated 2 minutes prior
to start, if there is not intermittent or continuous pre- 4.4. Check the cylinder walls.
lubricating installed. intermittent prelub. is 2 min
every 10 minutes. 4.5. Take deflection measurements of the crank-
shaft.
2. Maintenance during Standstill 4.6. A lubricating oil sample should be sent to a

laboratory for immediate analysis.
In periods during stand-still of the engine (not in
stand-by position) it is recommended to start the 4.7. Drain plugs are unscrewed from the bottom of
prelubricating oil pump minimum 10 minutes once turbochargers, or the drain cock is opened. If drain
every week and totum the engine during the prelu- facilities are installed in the exhaust gas system this
bricating period by 2-3 revolutions. should be opened.
3. Laid-up Vessels 5. Work during Repairs
During the lay-up period (and also when laying-up the The following should be made during major re-
vessel) we recommend that our special instructions pairs.
for preservation of the engines are followed.
5.1. Retighten all bolts and nuts in the crankcase
and check their locking devices. Also, retighten
4. Work before Major Repairs foundation bolts.
4.1 After stopping the engine, while the oil is still 5.2. Check the various gear wheel drives for the
warm, start the el-driven prelub. pump, open up the camshaft(s).
crankcase and camshaft housings and check that
the oil is flowing freely from all bearings. Also, take 5.3. Remedy leakages of water and oil in the en-
off the top covers on the cylinder heads and make gine, and blow through blocked-up drain pipes.
sure that oil is not supplied for lubrication of rocker
arms, as non-return valves are fitted which do not 5.4. Drain starting air pipes of water.
open until the oil pressure at the inlet to the rocker
08028-0D/H5250/94.08.12
arms exceeds 1 bar. 5.5. Empty the oil sump of lubricating oil and remove
the sludge, if not done within a period of one year.
After overhaul of pistons, bearings, etc. this check Clean the sump very thoroughly and subsequently
should be repeated before starting the engine. coat with clean lubricating oil.
4.2. After stopping the prelub. pump, check the

bottom of the oil sump for fragments of babbitt from 6. Work after Repairs
bearings
6.1. If an opening-up of engine or lubricating oil
system may have caused ingress of impurities,
cleaning should be carried out very carefully before
starting the engine.
96.02 - ES0U-G
MAN Diesel
501.05 Description
Edition 01H
Out-of Service Page 2 (2)
L23/30H
The differential pressure across the lub. oil filter 6.7 b) Adjustment speed: Switch-in the alternator
must be watched very carefully after cleaning and on the switchboard and set the load to about 40%.
starting-up the engine. Be sure to replace filter cart- On reaching normal oil temperatures in governor
ridges in due time. and engine, increase the load instantly to about 80%
(by starting the major pump or compressor). This
6.2. After restoring normal lubricating oil circulation, must not cause the frequency to fall by more than
turn the engine at least two revolutions by means of some 8%, and the engine must return to a constant
the turning rod to check the movability of the relevant no rpm after about 3 seconds (although this rpm
parts of the engine. will be a little lower than before owing to the speed
droop of
6.3. Close the drain cocks in the turbocharger (or the governor). If the engine is operated in parallel
in the exhaust gas system, if mounted). with other engines, an even sharing of load shall
be established within about 3 seconds. If the gov-
6.4. Lubricate thebearings and rod connections in ernor reacts too slowly, compensating adjustment
the manoeuvring gear. Disconnect the governor and is effected as indicated in Woodward's instruction
move the rod connections by hand to check that the manual (Compensating Adjustment).
friction in bearings and fuel pumps is sufficiently low.
If repair of bearings or alignment of engine has been Note: It is a condition for this test that the engine
made, check no 1, 2, and 5 should be repated. and turbocharger are in perfect operating condition,
so that possible sources of error immediately can
6.5. Checks to be made just before starting of the be eliminated
engine are mentioned under 501.01.
6.7 c) Hunting: Run the engine at synchronous
6.6. Add cooling water and check the leakage rpm, and without load. Provided the governor oil is
pressure system on at the upper and lower cy-linder warm, the regulating lever must not perform any
liner sealings and at cooling water connections. major periodical movments, and neither must there
be any variation in the engine speed. If that is the
6.7. Check the governor as follows: case, repeat the compensating adjustment accord-
Start up the engine and run it at the synchronous ing to Woodward's instruction manual.
number of revolutions.
6.7 d) Speed droop: in case of unsatisfactory
6.7 a) Speed-setting: Before switching-in the load sharing between two ore more engines this
alternator on the switchboard please check that the can be rectified by increasing the speed droop of
servomotor adjusts the rpm with a suitable quick- the engine that is subject to the greatest load (or
ness after actuation of the synchronizer knob on the by reducing the setting of the other engines).
switchboard. The range from - 5% to + 5% from the
syn-chronous rpm should be tested. The setting should not normally be increased beyond
70 on the scale, and satisfactory parallel operation
can generally be obtained at settings between 40
08028-0D/H5250/94.08.12
and 60.
96.02 - ES0U-G
MAN Diesel
Description
Starting-up after Out of Service Periods 501.10
Page 1 (1)
Edition 01H
L23/30H
The following enumerate checks are to be made After the last feel-over, repeat check 4 page 501.05,
immediately after starting, during load increase, see also Ignition in Crankcase page 503.04 in
and during normal running. section 503.
In the following it is assumed that the engine has After repair or renewal of cylinder liners, piston
been out of service for some time, for instance due rings or bearings, allowance must be made for a
to repairs and that checks during out of service running-in period, i.e. the engine load should be
periods have been carried out as described in the increased gradually as indicated in the tables below.
previous chapter. The engine output is determined on the basis of the
fuel index and the load on the electric switchboard.
When starting after such an out-of-service period, the The turbocharger speed gives some indication of
following checks must be made in the stated order the engine output, but is not directly proportional to
in addition to normal surveillance and recording. the output throughout the service period.
Begin the starting-up sequence at a reduced engine

1. To be Checked immediately after Starting: speed, e.g. 400 rpm, until it can be known for cer-
tain that there are no hot spots in the engine. Then,
1.1. Check that the turbocharger is running. increase the speed to the normal rpm and connect
to the switchboard and put on load.
1.2. Check that the lubricating oil pressure is in
order. The load increase during the starting-up sequence
may, for instance, be:
1.3. Check that all cylinders are firing (see exhaust
temperatures). 25 % load for 2 hours
50 % load for 2 hours
1.4. Check that everyting is normal for the engine 75 % load for 2 hours
speed, fuel oil, cooling water and system oil. 100 % load may be put on.
1.5. Check by simulation of the overspeed shut- The pump index indicated in the tables has been
down device that the engine stops. The overspeed given as a percentage of the index at full load. To
setting should be according to " Set Points and enable the index to be read directly off the fuel pumps,
Operation Data " section 500. the following formula can be employed:
I = I% x IF
2. To be Checked during Starting-up, but only 100
if Required after Repairs or Alterations:
IF = Index at full load (from testbed table)
2.1. If the condition of the machinery is not well-
known, especially after repairs or alterations, the I% = Index expressed as % of full load index
08028-0D/H5250/94.08.12
"feel-over sequence" should always be followed, (stated in the preceding starting-up

i.e.: sequence).
After 5-15 and 30 minutes' idle running, open the Following the alteration of the pump index of the
crankcase and the camshaft housing and perform one or two cylinders concerned it must be checked
feel-over on the surfaces of all moving parts where that when in STOP position the governor is able to
friction may arise and cause undue heating. move all the fuel pumps to an average pump index
not exceeding 2 or 3.
Feel: Main, crankpin, (alternator), and camshaft
bearings, piston pins, cylinder liners, roller guides After completing the starting-up sequence, make
and gear wheels. sure that all fuel pumps are set at the same index
and that the governor can cause all fuel pumps to
move to "0" index.
96.30 - ES0U-G
MAN Diesel & Turbo
Description 501.15
Page 1 (2) Guidelines for Longterm Low-Load Operation on HFO
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

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

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

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

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

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

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

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

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

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

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

Engine Performance and Condition
11.23 - ES0
MAN Diesel & Turbo
Description 502.05
Page 1 (2) Condensate amount
Edition 03

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S-DF
General
Figure 1: Nomogram for calculation of condensate amount.

There is always a certain amount of water in air. Then, normally, the air cannot absorb the same
When the air is saturated with aqueous vapour, the amount of water as before.
humidity is said to be 100% and there is as much Condensation of water in the engine's charge air
water in the air as it can absorb without condens- receiver is consequently dependent on the humidity
ing. The amount of water in kg/kg air can be found and the temperature of the ambient air. To find out
from the diagram. The ability to absorb the water if condensation in the charge air receiver will occur
depends on the pressure and temperature of the the diagram can be used.
air.
Example:
Amount of condensation water in the
charge air receiver Diesel engine power 1260 kW
Ambient air condition:
Both higher pressure and lower temperature reduce air temperature 35°C
the ability to absorb water. A turbocharged diesel relative air humidity 90%
engine takes air from outside, compresses and Charge air temperature 50°C
cools the air. Charge air pressure 2.6 bar
2014.03.28
MAN Diesel & Turbo
502.05 Description
Condensate amount Page 2 (2)
Edition 03

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S-DF
As a guidance, an air consumption of 8.2 kg/kWh
(Le) at full load can be used for MAN Diesel & Turbo
engines.
Solution according to diagram: Water content of air (l) 0.033 kg/kg
Max. water cont. of air (lll) 0.0015 kg/kg
Water content of air (l) 0.033 kg/kg
Max. water cont. of air (ll) 0.021 kg/kg Amount of condensate in air tank
Amount of condensate in charge air receiver = (I - III) x m.
= (0.033 - 0.0015) x 138 = 4.35 kg.
= (I - II) x le x P.
= (0.033 - 0.021) x 8.2 x 1260 = 123 kg/h.
Draining of condensation water

This phenomenon will occur on all turbocharged
engines. For MAN Diesel & Turbo 4-stroke engines,
there is no risk with a small amount of water in the
charge air receiver.
But if the charge air receiver is filled with water,
there is a risk of getting water into the cylinder. This
water have to be drained away.
As standard a valve is mounted on the charge air
receiver/cooler on the engine. This valve is to be
used for draining of the water.
If there is a great amount, the valve can be left half-
open.
If the amount is small, the charge air receiver can
be drained periodically.
Amount of condensate water in air tanks

The volume of condensate in the air tank is deter-
mined by means of the curve at the bottom to the
right of the diagram, representing an operating
pressure of 30 bar.
Example:
Amount of condensate in air tank.
Volumetric capacity of tank(V) 4000 dm³
Temperature in tank (T) 40°C=313K
Internal press. of tank (p) 30 bar
= 31 x 105 N/m² (abs.)
Gas constant for air (R) 287 Nm/kg.K
Ambient air temperature 35°C
Relative air humidity 90%
Weight of air in tank
Solution acc. to above diagram:
2014.03.28
MAN Diesel & Turbo
Work Card 502-01.00
Page 1 (4) Engine Performance Data
Edition 01
L23/30H
Safety precautions Special tools

Engine stopped Plate No. Item No. Note
Shut-off starting air 52005 109 L23/30H
Shut off cooling water
Shut off fuel oil
Shut-off cooling oil
Stop lub. oil circulation
Press Blocking - Reset
Short Description
Measurements of engine performance data.
Starting Position Hand Tools

Engine is running.
Related Procedure
Qualified Manpower Replacement and wearing parts

Duration in h : ½ Plate No. Item No. Quantity
Number : 1
Data
Data for pressure and tolerance (Page 500.35)
Data for tightening torque (Page 500.40)
Declaration of weight (Page 500.45)
2011.06.20. - ES0
MAN Diesel & Turbo
502-01.00 Work Card
Engine Performance Data Page 2 (4)
Edition 01
L23/30H
Health Risk! 10) Turbocharger revolutions per minute (RPM) -

can be read on the tachometer SI 89.
Warning!
Health Risk! Switchboard
Due to vibrations during engine operation, espe- 11) Effect alternator (kW) - can be read on the main
cially in awkward positions! switchboard.
12) Voltage (V) - can be read on the switchboard.
The area around the engine 13) Current (A) - can be read on the switchboard.
14) Cos ϕ/kVAr - can be read on the switchboard.
Warning!
The area around the engine must be clean and Cylinder Data
tidy!
15) Cylinder no. - can be read on engine plate. A/B
is used for V-engines.
The Instruction for Filling in the Diagram
16) Average for all engine cylinders for point:
"Engine Performance Data" 17-18-19-20-21.
The numbers in the instruction are commensurate 17) Fuel pump index - can be read on each of the
with the numbers on the diagram. high pressure fuel oil injection pumps.
The automatic symbols mentioned in the instruction 18) Max pressure (bar) can be read for each cylin-
TI 01, TI 03, PI 01 etc, refer to the diagrams printed der by means of indicator or Pmax gauge.
in the instruction books for specified plants.
19) Compression pressure (bar) - can be read for
each cylinder by means of the indicator meas-
Engine Performance Data urement, which is carried out during idling by
1) Name of ship, if stationary name of plant. nominal RPM.
2) Engine type. 20) Exhaust temperature (°C) - Thermometer TI 60.
3) Engine no. 21) Water outlet cylinder (°C) (jacket cooling) - Ther-
mometer TI 11.
4) Date/year of observations.
5) Hour, time of observations. Turbocharger
6) Total engine running hours - engineer's log-
22) Thermometer inlet blower (°C) can be read by
book.
means of a thermometer placed in the engine
7) Engine revolutions per minute (RPM) - can be room near the air filter of the TC.
read on tachometer SI 90.
23) Pressure before blower (mmWC) - can be read
8) Fuel oil type: The viscosity must be stated (in by means of a mmWC instrument placed in the
cSt) and the temperature by which the viscosity engine room near the TC.
has been measured f.inst. 180 cSt/50°C. Den-
24) Temperature after blower (°C) - can be read by
sity must be stated: g/cm³.
means of a thermometer TI 30.
9) Turbocharger: Type and serial number are sta-
25) ∆ Pressure air cooler (mm/WC).
ted on the rating plate of turbocharger.
2011.06.20. - ES0
MAN Diesel & Turbo
Work Card 502-01.00
Page 3 (4) Engine Performance Data
Edition 01
L23/30H
26) Charge air temperature (°C). Temperature of the 42) Temperature of the low temperature (LT) cool-
charge air in the charge air receiver. - Ther- ing water (sea, raw or fresh) at outlet alternator
mometer TI 31. (°C) - Thermometer TI 05.
27) Pressure charge air (bar). Pressure of the 43) Temperature of the high temperature (HT) fresh
charge air in the charge air receiver. - Pressure water (FW) at inlet engine (°C) - Thermometer TI
gauge PI 31. 10.
28) Tempereture of the exhaust gas before TC (°C) 44) Pressure of the high temperature (HT) fresh
- Thermometer TI 62. water (FW) of outlet engine (°C) - Thermometer
29) Temperature of the exhaust gas after TC (°C) - TI 10.
Thermometer TI 61.
30) Pressure of the exhaust gas after the TC (bar) - Fuel Oil System
Pressure gauge PI 61. 45) Temperature of the fuel oil at inlet engine (°C) -
Thermometer TI 40.
Lubricating Oil System 46) Pressure of the fuel oil before engine (bar) -
31) Temperature of the lub. oil inlet cooler (°C) - Pressure gauge PI 40.
Thermometer TI 20. 47) Nozzle cooling oil pressure at inlet engine (bar) -
32) Pressure of the lub. oil before the filter (bar) - Pressure gauge PI 50.
Pressure gauge PI 21. 48) Nozzle cooling oil pressure at outlet engine (bar)
33) Pressure of the lub. oil after the filter (bar) - - Pressure gauge PI 51.
Pressure gauge PI 22. 49) Signature.
The filter element should be replaced with a pres-
sure drop across the filter of 1.5 bar.
34) Temperature of the lub. oil inlet engine (°C) -
Thermometer TI 22.
35) Pressure of the lub. oil before the turbocharger
(bar). - Pressure gauge PI 23.
Cooling Water System

36) Temperature of low temperature (LT) cooling
water (sea, raw or fresh) at inlet charge air
cooler (°C) - Thermometer TI 01.
37) Temperature of low temperature (LT) cooling
water (sea, raw or fresh) at outlet charge air
38) Pressure of the low temperature (LT) cooling
water (sea, raw or fresh) at inlet charge air
cooler (bar) - Pressure gauge PI 01.
39) Temperature of the low temperature (LT) cool-
ing water (sea, raw or fresh) at inlet lub. oil
ing water (sea, raw or fresh) at outlet lub. oil
cooler °C) - Thermometer TI 03.
ing water (sea, raw or fresh) at inlet alternator
(°C) - Thermometer TI 04.
2011.06.20. - ES0
MAN Diesel & Turbo
502-01.00 Work Card
Engine Performance Data Page 4 (4)
Edition 01
L23/30H
Diagram
2011.06.20. - ES0
Trouble shooting
503/603
MAN Diesel & Turbo
Description
Starting Failures 503.01
Page 1 (1)
Edition 02
General
Trouble Possible cause Troubleshooting
Engine turns as soon as shut- Faults in electrical system. Check electrical parts.
off valve is opened, without
start button being activated.
Engine does not turn when Air pressure in starting air Start compressors, re-charge
start button is activated. receiver too low. air receiver.
Main valve(s) closed. Open valve at receiver and stop

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

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

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

sure.
Air starter works, but the drive Clutch or drive shaft broken. Dismantle the air starter and
shaft does not rotate. repair it.
04.31 - ES0
MAN Diesel
Description
Faults in Fuel Oil System 503.02
Page 1 (3)
Edition 01H
L23/30H
Trouble Possible Cause Trouble Shooting
Engine turns on starting air, but Sluggish movement of manoeuve- Lubricate and mobilize rod con-
ignition fails. Fuel pumps are not ring gear. nections in manoeuvering gear.
actuated.
Governor setting incorrect. Adjust governor, see special in-
struction manual.
Overspeed stop tripped. Cancel overspeed stop.
Piston in stop cylinder is actuated. Check that piston is not sticking.

Check that pressure in cylinder is
relieved. Check that the over-
speed trip is not actuated.
Piston in stop cylinder is actuated Check pressures and tempera-tu-

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

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

ring gear. fuel pump index is corresponding
to "Adjustments after trials" in
testbed chart.
Incorrect adjustment of limiter Adjust setting of limiter cylinder.

cylinder.
Engine turns on starting air, but Fuel oil service tank empty. Pump oil into the tank.
no fuel is injected owing to failu-
res in fuel system. Air in fuel pumps and fuel injection Vent the fuel pumps with fuel
valves (2). with-out air bubbles appears.
If ignition fails in just one cyl.,
vent the re-spective fuel injection
valve. If igni-tion still fails, install a
spare valve before attempting to
start the engi-ne again.
Worn-out fuel pump. Change fuel pumps.
Defective fuel injection valves or Change defective fuel valves.

08028-0D/H5250/94.08.12
valve nozzles (4).
Too low pressure before fuel injec- Increase the fuel oil feed pump
tion pumps (3). pressure.
Engine turns on starting air, fuel Water in the fuel. Drain off water and repeat venting
is injected, but ignition fails. of fuel pumps.
Fuel valves or nozzles defective (4). Change defective fuel valves,

see Working Card 514-01.10.
Cont.
96.37 - ES0U-G
MAN Diesel
503.02 Faults in Fuel Oil System Description
Edition 01H Page 2 (3)
L23/30H
Compression during start too low Check intake and exhaust valve
(5). for tight closing. Check cyl. wear
and piston rings.
Incorrect timing of camshaft (6). Check fuel pump timing advance,

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

ring gear. connections and bearings in
manoeuvering gear.
Fuel pump index too high. Check rod connection is manoeu-

vering gear. Check that governor
is working properly. Limiter cylin-
der to be set lower.
Remarks
1) If the shutdown function is due to overspeed, 4) If the fuel is forced into the cylinder through
the shutdown impulse is cancelled by setting the a defective fuel valve or through worn-out atomizer
overspeed governor and thus venting the stop cy- holes, no or too sluggish atomization may prevent
linder. ignition, possibly followed by too violent ignition.
2) Whenever air is present in the fuel oil system 5) To obtain ignition temperature in the cylinders,
repeat venting of fuel pumps. The cause may be the compression pressure during starting should
that a fuel valve is kept in open position (spindle be normal, see the testbed report. This can be
sticking or spring broken). Heating of fuel to a too checked by measuring the compression pressure
high temperature may have a similar effect owing during starting. Cylinders having too low compres-
to formation of gas in the fuel. If a sticking valve sion should be inspected.
08028-0D/H5250/94.08.12
is found, it should be changed and overhauled. It

should be cheked that no oil has collected on the
piston crown. Air in the fuel oil system may also be 6) Major alterations of the combustion charac-
the result of the fuel oil feed pump suckingin air teristics of the fuel may demand adjustment of the
through a defective stuffing box or a leaky seal. timing of the fuel pumps. One or more camshaft
sections may be incorrectly fitted (after dismantling).
Too high opening pressure of the fuel valves will also
3) If the fuel oil pressure drops, the filter may be delay the injection.
clogged up, or the by-pass at the feed pump may
have opened.
96.37 - ES0U-G
MAN Diesel
Description
Faults in Fuel Oil System 503.02
Page 3 (3)
Edition 01H
L23/30H
7) Oil on the piston crown will in most cases have If a repair cannot be made on the spot, it is decided
leaked down from a defective fuel valve. As these oil if running may continue, with or without the defective
accumulations are dangerous, the leakage should charger blanked off.
be found and remedied before the engine is started
again. When continuing the running with the turbocharger
out of operation, the engine output must be redu-
ced. The exhaust temperature must not exceed
Turbocharger Failure the normal valve, for full load running with an intact
turbocharger. For further details see the separate
If heavy vibrations, bearing failure or other trouble turbocharger instr. manual.
arise in a turbocharger, the engine load must be
reduced until the vibrations cease. When possible,
the engine is stopped in order to locate and remedy
the fault (see turbocharger instr. manual).
08028-0D/H5250/94.08.12
96.27- ES0U-G
MAN Diesel
Description
Disturbances during Running 503.03
Page 1 (3)
Edition 01H
L23/30H
Exhaust temperature(s) (All cyls.) Increased charging air See Working Card 512-01.00.
increase(s) temperature due to ineffective air
coolers.
(All cyls.) Fouling or air and gas Reduce load and water-wash tur-
passages. bine. Clean air filters and coolers.
(All cyls.) Insufficient cleaning of See Description 504.25.

fuel oil or changed combustion
characteristics.
(All cyls.) Wrong position of cam- Check Pmax. Check camshaft ad-
shaft (maladjustment). justment.
(single cyls.) Fuel valve or valve See Working Card 514-01.10.

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

valves (1). Repla-ce cyl. head with defective
valve.
(Single cyls.) Blow-byleaky com- See Working Card 506-01.00.

bustion chamber (2).
(Single cyls.) Damaged fuel Replace the single camshaft

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

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

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

engine (5).
Cont.
96.37 - ES0U-G
MAN Diesel
503.03 Disturbances during Running

Description
Page 2 (3)
Edition 01H
L23/30H
Engine stops. Shutdown. Check pressure and temperatures.

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

see section 512.
Fuel valves or nozzles defective. See Working Card 514-01.10.
"Trumpets" at nozzle holes. Failure Overhaul fuel valves.

of cooling (especially during hea-
vy-oil operation) (6).
Exhaust valve knocking. Adjusting screw for valve setting Inspect and replace defective
loose. Push rod thrust disc da- parts as necessary.
maged.
Rising cooling water tempera- Pump stopped. Increased friction Stop the engine. Check the
ture. (7). cooling water. Find cause of incre-
ased friction and remedy fault.
Lubricating oil pressure fails. Lubricating oil pump defective. Stop the engine. For further
Filters/cooler fouled. details, see "Ignition in crankcase".
See also Working Card 515-01.00
for lub. oil pump and Working
Card 515-01.10 for the lub. oil filter
08028-0D/H5250/94.08.12
Remarks
1) This manifests itself by the exhaust tempe- 2) Blow-by means a serious danger of piston
rature rising and falling of the compression and seizure, and the engine must, if possible, be stop-
maximum combustion pressure of the respective ped and the piston in question pulled. If this is not
cylinder dropping. possible, the fuel pump index must, as described
above, be moved to stop. Leaky piston rings will
To limit the damage to the valves these should be normally result in a heavy excess pressure in the
changed immediately, if possible, or the fuel pump crankcase.
of the cylinder concerned should be put out of
operation by moving the index to stop and locking
it in this position.
96.37 - ES0U-G
MAN Diesel
Description
Disturbances during Running 503.03
Page 3 (3)
Edition 01H
L23/30H
3) If this happens the fuel pump barrel and 6) If the cooling water temperature for the entire
plunger must be changed, and if, it is necessary engine has risen to 90-100° C, it should be checked
to increase the fuel pump index by more than 10 whether steam has developed by opening the test
index degrees, to obtain full load of the respective cocks, if fitted on the discharge from cylinders. If
cylinder, the fuel pump is worn out in most cases. this is the case, there is no water on the cooling
Usually this is confirmed by inspection of the fuel surfaces, which may therefore be heated unduly.
pump plunger on which the helical cut-off edge will To avoid heat stresses arising in cylinder liners and
show a pitted and corroded area where material is cylinder heads, if the water returns too early, the
plucked out. In that case the pump can be provided engine should be stopped and left to cool, while
with a new barrel and plunger. 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 at test cocks. Make
4) The governor will not reduce the fuel pump crankcase inspection to ascertain that internal water
delivery to zero in case of, for instance, failure of leakage has not arisen. Remember slow turning with
the governor oil pump, but the engine speed will open indicator valves at subsequent starting-up.
start fluctuating.
When the governor is defective the engine is pro- 7) If the lubricating oil pressure drops below the
tected against racing by the overspeed trip, i.e. the minimum mentioned in "Data" find the cause of the
engine is stopped automatically in case of excessive pressure drop and remedy the defect before re-st-
speed. It is therefore, essential, that the overspeed arting the engine. Feel over 5-15-30 minutes after
trip is kept in perfect order. Regarding governor starting, and again when full load is obtained. See
failure, see special instruction book. section 502.
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.
08028-0D/H5250/94.08.12
96.37 - ES0U-G
MAN Diesel & Turbo
Description 503.04
Page 1 (1) Ignition in Crankcase Edition 03
General
Cause 1) Stop the Engine
During running the atmosphere in the crankcase 2) Leave the engine room. Shut doors and keep
contains the same gases (N2-O2-CO2) in the same away from them. Make ready fire-fighting equip
proportions as in the ambient air, but an intense ment.
spray of oil drops is slung around everywhere. If
undue friction, and thus heating, arises between Warning: Do not open crankcase until 10 minutes
sliding surfaces, or heat is otherwise transmitted to after stopping the engine. When opening up, keep
the crankcase, the heated surface will cause eva clear of possible flames. Do not use naked light and
poration of the lubricating oil splashed onto it. When do not smoke.
the oil vapours condense they form milky white oil
mist which can ignite. Such ignition may be caused 3) Cut off starting air.
by the same "hot spot" that produced the oil mist. Set the control panel in "Blocking Mode" see
If a large quantity of oil mist has developed before description 501.01.
ignition, the burning may cause considerable pres- Take off all doors on one side of the crank
sure rise in the crankcase, forcing the relief valves case.
to open. In a few cases, presumably when the whole
crankcase has been filled with oil mist, a subsequent 4) Locate the hot spot. Powerful lamps should be
explosion has thrown off the crankcase doors and employed at once (in explosion-proof fittings).
caused fire in the engine room. Feel over all sliding surfaces (bearings, liners,
pistons, roller guides, etc.).
Every precaution should therefore be taken to (A)
avoid "hot spots" and (B) discover oil mist in time. Look for squeezed-out bearing metal and discol-
oration by heat (blistered paint, burnt oil, heated
steel).
"Hot spots" in Crankcase
5) Prevent further heating, preferably by making
Overheating of bearings is a result of inadequate or a permanent repair. Special attention should be
failing lubrication, possibly caused by pollution of paid to ensuring lubricating oil supply and the
the lubricating oil. satisfactory condition of the frictional surfaces
involved. It is equally important to replace filter
It is therefore important that the lubricating oil filtration elements in time.
equipment is in perfect condition. Filter cartridges may
not be used again if they have been removed from 6) Start electrically driven lubricating oil pump
the filter. Checking of the oil condition by analysis is and check oil flow from all bearings and spray
recommended. pipes in crankcase while turning the engine
through at least two revolutions.
Oil Mist in Crankcase 7) Stop and feel over. Look out for oil mist.
The presence of oil mist may be noted at the vent Especially the frictional surfaces that caused the
pipe which is usually fitted to the top of the engine heating should be felt over (5-15-30 minutes after
frame. starting, and again when full load is obtained). Sec
tion 501.10.
Measures (in case of white oil mist).
8) If it has not been possible to locate the hot spot,
Warning: Keep away from doors and relief valves on step 7 should be intensified and repeated until
crankcase. Do not stay unnecessarily in doorways the cause of the oil mist has been found and
near the doors of the engine room casing. remedied. In very rare cases oil mist could be
due to "atomization" of lubricating oil by the
action of an air jet (for instance blow-by, or
blow-by through cracked piston).
00.12 - ES0
MAN Diesel
Description
Trouble Shooting Guide for Centrifugal By-pass Filter 503.05
Page 1 (1)
Edition 01H
L23/30H
Tabulated below are the corresponding remedial

actions to be taken, if the following faults are obser-
ved:
Oil leakage through cover nut. Missing or damaged O-ring (see Replace O-ring.
Item 291, Plate 51515).
Seal face damaged. Replace O-ring.
Excessive vibrations. Rotor out of balance owing to un-

even build-up of deposit on rotor
walls resulting from:
Missing or damaged O-ring (see Replace O-ring.

Item 230, Plate 51515), allowing
leakage.
O-ring seat on rotor joint faces Replace rotor assembly.

damaged.
Rotor assembly inadequately Tighten and bring to notice of main-

tightened. tenance staff.
Standtube incorrectly seated or Re-fit or replace if damaged.

damaged.
Dirt deposit not completely remo- Clean and bring to notice of main-
ved. tenance staff.
Rotor castings distorted through Replace rotor assembly.

maltreatment.
Rotor assembly components fitted Follow sequence in Working Card

in wrong sequence. 515-15.00 in section 515.
Bushes loose or worn in tube as- Fit new bearing tube assembly.
sembly.
08028-0D/H5250/94.08.12
96.30 - ES0U
MAN Diesel & Turbo
Description 503.06
Page 1 (1) Trouble shooting guide for air starter
Edition 05
L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L21/31S, L23/30S, L27/38S,

L28/32S-DF
Trouble shooting guide for air starter
Trouble Possible cause, see work card Trouble shooting
1 Air always flow through A Relay valve improperly installed A Check typical installation dia-
exhaust gram and correct
B Relay valve not sealing properly B Check for damaged sealing
ring, replace relay valve or
damaged parts
C Solenoid is not sealing, pres- C Check solenoid potential at the
sure remains in APP port of lead to ground should be 0. If
relay valve not, fix ignition switch problem
2 Starter engages but does A Bad relay valve A Replace relay valve
not run
3 Starter does nut run, small A Nozzle blockage A Remove blockage or obstruc-
air flow from turbine tion from nozzles
exhaust or drive housing
4 Starter does not run. Nor- A Excessive bends in the supply A Shorten length or straighten
mal air flow from exhaust line supply air line
5 Pinion does not engage A Air pressure is too low A Increase air pressure to min.
according to "Operation data &
set points"
B Control lines to starter ports B Check installation diagram and
reversed correct
C Solenoid valve not operating or C Check wiring and solenoid
plugged operation. Correct wiring,
remove blockage, or replace
solenoid valve as needed
D Damaged pinion teeth D Replace pinion or starter drive
as necessary
6 Starter runs but engine A Air pressure too low A Increase air pressure to min.
cranks slowly or not at all according to "Operation data &
set points"
B Excessive back pressure B Check Exhaust Closure Plate
C Nozzle blocked or damaged C Remove blockage or replace
damaged parts
7 Starter continues to oper- A Solenoid valve is not sealing A See 1C above
ate after start button is correctly
released
B Relay valve is not sealing cor- B See 1B above
rectly
8 Air tank pressure decays A Air connections are not tight A Tighten loose fittings. Repair or
after extended shut down replace damaged fittings
B Damaged air lines: crushed, B Replace damaged lines
frayed, and kinked
C Relay valve is not sealing cor- C See 1B above
rectly
D Solenoid valve is stuck open D See 1C above
2014.03.31 - TDI
MAN Diesel & Turbo
Description
Trouble Shooting for Cooling Water System 503.09
General
Description The pump bearings are lubricated automatically with

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

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

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

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

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

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

(The fluids get mixed.) Corrosion or fatigue fracture. Separate the plate heat exchanger.
(Phase 2) Put all plates to dry. Suspend the plates
in the plate heat exchanger again and
tighten it.
Circulate medium at full capacity on one
plate side (every second plate channel).
Keep the other plate channels unpres-
surised and free from liquid!
Stop the circulation after a few minutes
of operation and open the plate heat ex-
changer again. Take care to avoid water
spraying onto the dry plate side!
By a careful study of the plates it will be
possible to find moist areas, if any, on the
otherwise dry plate sides.
Check these areas with a dye penetrant!
Replace defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
check to find more defective plates, if any,
by putting one side under press.
Start up again.
If the unit is still leaking, check all plates
with a dye penetrant!
98.20 - ES0
Media specification
504/604
MAN Diesel & Turbo
Description Specification for lubricating oils (SAE30) for 504.01

Page 1 (5) heavy fuel oil operation (HFO) Edition 21
L23/30H
The specific output achieved by modern diesel en- Only lubricating oils that have been approved by
gines combined with the use of fuels that satisfy MAN Diesel & Turbo may be used. These are listed
the quality requirements more and more frequently in the table entitled "Lubricating oils approved for
increase the demands on the performance of the use in heavy fuel oil-operated MAN Diesel & Turbo
lubricating oil which must therefore be carefully se- four-stroke engines".
lected.
Specifications
Medium alkalinity lubricating oils have a proven
track record as lubricants for the moving parts and Base oil
turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain addi- The base oil (doped lubricating oil = base oil + addi-
tives that, in addition to other properties, ensure a tives) must have a narrow distillation range and be
higher neutralisation reserve than with fully doped refined using modern methods. If it contains par-
engine oils (HD oils). affins, they must not impair the thermal stability or
oxidation stability.
International specifications do not exist for medium
alkalinity lubricating oils. A test operation is there- The base oil must comply with the limit values in
fore necessary for a corresponding period in ac- the table below, particularly in terms of its resist-
cordance with the manufacturer's instructions. ance to ageing:
Properties/characteristics Unit Test method Limit values

Make-up   Ideally paraffin based
Low temperature behaviour, still flowable °C ASTM D 2500  15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of
 MAN ageing oven * 
heating up to 135 °C
ASTM D 4055 or
insoluble nheptane Weight % < 0.2
DIN 51592
Evaporation loss Weight %  < 2
Precipitation of resins orasphalt-
MAN Diesel &
Spot test (filter paper)  like ageing products must not be
Turbo test
identifiable.
Table 1 Base oils - target values
* Works' own method
11.01 - ES1 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo
504.01 Specification for lubricating oils (SAE30) for Description

Edition 21 heavy fuel oil operation (HFO) Page 2 (5)
L23/30H
Medium-alkaline lubricating oil For tips on selecting the base number, refer to the
table entitled “Base number to be used for various
The prepared oil (base oil with additives) must have operating conditions".
the following properties:
Evaporation tendency
Additives
The evaporation tendency must be as low as pos-
The additives must be dissolved in the oil and their sible as otherwise the oil consumption will be ad-
composition must ensure that as little ash as pos- versely affected.
sible is left over, even if the engine is provisionally
operated with distillate oil. Additional requirements
The ash must be soft. If this prerequisite is not met, The lubricating oil must not contain viscosity index
it is likely the rate of deposition in the combustion improver. Fresh oil must not contain water or other
chamber will be higher, particularly at the exhaust contaminants.
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and Lubricating Oil Selection
causes the valves to burn out, it also increases me-
chanical wear of the cylinder liners.
Engine SAE–Class
Additives must not increase the rate at which the 23/30H, 28/32H, 23/30A, 28/32A
filter elements in the active or used condition are At cooling water temperatures > 32° C a
30
blocked. SAE40 oil can be used.
In this case please contact MAN Diesel
Washing ability Table 2 Viscosity (SAE class) of lube oils
The washing ability must be high enough to prevent

the accumulation of tar and coke residue as a result Neutralisation properties (BN)
of fuel combustion. The lubricating oil must not ab-
sorb the deposits produced by the fuel. Lubricating oils with medium alkalinity and a range
of neutralisation capabilities (BN) are available on
Dispersibility the market. According to current knowledge, a re-
lationship can be established between the antici-
The selected dispersibility must be such that com- pated operating conditions and the BN number as
mercially-available lubricating oil cleaning systems shown in the table entitled "Base number to be
can remove harmful contaminants from the oil used for various operating conditions". However,
used, i.e. the oil must possess good filtering prop- the operating results are still the overriding factor in
erties and separability. determining which BN number produces the most
efficient engine operation.
Neutralisation capability
The neutralisation capability (ASTM D2896) must

be high enough to neutralise the acidic products
produced during combustion. The reaction time of
the additive must be harmonised with the process
in the combustion chamber.
11.01 - ES1 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo

L23/30H
approx. BN of fresh Engines / Operating conditions

oil (mg KOH/g oil)
Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur
20 content of less than 0.5 %
generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
30 For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
with exclusive HFO operation only with sulphur content < 1.5 %.
With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where corre-
sponding requirements in relation to the oil service life and washing ability exist. In general
40 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with
exclusive HFO operation providing the sulphur content is greater than 1.5 %.
32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
50 insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 3 Base number to be used for various operating conditions
Operation with low sulphur fuel Speed controller
To comply with the emissions regulations, the sul- Multigrade oil 5W40 should ideally be used in me-
phur content of fuels used nowadays varies. Fuels chanical-hydraulic controllers with a separate oil
with a low-sulphur content must be used in envi- sump. If this oil is not available when filling, 15W40
ronmentally-sensitive areas (SECA). Fuels with a oil can be used instead in exceptional cases. In this
high sulphur content may be used outside SECA case, it makes no difference whether synthetic or
zones. In this case, the BN number of the lubricat- mineral-based oils are used.
ing oil selected must satisfy the requirements for
operation using fuel with a high-sulphur content. The military specification for these oils is O-236.
A lubricating oil with low BN number may only be
selected if fuel with a low-sulphur content is used Lubricating oil additives
exclusively during operation.
The use of other additives with the lubricating oil, or
However, the results obtained in practise that dem- the mixing of different brands (oils by different man-
onstrate the most efficient engine operation are the ufacturers), is not permitted as this may impair the
factor that ultimately decides which additive fraction performance of the existing additives which have
is permitted. been carefully harmonised with each another and
also specifically tailored to the base oil.
Cylinder lubricating oil
Selection of lubricating oils / warranty
In engines with separate cylinder lubrication, the
pistons and cylinder liners are supplied with lubri- The majority of mineral oil companies are in close
cating oil via a separate lubricating oil pump. The regular contact with engine manufacturers and can
quantity of lubricating oil is set at the factory ac- therefore provide information on which oil in their
cording to the quality of the fuel to be used and the specific product range has been approved by the
anticipated operating conditions. engine manufacturer for the particular application.
Irrespective of the above, lubricating oil manufac-
Use a lubricating oil for the cylinder and lubricating turers are liable in any case for the quality and char-
circuit as specified above. acteristics of their products. If you have any ques-
tions, we will be happy to provide you with further
information.
11.01 - ES1 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo
504.01 Specification for lubricating oils (SAE30) for Description

Edition 21 heavy fuel oil operation (HFO) Page 4 (5)
L23/30H
Oil during operation If the engine is operated provisionally with low-sul-

phur diesel fuel for more than 1000 h and is sub-
There are no prescribed oil change intervals for sequently operated once again with HFO, a lubri-
MAN Diesel & Turbo medium speed engines. The cating oil with a BN of 20 must be used. If the BN
oil properties must be regularly analysed. The oil 20 lubricating oil by the same manufacturer as the
can be used for as long as the oil properties remain lubricating oil used for HFO operation with higher
within the defined limit values (see table entitled BN (30 or 40), an oil change will not be required
"Limit values for used lubricating oil“). An oil sample when effecting the changeover. It will be sufficient
must be analysed every 1-3 months (see mainte- to use BN 20 oil when replenishing the used lubri-
nance schedule). The quality of the oil can only be cating oil.
maintained if it is cleaned using suitable equipment
(e.g. a separator or filter). If you wish to operate the engine with HFO once
again, it will be necessary to change over in good
Temporary operation with gas oil time to a lubricating oil with a higher BN (30 – 40).
If the lubricating oil with higher BN is by the same
Due to current and future emission regulations, manufacturer as the BN 20 lubricating oil, the
heavy fuel oil cannot be used in designated regions. changeover can also be effected without an oil
Low-sulphur diesel fuel must be used in these re- change. In doing so, the lubricating oil with higher
gions instead. BN (30 – 40) must be used to replenish the used
lubricating oil roughly 2 weeks prior to resuming
If the engine is operated with low-sulphur diesel HFO operation.
fuel for less than 1000 h, a lubricating oil which is
suitable for HFO operation (BN 30 – 40 mg KOH/g)
can be used during this period.
Limit value Procedure
Viscosity at 40 °C 75-160 mm2/s ISO 3104 or ASTM D 445
Base Number (BN) at least 50% of fresh oil ISO 3771
Flash Point (PM) at least 185 °C ISO 2719
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
nHeptan Insoluble max. 1.5% DIN 51592 or IP 316
depends on engine type and operating

Metal Content
conditions
Guide value only

Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4 Limit values for used lubricating oil
11.01 - ES1 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo

L23/30H
Examinations Note!
No liability when using these oils
We can analyse heavy fuel oil for customers at our
laboratory. A 0.5 l sample is required for the test. MAN Diesel & Turbo does not assume liability for
problems that occur when using these oils.
Manufacturer Base Number [mg KOH/g]
20 30 40
AGIP  Cladium 300 - SAE30 Cladium 400 - SAE30
BP Energol ICHFX 203 Energol ICHFX 303 Energol ICHFX 403
CASTROL TLX Plus 203 TLX Plus 303 TLX Plus 403
CEPSA  Troncoil 3030 Plus Troncoil 4030 Plus
CHEVRON Taro 20DP30 Taro 30DP30 Taro 40XL 30

(TEXACO, CALTEX) Taro 20DP30X Taro 30DP30X Taro 40XL30X
Mobilgard M330 Mobilgard M340

EXXON MOBIL 
EXXMAR 30 TP 30 EXXMAR 40 TP 30
PETROBRAS Marbrax CCD320 Marbrax CCD330 Marbrax CCD340
REPSOL Neptuno NT 2030 Neptuno NT 3030 Neptuno NT 4030
SHELL Argina S 30 Argina T 30 Argina X 30
Aurelia XL 3030 Aurelia XL 3040

TOTAL Lubmarine 
Aurelia TI 3030 Aurelia TI 3040
Table 5 Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo fourstroke engines.
11.01 - ES1 - 3.3.6 (2011-01-04)

MAN Diesel & Turbo
Description Quality Requirements for Lube Oil (SAE30) for Opera- 504.01
Page 1 (5) tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Edition 20
L23/30H
The specific output achieved by modern diesel en- Only lubricating oils approved by MAN Diesel may
gines combined with the use of fuels that satisfy be used. These are listed in the tables below.
the quality requirements more and more frequently
increase the demands on the performance of the
lubricating oil which must therefore be carefully se- Specifications
lected.
Base oil
Doped lubricating oils (HD oils) have a proven track
record as lubricants for the drive, cylinder, turbo- The base oil (doped lubricating oil = base oil + addi-
charger and also for cooling the piston. Doped lu- tives) must have a narrow distillation range and be
bricating oils contain additives that, amongst other refined using modern methods. If it contains par-
things, ensure dirt absorption capability, cleaning of affins, they must not impair the thermal stability or
the engine and the neutralisation of acidic combus- oxidation stability.
tion products.
The base oil must comply with the following limit
values, particularly in terms of its resistance to age-
ing.
Properties/characteristics Unit Test method Limit values

Make-up   Ideally paraffin based
Low temperature behaviour, still flowable °C ASTM D 2500  15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of
 MAN ageing oven * 
heating up to 135 °C
ASTM D 4055 or
insoluble nheptane Weight % < 0.2
DIN 51592
Evaporation loss Weight %  < 2
Precipitation of resins or asphalt-
Spot test (filter paper)  MAN Diesel test like ageing products must not be
identifiable.
Table 1 Base oils - target values
* Works' own method
08028-0D/H5250/94.08.12
10.20 - ES1 - 3.3.5 (2010-02-25)

MAN Diesel & Turbo
504.01 Quality Requirements for Lube Oil (SAE30) for Opera- Description
Edition 20 tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Page 2 (5)
L23/30H
Doped lubricating oils (HD-oils) Additional requirements
The base oil to which the additives have been add- The lubricating oil must not contain viscosity index
ed (doped lubricating oil) must have the following improver. Fresh oil must not contain water or other
properties: contaminants.
Additives Lubricating Oil Selection
The additives must be dissolved in the oil and their

Engine SAE–Class
composition must ensure that as little ash as pos-
sible remains following combustion. 23/30H, 28/32H, 23/30A, 28/32A
At cooling water temperatures > 32° C a
30
The ash must be soft. If this prerequisite is not met, SAE40 oil can be used.
it is likely the rate of deposition in the combustion In this case please contact MAN Diesel
chamber will be higher, particularly at the exhaust Table 2 Viscosity (SAE class) of lube oils
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and
causes the valves to burn out, it also increases me- Doped oil quality
chanical wear of the cylinder liners.
We recommend doped lubricating oils (HD oils)
Additives must not increase the rate at which the according to international specifications MIL-L
filter elements in the active or used condition are 2104 or API-CD with a base number of BN 10 – 16
blocked. mgKOH/g. Military specification O-278 lubricating
oils can be used.
Washing ability
The operating conditions of the engine and the
The washing ability must be high enough to prevent quality of the fuel determine which additive frac-
the accumulation of tar and coke residue as a result tions the lubricating oil contains. If marine diesel
of fuel combustion. oil with a sulphur content of up to 2.0 % by weight
according to ISO-F-DMC and coke residues of up
Dispersibility to 2.5 % by weight is used, you should choose a
base number of roughly 20. However, the operating
The selected dispersibility must be such that com- results that ensure the most efficient engine opera-
mercially-available lubricating oil cleaning systems tion ultimately decide the additive content.
can remove harmful contaminants from the oil
used, i.e. the oil must possess good filtering prop- Cylinder lubricating oil
erties and separability.
In engines with separate cylinder lubrication, the
Neutralisation capability pistons and cylinder liners are supplied with lubri-
cating oil via a separate lubricating oil pump. The
The neutralisation capability (ASTM D2896) must quantity of lubricating oil is set at the factory ac-
08028-0D/H5250/94.08.12
be high enough to neutralise the acidic products cording to the quality of the fuel to be used and the
produced during combustion. The reaction time of anticipated operating conditions.
the additive must be harmonised with the process
in the combustion chamber. Use a lubricating oil for the cylinder and lubricating
circuit as specified above.
Evaporation tendency
The evaporation tendency must be as low as pos-

sible as otherwise the oil consumption will be ad-
versely affected.
10.20 - ES1 - 3.3.5 (2010-02-25)

MAN Diesel & Turbo
L23/30H
Speed controller Temporary operation with gas oil
Multigrade oil 5W40 should ideally be used in me- Due to current and future emission regulations,
chanical-hydraulic controllers with a separate oil heavy fuel oil cannot be used in designated regions.
sump. If this oil is not available when filling, 15W40 Low-sulphur diesel fuel must be used in these re-
oil can be used instead in exceptional cases. In this gions instead.
case, it makes no difference whether synthetic or
mineral-based oils are used. If the engine is operated with low-sulphur diesel
fuel for less than 1000 h, a lubricating oil which is
The military specification for these oils is O-236. suitable for HFO operation (BN 30 – 40 mg KOH/g)
can be used during this period.
Lubricating oil additives
If the engine is operated provisionally with low-sul-
The use of other additives with the lubricating oil, or phur diesel fuel for more than 1000 h and is sub-
the mixing of different brands (oils by different man- sequently operated once again with HFO, a lubri-
ufacturers), is not permitted as this may impair the cating oil with a BN of 20 must be used. If the BN
performance of the existing additives which have 20 lubricating oil by the same manufacturer as the
been carefully harmonised with each another and lubricating oil used for HFO operation with higher
also specifically tailored to the base oil. BN (30 or 40), an oil change will not be required
when effecting the changeover. It will be sufficient
Selection of lubricating oils / warranty to use BN 20 oil when replenishing the used lubri-
cating oil.
The majority of mineral oil companies are in close
regular contact with engine manufacturers and can If you wish to operate the engine with HFO once
therefore provide information on which oil in their again, it will be necessary to change over in good
specific product range has been approved by the time to a lubricating oil with a higher BN (30 – 40).
engine manufacturer for the particular application. If the lubricating oil with higher BN is by the same
Irrespective of the above, lubricating oil manufac- manufacturer as the BN20 lubricating oil, the
turers are liable in any case for the quality and char- changeover can also be effected without an oil
acteristics of their products. If you have any ques- change. In doing so, the lubricating oil with higher
tions, we will be happy to provide you with further BN (30 – 40) must be used to replenish the used
information. lubricating oil roughly 2 weeks prior to resuming
HFO operation.
Oil during Operation
There are no prescribed oil change intervals for

MAN Diesel medium speed engines. The oil prop-
erties must be regularly analysed. The oil can be
used for as long as the oil properties remain within
the defined limit values (see table entitled "Limit
08028-0D/H5250/94.08.12
values for used lubricating oil“). An oil sample must

be analysed every 1-3 months (see maintenance
schedule). The quality of the oil can only be main-
tained if it is cleaned using suitable equipment (e.g.
a separator or filter).
10.20 - ES1 - 3.3.5 (2010-02-25)

MAN Diesel & Turbo
504.01 Quality Requirements for Lube Oil (SAE30) for Opera- Description
Edition 20 tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Page 4 (5)
L23/30H
Tests Approved lubricating oils SAE 30

Base Number
We can analyse heavy fuel oil for customers at our Manufacturer
10161) [mgKOH/g]
laboratory. A 0.5 l sample is required for the test.
Cladium 120  SAE 30
AGIP
Sigma S SAE 30 2)
Danger!
BP Energol DS 3153
Improper handling of fuels Castrol MLC 30
CASTROL Castrol MHP 153
If fuels are improperly handled, this can pose a Seamax Extra 30
danger to health, safety and the environment. The Taro 12 XD 30
relevant safety information by the fuel supplier must CHEVRON
Delo 1000 Marine SAE 30
(Texaco, Caltex)
be observed. Delo SHP30
Exxmar 12 TP 30
Note! Mobilgard 312
EXXON MOBIL
Mobilgard ADL 30 2)
No liability assumed if these oils are used Delvac 1630
PETROBRAS Marbrax CCD310
MAN Diesel SE will not assume liability for any
Q8 Mozart DP30
problems associated with using these oils.
REPSOL Neptuno NT 1530
Gadinia 30
Gadinia AL30
SHELL
Sirius FB30 2)
Sirius/Rimula X30 2)
MarWay 1530
STATOIL
MarWay 1030
TOTAL Lubmarine Disola M3015
Table 3 Lubricating oils (SAE30) which have been ap-
proved for the use in MAN Diesel four-stroke engines running
on gas oil and Diesel oil
1)
If marine diesel oil with a low quality (ISO-F-DMC) is used,
a base number (BN) of roughly 20 should be used.
2)
with a sulphur content of less than 1%
08028-0D/H5250/94.08.12
10.20 - ES1 - 3.3.5 (2010-02-25)

MAN Diesel & Turbo
L23/30H
Limit value Procedure

Viscosity at 40 °C 75-160 mm /s2
ISO 3104 or ASTM D445
Base Number (BN) at least 50% of fresh oil ISO 3771
Flash Point (PM) at least 185 °C ISO 2719
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
nHeptan Insoluble max. 1.5% DIN 51592 or IP 316
depends on engine type and operating
Metal Content
conditions
Guide value only
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels:
max 12% FT-IR
biofuel fraction
Table 4 Limit values for used lubricating oil
08028-0D/H5250/94.08.12
10.20 - ES1 - 3.3.5 (2010-02-25)

MAN Diesel & Turbo
Description 504.03
Page 1 (7) Treatment and maintenance of lubricating oilD
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF
General Operation on Heavy Fuel Oil (HFO)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

combustion blown by the piston rings into the
crankcase. It also includes burnt lubricating oil,
additive ash, rust, salt, wear debris and abrasive
matter.
7. Metal content
Metal content Remarks Attention limits
Iron Depend upon max. 50 ppm
Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
Lead tions max. 20 ppm
Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm
2007.03.12
MAN Diesel
Description 504.05
Page 1 (1) Lubricating Points Edition 01H
L23/30H
Lubricating Oil Types Used in the Engine.
Description Lub. Oil Type
Engine system lubricating oil SAE 30 oil according to lubricating oil specification on page 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).
08028-0D/H5250/94.08.12
96.02 - ES0U-G
MAN Diesel
Description
Page 1 (1) Lubricating Oil in Base Frame 504.06
Edition 16H
L23/30H
Type L23/30H 5 cyl. 6 cyl. 7 cyl. 8 cyl.
Min. level alarm H2 (mm) 200 200 200 200
Max. level alarm H3 (mm) 250 250 250 250

08028-0D/H5250/94.08.12
Min. litre H2 291 344 397 450
Max. litre H3 373 441 509 577
06.39 - ES1
MAN Diesel
Description
Lubricating Oil in Base Frame 504.06
L23/30H
900 rpm
Type L23/30H 6 cyl. 7 cyl. 8 cyl.
Min. level H2 (mm) 275 275 275
Max. level H3 (mm) 325 325 325

08028-0D/H5250/94.08.12
Min. litre H2 540 685 706
Max. litre H3 657 814 859
06.39 - ES1
MAN Diesel & Turbo
Description 504.07
Page 1 (2) Specific lubricating oil consumption - SLOC
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF
Description
Engine type RPM SLOC [g/kWh]
L16/24 1000/1200 0.4 - 0.8
L21/31 900/1000 0.4 - 0.8
L23/30H 720/750/900 0.6 - 1.0
L27/38 720/750 0.4 - 0.8
L28/32H 720/750 0.6 - 1.0
L28/32DF 720/750 0.6 - 1.0
V28/32H 720/750 0.6 - 1.0
V28/32S 720/750 0.4 - 0.8
L32/40 720/750 0.8 - 1.0
The lubricating oil density, ρ @ 15°C must be
Please note that only maximum continuous rating known in order to convert ρ to the present lubricat-
(PMCR (kW)) should be used in order to evaluate the ing oil temperature in the base frame. The following
formula is used to calculate ρ:
SLOC.
ρlubricating oil [kg/m3] =
Please note, during engine running-in the SLOC
may exceed the values stated.
The following formula is used to calculate the
SLOC:
SLOC [g/kWh] =
The engine maximum continuous design rating

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

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

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

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

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

General
2 (12) 6680 3.3.3-01 EN

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

and viscosity of the heavy fuel
oils.
Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to engine
types
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
Sulphuric acid corrosion The engine should be operated at the cooling water temperatures prescribed
in the operating handbook for the relevant load. If the temperature of the
2013-02-13 - de
components that are exposed to acidic combustion products is below the

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

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

If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
General
6680 3.3.3-01 EN 11 (12)

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

MAN Diesel & Turbo 010.000.023-04
Marine diesel oil (MDO) specification
D010.000.023-04-0001
Marine diesel oil
Other designations Marine diesel oil, marine diesel fuel.
Origin Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.
Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method Designation
ISO-F specification DMB
Density at 15 °C kg/m 3
ISO 3675 < 900
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2.0
< 11 *
Pour point (winter quality) °C ISO 3016 <0
Pour point (summer quality) °C <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment content weight % ISO CD 10307 0.10
Water content vol. % ISO 3733 < 0.3
Sulphur content weight % ISO 8754 < 2.0
Ash content weight % ISO 6245 < 0.01
Coke residue (MCR) weight % ISO CD 10370 < 0.30
Cetane index - ISO 4264 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Other specifications:
British Standard BS MA 100-1987 Class M2
ASTM D 975 2D
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ASTM D 396 No. 2

Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to
* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed
6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.
General
D010.000.023-04-0001 EN 1 (2)
010.000.023-04 MAN Diesel & Turbo
D010.000.023-04-0001
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil – with the remnants of these types of fuels in
the bunker ship, for example – that could significantly impair the properties of
the oil.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 °C above
the pour point to ensure that the required pumping characteristics are main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 °C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matter increase mechanical wear and formation of ash in the
cylinder space.
We recommend the installation of a separator upstream of the fuel filter. Sep-
aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.

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Analyses
Analysis of fuel samples is very important for safe engine operation. We can
General
2 (2) D010.000.023-04-0001 EN
Gas oil / diesel oil (MGO) specification
D010.000.023-01-0001
Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 °C ≥ 820.0
kg/m3 ISO 3675 ≤ 890.0
Kinematic viscosity 40 °C ≥2
mm2/s (cSt) ISO 3104 ≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ -12
Flash point in closed cup °C ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash weight % ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m 3
ISO 12205 < 25 Gas oil / diesel oil (MGO) specification
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Cetane index - ISO 4264 ≥ 40
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
Table 1: Diesel fuel (MGO) – properties that must be complied with.
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
2013-07-03 - de
the cloud point in accordance with ISO 3015

General
D010.000.023-01-0001 EN 1 (2)
D010.000.023-01-0001
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.

Analyses
Gas oil / diesel oil (MGO) specification
2013-07-03 - de
General
2 (2) D010.000.023-01-0001 EN
Bio fuel specification
6680 3.3.1-02
Biofuel
Other designations Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Origin Biofuel is derived from oil plants or old cooking oil.
Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
Table "Non-transesterified bio-fuel - Specifications".
These specifications are based on experience to date. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with bio-fuels, lubricating oil that would also be suitable for
operation with diesel oil (see "Specification of lubricating oil (SAE 40) for
operation with gas oil, diesel oil (MGO/MDO) and biofuels") must be used.
Properties/Characteristics Unit Test method
Density at 15 °C 900 - 930 kg/m 3
DIN EN ISO 3675,
EN ISO 12185
Flash point > 60 °C DIN EN 22719
lower calorific value > 35 MJ/kg DIN 51900-3
(typical: 37 MJ/kg)
Viscosity/50 °C < 40 cSt (corresponds to a viscos- DIN EN ISO 3104
ity/40 °C of < 60 cSt)
Cetane number > 40 FIA
Coke residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01% DIN EN ISO 6245
Water content < 0.5% EN ISO 12537
Iodine number < 125g/100g DIN EN 14111

TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660
Filterability < 10 °C below the lowest temper- EN 116
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ature in the fuel system

Table 1: Non-transesterified bio-fuel - Specifications
General
6680 3.3.1-02 EN 1 (2)


6680 3.3.1-02

Analyses
2013-02-07 - de
General
2 (2) 6680 3.3.1-02 EN

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

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

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

12.36 - ES1
Viscosity-temperature diagram (VT diagram)

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

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

Example: Heavy fuel oil with Prescribed injection viscosity Required temperature of heavy fuel oil
180 mm²/s at 50 °C in mm²/s at engine inlet* in °C
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≥ 12 126 (line c)
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating
General
temperature
* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
D010.000.023-06-0001 EN 1 (2)
A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity
of 1,000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity
of fuel that the pump can deliver.

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

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

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

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

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

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

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

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

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

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

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

The engine must not be brought into operation without treating the
cooling water first.
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Additives for cooling water

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

must be observed.

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

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

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

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

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

3
gas at 0 °C and 101.32 kPa.

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

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

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

D010.000.023-21-0001
cles
Clogging of catalyst
To prevent clogging of catalyst and catalyst lifetime shortening, the
compressed air specification must always be observed.
2013-07-04 - de
2 (2) D010.000.023-21-0001 EN
Cylinder head
505/605
MAN Diesel & Turbo
Description 505.01
Page 1 (1) Cylinder head
Edition 01
L23/30H
Cylinder head
The individual cast-iron cylinder heads, one for each
cylinder unit, are equipped with a centrally situated
fuel injection valve, two inlet valves, two exhaust
valves and one indicator cock.
The head has a thick, bore-cooled flame plate for
satisfactory control of mechanical and thermal loads
and stress.
The cylinder head is attached by means of 4 nuts
and 4 studs screwed into deep bosses in the
engine frame top plate. The nuts are tightened by
means of hydraulic tools.
Inlet and exhaust valves

The inlet and exhaust valve spindles are identical
and therefore interchangeable.
The valve spindles are made of heat-resistant mate-
rial. Hard metal is welded on to the valve spindle
seats.
The valve spindles are fitted with valve rotators
which turn the spindles a little each time the valves
open.
The cylinder head is equipped with replaceable seat
rings for inlet and exhaust valves.
The seating surfaces are hardened in order to mini-
mize wear and prevent dent marks, on the inlet seat
by induction hardening, on the exhaust seat by hard
metal armouring.
1995.12.11 - ES0
MAN Diesel & Turbo
Work Card 505-01.00
Page 1 (3) Dismantling of cylinder head
Edition 01
L23/30H

Shut-off starting air 52021 011 Oil injector (complete)
52021 501 4 pieces
Shut off cooling water 52021 513 1 piece
Shut off fuel oil 52021 155
Shut-off cooling oil 52005 014
52021 251 Hydraulic tools
Short Description
Dismantling of cylinder head for inspection and/or
overhaul.

Ring and open-end spanner, 17 mm
Cooling water has been drained
from engine. Ring and open-end spanner, 19 mm
Allen key, 8 mm
Related Procedure
Dismounting of piston and con- 506-01.00
necting rod
Dismounting/inspection of inlet 505-01.05
valve, exhaust valve and valve
guide
Dismantling, overhaul and test 514-01.10
pressure of fuel oil valve

Duration in h : 1 Plate No. Item No. Quantity
Number : 2
Data
1995.12.11.
MAN Diesel & Turbo
505-01.00 Work Card
Dismantling of cylinder head Page 2 (3)
Edition 01
L23/30H
Tool Mounting of lifting tool while the fuel

injection valve is placed in the cylinder
Warning!
head
Use original tool!
1) Disconnect the two nuts which is holding down
the fuel injection valve.
Draining of cooling water, disconnection 2) Remove the two distance pieces.
of pipes etc.
Warning!
1) Open the drain cock and vent cock for cooling
water. Use original tool and wire!
2) Take off the top cover. 3) Mount the lifting tool by means of the two nuts.
3) Take off the front cover which gives access to See Fig 2.
the 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.
Figure 2: .
Mounting of lifting tool with the fuel

injection valve is removed from the
Figure 1: . cylinder head
1) Mount the two-distance pieces to the studs.
Warning!
Use original tool and wire!
1995.12.11.
MAN Diesel & Turbo
Work Card 505-01.00
Page 3 (3) Dismantling of cylinder head
Edition 01
L23/30H
2) Mount the lifting tool by means of the two nuts.
See Fig 3.
3) Attach the hook to the lifting tool and lift the cyl-
inder head away.
Figure 3: .
1995.12.11.
MAN Diesel & Turbo
Work Card 505-01.05
Page 1 (3) Inspection of inlet valve, exhaust valve and valve guide
Edition 01
L23/30H

Shut-off starting air 52005 014
52005 051
Shut off cooling water 52005 254/301 Extra tools
Short Description
Dismounting of inlet and exhaust valve, inspection
of valve guide and mounting of inlet and exhaust
valve.

Cylinder head, dismantled from 505-01.00
engine Small screwdriver
Measuring tools
Related Procedure
Reconditioning of valve spindle 505-01.10
seat and valve seat ring
Valve rotator 505-01.15
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35
Mounting of cylinder head 505-01.45

Number : 1 50501 363 4/cyl
Data
1995.12.11.
MAN Diesel & Turbo
505-01.05 Work Card
Inspection of inlet valve, exhaust valve and valve guide Page 2 (3)
Edition 01
L23/30H
Tool
Warning!
Use original tool!
Dismantling of inlet and exhaust valve

spindle
1) Land and fasten the cylinder head upon the
special work table and remove the lifting tool.
Or as an Alternative:
Land the cylinder head on the floor upon wood- Figure 2: .
en supports and remove the lifting tool.
2) Mount the supporting devices for the valve 7) Release the springs again.
spindle heads on the work table.
8) Remove nut A and traverse B, see fig 1.
Or as an alternative:
Place wooden blocks under the valve spindle 9) Remove valve rotator and springs.
heads. 10) Remove the supporting devices under the work
3) Turn back the rocker arm and remove the table and take out the valve spindle.
spring-loaded valve bridge over the valve spin- 11) Repeat point 4 - 10 to remove the two other
dles. valve spindles.
Inspection of valves/valve seats

A slight grinding of valve/valve seat can be carried
out by means of the handle as shown, see fig 3.
If the valve seat is heavily burnt or scarred, it should
be ground using the valve seat grinder, see working
card 505-01.10.
Figure 1: .
4) Mount the tool for mounting af valves, see fig 2.

5) Compress the valve springs by tightening nut A,
see fig 1.
6) Remove the cone rings, see fig 2.
1995.12.11.
MAN Diesel & Turbo
Work Card 505-01.05
Page 3 (3) Inspection of inlet valve, exhaust valve and valve guide
Edition 01
L23/30H
x Max. inner diameter, see page 500.35
Figure 4: .
Figure 3: .
Mounting of valve spindle

Inspection of valve guide
1) For mounting of valve spindle follow the instruc-
Too much clearance between valve spindle and tions in point 4 - 10 in reversed order.
spindle 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 alignment
between spindle head and valve seat ring.
In connection with overhaul of the cylinder head, the
valve spindle guides should be cleaned, inspected
and measured for wear.
If the inner diameter of the valve spindle guide
exceeds the tolerance, see page 500.35, the valve
spindle guide must be replaced. See working card
505-01.20.
1995.12.11.
MAN Diesel & Turbo
Work Card Reconditioning of valve spindle seat and valve seat 505-01.10
Page 1 (3)
ring Edition 01
L23/30H

Shut-off starting air 52005 408 Grinding machine for
valve spindle
Shut off cooling water 52005 350 Grinding machine for
Shut off fuel oil valve seat ring (extra
Shut-off cooling oil tools)
Short Description
Reconditioning of valve spindle seat and valve seat
ring, with special grinding machine.

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

Number : 1
Data
1995.12.11.
MAN Diesel & Turbo
505-01.10 Reconditioning of valve spindle seat and valve seat Work Card
Page 2 (3)
Edition 01 ring
L23/30H
Reconditioning of Valve Seat Ring However when the seat "S" has been ground to
such an extent, that the recess "R" disappears, the
Reconditioning of valve seat rings by machining is valve seat ring has to be scrapped and a new one
carried out by means of a grinding machine, the to must installed, see working card 505-01.35
pilot spindle of which is to be mounted in the valve
spindle guide. For operation of the grinding
machine, see separate instructions. Reconditioning of Valve Spindle
Reconditioning by machining is carried out with the
Warning!
valve spindle being rotated in a turning lathe and a
Use safety glasses! special grinding machine mounted on the tool post
of the turning latch.
tidy! For operation of the grinding machine, see separa-
ted instructions.
The grinding of the valve seat ring should be carried
out according to the following sequence: 1) The seating surface itself is ground with a feed
at an angel "A" of 30° ± 0. 0,25°.
1) The seating surface itself is ground with a feed
at an angle "A" of 30° ± 0,10°0. 2) The grinding shoud be continued until a clean
and uniform surface condition has been
The grinding should be continued until a clean and obtained.
uniform surface condition has been obtained.
3) After completing the grinding, the height "H"1 of
Carry out the final grinding with a feed in direction the valve head should be checked.
from inside to outwards, as normally the best sur-
face quality is obtained in this way. "H"1 has to be at least, see page 500.35.
If measured to be less, the spindle has to be scrap-
ped.
Figure 1: .
Figure 2: .
2) Normally the valve seat ring can be recondi-
tioned several times.
1995.12.11.
MAN Diesel & Turbo
Work Card Reconditioning of valve spindle seat and valve seat 505-01.10
Page 3 (3)
ring Edition 01
L23/30H
After assembling the valves, check - on account of
the valve motion - that distance "H"2 between the
upper edge of the cylinder head and the upper
edge of the valve spindle does not exceed the max-
imum value, see page 500.35.
Figure 3: .
1995.12.11.
MAN Diesel & Turbo
Work Card 505-01.15
Page 1 (2) Valve rotator
Edition 01
L23/30H

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

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

Duration in h : 1/2 Plate No. Item No. Quantity
Number : 1
Data
1995.12.11.
MAN Diesel & Turbo
505-01.15 Work Card
Valve rotator Page 2 (2)
Edition 01
L23/30H
Inspection of rotocap Mounting of rotocap

Dirt especially in the ball pockets due to residues in See working card 505-01.05, steps 3-9 opposite
the oil (abrasives, combustion products), can cause direction.
the individual parts to become stuck, and hinder the
movement of the balls.
Rotocap valve rotators need no servicing under nor-
mal operating conditions.
Unusual operating conditions may lead to distur-
bances. Rotation of the valve should be checked at
the intervals specified in the "Maintenance pro-
gram". Rotator performance is satisfactory when
the valve rotates visibly and evenly.
Dismantling of rotocap
See working card 505-01.05 point 3 to 9.
Overhaul of rotator
1) Clean the valve rotator.
2) Remove the retaining ring and disassemble the
individual parts.
3) Inspect for wear and ball impressions.
4) Replace parts showing wear grooves or
depressions formed by the balls.
5) Insert the balls and the tangential springs.
Note: All balls on the inclined races of the ball
pockets must point in the same direction, see fig 1.
The inner ring of the spring washer should rest on
the retainer body.
Note: Having assembled the valve rotator in dry
condition it should be placed in clean lubricating oil
for a short period of time.
Figure 1: Valve rotator
1995.12.11.
MAN Diesel & Turbo
Work Card 505-01.20
Page 1 (2) Replacement of valve guide
Edition 01
L23/30H

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

Hammer
Valve spindle has been removed 505-01.05
Nitrogen (N2) or similar
Mandrel for knocking out the valve guide
Related Procedure

Number : 1 50501 363 4/cyl
50501 218 4/cyl
Data
1995.12.11.
MAN Diesel & Turbo
505-01.20 Work Card
Replacement of valve guide Page 2 (2)
Edition 01
L23/30H
General 3) Before mounting the new valve guide, it has to

be cooled down to approx. -70°C with nitrogen
If the clearance exceeds the shown max. limit, (see or similar.
page 500.35), the valve guide must be replaced. When the new valve guide has been inserted
into the bore be sure that the shoulder bears
Dismounting of Valve Guide against the cylinder head, by knocking slightly
1) The valve guide is knocked out from the bottom with the mandrel and a hammer.
of the cylinder head,by means of a mandrel, 4) Before mounting of the valve spindle insert a
which has a shoulder turning that fits into the new o-ring in the valve guide.
valve guide, see fig. 1.
Figure 2: Mounting of O-ring
Correct mounting can easily be done by the use of

two valve spindles as mounting tool, one spindle to
be used as support and the other spindle to be
1 Valve seat ring 2 Mandrel used for pushing the o-ring downwards.
3 Valve guide Screw drivers or other sharp tools should never be
used for this purpose.
Figure 1: Dismounting of valve guide
5) For mounting of valve spindle, see working card
505-01.05.
2) After having knocked out the valve guide, care-
fully clean the bore of the cylinder head and
inspect for marks that can prevent mounting of
a new valve guide.
1995.12.11.
MAN Diesel & Turbo
Work Card 505-01.26
Page 1 (2) Indicator valve
Edition 01
L23/30H

Shut off fuel oil
Short Description
Dismounting, inspection and mounting of indicator
valve.

Steel brush
Copaslip
Related Procedure

Number : 1 50508 37 1/cyl.
Data
1995.12.11.
MAN Diesel & Turbo
505-01.26 Work Card
Indicator valve Page 2 (2)
Edition 01
L23/30H
Maintenance
By normal working conditions the indicator valve
require very little maintenance except an inspection
in connection with the normal cylinder cover over-
haul.
Inspection of Indicator Valve

1) Disassemble the indicator valve.
2) Check the valve seat and the cone for "burning
through".
If the valve seat in the housing is "burned", the
entire valve is to be replaced.
3) Clean and lubricate all components before
remounting.
4) Ensure that the spindle is in "OPEN" position
when assembling the valve.
NOTE: Otherwise cone and seat may be damaged.
1 Indicator valve complete 2 Connecting piece
Figure 1: Indicator valve
1995.12.11.
MAN Diesel & Turbo
Work Card 505-01.30
Page 1 (2) Replacement of sleeve for fuel injector
Edition 01
L23/30H

Shut off fuel oil
Short Description
Dismounting, inspection and mounting of sleeve
for fuel injector.

Brass mandrel
The cylinder head has been dis- 505-01.00
mounted from engine Hammer
The fuel injector has been 514-01.10 Lubricating oil
removed Two small screw driver
Loctite 572
Related Procedure
Mounting of fuel valve 514-01.10

Number : 1 50501 039 1/cyl
50501 040 1/cyl
50501 052 1/cyl
Data
1996.05.06.
MAN Diesel & Turbo
505-01.30 Work Card
Replacement of sleeve for fuel injector Page 2 (2)
Edition 01
L23/30H
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
by use of a brass mandrel and a hammer.
Warning!
Use safety shoes, hearing protection, protective
gloves, safety glasses
Use original tool (brass mandrel)
1 Snap ring 2 O-ring

3 Sleeve 4 Loctite 572
Figure 2: .
5) Install new sealing rings on the sleeve.

6) Coat the sealing surfaces on the sleeve with
loctite 572.
7) Insert the sleeve in the bore.
8) Mount the snap ring.
1 Brass mandrel
Figure 1: .
Inspection of Bore in Cylinder Head and

mounting of the Sleeve
3) Clean and inspect the bore in the cylinder head.
Any marks which could prevent mounting of the
sleeve, should be gently smoothed.
4) Coat the sealing ring zone in the bore with
grease or lub. oil.
1996.05.06.
MAN Diesel & Turbo
Work Card 505-01.35
Page 1 (3) Replacement of valve seat ring
Edition 01
L23/30H

52021 501 1 piece
Shut off cooling water 52005 457 Extra tools
Shut off fuel oil 52005 504 Extra tools
Shut-off cooling oil 52021 466 1 piece
Short Description
Replacement of valve seat ring, for inlet and
exhaust valve.

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

Duration in h : 1½ Plate No. Item No. Quantity
Number : 1 50501 351 4/cyl
50501 064 2/cyl
50501 076 2/cyl
Data
2005.01.10.
MAN Diesel & Turbo
505-01.35 Work Card
Replacement of valve seat ring Page 2 (3)
Edition 01
L23/30H
Dismounting of valve seat rings

When reconditioning of a valve seat ring no longer is Dismounting of a valve seat ring is carried
possible due to dimensions exceeding the scrap- out according to the following procedure
ping criteria, the seat ring has to be replaced.
1) By means of the guide pin (7) the guide disc (5)
Dismounting of a valve seat ring is carried out by is led vertically through the valve seat ring. Then
means of a special extractor tool set comprising the the guide disc (5) is lifted with the guide pin (7)
components, see fig 1. until the latter is guided by the valve seat ring.
The stud (1) is then screwed in until it rests in
the valve guide.
Figure 2: .
2) The guide disc (3) is positioned so that it bears

against the bottom of the cylinder head, and the
1 Stud 2 Collar nut hexagon
hydraulic jack is clamped with the disc (4) and
3 Guide disc 4 Disc the collar nut hexagon (2), see fig 1. The
5 Guide disc 6 Eye screw hydraulic jack is the one used for main bearing
7 Guide pin 8 Valve guide
caps.
9 Hydraulic jack 10 Valve seat ring 3) By pumping up the pack, see working card
520-01.05 for the use of hydraulic tools, the
Figure 1: . valve seat is pressed out max. 6 mm, and the
2005.01.10.
MAN Diesel & Turbo
Work Card 505-01.35
Page 3 (3) Replacement of valve seat ring
Edition 01
L23/30H
pressure is released again. The collar nut hexa- 4) Place the o-ring on the valve seat ring and coat
gon is tightened and the operation is continued with oil/loctite as shown in fig 4, just before
until the valve seat ring can be removed. positioning it in the bore.
Mounting of valve seat rings

1) Prior to mounting of a new valve seat ring, the
bore must be cleaned thoroughly and inspected
for marks. Marks that can hinder mounting of
the valve seat ring must be removed.
2) Tools for mounting of valve seat rings are
shown in fig 3.
1 Coat with Loctite 640 2 Coat with oil

3 Valve seat ring 4 O-ring
Figure 4: .
5) The valve seat ring is positioned in the bore, the

handle with stud is inserted as shown in fig 5,
and the washer with screw is screwed tight.
Figure 5: .
6) By knocking on the handle and at the same

time tightening the nut (4), the valve seat ring
slides in place in the bore and it is felt on the
knocks when it bears in the bore.
1 Handle 2 Stud 7) Prior to mounting of the valve spindle the valve
seat ring must be ground, to ensure correct
Figure 3: . centering of the valve guide and the valve seat
ring. This can be done according to working
3) To facilitate mounting the valve seat ring is it card 505-01.05 or 505-01.10.
cooled down, however, a min. of -25°C other-
wise, the o-ring can be damaged.
2005.01.10.
MAN Diesel & Turbo
Work Card 505-01.40
Page 1 (3) Mounting of cylinder head
Edition 01
L23/30H

52021 501 4 pieces
Shut off cooling water 52021 155
52021 251
Short Description
Mounting of cylinder head after inspection and/or
overhaul.

Cylinder head is completely 505-01.05 to
assembled 505-01.35 Ring and open end spanner, 17 mm
Valve gear of respective cylinder is Ring and open end spanner, 24 mm
in right position (valve closed). Lubricating oil and copaslip
Control of the surface on the cyl- 506-01.45
inder liner
Related Procedure
Adjustment of valve clearance 508-01.10

Number : 2 50501 338 2/cyl
50510 075 1/cyl
50610 079 8/cyl
Data 51202 024 2/cyl
Data for pressure and tolerance (Page 500.35) 51625 097 1/cyl
Data for tightening torque (Page 500.40) 51625 132 1/cyl
1995.12.11.
MAN Diesel & Turbo
505-01.40 Work Card
Mounting of cylinder head Page 2 (3)
Edition 01
L23/30H
Check to be done before lifting 2) Coat threads and contact faces with copaslip
before fitting the nuts.
1) Check the jointing surfaces of the cylinder head/
cylinder liner to see that they are clean and 3) Screw nuts onto the studs and tighten lightly
without damage marks, see working card with the tommy bar.
506-01.45. Fit new O-rings on the water pas- Place the spacer ring around the nuts with the
sage, lubricate the O-rings with a little oil. slot in such a position that the tommy bar can
be used.
2) Check all contact faces on the cylinder head Tighten the hydraulic jacks and make sure that
and nuts, including threads, and make sure that the cylinder of the jacks bears firmly against the
these are level and smooth and absolutely free spacer ring. Tighten up all the nuts, see page
from foreign particles. 500.40. For using the hydraulic tools, see work-
ing card 520-01.05.
Mounting of cylinder head
Warning!
1) Attach the lifting tool, see fig 1, to the cylinder
head that has been made ready for installation, Use protective gloves, safety glasses, safety
and position it carefully on the cylinder liner. shoes, hearing protection
Warning!
Use protective gloves, hearing protection
P Pump
Figure 2: .
4) If new studs or nuts have been fitted, the nuts

must be tightened and loosened three times, in
Figure 1: .
order to compensate for deformation of the
thread and in order to ensure a safe minimum
load of the studs through the tightening.
Tightening of cylinder head nuts
1) Make sure that the nuts run easily on the Adjustment of valve clearance
threads and that they bear on their entire con- 1) Adjust the valve clearance, see working card
tact surfaces. 508-01.10.
1995.12.11.
MAN Diesel & Turbo
Work Card 505-01.40
Page 3 (3) Mounting of cylinder head
Edition 01
L23/30H
2) Fit the pipes for fuel oil, lub. oil, cooling water
and the flange for exhaust pipe.
Before starting
1) Prior to starting up check for leakages. After
starting up check for leakages and oil flow.
2) Mount the cover for rocker arm and the front
cover for fuel pump.
1995.12.11.
MAN Diesel & Turbo
Work Card 505-01.45
Page 1 (2) Inspection of cylinder head cooling water space
Edition 01
L23/30H

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

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

Number : 1
Data
1995.12.11.
MAN Diesel & Turbo
505-01.45 Work Card
Inspection of cylinder head cooling water space Page 2 (2)
Edition 01
L23/30H
Inspection of cylinder head cooling water

space
1) Inspect the cooling water inlet at the bottom
and the 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 and
make sure that water is coming out of all the
cooling water inlet bores at the bottom of the
cylinder head.
4) If necessary, clean the cooling water inlet and
outlet by means of a steel brush. Flush the cool-
ing water space after cleaning.
5) Should the cylinder head cooling water space,
contrary to expectation, be blocked with depos-
its, please contact MAN Diesel & Turbo, Holeby
for further instructions.
1 Cooling water, outlet 2 Cooling water , inlet
Figure 1: Cylinder head
1995.12.11.
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder Head 50501-26
L23/30H
302 363
255 279
218
052
243 039 267
040
231 292
135
147
159
111
637
123 351
351
076
064
649
338
160
172 015
184
196
184
12.12 - ES0
MAN Diesel & Turbo
Plate
50501-26 Cylinder Head Page 2 (2)
L23/30H

Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
015 1/C Cylinder head (as 649) Cylinderdæksel (som 637 1/C Cylinder head with Cylinderdæksel mon-
with brackets and 649) monteret med valve guide sleeve for teret med spindelstyr,
rocker arms installed bukke og vippearne. fuel valve and valve foring for br. ventil og
seat rings ventilsæderinge
039 1/C Sleeve Foring
649 1/C Cylinder head (as 637) Cylinderdæksel (som
040 1/C O-ring O-ring with valve spindles, 637), monteret med
spring and rotocap ventilspindler, fjeder og
052 1/C Snap ring Låsering installed rotocap
064 2/C Valve seat ring, Ventilsædering,

(inlet) (indstrømning)
076 2/C Valve seat ring, Ventilsædering,

(exhaust) (udstødning)
111 2/C Plug screw Propskrue
123 2/C Sealing ring Tætningsring
135 8/C Plug screw Propskrue
159 2/C Spring pin Fjederstift
160 1/C Water guide jacket Kølekappe
172 4/C Screw Skrue
184 8/C O-ring O-ring
196 4/C Cooling water con- Kølevandsovergang

nection
218 4/C Valve Guide Ventilstyr
231 2/C Stud Tap
243 2/C Distance pipe Afstandsstykke
255 2/C Nut Møtrik
267 2/C Stud Tap
279 2/C Nut Møtrik
292 3/C Stud Tap
302 2/C Thrust piece Trykstykke
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
12.12 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Valve spindles and valve gear P50502-01
L23/30H
2011.11.14
MAN Diesel & Turbo
Plate
P50502-01 Valve spindles and valve gear Page 2 (2)
L23/30H
Item No. Qty Item Designation Item No. Qty Item Designation
010 2/C Valve bridge complete consists of 490 4/C Outer spring
items 022, 034, 046, 071, 083,
095, 105, 117, 129, 130 512 4/C Valve spindle, inlet and outlet
022 2/C Valve bridge 524 28/C Spring
034 2/C Spring 536 28/C Ball
046 2/C Ball guide 548 4/C Spring washer
071 2/C Thrust piece 573 2/C Bearing bush
083 2/C Thrust screw 585 4/C Retainer ring
095 4/C Nut 607 1/C Rocker arm shaft
105 4/C Thrust piece 619 4/C Ball race
117 4/C Circlip

129 2/C Thrust piece
130 4/C Spring pin
178 1/C Rocker arm bracket
201 1/C Plug
237 1/C Rocker arm complete, exhaust
consists of items 095, 249, 262,
286, 298, 573, 585
249 1/C Rocker arm, exhaust
262 4/C Plug
286 2/C Thrust piece
298 2/C Thrust screw
345 1/C Rocker arm complete, inlet con-
sists of items 095, 249, 262, 286,
298, 573, 585
357 1/C Rocker arm, inlet
441 2/C Disc
453 2/C Securing ring
465 4/C Conical ring in 2/2
477 4/C Rotocap, complete
489 4/C Inner spring
When ordering spare parts, see also page 500.50/600.50/Pref-

ace.
* = Only available as part of a spare parts kit/not availa-
ble separately
Qty/C = Qty/Cylinder
2011.11.14
MAN Diesel
Plate
Page 1 (2) Indicator Valve 50508-01H
L23/30H
050
049
Handwheel for indicator
valve, see plate 52005
037
013
025
08028-0D/H5250/94.08.12
06.41 - ES0
MAN Diesel
Plate
50508-01H Indicator Valve Page 2 (2)
L23/30H
Item Item
013 1/C Connecting piece Forbindelsesstykke
025 3/C Gasket Gasket
037 1/C Gasket Gasket
049 1/C Indicator valve Indikatorventil
050 1/C Insulation glove Beskyttelseshætte
08028-0D/H5250/94.08.12
06.41 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder head, top cover P50510-01
L23/30H
1994.05.30
MAN Diesel & Turbo
Plate
P50510-01 Cylinder head, top cover Page 2 (2)
L23/30H
014 1/C Coaming

026 1/C Gasket
038 13/C Screw
051 4/C Spring pin
063 1/C Top cover
075 1/C Gasket
087 3/C Handle
099 3/C O-ring
110 3/C Nut
122 13/C Washer

ace.
* = Only available as part of a spare parts kit/not
available separately
1994.05.30
Piston/connecting rod
506/606
MAN Diesel
Description
Piston, Connecting Rod and Cylinder Liner 506.01
Page 1 (1)
Edition 01H
L23/30H
Piston Connecting Rod
The piston, which is oil-cooled and of the monobloc The connecting rod is die-forged. The big-end has
type made of nodular cast iron, is equipped with 3 an inclined joint in order to facilitate the piston and
compression rings and 1 scraper ring. connecting rod assembly to be withdrawn up through
the cylinder liner. The joint faces on the connecting
By use of a combination of compression rings with rod and the bearing cap are serrated to ensure
different barrel-shaped profiles and chrome-plated precise location and to prevent relative movement
running surface on all rings, the piston ring pack is of the parts.
optimized for maximum sealing effect and minimum
wear rate. The big-end bearing is of the trimetal type, i.e. steel
shells lined with tin-aluminium or lead-bronze coa-
The piston has a cooling oil space close to the piston ted with a running layer. Designed as plain type or
crown and the piston ring zone. The heat transport, rillentype. The bearing shells are of the precision
and thus the cooling effect are based on the sha- type and are therefore to be fitted without scraping
ker effect arising during the piston movement. Oil or any other kind of adaption.
from the engine's lubricating oil system is used as
cooling oil. The small-end bearing is of the trimetal type and is
pressed into the connecting rod.
The piston is provided with a turned edge at the top
due to the flame ring mounted in the cylinder liner.
Cylinder Liner
Piston Pin The cylinder liner is made of fine-grained, pearlite cast

iron and is fitted in a bore in the engine frame. Repla-
The piston pin is fully floating which means that it ceable cast iron sealing rings are fitted between the
can turn freely in the pin bosses of the piston as liner and the cylinder head and between the liner and
well as in the connecting rod bush. The piston pin the frame. The liner is clamped by the cylinder head
is turned in place upwords in axial direction by two and is guided by a bore at the bottom of the cooling
circlips (seeger rings). water space of the engine frame. The liner can thus
expand freely downwards, when heated during the
running of the engine. Sealing for the cooling water
is obtained by means of silicone rubber rings which
are fitted in grooves machined in the liner.
The cylinder liner is of the socalled "stepped cylin-

der" type, provided with flame ring inserted in the
top of the liner.
08028-0D/H5250/94.08.12
96.19 - ES0U
MAN Diesel & Turbo
Work Card 506-01.00
Page 1 (3) Dismounting of Piston and Connecting Rod
Edition 01
L23/30H

52006 033
Shut off cooling water 52006 094 2 pieces
Shut-off cooling oil 52006 273 80-360Nm
Stop lub. oil circulation Tool combination for dismounting of connecting
rod screw, see working card 520-01.20
Short Description
Dismounting of piston and connecting rod assem-
bly for inspection and/or overhaul.

Threaded pin, M12
The cylinder head has been dis- 505-01.00
mounted from the engine. Open-end spanner, 24 mm
Crankcase open. Wire
Scraper or similar
Small adjustable spanner
Related Procedure
Separation of piston and connect- 506-01.05
ing rod
Inspection and honing of cylinder 506-01.35
liner

Number : 2
Data
1996.05.13.
MAN Diesel & Turbo
506-01.00 Work Card
Dismounting of Piston and Connecting Rod Page 2 (3)
Edition 01
L23/30H
Tool Note! If minor adjustments of the crank throw posi-

tion appear necessary for access to the connecting
Warning! rod screws, the wire rope must be slackened
before turning of the crankshaft and tightened up
Use original tool!
again in the new crank throw position.
Preparations before dismounting

1) Clean the upper part of the cylinder. If not, the
piston may get stuck during removal in the car-
bon deposited in this area.
▪ Turn the piston to the buttom.
▪ Place a used piston ring on top of the piston.
▪ Mount the tube (for holding down the cylinder
liner during the piston withdrawal) on one of the
cylinder head studs, screw on the nut and
tighten it slightly.
▪ Turn the piston in top, in order to push the
flame ring out of the cylinder by means of the
piston ring.
Info: It is the used piston ring which pushes the
flame ring out of the cylinder.
2) Remove the gangway, if any installed, in order
to improve the access conditions.
3) Turn the crankshaft to bring the crank throw
concerned into a position of approx. 50
degrees before TDC.
This position is identifiable by the connecting rod
shaft being very close to the cylinder liner shirt, see
fig. 1.
4) Clean the threaded hole in the piston top, and Figure 1: Mounting of tools (placing)
mount the eye screw.
5) Mount the tube (for holding down the cylinder
liner during the piston withdrawal) on one of the Dismounting of bearing cap
cylinder head studs, screw on the nut and
tighten it slightly. 1) Unload the connecting rod screws and unscrew
one of the upper screws.
6) Attach a wire rope to the eye bolt by means of a
shackle, hook the wire on to a tackle and pull 2) Mount the guide pin for the bearing cap in one
the wire rope tight. of the threaded holes and fit a screwdriver or
similar in the hole in the guide pin, and unscrew
the screws.
1996.05.13.
MAN Diesel & Turbo
Work Card 506-01.00
Page 3 (3) Dismounting of Piston and Connecting Rod
Edition 01
L23/30H
Note! The purpose of the guide pin is to prevent
any damage of crank journal, joint faces or bearing
surface to occur during dismounting of the bearing
cap, and to facilitate easy handling when removing
the bearing cap from the crankcase.
3) Remove the screwdriver from the guide pin, and
dismount the bearing cap by sliding it along the
guide pin, see fig 2.
4) Remove the guide pin from the connecting rod.
Figure 3: Removal of upper big-end bearing shell
Figure 2: Removal of bearing cap
Dismounting of upper big-end bearing

shell
1) Pull the piston and connecting rod assembly
upwards and remove the upper big-end bearing
shell, see fig 3.
2) Lift the piston and connecting rod assembly up
through the cylinder liner and out of the engine,
see fig 4.
Figure 4: Lift of piston and connecting rod assembly
1996.05.13.
MAN Diesel & Turbo
Work Card 506-01.05
Page 1 (2) Separation of Piston and Connecting Rod
Edition 01
L23/30H

52006 033
Shut off fuel oil
Short Description
Separation of piston and connecting rod for
inspection or/and overhaul. Assembly of the piston
and connecting rod after inspection or/and over-
haul.
Hand Tools
Starting Position Open-end spanner, 24 mm
Wooden wedge, 2 pieces
Piston and connecting rod are 506-01.00
dismounted from engine Wooden support
Wire
Related Procedure
Inspection or/and overhaul of pis- 506-01.10
ton
Inspection or/and overhaul of con- 506-01.15
necting rod
Inspection of connecting rod big- 506-01.16
end bearing
Replacement and wearing parts

Qualified Manpower
Plate No. Item No. Quantity
Duration in h : 1/4
Number : 1
Data
1995.12.11.
MAN Diesel & Turbo
506-01.05 Work Card
Separation of Piston and Connecting Rod Page 2 (2)
Edition 01
L23/30H
Landing of piston and connecting rod

1) Land the piston and connecting rod carefully on
wooden support to prevent damage of piston
and scraper ring, see fig. 1.
Figure 1: Landing of piston and connecting rod
2) The bearing cap should be mounted with the

screws tightened only by hand, in order to pro-
tect the serrated joint faces during handling of
the assembly, see fig 1.
3) Remove the shackle and eye screw from the
piston crown, see fig 1.
4) Place the piston and connecting rod assembly
in upright position resting on the top face of the
piston crown, see fig 2.
Note: Wooden wedges should be used to prevent Figure 2: Removal of connecting rod and piston pin
the connecting rod from swinging out and thus
impact the piston skirt during the lifting into upright
position.
5) Place a wire around the big-end of the connect-
ing rod. Attach a tackle and tighten the wire
rope, see fig 2.
Separation of piston and connecting rod

6) Take out the securing ring, (seeger circlips), push
out the piston pin and lift the connecting rod away.
Assembly of piston and connecting rod

1) For assembly of piston and connecting rod, see
point 1-6 in reversed order.
2) Lubricate the piston pin before assembling.
1995.12.11.
MAN Diesel & Turbo
Work Card 506-01.10
Page 1 (4) Piston
Edition 12
L23/30H

52006 153
Shut off fuel oil
Short Description
Cleaning and inspection of piston. Control of pis-
ton ring, scraper ring and ring grooves.

Tools for cleaning of piston, steel brush, scraper
Piston has been dismantled from 506-01.05
connecting rod etc.
Related Procedure
Mounting of piston and connect- 506-01.20
ing rod

Number : 1
Data
2010.04.19.
MAN Diesel & Turbo
506-01.10 Work Card
Piston Page 2 (4)
Edition 12
L23/30H
Removal of Piston Ring

For removal of piston rings, which are to be used
again, and for all mounting of rings, only the special
ring opener which prevents local over stressing of
the rings should be used.
Straps to expand the ring gap or tools working on
the same principle must not be used, as this would
result in permanent deformation which might cause
blow-by or broken rings.
Inspection of piston
1) Remove the piston and scraper rings.
2) Clean and examine the piston rings to deter-
mine if reuse is acceptable, see page 3.
3) Clean the piston outside and inside.
4) Inspect the piston ring and scraper ring grooves
for wear, see page 3.
Figure 1: Wear limts for ring grooves
2010.04.19.
MAN Diesel & Turbo
Work Card 506-01.10
Page 3 (4) Piston
Edition 12
L23/30H
Piston and oil New ring Ring grooves

scraper ring grooves Max. wear
Nominal size Tolerances limit (mm)
(mm) (mm)
Piston ring 1 New 4.0 +0.14 4.43
4.0
+0.12
4.0
+0.09
4.0
+0.09
Scraper ring New 7.0 +0.10 7.43
7.0
+0.08
Table 1: Nominal size, new ring groove tolerance and wear limit
for ring grooves
The piston crown must be scrapped if:
A) The wear limit on the testing mandrel is excee-
ded, see fig 1A
or
B) The clearance between the new piston / scraper
ring and the ring groove is exceeded, see fig 1B
Note: At each piston overhaul:
▪ The piston and the scraper ring must be
exchanged
▪ The cylinder liner must be honed according
to the instructions
2010.04.19.
MAN Diesel & Turbo
506-01.10 Work Card
Piston Page 4 (4)
Edition 12
L23/30H
2010.04.19.
MAN Diesel & Turbo
Work Card 506-01.10
Page 1 (4) Piston
Edition 13
L23/30H

52006 153
Shut off fuel oil
Short Description
Cleaning and inspection of piston. Control of pis-
ton ring, scraper ring and ring grooves.

Tools for cleaning of piston, steel brush, scraper
connecting rod etc.
Related Procedure
ing rod

Number : 1
Data
2012.08.27.
MAN Diesel & Turbo
506-01.10 Work Card
Piston Page 2 (4)
Edition 13
L23/30H
Removal of Piston Ring

For removal of piston rings, which are to be used
again, and for all mounting of rings, only the special
ring opener which prevents local over stressing of
the rings should be used.
Straps to expand the ring gap or tools working on
the same principle must not be used, as this would
result in permanent deformation which might cause
blow-by or broken rings.
Inspection of piston
1) Remove the piston and scraper rings.
2) Clean and examine the piston rings to deter-
mine if reuse is acceptable, see page 3.
3) Clean the piston outside and inside.
4) Inspect the piston ring and scraper ring grooves
for wear, see page 3.
Figure 1: Wear limts for ring grooves
2012.08.27.
MAN Diesel & Turbo
Work Card 506-01.10
Page 3 (4) Piston
Edition 13
L23/30H
Piston and oil New ring Ring grooves

scraper ring grooves Max. wear
Nominal size Tolerances limit (mm)
(mm) (mm)
4.0
+0.12
4.0
+0.09
4.0
+0.09
Scraper ring New 7.0 +0.10 7.43
7.0
+0.08
Table 1: Nominal size, new ring groove tolerance and wear limit
for ring grooves
The piston crown must be scrapped if:
A) The wear limit on the testing mandrel is excee-
ded, see fig 1A
or
B) The clearance between the new piston / scraper
ring and the ring groove is exceeded, see fig 1B
Note: At each piston overhaul:
▪ The piston and the scraper ring must be
exchanged
▪ The cylinder liner must be honed according
to the instructions
2012.08.27.
MAN Diesel & Turbo
506-01.10 Work Card
Piston Page 4 (4)
Edition 13
L23/30H
2012.08.27.
MAN Diesel & Turbo
Work Card 506-01.15
Page 1 (4) Connecting Rod
Edition 01
L23/30H

Shut-off starting air 52006 273 80-360 Nm
52006 618 225-250 Nm
Shut off fuel oil
Short Description
Cleaning, inspection and test measurement of
connecting rod.

Inside micromenter(195 mm)
connecting rod Feeler gauge 0.15-0.20 mm
Related Procedure
ing rod

Number : 1
Data
1995.12.11.
MAN Diesel & Turbo
506-01.15 Work Card
Connecting Rod Page 2 (4)
Edition 01
L23/30H
Cleaning of connecting rod Measurement of big-end bore

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

1) Inspect the joint faces.
Damages, in the form of visible wear marks and
pittings or even cracks, may be in the joint faces
due to relative movements between the surfa-
ces.
Wear marks and cracks are visible, but not per-
ceptible with a fingernail. Pittings and impact
marks are both visible and perceptible.
Note: Handle the piston rod and marine head
with care. In case of damaged joint faces
caused by improper handling, the marine head
bearing caps can no longer be tightened with-
out ovalness of the big-end bore.
2) Register observed damages in the scheme
„Marine Head Inspection“ for historic use only.
Please see page 4.
3) Carefully smooth single raised spots in the joint
faces caused by pitting and impact marks with
a filesmall.
Inspection of connecting rod screws

Figure 1: Point of measurement
1) Inspect the connecting rod screws for seizures
in the threads and pittings on the contact surfa- 1) Mount the bearing cap onto the connecting rod
ces of the screwheads. by means of the connecting rod screws.
2) Turn the connecting rod screw into bottom 2) Tighten the screws with the prescribed torque,
position of the threaded screw holes by hand. please see working card 506-01.25.
If bolts/nuts Then 3) Measure five different diameters in the middle of
the boring, see fig 1.
have seizures in threads or renew the screws 4) Register the measurements in the scheme
pittings on contact surface „Connecting Rod Inspection“. Please see page
4.
cannot be turned onto bot- renew the screws
tom position by hand
1995.12.11.
MAN Diesel & Turbo
Work Card 506-01.15
Page 3 (4) Connecting Rod
Edition 01
L23/30H
5) Calculate the maximum ovalness as the differ- For connecting rod No 2 the maximum ovalness is
ence between largest and smallest diameter 0.125 mm and therefore the connecting rod is
measured. rejected.
6) Check if maximum ovalness is exceeded,
please see page 500.35. Inspection of connecting rod bush
If Then 1) Inspect the surface of the piston pin and the
connecting rod bush.
maximum ovalness is excee- renew the complete con-
ded necting rod screws and 2) Measure the clearance between the piston pin
bearing shells and bush.
maximum ovalness is not reuse the connecting rod 3) Check if max. clearance is exceeded, see pae
exceeded 500.35.
If the specified clearance is exceeded, contact MAN
Example of measurement results Diesel & Turbo for replacement.
Inspection of bearing shells for big-end

Criteria for replacement of connecting rod big-end
bearing, see working card 506-01.16.
1 Connecting rod ident No
Figure 3: .
Figure 2: Connecting rod inspection
The example, see fig 2, shows measurements and

damage observations for two connecting rods on
the scheme "Connecting rod inspection" (in case
the specified maximum ovalness is exceeded, con-
tact MAN Diesel & Turbo for overhaul).
For connecting rod No 1 the maximum ovalness is
0.07 mm and thus reuse is acceptable.
1995.12.11.
MAN Diesel & Turbo
506-01.15 Work Card
Connecting Rod Page 4 (4)
Edition 01
L23/30H
1995.12.11.
MAN Diesel & Turbo
Work Card Criteria for Replacement of Connecting Rod Big-end 506-01.16
Page 1 (5)
and Main Bearing Shells Edition 02
L16/24, L23/30H, L21/31, L27/38

Shut off fuel oil
Short Description
Inspection of bearing shells.

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

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

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

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

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

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

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

locally smeared lining material
caused by a severe disturbance of the oil film.
See fig 7.
Figure 4: Reusable
2002.06.24. - Miba
MAN Diesel & Turbo
Page 4 (5)
L16/24, L23/30H, L21/31, L27/38

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

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

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

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

Shut off fuel oil
Short Description
Inspection of bearing shells.

Magnifier (x30)
Bearing shells removed from
engine:
Related Procedure

Number : 1
Data
2011.01.24. - Daido
MAN Diesel & Turbo
Page 2 (5)
L23/30H, L21/31, L27/38
The area around the engine mately the capacity of the engine oil pump will be
reached. Hydrodynamic oil film formation is also a
Warning! function of clearance, very large values resulting in
reduction of film thickness. Additionally, as clear-
ance increases, all bearing materials become more
tidy!
prone to suction cavitation erosion.
General
This Working Card gives information about the eval-
uation of the connecting rod big-end and main
bearing shells when wear appears on the running
surface under normal operating conditions.
Bearing damages caused by incorrect running con-
ditions, like
- Corrosion
- Overloading, overheating a.s.o.
are not described in this Working Card.
In these cases, the bearing shells must be
exchanged, of course, and in order to avoid further
bearing failures, the cause of the failure must be
found and eliminated. Figure 1: Suction cavitation erosion due to high clearance.
Inspection and replacement criteria for Under normal engine operating conditions, surface
aluminium tin bi-metal bearings wear of un-plated tin-based aluminium alloy bearing
alloys, such as A20 & A104, should be negligible.
Compared with overlay plated, or tri-metal, bearing The surface hardness is significantly higher than
construction, aluminium tin bi-metal bearings have a overlay plated (tri-metal) bearings and affords as
homogeneous construction throughout the lining much reduced wear rate.
layer. Thus surface wear will never change the oper-
ating characteristics of the bearing unless the lining The bedding-in process will produce a moderate
is completely removed. The lining thickness is typi- initial wear rate, while geometric inaccuracies in
cally of the order of 0.4 to 1.0 mm for medium crank journals, housings and the bearings them-
speed diesel engine bearings. This level of thickness selves are being accomodated. Once bedding-in is
would not be lost by conventional wear and would completed, wear rate usually becomes immeasura-
only be removed by virtue of major operating prob- ble.
lems causing high temperature generation at the
bore surface, or by fatigue.
Although conventional wear will never change the
properties of the surface of the lining, the resulting
increase in clearance can have several effects.
These will all limit the acceptable level of wear,
regardless of the lining material. The oil flow require-
ment through the bearing will increase, and ulti-
2011.01.24. - Daido
MAN Diesel & Turbo
Page 3 (5)
L23/30H, L21/31, L27/38
Figure 2: A104 bearing after 22.000 hours. Can refit.
Direct measurement of bearing wall thickness is the

simplest way of assessing the level of wear. The
most common procedure would be to use a ball
ended micrometer. However, at the low levels of
wear that will usually occur, measurement inaccur-
acy can mask the true wear rate, but since it is only Figure 3: Acceptable level of contaminant. Can refit.
gross wear that will become the limitation, this
method is acceptable. It should be noted that some
bearings are deliberately bored eccentric to counter
housing distortion, and this must be taken into
account when assessing wall thickness measure-
ments. Alternatively, Plastigauge, or other soft
material, may be used for direct measurement of
diametral clearance. The engine manufacturers'
advice on maximum diametral clearance should be
sought. If no such advice is available, a general rule
is that the maximum clearance should not increase
by more than 50% of the minimum design clear-
ance.
A significant rate of wear would only be anticipated Figure 4: Multiple scoring due to excessive fine debris. Do not
under severe adverse conditions, most commonly refit.
where oil entrained hard debris is present. Fine deb-
ris would be evidenced by an abraded appearance
of the bore surface, while coarse debris would pro-
duce deep scoring with raised edges, often pol-
ished an eventually bedded-in. Large debris may
not become completely embedded in the lining
material, and would also score the shaft. Severe
scoring of the bearing could cause overheating, tin
melt and eventually seizure. However, aluminium tin
bearing materials, such as A20 and A104, are toler-
ant of a significant level of contaminant, and can
absorb it without detriment, and such bearings can
be refitted.
Figure 5: Large embedded debris. Do not refit.
Replacement frequency for un-plated bi-metal bear-

ings depends upon visual appearance and/or oper-
ating time. If, on removal and examination, the bore
surface appears overheated, significantly scored,
debris contaminated or showing other signs of dis-
tress, then the bearings should be renewed. It is
2011.01.24. - Daido
MAN Diesel & Turbo
Page 4 (5)
L23/30H, L21/31, L27/38

often the case that bearings operate satisfactorily
even though damaged, particularly if the damage
progresses slowly. However, if such parts are refit-
ted after inspection or overhaul they may be less
tolerant to slight geometric variations introduced
during the rebuild.
If significant debris has been present in the oil, over
a long time interval, differential wear of the crank
surface may have occurred. This is termed cam
wear and is characterised by wear or wiping of the
bearing surface between the ends of partial
grooves. If this is evident, the bearings should be
replaced, and the differential wear of the crank sur-
face eliminated.
Figure 7: Carbonised oil behind bearing, causing overloading. Do

not refit.
Figure 6: Cam wear. Do not refit.
Any indication of loss of lining is an obvious reason

not to refit the bearings. However, the cause for
such damage should be investigated, and correc-
ted where possible. The two most likely causes are
fatigue and cavitation erosion. Provided the engine
has been running at its design rating, fatigue should
not occur unless some introduced defect is present.
Possibilities include oil or debris trapped between
the bearing and its housing, mechanical damage to
the housing bore, the bearing back or bearing bore,
or lack of support behind the bearing. Figure 8: Lack of support behind bearing back results in fatigue
in the bore. Do not refit.
Aluminium tin bearings are resistant to corrosion in

a normal engine environment, but can suffer dam-
age due to water if the engine has been shut down
for a long time. If all the oil has drained away, the
bore surface and bond lines can oxidise. Such
bearings should not be refitted.
2011.01.24. - Daido
MAN Diesel & Turbo
Page 5 (5)
L23/30H, L21/31, L27/38
Figure 9: Corrosion due to water (in this case, outside the

engine). Do not refit.
As with any bearing material, if the interface

between the bearing back and the housing bore
shows signs of fretting, the bearing should be
renewed, and any damage to the housing rectified.
Even if the bearing bore surface has not been dam-
aged, refitting in such a condition may still result in
later damage.
Figure 10: Fretting pits on bearing back. Do not refit.
If bearings are in otherwise good condition, they

should be checked for the presence of positive
freespread before re-fitting. Some loss of free-
spread is normal, but bearings without positive free-
spread, possibly caused by high temperature oper-
ation, cannot be refitted correctly and must be dis-
carded. Such bearings would have continued to
operate successfully had the assembly not been
dismantled, as freespread loss only occurs when
the clamping bolts are released.
2011.01.24. - Daido
MAN Diesel & Turbo
Work Card 506-01.20
Page 1 (4) Mounting of Piston and Connecting Rod
Edition 01
L23/30H

52006 033
Short Description
Mounting of piston and connecting rod assembly
after overhaul and/or inspection.

Open-end spanner, 24 mm
Piston mounted on the connect- 506-01.35
ing rod, crankshaft turned in the Clean lubricating oil
correct position and the cylinder
liner is checked
Related Procedure
Tightening of connecting rod 506-01.25
screws

Number : 2 50601 093 1/cyl.
50601 103 1/cyl.
50601 115 1/cyl.
Data 50601 127 1/cyl.
1995.12.11.
MAN Diesel & Turbo
506-01.20 Work Card
Mounting of Piston and Connecting Rod Page 2 (4)
Edition 01
L23/30H
Lowering of piston and connecting rod

1) When the piston approaches the guide ring,
stop the lowering, coat guide ring, piston, pis-
ton rings and scraper ring, with clean lubricating
oil in order to minimize friction during the subse-
quent lowering of the assembly.
2) Make sure that the crank throw is in a position
Tool allowing the connecting rod to go clear of both
crank journal and cylinder liner skirt during fur-
Warning! ther lowering.
Use original tool! Note: A crank throw position of approx 50 degrees

before TDC will ensure this and also be suitable for
the further mounting procedure.
Mounting of tools
1) Mount the lifting device comprising eye screw, Mounting of big-end bearing
shackle and wire rope on the piston. 1) Lower the piston further down, lubricate the
2) Lift up the piston and connecting rod and ends of the bearing shells (as in fig. 2) with
mount the piston and scraper rings, see "Fitting copaslip, molycote pasta or similar and mount
of piston and scraper rings", and working card the upper shell of the big-end bearing.
506-01.10.
3) Remove the backstop for cylinder liner and
place the piston guide ring on top of the cylin-
der liner, see fig 1.
Figure 2: .
2) Coat the crank journal with clean lubricating oil.

3) Lower the piston and connecting rod slowly into
correct landing on the journal.
Figure 1: .
1995.12.11.
MAN Diesel & Turbo
Work Card 506-01.20
Page 3 (4) Mounting of Piston and Connecting Rod
Edition 01
L23/30H
During this the connecting rod must be guided by
hand to ensure correct approach and landing on
the journal, see fig 3.
1 Connecting rod - Ident. No
Figure 4: .
Figure 3: .
Mounting of bearing cap

1) Mount the bearing cap with inserted lower shell
of the big-end bearing, using the guide pin, see
fig 4.
Note: The ident. No. on the connecting rod and on
the bearing cap must always be the same, see fig
4.
2) Lubricate threads and contact face of the con-
necting rod screws with copaslip, molycote
pasta or similar.
3) Mount the screws and tighten them slightly
using an open end spanner.
4) Slacken the tackle and dismount the eye screw/
shackle from the piston. Figure 5: .
1995.12.11.
MAN Diesel & Turbo
506-01.20 Work Card
Mounting of Piston and Connecting Rod Page 4 (4)
Edition 01
L23/30H
When installed on the piston the rings should be
Tightening of connecting rod screws pushed back and forth in the grooves to make sure
that they can move freely. It is also advisable to
1) Tighten the screws according to "Tightening insert a feeler gauge of adequate thickness
Procedure for Connecting Rod Screws", see between ring and groove.
working card 506-01.25.
Adequate clearance is present so the feeler gauge
can be moved all the way round.
Fitting of piston and scraper rings
To prevent gas leakage through coinciding ring
1) Piston rings should only be removed from and joints the piston rings should be turned into posi-
fitted to the piston by the use of a special tool, tions offsetting the ring joint 180° to each other.
the socalled piston ring opener.
If the rings are opened further than necessary there
is a risk of overstressing, which means that rings will
become permanently distorted and will not confirm
to the inner running surface of the cylinder.
The piston rings should be installed with the identifi-
cation mark, which is stamped into the ring close to
the ring joints, facing upwords, see working card
506-01.10 "Piston".
1 Joint pin for coil spring 2 Joint coil spring to be

placed opposite to ring
joint
3 Ring joint
Figure 6: .
Before fitting the coil spring loaded scraper ring, the

coil spring is dismantled from the ring by removal of
the joint pin. The coil spring is placed and assem-
bled in the ring groove. Then the scraper ring is fit-
ted in the groove in such a way that the ring joint is
approximately 180° offset to the spring joint.
Ascertain correct assembling by checking the back
clearance.The back clearance is sufficient when the
face of the ring is below the groove edge when the
ring is pressed against the bottom of the groove.
1995.12.11.
MAN Diesel & Turbo
Work Card 506-01.25
Page 1 (2) Hydraulic Tightening of Connecting Rod Screws
Edition 04
L23/30H

Shut-off starting air 52021 -
Shut off fuel oil
Short Description
Tightening procedure for connecting rod screws.
Check of connecting rod screws, tightening condi-
tion.

Piston, connecting rod, bearing 506-01.20
shells and bearing cap preassem-
bled
Related Procedure

Number : 2
Data
2000.07.10.
MAN Diesel & Turbo
506-01.25 Work Card
Hydraulic Tightening of Connecting Rod Screws Page 2 (2)
Edition 04
L23/30H
Hydraulic tightening of connecting rod

screws
1) Screw the studs pos. 3 down by hand into the
connecting rod body pos. 1.
2) Fit the upper part of the connecting rod pos. 2
and hold it with nuts pos. 4.
Note. Remember to fit the bearing shells (unless the
mounting is carried out for finish-machining).
3) Screw the studs to the bottom. Check the dis-
tance 81 from surface of upper part pos. 2 to
the end of the studs pos. 3 and hand-tighten
the nuts pos. 4.
4) Mount the hydraulic jacks pos. 5.
Note. Turn the thrust piece of the jack so that the
slots for the ball handle pos. 6 are unloaded when
pressurizing the jack.
5) Connect the jacks to the hydraulic system/
pumpby using the angle piece pos. 7.
6) Load the studs with the hydraulic pressure and
tighten the nuts with the ball handle pos. 6.
7) Relieve the tool pressure.
8) Re-apply the tool pressure.
9) Tighten the nuts again.
Note. Item 8 and 9 are carried out in order to elemi-
nate any harmful stresses.
10) If any clearance is still visible and the nut can be
turned, then repeat item 7, 8 and 9.
11) The pressure to be relieved and the tool to be
dismantled. Figure 1: Hydraulic tightening of connecting rod
2000.07.10.
MAN Diesel & Turbo
Work Card 506-01.30
Page 1 (3) In-situ Inspection of Connecting Rod Big-end Bearing
Edition 01
L23/30H

52006 224
Shut off fuel oil
Tool combination for tightening of connecting rod
Shut-off cooling oil screw, see working card 520-01.20
Short Description
In situ inspection and/or replacement of connect-
ing rod big-end bearing, dismounting and mount-
ing.

Open-end spanner, 24 mm
Fuel injection valve dismounted 514-01.10
Crankcase open
Top cover for cylinder head
removed
Related Procedure
Inspection of connecting rod big- 506-01.16
end bearing
Tightening and check and check 506-01.25
of connecting rod screws

Number : 1
Data
1996.07.22.
MAN Diesel & Turbo
506-01.30 Work Card
In-situ Inspection of Connecting Rod Big-end Bearing Page 2 (3)
Edition 01
L23/30H
Turning the piston in correct position Removal of bearing shells

1) Turn the crankshaft into a position allowing the 1) Dismount the bearing cap and bearing shell. For
connecting rod to be losened. use of guide pin, see working card 506-01.00.
2) Turn the crankshaft in a position allowing the 2) Lift the piston/connecting rod from the bearing
connecting rod bearing cap to be dismounted, journal.
see fig 1. Note: the piston/connecting rod should be lifted
further then, just to allow dismounting of the upper
bearing shell, see fig 2.
Figure 1: .
Dismounting of bearing cap

1) Remove the fuel injector.
2) Insert the long-eye bolt and screw it into the
thread hole in the piston, see fig 1.
3) Tighten it slightly by means of a tackle, see fig
1.
Figure 2: .
1996.07.22.
MAN Diesel & Turbo
Work Card 506-01.30
Page 3 (3) In-situ Inspection of Connecting Rod Big-end Bearing
Edition 01
L23/30H
While lowering the connecting rod, it must be gui-
Inspection of bearing shells ded by hand to ensure a correct approach and
landing on the journal, see fig 3.
1) Inspect the bearing shells, see working card
4) Lubricate the ends of the bearing shells with
506-01.16.
copaslip, molycote or simular.
Cleaning of components before mounting

Mounting of bearing cap
1) Clean all components, see working card
1) Mount the bearing cap with inserted lower big-
506-01.20.
end bearing shell, using the guide pin.
2) Lubricate threads and contact face of the con-
Mounting of upper bearing shells
necting rod screws with copaslip or similar.
1) The bearing shell is placed in the bore, the con-
3) Mount the screws and tighten them slightly
tact surfaces of the shells to be in parallel to the
using an open-end spanner.
contact surface of the connecting rod and the
bearing cap respectively. 4) Slacken the tackle and dismount the eye screw
from the piston crown.
2) Ascertain that the crank throw concerned is in a
position of approx 50 degrees before TDC.
Tightening of connecting rod screws
3) Coat the journal with clean lubricating oil and
lower the piston and connecting rod assembly 1) Tighten the screws according to "Tightening
slowly into correct landing on the journal. Procedure for Connecting Rod Screw", see
a Push
Figure 3: .
1996.07.22.
MAN Diesel & Turbo
Work Card 506-01.35
Page 1 (4) Inspection and Honing of Cylinder Liner
Edition 01
L23/30H

52006 511
Shut off cooling water 52006 606 275-300 mm
Shut off fuel oil
Short Description
Inspection and honing of cylinder liner with honing
brush.

Drilling machine 60 - 180 rpm
Piston and connecting rod is 506-01.00
removed Honing oil
Gas oil
Related Procedure
ing rod
Replacement of cylinder liner 506-01.40
Grinding of seal face on cylinder 506-01.45
head and cylinder liner

Number : 1
Data
1996.01.22.
MAN Diesel & Turbo
506-01.35 Work Card
Inspection and Honing of Cylinder Liner Page 2 (4)
Edition 01
L23/30H
Measurement of Cylinder Diameter Prior to the honing, deposits of coke and possible
wear edges in the top of the liner must be removed
While the piston is removed from the cylinder, the by scraping.
latter is measured to record the wear. The meas-
urements are taken by means of an inside microme- If the cylinder is of the flame ring type, the used
ter, with measuring points at TDC-position for flame ring has to be cleaned in water. Subse-
uppermost piston ring, halfway down and at the quently, the flame ring is remounted in the cylinder
bottom of the cylinder liner, see fig. 1. before carrying out the honing process.
Note: After the honing process has taken place the
used flame ring is discarded. A new flame ring is
always mounted in the cylinder when replacing a
piston ring.
Figure 1: .
The measurements should normally be taken

intransverse as well as in longitudinal direction.
When measuring, take care that the measuring tool
has the approximately same temperature as the
liner. When the wear of a cylinder liner exceeds the
value indicated on page 500.35, i.e. when it
becomes too troublesome to maintain satisfactory
service conditions, the cylinder liner in question
should be exchanged.
Honing the cylinder liner Figure 2: .

The renovation can be made either with dismantled
liner in the workshop or with liner mounted in the The honing is made by means of a flexhoner with
engine frame and by the use of the belonging fun- finess grains 80-120. A revolution speed between
nel. 80 and 160 rpm is chosen.
1996.01.22.
MAN Diesel & Turbo
Work Card 506-01.35
Page 3 (4) Inspection and Honing of Cylinder Liner
Edition 01
L23/30H
In order to achieve the required angle between the
honing grooves, see fig. 2, the vertical speed is
adjusted to about 1 m/sec. which corresponds to
about 2 sec. for one double movement (the flex
honer is lead from below up and down in 2 sec.)
The procedure is to be continued until the cylinder
wall is covered by honing grooves and the surface
has a slight matt appearance and without any signs
of glaze .
During the honing it is important to lubricate freely
with honing oil or cutting oil.
After the honing, the liner is carefully cleaned with
gas oil, and make sure that all abrasive particles
have been removed.
Figure 3: .
1996.01.22.
MAN Diesel & Turbo
506-01.35 Work Card
Inspection and Honing of Cylinder Liner Page 4 (4)
Edition 01
L23/30H
1996.01.22.
MAN Diesel & Turbo
Work Card 506-01.40
Page 1 (3) Replacement of Cylinder Liner
Edition 01
L23/30H

Shut off fuel oil
Short Description
Replacement of cylinder liner

Adjustable spanner
Cylinder head and piston/con-
necting rod dismantled, working
card 505-01.00 and 506-01.00
Related Procedure
ing rod
Grinding of seal face on cylinder 506-01.45
head and cylinder liner

Number : 2 50610 079 8/cyl.
50610 031 1/cyl.
50610 043 2/cyl.
Data See also -
Data for pressure and tolerance (Page 500.35) plate 50610
1996.07.01.
MAN Diesel & Turbo
506-01.40 Work Card
Replacement of Cylinder Liner Page 2 (3)
Edition 01
L23/30H
Tool 4) Attach a tackle hook to the eye nut or the wire

and the cross bar, and lift the liner out from the
Warning! engine frame and put it down onto wooden
supports.
Use original tool!
5) Clean all parts and inspect for damage and
wear according to the description. For meas-
Dismounting of cylinder liner urement of cylinder liner, see working card
1) Prior to mounting of the lifting tool and dis- 506-01.35.
mounting from the frame, it must be ensured
that the liner and frame have been marked to
match, for the sake of a possible remounting of
the liner, see fig 1.
Figure 2: .
Mounting of cylinder liner

1 Hole for charging air 2 Hole for roller guide 1) Check that the sealing surfaces on engine
house frame, cylinder liner, and sealing rings are per-
3 Marking scratch frame 4 Marking scratch liner fectly clean.
2) Mount the lifting tool, attach a tackle hook to
Figure 1: .
the eye nut or to the wire in the cross bar and
lift the liner.
2) Mount the lifting tool as shown, see fig 2.
3) Check that the O-ring grooves are clean. Mount
3) Turn the lifting eye nut to pull out the liner until the O-rings and lubricate with a little oil.
the upper edge of the liner lie aligned against
the copper protecting pieces of the cross bar. 4) Lower the cylinder liner carefully into the engine
frame.
1996.07.01.
MAN Diesel & Turbo
Work Card 506-01.40
Page 3 (3) Replacement of Cylinder Liner
Edition 01
L23/30H
When the first O-ring touches the sealing face, align
the liner so that the scratch mark on the liner flange
points to the scratch mark on the frame as illustra-
ted.
5) Mount the piston/connecting rod and cylinder
head according to working card 506-01.20 and
505-01.40.
1996.07.01.
MAN Diesel & Turbo
Work Card Grinding of Seal Face on Cylinder Liner and Cylinder 506-01.45
Page 1 (2)
Head Edition 01
L23/30H

Shut off fuel oil
Short Description
Grinding of seal face on cylinder liner and cylinder
head by hand, with grinding tools and grinding
pasta.

Grinding pasta
Cylinder head has been removed 505-01.00
from the engine
Cooling water guide jacket
removed
Related Procedure

Number : 1 50610 031 1/cyl.
Data
1995.12.11.
MAN Diesel & Turbo
506-01.45 Grinding of Seal Face on Cylinder Liner and Cylinder Work Card
Page 2 (2)
Edition 01 Head
L23/30H
General
Note: The grinding tool is used for both grinding the
groove in the liner flange (1) and the seating surface
on the cylinder head (2), see fig. 1.
Figure 3: .
Figure 1: .
3) After grinding, remove all traces of abrasive and
grinding compound.
4) When having ground the contact faces, it must
Grinding be observed that the gap between cylinder
1) Loosen the sealing ring in liner flange and take it head and liner is no less than 0,5 mm, that is,
out. the difference between measurements y and z
must not be less than 0,5 mm, see fig. 4.
2) Face-grind sealing groove in cylinder liner
flange, see fig. 2 and sealing surface on the cyl-
inder head, see fig. 3. With the use of grinding
pasta and the grinding tool.
Figure 4: .
Figure 2: .
To do so, move the tool back and forth and lift it out
from time to time, to allow the grinding compound
to distribute evenly.
1995.12.11.
MAN Diesel & Turbo
Work Card Dismounting of Piston and Cylinder Liner at Low 506-01.50
Page 1 (2)
Overhaul Height Edition 01
L23/30H

Shut-off starting air 52050 -
52006 094 2 pieces
Shut off fuel oil 52010 011 If necessary
Shut-off cooling oil Tool combination for dismounting of connecting
Stop lub. oil circulation rod screw, see working card 520-01.20
Short Description
Dismounting of piston, connecting rod and cylin-
der liner for inspection and/or overhaul

Inside micrometer (195 mm)
Cylinder head has been dismoun-
ted from the engine Feeler gauge, 0.15-0.20 mm
Crankcase open
Related Procedure
Separation of piston and connect-
ing rod
Inspection and honing of cylinder
liner

Number : 2
Data
2003.08.18.
MAN Diesel & Turbo
506-01.50 Dismounting of Piston and Cylinder Liner at Low Work Card
Page 2 (2)
Edition 01 Overhaul Height
L23/30H
Dismantling of piston at low overhaul

heights
1) Lift up the piston and the connecting rod
through the cylinder liner until the piston is clear
of the liner.
2) Mount the collar on the connecting rod, see
plate 52050, item no 045.
3) Place the piston with the collar on the cylinder
liner.
4) Mount pull-lifts on the collar.
If Then
the overhaul height is too dismount the piston from the
low to pull out piston and connecting rod, remove the
connecting rod in one piece piston and pull out the con-
necting rod by the pull-lifts
the overhaul height is suffi- remove the piston and con-
cient to pull out the piston necting rod by means of the
and the connecting rod in pull-lifts
one piece
Dismantling of cylinder liner at low

overhaul heights
1) Mount the normal lifting tool for cylinder liners.
2) Carefully pull the cylinder liner half-way out of
the frame.
3) Mount a special lifting tool for cylinder liners at
low overhaul heights, see plate 52050, item no
033.
4) Attach pull-lifts on the lifting tool for the cylinder
liner, see plate 52050, item no 033.
5) Take out the liner over the camshaft side.
2003.08.18.
MAN Diesel & Turbo
Plate
Page 1 (2) Piston and Connecting Rod (Hydraulic Tightened) 50601-35
L23/30H
720/750/900 RPM
093
103
081
438
115
127
019
044*
020*
032
056
139
355
068
152
164 140*
11.36 - ES0
MAN Diesel & Turbo
Plate
50601-35 Piston and Connecting Rod (Hydraulic Tightened) Page 2 (2)
L23/30H
720/750/900 RPM

Item Item
019 1/C Piston pin incl. Stempelpind inkl.

item No 020 pos. nr. 020
020* 4/C Socket screw Kraterskrue
032 2/C Retaining ring Sikringsring
044* 1/C Plug screw Propskrue
056 1/C Bush for Plejlstangs-

connecting rod bøsning
068 1/C Connecting rod Plejlstang inkl.

incl. item Nos pos. nr.
044, 056, 140, 152 044, 056, 140, 152
and 164 og 164
081 1/C Piston (KS) Stempel (KS)
093 1/C Piston ring Stempelring
127 1/C Oil scraper ring Olieskrabering
139 1/C Connecting rod Plejlstangs-

bearing 2/2, Miba leje 2/2, Miba
140* 1/C Plug screw Propskrue

stud bolt
164 2/C Nut Møtrik

bearing 2/2, Daido leje 2/2, Daido
438 1/C Piston (Samyong) Stempel (Samyong)
11.36 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder liner P50610-15
L23/30H
2013.04.25 - Tier II
MAN Diesel & Turbo
Plate
P50610-15 Cylinder liner Page 2 (2)
L23/30H
Item No. Qty Item designation Item No. Qty Item designation
018 1/C Cylinder liner

031 1/C Sealing ring
043 2/C O-ring
092 1/C Flame ring
When ordering spare parts, see also page 500.50/600.50.

2013.04.25 - Tier II
Camshaft
507/607
MAN Diesel & Turbo
Description 507.01
Page 1 (1) Camshaft and camshaft drive
Edition 01
L23/30H
General
The camshaft which controls the actuation of inlet
valves, exhaust valves and fuel injection pumps is
driven by a gear wheel on the crankshaft through an
intermediate wheel, and rotated by a speed which
is half of that of the crankshaft, see fig. 1.
The camshaft is located in a high level housing in
the engine frame.
The camshaft runs in replaceable, identical, steel-
backed bronze bushings fitted into borings of the
transverse girders in the housing.
The camshaft is built-up of sections, one for each
cylinder unit. Each section is equipped with fixed
cams for operation of fuel injection pump, air inlet
valve and exhaust valve. The sections are assem-
bled by bolting of the ample dimensioned and pre-
cision made flange connections, which also act as
bearing journals.
Except for the foremost and the aftmost ones, the
sections are identical and therefore interchange-
able. The foremost section is equipped with a
clutch for driving the fuel oil feed pump (if mounted).
The gear wheel for driving the camshaft as well as a
gear wheel connection of governor are screwed on
Figure 1: Intermediate wheel
the aftmost section.
The lubricating oil pipes for the gear wheels are
equipped with nozzles which are adjusted to apply
the oil at the points where the gear wheels are in
mesh. The position of the nozzles is determined by
direction of rotation of the engine.
1994.06.27
MAN Diesel & Turbo
Work Card 507-01.00
Page 1 (2) Check of camshaft and camshaft drive
Edition 01
L23/30H

Shut off fuel oil
Short Description
Checking of gear wheels, bolted connections and
lubricating system.

Allen key, 12 mm
Socket spanner, 19 mm
Related Procedure

Number : 1 50705 099 10/E
50705 146 6/E
50705 195 1/E
Data 50705 183 2/E
Data for pressure and tolerance (Page 500.35) 50705 205 2/E
Data for tightening torque (Page 500.40) 51106 237 1/C
Declaration of weight (Page 500.45) 51106 058 1/C
51106 693
1997.02.03.
MAN Diesel & Turbo
507-01.00 Work Card
Check of camshaft and camshaft drive Page 2 (2)
Edition 01
L23/30H
Camshaft and camshaft drive

1) Dismount the covers which give access to the
gear wheels, camshaft and crankcase.
2) Examine all gear wheels for cracks, wear and
de formations. While turning the engine to ena-
ble in spection allover the circumference of the
gear wheels.
3) Check all screws, nuts and bolted connections,
including locking devices everywhere in the gear
wheel housing, camshaft housing and crank
case to check that they have not worked loose.
Tightening torques, see page 500.40.
4) Examine all lubricating oil spray pipe nozzles.
5) Start the electrical lubricating oil pump and
check the oil flow everywhere. Be particularly
careful to check that the oil jet hits the gear
wheels correctly at the points where the wheels
mesh.
1997.02.03.
MAN Diesel & Turbo
Work Card 507-01.05
Page 1 (2) Inspection and replacement of camshaft bearing
Edition 01
L23/30H

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

Cover for camshaft and gear
wheel has been removed. Socket spanner, 19 mm
Feeler gauge
Big screw driver
Related Procedure
Camshaft and camshaft drive 507-01.00

Number : 2 50705 038 1/eng
50705 051 1/eng
Data
1995.01.09.
MAN Diesel & Turbo
507-01.05 Work Card
Inspection and replacement of camshaft bearing Page 2 (2)
Edition 01
L23/30H
To Check Roller Path of Cams

1) While turning the engine, examine the cam
discs and in particular, check the roller path of
all cams for cracks, crackles and ruffl e. Also
examine the rollers of the roller guide.
Note: If there are flat spots on the roller and if some
of the rollers may be blocked, the roller must be
replaced by a new one, please see working card
508-01.00.
To Check Camshaft Bearings

1) The wearing surface of the camshaft bearings
cannot be checked without dismounting the
camshaft. However, abnormal wear of one or
more bearings will become apparent in the form
of burrs of white metal at the circumference of 1 Camshaft bearing 2 Hole for lubricating oil
the camshaft journal, and in that case the bear- 3 Locating screw 4 Frame
ing will in no doubt be discoloured, as well.
Figure 1: .
The bearing clearance is measured with a feeler
gauge, please see data sheet 500.35.
Mount a new camshaft bearing in the bore and
make sure that the hole for insertion of the locating
To replace camshaft bearing screw in the bearing is in a correct position. Lock
1) If one or several of the camshaft bearings the bearing by means of the locating screw, which
should be replaced the camshaft must be is to be provided with a new gasket. To facilitate the
wholly or partly dismantled. fitting of the bearing it can be cooled down with
Dismount the fuel oil feed pump, if mounted Co2.
and check that the camshaft sections are Inspect the camshaft journal for seizures.
marked in relation to each other. Disassemble
If necessary, the camshaft section must be entirely
the camshaft aft (toward flywheel) of the bearing
removed from the engine, and the journal con-
that is to be replaced. Dismount all roller guides
cerned must be polished.
that are located forward of the disassembling
position, see working card 508-01.00 and Coat all the journals of the camshaft section with
508-01.05. clean lubricating oil and push the camshaft into
Pull the disconnected sections of the camshaft position, making sure that the marks on the flanges
so far a head that the bearing which is to be coincide.
replaced is free. Assemble the sections and fit the bolts (coated with
Take out the locating screw of the camshaft copaslip or similar).
bearing concerned and push the bearing out of
the bore in the engine frame, see fig. 1. Tighten the nuts with a torque spanner, see data
Check the lubricating oil ducts to the bearing for sheet 500.40.
free flow. Mount all roller guides as well as the fuel oil feed
pump.
1995.01.09.
MAN Diesel & Turbo
Work Card 507-01.20
Page 1 (4) Adjustment of camshaft for valve and injection timing
Edition 16
L23/30H

52010 011
Shut off fuel oil
Short Description
Adjustment of the injection timing

Depth gauge
Plastic hammer
Related Procedure

Duration in h : 2-5 Plate No. Item No. Quantity
Number : 1 50801 124 1 set/cyl
Data
2011.05.09. - Tier II
MAN Diesel & Turbo
507-01.20 Work Card
Adjustment of camshaft for valve and injection timing Page 2 (4)
Edition 16
L23/30H
Measure of fuel pump lead

1) Dismantle covers for fuel camshaft and fuel
pump and covers for gear wheel.
2) Check the mobility of the regulating device.
Turn engine to pos. cylinder No. 1 until the
cambase circle is reached (approx. 40° BTDC).
3) Position the support of the measuring tool on
the two bolts of the camshaft covering. Slip on
the distance sleeves and fasten to the cylinder
crankcase by means of hexagon nuts.
Note: During attaching, pay attention to the correct
fitting position of the contact point, see Fig. 1.
4) Insert the dial gauge into the support.
5) Set the dial gauge to "Zero".
6) Turn the engine until the TDC mark (ignition DC)
for the actual cylinder is reached.
Read the dial gauge and note down the gauge
value.
7) Determine the values for the other cylinders in
the same way. 1 Contact point 2 Lever
Calculate the average value of all measure- 3 Fixing screws and discs
ments. of enclosing cover used
8) Compare the calculated value determined with Figure 1: .

the value mentioned below.
9) If the values exceeds the limits, an adjustment Cylinder kW/cyl rpm Average
must be done in order to correct the errors, on value
the X-measure or reset the gear wheel, see fol-
5-6-7-8 130 720 See section
lowing text for changing "X"-measuring.
500, Descrip-
To get a consistent lifting values on the plunger/ 5-6-7-8 135 750 tion 500.35
combustion pressure on the different cylinders the 6-7-8 160 900
"X"-measure can be changed.
Table 1: Plunger lift (average value)
When changing “X” it must be ensured that the dis- Note: If several fuel oil pumps, roller guides, roller
tance between the upper edge of the roller guide
guide housings and/or camshaft sections are dis-
housing and the thrust piece on the roller guide is
mantled at the same time it is advisable to number
not exceeded, when the roller is resting on the cir-
the parts in order to facilitate remounting and
cular part of the fuel cam, please see description
adjustment.
500.35.
In all cases “X” must be checked and adjusted, if
necessary, when fuel oil pump, roller guide, roller
guide housing and/or camshaft section have been
replaced/dismantled.
2011.05.09. - Tier II
MAN Diesel & Turbo
Work Card 507-01.20
Page 3 (4) Adjustment of camshaft for valve and injection timing
Edition 16
L23/30H
After replacement of shims the thrust piece is
remounted, see fig 4, in the roller guide (4) with a
soft hammer (5).
Figure 2: .
The gear wheel is provided with an engraved scale,

see fig 2, and the hub of the cam shaft is provided
with a mark.
When the screws, which fasten the gear wheel, are "x" Measure "x" a Total height
loosened the gear wheel is turned (by turning the
crankshaft) in relation to the camshaft. Figure 3: .
If the crankshaft is turned in the engines normal
direction of rotation the injection timin is retarded
(closer to TDC).
If the crankshaft is turned against the engines nor-
mal direction of rotation the injection timing is
advanced (away from TDC).
After the adjustment the screws are fastened with a
torque wrench, please see description 500.40, and
secured.
The injection timing can be altered on each cylin- 1 Extractor 2 Thrust piece
ders by inserting or removing shims under the 3 Shims 4 Roller guide
thrust piece on the roller guide, thus changing the
measure “X”, see Fig 3. 5 Soft hammer
Thinner and/or fewer shims (increase of the dis- Figure 4: .

tance “X”) results in a retarded injection timing.
Thicker and/or more shims (reduction of the dis- 10) Remove the complete measuring tool.
tance “X”) results in an advanced injection.
11) Mount all camshaft covers.
If the distance “X” is to be changed the trigger (1) is
12) Plunger lift value, please see description
used for dismantling of the thrust piece (2), where-
500.35.
after the thickness and/or the number of shims (3)
can be changed.
2011.05.09. - Tier II
MAN Diesel & Turbo
507-01.20 Work Card
Adjustment of camshaft for valve and injection timing Page 4 (4)
Edition 16
L23/30H
Action Results
Total height on roller guide Distance "x" Injection timing Max combustion pressure
Increased ↑ Reduced ↓ Advanced ↑ Increased ↑
Reduced ↓ Increased ↑ Delayed ↓ Reduced ↓
2011.05.09. - Tier II
MAN Diesel
Plate
Page 1 (2) Intermediate Wheel 50701-01H
L23/30H
08028-0D/H5250/94.08.12
94.22 - ES0S
MAN Diesel
Plate
50701-01H Intermediate Wheel Page 2 (2)
L23/30H
Item Item
024 1/E Gear wheel, complete Tandhjul, komplet

incl. item 119, 120, 132, inkl. item 119, 120, 132,
144, 156 144, 156
048 1/E Axle journal Lejetap
061+ 3/E Fitted bolt Pasbolt
073+ 3/E Self locking nut Selvlåsende møtrik
119 1/E Gear wheel Tandhjul
132 1/E Bearing bush Lejebøsning
144 4/E Fitted bolt Pasbolt
156 4/E Self locking nut Selvlåsende møtrik
168 1/E Pipe Rør
181 6/E Locking plate Sikringsplade
193 2/E Gasket Pakning
203 1/E Connection piece Mellemstykke
215 2/E Securing washer Sikkerhedsskive
227 1/E Nipple plug Prop
239 1/E Pipe Rør
240 1/E Nipple plug Prop
252 1/E Connection piece Mellemstykke
276 1/E Cover Dæksel
288 6/E Screw Skrue
+ Item No. 061 and + Item nr. 061 og 073

073 require an indivi- kræver en individuel
dual matching, before tilpasning, før monte-
mounting, contact ring kontakt MAN B&W,
MAN B&W, Holeby Holeby
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Antal/E = Antal/Motor
94.22 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) Camshaft bearing P50704-03
L23/30H
2013.10.01 - Mk2
MAN Diesel & Turbo
Plate
P50704-03 Camshaft bearing Page 2 (2)
L23/30H
001 1/E Camshaft bearing

002 1/C Camshaft bearing
003 1/C+1 Guide screw 1)
004 1/C+1 Packing ring 1)
When ordering spare parts, see also page 500.50/600.50/Pref- Note Qty: 5 cyl. 6 pcs, 6 cyl. 7 pcs, 7 cyl. 8 pcs, 8 cyl. 9
1)
ace. pcs.
Qty/E = Qty/Engine
2013.10.01 - Mk2
MAN Diesel
Plate
Page 1 (2) Camshaft and Camshaft Bearing 50705-17H
L23/30H
08028-0D/H5250/94.08.12
05.24 - ES0
MAN Diesel
Plate
50705-17H Camshaft and Camshaft Bearing Page 2 (2)
L23/30H
Item Item
no Qty. Designation Benævnelse no Qty. Designation Benævnelse
026 4/E Camshaft ,aft/interme- Styreaksel agter/mel- 230 1/E Camshaft "aft" Styreaksel, agter
diate, 5 cyl. engine lem, 5 cyl. motor 7 cyl. engine 7 cyl. motor
038 1/E Camshaft "fore" Styreaksel "for" 242 1/E Camshaft "aft" Styreaksel, agter
5 cyl. engine 5 cyl. motor 8 cyl. engine 8 cyl. motor
051 1/E Camshaft bearing Styreakselleje 254 4/E Camshaft , intermed- Styreaksel mellem
iate, 6 cyl. engine 6 cyl. motor
063 Camshaft bearing Styreakselleje
5/E 5 cyl. engine 5 cyl. motor 266 5/E Camshaft , intermed- Styreaksel mellem
6/E 6 cyl. engine 6 cyl. motor iate, 7 cyl. engine 7 cyl. motor
7/E 7 cyl. engine 7 cyl. motor
8/E 8 cyl. engine 8 cyl. motor 278 6/E Camshaft , intermed- Styreaksel mellem
iate, 8 cyl. engine 8 cyl. motor
291 1/E Camshaft "fore" Styreaksel "for"
087 10/E Screw Skrue 6 cyl. engine 6 cyl. motor
099 10/E Spring washer Fjederskive 301 1/E Camshaft "fore" Styreaksel "for"
7 cyl. engine 7 cyl. motor
109 10/E Screw Skrue
313 1/E Camshaft "fore" Styreaksel "for"
110 Self locking nut Selvlåsende møtrik 8 cyl. engine 8 cyl. motor
40/E 6 cyl. engine 6 cyl. motor 325 1/E Camshaft complete, Styreaksel komplet,
52/E 7 cyl. engine 7 cyl. motor 6 cyl. eng. incl. item 6 cyl. motor inkl. item
66/E 8 cyl. engine 8 cyl. motor 109, 110, 122, 134, 146, 109, 110, 122, 134, 146,
158, 171, 183, 195, 205, 158, 171, 183, 195, 205,
122 1/E Hub Nav 229, 254, 291, 374 229, 254, 291, 374
134 6/E Screw Skrue 337 1/E Camshaft complete, Styreaksel komplet,
7 cyl. eng. incl. item 7 cyl. motor inkl. item
146 6/E Disc spring Fjederskive 109, 110, 122, 134, 146, 109, 110, 122, 134, 146,
158, 171, 183, 195, 205, 158, 171, 183, 195, 205,
158 1/E Guide ring Sikringsring 230, 266, 301, 374 230, 266, 301, 374
171 Screw Skrue 349 1/E Camshaft complete, Styreaksel komplet,

40/E 5 cyl. engine 5 cyl. motor 8 cyl. eng. incl. item 8 cyl. motor inkl. item
56/E 8 cyl. engine 8 cyl. motor 242, 278, 313, 374 242, 278, 313, 374
183 2/E Spring pin Fjedertap 350 Guide screw Styreskrue

195 1/E Coupling Kobling 7/E 6 cyl. engine 6 cyl. motor
205 2/E Screw Skrue 9/E 8 cyl. engine 8 cyl. motor
217 1/E Camshaft, complete Styreaksel komplet, 362 Packing ring Pakningsring
for 5 cyl. engine, incl. 5 cyl. motor, inkl. item 6/E 5 cyl. engine 5 cyl. motor
08028-0D/H5250/94.08.12
item 026, 038, 109, 110, 026, 038, 109, 110, 122, 7/E 6 cyl. engine 6 cyl. motor
122, 134, 146, 158, 171, 134, 146, 158, 171, 183, 8/E 7 cyl. engine 7 cyl. motor
183, 195, 205, 374 195, 205, 374 9/E 8 cyl. engine 8 cyl. motor
229 1/E Camshaft "aft" Styreaksel, agter 374 1/E Shaft Aksel
05.24 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Camshaft P50705-29
L23/30H
2013.10.01 - optimized - 6 cyl. enigne

MAN Diesel & Turbo
Plate
P50705-29 Camshaft Page 2 (2)
L23/30H
109 10/E Screw

110 40/E Self locking nut
122 1/E Hub
134 6/E Screw
146 6/E Disc spring
158 1/E Guide ring
171 30/E Screw
183 2/E Spring pin
195 1/E Coupling
205 2/E Screw
229 1/E Camshaft, aft
254 4/E Camshaft, intermediate
291 1/E Camshaft, fore
325 1/E Camshaft complete
374 1/E Shaft

ace.
Qty/E = Qty/Engine
2013.10.01 - optimized - 6 cyl. enigne

Operating gear
508/608
MAN Diesel
Description
Operating Gear for Valve and Fuel Injection Pumps 508.01
Page 1(1)
Edition 06H
L23/30H
Roller Guides
The fuel injection pumps and the rocker arms for inlet
and exhaust valves are operated by the cams, on the
camshaft through roller guides. The roller guides for Valve bridge Rocker arm
fuel pump, inlet and exhaust valves are located in
bores in a common housing for each cylinder, this
housing is bolted to the engine frame.
The roller runs on a bush fitted on a pin that is pres-

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

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

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

thrust shoe on the rocker arm and at the bottom
by a guide which rests in a spherical socket in the
cylinder head.
08028-0D/H5250/94.08.12
08.17 - ES0S
MAN Diesel & Turbo
Work Card 508-01.00
Page 1 (3) Inspection of valve roller guide
Edition 16
L23/30H

Shut off fuel oil
Short Description
Dismounting, inspection and/or overhaul and
mounting of valve roller guides. Inspection of roller
guide housing.

Top cover for cylinder head and
cover fuel injection pump Ring and open end spanner, 24 mm
removed. Socket spanner, 19 mm
Allen key, 3 mm
Allen key, 10 mm
Ratchet spanner
Hammer
Drift
Related Procedure
Inspection of fuel injection pump 508-01.05
roller guide
Control and adjusting of valve 508-01.10
clearance

Number : 1 50801 185 4/cyl
50801 220 2/cyl
50801 232 1/cyl
Data
2012.06.11.
MAN Diesel & Turbo
508-01.00 Work Card
Inspection of valve roller guide Page 2 (3)
Edition 16
L23/30H
Dismounting of roller guide 5) Dismount the screws (3) which secure the roller
guide top cover, take off the cover lift out the
1) Turn the engine so that the roller, rests on the roller guide (5).
circular part of the cam. Disconnect any pipes that may be in the way
2) Unscrew the nuts which secure the rocket arm (lub. oil and fuel oil pipes).
brackets, and lift off the rocker arm with brack- 6) If the roller guide housing is to be dismantled,
ets. 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 disman-
tled with the roller guides fitted.
7) If the event of any marks or scores from seiz-
ures, these must be polished away.
8) Inspect the spherical stud for deformations
(replace as necessary).
Examine the surface of the roller for marks and
other deformations.
Make sure that there is free rotation between
the roller and the bush and the shaft pin, and
replace the bush, if necessary.
Replacement of roller, bush and shaft pin

1) Remove the lock screw which secures the roller
guide shaft pin and push out the shaft pin.
The roller, shaft pin, and bush can now be
replaced as required.
2) Blow through the lubricating ducts in roller
guide and roller guide housing, and clean the
lubricating grooves.
1 Push rod 2 Protecting tube
3 Screw 4 Top cover Mounting of roller guide
5 Roller guide housing 6 Roller guide 1) When assembling the parts, which is carried out
in the reverse order to the above care must be
Figure 1: .
exercised not to damage the o-rings when
mounting the proctecting tube.
3) Remove the push rods (1), see fig 1.
2) Adjusting of valve clearance, see working card
4) Loosen the lock screw for the push rod protect- 508-01.10.
ing tube, see plate 50801, item 207, on the
roller guide top cover (4) and lift up and remove 3) When the roller guide housing (6) has to be
the protecting tube (2). replaced into a new part, special care should be
done at the mounting. Check the contact sur-
2012.06.11.
MAN Diesel & Turbo
Work Card 508-01.00
Page 3 (3) Inspection of valve roller guide
Edition 16
L23/30H
face between each cam and roller to give a
smooth rolling motion. Especially the alignment
of center line between camshaft and roller guide
housing is very importent and has to be done
correctly. Otherwise the roller guide and cam
will fail.
2012.06.11.
MAN Diesel & Turbo
Work Card 508-01.05
Page 1 (2) Inspection of fuel injection pump roller guide
Edition 04
L23/30H

Shut off fuel oil
Short Description
Dismounting, inspection and/or overhaul and
mounting of roller guide for fuel injection pump.

Allen key, 3 mm
Cover for fuel injection pump
removed Hammer
Fuel injection pump has been 514-01.05 Drift
removed
Related Procedure
Adjustment of camshaft for valve 507-01.20
and injection timing

Number : 1
Data
2013.02.13.
MAN Diesel & Turbo
508-01.05 Work Card
Inspection of fuel injection pump roller guide Page 2 (2)
Edition 04
L23/30H
Dismounting of roller guide Replacement of roller, bush and shaft pin

1) Remove the lock screw which secures the roller
1) Remove the support ring (1) and spring (2) and guide shaft pin and push out the shaft pin.
take up the roller guide (3), see fig 1. The roller, shaft pin, and bush can now be
replaced as required.
2) Blow through the lubricating ducts in roller
guide and roller guide housing, and clean the
lubricating grooves.
Mounting of roller guide

1) When assembling the parts which is carried out
in the reverse order.
2) For adaption of the thrust piece of the roller
guide, see working card 507-01.20.
3) When the roller guide housing has to be
replaced into a new part, special care should be
done at the mounting. Check the contact sur-
face between each cam and roller to give a
smooth rolling motion. Especially the alignment
of center line between camshaft and roller guide
housing is very importent and has to be done
correctly. Other wise the roller guide and cam
1 Support ring 2 Spring will fail.
3 Roller guide
Figure 1: .
Inspection of roller guide

1) If the event of any marks or scores from
sezures, these must be polished away.
2) Inspect the spherical stud for deformations
(replace as necessary).
Examine the surface of the roller for marks and
other deformations.
Make sure that there is free rotation between
the roller and the bush and the shaft pin, and
replace the bush if necessary.
2013.02.13.
MAN Diesel & Turbo
Work Card 508-01.10
Page 1 (3) Control and adjustment of valve clearance
Edition 01
L23/30H

Shut-off starting air 52008 022 Exhaust
52008 010 Inlet
Shut off fuel oil
Short Description
Control and/or adjusting of valve clearance.

Cover for rocker arm are removed
All indicator valves open Big screw driver
Related Procedure

Number : 1 See plate -
50502
Data
1996.09.16.
MAN Diesel & Turbo
508-01.10 Work Card
Control and adjustment of valve clearance Page 2 (3)
Edition 01
L23/30H
Adjusting of inlet valve clearance

1) Turn the engine so that the roller, rests on the
circular part of the cam, i.e. the inlet valves and
the exhaust valves are closed.
2) Loosen the adjustment screws on valve bridge
and rocker arm, see fig. 1.
Figure 2: .
8) Check that the clearance is correct simultane-

ously at both valve spindles.
Adjusting of exhaust valve clearance

1) Carry out adjusment in the same way as deseri-
Figure 1: .
bed for the inlet valves, but using the feeler
gauge for exhaust valve clearance 0,90 mm.
3) Clearance between valve bridge and valve spin-
dle, see page 500.40. 2) The feeler gauges for checking the clearance
have two gauges which are marked "incorrect"
4) Place the feeler gauge marked with "correct" and "correct", the latter to be used when
0.50 mm above the valve spindle nearest to the adjusting the valve clearance, see fig. 3.
rocker arm bracket, see fig. 1.
After tightening up the counter nuts on rocker arms
5) Adjust the clearance between valve bridge and and valves bridge, be sure that the feeler gauges
valve spindle by means of the adjustment screw marked "correct" can be inserted into the two clear-
on the rocker arm (above the push rod) and ances simultaneously as where it must not be pos-
tighten the lock nut. sible to insert the gauges marked "incorrect".
The feeler gauge is to remain in this position
when adjusting the clearance of the other valve.
6) Place another feeler gauge, at the same size
0.50 mm above the other valve spindle, see fig.
2.
7) Adjust the clearance between valve bridge and
valve spindle by means of the adjusment screw
on the valve bridge, and tighten the lock nut,
see fig. 2.
1996.09.16.
MAN Diesel & Turbo
Work Card 508-01.10
Page 3 (3) Control and adjustment of valve clearance
Edition 01
L23/30H
Figure 3: .
1996.09.16.
MAN Diesel
Plate
Page 1 (2) Roller Guide and Push Rods 50801-07H
L23/30H
08028-0D/H5250/94.08.12
08.16 - ES0
MAN Diesel
Plate
50801-07H Roller Guide and Push Rods Page 2 (2)
L23/30H
Item Item
016+ 1/C Housing for Hus for 315 1/C Valve gear complete, Ventilbevægelse
roller guides rullestyr as shown on plate komplet, som vist på
50801 except item plate 50801 undtagen
028 1/C Roller guide for Rullestyr for pumpe 161, 173, 185, 220, 232, item 161, 173, 185, 220,
pump 244, 256, 303 232, 244, 256, 303
041 3/C Pin Tap
053 3/C Bush Foring + Item No 016 require + Item nr. 016 kræver
an individual match- en individuel tilpasning
065 3/C Roller Rulle ing before mounting, før montering, kontakt
contact MAN Diesel MAN Diesel
077 3/C Lock screw Pinolskrue
089 1/C Thrust pin Tryktap
090 1/C Washer for spring Skive for fjeder
100 1/C Spring Fjeder
124 1/C Washer Skive
136 2/C Screw Skrue
148 2/C Ball pin Kugletap
161 8/C Washer Skive
173 2/C Protecting tube Skærmrør
197 2/C Cover Dæksel
207 2/C Lock screw Pinolskrue
219 4/C Screw Skrue
220 2/C Gasket Pakning
232 1/C Gasket Pakning
244 2/C Guide pin Styrestift
256 8/C Screw Skrue
281 2/C Roller guide for Rullestyr for ventil

valve
08028-0D/H5250/94.08.12
293 2/C Push rod Stødstang
303 2/C Push rod comp., incl. Stødstang komplet, inkl.

item 268 and 293 item 268 og 293
08.16 - ES0
Control/safety
509/609
MAN Diesel
Description 509.01
Page 1 (2) Control and Safety Systems Edition 01H
L23/30H
Governor Should a fuel pump plunger seize in its barrel, thus
blocking the regulating guide, governing of the re-
The engine speed is controlled by a hydraulic go- maining fuel pumps may continue unimpede owing
vernor. The purpose of the governor is to regulate to the spring-loaded linkage between the blocked
the rate of delivery from the fuel pumps, so that the pump and the regulating shaft.
engine speed is kept within certain limits, indepen-
ding on the load.
Stop Screw for Max. Delivery Rate
Information about the design, function and operation
of the governor is found in the special governor The bracket for stop cylinder/limiting cylinder is fitted
instruction book. with a stop screw which prevents the fuel pumps
from being set to a higher delivery rate than what
The governor is mounted on the flywheel end of corresponds to the permissible overload rating.
the engine and is driven from the camshaft via a
cylindrical gear wheel and a set of bevel gears. This is effected by the arm on the regulating shaft
being stopped by the stop screw, see fig. 1.
Pick-up for Engine RPM

Mechanical Overspeed (SSH 81)
The pick-up for transfer of signal to the tachometer
instrument for engine RPM is mounted on the flywheel The engine is protected against overspeeding in the
end cover of the engine. event of, for instance, governor failure by means of
an overspeed trip.
A signal varying proportionally to engine RPM is
created in the pick-up by the rotating toothed im- The engine is equipped with a stopping device
pulse wheel mounted on the camshaft end. which starts to operate if the maximum permissible
revolution number is exceeded.
Pick-up for Turbocharger RPM The overspeed tripping device is fitted to the end
cover of the lubricating oil pump and is driven
See turbocharger instruction book, section 512. through this pump.
If the pre-set tripping speed is exceeded, the spring-

Regulating Shaft loaded flyweight (1), see fig. 1, will move outwards
and press down the arm (2).
The governor movements are transmitted through a
spring-loaded pull rod to the fuel pump regulating The arm is locked in its bottom position by the lock
shaft which is fitted along the engine. pin (3) which is pressed in by the spring (4).
The spring-loaded pull rod permits the governor to At the same time the arm (2) presses down the
08028-0D/H5250/94.08.12
give full deflection even if the stop cylinder of the spindle (5), and the pneumatic valve (6) opens,
manoeuvring system keeps the fuel pump regulating whereby compressed air will be led to the Lambda
shaft at "no fuel" position. cylinder, see description 509.10, in which the piston
is pressed forward and, through the arm, turns the
Each fuel pump is connected to the common, lon- fuel pump regulating rod to STOP position, thereby
gitudinal regulating shaft by means of a two-piece, the engine stops, the spring-loaded pull rod con-
spring-loaded arm. nection to the governor being compressed.
96.38 - ES0S-G
MAN Diesel
509.01 Description
Edition 01H
Control and Safety Systems Page 2 (2)
L23/30H
The engine can be stopped manually by pressing
down the button (7), see fig. 1, which will activate the
spring-loaded fly weight (1) through the lever (8).
If the overspeed has been activated the overspeed

must be reset before the engine can be started.
Reset is done by means of the button (10).
The overspeed alarm (SAH 81) is activated by means

of the micro switch (9).
3 8
1
2 5
1
1. Flyweight
2. Arm
3. Lock pin
9
4. Spring
5. Spindle
6. Pneumatic valve
Normal Overspeed
poisition activated 7. Button
8. Lever
9. micro switch
10. Button
2 5 3 4 10 10
Fig 1. Mechanical overspeed (SSH 81).

08028-0D/H5250/94.08.12
96.38 - ES0S-G
MAN Diesel & Turbo
Description 509.05
Page 1 (3) Instruments and automatics
Edition 02
L23/30H
Main instrument panel The instrument panel is mounted flexibly on rubber

elements and all manometer connections are con-
As standard the engine is equipped with an instru- nected to the panel by means of flexible hoses, as
ment panel, comprising instruments for visual indi- shown on fig. 2.
cation of the most essential pressures. Illustrated on
fig. 1.
1 Flexible hose 2 Rubber element

3 Valves 4 Push button
Figure 1: Layout of instrument panel Figure 2: Cross section of instrument panel
On the engine is as standard mounted an instru- The connecting pipes to the manometers are equip-
ment panel. ped with valves which make it possible to replace
the manometers during operation.
The following incorporating pressure gauges for the
most essential pressures. In the charging air and nozzle oil piping damping fil-
ters are inserted for levelling out pressure fluctua-
Pressure gauge for:
tions.
PI 01 LT fresh water, inlet to air cooler
PI 10 HT fresh water, inlet engine Instrumentation
PI 21/22 Lubricating oil, inlet/outlet to filter As standard the engine is supplied with the follow-
ing thermometer mounted local on the engine:
PI 23 Lubricating oil, inlet to turbocharger
PI 31 Charge air, outlet from cooler TI 01 LT water - inlet air cooler
PI 40 Fuel oil, inlet to engine TI 02 LT water - outlet from air cooler
PI 50 Nozzle cooling oil, inlet to fuel valves TI 03 LT water - outlet from lub. oil cooler
Switch for PI 21/22 TI 10 HT fresh water - inlet to engine

TI 11 HT fresh water - outlet each cylinder
2013.09.26
MAN Diesel & Turbo
509.05 Description
Instruments and automatics Page 2 (3)
Edition 02
L23/30H
TI 20 Lubricating oil - inlet to cooler Leakage alarm (LAH 42)

TI 22 Lubricating oil - outlet from filter Waste and leak oil from the comparement, for the
TI 30 Charge air - inlet to cooler injection equipment, fuel valves, high-pressure
pipes and engine feed pump (if mounted) is led to a
TI 31 Charge air - outlet from cooler fuel leakage alarm unit.
TI 40 Fuel oil - inlet to engine
TI 51 Nozz. cool. oil - outlet from fuel valves
TI 60 Exhaust gas - outlet each cylinder
TI 61 Exhaust gas - outlet turbocharger
The actual number of the instrumentation for the

plant can be seen on the diagrams for the specific
plant in the sections 512-513-514-515-516. For
code identification see 500.20.
Pressostates and thermostates

The engine is supplied with a number of alarm- and
shutdown functions. The alarms shall via the alarm
panel worn against an abnormal working condition,
which can lead to break down and the shutdown
functions shall stop the engine before a break
down. I.e. a shutdown is "worse" than an alarm
because a shutdown is given if the engine could be
severe damage by running on these conditions.
As standard the engine is equipped with:
▪ Shutdown 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
Figure 3: Fuel oil leakage alarm
alarm)
– too high press. drop across lub. oil filter The alarm unit consists of a box with a float switch
– too high HT FW temperature - outlet engine for level monitoring, see fig. 4.
– too low starting air pressure - inlet engine The supply fuel oil to the engine is led through the
– too high engine speed (overspeed) unit in order to keep heated up, thereby ensuring
free drainage passage even for high-viscous waste/
The actual number and type of the alarm- and shut- leak oil.
down switches for the plant can be seen in the list
"Engine Automatic part list" in this section. Under normal conditions there will always be a
smaller amount of waste/leak oil from the compare-
ment, this will be led out through the bore "A" in the
pipe "B" as illustrated.
2013.09.26
MAN Diesel & Turbo
Description 509.05
Page 3 (3) Instruments and automatics
Edition 02
L23/30H
In case of a larger then normal leakage, the level in
the box will rise and the level switch "C" will be acti-
vated. The larger amount of leak oil will be lead out
through the top of the pipe "B".
Alarm for prelubricating (LAL 25)

Alarm for missing prelubricating, when the engine is
stopped is given by means of a level switch (LAL
25) mounted in the main lubricating oil pipe.
Alarm and shutdown for overspeed

When the mechanical overspeed is activated, see
509.01 fig. 2, a micro-switch will release the alarm
for overspeed (SAH 81) and activate the shutdown
solenoid in the governor.
The latter function is a back-up for the mechanical
overspeed.
2013.09.26
MAN Diesel
Description
Lambda Controller 509.10
Page 1 (2)
Edition 09H
L23/30H
Purpose Thus the solenoid valve (4) opens. The jet system is
activated, the turbocharger accelerates and increases
The purpose with the lambda controller is to prevent the charge air pressure, thereby pressing the piston
injection of more fuel in the combustion chamber than (3) backwards in the lambda cylinder (5). When the
can be burned during a momentary load in-crease. lambda ratio is satisfactory, the jet system will be
This is carried out by controlling the relation between de-activated.
the fuel index and the charge air pressure.
At a 50% load change the system will be activated
The Lambda controller is also used as stop cylin- for about 3-8 seconds.
der.
If the system is activated more than 10 seconds,
the solenoid valve will be shut off and there will be
Advantages a remote signal for "jet system failure".
The lambda controller has the following advan-

tages: Fuel oil limiting during start procedure
- Reduction of visible smoke in case of sud- During the start procedure the lambda controller is
den momentary load increases. used as an index limiter.
- Improved load ability. Hereby heavy smoke formation is prevented during

start procedure and further the regulating device
- Less fouling of the engine's exhaust gas cannot over-react.
ways.
- Limitation of fuel oil index during starting Air Consumption

procedure.
At 50% step load the air consumption will be as
follows:
Principles for functioning
Figure 1 illustrates the controller's operation mode. Cyl. no. 5 6 7 8

In case of a momentary load increase, the regulat-
ing device will increase the index on the injection Nm3 0.70 0.84 0.98 1.12
pumps and hereby the regulator arm (1) is turned,
the switch (2) will touch the piston arm (3) and be
pushed downwards, whereby the electrical circuit
will be closed.
08028-0D/H5250/94.08.12
04.15 - ES0-G
MAN Diesel
509.10 Lambda Controller Description

Page 2 (2)
Edition 09H
L23/30H
1. Regulating arm
2. Switch (Pick-up)
3. Piston
4. Solenoid valve
5. Lambda controller
6. Overspeed device
(mecanical activated 3/2 valve)
5 Charge air
receiver
3
2
1
~
4 Engine's
compression
air system
Fig 1 Lambda controller incl. start limitation
04.15 - ES0
MAN Diesel & Turbo
Description
Starting Box 509.35
L23/30H
Description Engine / Turbocharger RPM
The starting box is mounted on the engine's control By activating the "Engine RPM/TC RPM" button, the
side. On front of the box there are the following in- indication is changed.
dications/pushbuttons:
Engine RPM indication is green light-emitting diodes
– Indication of engine or turbocharger RPM and turbocharger RPM indication is red light-emitting
– Indication of electronic overspeed diodes.
– Pushbutton for "Manual Start"
– Pushbutton for "Manual Stop" External Indications
– Pushbutton for "Remote" *
– Pushbutton for "Local" * There are output signals for engine RPM and tur-
– Pushbutton for "Blocking" * bocharger RPM.
– Pushbutton for change-over between engine Engine: 0 - 1200 RPM ~ 4-20 mA
and turbocharger RPM TC: 0 - 60000 RPM ~ 4-20 mA
* The function chosen is indicated in the pushbutton. The pushbuttons for "Remote", "Local" and "Blocking"
See fig. 1. have potential free switches for external indication.
Manual Start All components in the starting box are wired to the
built-on terminal box.
The engine can be started by means of the start
button, but only if the button "Local" is activated.
The manual, local start is an electrical, pneumatic

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

diesel engine exceeds 110 RPM. If the start button is
disengaged before the diesel engine has exceeded
110 RPM, further starting cycles are blocked, until
5 sec. after the engine is at standstill.
Remote Start
Remote start can only take place if the pushbutton

for "Remote" is activated.
Manual Stop
The "Manual Stop" button is connected to the stop

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

the diesel engine.
Fig 1 Starting box.
12.01 - ES1
MAN Diesel
Description 509.40
Page 1 (1) Converter for Engine- and Turbocharger RPM Signal Edition 01H
L23/30H
Engine RPM signal The "engine run" signals will be given through a relay.
One for synchronizing and one for start/stop of pre.
For measuring the engine's RPM, a pick-up mounted lub. oil pump or alarm blocking at start/stop.
on the engine is used giving a frequency depending
on the RPM. To be able to show the engine's RPM
on an analogue tachometer, the frequency signal Safe start
is sent through an f/I converter (frequency/current
converter), where the signal is transformed into a When the safe start signal is activated the engine
proportional 4-20 mA ~ 0-1200 RPM signal. can start. When the engine reach 140 RPM the air
starter will be shut-off.
Further, the converter has following signals:
Further, the safe start signal is a blocking function
- overspeed for the air starter during rotation.
- engine run
- safe start
- tacho fail Tacho fail
The tacho fail signal will be on when everything

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

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

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

RPM + 10 seconds the converter gives a "engine
run" signal.
The engine run signal will be deactivated when

the speed is 640 RPM. If the engine speed haven't
been over 710 RPM the signal will be deactivated
at 200 RPM. Fig 2. Converter for TC RPM.
96.30 - ES2S-G
MAN Diesel & Turbo
Work Card Functional test and adjustment of safety, alarm and 509-01.00
Page 1 (2)
monitoring equipment Edition 01
L23/30H

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

See "Related procedure"
Related Procedure
Overspeed trip 509-01.05
Pressostate 509-05.00
Thermostate 509-05.01
Level switch (LAL 25) 509-05.02
Analog pressure transmitter 509-05.03
Analog temperature transmitter 509-05.04

Duration in h : - Plate No. Item No. Quantity
Number : -
Data
2003.08.04 - ES0
MAN Diesel & Turbo
509-01.00 Functional test and adjustment of safety, alarm and Work Card
Page 2 (2)
Edition 01 monitoring equipment
L23/30H
Health Risk!
Warning!
Health Risk!
Due to vibrations during engine operation, espe-
cially in awkward positions!
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 the
shutdown and overspeed devices, are functioning
100%.
If some of these functions are out of operation, they
have to be repaired immediately. If this is not possi-
ble because of the present working situation, the
engine has to be under constant observation until it
can be stopped.
It is recommended that all functions are tested
every three months according to the mentioned
working cards.
The extent of the alarm and and safety functions is
variable from plant to plant.
For check these functions, use the working cards
mentioned under related procedure on page 1.
Alarm system
It is important that all alarms lead to prompt investi-
gation and remedy of the error.
No alarm is insignificant. It is therefore important
that all engine crew members are familiar with and
well trained in the use and importance of the alarm
system.
The most serious alarms are equipped with slow-
down and/or shutdown functions.
2003.08.04 - ES0
MAN Diesel & Turbo
Work Card 509-01.05
Page 1 (2) Functional test and adjustment of overspeed trip
Edition 01
L23/30H

Shut off fuel oil
Short Description
Functional test and adjustment of overspeed trip

Functional test and adjustment of safety alarm and
monitoring equipment 509-01.00
Related Procedure

Number : 1
Data
1996.01.15 - ES0
MAN Diesel & Turbo
509-01.05 Work Card
Functional test and adjustment of overspeed trip Page 2 (2)
Edition 01
L23/30H
Health Risk! Adjustment of overspeed trip

Warning! 3) Remove both covers on the housing of the
overspeed tripping device, see fig. 1.
Health Risk! Turn the engine until the adjusting screw is opposite
Due to vibrations during engine operation, espe- the opening on the side of the housing. Now loosen
cially in awkward positions! the lock screw and turn the adjusting screw, using
the tubular pin spanner supplied, see fig. 2.
Description
1) The engine is run up manually, (on governor
"synchronizer") and at no load, while watching
the tachometer.
On reaching the revolution number indicated on
page 500.30 or in "Test Report", the overspeed
tripping device must function, thus actuating the
stop cylinders. The fuel injection pump control rods
are now moved to zero index, and the engine
stops.
2) If the overspeed divice trip at a revolution num-
ber different from that stated on page 500.30 or
in the "Test Report" the overspeed device must
be adjusted. Adjustment of Overspeed Trip.
Figure 2: .
Turn the adjusting screw outwards (slacken fly-

weight spring) to reduce the revolution number. Be
careful not to screw the adjusting screw so far out
that it may touch the release arm. Tighten the lock
screw and test the overspeed device again.
4) Refit the covers when the overspeed device
functions at correct revolution number.
5) The overspeed device can be tested manually
by depressing the button on top af the hous-
ing,see fig. 1. This will activate the flyweight and
the arm for release of the air valve for the stop
cylinders and the engine should thus stop. (This
test must also be carried out without load).
6) It is recommended now and then, while the
engine is at a standstill, to move the flyweight
by means of the push button to ensure that the
Figure 1: . flyweight can always move with sufficient ease.
1996.01.15 - ES0
MAN Diesel & Turbo
Work Card 509-05.00
Page 1 (3) Adjustment and test of ON/OFF pressostate
Edition 01
L23/30H

Shut off fuel oil
Short Description
Adjustment and test of on/off pressostate. (lub. oil,
fuel oil, water etc.).

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

Number : 1
Data
1996.01.15
MAN Diesel & Turbo
509-05.00 Work Card
Adjustment and test of ON/OFF pressostate Page 2 (3)
Edition 01
L23/30H
Adjustment
1) When the pressostate cover is removed and
locking screw pos. 5, fig 1 is loosened, the
range can be set with the spindle pos. 1 while
at the same time the scale pos. 2 is read.
1 Range spindle 2 Range scale 1 Trial flange 2 Drain screw

3 Differential spindle 4 Differential scale 3 Valve
5 Locking screw
Figure 2: .
Figure 1: .
4) Remove the screw pos. 2.
2) In pressostates having an adjustable differential, 5) Mount the testing pump on the trial flange pos.
the spindle pos. 3 must be used to make the 1.
adjusment. The differential obtained can be
read directly on the scale pos. 4.
Alarm for Falling Pressure
Set points, see page 500.30.
6) Pump up the pressure until the switch has
changed. The pressure will slowly be relieved
Test and it must be checked that the switch change
It is possible to make a functional test of the pres- back to the pressure stated as the alarm point.
sure switch. This is to be carried out according to
the following procedure. Alarm for Rising Pressure
3) Shut off system pressure with the valve pos 3, 7) Pump up the pressure until the switch changes,
fig 2. and check that it happens at the stated alarm
point.
1996.01.15
MAN Diesel & Turbo
Work Card 509-05.00
Page 3 (3) Adjustment and test of ON/OFF pressostate
Edition 01
L23/30H
8) After the final check and adjustment, remove
the testing pump, mount the screw pos 2 and
open the valve pos 3.
1996.01.15
MAN Diesel & Turbo
Work Card 509-05.01
Page 1 (2) Adjustment and test of ON/OFF thermostate
Edition 01
L23/30H

Shut off fuel oil
Short Description
Adjustment and test of on/off thermostate. (lub.oil,
fuel oil, water etc.).

ment
Related Procedure

Number : 1
Data
1996.06.24
MAN Diesel & Turbo
509-05.01 Work Card
Adjustment and test of ON/OFF thermostate Page 2 (2)
Edition 01
L23/30H
Adjustment Alarm for falling temperature

1) When the thermostate cover is removed and 6) Raise the temperature until the switch has
locking screw pos. 5, fig 1 is loosened, the changed.
range can be set with the spindle pos. 1 while Then the temperature must slowly be reduced, and
at the same time the scale pos. 2 is read. check that the switch changes back at the temper-
ature stated in the list page 500.30.
Alarm for rising temperature

7) Raise the temperature until the switch changes
and check that is happens at the stated alarm
points.
8) Adjust if necessary.
9) The sensor is mounted again.
1 Range spindle 2 Range scale

2 Differential spindle 4 Differential scale
5 Locking screw
Figure 1: .
2) Thermostates having an adjustable differential,

the spindle pos. 3 can be used while the scale
pos. 4 is read.
Set points, see page 500.30
Test
3) The funcional test of the thermostate is to be
carried out according to the following proce-
dure.
4) Take out the sensor of the pocket.
5) Test the sensor in a water bath, where the tem-
perature can be controlled.
1996.06.24
MAN Diesel & Turbo
Work Card 509-05.02
Page 1 (2) Function and test of level switch (LAL 25)
Edition 01
L23/30H

Shut off fuel oil
Short Description
Function and test of level switch, LAL 25, in lubri-
cating oil system.

ment
Related Procedure

Number : 1
Data
1991.01.14
MAN Diesel & Turbo
509-05.02 Work Card
Function and test of level switch (LAL 25) Page 2 (2)
Edition 01
L23/30H
Description
The level switch LAL 25, which is mounted on the
main lubricating oil pipe of the engine, gives alarm
for missing prelubricating oil.
Function
1) By starting the prelubricating oil pump the main
lubricating oil pipe will be filled with lubricating
oil, which means that the level switch is lifted
and the alarm is disconnected.
2) When the prelubricating is interrupted, the lub.
oil will run out of the system through the bear-
ings, which means that level switch is lowered
and the alarm starts.
Test
The test is carried out when the engine is stopped.
3) Start the lubricating oil pump, and let the pump
run about 5 min.
4) Stop the prelubricating oil pump. The alarm
must be released after 0 - 5 min., depending of
the oil viscosity.
1 Vent pipe 2 Level switch

3 Main lubricating oil pipe
Figure 1: .
1991.01.14
MAN Diesel & Turbo
Work Card 509-05.03
Page 1 (2) Adjustment and test of analogous pressure transmitter
Edition 01
L23/30H

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

safety alarm and mounting equip- Testing pump
ment
Related Procedure

Number : 1
Data
1991.10.07
MAN Diesel & Turbo
509-05.03 Work Card
Adjustment and test of analogous pressure transmitter Page 2 (2)
Edition 01
L23/30H
Description 5) Mount the testing apparatus on the trial flange

pos. 1. and pump on a pressure within the
The pressure transmitter registers the actual pres- working area of the transmitter.
sure and marks the change to an electrical signal,
which adjusts the pressure. If the alarm plant has an instrument unit, the pres-
sure can be read on this. Other wise the test can be
carried out by watching if the alarm plant gives any
alarm, when the alarm limit which is stated on page
500.30 is exceeded (if the alarm plant is adjusted).
6) The screw pos. 2 is mounted, and the valve
pos. 3. is opened after the test is finished.
1 Trial flange 2 Drain screw

3 Valve
Figure 1: .
Adjustment
1) The pressure transmitter shall not be adjusted,
but the alarm limit must be set on the alarm
plant. Kindly see the instruction book for the
alarm plant.
Set points, see page 500.30.
Test
2) It is possible to make a functional test of the
pressure transmitter. This is carried out accord-
ing to the following procedure:
3) Shut off system pressure with the valve pos. 3.
4) Remove the screw pos. 2.
1991.10.07
MAN Diesel & Turbo
Work Card 509-05.04
Page 1 (2) Adjustment and test of analog temperature transmitter
Edition 01
L23/30H

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

Special testing device
ment
Related Procedure

Number : 1
Data
1996.06.24
MAN Diesel & Turbo
509-05.04 Work Card
Adjustment and test of analog temperature transmitter Page 2 (2)
Edition 01
L23/30H
Health Risk!
Warning!
Health Risk!
Description
The PT 100 sensor consists of a resistance wire
which changes resistance depending on the tem-
perature.
Look and design varify depending on the place of
measurement and manufacture.
Adjustment Figure 1: .
1) The PT 100 sensor cannot be adjusted, but the
alarm 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 be
carried out according to the following proce-
dure.
3) Take out the sensor of the pocket.
4) Test the sensor by diving the sensor in the
water. Compare the signal from the sensor with
the water temperature.
If the alarm plant has an instrument unit, the tem-
perature can be read on this.
Otherwise the test can be carried out by watching if
the alarm plant gives any alarm, when the alarm
limit which is stated on page 500.30 is exceeded (if
the alarm plant is adjusted).
5) The sensor is mounted again.
1996.06.24
MAN Diesel & Turbo
Work Card 509-10.00
Page 1 (3) Adjustment of lambda controller
Edition 13
L23/30H

Shut off fuel oil
Short Description
Adjustment of lambda controller

Adjustable spanner, 10" - 12"
Related Procedure

Number : 1
Data
2003.03.24
MAN Diesel & Turbo
509-10.00 Work Card
Adjustment of lambda controller Page 2 (3)
Edition 13
L23/30H
Adjustment of the lambda controller

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

3 Regulating arm
Figure 1: Check of free space
2) Turn the lever (fig 2) of the governor a few times

to full load with an adjustable spanner (spring
between governor and fuel rack full com-
pressed). Check that the fuel index is 17 at the
fuel pump.
3) In case of large deviation from index 17 adjust-
1 Lambda cylinder 2 Piston of the lambda cyl-
ment is done by turning the regulating arm (4),
inder
fig 3. Finally adjustment is done at the adjust-
ment screw (3), fig 3. 3 Adjusting screw 4 Regulating arm
4) Adjustment completed. Figure 3: Lambda controller
2003.03.24
MAN Diesel & Turbo
Work Card 509-10.00
Page 3 (3) Adjustment of lambda controller
Edition 13
L23/30H
Adjustment of the stop screw

5) Remove pipe for charge air pressure.
6) Supply air pressure until the piston rod reaches
its upper position.
7) Turn the lever (fig 2) of the governor to full load
with an adjustable spanner. Adjust the stop
screw (fig 2) to 110 % load (stationary 100%)
according to the test bed, plus 1.5 index.
Use the index arm on the fuel injection pump
nearest to the lambda controller as the control
for the index.
8) Adjustment completed.
Adjustment of start index, only if mounted

After adjustment of the lambda index the start index
must be adjusted.
Force the piston by the screw on the back, see fig
4. Check that the index is 18 mm. Adjustment is
made on the self-locking nut on the back of the
lambda controller, see fig 4.
Note!
In case of start failure due to wear of the fuel
pump, the start index must be raised to a higher
level by turning the self-locking nut anticlockwise.
1 Self locking nut
Figure 4: Adjustment of start index
2003.03.24
MAN Diesel
Plate
Page 1 (2) Governor and Governor Drive 50901-21H
L23/30H
393
427 For governor,

see special
instruction book
403
439
415
141
153
165
189 177
190
033
200
045
224
212+
057
069 236
070 248
082 261
094 273
285
08028-0D/H5250/94.08.12
297
307
332
320
06.44 - ES0
MAN Diesel
Plate
50901-21H Governor and Governor Drive Page 2 (2)
L23/30H
Item Item
033 1/E Plug screw Propskrue 415 4/E Screw Skrue
045 1/E Gasket Pakning 427 1/E Shutdown solenoid Shutdown spole
057 4/E Nut Møtrik 439 1/E Governor, Europa Regulator, Europa
(900 rpm) (900 rpm)
069 2/E Stud Tap
070 1/E O-ring O-ring

+ Item No. 212 require + Item nr. 212 kræver
082 1/E Castle nut Kronemøtrik an individual match- en individual tilpasning
ing (by shims) before (med shims) før monte-
094 1/E Split pin Split mounting, contact, ring, kontakt MAN B&W,
MAN B&W, Holeby Holeby.
141 1/E Shim (set 0,1 - Mellemlæg (sæt 0,1 -
0,3 - 0,5 - 1,0 mm) 0,3 - 0,5 - 1,0 mm)
153 1/E Disc Skive
165 1/E Ball bearing Kugleleje
177 1/E Bevel gear wheel Konisk tandhjul
189 1/E Key Feder
190 1/E Castle nut Kronemøtrik
200 1/E Split pin Split
212+ 1/E Housing Hus
224 2/E Stud Tap
236 2/E Pin Stift
248 1/E Plug Prop
261 1/E Plug Prop
273 1/E Axle journal Akseltap
285 1/E Bush Bøsning
320 1/E Wear disc Slidskive
332 1/E Key Feder
393 1/E Synchronizing motor Synkromiseringsmotor

08028-0D/H5250/94.08.12
403 1/E Governor, Europa Regulator, Europa

(720/750 rpm) (720/750 rpm)
06.44 - ES0
MAN Diesel
Plate
L23/30H
021 104
For governor, 116

see special 439
instruction book
128
141
153
165
189 177
190
033
200
045
224
212+
057
069 236
070 248
082 261
094 273
285
08028-0D/H5250/94.08.12
297
307
332
320
06.32 - ES0
MAN Diesel
Plate
L23/30H
Item Item
021 1/E Synchronnizing Synchroniserings- 320 1/E Wear disc Slidskive

motor motor
332 1/E Key Feder
033 1/E Plug screw Propskrue
439 1/E Governor Regulator
045 1/E Gasket Pakning 900 rpm 900 rpm
057 4/E Nut Møtrik

069 2/E Stud Tap an individual match- en individual tilpasning
ing (by shims) before (med shims) før monte-
070 1/E O-ring O-ring mounting, contact, ring, kontakt MAN B&W,
MAN B&W, Holeby Holeby.
104 1/E Shut down Shut-down

solenoid spole
116 1/E Governor Regulator

720/750 rpm 720/750 rpm
128 4/E Screw Skrue

0,3 - 0,5 - 1,0 mm) 0,3 - 0,5 - 1,0 mm)
153 1/E Disc Skive
189 1/E Key Feder
224 2/E Stud Tap
236 2/E Pin Stift
248 1/E Plug Prop
261 1/E Plug Prop

08028-0D/H5250/94.08.12
06.32 - ES0
MAN Diesel
Plate
L23/30H
For actuator,
see special
instruction book
116
128
141
153
165
189 177
190
033
200
045
224
212+
057
069 236
070 248
082 261
094 273
285
297
08028-0D/H5250/94.08.12
307
332
320
06.45 - ES0
MAN Diesel
Plate
L23/30H
Item Item
033 1/E Plug screw Propskrue 320 1/E Wear disc Slidskive
045 1/E Gasket Pakning 332 1/E Key Feder
057 4/E Nut Møtrik

069 2/E Stud Tap an individual match- en individual tilpasning
ing (by shims) before (med shims) før mon-
070 1/E O-ring O-ring mounting, contact, tering, kontakt MAN
MAN Diesel A/S. Diesel A/S.
116 1/E Actuator Aktuator
128 4/E Screw Skrue

0,3 - 0,5 - 1,0 mm) 0,3 - 0,5 - 1,0 mm)
153 1/E Disc Skive
189 1/E Key Feder
224 2/E Stud Tap
236 2/E Pin Stift
248 1/E Plug Prop
261 1/E Plug Prop

08028-0D/H5250/94.08.12
06.45 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Regulating Device 50902-07H
L23/30H
015
Governor Plate 50901
027
064
039
040
052
088
111
123
076
135
147
159
160
172
184 064
196 243
206 255
218 267
231
027
088
052 279
040 280
292
363 302
375 326 Lambda controller
387 see plate 50910
351
399 338 314
409 745
410 422 757
769
434
446
483 458
495 471
542
530 554
566
578
06.45 - ES0
MAN Diesel & Turbo
Plate
50902-07H Regulating Device Page 2 (2)
L23/30H

Item Item
015 1/R Screw Skrue 326 1/E Washer Skive
027 2/R Locking plate Låseblik 338 1/E Stop ring Stopring
039 1/R Governor arm Regulatorarm 351 1/E Screw Skrue
040 2/R Split pin Split 363 1/C Linkage Lænkeled
052 2/R Self locking nut Selvlåsende møtrik 375 1/C Split pin Split
064 2/R Screw for ball head Skrue for kuglehoved 387 1/C Pin Stift
076 1/R Spring loaded pull Fjederbelastet træk- 399 1/C Pin Stift
rod, complete stang, komplet
409 1/C Spring arm Fjederarm
088 2/R Pull rod head Trækstangshoved
410 1/C Spring Fjeder
111 1/R Split pin Split
123 1/R Pull rod end Trækstangsende
434 1/C Armholder Armholder
135 1/R Cylindrical pin Cylindrisk stift
446 1/C Screw Skrue
147 1/R Spring housing Fjederhus
458 1/C Bushing Bøsning
159 1/R Pointed screw Pinolskrue
471 1/C Bearing bracket Lejeblik
160 1/R Spring Fjeder
172 1/R Cylindrical pin Cylindrisk stift
495 2/C Screw Skrue
184 1/R Guide ring Styrering
530 2/E Screw Skrue
196 1/R Guide ring Styrering
542 2/E Screw Skrue
206 1/R Pull rod Trækstang
554 2/E Washer Skive
218 1/R Nut Møtrik
566 2/E Nut Møtrik
231 1/R Locking plate Låseblik
578 1/E Bracket Konsol
243 1/R Arm Arm
745 1/E Regulating shaft, Reguleringsaksel,
255 1/R Spring pin Fjederstift 6 cyl. engine 6 cyl. motor
267 1/R Screw Skrue 757 1/E Regulating shaft, Reguleringsaksel,

279 1/R Guide pin Styrestift
280 1/R Screw Skrue 8 cyl. engine 8 cyl. motor
292 1/R Bearing Leje
302 1/R Bushing Bøsning

* = Only available as part of a spare part kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./R = Qty./Regulating device Antal/R = Antal/Reguleringsmekanisme
06.45 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Overspeed Device 50903-02H
L23/30H
010
022
034
046
058
071
083
105
095 117
129
130
142
178 154
191 166, 524
201
237 500 213
536
225
262
249
274
250
333
286
345 369
298
357
370
404 382
428 394
416
441
453
465
08028-0D/H5250/94.08.12
477
512 489
490
11.02 - ES0
MAN Diesel & Turbo
Plate
50903-02H Overspeed Device Page 2 (2)
L23/30H

Item Item
010 1/E Socket Muffe 345 1/E Spring Fjeder
022 1/E Button Knap 357 1/E Button Knap
034 1/E Spring pin Fjederstift 369 1/E Nipple Nippel
046 1/E Spring Fjeder 370 1/E Spindle Spindel
058 4/E Screw Skrue 382 1/E Spring (left) Fjeder (venstre)
071 1/E Screw Skrue 394 1/E Spindle Spindel
083 1/E Cover Dæksel 404 2/E Washer Skive
095 1/E Spindle Spindel 416 2/E Screw Skrue
105 1/E Spring pin Fjederstift 428 1/E Ball bearing Kugleleje
117 1/E Cylindrical pin Cylindrisk stift 441 1/E Elastic coupling Elastisk kobling
129 1/E Lever Arm 453 1/E Spring (right) Fjeder (højre)
130 1/E Screw Skrue 465 1/E Valve attachment Ventilholder
142 1/E Flyweight housing Hus for svingvægt 477 4/E Screw Skrue
154 1/E Adjusting screw Justeringsskrue 489 1/E Pneumatic valve Pneumatisk ventil
166 1/E Spring Fjeder 490 1/E Silencer Lyddæmper

720/750 rpm 720/750 rpm
500 1/E Overspeed device, Overspeed anordning,
178 1/E Circlip Sikringsring complete, komplet,
720/750 rpm 720/750 rpm
191 1/E Flyweight Svingvægt
512 1/E Spare parts kit for Reservedelskit for
201 1/E Key Not item 489 item 489
213 1/E Ball bearing Kugleleje 524 1/E Spring Fjeder

900 rpm 900 rpm
225 1/E Housing Hus
536 1/E Overspeed device, Overspeed anordning,
237 1/E Cover Dæksel complete, komplet,
900 rpm 900 rpm
250 4/E Screw Skrue
262 1/E Pin Stift
274 1/E Lever Arm
286 1/E Nut Møtrik

08028-0D/H5250/94.08.12
333 1/E Spindle Spindel
11.02 - ES0
MAN Diesel
Plate
Page 1 (2) Instrument Panel 50905-12H
L23/30H
08028-0D/H5250/94.08.12
PI 01 LT fresh water, inlet to air cooler

PI 10 HT fresh water, inlet engine
PI 21/22 Lubricating oil, inlet/outlet to filter
PI 23 Lub. oil, inlet to turbocharger
PI 31 Charge air, outlet from cooler
PI 40 Fuel oil, inlet to engine
PI 50 Nozz. cool. oil, inlet to fuel valves
00.21 - ES0
MAN Diesel
Plate
50905-12H Instrument Panel Page 2 (2)
L23/30H
Item Item
No Qty. Designation Benævnelse No Qty. Designation Benævnelse
01 1/E Housing for Hus for 23 1/E Damper (charging air) Dæmper (ladeluft)
instrument panel instrument panel
43 4/E Screw Skrue
02 1/E Bracket for Konsol for
instrument panel instrument panel 44 4/E Serrated lock washer Stjernefjederskive
03 4/E Rubber clutch Gummikobling 45 2/E Screw Skrue
04 8/E Nut Møtrik 46 2/E Serrated lock washer Stjernefjederskive
05 8/E Spring lock Fjederskive 47 8/E Screw Skrue
06 2/E Pressure gauge Manometer 48 1/E Side plate Sideplade

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

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

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

195 mm 195 mm

140 mm 140 mm

300 mm 300 mm

340 mm 340 mm
19 7/E Packing ring Pakningsring
20 2/E Reduction Reduktion

08028-0D/H5250/94.08.12
21 1/E Damper (fuel oil) Dæmper (fuel oil)
22 2/E Coupling for mano- Kobling for

meter manometer
00.21 - ES0
MAN Diesel & Turbo
Plate
Page 1 (3) Instruments 50907-17H
L23/30H
Fig. and Description Range Code L Item No.
0-8 bar PSL 22 012

PAL 10
PAL 22
6-18 bar PAL 70 024
Pressostate
20-60°C TAL 10 2m 061

5m 073
50-100°C 2m 085
5m 097
8m 107
70-120°C TAH 12 2m 119

TSH 12 5m 120
TAH 22 8m 132
L TSH 22
Thermostate
0.2-2.5 bar PDAH 21-22 144
PDAH 43-40
Difference Pressostate
12.27 - ES0
MAN Diesel & Turbo
50907-17H Instruments Plate

Page 2 (3)
L23/30H
0-4 bar PT 31 156
0-6 bar PT 10 168
0-10 bar PT 22 181
PT 40
0-16 bar PT 70 203
Pressure Transmitter
Needle Valve with 3/8" pipe thread 239
Needle valve with 1/2" pipe thread 240
Needle Valve
1-10 bar PAL 40 048
Pressostate
12.27 - ES0
MAN Diesel & Turbo
Plate
Page 3 (3) Instruments 50907-17H
L23/30H
0 - 200°C TE 12 100 252

TE 22
Temperature sensor
12.27 - ES0
MAN Diesel
Plate
Page 1 (3) Thermometer 50907-09H
L23/30H
Scale Length Item

Fig. Code
°F °C L L1 No.
40-240 0-120 110 100 TI 01 252
TI 02
TI 31
40-240 0-120 110 63 TI 22 264

L
TI 20
40-600 0-300 150 100 TI 30 276
L1
40-400 0-200 110 40 TI 40 288
TI 51
40-220 0-120 110 100 TI 03 311
TI 10
TI 11
L
08028-0D/H5250/94.08.12
L1
04.11 - ES0
MAN Diesel
Plate
50907-09H Thermometer Page 2 (3)
L23/30H
Scale Length Item

Fig. Code
°F °C L L1 No.
100-
1300 50-650 100 115 TI 60 323
°C°F
L1
L1
Pocket 115 335
100-
1300 50-650 65 215 TI 61 347
° C° F
08028-0D/H5250/94.08.12
Pocket 215 359
04.11 - ES0
MAN Diesel
Plate
Page 3 (3) Thermometer 50907-09H
L23/30H
Scale Length Item
Fig. Code
°F °C L L1 No.
120-1200 50-650 140 215 TI 61 360
TI 62
Thermo-
meter 372
Feeler
NiCr-Ni 384
Pocket 100 396
120-1200 50-650 165 115 TI 60 406
120-1200 50-650 190 115 TI 60 418
Feeler
NiCr-Ni 431
08028-0D/H5250/94.08.12
Thermo-
meter 443
Pocket 200 455
04.11 - ES0
MAN Diesel
Plate
Page 1 (1) Pick-up 50908-02H
L23/30H
Length Item
Fig. Range Code
L mm no
Working temp. SE 90 018

-25°C - 70°C
0 - 1 kHz 55 SE 89 031
Pick-up
08028-0D/H5250/94.08.12
101 SE 90-3 043

75
2.7
19
07.48 - ES0
MAN Diesel
Plate
Page 1 (2) Lambda Controller 50910-02H
L23/30H
08028-0D/H5250/94.08.12
97.14 - ES0S
MAN Diesel
Plate
50910-02H Lambda Controller Page 2 (2)
L23/30H
Item Item
019 1/E Regulating arm, Reguleringsarm,

complete komplet
020 1/E Pick-up, Pick-up,

incl. sleeve incl. afstandsring
032 1/E Lambda cylinder, Lambdacylinder,

complete komplet
08028-0D/H5250/94.08.12
97.14 - ES0S
MAN Diesel
Plate
Page 1 (2) Prelubricating Oil Alarm (LAL 25) 50919-01H
L23/30H
018
031
043
Switch point
055
08028-0D/H5250/94.08.12
07.11 - ES0
MAN Diesel
Plate
50919-01H Prelubricating Oil Alarm (LAL 25) Page 2 (2)
L23/30H
Item Item
043 1/E Loctite 577 Loctite 577
055 1/E Level switch Niveauafbryder
08028-0D/H5250/94.08.12
07.11 - ES0
MAN Diesel
Plate
Page 1 (2) Level Switch in Oil Sump (LAL/LAH 28) 50920-13H
L23/30H
777
491
501
981 430
513
525 579
789
442
549
580
789 549
454
501
08028-0D/H5250/94.08.12
07.18 - ES0
MAN Diesel
Plate
50920-13H Level Switch in Oil Sump (LAL/LAH 28) Page 2 (2)
L23/30H
Item Item
430 4/E Nut Møtrik
442 1/E Pipe for level Rør for niveau-

switch alarm
454 1/E Box for level Box for

alarm level alarm
491 2/E Red. adaptor Red. adapter
501 4/E Screw Skrue
513 1/E Plate Plade
549 2/E Level switch Niveaualarm
579 1/E Pipe for level Rør for niveau-

switch alarm
580 2/E Red. adaptor Red. adaptor
777 1/E Dipstick, complete Pejlestok, komplet
789 /I Loctite 577 Loctite 577
968 1/E Level switch, Level switch,

complete komplet
981 1/E O-ring O-ring
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50
Qty./E = Qty./Engine Qty./E = Antal/Motor
Qty./I = Qty./Individual Qty./I = Antal/Individuel
07.18 - ES0
MAN Diesel
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50925-08H
L23/30H
035 023
059
047
060
072
084
08028-0D/H5250/94.08.12
096 106
07.18 - ES0
MAN Diesel
Plate
50925-08H Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)
L23/30H
Item Item
035 1/E Packing ring Tætningsring
047 1/E Level switch Niveaukontakt
060 1/E Packing ring Tætningsring
072 1/E Fuel oil leakage alarm, Brændolie lækage-

complete (DIN) alarm, komplet (DIN)
084 1/E Fuel oil leakage alarm, Brændolie lækage-

complete (JIS) alarm, komplet (JIS)
096 1/E Instruction plate Instruktionsplade
106 2/E Screw Skrue
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50
Qty./E = Qty./Engine. Qty./E = Antal/Motor
07.18 - ES0
MAN Diesel
Plate
Page 1 (2) Local Starting Box - No 1 50935-11H
L23/30H
07.45 - ES0
MAN Diesel
Plate
50935-11H Local Starting Box - No 1 Page 2 (2)
L23/30H
Item Item
017 1/E Panel Panel
029 1/E Starting box Startboks
Qty./E = Qty./Enigne. Qty./E = Qty./Motor
07.45 - ES0
MAN Diesel
Plate
Page 1 (2) Local Starting Box - No 2 50935-12H
L23/30H
07.45 - ES0
MAN Diesel
Plate
50935-12H Local Starting Box - No 2 Page 2 (2)
L23/30H
Item Item
017 1/E Panel Panel
07.45 - ES0
MAN Diesel
Plate
Page 1 (2) Local Starting Box - No 2 (incl. high lub. oil temp.) 50935-13H
L23/30H
07.45 - ES0
MAN Diesel
Plate
50935-13H Local Starting Box - No 2 (incl. high lub. oil temp.) Page 2 (2)
L23/30H
Item Item
017 1/E Panel Panel
07.45 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Engine Control Box 50936-25
L23/30H
ELECTRONICS
Beijer
T70
EXTER
536
727 715 703
345 345
0 4 0 4
1 5 1 5
OUTPUT
AC/DC OUT
AC/DC OUT
OK OK
INPUT
2 6 2 6
095 585
3 7 3 7
DC INPUTS ANALOG ANALOG

ISOLATED RELAY ISOLATED RELAY
Allen-Bradley 0
1
4
5
8 12
9 13
2 6 10 14
3 7 11 15
DC/RELAY OUT
573 -K6.6
0
2
1
4
5
6 10
8
9 333
3 7 11
-K8.0 -K7.0 -K9.0 -K9.6
644
656
404 -K9.2
11 12 13 14
394 GND 0 GND 274

GND 0 GND
-F3.0.1
-F3.0
416 561
GND 0 GND
142 548
41 42 43 44
10.51 - ES0
MAN Diesel & Turbo
Plate
50936-25 Engine Control Box Page 2 (2)
L23/30H
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
095 1/E Safety system, Sikkerhedssystem,

Base unit Base unit
142 1/E Terminal, earth Jordklemme
274 3/E End stop Endestop
333 1/E Analog Analog

output module outputmodul
345 2/E Digital Digital

output module outputmodul
394 2/E Fuse terminal Sikringsklemme
404 1/E End plate Endeplade
416 4/E Fuse Sikring
536 1/E Panel Panel
548 50/E Terminal double Klemme, dobbelt
561 1/E End plate Endeplade
573 1/E Processor unit (CPU) Processor unit (CPU)
585 1/E End cap Endestykke
644 1/E Analog Analog

input module inputmodul
656 1/E Converter Konverter
668 1/E Cable Kabel
703 8/E Cable union Kabelforskruning
Qty/E = Qty/Engine Qty/E = Qty/Motor
10.515 - ES0
MAN Diesel
Plate
Page 1 (2) Terminal Box 50936-20H
L23/30H
619
607 620 250
)
597
SSH 81
SAH 81
X:2
UX 95
632
(
703
5K6
3K2
3K3
3K9
4K2
4K3
4K4
4K5
4K6
4K7
5K4
5K9
4P1
274
644
225 668
F1/1
F1/2
394 X:1
416
536
681
693 490 477 453 274
500 489 465 656
08028-0D/H5250/94.08.12
07.45 - ES0
MAN Diesel
Plate
50936-20H Terminal Box Page 2 (2)
L23/30H
Item Item
225 1/E Conduit Ledningskanal
394 2/E Fuse terminal Sikringsklemme
416 2/E Fuse 2A Sikring 2A
453 2/E Cable union M16 Kabelunion M16
465 2/E Nut M16 Møtrik M16
536 1/E Panel Panel
597 1/E Speed converter, Speed converter,

engine 720 rpm motor 720 omdr
607 1/E Timer Timer
619 11/E Aux. relay Hjælperelæ
620 11/E Socket Sokkel

644 12/E Terminal Klemme
668 2/E Diode terminal Diode klemme

08028-0D/H5250/94.08.12
07.45 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Terminal Box 50936-28
L23/30H
619
607 620 250
597
( )
X:2
SSH 81
SAH 81
632
UX 95
3K10
703
5K6
3K2
3K3
3K8
4K2
4K3
4K4
4K5
4K6
4K7
5K4
5K9
4P1
274
644
225 668
715
2A
3F1
X:1
394
536
681
693 490 477 453 274
500 489 465 656
715
3K12
619 274
620 727
12.26 - ES0
MAN Diesel & Turbo
Plate
50936-28 Terminal Box Page 2 (2)
L23/30H
Item Item
394 1/E Circuit breaker Automatsikring

2 amp 2 amp
536 1/E Panel Panel

607 1/E Timer Timer
619 12/E Aux. relay Hjælperelæ
620 12/E Socket Sokkel

668 2/E Diode terminal Diode klemme

715 1/E Channel track Kabelbakke
727 7/E Temperature Temperatur

transmitter transmitter
12.26 - ES0
MAN Diesel
Plate
Page 1 (2) Converter 50956-01
General
(RS-232)
021
ADAM ADAM-4520
RS-232 TO RS-422/RS-485
CONVERTER
(B) GND 10
(RS 485)
(RS 422)
(R) +Vs
DATA +
DATA -
RX +
TX +
RX -
TX -
033
045
08028-0D/H5250/94.08.12
07.37 - ES0
MAN Diesel
Plate
50956-01 Converter Page 2 (2)
General
Item Item
021 1/E Coverter Converter
033 1/E Cable, length 1.8 m Kabel, længde 1.8 m
045 1/E Cable, length 10 m Kabel, længde 10 m
08028-0D/H5250/94.08.12
07.37 - ES0
Crankshaft
510/610
MAN Diesel
Description
Crankshaft and Main Bearings 510.01
Page 1 (1)
Edition 01H
L23/30H
Crankshaft Vibration Damper
The crankshaft, which is a one-piece forging with In special cases a vibration damper is mounted on
ground main bearing and crankpin journals, is sus- the crankshaft to limit torsional vibrations.The damper
pended in inderslung bearings. The main bearings consists essentially of a heavy flywheel totally en-
are equipped with insertion-type shells, which are closed in a light casing. A small clearance is allowed
coated with a wearing surface. To attain a suitable between the casing and the flywheel, and this space
bearing pressure the crankshaft is provided with is filled with a highly viscous fluid.The casing is rigidly
counterweights, which are attached to the crankshaft connected to the front end of the engine crankshaft
by means of two screws. and the only connection between the crankshaft
and the damper flywheel is through the fluid. Under
At the flywheel end the crankshaft is fitted with a gear conditions of no vibration, the casing and damper
wheel which through an intermediate wheel drives flywheel tend to rotate as one unit, since the force
the camshaft. Also fitted here is the flywheel and a required to shear the viscous film is consi-derable.
coupling flange for connection of a reduction gear or As the torsional vibration amplitudes increase, the
an alternator. At the opposite end there is a claw-type casing follows the movement of the crankshaft but
coupling for the lub. oil pump or a flexible gear wheel the flywheel tends to rotate uniformly by virtue of
connection for lub. oil and water pumps. its inertia, and relative motion occurs between the
flywheel and the casing. The viscous fluid film there-
fore undergoes a shearing action, and vibration
energy is absorbed and appears as heat.
08028-0D/H5250/94.08.12
96.03 - ES0U
MAN Diesel & Turbo
Work Card 510-01.00
Page 1 (7) Checking of Main Bearing Alignment
Edition 04
L23/30H

52010 059
Shut off fuel oil
Short Description
Checking of main bearings alignment (autolog).

Turning gear in engagement (if
mounted).
Cover for crankshaft has been
removed from frame.
All indicator valves open.
Related Procedure

Number : 2
Data
2000.07.03.
MAN Diesel & Turbo
510-01.00 Work Card
Checking of Main Bearing Alignment Page 2 (7)
Edition 04
L23/30H
Alignment of Main Bearings The dial gauge is set to zero, when the crank throw
is in the near-bottom (x in fig. 8) and during the
The lower main bearing shells should be positioned turning the throw is stopped in the position horizon-
so that they keep the main bearing journals of the tal-top-horizontal-near bottom (P-T-S-Y in fig. 8) for
crankshaft centered in a straight (ashore horizontal) reading of the gauge.
line. Deviations from this centre line cause the
crankshaft to bend and increase the load on some
main bearings.
If two adjacent main bearings are placed too low,
the crankshaft centre line will in this place be low-
ered to form an arc, causing the intermediate crank
throw to bend in such a way that it "closes" when
turned into bottom position and "opens" in top
position.
As the magnitude of such axial lengthening and
shortening during the turning of the throw increases
in proportion to the difference in the height of the
bearing, it is measured as a check on the alignment
and condition of the bearing.
As the crankshafts of medium speed engines are
very stiff, any great deviations in the alignment will
result in clearance at the bottom shell of the bear-
ings.
The cause of incorrect main bearing position may
be wear of the bearings or misalignmnet of the
engine.
Effecting the deflection measurement

The deflection measurement is effected by placing a
springloaded dial gauge in the centre punch marks
provided for this purpose, see fig. 1.
"Closing" of the throw in top dead centre is regar-
ded as negative, (compression of the gauge).
In the example the deflection reading is therefore
negative.
As during the turning of the throw, the gauge and
the connecting rod will meet near the bottom posi-
tion of the throw, the measurement for the bottom
position is to be replaced by the average of the two
near by positions on either side.
2000.07.03.
MAN Diesel & Turbo
Work Card 510-01.00
Edition 04
L23/30H
Figure 1: Placing of dial gauge
Checking The Deflection Measurement

The reading is entered in the table, see example 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 throw
during the turning from bottom to top position is
entered in fig. 4.
These figures are due to vertical misalignment of the
main bearings. Similarly, horizontal misalignment
procedures the figures in the table fig. 5.
Besides misalignment of the bearings, the readings
can be influenced by ovality or eccentricity of the
journals.
Engines equipped with turning gear

When taking these deflection readings for the three
aftmost cylinders, the turning gear should at each
stoppage be turned a little backwards to ease off
the tangential pressure on the teeth of the turning
wheel as this pressure may otherwise falsify the
readings.
2000.07.03.
MAN Diesel & Turbo
510-01.00 Work Card
Edition 04
L23/30H
2000.07.03.
MAN Diesel & Turbo
Work Card 510-01.00
Edition 04
L23/30H
Schedules
Measurement of crank throw deflections by means of dial indicator (autolog)
Crank throw deflection = Difference in dial indicator readings in two diametrically opposite
crank throw positions, i.e. two positions displaced 180o
Vertical deflection = Difference in top-bottom readings
Horizontal deflection = Difference in side-side readings
Vertical and horizontal deflections of crank throws
Unless otherwise stated the values refer to cold engine
For new or realigned aggregate Aim for + or − 3/100 mm
Acceptable + or − 5/100 mm
For aggregate in service realignment is recommended if deflections exceed + or − 9/100 mm
Vertical deflection of crank throw at flywheel
Unless otherwise stated the values refer to cold engine
Rigid coupling between diesel engine and driven machine Flexible coupling between diesel engine and driven machine
For new or realigned aggregate 0 to + 3/100 mm For new or realigned Aim for − 9/100 mm
aggregate
Acceptable − 11/100 mm
For aggregate in service realignment is − 9/100 mm For aggregate in service realignment − 16/100 mm
recommended if deflection measured recommendable if deflection exceeds
on warm engine exceeds
2000.07.03.
MAN Diesel & Turbo
510-01.00 Work Card
Edition 04
L23/30H
2000.07.03.
MAN Diesel & Turbo
Work Card 510-01.00
Edition 04
L23/30H
2000.07.03.
MAN Diesel & Turbo
Work Card 510-01.05
Page 1 (3) Inspection of Main Bearing Shells
Edition 01
L23/30H

Shut-off starting air 52010 106 2 pieces
52010 202
Shut off fuel oil 52010 155 2 pieces
Shut-off cooling oil 52021 405 Hydraulic tools
52021 501 2 pieces
Stop lub. oil circulation 52021 513
Press Blocking - Reset 52021 202
Short Description
Dismantling, inspection and/or replacement and
mounting of main bearing shells.

Allen key, 12 mm
Lead hammer
Silastene
Molycote
Related Procedure
Inspection of guide bearing shell 510-01.10
Criteria for replacement of bear- 506-01.16
ings

Number : 2
Data
2013.06.12
MAN Diesel & Turbo
510-01.05 Work Card
Inspection of Main Bearing Shells Page 2 (3)
Edition 01
L23/30H
Pass the wire supplied through the eye screw and
attach it as shown, so as to keep the bearing cap in
place when the main bearing stud nuts are
removed.
2) Work the main bearing cap loose from the
engine frame with a lead hammer or similar.
Make ready for dismantling of the main

bearing
Warning!
Use protective gloves
1) Dismount crankcase covers in front and oppo-
site the bearing concerned.
2) Turn the engine until the crank is in a conven-
ient position for carrying out the work.
Figure 2: Mounting of Wire Straps
Warning!
Use protective gloves, safety glasses 3) Lift the main bearing cap a little and unscrew
the bearing stud nut.
3) Dismount the bracing screw (side screw). 4) Fit guide tubes on the threads of the bearing
4) Mount the hydraulic tools and loosen the main studs and lower the bearing cap to make it rest
bearing stud nuts. For operation of the hydraulic on the collar of the guide tubes.
tools, see working card 520-01.05.
Dismantling of the main bearing shells
1) Remove the locking piece from the bearing cap
and take out the bearing shell.
2) Fit the tool for upper main bearing, for disman-
tling of upper main bearing shell, in the lubricat-
ing hole in the crankshaft and turn out the
upper bearing shell by turning the crankshaft,
see fig 3.
Figure 1: Mounting of hydraulic tools
5) Dismount the hydraulic tools and slacken the

nuts somewhat.
Figure 3: Mounting of tool for upper main bearing
Dismantling of the main bearing cap

1) Fit the eye screws, diagonally, in the threaded
holes in the main bearing cap, see fig 2.
2013.06.12
MAN Diesel & Turbo
Work Card 510-01.05
Page 3 (3) Inspection of Main Bearing Shells
Edition 01
L23/30H
Cleaning
1) Clean all machined surfaces, on frame, bearing
cap, stud, nuts and bearing shells.
Inspection of main bearing shells

1) Inspect the main bearing shells according to
Note:
The bearing is marked according to size and when
replaced it must be by a new bearing of the same
size.
Mounting of the main bearing shells

1) Push the upper bearing shell as far into position
as possible.
2) Fit the tool for upper main bearing in the lubri-
cating hole in the crankshaft and turn in the
upper bearing shell by turning the crankshaft.
Make sure that the shell enters its correct position
then remove the tool for upper main bearing.
3) Lubricate the end of the bearing shells with
molycote pasta or similar.
4) Insert the lower bearing shell in the bearing cap
and mount the locking piece.
Lubricate the bearing shell and journal with clean
lubricating oil.
Mounting of the main bearing cap

1) Raise the bearing cap into position, dismount
the guide tubes, coat the bearing studs with
molycote pasta or similar and fit the bearing
stud nuts.
Make sure that the bearing cap and bearing shell
are in their correct position.
2) Dismantle the wire straps.
3) Mount the hydraulic tools, see working card
520-01.05, and tighten the nuts as prescribed
on page 500.40.
4) Coat the back side of the bracing screws' (side
screws') hexagonal head with a thin coat of
silastene or similar.
5) Mount the screws and tighten with a torque
spanner as indicated on page 500.40.
2013.06.12
MAN Diesel & Turbo
Work Card 510-01.10
Page 1 (4) Inspection of Guide Bearing Shells
Edition 03
L23/30H

52010 106 2 pieces
Shut-off cooling oil 52010 155 2 pieces
52021 405 Hydraulic tools
Stop lub. oil circulation 52021 501 2 pieces
Press Blocking - Reset 52021 513
52021 202
Short Description
Dismantling, inspection and/or replacement and
mounting of guide bearing shells and thrust
washer.

Allen key, 12 mm
Lead hammer
Silastene
Molycote
Related Procedure
Inspection of main bearing shells 510-01.05
Criteria for replacement of bearing 506-01.16
shells

Number : 2
Data
2009.12.21.
MAN Diesel & Turbo
510-01.10 Work Card
Inspection of Guide Bearing Shells Page 2 (4)
Edition 03
L23/30H
Tool Dismantling of the guide bearing cap

Warning! 1) Fit the eye screws, diagonally, in the threaded
holes in the guide bearing cap, see fig 2.
Use original tool! Pass the wire supplied through the eye screw and
attach it as shown, so as to keep the bearing cap in
Make ready for dismantling of the guide place when the guide bearing stud nuts are
removed.
bearing
2) Work the guide bearing cap loose from the
1) Dismount the crankcase covers opposite the
engine frame with a lead hammer or similar.
bearing concerned.
2) Turn the engine until the crank is in a conven- Warning!
ient position for carrying out the work. Use original wire
3) Dismount the bracing screw (side screw).
4) Mount the hydraulic tools, see fig 1, and loosen
the guide bearing stud nuts. For operation of
the hydraulic tools, see working card
520-01.05.
Warning!
Use protective gloves, safety glasses
Figure 2: Mounting of Wire Straps
3) Lift the guide bearing cap a little and unscrew

the bearing stud nut.
4) Fit guide tubes on the threads of the bearing
studs and lower the bearing cap to make it rest
on the collar of the guide tubes.
Dismantling of the guide bearing shells

1) Remove the locking piece from the bearing cap
and take out the bearing shell.
Figure 1: Mounting of hydraulic tools
5) Dismount the hydraulic tools and slacken the

nuts somewhat.
2009.12.21.
MAN Diesel & Turbo
Work Card 510-01.10
Page 3 (4) Inspection of Guide Bearing Shells
Edition 03
L23/30H
Mounting of the guide bearing shells

The bearing shells of the guide bearing, which are
identical to those of the main bearings, are narrower
than the bore for the guide bearing and it is there-
fore 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 bearing
Figure 3: Guide Bearing with Thrust Washer shell is to be fitted, see fig 5.
1) Push the bearing shell as far as possible into
The thrust washer of the guide bearing is partially position through this guide tool, by using tool
countersunk into the engine frame and attached by item 214, if necessary use a plastic hammer.
means of four screwed-on clamps which are visible
2) Fit the thrust washers and clamps.
after lowering the bearing cap, see fig 3.
Note: Clearance in guide bearing axially, see page
2) Unscrew the clamps and push out the thrust
500.35.
washers.
3) The upper bearing shell is dismounted by
means of special tool, see fig 4.
Figure 5: Moounting of upper shell in guide bearing
3) Lubricate the end of the bearing shells with

Figure 4: Dismounting of upper shell molycote pasta or similar.
4) Insert the lower bearing shell in the bearing cap,
and mount the locking piece.
Cleaning
1) Clean all machined surfaces, on frame, bearing Mounting of guide bearing cap
cap, stud, nuts and bearing shells. Lubricate the bearing shell and journal with clean
lubricating oil.
Inspection of guide bearing shells 1) Raise the bearing cap into position, dismount
1) Inspect the guide bearing shells according to the guide tubes, coat the bearing stud with
working card 506-01.16. 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.
2) Dismantle the wire straps.
2009.12.21.
MAN Diesel & Turbo
510-01.10 Work Card
Inspection of Guide Bearing Shells Page 4 (4)
Edition 03
L23/30H
3) Mount the hydraulic tools, see working card
520-01.05, and tighten the nuts as prescribed
on page 500.40.
4) Coat the back side of the bracing screws' (side
screws') hexagonal head with a thin coat of
silastene or similar.
5) Mount the screws and tighten with a torque
spanner as indicated on page 500.40.
2009.12.21.
MAN Diesel & Turbo
Work Card 510-04.00
Page 1 (3) Vibration Damper
Edition 01
L23/30H

Shut off fuel oil
Short Description
Taking a silicone oil sample.

Related Procedure

51004
Data
2010.04.12.
MAN Diesel & Turbo
510-04.00 Work Card
Vibration Damper Page 2 (3)
Edition 01
L23/30H
Description In some cases it is necessary to dismount the lub.

oil pump or the cooling water pump, for access to
The vibration damper is equipped with extraction the damper.
plugs which provide the opportunity of testing the
viscosity of the silicone oil inside the damper with- 3) Rotate the engine in order to bring the extrac-
out having to dismantle it. tion plugs (6) of the damper in optimal position,
see fig. 2 A.
Corresponding to the condition of the silicone oil an
approximate assessment of the damper efficiency is
possible.
Warning!
A silicone oil sample should be extracted as follows
by means of a special tube that can be required
from MAN Diesel & Turbo, see plate 51004.
1) After the engine is stopped let damper cool
down to nearly 40°C.
A Blank flange or cooling B Front end cover

water pump
C Damper D Gear wheel (if mounted)
E Main bearing (Frame) F Crankshaft
Figure 1: Mounting of vibration damper

Figure 2: Vibration damper
2) For access to the damper remove the blank
flange (A) on the front end cover (B) see fig. 1. 4) Prepare the sample container (10) by removing
one of its caps (11), see fig. 2 C.
2010.04.12.
MAN Diesel & Turbo
Work Card 510-04.00
Page 3 (3) Vibration Damper
Edition 01
L23/30H
5) Unscrew and remove one of the extraction
plugs (6) and replace it with the sample con-
tainer (10).
If meeting the inertia ring (3) unscrew the container
one revolution.
6) Remove the second cap from the sample con-
tainer and wait until silicone fluid (5) begins to
flow out from the free end. Depending on the
silicone viscosity the process needs a certain
amount of time. If possible it, can be speeded
up by means of:
▪ A Turning the damper until the sample container
is underneath the crankshaft.
▪ B Temporarily removing the second extraction
plug too.
7) As soon as the silicone fluid begins to flow, shut
the sample container by the cap. Remove the
container from the damper casing, wipe off the
sealing jace round the extraction hole and
screw in the plugs together with new sealing
washers (7). Now close the second side of the
container.
8) Tighten both extraction plugs with thumb and
forefinger then turn them further 45° (about 20
Nm). Seal both plugs by caulking their grooves.
9) Send the sample container to
MAN Diesel & Turbo
PrimeServ Holeby
H. Christoffersensvej 6
4960 Holeby
Denmark
The sample must be marked in such a way that we
can forward the result of the analysis correctly.
▪ Name of ship
▪ Engine type
▪ Engine no.
▪ Running hours
▪ Data for vibration damper
10) For hours between taking new samples, see
page 500.25.
The quantity of silicone oil removed its so small that
up to 10 such samples can be taken without risk.
2010.04.12.
MAN Diesel & Turbo
Plate
Page 1 (2) Crankshaft P51001-04
L23/30H
2013.05.17
MAN Diesel & Turbo
Plate
P51001-04 Crankshaft Page 2 (2)
L23/30H
Item No. Qty Item designation Item No. Qty Item designation
021 2/C Counterweight 1)

033 2/C Counterweight 2)
069 2/W Screw for counterweight
070 1/C Plug screw
082 1/E Plug screw
094 10/E Screw
104 10/E Self locking nut
116 10/E Washer
128 1/E Oil throw ring
153 1/W Cylindrical pin
165 1/E Crankshaft, 5 cyl. engine
177 1/E Gear wheel (crankshaft)
When ordering spare parts, see also page 500.50/600.50. Note 1)

5+6+8 cyl. 720/750 rpm, 7 cyl. 900 rpm. Require an
individual matching before mounting, contact MAN
Diesel & Turbo
2)
7 cyl. 720/750 rpm and 6+8 cyl. 900 rpm. Require an
Qty/E = Qty/Engine individual matching before mounting, contact MAN
Qty/W = Qty/Counterweight Diesel & Turbo
2013.05.17
MAN Diesel
Plate
Page 1 (2) Coupling for Central Driven Lub. Oil Pump 51002-01H
L23/30H
Crankshaft
(Plate 51001)
279
015
027
038
08028-0D/H5250/94.08.12
06.43 - ES0
MAN Diesel
Plate
51002-01H Coupling for Central Driven Lub. Oil Pump Page 2 (2)
L23/30H
Item Item
015 1/E Coupling flange Koblingsflange
027 3/E Locking plate Låseplade
038 6/E Screw Skrue
279 1/E Flyweight Svingvægt

08028-0D/H5250/94.08.12
06.43 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Resilient Gear Wheel 51002-02H
L23/30H
243
135
Crankshaft
(Plate 51001)
123
111
206
088 267
052
160
196
218 147
172 111
111 159
08028-0D/H5250/94.08.12
231
172
184
040
111 064
172 076
10.42 - ES0
MAN Diesel & Turbo
Plate
51002-02H Resilient Gear Wheel Page 2 (2)
L23/30H

Item Item
040 3/E Distance piece Afstandsstykke
064 6/E Spring Fjeder
076 6/E Spring guide Fjederstyr
088 6/E slide shoe Glidesko
111 12/E Nut Møtrik
135 2/E Screw Skrue
159 2/E Hexagon soc. screw Sætteskrue

with cup point
160 2/E Cylindrical pin Cylindrisk stift
172 18/E Locking washer Låseskive
184 6/E Screw Skrue
206 1/E Hub Nav
218 1/E Side plate Sideplade
243 1/E Resilient gear wheel, Fjederende tandhjul,

complete komplet
267 2/E Bolt Bolt
08028-0D/H5250/94.08.12
10.42 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Resilient Gear Wheel 51002-07H
L23/30H
243
135
Crankshaft
(Plate 51001)
123
111
206
088 267
052
160
196
218 147
172 111
111 159
08028-0D/H5250/94.08.12
231
172
184
040
111 064
172 076
10.42 - ES0
MAN Diesel & Turbo
Plate
51002-07H Resilient Gear Wheel Page 2 (2)
L23/30H

Item Item
064 6/E Spring Fjeder
076 6/E Spring guide Fjederstyr
088 6/E slide shoe Glidesko
135 2/E Screw Skrue
159 2/E Hexagon soc. screw Sætteskrue

with cup point
172 18/E Locking washer Låseskive
184 6/E Screw Skrue
206 1/E Hub Nav
218 1/E Side plate Sideplade
243 1/E Resilient gear wheel, Fjederende tandhjul,

complete komplet
267 2/E Bolt Bolt
08028-0D/H5250/94.08.12
10.42 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Flywheel with Gear Rim 51003-27H
L23/30H
105
009
034 046+
058
Crankshaft
(Plate 51001)
034
010
022
08028-0D/H5250/94.08.12
10.41 - ES0
MAN Diesel & Turbo
Plate
51003-27H Flywheel with Gear Rim Page 2 (2)
L23/30H
Item Item
009 9/E Screw Skrue
010 1/E Gear rim Tandkrans
034 12/E Self locking nut, for Selvlåsende møtrik for

item nos 009 and 046 item nr. 009 og 046
058 1/E Flywheel Svinghjul
105 2/E Screw Skrue
+ Item 046 require an + Item nr. 046 kræver en

individual matching individuel tilpasning før
before mounting. montering.
08028-0D/H5250/94.08.12
10.41 - ES0
MAN Diesel & Turbo
Plate
L23/30H
105
009
046+
034
058
Crankshaft
(Plate 51001)
034
010
022
08028-0D/H5250/94.08.12
10.41 - ES0
MAN Diesel & Turbo
Plate
L23/30H
Item Item
009 9/E Screw Skrue

105 2/E Screw Skrue

08028-0D/H5250/94.08.12
10.41 - ES0
MAN Diesel & Turbo
Plate
5L23/30H
105
009
034 046+
058
Crankshaft
(Plate 51001)
034
010
022
08028-0D/H5250/94.08.12
10.41 - ES0
MAN Diesel & Turbo
Plate
5L23/30H
Item Item
009 9/E Screw Skrue

105 2/E Screw Skrue

08028-0D/H5250/94.08.12
10.41 - ES0
MAN Diesel
Plate
Page 1 (2) Torsional Vibration Damper 51004-01H
L23/30H
08028-0D/H5250/94.08.12
10.14 - ES0
MAN Diesel
Plate
51004-01H Torsional Vibration Damper Page 2 (2)
L23/30H

Item Item
016 1/E Torsional vibration Svingningsdæmper

damper, with 25 mm med 25 mm monte-
mounting flange ringsflange
028* 2/E Sealing washer Tætningsskive
041* 1/E Sample container Prøveudtagings-

beholder
053+ 1/E Sampling kit for torsi- Prøvesæt for sving-

onal vibration damper ningsdæmper
(the kit includes an (Sættet er inklusiv en
analysis of the sample analyse af prøven. Alle
taken. All information informationer er til-
is available in the kit) gængelige i sættet)
+ See also working + Se også arbejdskort

card 510-04.00 510-04.00
08028-0D/H5250/94.08.12
10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
08028-0D/H5250/94.08.12
10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
08028-0D/H5250/94.08.12
10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
08028-0D/H5250/94.08.12
10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
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10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
08028-0D/H5250/94.08.12
10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
08028-0D/H5250/94.08.12
10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
08028-0D/H5250/94.08.12
10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
08028-0D/H5250/94.08.12
10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
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10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
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10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
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10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
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10.14 - ES0
MAN Diesel
Plate
L23/30H
016
028*
08028-0D/H5250/94.08.12
053
041*
10.14 - ES0
MAN Diesel
Plate
L23/30H

Item Item


beholder


card 510-04.00 510-04.00
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10.14 - ES0
MAN Diesel
Plate
Page 1 (2) Tuning Wheel 51004-02H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S
MAN Diesel
Plate
51004-02H Tuning Wheel Page 2 (2)
L23/30H
Item Item
065 1/E Tuning wheel with, Afstemningshjul med

25 mm mounting 25 mm monterings-
flange flange
08028-0D/H5250/94.08.12
94.23 - ES0S
MAN Diesel
Plate
L23/30H
065
08028-0D/H5250/94.08.12
07.18 - ES0
MAN Diesel
Plate
L23/30H
Item Item

flange flange
08028-0D/H5250/94.08.12
07.18 - ES0
MAN Diesel
Plate
L23/30H
065
08028-0D/H5250/94.08.12
07.18 - ES0
MAN Diesel
Plate
L23/30H
Item Item

flange flange
08028-0D/H5250/94.08.12
07.18 - ES0
MAN Diesel
Plate
L23/30H
065
08028-0D/H5250/94.08.12
07.18 - ES0
MAN Diesel
Plate
L23/30H
Item Item

flange flange
08028-0D/H5250/94.08.12
07.18 - ES0
ASSEMBLY & INSPECTION
INSTRUCTIONS
The Complete Solution

DCB-GS COUPLING
CONTENTS
1) General Description and Operation ……………………………………… 2
2) Assembly ……………………………………………………………………… 3
3) Final Alignment ……………………………………………………………… 6
4) Removal of Rubber Elements ……………………………………………… 7
5) Periodic Inspection ……………………………………………………… 9
6) Storage of Spare Rubber Blocks ……………………………………… 10
7) Specification of Assembly Fluid ……………………………………… 11
8) Table of Tightening Torques ……………………………………………… 12
RENOLD Hi-Tec Couplings. Tel: +44 (0) 1422 255000 Fax: +44 (0) 1422 255100 E-Mail: [email protected]
-1-
DCB-GS COUPLING
SECTION 1
General Description & Operation
The flexible coupling assembly has two main metal parts, an Outer Member (1) with blades extending
radially inwards and an Inner Member (2) with similar blades extending radially outward. Between
these blades rubber Blocks (3) and Tubes (4) are inserted to cushion the drive, detune torsional
vibration conditions and accept misalignment in all directions. The Cover (5) and Keep-plate (where
fitted) provide a limit to the axial elongation of the blocks when under compression.
Under steady drive conditions only the blocks are under load, these being referred to as ‘driving
blocks’. The tubes are placed in the trailing cavities. These only come into operation under reverse
torque conditions.
No lubrication of the coupling is required and the coupling should operate for long periods of time
with no attention other than the Periodic Inspection described under Section 5.
Keep-plate may
be fitted here 1
1. Outer Member 3
2. Inner Member
3. Block
4. Tube 4
5. Cover (split)
-2-
DCB-GS COUPLING
SECTION 2
Assembly
Driving Machine Inner Member Driven Equipment
Outer Member
Determine direction
of rotation when
Keep-plate viewed from this face
Driven Shaft
Cover
It is assumed that assembly commences with the coupling as shown in the sketch above where:
1) Both driving and driven machines are in position and are correctly aligned to each other.
2) The driven shaft (or flange) is temporarily secured in the correct axial position.
3) Flywheel (or driving flange), keep-plate and outer member have been correctly correlated
and are securely bolted together.
4) Cover rests on shaft behind the inner member.
Note: Most DCB-GS couplings use split covers to facilitate insertion and removal of rubber blocks.
-3-
DCB-GS COUPLING
SECTION 2
Assembly (continued)
The assembly procedure for DCB-GS couplings is as follows:
1) Fasten keep plate to outer member flange where appropriate.

2) Lightly brush the walls of each cavity with silicone fluid as specified in Section 7, or
available from Renold Hi-Tec Couplings.
3) Lightly brush each block and the outer surfaces of each tube with silicone fluid.
4) Check the direction of rotation of the coupling to determine the driving and trailing cavities.
Direction of rotation is as viewed on flywheel face (refer to sketch on previous page).
For clockwise rotation the driving cavity will be on the right hand side of the outer member
blade. For anti-clockwise rotation the driving cavity will be on the left hand side of the outer
member blade. Note that the driving cavity has the larger radius.
5) Insert the first block into any driving cavity. Ensure that it is pushed until it reaches the back
of the coupling.
6) Insert one block in each driving cavity around the coupling in the same manner as the first.
7) Take a tube; manually compress the walls so that it can be squeezed into the trailing
cavity. Ensure that the tube is pushed to the far end of the cavity. For larger tubes a G-
clamp may be required to compress the tube enough to insert it in the cavity.
8) Insert a row of tubes in the trailing cavities as described above.
9) For couplings containing two or more rows of rubber elements, repeat steps 4–7, inserting
first a row of blocks, then a row of tubes, until the coupling is fully assembled. Refer to
notes on following page.
10) Fasten the cover to the Outer Member using the Disk Lock self-locking washers.
11) Tighten the Cover screws to the torque tightening value as specified in Section 8.
Note: It is recommended that the keep plate be fastened to the outer member before the
rubber elements and cover are assembled.
Fastening the cover to the outer member before adding the blocks and assembling the
keep plate is not the recommended assembly method as the keep plate may not locate to
the outer member properly due to the deformation of the compressed rubber elements.
-4-
DCB-GS COUPLING
1 2
3 4
Note: The coupling shown is designed to rotate in the anticlockwise direction.
For specially balanced applications the blocks and/or tubes may be numbered. In this event, the
elements should be assembled in numerical order around the coupling. For couplings with multiple
rows of blocks, the row designation will be labelled A, B, C etc. See diagram below.
6 1
5 2
3 A
4 B
C
-5-
DCB-GS COUPLING
SECTION 3
Final Alignment
The final alignment may be checked using two dial indicators rigidly attached to the driven shaft as
shown in the sketch.
As the coupling is rotated the indicators will provide values of parallel and angular misalignments.
An improved method is to use two additional dial indicators positioned diametrically opposite the first
two and to take readings simultaneously from all four indicators. This method eliminates error due to
such factors as gear influences axial float which can be readily observed and eliminated when the
two sets of readings are compared.
-6-
DCB-GS COUPLING
SECTION 4
Removal of Rubber Elements
If the cover is a single piece it should be removed and placed as far back as possible along the shaft.
Split covers may be removed and stored until required.
Each cavity of the DCB-GS coupling may contain more than one element. The first stage of element
removal is to remove all blocks at the cover side of the coupling.
The use of a lever such as a bar or screwdriver is recommended to ease elements from their cavities.
This should be inserted at the corner of the cavity giving the widest point of access and using a lever
action against the cavity edge, the block should then become free. It may be necessary to repeat this
at opposite corners of the cavity.
When the complete circle of blocks has been removed the exposed cavity surfaces should be lightly
brushed with silicone fluid to aid the removal of the other rows of blocks.
After the first row of blocks has been removed the tubes should be removed from the trailing cavities.
The use of a lever is also recommended for this exercise.
With all tubes removed the remaining blocks should now be removed.
-7-
DCB-GS COUPLING
Renold Hi-Tec Couplings DCB-GS couplings are designated in the following manner
Example: DCB-GS 626.5
6 2 6.5 6.5” diameter driving element
2 rows of elements
6 driving elements spaced radially

around the coupling
DCB-GS 626.5 - 6 blocks, 2 rows per cavity, 6.5” diameter blocks.

DCB-GS 658.5 - 6 blocks, 5 rows per cavity, 8.5” diameter blocks.
Table of setting tolerances

Maximum Axial &
Renold Hi- Maximum
Axial & Radial Setting Tolerance ‘A’
Tec Angular Mis-
Radial Setting (Run out at ØG – TIR)
Couplings alignment
Movement Tolerance
DCB-GS mm mm Degree ØG mm mm
6 x 2.5 1.5 0.37 0.7 296 0.3
6 x 3.5 2.0 0.50 0.7 414 0.4
6 x 4.5 2.5 0.62 0.7 532 0.5
6 x 5.5 3.0 0.75 0.7 650 0.6
6 x 6.5 3.5 0.87 0.7 770 0.7
6 x 7.5 3.5 0.87 0.7 888 0.8
6 x 8.0 4.0 1.00 0.7 946 0.9
6 x 8.5 4.5 1.13 0.7 1005 1.0
6 x 9.5 5.0 1.25 0.7 1124 1.0
6 x 11.0 6.0 1.50 0.7 1300 1.2
6 x 13.0 8.0 2.00 0.7 1537 1.5
6 x 15.0 10.0 2.50 0.7 1774 1.6
Note: Setting Tolerance ‘A‘ refers to the position of the dial indicator as recommended in the
diagram on page 5.
-8-
DCB-GS COUPLING
SECTION 5
Periodic Inspection
Inspection of the rubber blocks after the first 12 months of operation will provide a basis on which a
future inspection programme can be decided.
It will only be necessary to inspect the blocks at the cover end of the coupling. (Those which can be
seen after removal of the cover.)
Block hardness should be checked using a durometer to measure shore hardness. The maximum
allowable change in hardness is 10 degrees. If the change exceeds 5 degrees consideration should
be given to the timing of the next inspection to ensure that the 10-degree limit is not exceeded.
Visual inspection of the rubber blocks should be made to determine whether any obvious
abnormalities have occurred. This type of coupling is fitted with circular rubber elements that are
precompressed at rest position; hence some deformation can be expected and will not affect the
performance of the coupling. The diagram below shows acceptability criteria for deformation.
Certain types of damage may be confined to the surface with no appreciable effect on performance.
When in doubt one block and one tube should be removed from the coupling and hardness checked
at different points to assess the overall condition of the rubber.
% ALLOWABLE DEFORMATION (FROM NOMINAL)
RUBBER HARDNESS (SHORE A)
-9-
DCB-GS COUPLING
SECTION 6
Storage of Spare Rubber Blocks
The British Standards Institute recommend the following storage conditions for vulcanised elastomers
to avoid changes in properties which are indicated by softening, hardening, cracking or other surface
degradation.
Deteriation can be accelerated by the synergistic effect of the combined factors heat light, humidity,
oxygen and ozone.
These effects can be minimised by careful selection of storage conditions, i.e.: -
TEMPERATURE: The storage temperature should be less than 25°C. For long term
storage a maximum temperature of 15°C is recommended
HUMIDITY: Moist conditions should be avoided and no condensation should
occur.
LIGHT: All polymeric products should be protected against light, especially
sunlight or artificial light with high ultra violet content.
OXYGEN & OZONE: Where possible components should be protected from air circulation
by storage in containers. Ozone is particularly damaging and for this
reason, parts should not be stored near electrical equipment where
sparks or silent discharges are possible.
DEFORMATION: Mouldings should be stored in a strain free condition.
LIQUIDS: Mouldings should not be contaminated with liquids in storage.
CLEANING: If cleaning is required for storage, soap and water is relatively
harmless. The washed components should be allowed to dry at room
temperature.
STORAGE TIME: Where items have been stored for five years or more a Laboratory
check on quality must be carried out before use.
- 10 -
DCB-GS COUPLING
SECTION 7
Specification of Assembly Fluid
To ease assembly of the Renold Hi-Tec Coupling the rubber elements and coupling cavities can be
coated with silicone fluid available in 250ml containers from Renold Hi-Tec Couplings. Only a small
amount of fluid is required to lubricate the element and the cavities. The fluid is not essential to the
operation of the coupling it merely eases the assembly process. The specification below lists the
properties.
Manufacturer: Dow Corning 200 fluid

Viscosity: 1000 cs
Brussels No: 39018010
Boiling Point: 230°C
Specific Gravity: 0.97
Fire and Explosion Hazard Data

Flash Point Closed cup 93°C, Open cup 285°C
Extinguishing Media CO2 Foam, dry Powder or fine water spray
Special Procedures None
Health Hazard Data

Skin No significant effect
Eyes May cause temporary discomfort – flush with water
Inhalation No significant effect
Ingestion Mildly toxic estimated LD595000mg/kg
Spill or Leaks
Procedure Mop, wipe or soak up with absorbent material.
Waste Disposal
Can be land filled or burned in accordance with local regulations
Special Protection
Safety glasses to be worn.
- 11 -
DCB-GS COUPLING
SECTION 8
Table of tightening Torques
Cover Setscrew Grade 8.8

Renold Hi-Tec
Size Torque Tighten to
Couplings DCB-GS
Dia x Pitch Nm
6x2.5 M10 x 1.5 45
6x3.5 M14 x 2.0 120
6x4.5 M18 x 2.5 250
6x5.5 M20 x 2.5 360
6x6.5 M24 x 3.0 625
6x7.5 M30 x 3.5 1250
6x8.0 M30 x 3.5 1250
6x8.5 M36 x 4.0 2190
6x9.5 M36 x 4.0 2190
6x11.0 M42 x 4.5 3100
6x13.0 M48 x 5.0 4600
6x15.0 M56 x 5.5 7400
- 12 -
RENOLD Power RENOLD Hi-Tec Couplings SA Brampton RENOLD RENOLD Australia Prop Ltd
Transmission Corporation Usatges No1 – Local 5 Z.I.A. Rue de la Pointe 508-520 Wellington Road
8750 Global Way 08850 – GAVA (Barcelona) B.P.359-59473 Mulgrave, Victoria 3170
West Chester, Ohio 45069 Spain SECLIN CEDEX Australia
USA Tel: +34 (93) 638 05 58 France Tel: +61 (0) 3 9262 33 33
Tel: +001 513 942 1000 Fax: +34 (93) 638 07 37 Tel: +33 (0) 3 20 16 2929 Fax: +61 (0) 3 9561 85 61
Fax: +001 513 942 8500 Fax: +33 (0) 3 20 16 2900
Toll Free: 800 850 8141
E4-05-134 Rev 101

DCB-GS A&M English/0902
Engine frame/Oil pan
511/611
MAN Diesel
Description
Engine Frame and Base Frame 511.01
Page 1 (1)
Edition 01H
L23/30H
Frame On the sides of the frame there are covers for acces
to the camshaft, the charge air receiver and crank-
The engine frame is made of cast iron, and is at- case. Some of the covers are fitted with relief valves
tached to the top of the base frame by means of which will act, should oil vapours in the crankcase be
bolts. The cross girders of the frame are provided ignited, for instance in the event of a hot bearing.
with bores for the main bearings in which the crank-
shaft is underslung, i.e. it is carried by the main The charge air cooler housing is a integrated part
bearing caps. of the frame.
The main bearing caps are attached by means of

studs and nuts, which are loosened and tightened Base Frame
with the aid of hydraulic tools. After mounting, the
main bearing caps are further secured by means Engine and alternator (gear, pump) are mounted on
of bracing screws, which are screwed horizontally a common base frame which is in welded design.
into the sides of the caps and tightened against the
sides of the engine frame. The main bearings are The base frame is used as lubricating oil reservoir
equipped with replaceable shells which are fitted "wet sump".
without scraping.
The crankshaft guide bearing is located at the fly-

wheel end of the engine.
94.26 - ES0U
MAN Diesel & Turbo
Work Card 511-01.00
Page 1 (2) Functional test of crankcase safety relief valves
Edition 10
L23/30H

Shut off fuel oil
Short Description
Functional test of crankcase safety relief valves
Related Procedure

Number : 1 51106 058 1/cylinder
51106 071 1/relief valve
51106 740 12/relief valve
Data
2006.11.13
MAN Diesel & Turbo
511-01.00 Work Card
Functional test of crankcase safety relief valves Page 2 (2)
Edition 10
L23/30H
Functional Testing
Functional testing of the crankcase safety relief
valves cannot be performed during operation of the
engine, but it must be checked during overhauls
that the valve flap is movable.
When Painting
When painting the engine, take care not to block up
the safety relief valves with paint.
Check of opening pressure

To check the proper opening pressure, proceed as
follows:
1 Cover 2 relief valve
Warning!
Use protective gloves Figure 1: Cover with safety relief valve
1) Remove the relief valve cover from the engine.

2) Place the cover on the floor with the pressure
area upwards.
3) Apply a weight at 5 kg on the pressure area.
The relief valve must open under this pressure.
4) Remount the relief valve cover of the engine. If
the safety relief valves are actuated, the engine
must be stopped immediately, and it must not
be restarted until the cause is detected and the
fault is fixed, see also description 503.04, Igni-
tion in Crankcase.
2006.11.13
MAN Diesel & Turbo
Plate
Page 1 (2) Frame with Main Bearings 51101-26
L23/30H
12.01 - ES0 - KF
MAN Diesel & Turbo
Plate
51101-26 Frame with Main Bearings Page 2 (2)
L23/30H

Item Item
013 1/E Frame Stativ 336 /I Molykote paste Molykote
025 5/E Bracing bolt Sideskrue 397 1/E Frame complete, incl. Stativ komplet, inkl.
item 049, 062, 108, 133, item 049, 062, 108, 133,
049 4/C Nut for cylinder Møtrik for cylinder- 145, 169, 170, 216, 241, 145, 169, 170, 216, 241,
head stud dækseltap 290, 300, 324, plate 290, 300, 324, plate
50701 item 048, 061, 50701 item 048, 061,
050 4/C Protective cap Beskyttelseshætte 073, 276, plate 50705 073, 276, plate 50705
item 051, 063, 350, 362 item 051, 063, 350, 362
062 4/C Stud for Tap for
cylinder head cylinderdæksel
074 1/E Plug Prop + Item No 108, 300 + Item nr. 108, 300
require an individual kræver en individuel
086 1/E Coupling Kobling matching before tilpasning før mon-
mounting, contact tering, kontakt MAN
098 2/E Plug Prop MAN Diesel & Turbo Diesel & Turbo
108+ 1/C Main bearing cap Hovedlejedæksel
121 1/B Screw Skrue
133 1/B Securing piece Sikringstykke
145 1/B Spring pin Fjederstift
157 1/C Main bearing Hovedlejeskaller 2/2

shell 2/2
169 2/B Main bearing stud Hovedlejetap
170 2/B Nut for main Møtrik for

bearing stud hovedlejetap
228 1/E Plug Prop
241 2/B Bracing bolt Sideskrue
253 2/E Thrust washer Trykskive
265 4/E Locking piece Låsestykke
290 4/E Screw Skrue
300+ 1/E Guide bearing cap Styrelejedæksel
Qty./B = Qty./Bearing Antal/B = Antal/Leje
Qty./I = Qty./Individual Antal/I = Antal/Individuelt
12.01 - ES0 - KF
MAN Diesel
Plate
Page 1 (2) Mounting of Pumps 51102-05H
L23/30H
176 211
093 188 140
High temperature
fresh water pump,
see Plate 51610
164
Low temperature
fresh water pump,
see Plate 51610
247
127
For lubricating oil pump,

103 see Plate 51501
235 451
152
223
08028-0D/H5250/94.08.12
260
259
152
06.50 - ES0
MAN Diesel
Plate
51102-05H Mounting of Pumps Page 2 (2)
L23/30H
Item Item
093 1/E Guard end, fore Endedæksel, for
164 2/E Guide pin Styrestift
176 3/E Spray pipe Sprøjterør
211 6/E Screw Skrue
235 1/E Sealing ring Tætningsring
247 2/E Nut Møtrik
08028-0D/H5250/94.08.12
06.50 - ES0
MAN Diesel
Plate
Page 1 (2) Front Cover for Lubricating Oil Pump 51102-10H
L23/30H
081
140
For lubricating
oil pump, see
Plate 51501
247
164
08028-0D/H5250/94.08.12
020
451
019
032
06.50 - ES0
MAN Diesel
Plate
51102-10H Front Cover for Lubricating Oil Pump Page 2 (2)
L23/30H
Item Item
032 6/E Screw Skrue
247 2/E Nut Møtrik
08028-0D/H5250/94.08.12
06.50 - ES0
MAN Diesel
Plate
Page 1 (2) Mounting of Pumps 51102-11H
L23/30H
176 211
093 188 140
139 235
223
115 164
247
152
451
127
235
For fresh water pump,
103
see Plate 51610
223
08028-0D/H5250/94.08.12
152
For lubricating oil pump,

see Plate 51501
06.50 - ES0
MAN Diesel
Plate
51102-11H Mounting of Pumps Page 2 (2)
L23/30H
Item Item
176 2/E Spray pipe Sprøjterør
211 4/E Screw Skrue
235 2/E Sealing ring Tætningsring
247 2/E Nut Møtrik
08028-0D/H5250/94.08.12
06.50 - ES0
MAN Diesel & Turbo
Plate
Page 1 (3) Covers on Frame 51106-17H
L23/30H
490
740 058
010 071
071 083
764
752
129
130 Frame
142 Plate 51101
191 249
154
201 250
262
308
286
370
298
213 274
500
225
321
166 286
178 237 298
308
333
345
249
250
357
369
428 370
788 382
308
465
453 404
441 129
715 477 416
058 5 cyl.
703
394
693 6 cyl.
489
7 cyl.
8 cyl.
Cover see When ordering cover for

plate 51102 crankshaft with relief valve,
please see diagram with covers.
07.09 - ES0
MAN Diesel & Turbo
Plate
51106-17H Covers on Frame Page 2 (3)
L23/30H
Item Item
010 6/D Screw Skrue 298 Handle Håndtag

058 2/C O-ring O-ring 26/E 6 cyl. engine 6 cyl. motor
071 12/D Washer Skive 34/E 8 cyl. engine 8 cyl. motor
083 6/D Self locking nut Selvlåsende møtrik 308 Washer Skive
129 8/C Screw Skrue 28/E 6 cyl. engine 6 cyl. motor
130 Cover Dæksel 36/E 8 cyl. engine 8 cyl. motor
3/E 6 cyl. engine 6 cyl. motor 321 Guard intermediate Mellemskærm
3/E 7 cyl. engine 7 cyl. motor 4/E 5 cyl. engine 5 cyl. motor
142 Gasket Pakning 7/E 8 cyl. engine 8 cyl. motor
3/E 6 cyl. engine 6 cyl. motor 333 2/C Stud Tap
4/E 8 cyl. engine 8 cyl. motor 345 1/E Guard end fore Skærm, for
154 Screw Skrue 357 1/E Guard end fore Skærm, for
66/E 6 cyl. engine 6 cyl. motor 369 1/E Guard Skærm
88/E 8 cyl. engine 8 cyl. motor 370 14/E Screw Skrue
166 1/E Cover Dæksel 382 1/E Guard end fore Skærm, for
178 1/E Gasket Pakning 394 6/C Screw Skrue

only for 900 rpm kun for 900 omdr.
191 2/C Stud Tap
404 2/E Screw Skrue
201 2/E Stud Tap
416 Cover for Dæksel for
213 4/C Screw Skrue crankcase krumtaphus
225 1/C Cover for camshaft Dæksel for kamaksel- 8/E 6 cyl. engine 6 cyl. motor
housing hus 10/E 7 cyl. engine 7 cyl. motor
428 4/E Screw, 720/750 rpm Skrue, 720/750 rpm
249 5/E Screw Skrue
441 2/E Tapered dowel Styrestift
262 1/E Guard end aft Skærm, agter
465 2/E Nut Møtrik
477 6/C Nut Møtrik
286 Spring pin Fjederstift only for 720/750 rpm kun for 720/750 omdr.
26/E 6 cyl. engine 6 cyl. motor 489 6/C Screw Skrue
30/E 7 cyl. engine 7 cyl. motor only for 720/750 rpm kun for 720/750 omdr.
Qty./D = Qty./Safety cover Antal/D = Antal/sikkerhedsdæksel
07.09 - ES0
MAN Diesel & Turbo
Plate
L23/30H
Item Item
490 Cover with safety Dæksel med sikker-hed-

valve, complete sventil, komplet
500 Guard intermediate Mellemskærm, komplet

complete, incl. item inkl. item 191, 286, 298,
191, 286, 298, 308, 308, 321, 333
321, 333
693 /I Packing Silicone

silicone paste
715 6/E Screw Skrue
740 1/D O-ring O-ring
752 Safety valve, Sikkerhedsventil,

complete komplet
764 1/D Flange Flange
788 4/E Screw, 900 rpm Skrue, 900 rpm
07.09 - ES0
MAN Diesel & Turbo
Plate
L23/30H
644
632
656
693
561
524
512
693
536
548
573
585
668
620
811
607 776
619 681
823
597
07.09 - ES0
MAN Diesel & Turbo
Plate
L23/30H

Item Item
512 1/E Cover 2/2 Dæksel 2/2
548 4/E Nut Møtrik
573 4/E Screw Skrue
585 1/E Sealing ring 2/2 Tætningsring 2/2
619 2/E Nut Møtrik
644 8/E Screw Skrue

silicone paste
776 2/E Screw Skrue
Qty./I = Qty./Individual Antal/I = Antal/Individuelt
07.09 - ES0
MAN Diesel & Turbo
Plate
L23/30H
490
740 058
010 071
071 083
764
752
129
Frame
Plate 51101
191
201 249
250
262
154 286
298
213 308
500 274
225
166 321
178 286
237 298
308
Coolerbox see 333
plate 51203 345
249
250
357
369
428 370
382
308
465
453 404
441 129
715 477 416
058
703
394
693
489
Cover see
plate 51102
06.49 - ES0
MAN Diesel & Turbo
Plate
L23/30H

Item Item
010 6/D Coach bolt Bræddebolt 321 Guard intermediate Mellemskærm

071 12/D Washer Skive 7/E 8 cyl. engine 8 cyl. motor
083 6/D Self locking nut Selvlåsende møtrik 333 2/C Stud Tap
129 8/C Screw Skrue 345 1/E Guard end fore Skærm, for
154 28/E Screw Skrue 357 1/E Guard end fore Skærm, for
166 2/E Cover Dæksel 369 1/E Guard Skærm
178 2/E Gasket Pakning 370 6/E Screw Skrue
191 2/C Stud Tap 382 1/E Guard end fore Skærm, for
201 2/E Stud Tap 394 6/C Screw Skrue

only for 900 rpm kun for 900 omdr.
213 4/C Screw Skrue
404 2/E Screw Skrue
225 1/C Cover for camshaft Dæksel for kamaksel-
housing hus 416 Cover for Dæksel for
crankcase krumtaphus
249 5/E Screw Skrue 9/E 7 cyl. engine 7 cyl. motor
428 4/E Screw Skrue
441 2/E Tapered dowel Styrestift
286 Spring pin Fjederstift
22/E 5 cyl. engine 5 cyl. motor 465 2/E Nut Møtrik
30/E 7 cyl. engine 7 cyl. motor 477 6/C Nut Møtrik
298 Handle Håndtag 489 6/C Screw Skrue

30/E 7 cyl. engine 7 cyl. motor 490 Cover with safety Dæksel med sikker-
34/E 8 cyl. engine 8 cyl. motor valve, complete incl. hedsventil, komplet inkl.
item 010, 022, 034, item 010, 022, 034,
308 Washer Skive 046, 071, 083, 095, 046, 071, 083, 095,
24/E 5 cyl. engine 5 cyl. motor 105, 117 105, 117
06.49 - ES0
MAN Diesel & Turbo
Plate
L23/30H

Item Item
500 Guard intermediate Mellemskærm, komplet

191, 286, 298, 308, 308, 321, 333
321, 333

silicone paste
715 6/E Screw Skrue
740 1/D O-ring O-ring
752 Safety valve, Sikkerhedsventil,

complete komplet
764 1/D Flange Flange
06.49 - ES0
Turbocharger
512/612
MAN Diesel & Turbo
Description
Turbocharger System 512.01
Page 1 (2)
Edition 01H
L23/30H
Water washing, turbine side, inlet P7 Exhaust gas, outlet P2 M1 Charge air, inlet
P8 Water washing,
compressor side with
quick coupling, inlet
Exhaust gas to TC
Water washing
compressor side
Charging air from TC
Lambda Cylinder P6 Drain from turbocharger, outlet
Fig. 1. Diagram for Turbocharger System
Turbocharger System The charging air cooler is a compact tube-type

cooler with a large cooling surface. The cooling
The turbocharger system of the engine, which is a wa-ter is passed twice through the cooler, the end
constant pressure system, consists of an exhaust covers being designed with partitions which cause
gas receiver, a turbocharger, a charging air cooler the cooling water to turn.
and a charging air receiver, the latter being integrated
in the engine frame. The cooling water tubes are fixed to the tube plates
by expansion.
The turbine wheel of the turbocharger is driven by the
engine exhaust gas, and the turbine wheel dri-ves From the exhaust valves, the exhaust is led through
the turbocharger compressor, which is moun-ted on a water cooled intermediate piece to the exhaust gas
the same shaft. The compressor sucks air from the receiver where the pulsatory pressure from the indi-
engine room, through the air filters. vidual exhaust valves is equalized and passed to the
turbocharger as a constant pressure, and further to
Turbocharger, see separate manual. the exhaust outlet and silencer arrangement.
The turbocharger pumps the air through the char The exhaust gas receiver is made of pipe sections,
ging air cooler to the charging air receiver. From the one for each cylinder, connected to each other, by
charging air receiver, the air flows to each cylinder, means of compensators, to prevent excessive stress
through the inlet valves. in the pipes due to heat expansion.
12.13 - ES0
MAN Diesel & Turbo
512.01 Turbocharger System Description

Page 2 (2)
Edition 01H
L23/30H
In the cooled intermediate piece a thermometer for To avoid excessive thermal loss and to ensure a
reading the exhaust gas temperature is fitted and reasonably low surface temperature the exhaust gas
there is also possibility of fitting a sensor for remote receiver is insulated.
reading.
12.13 - ES0
MAN Diesel
Description Cleaning the Turbocharger In Service 512.05

Page 1 (1)
Water Washing of Compressor Edition 01
General
Compressor Chemical cleaning will not improve the cleaning

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

water before the compressor wheel will reduce the
fouling rate considerably, and consequently prolong
the intervals between dismantling necessary for
mechanical cleaning.
94.26 - ES0U-G
MAN Diesel
Description Cleaning the Turbocharger in Service 512.10

Page 1 (3)
Dry Cleaning - Turbine Edition 02H
L21/31, L27/38
L23/30H, V28/32S
Description Cleaning System
The tendency to fouling on the gas side of turbo- The cleaning system consists of a cleaning agent
chargers depends on the combustion conditions, container (2) with a capacity of approx. 0.5 liters and
which are a result of the load and the maintenance a removable cover. Furthermore the system consists
condition of the engine as well as the quality of the of an air valve (3), a closing valve (1) and two snap
fuel oil used. on connectors.
Fouling of the gas ways will cause higher exhaust The position numbers (2) and (3) indicate the system's
gas temperatures and higher wall temperatures of "blow-gun". Only one "blow-gun" is used for each
the combustion chamber components and will also engine plant. The blow-gun is working according to
lead to a higher fuel consumption rate. the ejector principle with pressure air (working air)
at 5-7 bar as driven medium. Injection time approx.
Tests and practical experience have shown that radi- 2 min. Air consumption approx. 5 Nm3/2 min.
al-flow turbines can be successfully cleaned by the
dry cleaning method.
This cleaning method employs cleaning agents con-

sisting of dry solid bodies in the form of granules. A
certain amount of these granules, depending on the
turbocharger size, is, by means of compressed air,
blown into the exhaust gas line before the gas inlet
casing of the turbocharger.
The injection of granules is done by means of wor-

king air with a pressure of 5-7 bar.
On account of their hardness, particularly suited

blasting agents such as nut-shells, broken or artifi-
cially shaped activated charcoal with a grain size of
1.0 mm to max. 1.5 mm should be used as cleaning
agents.
1 Closing valve 2 Container
The solid bodies have a mechanical cleaning effect 3 Air valve 4 working air inlet
which removes any deposits on nozzle vanes and 5 Exhaust pipe 6 Snap coupling
turbine blades.
Fig 1 Arrangement of dry cleaning of turbocharger - Turbine
Dry cleaning can be executed at full engine load and
does not require any subsequent operating period of
the engine in order to dry out the exhaust system.
Experience has shown that regular cleaning intervals

are essential to successful cleaning, as excessive
fouling is thus avoided. Cleaning every second day
during operation is recommended.
The cleaning intervals can be shorter or longer based

on operational experience.
97.08 - ES2
MAN Diesel
512.10 Cleaning the Turbocharger in Service Description

Page 2 (3)
Edition 02H Dry Cleaning - Turbine
L21/31, L27/38
L23/30H, V28/32S
Dry cleaning of turbochargers
Suppliers of cleaning agents:
1. "Solf Blast Grit, Grade 14/25"
TURCO Products B.V.

Verl. Blokkenweg 12, 617 AD EDE - Holland
Tel.:08380 - 31380, Fax.: 08380 - 37069
2. Designation unknown
Neptunes Vinke B.V.

Schuttevaerweg 24, 3044 BB Rotterdam
Potbus 11032, 3004 E.A. Rotterdam, Holland
Tel.: 010 - 4373166 Fax.: 4623466
3. "Grade 16/10"
FA. Poul Auer GmbH

Strahltechnik
D-6800 Mainheim 31, Germany
4. "Granulated Nut Shells"
Eisenwerke Würth GmbH + Co.

4107 Bad Friederichshall, Germany
Tel.: 0 71 36-60 01
5. "Soft Blasting Grade 12/3a"
H.S. Hansen Eftf. Kattegatvej 2

2100 Copenhagen Ø, Denmark
Tel.:(31) 29 97 00 Telex: 19038
6. "Crushed Nutshells"
Brigantine, Hong Kong
7. "Turbine Wash"
Ishikawajima-Harima Heavy Industries Co.

Ishiko Bldg., 2-9-7 Yassu, Chuo-Ku
Tokyo 104, Japan
Tel.: 03-2 77-42 91
97.08 - ES2
MAN Diesel

Page 3 (3)
Dry Cleaning - Turbine Edition 02H
L21/31, L27/38
L23/30H, V28/32S
8. "A-C Cleaner" (Activated Coal)
Mitsui Kozan Co. Ltd. (Fuel Dept.)

Yamaguchi Bldg., 2-1-1 Nihonbashi
Muromachi, Chuo-Ku
Tokyo 103, Japan
9. "OMT-701"
Marix KK
Kimura Bldg., 6-2-1 Shinbashi
Minato-Ku, Tokyo 105, Japan
Tel.: 03-4 36-63 71, Telex: 242-7232 MAIX J
10. "OMT-701"
OMT Incorporated
4F, Kiji Bldg., 2-8 Hatchobori,
4-chome, Chuo-Ku, Tokyo 104, Japan
Tel.: 03-5 53-50 77, Telex: 252-2747 OMTINC J
11. "Marine Grid No. 14" (Walnut)
Hikawa Marine
Kaigan-Dori 1-1-1, Kobe 650, Japan
Tel.: 0 78-3 21-66 56
12. "Marine Grid No. 14"
Mashin Shokai
Irie-Dori, 3-1-13, Hyogo-Ku
Kobe 652, Japan
Tel.: 0 78-6 51-15 81
13. Granulate
MAN Diesel
Teglholmsgade 41 2450 København SV, Danmark
Tel.: +45 33 851100 Fax.: +45 33 851030
The list is for guidance only and must not be considered complete. We
undertake no responsibility that might be caused by these or other pro-
ducts.
97.08 - ES2
MAN Diesel

Page 1 (1)
Water Washing - Turbine Side Edition 01
General
Description
The tendency to fouling on the gas side of turbo Heavily contaminated turbines, which where not
chargers depends on the combustion conditions, cleaned periodically from the very beginning or after
which are a result of the load on and the maintenance an overhaul, cannot be cleaned by this method.
condition of the engine as well as the quality of the
fuel oil used. If vibration in the turbocharger occur after water-wa
shing has been carried out, the washing should be
Fouling of the gas ways will cause higher exhaust repeated. If unbalance still exists, this is presumably
gas temperatures and higher surface temperatures due to heavy fouling, and the engine must be stop
of the combustion chamber components and will ped and the turbocharger dismantled and manually
also lead to a lower performance. cleaned.
Tests and practical experience have shown that The washing water should be taken from the fresh
radial-flow turbines can be successfully cleaned water system and not from the fresh cooling water
by injection water into the inlet pipe of the turbine. system or salt water system. No cleaning agents and
The cleaning effect is based on the water solubility solvents need to be added to the water.
of the deposits and on the mechanical action of the
impinging water droplets and the water flow rate. To avoid corrosion during standstill, the engine must,
upon completing of water washing run for at least 1
The necessary water flow is dependent on the gas hour before stop so that all parts are dry.
flow and the gas temperature. Enough water must be
injected per time unit so that, not the entire flow will
evaporate, but about 0.25 l/min. will flow off through Water Washing System
the drainage opening in the gas outlet.Thus ensuring
that sufficient water has been injected. The water washing system consists of a pipe system
equipped with a regulating valve, a manoeuvring
Service experience has shown that the above men valve, a 3-way cock and a drain pipe with a drain
tioned water flow gives the optimal cleaning effect. If valve from the gas outlet, see illustration on working
the water flow is reduced the cleaning effect will be card 512-15.00.
reduced or disappear. If the recommended water flow
is exceed, there is a certain risk of a accumulation The water for washing the turbine, is supplied from
of water in the turbine casing, which can result in the external fresh water system through a flexible
damage on the turbocharger. hose with couplings. The flexible hose must be
disconnected after water washing.
The best cleaning effect is obtained by cleaning at
low engine load approx. 20% MCR. Cleaning at low By activating the manoeuvring valve and the regu
load will also reduce temperature shocks. lating valve, water is led through the 3-way cock to
the exhaust pipe intermediate flange, equipped with
Experience has shown, that washing at regular inter a channel to lead the water to the gas inlet of the
vals is essential to successful cleaning, as excessive turbocharger.
fouling is thus avoided. Washing at intervals of 100
hours is therefore recommended. Depending on the The water which is not evaporated, is led out through
fuel quality these intervals can be shorter or longer. the drain pipe in the gas outlet.
However, the turbine must be washed at the latest
when the exhaust gas temperature upstream of the
turbine has risen about 20° C above the normal
temperature.
96.39 - ES0
MAN Diesel & Turbo
Work Card 512-01.00
Page 1 (3) Overhaul of Charging Air Cooler
Edition 01
L23/30H

Shut off fuel oil
Short Description
Overhaul of charging air cooler.

Allen key, 10 mm
Wire rope
Tackle
Related Procedure

Number : 2 51201 113 6/cooler
51201 029 1/cooler
51201 066 1/cooler
Data
1996.05.13.
MAN Diesel & Turbo
512-01.00 Work Card
Overhaul of Charging Air Cooler Page 2 (3)
Edition 01
L23/30H
Description leaky as any sea water that leaks in will be car-

ried along with the air to the cylinders where the
The charging air cooler is normally cleaned and salt contained in the water will damage valves,
overhauled at the intervals indicated in the "Planned piston rings, and cylinder liners.
Maintenance Program", or if observations prove
that the cooler does not work satisfactory, see sec- 5) Also clean end cover and coat it on the inside
tion 502. with an anti-corrosion blocks agent. Inspect the
anti-corrosion (6) and renew if necessary.
Overhaul of charging air cooler
Warning!
1) Close the cooling water inlet and outlet valves

and disconnect the pipes.
2) Remove the screw (1), fig 1, which secure the
end 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 attach a tackle hook, after which the ele-
ments are lifted and pulled out of the cooler
housing and landed on a couple of wooden
planks on the floor.
3) Remove screws (2) and end cover (3) reversal
chamber (4) and side plates (5).
4) Clean the cooler element of the water and air
sides.
After using cleaning agents the manufacting
recommendation must be followed.
Figure 1: .
The greatest care must be exercised when dis-
mantling cleaning and mounting the cooler ele-
ment, as the thin fins of the tubes cannot stand Note: That paint or similar must not be applied to
impacts and pressure. these blocks.
If nevertheless, the metal is bended, it should 6) Fouling and deposite in the pipes can be
be carefully straightened, as bent fins will removed by using a hand or machine operated
increase the pressure drop across the cooler circular steel brush. The pipe inner diameter is
considerably. 13 mm.
Should one ore more cooler tubes become 7) When mounting the air cooler, renew all gas-
leaky it/they must immediately be made tight, kets.
either by expending the tube ends into the tube
plates or by blanking of the tube(s) concerned
with plugs.
It is important that the charging air cooler is not
1996.05.13.
MAN Diesel & Turbo
Work Card 512-01.00
Page 3 (3) Overhaul of Charging Air Cooler
Edition 01
L23/30H
Out of Service Periods

At longer periods out of service the air cooler is
drained if the coolant is sea water followed by flush-
ing with fresh water and left with drain and venting
cocks open.
At fresh water coolant systems recommendations
for the entire system is followed.
1996.05.13.
MAN Diesel & Turbo
Work Card 512-05.00
Page 1 (4) Water Washing of Compressor Side
Edition 01
L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Water washing of compressor side. Turbocharger
cleaning with engine in service.
Related Procedure

Number : 1 See the special
instructions for
turbocharger.
Data
2002.05.13. - ES0
MAN Diesel & Turbo
512-05.00 Work Card
Water Washing of Compressor Side Page 2 (4)
Edition 01
L23/30H, V28/32S, L21/31, L27/38
Health Risk! 2) Discharge the excesspressure in the container

by drawing out the spindle in the safety valve
Warning! (see fIg. 1) before loosening the top cover.
The spindle returns automatically by means of a
Health Risk!
built-in spring
3) Fill the container with 2 litres fresh water (see
the scale on the container).
Warning!
Before Cleaning
The cleaning process is only to be carried out when Do not use sea water or cooling water!
the engine is at operating temperature (see Operat-
4) Mount the top cover on the container.
ing Data 500.30 / 600.30) and when it is loaded as
close as possible to full load (see Main Particulars 5) Blow air into the container by means of a blow
500.00 / 600.00). gun, until an operation pressure of 3 bar is
reached (see fig 2).
See also "Cleaning the Turbocharger in Service, The safety valve will open at a pressure of 4 bar
Water Washing of Compressor", 512.05 / 612.05. Excesspressure will discharge through the
safety valve
Cleaning Procedure
1 Work air 2 Blow gun

3 Top cover 4 Container
Figure 2: .
1 Spindle 2 Safety valve
Figure 1: .
6) Connect the plug-in coupling of the lance to the
snap coupling on the pipe (see fig 3).
1) Run the engine with as high a load as possible.
2002.05.13. - ES0
MAN Diesel & Turbo
Work Card 512-05.00
Page 3 (4) Water Washing of Compressor Side
Edition 01
L23/30H, V28/32S, L21/31, L27/38
1 Injection tube 2 Pipe

3 Snap coupling 4 Plug-in coupling
5 Hand valve with handle 6 Container
7 Charge air line
Figure 3: .
7) Depress the handle on the hand valve until the

water is completely injected into the compres-
sor (approx. 30 seconds).
The water will enter the compressor in atomized
condition, impinge the vanes of the compressor
wheel with high velocity and thus wash off the
dirt deposited.
8) Release the plug-in coupling and vent the con-
tainer by drawing the spindle out of the safety
valve.
After cleaning
9) Run the engine for minimum 10 minutes at
unaltered high load.
10) Compare the measurements of the operating
data (see fig 4) before and after the cleaning
procedure (see Operating Data 500.30 /
600.30).
2002.05.13. - ES0
MAN Diesel & Turbo
512-05.00 Work Card
Water Washing of Compressor Side Page 4 (4)
Edition 01
L23/30H, V28/32S, L21/31, L27/38
IF THEN
the comparison indicates success of the washing proce- the water washing of the compressor side is finished
dure
the comparison indicates lack of the washing procedure carry out the washing procedure from step 1 with 10
minutes interval from the initial washing
severe dirt is being deposited in the compressor dismantling of the compressor components for manual
cleaning is necessary (see special turbocharger manual in
section 512 / 612).
2002.05.13. - ES0
MAN Diesel & Turbo
Work Card 512-10.00
Page 1 (2) Cleaning the Turbine, dry cleaning
Edition 03
L16/24, L23/30H

Shut-off starting air Blowgun with container
Shut off fuel oil
Short Description
Cleaning the turbine.
Related Procedure

Number : 1
Data
2010.03.29.
MAN Diesel & Turbo
512-10.00 Work Card
Cleaning the Turbine, dry cleaning Page 2 (2)
Edition 03
L16/24, L23/30H
Health Risk! Fill the container (2) with granulate. The amount
depending on the type of turbocharger.
Warning!
NR12, NR14, NR15, NR17, 0.3 liter
Health Risk! NR20
Due to vibrations during engine operation, espe- NR24, NR26 0.4 liter
cially in awkward positions! NR29, NR34 0.5 liter
Connect to the working air system (4).

Dry cleaning
Connect the "blow gun" to valve (1) and open valve
(3). Then open valve (1) slowly until a hissing sound
indicates that the granulate is being injected. Injec-
tion period: approx 2 min.
Dry cleaning must be performed at all injection con-
nections (if more than one).
1 Stop valve 2 Container

3 Valve 4 working air
Figure 1: Dry cleaning
Depending on the type of engine and turbocharger,

the arrangement of items may also differ somewhat
from that shown in the schematic.
Appropriate cleaning materials are granulates from
nut shells or activated charcoal of a grain size of 1
mm (max. 1.5 mm).
Cleaning sequence
Please also consult the data plate.
The cleaning is to be carried out at high engine
load, min. 75 % MCR.
Before connecting the cleaning device, see fig 1,
open the stop valve (1) and check that the passage
is not blocked. Close the valve again.
2010.03.29.
MAN Diesel & Turbo
Work Card 512-15.00
Page 1 (2) Water Washing of Turbine Side
Edition 01
L23/30H

Shut off fuel oil
Short Description
Water washing of turbine side, cleaning with
engine in service.
Related Procedure

Number : 1 See the special
instruction for tur-
bocharger.
Data
1991.01.21.
MAN Diesel & Turbo
512-15.00 Work Card
Water Washing of Turbine Side Page 2 (2)
Edition 01
L23/30H
Cleaning procedure 7) Release the manoeuvring valve and disconnect

the water supply.
1) Adjust the engine load to approx. 20 % and let Turn the 3-way cock to position 1, "Closed"
the engine stabilize for 10 min. and check that the water drain flow has stop-
2) Open the drain cock at the turbocharger outlet ped.
and check for free passage, see fig 1. 8) Continue at this load at least 5 min. before
increasing the load to the normal condition.
9) After the water washing, the engine should run
for at least 1 hour before stop.
Figure 2: 3-way cock
Note: The regulating valve has to be opened slowly.

The manoeuvring valve must not be locked in open
position.
1 3-way cock 2 Plater with cleaning The water injection time mentioned in item 6 must
instruction
be not exceeded.
3 Manoeuvering valve 4 Regulating valve
For water washing of turbine side, see also descrip-
5 Cleaning water inlet 6 Drain cock tion for water washing.
Figure 1: Arrangement for water washing
3) Turn the 3-way cock to position 2 "Open", see

fig. 2 and check for free passage. If ok turn to
the water wash position 3 "Wash".
4) Connect the water supply to the water wash
system.
5) Activate the manoeuvring valve, see fig 1.
Then open the regulating valve and adjust the
water flow until the drain flow is approx. 0,25 l/
min.
6) Continue the water washing 5 - 10 min. or until
the drain water is free of particles.
1991.01.21.
MAN Diesel
Plate
Page 1 (2) Charging Air Cooler - Freshwater 51201-02H
5L23/30H-720/750 RPM
6L23/30H-720/750 RPM
08028-0D/H5250/94.08.12
97.06 - ES0S
MAN Diesel
Plate
51201-02H Charging Air Cooler - Freshwater Page 2 (2)
5L23/30H-720/750 RPM
6L23/30H-720/750 RPM
Item Item
017 1/K Crossmember Travers
030 2/K Pipe Rør
042 1/K Cooler block Kølerblok
054 1/K Gasket end cover Pakning endedæksel
066 4/K Plug screw Propskrue
078 4/K Cu-washer Cu-skive
091 1/K End cover Endedæksel
101 4/K Nut Møtrik
113 8/K Screw Skrue
125 1/K Top plate Topplade
137 1/K Gasket reversing Pakning vendekam-

cover mer
149 1/K Reversing cover

Vendekammer
150 29/K Screw
Skrue
162 1/K Crossmember
Travers
174 3/K Screw
Skrue
186 3/K Cu-washer
Cu-skive
198 5/K Screw
Skrue
208 1/K Bottom plate
Bundplade
221 4/K Screw
Skrue
233 1/K O-ring
O-ring
245 1/K Plug
Prop
257 1/K Gasket
Pakning
282 22/K Screw
Skrue
304 1/E Charging air cooler,
complete, incl. item Ladeluftkøler, komplet,
08028-0D/H5250/94.08.12
017, 029, 030, 042, 054, inkl. item 017, 029, 030,
066, 078, 091, 101, 113, 042, 054, 066, 078, 091,
125, 137, 149, 150, 162, 101, 113, 125, 137, 149,
174, 186, 198, 208, 221, 150, 162, 174, 186, 198,
233 and 245 208, 221, 233 og 245
Qty./E = Qty./Engine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = Køler
97.06 - ES0S
MAN Diesel
Plate
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
08028-0D/H5250/94.08.12
97.06 - ES0S
MAN Diesel
Plate
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
Item Item
030 2/K Pipe Rør
101 4/K Nut Møtrik
113 8/K Screw Skrue
137 1/K Gasket reversing Pakning vendekam-

cover mer
149 1/K Reversing cover

Vendekammer
150 29/K Screw
Skrue
162 1/K Crossmember
Travers
174 3/K Screw
Skrue
186 3/K Cu-washer
Cu-skive
198 5/K Screw
Skrue
208 1/K Bottom plate
Bundplade
221 4/K Screw
Skrue
233 1/K O-ring
O-ring
245 1/K Plug
Prop
257 1/K Gasket
Pakning
282 22/K Screw
Skrue
304 1/E Charging air cooler,
complete, incl. item Ladeluftkøler, komplet,
08028-0D/H5250/94.08.12
017, 029, 030, 042, 054, inkl. item 017, 029, 030,
066, 078, 091, 101, 113, 042, 054, 066, 078, 091,
125, 137, 149, 150, 162, 101, 113, 125, 137, 149,
174, 186, 198, 208, 221, 150, 162, 174, 186, 198,
233 and 245 208, 221, 233 og 245
97.06 - ES0S
MAN Diesel
Plate
5L23/30H-720/750 RPM
6L23/30H-720/750 RPM
08028-0D/H5250/94.08.12
97.06 - ES0S
MAN Diesel
Plate
5L23/30H-720/750 RPM
6L23/30H-720/750 RPM
Item Item
030 2/K Pipe Rør
101 4/K Nut Møtrik
113 8/K Screw Skrue
137 1/K Gasket Pakning

reversing cover vendekammer
149 1/K Reversing cover Vendekammer
150 29/K Screw Skrue
174 3/K Screw Skrue
198 5/K Screw Skrue
208 1/K Bottom plate Bundplade
221 8/K Screw Skrue
233 1/K O-ring O-ring
269 1/K Ring Ring
270 1/K Drain pipe for WMC Drænrør for WMC
294 1/K Water mist catcher Vandudskiller

08028-0D/H5250/94.08.12
304 1/E Charging air cooler, Ladeluftkøler, komplet,

017, 029, 030, 042, 054, 042, 054, 066, 078, 091,
066, 078, 091, 101, 113, 101, 113, 125, 137, 149,
125, 137, 149, 150, 174, 150, 174, 186, 198,
186, 198, 208, 221, 233, 208, 221, 233, 269, 270
269, 270 and 294 og 294
97.06 - ES0S
MAN Diesel
Plate
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
08028-0D/H5250/94.08.12
97.06 - ES0S
MAN Diesel
Plate
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
Item Item
030 2/K Pipe Rør
101 4/K Nut Møtrik
113 8/K Screw Skrue
125 1/K Top plate Toplade

reversing cover vendekammer
149 1/K Reversing cover Vendekammer
174 3/K Screw Skrue
198 5/K Screw Skrue
208 1/K Bottom plate Bundplade
221 8/K Screw Skrue
233 1/K O-ring O-ring
269 1/K Ring Ring
270 1/K Drain pipe for WMC Drænrør for WMC
294 1/K Water mist catcher Vandudskiller

08028-0D/H5250/94.08.12
304 1/E Charging air cooler, Ladeluftkøler, komplet,

017, 029, 030, 042, 054, 042, 054, 066, 078, 091,
066, 078, 091, 101, 113, 101, 113, 125, 137, 149,
125, 137, 149, 150, 174, 150, 174, 186, 198,
186, 198, 208, 221, 233, 208, 221, 233, 269, 270
269, 270 and 294 og 294
97.06 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) Exhaust pipe arrangement P51202-25
2013.09.27 - 6 cyl. engine - TCR16

MAN Diesel & Turbo
Plate
P51202-25 Exhaust pipe arrangement Page 2 (2)
001 1/C Intermediate piece

002 1/C Packing
003 4/C Cylindrical screw
005 5/E Exhaust pipe
006 1/E Exhaust pipe for cyl. 1
008 5/E Compensator
009 1/E Compensator, axial
010 1/E Plate
011 1/E End cover
012 3/E Angle profile
013 2/E Gasket
014 8/E Hexagon screw
015 8/E Nut
033 3/C Plug screw
034 3/C Packing ring
035 1/C Plug screw
038 1/C Screw
039 1/C Sleeve
040 2/C O-ring
041 1/C Packing

ace.
Qty/E = Qty/Engine
2013.09.27 - 6 cyl. engine - TCR16

MAN Diesel & Turbo
Plate
L23/30H
2013.09.27 - 7 cyl. engine - TCR16

MAN Diesel & Turbo
Plate
L23/30H

002 1/C Packing
008 6/E Compensator
010 1/E Plate
011 1/E End cover
013 2/E Gasket
015 8/E Nut
033 3/C Plug screw
035 1/C Plug screw
038 1/C Screw
039 1/C Sleeve
040 2/C O-ring
041 1/C Packing

ace.
Qty/E = Qty/Engine
2013.09.27 - 7 cyl. engine - TCR16

MAN Diesel & Turbo
Plate
L23/30H
2013.10.11 - 8 cyl. engine - TCR16

MAN Diesel & Turbo
Plate
L23/30H

002 1/C Packing
008 7/E Compensator
010 1/E Plate
011 1/E End cover
013 2/E Gasket
015 8/E Nut
033 3/C Plug screw
035 1/C Plug screw
038 1/C Screw
039 1/C Sleeve
040 2/C O-ring
041 1/C Packing

ace.
Qty/E = Qty/Engine
2013.10.11 - 8 cyl. engine - TCR16

MAN Diesel & Turbo
Plate
Page 1 (2) Mounting of turbocharger P51203-39
L23/30H
2013.09.26 - 900 rpm - TCR16 - loose cooler box

MAN Diesel & Turbo
Plate
P51203-39 Mounting of turbocharger Page 2 (2)
L23/30H
003 1/E O-ring 046 4/C Cylindrical screw

004 1/E Bracket 047 1/C Sealing ring
005 2/E Screw
006 2/E Seal ring
008 1/E Diffuser
012 /I Packing - silicone paste
017 4/E Nut
019 4/E Nut
020 1/C Inlet pipe
024 1/E Compensator
025 1/E Cooler insert
026 1/E Packing
028 1/E Plug screw
029 1/E Packing ring
030 2/E Plug screw
032 1/E Plug screw
034 1/E Bracket
035 1/E Bracket
037 3/E Nut
038 3/E Washers
040 4/E Nut
045 1/C Packing

ace.
Qty/E = Qty/Engine
Qty/I = Qty/Individual
2013.09.26 - 900 rpm - TCR16 - loose cooler box

MAN Diesel & Turbo
Plate
Page 1 (2) Water Washing of Compressor Side 51205-02
General
331
343
355
12.41 - ES0S-G
MAN Diesel & Turbo
Plate
51205-02 Water Washing of Compressor Side Page 2 (2)
General

Item Item
331 1/E Fitting Kobling
343 1/E Fitting Forskruning
355 1/E Container complete Beholder komplet
12.41 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Steam Trap 51208-01H
L23/30H
V28/32S
015
052
027
064
039
040
076
08028-0D/H5250/94.08.12
97.07 - ES0S
MAN Diesel
Plate
51208-01H Steam Trap Page 2 (2)
L23/30H
V28/32S
Item Item
015 1/E Steam trap, Vandudlader,

complete komplet
027 1/E Packing Pakning
039 1/E Clip Klemme
040 1/E House, bottom Hus, bund
052 1/E House, top Hus, top
064 1/E Swimmer Svømmer
076 1/E Valve Ventil
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Qty./Motor
97.07 - ES0S
MAN Diesel
Plate
Page 1 (2) Blowgun for Dry Cleaning of Turbocharger 51210-01
L23/30H, L21/31,
L27/38, V28/32S
053
016 112 028 041 028 065 077
089 148
100
136
08028-0D/H5250/94.08.12
01.12 - ES0
MAN Diesel
Plate
51210-01 Blowgun for Dry Cleaning of Turbocharger Page 2 (2)
L23/30H, L21/31,
L27/38, V28/32S
Item Item
016 1/E Snap coupling Snapkobling
028 2/E Nipple Nippel
041 1/E Tee T-stykke
053 1/E Ball valve Kugleventil
100 1/E Container, complete beholder, komplet
112 1/E Socket Muffe
136 1/E Blowgun, complete Rensepistol, complete
148 /I Granulate Granulat
08028-0D/H5250/94.08.12
Qty./I = Qty./Individual Qty./I = Qty./Individuelt
01.12 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Covering of charge air receiver P51212-03
L23/30H
2013.09.30 - TCR16
MAN Diesel & Turbo
Plate
P51212-03 Covering of charge air receiver Page 2 (2)
L23/30H
001 1/E Covering of charge air receiver

003 2/E Clamp
004 2/E Clamp
006 4/E Nut

ace.
Qty/E = Qty/Engine
2013.09.30 - TCR16
MAN Diesel & Turbo
Plate
Page 1 (2) Water washing of turbine side P51215-04
L16/24, L23/30H, L21/31, L27/38, L28/32DF, L23/30DF
2014.01.09
MAN Diesel & Turbo
Plate
P51215-04 Water washing of turbine side Page 2 (2)
L16/24, L23/30H, L21/31, L27/38, L28/32DF, L23/30DF

290 1/E Snap coupling

300 1/E Coupling for manometer
312 1/E Pipe
324 1/E Restriction for lub. oil pipe
361 1/E Elbow coupling
385 1/E Tee
397 1/E Bushing
407 1/E Pressure gauge
419 2/E Straight male coupling
420 1/E Regulating valve
432 1/E Bushing
444 1/E Ball valve
481 1/E Water washing of turbine side,
complete

ace.
* = Only available as part of a spare parts kit/not availa-
ble separately
Qty/E = Qty/Engine
2014.01.09
MAN Diesel
Plate
Page 1 (2) Charge Air Pre-heating (one string) 51237-01
L23/30H
900 rpm
090
091 120
092 121
122
070 100
063 150
064 151
065 152
050 130
040 153
154
155
060 156
061
062
10.18 - EO0 - Tier II

MAN Diesel
Plate
51237-01 Charge Air Pre-heating (one string) Page 2 (2)
L23/30H
900 rpm
Item Item
040 1/E L.T. inlet charge air L.T. tilgang ladeluft-

cooler køler
050 1/E 3-way valve with ac- 3-vejsventil med ak-

tuator tuator
061 4/E Screw Skrue
062 4/E Nut Møtrik
070 1/E L.T. in-/outlet air cooler L.T. til-/afgang luftkøler
091 1/E Intermediate flange Mellemflange
092 8/E Screw Skrue
122 8/E Screw Skrue
130 1/E L.T. outlet charge air L.T. afgang ladeluft-

cooler køler
151 8/E Screw Skrue
152 8/E Nut Møtrik
154 4/E Screw Skrue
155 4/E Nut Møtrik
156 1/E Flat steel bar Flad stålstang
Qty/C = Qty/Cylinder Qty/C = Qty/Cylinder
10.18 - EO0 - Tier II

MAN Diesel
Plate
Page 1 (2) Charge Air Pre-heating (two string) 51237-02
L23/30H
900 rpm
060
061 120
062 121
122
040 100
030 150
031 151
032 152
010 130
200
201
202
203
10.18 - EO0 - Tier II

MAN Diesel
Plate
51237-02 Charge Air Pre-heating (two string) Page 2 (2)
L23/30H
900 rpm
Item Item
010 1/E Inlet charge air/lub. oil Tilgang ladeluft-/smø-

cooler reoliekøler
031 4/E Screw Skrue
032 4/E Nut Møtrik
062 8/E Screw Skrue
122 8/E Screw Skrue
130 1/E Outlet charge air/lub. Afgang ladeluft-/smø-

oil cooler reoliekøler
151 4/E Screw Skrue
152 4/E Nut Møtrik
200 1/E 3-way valve with ac- 3-vejs ventil med ak-
tuator tuator
Qty/C = Qty/Cylinder Qty/C = Qty/Cylinder
10.18 - EO0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Waste gate arrangement P51239-02
2013.09.17
MAN Diesel & Turbo
Plate
P51239-02 Waste gate arrangement Page 2 (2)
001 1/E Pipe for by-pass 032 1/E Air pipe

002 1/E Pipe for by-pass 033 1/E Air pipe
003 1/E Gasket 034 1/E Air pipe
004 4/E Hexagon head screw 035 4/E Elbow union
005 8/E Hexagon nut 036 1/E Hose
006 2/E Gasket 037 1/E Hose
007 1/E Support for exhaust pipe 038 1/E Clamps
008 2/E Hexagon head screw 039 2/E Clamps
009 2/E Hexagon head screw 040 4/E Hexagon screw
010 1/E Connecting piece
011 1/E Gasket
042 8/E Washer
012 8/E Hexagon bolt
043 6/E Nuts
013 1/E V-profile clamp
014 1/E Pipe for by-pass
015 1/E Shut-off valve
016 1/E Regulator
017 2/E Rubber socket
018 4/E Hexagon nut
019 4/E Socket
020 4/E Socket
021 1/E Connection angle
022 1/E Pressure reduction valve
023 1/E Support for exhaust pipe
024 1/E Branch for distribution pipe
025 1/E Support for exhaust pipe
026 2/E Hexagon head screw
027 1/E Ball type cock
029 2/E Hexagon nut
030 2/E Pipe holder
031 2/E Slotted cheese head screw

ace.
Qty/E = Qty/Engine
2013.09.17
Compressed air system
513/613
MAN Diesel
Description
Compressed Air System 513.01
L23/30H
Fig 1 Diagram for compressed air system.
General Control System
The compressed air system on the engine contains The air starter is activated electrically with a pneu-
a starting system, starting control system and safety matic 3/2 way solenoid valve. The valve can be acti-
system. Further, the system supplies air to the jet vated manually from the starting box on the engine,
system. and it can be arranged for remote control, manual
or automatic.
The compressed air is supplied from the starting
air receivers (30 bar) through a reduction station, For remote activation, the starting spool is connected
where from compressed air at 7-9 bar is supplied so that every starting signal to the starting spool goes
to the engine. through the safe start function, which is connected
to the converter for engine RPM.
To avoid dirt particles in the internal system, a strainer
is mounted in the inlet line to the engine. Further, the system is equipped with an emergency
starting valve which makes it possible to activate the
air starter manually in case of a power failure.
Starting System
The engine is started by means of a built-on air

starter, which is a turbine motor with gear box, safety
clutch and drive shaft with pinion. Further, there is a
main starting valve.
00.11 - ES0
MAN Diesel
513.01 Compressed Air System Description

L23/30H
Safety System When the maximum permissible RPM is exceeded,

the overspeed device will activate a pneumatically
As standard the engine is equipped with a pneuma- controlled lambda controller, which will bring the fuel
tically/mechanically overspeed device, which starts index to zero and stop the engine.
to operate if the maximum permissible RPM is ex-
ceeded. This device is fitted to the end cover of the
engine driven lubricating pump and is driven from Emergency Starting Valve
the pump through a resilient coupling.
The emergency starting valve is activated by means
of a screw-driver or similar as illustrated in fig 2.
Pneumatic Start Sequence
When the starting valve is opened, air will be supplied

to the drive shaft housing of the air starter.
Press down Emergency
start valve The air supply will - by activating a piston - bring the
⇓
drive pinion into engagement with the gear rim on
the engine fly wheel.
When the pinion is fully engaged, the pilot air will

flow to, and open the main starting valve, whereby
air will be led to the air starter, which will start to
turn the engine.
When the RPM exceeds approx. 140, at which firing

Fig 2 Emergency start valve.
has taken place, the starting valve is closed whereby
the air starter is disengaged.
00.11 - ES0
MAN Diesel & Turbo
Work Card 513-01.21
Page 1 (2) Air Filter
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Cleaning and/or maintenance of air filter.
Related Procedure

Number : -
Data
2012.08.27. - ES0
MAN Diesel & Turbo
513-01.21 Work Card
Air Filter Page 2 (2)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38
Cleaning Air Filter

1) Depressurize unit.
2) Remove bowl and bowl guard assembly by
turning counter-clockwise.
3) Inspect bowl for damage seals and replace, if
nessesary.
Warning!
Use original tool!
4) If bowl becomes dirty clean it by wiping the

bowl with a soft dry cloth or mild detergent.
5) Before returning to service, insure that all seals
have been reinstalled or replaced.
6) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in
place.
Align arrow on bowl guard with arrow on filter
body.
Warning!
Figure 1: Air filter
The area around the engine must be clean
and tidy!
To replace filter element

1) Depressurize unit
2) Remove bowl and bowl assembly by turning
counter-clockwise.
3) Unscrew baffle by turning counter-clockwise.
4) Remove fi lter element and discard.
5) Install new fi lter element and reassemble in
reverse order.
6) Before returning to service, insure that all seals
have been reinstalled or replaced.
7) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in
place. Align arrow on bowl guard with arrow on
filter body.
2012.08.27. - ES0
MAN Diesel & Turbo
Work Card 513-01.30
Page 1 (9) Overhaul, Test and Inspection of Turbine Starter
Edition 01
L23/30H

Shut off fuel oil
Short Description
Check of air starter. Disassembly, overhaul and
assembly of the air starter.

Allen key, 4 mm
All connections to the air starter
have been removed and air starter Allen key (long), 8 mm
is removed. Screwdriver
Big screwdriver
Chisel
Retaining ring pliers
Plastic hammer
Lubricating oil
Copaslip or similar
Related Procedure
Sleeve
Bearing puller
Impact wrench
Bearing pressing tool

Number : 1 See plate 51309
Data
2003.11.17.
MAN Diesel & Turbo
513-01.30 Work Card
Overhaul, Test and Inspection of Turbine Starter Page 2 (9)
Edition 01
L23/30H
General information motor housing. Using a plastic hammer, tap the

ears alternately until the housing cover can be
1) Always mark adjacent parts on the housing removed from the motor housing.
exhaust cover (1), motor housing (8), intermedi-
ate gear case (13), gear case (28) and drive
housing (40) so these members can be located
in the same relative position when the starter is
reassembled.
Note: Do not disassemble the starter any further
than necessary to replace worn or damaged parts.
Never reuse old seals or O-rings.
Never wash the inertia drive in a solvent.
2) Do not remove any part which is a press fit in or
on a subassembly unless the removal of that
part is necessary for replacement or repairs.
3) Always have a complete set of seals and O-
rings on hand before starting any overhaul of
the turbine starter.
4) When grasping a part in a vice, always use cop-
per-covered vice jaws to protect the surface of
the part and help prevent distortion. This is par-
ticularly true of threaded members. Figure 1: .
Housing exhaust cover, motor assembly 5) Remove the deflector retaining screw (5),
and motor housing deflector retaining spring (4) and the splash
deflector (3) from the housing exhaust cover (1),
1) If replacing the motor assembly (12), remove See fig 2.
both housing plugs (10) and drain the oil from
the gearing before beginning disassembly of the
starter. Inspect the magnetic housing plugs (10)
for metal particles. Very fine metal particles are
normal. Remove particles and reinstall plugs.
Large particles or chips are an indication of a
problem. Disassemble gear case (28) and
inspect.
2) Using a screw driver, unscrew the exhaust
cover (67) from the housing exhaust cover (1).
3) Using an 8 mm hex-head wrench, unscrew and
remove the starter assembly cap screws (6) and
washers (7), See fig 1.
4) Pull the housing exhaust cover (1) from the
motor housing (8). To dislodge the housing
exhaust cover, rotate it until the ears clear the
Figure 2: .
2003.11.17.
MAN Diesel & Turbo
Work Card 513-01.30
Edition 01
L23/30H
6) Tap the motor housing with a plastic hammer to 12) Remove the intermediate gear case assembly
dislodge it from the intermediate gear case (13). from the vice and remove the intermediate pin-
7) Grasp the rear of the motor assembly (12) and ion (26). Remove the rear gear case O-ring (14)
pull it from the rear of the motor housing (8). If and front gear case O-ring (15) from the inter-
the motor assembly (12) is difficult to remove, mediate gear case (13), See fig 3.
lightly push the motor pinion which is on the 13) Remove the planet gear frame assembly from
front of the motor assembly toward the exhaust the intermediate gear case. Using a sleeve that
side of the motor housing in order to free the contacts the outer race of the front gear frame
motor assembly. bearing (17), press the planet gear frame shaft
8) Tap the intermediate gear case (13) with a plas- seal (16) and the front gear frame bearing (17)
tic hammer to dislodge it from the gear case from the front end and out of the rear of the
(28). intermediate gear case.
9) Position the intermediate gear case (13) on a 14) Remove the rear gear frame bearing (24) from
bench in a copperfaced vice so that the inter- the planet gear frame (18), using a bearing
mediate pinion (26) is secured in the jaws of the puller and remove the gear shaft retaining
vise. Tighten the vice only enough to hold the washer (23), see fig 4.
intermediate pinion securely. Remove the planet gear shafts (22), planet
gears (19), planet gear bearings (20) and bear-
10) Loosen the intermediate pinion retaining screw ing spacers (21).
(27) 1-1/2 turns only. Do not remove.
15) Remove the front bearing spacer (25), using a
Warning: If the intermediate gear case is not sup- bearing puller and the gear shaft retaining
ported on a bench and if the intermediate pinion washer (23) from the front of the planet gear
retaining screw is completely removed, the inter- frame by pressing on the front of the planet
mediate gear case and compoments could fall gear frame shaft. Remove the gear shaft retain-
causing injury. ing washer only if the washer or front bearing
11) Tap the intermediate pinion lightly to back the spacer is damaged.
planet gear frame assembly out of the inter-
mediate gear case.
Figure 3: . Figure 4: .
2003.11.17.
MAN Diesel & Turbo
513-01.30 Work Card
Edition 01
L23/30H
15) Remove the piston ring (55) from the piston
Drive housing (54).
16) Press the clutch spring cup (50) down and
1) Grasp the drive pinion (63) in a copper-faced
remove the clutch spring cup retainer (49).
vice with the starter supported on the work-
bench. 17) Remove the clutch spring cup and clutch spring
(51).
2) Remove the drive pinion retaining screw (61)
which has a right-hand thread. 18) Remove the two clutch jaws (52).
3) Remove the starter from the vice. 19) Remove the front drive gear bearing (30), drive
gear cup (36), drive gear lock washer (35), drive
4) Remove the drive pinion washer (62) and the
gear screw ring (37) and drive gear screw (34).
drive pinion (63).
20) Remove the large drive shaft bearing retainer
5) Slide the pinion spring sleeve (64) and the pin-
(53) using a screwdriver.
ion spring (65) off the drive shaft (57).
21) Press the rear drive shaft bearing and drive
6) Unscrew the drive gear screw (34). Using an
shaft (57) out of the piston. If the rear drive shaft
impact wrench with a 5/16" (8 mm) x 8" (203
bearing needs to be replaced, proceed as fol-
mm) log hex inserted into the end of the drive
lows:
shaft.
a. Cut and remove the small drive shaft bearing
7) Unscrew and remove the drive housing cap retained in the drive shaft, using a small chisel.
screws (38) and lock washers (39). b. Press the rear drive shaft bearing (58) off the
8) Tap the drive housing (40) with a plastic ham- drive shaft.
mer to help dislodge it from the gear case (28). 22) Place the gear case (28) on a workbench. 23)
Warning: Failure to follow this procedure could Remove the drive gear bearing retainer (32),
result in injury to personnel. using retaining ring pliers and working through
the access holes in the gear web, See fig 5.
9) Place the drive housing (40) in an arbor press,
piston end up. Apply a load to the piston (54) 23) Pull the drive gear (29) out of the gear case.
using the arbor press to compress the piston
return spring (59) before removing the bulkhead
retainer (45). Do not use compressed air to load
the piston.
10) Remove the bulkhead retainer (45). Using a
screwdriver and the arbor press.
Caution: Make sure the tension of the spring
pushes the bulkhead out of the drive housing before
removing the drive housing from the arbor press.
11) Remove the bulkhead (46) from the piston (54).
12) Remove the outer bulkhead ring (47) and the
inner bulkhead ring (48).
13) Slide the drive shaft (57) from the drive housing
(40).
14) Pull the piston return spring (59) off the drive
shaft.
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. The
bearing and/or the seal will always be damaged
Figure 5: .
when removed from the drive housing.
2003.11.17.
MAN Diesel & Turbo
Work Card 513-01.30
Edition 01
L23/30H
Note: Do not disassemble the drive gear and clutch 10) Grasp the drive shaft (57) in a vice, external
parts of the turbine powered starters. If the drive splined end down. Place assembled drive shaft
shaft is defective, install a new or factory-rebuilt screw Unit into the drive shaft, screwhead
unit. down. Lubricate the inside diameter of the drive
24) Remove the drive gear shaft bearing retainer shaft with SHELL ALVANIA EPO grease.
(33), using retaining ring pliers. 11) Slide the drive gear bearing (30) into the drive
25) Remove the rear drive gear bearing (31) from shaft.
the drive gear. 12) Lubricate with SHELL ALVANIA EPO grease
and install the driving clutch jaw teeth facing up
Assembly of the starter and driven clutch jaw teeth facing down into the
drive shaft.
1) Always press on the inner ring of a ball bearing
13) Insert the clutch spring (51) into the drive shaft.
when installing the bearing on a shaft.
14) Insert the clutch spring cup (50) into the drive
2) Always press on the outer ring of a ball bearing
shaft.
when pressing the bearing in a bearing recess.
15) Press the inserted parts into the drive shaft, and
3) Whenever grasping a part in a vice, always use
install the clutch spring cup retainer (49).
leather-covered, copper-covered vice jaws to
protect the surface of the part and help prevent Note: If it is necessary to replace the drive housing
distortion. This is particularly true of threaded (40) and drive components, make sure that the pis-
members. ton seal has been removed from the rear of the new
piston (54).The piston seal must be removed to pre-
4) Always clean every part, and wipe every part
vent pressure build-up which will cause movement
with a thin film of oil before installation.
of the planet gear frame shaft seal (16). If this condi-
tions occurs, the piston cannot retract and the drive
Gear case pinion (63) will remain in engagement with the fly-
1) Place the drive gear bearing retainer over the wheel, causing damage to the starter drive train
rear end of the drive gear. and/or starter motor. To remove the piston seal,
insert a screwdriver inside the lip of the seal and pry
2) Press the rear drive gear bearing (31) onto the it loose from the piston.
rear end of the drive gear, using an arbor press.
16) Install the piston (54) onto the drive shaft until
3) Seat the rear drive gear bearing into the gear the rear drive shaft bearing seats into the pis-
case by tapping the opposite end of the drive ton.
gear, using a plastic hammer.
17) Coil the large drive shaft bearing retainer (53)
4) Install the drive gear shaft bearing retainer (33), into the groove of the piston to retain the outer
using retaining ring pliers. race of the drive shaft bearing, using a thin flat
5) Install the drive gear bearing retainer, using blade screwdriver to assist in this operation.
retaining ring pliers and working through the 18) Lubricate the piston O-ring (55) and install it in
access holes in the gear web. the groove of the piston.
6) Lubricate the drive gear with approximately 240 19) Position the drive housing in an arbor press,
ml of SHELL ALVANIA EPO grease. pinion-end down and install the drive housing
7) Press the rear drive shaft bearing (58) onto the seal (43) into the drive housing. Using a press-
drive shaft. ing sleeve of the proper size, press the seal into
8) Slide the small bearing retainer, convex side the drive housing so that the lip of the seal
first, onto the drive shaft. Press it into position in faces away from the drive pinion.
accordance with the instructions packaged with 20) Press the bearing into the drive housing until it
the new retainer. seats, using a sleeve that contacts the outer
9) Assemble the drive gear Schrew (34), drive gear race of the front drive shaft bearing (42). Drop
lock washer (35), drive gear cup (36) and drive the piston return spring seat (60) on top of front
gear screw O-ring (37). drive shaft bearing.
2003.11.17.
MAN Diesel & Turbo
513-01.30 Work Card
Edition 01
L23/30H
21) Slide the piston return spring (59) onto the drive 35) Place the drive pinion washer (62) onto drive
shaft and snap it into the front of the piston so pinion retaining screw (61).
that it is against the large drive shaft bearing Note: The thread on the drive pinion retaining screw
retainer (53). is right-hand thread.
22) Lubricate and insert the assembled drive shaft 36) Install the drive pinion retaining screw into the
into the drive housing. end of the drive shaft and tighten it to 108.5 Nm
23) Lubricate and install the outer bulkhead O-ring torque.
(47) and the Inner bulkhead O-ring (48) on the
bulkhead (46). Intermediate gear case, motor housing,
24) Slide the bulkhead onto the piston. motor assembly and housing exhaust
25) With the drive housing in the arbor press, press cover
down on the rear face of the piston.
1) Press the front gear frame bearing (17) into the
Note: Feel the underside of the drive housing to rear of the intermediate gear case (13), using a
make sure the drive shaft passes through the bear- bearing pressing tool of the proper size.
ing.
2) Press the planet gear frame shaft seal (16) into
26) Install the bulkhead retainer (45), using a screw- the rear of the intermediate gear case over the
driver. front gear frame bearing, using a sleeve which
Warning: Make sure the bulkhead retainer is prop- contacts the outer ring of the seal.
erly seated in the motor housing groove before eas- Note: Make sure the flat side of the seal is installed
ing off the arbor press. Failure to do so will allow against the bearing.
improperly retained parts to separate when
removed from the arbor press resulting in injury to 3) Install the rear gear case O-ring (14) in the
personnel. groove at the rear of the intermediated gear
case and the front gear case O-ring (15) in the
27) Remove the drive housing from the arbor press. groove at the front of the intermediate gear
28) Lubricate and install the drive housing O-ring case. Coat both O-rings.
(41) in the groove of the drive housing. 4) Install one gear shaft retaining washer (23) on
29) Position the assembled gear case on a work- the front of the planet gear frame (18). Press the
bench. The assembled unit must be upright to front bearing spacer (25) on the front shaft of
accept the drive housing. Carefully position the the planet gear frame to hold the gear shaft
assembled drive housing (40) onto the gear retaining washer snugly in position.
case so as not to damage the piston seal. Align Note: Coat the front bearing spacer with gear Lube
the punch marks of the gear case and drive before installing it. Be careful not to gouge or
housing. scratch the front bearing spacer during installation
30) Install the drive housing cap screw lock wash- as this could result in leakage between the planet
ers (39) and the drive housing cap screws (38) gear frame and gear case.
and tighten to 28 Nm torque. 5) Place planet gear frame on a bench, shaft side
31) Tighten the drive gear screw (34) 77.3 Nm tor- down. Place the planet gear bearing (20) inside
que, using an impact wrench with a 8 mm x of planet gear (19). Place bearing spacers (21)
203 mm long hex inserted into the end of drive on top and bottom of bearing and gear. Slide
shaft. the components into the slots in the side of the
planet gear frame. Align holes in spacers and
32) Grease and slide the pinion spring (65) and the
bearing with holes in planet gear frame and
pinion spring sleeve (64) over the pinion end of
insert planet gear shaft (22), integral keyed end
the drive shaft.
down, through the spacers and bearing so that
33) Grease the pinion end of the drive shaft and the larger portion of the keyed end of the shaft
install the drive pinion (63). contacts the planet gear shaft retaining washer
34) Grasp the drive pinion in a copper-covered vice (23). Repeat the procedure for the two remain-
with the starter supported on a workbench. ing planet gears and components.
2003.11.17.
MAN Diesel & Turbo
Work Card 513-01.30
Edition 01
L23/30H
Note: Do not move or turn over the planet gear Note: Turn the intermediate pinion so that the gear
frame until step 6 and 7 have been completed. on the rotor meshes with the planet gears. Make
Movement of the planet gear frame assembly could sure that the rear of the motor assembly is installed
dislodge assembled components, making it neces- flush with the rear of the cylinder.
sary to repeat step 5. 14) Align the punch marks on the motor housing
6) Install the other planet gear shaft retaining with the punch marks on the intermediate gear
washer over the shaft at the rear of the planet case and tap the motor housing with a plastic
gear. hammer until it seats on the rear of the inter-
7) Press the rear gear frame bearing (24) on the mediate gear case.
shaft at the rear of the planet gear frame, using 15) Install the splash deflector (3), deflector retaining
the proper size bearing inserting tool. spring (4) and deflector retaining screw (5) in the
8) Slide the planet gear frame assembly, coupling rear of the housing exhaust cover.
end first, into the rear of the intermediate gear Note: Coat the threads of the deflector retaining
case (13), making sure that the planet gears screw with Ingersoll-Rand SMB-441 sealant.
mesh with the ring gear. Use care so as to not 16) Coat the exhaust cover seal (2) and install it in
damage the seal. the groove on the housing exhaust cover.
9) Install the intermediate pinion (26), making sure 17) Align the punch marks on the housing exhaust
that the notches at the rear of the pinion align cover with the punch marks on the motor hous-
with the notches and tangs in the shaft of the ing and tap the housing exhaust cover with a
planet gear frame. plastic hammer until it seats.
10) Clean the threads of the intermediate pinion 18) Install the housing exhaust cover on the rear of
retaining screw (27) and apply 2-3 drops of Per- the motor housing using the starter assembly
mabond HM 118 to the threads approximately cap screws (6) and cap screw washers (7). Use
3 mm from the end of the screw. Install screw an 8 mm hex-head wrench to tighten each a lit-
and tighten enough to hold assembly together. tle at a time to a final torque of 61 to 68 Nm
11) For final tightening, position the intermediate increments.
gear case so the intermediate pinion is secured 19) Mount the exhaust cover (68) on the housing
in the jaws of the copperfaced vice. Tighten the exhaust cover (1).
intermediate pinion retaining screw to 122 Nm
torque. Note: Use Intersoll-Rand SMB-441 pipe sealant on
all plugs.
12) Remove the intermediate gear case from the
vice and set it on a bench. 20) Install the bottom housing plug (10) and the
housing plug inlet boss (11). Put the starter on
Note: The intermediate gear case will work in only its side with the side plug hole upward. Add
one orientation. 175 ml automatic transmission fluid fulfilling
Align the punch marks on the intermediate gear DEXRON II D specification, e.g. SHELL DONAX
case and gear case and tap the intermediate gear TA, through the side plug hole.
case with a plastic hammer until it seats in the rear Caution: Do not overfill. Install the side housing
of the gear case. Make sure the intermediate pinion plug (10) and tighten all plugs to 6.8 to 13.6 Nm
meshes with the drive gear. torque.
Coat the O-rings on the motor assembly and the
inside of the cylinder before installing the motor
assembly.
13) Install the motor assembly through the rear of
the motor housing with the geared end of the
rotor toward the front.
2003.11.17.
MAN Diesel & Turbo
513-01.30 Work Card
Edition 01
L23/30H
Figure 6: Turbine starter

and make sure that no air is escaping.
Test and inspection procedure Measure the dimension from the face of the
drive shaft pinion (63) to the face of the mount-
1) Clutch Ratcheting: Turn the drive shaft pinion ing flange. It should be 69.0 +2.0 mm).
(63) by hand in the direction of the starter rota- Remove the pressure from the “IN” port. Meas-
tion. The clutch should rachet smoothly with a ure the distance form the face of the drive shaft
slight clicking action. pinion to the the face of the mounting flange. It
2) Motor and Gearing Freeness: Turn the drive should be 45.0 +2.0 mm.
shaft pinion (63) opposite the direction of the 4) Motor Action: Secure starter in a vise and
starter rotation. The drive shaft pinion should apply 90 psig (6.2 bar/620 kPa) pressure using
turn by hand. a 3/8" (9 mm) supply line to the inlet of the
Note: Inadvertent application of air pressure to the motor. starter should run smoothly.
“OUT” port will result in drive malfunction (pinion will 5) Motor Seals: Plug the exhaust and slowly apply
fail to retract). If this condition occurs, loosen the 20 psig (1.38 bar/138 kPa) pressure to the inlet
drive housing cap screws (38) to vent gear case of the motor. Immerse the starter for 30 sec-
(28). Also, loosen housing plugs (10) and (11) to onds in o non-flammable, bubble-producing liq-
vent motor. uid. If the starter is properly sealed, no bobbles
3) Pinion Engagement: Apply 50 psig (3.4 bar/ will appear.
345 kPa) pressure to the engagement “IN” port. 6) Gear Case Seals: Plug the exhaust and slowly
drive shaft pinion (63) should move outward and apply 20 psig (1.38 bar/138 kPa) pressure to
air should escape from the “OUT” port. the inlet of the motor. Immerse the starter for 30
Plug the “OUT” port and apply 150 psig (10.3 seconds in o non-flammable, bubble-producing
bar/1034 kPa) pressure to the “IN” port. Check liquid.
2003.11.17.
MAN Diesel & Turbo
Work Card 513-01.30
Edition 01
L23/30H
There should be no leakage in the housing
joints in the gear case area or in the shaft seal in
the intermediate gear system. If the starter is
properly sealed, no bubbles will appear.
7) Confirm Drive Rotation: Apply low pressure to
the motor and observe rotation. Drive pinion
(63) must rotate in the direction stamped on the
nameplate. Chamfer on pinion teeth should be
on the trailing edge of the gear tooth.
2003.11.17.
MAN Diesel & Turbo
Work Card 513-01.30
Page 1 (10) Overhaul, Test and Inspection of Air Starter
Edition 04
L23/30H, V28/32S, L27/38

Shut off fuel oil
Short Description
Check of air starter. Disassembly, overhaul and
assembly of the air starter.

All connections to the air starter
have been removed and air starter
is removed.
Related Procedure

Number : - 51309 161
Data
2006.02.20. - TDI
MAN Diesel & Turbo
513-01.30 Work Card
Overhaul, Test and Inspection of Air Starter Page 2 (10)
Edition 04
L23/30H, V28/32S, L27/38

gearbox housing. The spur gear (45) is installed on
the carrier shaft and secured by the bearing locknut
(47).
Drive assembly
The drive assembly, please see Fig 3, consists of a
piston (53), helical shaft spline (56), dental clutch
(58) and drive pinion shaft (61). The clutch assembly
(56 thru 64) is installed into the spur gear (65). The
Description spur gear (65) is supported by the aft bearing (66),
As with all TDI air starter products, there are no rub- which is secured by the retaining ring (67).
bing parts so there is no lubrication required. This The roller bearing (69) is installed into spur gear (65)
eliminates failures due to lubricator problems, the and secured by retaining ring (70). The forward
expense of installing and maintaining the system, bearing (66) is pressed into the drive housing. The
and the messy and hazardous oil film around the lip seal (75) is pressed into the forward side of drive
starter exhaust. The starter is factory grease housing (72).
packed for the life of the starter so it requires no The pinion collar (76) is installed on pinion shaft (61)
maintenance. behind pinion (77), which is secured by washer (78)
and screw (79).
Operation
The starters are powered by a pair of axial flow tur-
bines coupled to a simple planetary gear reduction
set. The starters incorporate an inertia bendix drive
coupled to the starter gearbox drive train to provide
a means of disengaging the pinion from the
engine’s ring gear.
It is important to properly install and operate the
starters to receive the full benefits of the turbine
drive advantages.
General
Turbine housing assembly
The Turbine housing assembly, please see Fig 1,
consists of a stage one (13) and a stage two (5) tur-
bine wheel mounted on sungear shaft (30). The
front bearing (8) is secured by a retainer plate (29).
The aft bearing (8) is preloaded by a wavy spring
(10). The ring gear (27) is installed between the tur-
bine assembly (23) and the gearbox housing and
secured by four screws (25).
Gearbox housing assembly
The gearbox housing assembly, please see Fig 2,
consist of a planet gear carrier shaft (32), three
planet gears (34), needle bearings (35), spacers
(33), and bearing pins (36).
The carrier shaft is mounted on two ball bearings
(38) in the gearbox housing (48). The aft bearing is
preloaded by use of spring washers (39). The for-
ward bearing is installed into the bearing housing
(43), which is secured by four screws (44) to the
2006.02.20. - TDI
MAN Diesel & Turbo
Work Card 513-01.30
Edition 04
L23/30H, V28/32S, L27/38
Figure 1: Turbine housing assembly

Tool description No
General Spanner wrench 52-20134
Always mark adjacent parts on the starter housing; Spanner wrench 52-21345
Nozzle 2/ Containment Ring (11), Turbine Housing
(23), Gearbox Housing (48), and Drive Housing (72) Shaft Removal Tool 2-26945
so these parts can be located in the same relative Stage 2 Rotor Puller Tool 52-20076
position when the starter is reassembled.
Carrier Shaft Holding Tool 52-20202
Do not disassemble the starter any further than
Tool, Bearing Pressing 52-20143
necessary to replace a worn or damaged part.
Tool, Bearing/Seal 2-26943
Always have a complete set of seals and o-rings on
hand before starting any overall of a the starter. Table 1: service tools
Never use old seals or o-rings.
The tools listed in Table 1 are suggested for use by
technicians servicing the starters.
The best results can be expected when these tools
are used, however the use of other tools are
acceptable.
2006.02.20. - TDI
MAN Diesel & Turbo
513-01.30 Work Card
Edition 04
L23/30H, V28/32S, L27/38
Figure 2: Gearbox housing assembly

Note:
Drive housing Use only a soft tooth vise to secure the pinion to
avoid damaging pinion.
Removal of drive housing
This screw is torqued to 60 lb ft during assembly
Mark position of drive assembly (72) relative to
therefore a large wrench may be required when
gearbox housing (48) for reference during reassem-
removing screw.
bly.
Remove washer (78), pinion (77) and spacer (76)
Remove the eight screws (73), please see Fig 3,
from pinion shaft (61). If pinion is too tight, place a
and pull drive assembly from gearbox housing. If
screwdriver underneath pinion and lift up on pinion
drive housing is too tight, tap it with a mallet to
to remove from shaft.
loosen.
Remove helical spline shaft assembly (54-64) from
Remove o-ring (71) from aft end of drive hous-
spur gear shaft (65). Remove spring (64) from shaft.
ing(72).
Use press tool and arbor press to remove spur gear
Note:
shaft (65) from drive housing (72).
Before removing the eight screws (73), install a
spacer between pinion (77) and drive housing (72) Use a screwdriver to remove lip seal (75) from for-
to allow for easy installation during reassembly. ward end of drive housing (72).
Pre-engaged Drive Disassembly Remove retainer ring (70) and bearing (69) from for-
Secure pinion (77) in a soft tooth vise while support- ward end of spur gear shaft (65).
ing aft end of the air starter. Rotate pinion screw Remove retainer ring (67) and press bearing (66)
(79) counterclockwise to remove using a 3/4" from spur gear shaft (65).
socket and wrench.
2006.02.20. - TDI
MAN Diesel & Turbo
Work Card 513-01.30
Edition 04
L23/30H, V28/32S, L27/38

Remove retainer ring (54) and bearing (55) from heli-
cal spline shaft (56).
Figure 3: Drive assembly

Use an arbor press to remove carrier shaft (32) from
Gearbox housing bearing housing (43). The bearing housing must be
elevated and supported to remove carrier shaft.
Removal of gearbox housing
Note:
Remove the screws (25) securing the gearbox (48)
Do not support the bearing housing on the four lips
to the turbine assembly (23).
as they could break while pressing on carrier shaft.
Remove ring gear (27) from turbine (23) or gearbox
Remove spring washer (39), spring retaining plates
assembly (48). The ring gear could remain on either
(40), and bearing spacer (42) from carrier shaft.
assembly when separation occurs.
Remove aft bearing (38) from shaft by pressing
Gearbox disassembly shaft while supporting bearing.
Place gearbox assembly (48), please see Fig 2 on
Planet gear disassembly
flat surface with aft end facing up.
Remove retainer ring (31) from planet shaft (36) and
Remove four screws (44) and lift carrier shaft push planet shaft through assembly.
assembly (32) from gearbox housing.
Slide the planet gear (34) from carrier shaft and
Place carrier shaft assembly on carrier shaft holding remove two spacers (33).
tool (52-20202) and use a screwdriver to remove
Use press tool to remove needle bearing (35) from
tang of lock washer (46) from slot of retainer nut
planet gear (34).
(47).
Place tool No 52-20134 (Spanner Wrench) over
shaft and into slots of retainer nut (47). Hold carrier
shaft assembly down and turn spanner wrench
counter clockwise to remove retainer nut, lock
washer (46), spur gear (45), and woodruff key (37)
from carrier shaft (32).
2006.02.20. - TDI
MAN Diesel & Turbo
513-01.30 Work Card
Edition 04
L23/30H, V28/32S, L27/38

Remove o-ring (19) from aft end of turbine housing.
Turbine Housing Remove the seal spacer (15) from the forward side
of nozzle 2 (11). Place the stage 2 nozzle on the
Stage 2 rotor removal
exhaust end. Press through the forward lip seal
Place the turbine assembly (23), please see Fig 1,
onto the bearing until it, including the aft lip seal and
with ring gear (27) on a flat surface with (exhaust)
seal spacer disengages from the nozzle. Turn the
end up and remove the six screws (1), and the
nozzle over and press on the forward lip seal to
screen (2).
remove.
Secure the stage 2 rotor (5) and remove the turbine
screw (3) and washer (4).
Cleaning
Install the rotor puller tool No 52-20076 and remove
the stage 2 rotor. Degrease all metal parts, except bearings, using a
commercially approved solvent.
Remove the woodruff key (6) from the turbine shaft
(30). Clean aluminum parts. Remove parts, rinse in hot
water, and dry thoroughly.
Turbine Shaft Removal
Place the turbine housing on a flat surface with the Clean corroded steel parts with a commercially
sun gear end facing up. approved stripper.
Remove four screws (16) and bearing retainer plate Clean corroded aluminum parts and rinse in hot
(29) from turbine housing. water and dry thoroughly.
Using the shaft removal tool No 2-26945, press on

the aft end of the turbine shaft (30) while supporting Inspection
the turbine housing (23). Use Table 2 as a guide to check for acceptable
Press the turbine shaft (30) through the aft bearing condition of the parts listed.
(8) until the shaft is completely out of the housing Check all threaded parts for galled, crossed strip-
(23). ped, or broken threads.
Remove the woodruff key (14), seal spacer (7), Check all parts for cracks, corrosion, distortion,
bearing spacer (28), and bearing (8) from turbine scoring, or general damage.
shaft (30).
Check all bearing bores for wear and scoring. Bear-
The bearing can be removed from the shaft by
ing bores shall be free of scoring lines, not to
pressing the shaft through the bearing while sup-
exceed 0.005" width and 0.005" depth.
porting bearing.
Check gear teeth and turbine housing ring gear for
Separate the stage 2 nozzle assembly (11) from the
wear. In general, visually check for spalling, fretting,
turbine assembly (23) by firmly holding the turbine
surface flaking, chipping, splitting, and corrosion.
assembly, while tapping nozzle 2 with a mallet. If
nozzle 2 is too tight, it can be removed by installing If wear is apparent, check the gear teeth dimen-
two threaded screws into nozzle 2 and using them sions in accordance with Table 3. Nicks and dents
as jacks to separate nozzle 2 from the turbine that cannot be felt with a .020 inch radius scribe are
assembly. acceptable.
Note:
Rotate the stage 1 rotor if necessary to allow the
jacks to travel through the large holes in the rotor.
The jacks will damage the stage 1 rotor if pressure
is applied to the rotor while removing nozzle 2.
Remove stage 1 rotor (13) and o-ring (12) from noz-
zle 2.
Remove the four screws (16) and nozzle 1 (17) from
the turbine assembly. It may be necessary to tap
the screws with a hammer and chisel to loosen.
2006.02.20. - TDI
MAN Diesel & Turbo
Work Card 513-01.30
Edition 04
L23/30H, V28/32S, L27/38
Part Description Check For Requirements

(Defective Parts Must Be Replaced)
Pinion Chipped Teeth, Cracks Defective unit to be replaced. Use Fig. 3 as a guideline for
acceptable pinion wear.
Drive Housing Cracks and breakage Cracks are not acceptable
Planet Gear Cracked, chipped, or galled teeth. Wear must not exceed limits per Table 3.
Wear must not exceed limits per There shall be no evidence of excessive wear.
Table 4.
Carrier Shaft Cracks, scoring or raised metal in Deformation or metal smearing in planet pin holes and
planet shaft holes and keyways. keyways are not acceptable. Scoring on bearing diameter
Integrity of knurl connection. not to exceed .005" depth.
Wear must not exceed limits per Table 3.
Planet Pins Wear grooves or flat spots Wear grooves in flat spots not permitted.
Wear must not exceed limits per Table 3.
Washers Wear created grooves Wear must not exceed limits per Table 3.
Gearbox Housing Cracks and Breakage Cracks and breakage not acceptable.
Sungear / Turbine Shaft Cracks, scoring, wear created Wear must not exceed limits per Table 3.
grooves, chipped or broken gear-
teeth, galling or scoring on bearing
surface of shaft. Raised metal on
the keyway.
Spacers Parallelism of end surfaces Ends must be parallel within 0.0005".
Turbine Housing Cracks and breakage Cracks and breakage are not acceptable. Minor surface
Ring Gear Cracks, wear, chipped, or broken damage is permitted if function is not impaired.
gear teeth. Wear must not exceed limits per Table 3.
Seal Assembly Wear grooves or scratched surfa- Wear is not permitted.
ces on carbon ring.
Seal Spacer Wear Grooves No wear permitted.
Needle Bearings Freedom of needle rollers Replace bearings
Ball bearings Freedom of rotation without exces- Replace bearings
sive play between races
Containment Corrosion, erosion, cracks and bro- Cracks and breakage are not acceptable.
Ring/ Nozzle ken nozzle edges. Minor surface damage is permitted if function is not
impaired.
Turbine Rotors Corrosion, erosion, cracks and bro- Minor tip rub is permitted if function is not impaired.
ken edges. Wear is not permitted.
Tip wear; bore and key way wear
Table 2: Parts Inspection Check Requirements
2006.02.20. - TDI
MAN Diesel & Turbo
513-01.30 Work Card
Edition 04
L23/30H, V28/32S, L27/38
Part description Limit, Inches Turbine housing

Ring gear / Turbine Hous- Turbine shaft installation
ing 5.0890 max. Press the bearing (8), please see Fig 1, onto the
Internal measurement shaft (30) until seated.
between two .084" diameter
pins. Support the shaft and press on the inner race only
with press tool No 2-26943 as shown in Table 1.
Sun Gear / Turbine Shaft
Bearing diameter 0.6690 min Press the bearing/shaft assembly (8, 30), keyway
External measurement over end first, into bearing housing of the turbine housing
two .096 diameter pins. 0.952 min (23). Use press tool No 2-26943 if required. Do not
7.5:1 0.808 min press on the end of the shaft because the load
9:1 0.670 min could damage the balls of the bearing.
11.4:1
Install bearing retainer plate (29) and secure with
Planet Gear four screws (16). Torque screws to 40 in-lbs.
External measurement over
two .0864" diameter pins. 2.3067 min Place turbine housing with sun gear end down on a
7.5:1 2.3699 min flat surface, while using ring gear to support turbine
9:1 2.4359 min housing. Install long bearing space (28) and seal
11.4:1 spacer (7) over shaft.
Carrier Shaft Install the O-ring (19) into the aft face of the turbine
Bearing Diameter 1.1800 min housing (23).
Planet Pin Bore 0.8750 max
Nozzle 1 installation
Planet Pins Press the aft seal (15) into nozzle 1 (19) using press
Bearing Diameter 0.873 min tool No 2-26943 per Table 1, with the lips facing
Thrust Washer up.
Thickness .055 min Install nozzle 1 onto the turbine housing (23). Orient
Table 3: Parts Wear Limits the nozzles facing the air inlet (21) and install four
screws (16) to secure the nozzle. Do not tighten the
screws at this time.
General
Note:
The tools listed in Table 1 are suggested for use by
The rotation of the turbine assembly is opposite
technicians servicing the starters. The best results
from the pinion rotation, therefore this nozzle must
can be expected when the proper tools are used,
be configured for LH (CCW) if the pinion rotation is
however, use of other tools is acceptable.
RH (CCW), or configured for RH (CW) if pinion rota-
Caution: tion is LH (CCW).
Replace all screws , O-rings, lip seals, and bearings
Rotor 1 installation
when the starter is reassembled.
Install the large woodruff key (14) for stage 1 rotor
Note: into the turbine shaft (30).
Always press the inner race of a ball bearing when
Install the stage 1 rotor (13), while supporting sun
installing a bearing on a shaft. Always press the
gear end of shaft, onto the turbine shaft by aligning
outer race of a ball bearing when installing into a
the slot in the rotor with the woodruff key and hand
housing.
press the rotor until firmly seated. Use press tool No
The list of kits and components, which are available 2-26943 if required.
to aid in rebuilding the starters. Lubricate all O-rings
Visually inspect that the key was not pushed out
with petroleum jelly or Parker-O-Ring Lube before
during assembly. Note that the direction of rotation
assembly.
was oriented properly. This turbine rotor can be
Caution: installed backwards.
The screws that secure the Containment Ring/
Install spacer (7) onto sun gear (30).
Stage 2. Nozzle must have a drop of Loctite RC290
applied to the threads before being used.
2006.02.20. - TDI
MAN Diesel & Turbo
Work Card 513-01.30
Edition 04
L23/30H, V28/32S, L27/38

To center nozzle 1, temporarily install Nozzle 2 (11) Gearbox Housing
on the turbine housing and tighten the four screws
that secure nozzle 1 (17) to 30 in-lb. The four Planetary gear carrier reassembly
screws can be accessed via the holes in nozzle 2 Press needle bearing (35) into planet gears (34). The
and the first stage turbine rotor. Remove Nozzle 2 planet gears are not identified by part number,
when the four screws are tight. therefore, dimensionally check if correct gears are
being used. Use Table 3 for over the wire measure-
Nozzle 2 installation ments.
Install the O-ring (9) into the bearing bore of nozzle
2 (11). Do not lubricate this O-ring. With a thrust washer (33), please see Fig 2 , on each
side of gear, slide gear into carrier shaft slots (32),
Install O-ring (12) onto the outer diameter of nozzle and align with pin holes.
2 and install nozzle 2 (11) onto the turbine housing
(23). Lightly slide plant shafts into aligned holes, making
sure retainer ring groove on end of pins goes in first.
Note:
The rotation of the turbine assembly is opposite Note:
from the pinion rotation, therefore this nozzle must Make sure that anti-rotation pins on shafts are
be configured for LH (CCW) rotation if the pinion properly located in retaining slots of carrier shaft
rotation is RH (CW), or configured for RH (CW) if (32).
pinion rotation is LH (CCW). Install retainer ring (31) onto planet shaft (36) using
Install the seal spacer (7) onto the shaft and the a retainer ring tool.
wavy spring washer (10) into the bearing bore of the Gearbox reassembly
stage 2 nozzle. Install bearing (38) into the bearing housing (43) and
While supporting the sun gear end of the shaft, secure with retaining ring (41).
press the aft bearing (8) onto the shaft by pressing Press aft bearing (38) onto carrier shaft (32) using
onto the inner and outer race simultaneously. Use Tool No 52-20143 per Table 1. Pressing force
press tool No 2-26943 per Table 1. Press until should be on the inner race of bearing.
bearing is seated. Install spring washer (39), spring retaining plate (40)
Install the stage 2 woodruff key (6) into the shaft and bearing spacer (42) onto shaft and locate
(30). against bearing.
Stage 2 rotor installation Position bearing housing assembly (38,41,43) over
Install the stage 2 rotor (5) onto the shaft. Use press carrier shaft (32) and press until firmly seated.
tool No 2-26943 if required. Visually inspect that the
key was not pushed out during assembly. Note that Install woodruff key (37) into slot on carrier shaft (32)
the direction of rotation was oriented properly. This and install spur gear (45) on carrier shaft aligning
turbine can be installed backwards. slot on gear with woodruff key.
Install the rotor washer (4) and secure with screws Place bearing housing assembly on carrier shaft
(3). Tighten screw to 100 in-lb. holding tool No 2-20202 per Table 1. Install lock-
washer (46) and retainer nut (47). Torque to 90-100
Install the exhaust screen (2) and secure with six ft.lb. After the slotted round nut (47) has been tight-
screws (1). Tighten the screws to 80 in-lb. ened, the tab of the washer (46) is driven into one of
Air inlet installation the slots.
Place the O-ring (22) into the groove on the air inlet Place O-ring (12) onto outer diameter of gearbox
(21). housing (48).
Install the 2" NPT air inlet flange (21) and secure Install carrier shaft assembly into aft side of gearbox
with six screws (20). Tighten the six screws to 170 housing (48) and secure with four screws (44). Tor-
in-lb. que to 113 in-lbs.
2006.02.20. - TDI
MAN Diesel & Turbo
513-01.30 Work Card
Edition 04
L23/30H, V28/32S, L27/38

Install drive assembly (72) onto gearbox assembly
Drive Housing (48) and secure with eight screws (73). Torque to
113 in.lbs.
Drive reassembly
Install bearing (69), please see Fig 3, into forward
end of spur gear shaft (65) and secure with retaining
ring (70).
Press bearing (66) onto spur gear shaft (65) and
secure with retaining ring (67).
Press bearing (68) into drive housing (72) until
seated firmly into housing.
Press lip seal (75) into forward end of drive housing
(72) and install O-ring into O-ring groove on drive
housing.
Install spur gear assembly (65-67) into gearbox
drive housing (72) until firmly seated.
Install bearing (55) onto aft end of drive shaft
assembly (56-61) and secure with retaining ring
(54). Lubricate drive shaft assembly using grease
No 9-94121-002.
Lubricate inner diameter of spur gear assembly (65)
using grease No 9-94121-002.
Install spacer (62), spring (64), and pinion spacer
(76) onto pinion drive shaft assembly (56-61) then
install into aft end of spur gear (65). The gears on
helical shaft (56) must be aligned into the aft end of
the spur gear shaft (65).
Press the helical shaft assembly into the spur gear
shaft (65) until end of shaft protrudes from forward
end of drive housing.
Maintain pressing force and install pinion onto drive
shaft (61). Secure with screw (79). Torque to 60 ft.
lb.
Install spacer between pinion (79) and drive housing
(72) before releasing pressure from helical shaft.
Final assembly
Place turbine assembly (23) with aft end on a flat
surface and install ring gear. Ensure notches on ring
gear are aligned with screw positions on turbine
housing.
Thoroughly grease planet gears (34), ring gear (27),
sun gear (30), spur gears (45, 65) using grease No
9-94121-002.
Rotate carrier shaft (35) slightly, and at the same
time, align gearbox into the front of turbine housing
(26).
Install six gearbox to turbine assembly screws (25)
and torque 113 in-lbs.
2006.02.20. - TDI
MAN Diesel & Turbo
Work Card 513-01.40
Page 1 (3) Main Starting Valve
Edition 01
L23/30H

Shut off fuel oil
Short Description
Lubricating, disassembly and reassembly of main
starting valve in starting system

Soft hammer
Locking ring plier
Allen key, 1/4"
Related Procedure

Number : 1 51310 104 1/engine
Data
1994.05.30.
MAN Diesel & Turbo
513-01.40 Work Card
Main Starting Valve Page 2 (3)
Edition 01
L23/30H
Main starting valve 11) Using O-ring lubricant, lubricate and install the
new end plug seal O-ring (10) and the new end
Warning! plug O-ring (11) on the end plug (3).
Do not attempt any maintenance on the main
starting valve 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 squirt
about 30 g of 10 w oil into the valve through the
plug opening.
3) Reinstall the plug.
Disassembly:
4) Clamp the main starting valve, in a vice with the
locking ring (9) end up. A Plug screw B Pilot air
5) Carefully remove the locking ring (9). The end C Starting air outlet D Starting air inlet
plug (3) should spring out. If it does not, tap the 1 Valve housing 2 Piston
valve housing (1) lightly with a soft hammer until 3 End plug 4 Piston O-ring
it does.
5 O-ring retainer 6 Piston O-ring
6) Remove the end plug (3), spring (8) and piston
7 Bumper 8 Spring
(2) assembly.
9 Retaining rin 10 O-ring
7) Remove and discard all used O-rings, O-rings
retainer (5), bumper (7) and spring (8). 11 O-ring
8) Wash all other parts in a clean, nonflammable

Figure 1: Main starting valve
solvent.
12) Lubricate the lower small bore of the valve
Reassembly: housing (1) with O-ring lubricant.
9) Using O-ring lubricant, lubricate and install the 13) Insert the piston assembly into the valve hous-
new piston O-ring (4) and the new upper piston ing. Push on the piston until the piston O-ring
O-ring (6) on the piston (2). seats against the bevelied face.
Note: The upper piston O-ring (6) is slightly larger in 14) Install the new O-ring retainer (5) with the large
diameter than the end plug O-ring (11). opening over the piston O-ring.
10) Turn the piston over and insert the new bumber 15) Place the new piston spring (8) on the piston.
(7).
16) Place the end plug assembly on the piston
spring.
1994.05.30.
MAN Diesel & Turbo
Work Card 513-01.40
Page 3 (3) Main Starting Valve
Edition 01
L23/30H
17) Using a press to hold down the end plug
assembly, install the end plug locking ring (9).
1994.05.30.
MAN Diesel & Turbo
Work Card 513-01.90
Page 1 (2) Check of Compressed Air Piping System
Edition 01
L23/30H

Shut off fuel oil
Short Description
Check of compressed air piping system.

Compressed air connected to the engine. Screwdriver.
Related Procedure

Number : 1
Data
1994.05.23.
MAN Diesel & Turbo
513-01.90 Work Card
Check of Compressed Air Piping System Page 2 (2)
Edition 01
L23/30H
Health Risk!
Warning!
Health Risk!
With Air Connected

1) Examine the piping system for leaks.
2) Retighten all bolts and nuts in the piping sys-
tem.
3) Drain the system for condensed water. This
should be based on observations.
4) Check flexible connections for leaks and dam-
ages.
It is important that the flexible connections are
free from paint and grease and in healthy condi-
tion.
5) Check manometers.
With Air Disconnected and Stopped

Engine
1) Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
2) Connect the air supply and make a function test
of the emergency valve. See Description
513.01.
1994.05.23.
MAN Diesel
Plate
Page 1 (3) Turbine Starter 51309-01H
L23/30H
08028-0D/H5250/94.08.12
96.26 - ES0S-G
MAN Diesel
Plate
51309-01H Turbine Starter Page 2 (3)
L23/30H
Item Item
014 1/S Housing exhaust Hus for udstøds-dæk- 254 1/S Bearing spacer Ligemellemstykke
cover sel
266 1/S Planet gear shaft Planetgearaksel
026 1/S Exhaust cover seal Tætningsring for ud-
stødsdæksel 278 2/S Gear shaft retainer Spænderingsskive for
washer gearaksel
038 1/S Splash deflector Stænk deflektor
291 1/S Rear gear frame Bagerste gearstelleje
051 1/S Deflector return Returfjeder for de- bearing
spring flektor
301 1/S Front bearing spacer Forreste gearstelleje
063 1/S Deflector retaining Spændeskive for
screw deflektor 313 1/S Intermediate pinion Mellemtandhjul
075 4/S Starter assembly cap Dækselskrue for mon- 325 1/S Intermediate pinion Spændeskrue for mel-
screw tage af starter retaining screw lemtandhjul
087 4/S Cap screw washer Skive for dækselskrue 337 1/S Gear case Gearkasse
099 1/S Motor housing Motorhus 349 1/S Drive gear Drivgear
109 1/S Housing plug Prop til motorhus 350 1/S Front drive gear Forreste drivgearleje
bearing
110 1/S Housing plug inlet Tilgangsknast for prop
boss til motorhus 362 1/S Rear drive gear Bagerste drivgearleje
bearing
122 1/S Motor assembly Motor samling
374 1/S Drive gear bearing Spændskrue for driv-
134 2/S Cylinder o-ring seal. O-ringstætning for retainer gearleje
cylinder
386 1/S Drive gear shaft Spændskrue for driv-
146 2/S Housing o-ring seal. O-ringstætning for bearing retainer gearakselleje
motorhus
398 1/S Drive gear screw Drivgearskrue
158 1/S Intermediate gear Mellem gearkasse
case 408 1/S Drive gear lock Skive for drivgear
washer
171 1/S Rear gear case o- Bagerste gearkasse
ring o-ring 421 1/S Drive gear cup Dæksel for drivgear
183 1/S Front gear case Forreste gearkasse 433 1/S Drive gear screw O-ring for drivgearskrue
o-ring o-ring o-ring
195 1/S Planet gear frame Tætningsring for pla- 445 8/S Drive housing cap Dækselskrue for driv-
shaft seal. netgearakselstel screw gear
205 1/S Spacer ring Afstandsring 457 8/S Drive housing cap Skive for dækselskrue
screw lock washer til drivgearhus
217 1/S Front gear frame Forreste gearstelleje
bearing 469 1/S Drive housing kit Drivgearhus
229 1/S Planet gear frame Planetgearstel 470 1/S Drive housing o-ring O-ring for drivgearhus
08028-0D/H5250/94.08.12
230 1/S Planet gear Planetgear 482 1/S Front shaft bearing Forreste akselleje
242 1/S Planet gear needle Nålevalse for planet- 494 1/S Drive housing seal. Tætningsring for driv-
roller gear gearhus
Qty.//E = Qty./Engine Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
MAN Diesel
Plate
Page 3 (3) Turbine Starter 51309-01H
L23/30H
Item Item
504 1/S Drive housing vent Afluftningsprop for 768 Spare parts kit, incl. Reservedelssæt inkl.
plug drivgearhus item 026, 134, 146, item 026, 134, 146, 171,
171, 183, 195, 205, 183, 195, 205, 217, 254,
516 1/S Bulkhead retainer Skotholder 217, 254, 278, 291, 278, 291, 301, 470, 516,
301, 470, 516, 541, 541, 553, 624, 685 og
528 1/S Bulkhead kit Skotsæt 553, 624, 685 and 697
697
541 1//S Outer bulkhead Ydre skot o-ring
o-ring
553 1/S Inner bulkhead Indre skot o-ring

o-ring
565 1/S Clutch spring cup Fjedertallerken holder

retainer
577 1/S Clutch spring cup Fjedertallerken
589 1/S Clutch spring Koblingsfjeder
590 1/S Clutch jaw kit Koblingssæt
600 1/S Large drive shaft Stor lejespændering

bearing retainer for drivaksel
612 1/S Piston kit Stempelsæt
624 1/S Piston o-ring Stempel o-ring
636 1/S Drive shaft kit Drivakselsæt
648 1/S Rear drive shaft Bagerste drivakselleje

bearing
661 1/S Piston return spring Stempel returfjeder
673 1/S Seat Sædering
685 1/S Drive pinion retain- Tandhjulsspænde-

ing screw skrue
697 1/S Drive pinion washer Tandhjulsskive
781 1/S Drive pinion Tandhjul
707 1/S Pinion spring sleeve Tandhjulsbøsning
719 1/S Pinion spring Tandhjulsfjeder
720 1/S Inlet flange kit Tilgangsflangesæt
732 3/S Cover Dæksel

08028-0D/H5250/94.08.12
744 1/S Self drilling screws Selvborende skruer
756 1/E Turbine starter, Turbinestarter, komplet

complete
Qty./E = Qty./Motor Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
MAN Diesel & Turbo
Plate
Page 1 (2) Air starter P51309-25
L23/30H
2013.10.01 - TDI
MAN Diesel & Turbo
Plate
P51309-25 Air starter Page 2 (2)
L23/30H
1 6/S Screw* 160 1/E Air starter complete, output gear

ratio 11.7:1
3 1/S Screw*
161 1/S Spare parts kit, consists of item 1,
7 1/S Bearing spacer* 3, 7, 8, 9, 10, 13, 14, 15, 18, 21,
8 2/S Bearing* 22, 24, 27, 36, 39, 45, 50, 56, 61,
63, 64, 67, 69, 70, 72, 74, 76
9 1/S O-ring*
62a 1/S Shaft (lh)
10 1/S Spring washer*
62b 1/S Shaft (rh)
13 2/S O-ring*
23 1/S Inlet flange*
14 2/S Seal spacer*
25 1/S Turbine housing*
15 2/S Lip seal*
26 1/S Pipe plug*
18 8/S Screw*
28 1/S Ring gear*
21 1/S O-ring*
29 1/S Bearing spacer*
22 6/S Screw*
24 1/S O-ring* 30 1/S Clamping plate*
27 1/S O-ring* 31 1/S Turbine shaft*
36 3/S Needle bearing* 32 3/S Retainer ring*
39 2/S Bearing* 162 1/S Spare parts kit, consists of item
23, 24, 25, 26, 27, 28, 29, 30, 31,
45 4/S Screw* 32
50 6/S Screw* 35 3/S Planet gear
56 1/S Bearing* 78a 1/S Pinion, incl. item 79 and 80 (14
61 1/S Bearing, needle roller* teeth)
63 2/S Thrust washer*

64 1/S Retaining ring*
67 1/S Ball bearing*
69 1/S Ball bearing*
70 1/S Bearing, needle roller*
72 1/S O-ring*
74 1/S Screw*
76 1/S Lip seal*
78 1/S Pinion
79 1/S Washer, pinion*
80 1/S Screw*

ace.
Qty/E = Qty/Engine
Qty/S = Qty/Starting Air Motor
2013.10.01 - TDI
MAN Diesel & Turbo
Plate
Page 1 (2) Main starting valve P51310-06
L23/30H, V28/32S, L21/31, L27/38
2013.10.10 - TDI - L23/30H Mk2

MAN Diesel & Turbo
Plate
P51310-06 Main starting valve Page 2 (2)
L23/30H, V28/32S, L21/31, L27/38

116 1/V Housing

177 1/V Retainer
189 1/V Screen
190 1/V O-ring*
200 1/V O-ring*
212 1/V Piston
224 1/V Dampener, shock*
236 1/V O-ring, cap
238 1/V Spring*
261 1/V O-ring*
273 1/V End cap
285 1/V O-ring*
297 1/V Retainer
307 1/V O-ring
319 1/V Part of item 230
320 1/V Solenoid valve
332 2/V Screw
344 1/S Main starting valve, complete
356 1/V Spare parts kit
(190,200,224,248,261,285)

ace.
Qty/S = Qty/Starting Air Motor
Qty/V = Qty/Valve
2013.10.10 - TDI - L23/30H Mk2

MAN Diesel
Plate
Page 1 (2) Main Starting Valve 51310-01H
L23/30H
045*
021*
057* 033*
069*
082*
094
070*
08028-0D/H5250/94.08.12
94.22 - ES0S-G
MAN Diesel
Plate
51310-01H Main Starting Valve Page 2 (2)
L23/30H
Item Item
021* 1/V O-ring O-ring
033* 1/V O-ring retainer O-ring holder
057* 1/V Bumper Stødfanger
069* 1/V Spring Fjeder
094 1/E Main starting valve, Hovedstartventil,

complete komplet
104 1/V Spare part kit Reservedelssæt

Item No. 021, 033, Item nr. 021, 033, 045,
045, 057, 069, 070 057, 069, 070 and
and 082. 082.
08028-0D/H5250/94.08.12
Qty./V = Qty./Valve Antal/V = Antal/Ventil
94.22 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Muffler 51312-01H
L23/30H
010
08028-0D/H5250/94.08.12
94.22 - ES0S-G
MAN Diesel
Plate
51312-01H Muffler Page 2 (2)
L23/30H
Item Item
No. Qty. Designation Benævnelse No. Qty Designation Benævnelse
010 1/S Muffler Dæmper
08028-0D/H5250/94.08.12
Qty./S = Qty./Starting air motor Antal/S = Antal/Startemotor
94.22 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Emergency Starting Valve 51313-01H
L23/30H
053*
016
089* 100*
090*
028*
041*
077*
065*
100*
136
08028-0D/H5250/94.08.12
94.22 - ES0S-G
MAN Diesel
Plate
51313-01H Emergency Starting Valve Page 2 (2)
L23/30H
Item Item
016 1/E Emergency starting Nødstarteventil,

valve, complete komplet
028* 1/V Piston Stempel
041* 1/V Washer Skive
053* 4/V Screw Skrue
065* 1/V Nut Møtrik
089* 1/V Gasket Pakning
112 1/V Repair kit, incl. item Reservedelssæt, inkl.

053, 089, 090 and 100 item 053, 089, 090
og 100

028, 041, 065, 077 item 028, 041, 065, 077
and 112 og 112
136 1/V Silencer Lyddæmper
08028-0D/H5250/94.08.12
94.22 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Starting Valve 51314-01H
L23/30H
084*
011
059*
060
023*
072*
047*
035*
08028-0D/H5250/94.08.12
94.22 - ES0S-G
MAN Diesel
Plate
51314-01H Starting Valve Page 2 (2)
L23/30H
Item Item
011 1/E Starting valve, Starteventil,

complete komplet
023* 1/V Armature, complete Anker, komplet
059* 1/V Guide pipe, complete Styrerør, komplet
060 1/V Solenoid Spole
084* 1/V Nut Møtrik
096* 1/V Repair kit, incl. item Reservedelssæt, inkl.

023, 035, 047, 072 item 023, 035, 047, 072
and 084 og 084

059 and 096 item 059 og 096
08028-0D/H5250/94.08.12
94.22 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Main Stop Valve 51315-03
L21/31,
L23/30H, L27/38
08028-0D/H5250/94.08.12
00.41 - EO0
MAN Diesel
Plate
51315-03 Main Stop Valve Page 2 (2)
L21/31,
L23/30H, L27/38
Item Item
042 1/E Stop valve, Stopventil,

complete komplet
066 1/V Gasket Pakning
078 1/V Gasket Pakning
08028-0D/H5250/94.08.12
00.41 - EO0
MAN Diesel
Plate
Page 1 (2) Air Strainer 51316-01H
L23/30H
08028-0D/H5250/94.08.12
94.22 - ES0S-G
MAN Diesel
Plate
51316-01H Air Strainer Page 2 (2)
L23/30H
Item Item
012 1/F Housing Hus
024 1/F Cover Dæksel
036 1/F Filter Filter indsats
048 4/F Stud Tap
061 4/F Nut Møtrik
073 1/E Air strainer, Filter, komplet

complete
085 1/F Gasket Pakning
097 1/F Plug screw Propskrue
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
Qty./F = Qty./Filter. Antal/F = Antal/Filter.
94.20 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Solenoid Valve, 3/2 51318-01H
Generel
08028-0D/H5250/94.08.12
05.33 - EO0
MAN Diesel
Plate
51318-01H Solenoid Valve, 3/2 Page 2 (2)
L27/38
Item Item
001 1/E Solenoid valve, Magnetventil,

complete komplet
08028-0D/H5250/94.08.12
05.33 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Solenoid valve, 3/2 P51318-02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L18/28
2013.09.03
MAN Diesel & Turbo
Plate
P51318-02 Solenoid valve, 3/2 Page 2 (2)
L16/24, L23/30H, V28/32S, L21/31, L27/38, L18/28

013 1/E Solenoid valve, complete

ace.
Qty/E = Qty/Engine
2013.09.03
MAN Diesel
Plate
Page 1 (2) Safety Valve 51319-01H
L23/30H
08028-0D/H5250/94.08.12
94.22 - ES0S-G
MAN Diesel
Plate
51319-01H Safety Valve Page 2 (2)
L23/30H
Item Item
019 1/E Safety valve, Sikkerhedsventil,

(10 bar) (10 bar)
020 1/E Safety valve, Sikkerhedsventil,

(15 bar) (15 bar)
032 1/E Protective device Beskyttelseshætte
044 3/E Screw Skrue
08028-0D/H5250/94.08.12
94.22 - ES0S-G
MAN Diesel & Turbo
Plate
Page 1 (2) ON-OFF Valve for Jet System 51320-04H
General
014
063
075
087
07.13 - ES0S-G
MAN Diesel & Turbo
Plate
51320-04H ON-OFF Valve for Jet System Page 2 (2)
General

Item Item
014 1/V Coil Spole
063 1/E Valve, complete 1 ¼" Ventil, komplet 1 ¼"

connecting branch tilslutningsstuds
075 1/E Valve, complete 1 ½" Ventil, komplet 1 ½"

087 1/E Valve, complete 2" Ventil, komplet 2"

Qty./V = Qty./Valve. Antal/V = Antal/Ventil.
07.13 - ES0S-G
MAN Diesel & Turbo
Plate
Page 1 (2) ON-OFF Valve for Jet System 51320-05H
General
099
109
110
122
099
134
07.13 - ES0S-G
MAN Diesel & Turbo
Plate
51320-05H ON-OFF Valve for Jet System Page 2 (2)
General

Item Item
099 1/V Coil Spole
109 1/E Valve, complete ½" Ventil, komplet ½"

110 1/E Valve, complete ¾" Ventil, komplet ¾"



connecting branch, tilslutningsstuds,
with button for med knap for
manual override manuel overstyring
Qty./V = Qty./Valve. Antal/V = Antal/Ventil.
07.13 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Air Filter 51321-03
General
190
08.21 - ES0
MAN Diesel
Plate
51321-03 Air Filter Page 2 (2)
General
Item Item
190 1/E Filter complete Filter komplet
200 1/F Repair kit Reparationssæt

(filter and O-ring) (filter og O-ring)
08.21 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Pressure Reduction Valve 51322-10
L16/24, L21/31
L23/30H
039*
015 027
218
039*
231
172
243
184*
052*
064*
076*
088*
All valves and fittings

has to be approved by
classification society.
206
255
111*
123*
135*
147*
159*
PI 70 - Inlet to engine
11.14 - ES0-G
MAN Diesel & Turbo
Plate
51322-10 Pressure Reduction Valve Page 2 (2)
L16/24, L21/31
L23/30H

Item Item
015 1/V Cover Dæksel
027 10/V Screw Skrue
039* 2/V Filter Filter
064* 1/V Diaphragh Membran
111* 1/V Valve, complete Ventil, komplet
135* 1/V Valve spring Ventilfjeder
172 2/V Pipe plug Rørprop
196 1/V Repair kit, incl. item Reparationssæt, inkl.

039, 052, 064, 076, 088, item 039, 052, 064, 076,
111, 123, 135, 147, 159, 088, 111, 123, 135, 147,
and 184 159, and 184
206 1/E Reduction valve, Reduktionsventil,

complete komplet
218 1/E Pilot valve, complete Styreventil, komplet
231 1/V Repair kit for item 218 Reparationssæt for

item 218
Screw
243 2/V Skrue
Manometer
255 1/V 0-25 bar - PI 70 Manometer
0-25 bar - PI 70
Pressure reduction
267 1/E valve, complete as Trykreduktionsventil,
plate 51322 komplet som
plate 51322
Repair kit for item 206,
279 1/V incl. item 039, 052, Reparationssæt for item
076, 088, 123, 147, 159 206, inkl. item 039, 052,
and 184 076, 088, 123, 147, 159
og 184
Qty/E = Qty/Engine Antal/E = Antal/Motor
Qty/V = Qty/Valve Antal/V = Antal/Ventil
11.14 - ES0-G
MAN Diesel & Turbo
Plate
Page 1 (2) Mounting of air starter P51340-01
L23/30H
2013.10.01 - TDI
MAN Diesel & Turbo
Plate
P51340-01 Mounting of air starter Page 2 (2)
L23/30H
001 1/E Bracket

004 2/E Cylindrical pin

ace.
Qty/E = Qty/Engine
2013.10.01 - TDI
Fuel oil system
514/614
MAN Diesel & Turbo
Description 514.01
Page 1 (2) Internal fuel oil system
Edition 21
L23/30H
Internal fuel oil system
Figure 1: Internal fuel oil diagram

Pipe description Fuel injection equipment
A3 Waste opil outlet DN15 Each cylinder unit has its own set of injection equip-
A1 Fuel oil inlet DN20
ment, comprising injection pump, high-pressure
pipe and injection valve.
A2 Fuel oil outlet DN20
The injection equipment and the distribution supply
Table 1: Flange connections are as standard according to DIN pipes are housed in a fully enclosed compartment
2501 thus minimizing heat losses from the preheated fuel.
This arrangement reduces external surface temper-
General atures and the risk of fire caused by fuel leakage.
The internal built-on fuel oil system as shown in fig 1
consists of the following parts: Fuel oil injection pump
▪ the high-pressure injection equipment The fuel oil injection pump is installed on the roller
▪ an internal nozzle cooling system guide housing directly above the camshaft, and it is
▪ a waste oil system activated by the cam on the camshaft through roller
guides fitted in the roller guide housing.
Fuel oil system The injection amount of the pump is regulated by

transversal displacement of a toothed rack in the
The fuel oil is delivered to the injection pumps side of the pump housing.
through a safety filter.
By means of a gear ring, the pump plunger with the
The safety filter is a duplex filter of the split type with two helical millings, the cutting-off edges, is turned.
a filter fineness of 50 my. The filter is equipped with Hereby the length of the pump stroke is specified
a common three-way cock for manual change of when the plunger closes the inlet holes until the cut-
both the inlet and outlet side. ting-off edges again uncover the holes.
2012.08.31 - ES1 - INC

MAN Diesel & Turbo
514.01 Description
Internal fuel oil system Page 2 (2)
Edition 21
L23/30H
The release of high pressure through the cutting-off The system maintains a nozzle surface temperature
edges presses the oil with great force against the low enough to prevent formation of carbon trum-
wall of the pump housing. At the spot, two pets on the nozzle tips during high load operation
exchangeable plug screws are mounted. and high enough to avoid cold corrosion during
The amount of fuel injected into each cylinder unit is idling or low-load operation.
adjusted by means of the governor.
It maintains the engine speed at the preset value by Waste oil system
a continuous positioning of the fuel pump racks, via Waste and leak oil from the comparements, fuel
a common regulating shaft and spring-loaded link- valves is led to a fuel leakage alarm unit.
ages for each pump.
The alarm unit consists of a box with a float switch
The injection valve is for "deep" building-in to the for level monitoring. In case of a larger than normal
centre of the cylinder head. leakage, the float switch will initiate alarm. The sup-
ply fuel oil to the engine is lead through the unit in
Fuel oil injection valve order to keep this heated up, thereby ensuring free
drainage passage even for high-viscous waste/leak
The joint surface between the nozzle and holder is oil.
machine-lapped to make it oil-tight.
The fuel injector is mounted in the cylinder head by Optionals
means of the integral flange in the holder and two
studs with distance pieces and nuts. Besides the standard components, the following
standard optionals can be built-on:
A bore in the cylinder head vents the space below
the bottom rubber sealing ring on the injection ▪ Pressure differential alarm high
valve, thus preventing any pressure build-up due to – PDAH 43-40 Fuel oil, inlet and outlet filter
gas leakage, but also unveiling any malfunction of
▪ Pressure differential transmitting
the bottom rubber sealing ring for leak oil.
– PDT 43-40 Fuel oil, inlet and outlet filter
Fuel oil high pressure pipe ▪ Pressure alarm low
The high-pressure pipe between fuel injection pump – PAL 40 Fuel oil, inlet fuel oil pump
and fuel injector is a shielded pipe with coned pipe ▪ Pressure transmitting
ends for attachment by means of a union nut, and a
– PT40 Fuel oil, inlet fuel oil pump
nipple nut, respectively.
▪ Temperature element
The high-pressure pipe is led through a bore in the
cylinder head, in which it is surrounded by a shield- – TE40 Fuel oil, inlet fuel oil pump
ing tube, also acting as union nut for attachment of
the pipe end to the fuel injector.
The shielding tube has two holes in order to ensure
that any leakage will be drained off to the cylinder
head bore. The bore is equipped with drain channel
and pipe.
The shielding tube is supported by a sleeve, moun-
ted in the bore with screws.
The sleeve is equipped with O-rings in order to seal
the cylinder head bore.
Internal nozzle cooling system

The nozzles of the injection valves on HFO-engines
are temperature controlled by means of a circuit
from the engines lubricating oil system.
2012.08.31 - ES1 - INC

MAN Diesel & Turbo
Work Card 514-01.05
Page 1 (4) Fuel injection pump and fuel injection pipe
Edition 12
L23/30H

52014 025
Shut-off cooling oil 52006 261 20-120 Nm
52006 273 80-360 Nm
Short Description
Dismounting, inspection/overhaul and mounting of
fuel injection pump. Inspection of fuel injection
pipe.

Cover for fuel injection pump has been dismoun- Ring and open end spanner, 13 mm
ted. Ring and open end spanner, 14 mm
Allen key, 8 mm, 10 mm
Plier for lock ring
Tools for cleaning
Clean kerosene or gas oil
Clean lubricating oil
Related Procedure Antiseizure product (Copaslip, Molykote GN Plus
Inspection of roller guide for fuel 508-01.05 or similar)
injection pump

Number : 1 51401 189 1/pump
51401 190 1/pump
51401 236 1/pump
Data 51401 248 1/pump
2008.01.14.
MAN Diesel & Turbo
514-01.05 Work Card
Fuel injection pump and fuel injection pipe Page 2 (4)
Edition 12
L23/30H
Dismounting of fuel injection pump

Warning!
Use protective gloves!
1) Dismount the fuel injection pipe pos. 1 fig 1 and
the fuel inlet pipe pos 2.
2) Separate the spring loaded lever from the regu-
lating rod on the fuel injection pump.
Figure 1: View from control side
3) Remove the pipe for lub.oil and drain.

4) Remove the screws in the bottom flange (4
pieces) and take the fuel injection pump away.
2 O-ring inside dia. 37 mm 3 O-ring inside dia. 41 mm
Separation of fuel injection pump x3 x3
1) If necessary, clean the exterior of the injection 5 O-ring inside dia. 34 mm 6 O-ring inside dia. 31 mm
x3 x3
pump.
2) Mount the injection pump in the clamping Figure 2: Cross section of fuel injection pump
bracket PYO-W020 (see plate 52014 item 037),
on the test pump. 5) Unscrew the four screws (A) and remove the
3) Press the thrust cap (N) fig. 2 downwards and connecting piece (B). Take out the valve spring
remove the securing ring (P). Remove the thrust (D) and the non-return valve (F).
cap (N) with lower spring plate (O) and plunger 6) Loosen and remove the four screws (C) and
(M). Be sure not to damage the plunger. take out the barrel (E).
4) Take out the plunger spring (L), upper spring 7) Remove all the O-rings from the injection pump.
plate (K) and pinion (J). If necessary remove the
8) All parts must be cleaned, using kerosene or
lock ring (R) and guide pin (I) and dismount the
gas oil and a hand brush (not a steel brush).
regulating rod (H) as well as the cap screw in
Blow through the holes for sealing oil in the
the opposite end of the regulating rod (H).
pump houses and the barrel (E).
2008.01.14.
MAN Diesel & Turbo
Work Card 514-01.05
Page 3 (4) Fuel injection pump and fuel injection pipe
Edition 12
L23/30H
55-65 Nm.
Inspection of fuel injection pump B. Renew all sealing rings. For placing of the
rings, see fig 2.
1) Insert plunger (M) and non-return valve (F) into C. Coat all the threads with an anti seize prod-
the barrel (E) after wetting with clean gas oil. uct.
Plunger and non-return valve must slide into the D. Wipe dry with paper plane sealing surface on
barrel by their own weight. barrel (E) and connecting piece (B).
2) The axial clearance between lower spring plate E. Before inserting the pinion (J), the easy
and plunger foot must not exceed 0.25 mm. motion of the plunger (M) in the barrel (E) must
The clearance between lower spring plate and be checked.
plunger foot is 0.05 to 0.1 mm when new. See F. When assembling the pinion (J), ascertain
fig 3. that the tooth (recognizable by the chamfer) will
enter the space 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 the pinion (J). (Not shown on fig 4).
1 Plunger (M) 2 Spring (L)

3 Lower spring plate (O) a Max 0.25 mm
Figure 3: Clearance between lower spring plate and plunger
3) Check the cavitation plugs (G) for wear and

renew if necessary.
4) Barrel (E), plunger (M) and non-return valve (F)
are manufactured to very close tolerances. Any
attempt to refinish these parts causes altera-
tions of the tolerances and must therefore NOT
be carried out.
1 Marking on regulating rod 2 Tooth with chamfer
If during the visual inspection of the parts, heavy
abrasion symptoms or damage can be 3 Marking on pinion
observed, the part in question must be
replaced. Figure 4: Mounting of regulating rod mechanism
Assembling of fuel injection pump 2) After assembling, the easy motion of the regu-
lating rod (H), must be checked and the plunger
1) When assembling the injection pump, proceed (M) must be moved from the no-load stop to
in the reverse order to disassembling. Pay full-load stop.
attention to the following:
A. At initial tightening up of new parts the fol-
lowing (C) for barrel (E). Tighten screws to
2008.01.14.
MAN Diesel & Turbo
514-01.05 Work Card
Fuel injection pump and fuel injection pipe Page 4 (4)
Edition 12
L23/30H
Mounting of fuel injection pump

Warning!
1) Before mounting the fuel injection pump, clean
the roller guide spring and washer for spring in
the roller guide housing.
2) Reconnect the regulating rod (H) to the spring
loaded lever and all the pipes to the fuel pump.
Fuel injection pipe

By normal working conditions the fuel injection pipe
require very little maintenance except replacement
of O-rings and gasket in connection with the normal
overhaul of fuel injection equipment.
2008.01.14.
MAN Diesel & Turbo
Work Card 514-01.10
Page 1 (4) Fuel injection valve
Edition 02
L23/30H

52014 013
Shut-off cooling oil 52014 300 Extra tools
52014 361
Stop lub. oil circulation 52014 407
Short Description
Dismounting, overhaul, pressure testing and
mounting of fuel injection valve.

Top cover on the cylinder head
and front cover on the fuel injec- Ring and open end spanner, 24 mm
tion pump have been dismounted. Socket spanner, 24 mm
For dismounting of fuel injection 514-01.05 et spanner, 30 mm
pipe Tools for cleaning
Clean kerosene or gas oil
Antiseize product (Copaslip, Molykote GN Plus or
similar)
Related Procedure

Number : 1 51402 116 3/valve (L'Or-
ange)
51402 224 3/valve (Nico)
Data
2011.07.11.
MAN Diesel & Turbo
514-01.10 Work Card
Fuel injection valve Page 2 (4)
Edition 02
L23/30H
Fuel injection valve 3) Clean the lower part of the nozzle (J) from car-
bonized oil deposits before dismantling the noz-
The fuel injection valve is the single component that zle nut (H). Remove the nozzle nut (H) and the
has the greatest influence on the diesel engine con- nozzle (J).
dition. Various forms of operation and quality of fuel
oil affect the overhaul intervals. In some cases it
may be necessary to shorten the prescribed inter-
vals.
Dismounting and cleaning

Warning!
1) Dismount the fuel injection valve from the cylin-
der head by means of the special tool as shown
in fig. 1.
B Lock nut C Sealing ring

D Adjusting screw E Sealing ring
F Nozzle spring G Spring spindle
H Nozzle nut J Nozzle
Figure 2: Fuel injection valve

Figure 1: Dismounting of fuel injection valve from cylinder head
Attention! Do not damage the lapped surface.

2) Mount the fuel injection valve into the clamping
bracket VTO-W020 (see plate 52014, item 025) 4) The nozzle spring (F) and the spring spindle (G),
on the pressure testing pump, and loosen the are to be taken out by loosening the adjusting
lock nut (B) fig 2. screw (D), completely.
Unstress the nozzle spring by turning the 5) All parts must be cleaned with kerosene or gas
adjusting screw (D). oil and a hard brush (not a steel brush).
2011.07.11.
MAN Diesel & Turbo
Work Card 514-01.10
Page 3 (4) Fuel injection valve
Edition 02
L23/30H
6) Clean the nozzle holes of charred coke by Pressure testing of fuel injection valve
means of the supplied special drill (see plate
52014-01H item 108) with holder. 1) The most effective checking of the fuel valves is
obtained through pressure testing, preferably
7) Clean the cooling chamber and the cooling carried out after each overhaul and also in case
ducts in the nozzle guide and injector body by of irregularities in operation. The pressure test-
placing these in a cleaning liquid and then blow ing is carried out in the following way by means
through the parts with dry working air. of the pressure testing apparatus supplied.
2) Mount the fuel injection valve in the bracket
Injection of the parts VTO-W020 (see plate 52014 item no. 25) again.
1) Nozzles are matched by lapping and are there- The bracket to be in such a position that the
fore only interchangeable as units. Insert nozzle nozzle of the injector is pointing downwards.
needle with gas oil in the needle guide. It must 3) For test of the injection pressure and atomizing
be controlled whether the nozzle needle slides mount the test pipe VTO-W021 (see plate
down by its dead weight on its seat. 52014 item 049), increase pressure by means
2) If the holes are oval worn, which is checked of the lever on the test pump, and adjust the
with of a magnifying glass, the nozzle must be opening pressure to 320 bar (8 holes nozzle)/
scrapped. 350 bar (10 holes nozzle), by the adjusting
screw (D), see fig 2, then tighten lock nut (B)
3) The best way, however, to check if the holes
and check opening pressure again.
are worn out is to control the flow rate of the
Do not expect chattering, but make sure that
nozzle which, in general, only can be made at
the nozzle spray from all holes in the same
the manufacturer's works on a special test
angle. The nozzle might chatter if the lever is
stand.
worked very fast, actually by hitting it.
4) Every effort to refinish will result in alterations of Do not expect a nozzle tip with more than 1000
these values and malfunction of the nozzle. If running hours to perform like a new nozzle in
heavy abrasion symptoms, respectively dam- the test pump. Then increase the pressure to
ages are observed at the visual inspection of 300 bar and keep the pressure by working the
the parts, the parts in question must be lever slowly downwards. When the pressure is
replaced. kept at 300 bar, there should be no more than
one drip from the nozzle tip for approx. 3-5 sec.
Reassembling WARNING:
1) When all parts have been overhauled, found in Keep out of the fuel jets as they will penetrate
good order and carefully cleaned, assemble the the skin. Fuel which has penetrated the skin can
fuel injection valve again. cause painful inflammations (blood poisoning).
2) When assembling the injection valve, proceed in

the opposite order compared to the disassem-
bly. Pay attention to the following:
A. Lubricate the threads on the adjusting screw
(D) with lub. oil, and the threads of the nozzle
holder for the nozzle nut. The shoulder of the
nozzle which is in contact with the nozzle nut,
must be lubricated with an antiseizure product.
B. The sealing plane surface of body and nozzle
must be wiped dry with paper.
C. Renew the sealing rings (C) and (E).
D. Tighten torque for nozzle nut (see page
500.40.)
2011.07.11.
MAN Diesel & Turbo
514-01.10 Work Card
Fuel injection valve Page 4 (4)
Edition 02
L23/30H
Mounting of the fuel injection valve in

cylinder head
Figure 3: Grinding tools for seat and liner for fuel injection valve
1) Before mounting the fuel valve, clean and

inspect the valve sleeve in the cylinder head. If
necessary, grind the seating face with the grind-
ing tool (see fig 3).
2) Coat the O-rings and the lower part of the valve
with an antiseizure product, place the valve in
the cylinder head and press it down to the seat.
3) Mount the high pressure pipe before tightening
the nuts then it is easier to fit the threads.
4) Put on the distance pieces, fit the nuts and
tighten up with a torque spanner (for torque
moment, see page 500.40).
Figure 4: Grinding tools for fuel injection valve (extra tools)
2011.07.11.
MAN Diesel & Turbo
Work Card 514-01.15
Page 1 (2) Fuel oil split filter
Edition 01
L23/30H

Shut off fuel oil
Short Description
Disassembly, cleaning and assembly of fuel oil
split filter

Kerosene, gas oil similar
Related Procedure

Number : 1
Data
1991.02.18.
MAN Diesel & Turbo
514-01.15 Work Card
Fuel oil split filter Page 2 (2)
Edition 01
L23/30H
Fuel oil split filter

1) During normal operation both filters should be in
operation, single operation only to be used
when dismantling one of the filters for manual
cleaning or inspection.
2) Normally the filters are cleaned during operation
by turning the handle, (1) see fig 1, on the filter
housing top a couple of turns. (clockwise).
Simultaneously with turning of the handle, the drain
cock, (2) in bottom of the filter housing should be
opened in order to drain of the dirt being scraped of
the filter element, (3).
A Left filter B Both filters in operation
This position is only for
cleaning of the right filter,
not for continuous operat-
ing
C Right filter
This position is only for
cleaning of the left filter,
not for continuous operat-
ing
Figure 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 is
opened, the filter housing should be dismantled
for manual cleaning. Remove the nuts (5), and
take out the filter element (3).
Figure 1: Fuel oil split filter 5) Clean the filter element in kerosene gas oil or
similar and blow it dry with working air.
3) Position of three way cock, see fig 2.
6) Mount the filter element again.
7) The filter element itself should never be disman-
tled, but has to be replaced if damage or mal
function is experienced.
1991.02.18.
MAN Diesel & Turbo
Work Card 514-01.90
Page 1 (2) Check of Fuel Oil Piping System
Edition 01
L23/30H, V28/32S

Shut off fuel oil
Short Description
Check of fuel oil piping system.

Engine is running.
Related Procedure

Number : 1
Data
1992.01.20. - ES0
MAN Diesel & Turbo
514-01.90 Work Card
Check of Fuel Oil Piping System Page 2 (2)
Edition 01
L23/30H, V28/32S
Health Risk!
Warning!
Health Risk!
Fuel Oil System
1 Venting pipe
Figure 1: Cross section of cylinder head

1) Dismount the covers to the injection pumps. 6) Check for any leak of the O-ring for the fuel
Blow through drain pipes from the pump bed. injection pipe.
2) Examine the piping system for leaks. Concerning fuel oil condition, see section 504.
tem.
4) Move all valves in the piping system. Lubricate
valve spindles with graphite or similar.
ages.
It is important that the flexible connections are free
from paint and grease and in healthy condition.
1992.01.20. - ES0
MAN Diesel & Turbo
Work Card 514-10.00
Page 1 (3) Fuel oil feed pump
Edition 01
L23/30H

Shut off fuel oil
Short Description
Disassembly, overhaul and assembly of fuel oil
feed pump. Adjustment of fuel oil pressure.

All pipe connections to the feed pump have been Allen key, 8 mm, 10 mm, 22 mm
disconnected and the feed pump is removed from Ring and open end spanner, 17 mm
the engine Ring and open end spanner, 46 mm
Big screwdriver
Adjustable spanner
Puller
Hard brush
Gas oil
Related Procedure

Number : 1 51410 049 1/pump
51410 050 4/pump
51410 108 1/pump
Data 51410 265 1/pump
1996.06.24.
MAN Diesel & Turbo
514-10.00 Work Card
Fuel oil feed pump Page 2 (3)
Edition 01
L23/30H
Fuel oil feed pump Assembly:

9) Mount the gear wheel (5 and 7), coat the seal-
Disassembly: ing lip with silastene or similar and mount the
cover (3).
1) Remove the coupling part (14), see fig. 1, by
means of a puller. 10) Mount the rotating packing (9) and the cover
(11) with sealing ring, o-ring, locking ring and
2) Remove screws (12) and dismount the cover
coupling (14).
(11) with locking ring, sealing ring, o-ring and
rotating packing (9). 11) Mount the spring loaded by-pass valve, nut
(20), gasket (16), cap nut (21) and plug screw
3) After removal of the screws (4) (6 pcs.) the
(15).
cover (3) is dismantled and the gear wheels (5
and 7) are pulled out. 12) Mount the feed pump on the engine and con-
nect all the pipes.
4) Dismounting of the spring loaded adjustable by-
pass valve.
Remove the cap nut (21), nut (20), spring housing
(19), spring (18) and the cylinder (23). If the piston
(17) cannot be pulled out from the same side the
plug screw (15) can be removed and the piston can
be pressed from this side with a screw driver or the
like.
Overhaul:
5) Clean all the parts with gas oil and a hard
brush.
Warning: Never use a steel brush.
The parts are blown clean with working air.
6) If the bearing bush are to be removed the exist-
ing bearing bush is plugged out, the bores are
cleaned and new bearing bush is mounted, see
fig. 2.
Before the gear wheels can be mounted the bearing
bush must be adjusted with a reamer or a bearing
scraper, so that the gear wheel can run easily when Figure 1: Fuel oil feed pump
the pump is assembled.
7) Renew the sealing ring in cover (11).
8) Inspect all other parts for wear and damage,
and renew, if necessary.
1996.06.24.
MAN Diesel & Turbo
Work Card 514-10.00
Page 3 (3) Fuel oil feed pump
Edition 01
L23/30H
Figure 2: Mounting of bearing bush
Adjusting of fuel oil pressure

1) The outlet pressure of the feed pump, can be
adjusted by means of an adjusting screw in the
by-pass valve.
Remove the cap nut (21) and loosen the nut (20).
By turning the spring housing clockwise the pres-
sure is raised and reverse the pressure is lowered
by turning the spring housing (19) anti-clockwise.
When the correct pressure is reached, see page
500.30, the spring housing (19) is locked with nut
(20) and finally the gasket (16) and cap nut (21) are
mounted.
1996.06.24.
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Injection Pump - NICO 51401-03H
L23/30H
98.28 - EO0
MAN Diesel & Turbo
Plate
51401-03H Fuel Injection Pump - NICO Page 2 (2)
L23/30H

Item Item
577 1/P O-ring O-ring
600 2/P Deflector Deflektor
612 2/P Gasket Pakning
624 1/P Washer Skive
636 1/P Pointer Viser
648 1/P Nut Møtrik
661 1/P Control rack Reguleringstandstrang
673 1/P Pump housing, Pumpehus, komplet

complete
697 1/P Plug Prop
707 1/P Snap ring Låsering
719 1/P Rack stopper Stop for tandstang
720 1/P Control sleeve Kontrolbøsning
732 1/P Spring seat Fjederplade (øverste)
744 1/P Spring : Plunger Fjeder
756 1/P Spring seat Fjederplade

(nederste)
768 1/P Guide : Plunger Styr
781 1/P Snap ring Låsering
793 4/P Bolt Bolt
803 1/P Case : Delivery valve Hus for ventil
815 1/P Ring Ring
827 1/P Spring : Fjeder

Delivery valve
839 4/P Bolt Bolt
840 1/P Plunger, complete Stempel, komplet
Qty./P = Qty./Pump Antal/P = Antal/Pumpe
98.28 - EO0
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Injection Pump 51401-10H
L23/30H
069/386
069/386
057/374
08028-0D/H5250/94.08.12
10.23 - ES0, L'Orange

MAN Diesel & Turbo
Plate
51401-10H Fuel Injection Pump Page 2 (2)
L23/30H

Item Item
021 1/P Pump housing Pumpehus 307 1/P Securing ring Beskyttelsesring
033 2/P Screw Skrue 319 1/P Gear rim Tandkrans
045 2/P Packing ring Pakningsring 344+ 1/P Screw Skrue
057 1/C Fuel injection pump, Fuel indsprøjtnings- 356+ 1/P Packing ring Pakningsring
complete (HFO) pumpe, komplet (HFO)
368 2/P Screw Skrue
069 1/P Plunger and barrel Stempel og cylinder
incl. non-return valve inkl. kontraventil (HFO) 374 1/C Fuel injection pump, Fuel indsprøjtnings-
(HFO) complete (Low sul- pumpe, komplet (Svovl-
phur fuel, WC/C) fattig brændstof, WC/C)
070 1/P Joint washer Pakning
386 1/P Plunger and barrel Stempel og cylinder
082 2/P Washer Skive incl. non-return valve inkl. kontraventil (Svovl-
(Low sul-phur fuel, fattig brændstof, WC/C)
094 4/P Screw Skrue WC/C)
104 1/P Circlip Låsering
116 1/P Regulating rod Reguleringsstang

+ Are not included in + Indgår ikke i fuel ind-
128 1/P Guide pin Styretap fuel injection pump, sprøjtningspumpe,
complete komplet
141 1/P Upper spring plate Øverste fjederplade
153 1/P Spring Fjeder
165 1/P Lower spring plate Nederste fjederplade
177 1/P Thrust cap Trykhætte
200 1/P Circlip Låsering
224 1/P Connecting piece Forbindelsesstykke
261 1/P Pointer Viser
273 1/P Nut Møtrik

08028-0D/H5250/94.08.12
285 4/P Screw Skrue
297 1/P Cap screw Hætteskrue
10.23 - ES0, L'Orange

MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Injection Valve 51402-29
L23/30H
141
189
104
189
021*
094
177
116
045
082
033*
069
057
* When ordering, please state IMO-17.02
12.03 - ES0, L'Orange, Cooled

MAN Diesel & Turbo
Plate
51402-29 Fuel Injection Valve Page 2 (2)
L23/30H

Item Item
021 1/V Injector housing, Ventilhus, venligst

please state IMO-17.02 oplys IMO-17.02
033 1/V Nozzle, complete Forstøver, komplet ven-

please state IMO-17.02 ligst oplys IMO-17.02
045 2/V Dowel pin Styrestift
057 1/V Screw cap Omløber
069 1/V Thrust spindle Trykspindel
082 1/V Spring Fjeder
094 1/V Adjusting screw Justeringsskrue
104 1/V Nut Møtrik
116 3/V O-ring O-ring
141 1/V Cap nut Hættemøtrik
177 1/C Fuel injection valve, Brændselsventii,

complete komplet
189 2/V Washer Skive
Qty./V = Qty./Valve Qty./V = Qty./Ventil
Qty./C = Qty./Cylinder. Qty./C = Qty./Cylinder.

MAN Diesel & Turbo
Plate
L23/30H
141
189
104
189
021*
094
177
116
045
082
033*
069
057

MAN Diesel & Turbo
Plate
L23/30H

Item Item
021 1/V Injector housing, plea- Ventilhus, venligst oplys

se state IMO-17.06 IMO-17.06
033 1/V Nozzle, complete Forstøver, komplet, ven-

please state IMO-17.06 ligst oplys IMO-17.06
104 1/V Nut Møtrik

complete komplet

MAN Diesel & Turbo
Plate
L23/30H
273
285
221*
297
325
224
307
236
319
248*
320
261
12.03 - ES0, Nico, Uncooled

MAN Diesel & Turbo
Plate
L23/30H

Item Item
221 1/V Injector body, please Brændstofsventil, ven-

state IMO-17.02 ligst oplys IMO-17.02
248 1/V Atomizer, complete Forstøver, komplet ven-

please state IMO- ligst oplys IMO-17.02
17.02
261 1/V Nozzle nut Forstøver
285 1/V Nut Møtrik
320 1/V Spindle Spindel
325 1/V Fuel Injection Valve, Brændstofsventil,

Complete komplet
12.03 - ES0, Nico, Uncooled

MAN Diesel & Turbo
Plate
L23/30H
273
285
221*
297
325
224
307
236
319
248*
320
261
12.03 - ES0, Nico, Cooled

MAN Diesel & Turbo
Plate
L23/30H

Item Item
221 1/V Injector body, please Brændstofsventil, ven-

state IMO-17.02 ligst oplys IMO-17.02
248 1/V Atomizer, complete, Forstøver, komplet, ven-

17.02
261 1/V Nozzle nut Forstøver
285 1/V Nut Møtrik
320 1/V Spindle Spindel
325 1/V Fuel Injection Valve, Brændstofsventil,

Complete komplet
12.03 - ES0, Nico, Cooled

MAN Diesel & Turbo
Plate
L23/30H
141
189
104
189
021*
094
177
116
045
082
033*
069
057
12.03 - ES0, L'Orange, Cooled, Low sac

MAN Diesel & Turbo
Plate
L23/30H

Item Item
021 1/V Injector housing, plea- Ventilhus, venligst oplys

se state IMO-17.06 IMO-17.06
033 1/V Nozzle, complete, Forstøver, komplet, ven-

17.06
104 1/V Nut Møtrik

complete komplet
12.03 - ES0, L'Orange, Cooled, Low sac

MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Oil Filter Duplex 51403-06H
L23/30H
302
314
A 292
280
326
338
279
351
267
363
015
255
243
09.28
MAN Diesel & Turbo
Plate
51403-06H Fuel Oil Filter Duplex Page 2 (2)
L23/30H

Item Item
015 1/E Fuel oil filter duplex, Brændselsoliespalte-

complete filter, komplet
243 2/F Lock screw Låseskrue
267 2/F O-ring O-ring
279 4/F Nut Møtrik
280 2/F Filter element Filterelement
314 1/F Fixing screw Fastspændingsskrue
326 2/F Lock screw Låseskrue
351 2/F Bushing Bøsning
Qty./E = Qty./Engine. Qty./E = Qty./Engine.
Qty./F = Qty./Filter Qty./F = Qty./Filter.
09.28
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Injection Pipe 51404-01H
L23/30H
130
237
010
178 250
262
142
130
178
166
154 262
142
154
166
095
201
213
225
94.22 - ES0S
MAN Diesel & Turbo
Plate
51404-01H Fuel Injection Pipe Page 2 (2)
L23/30H

Item Item
010 1/C Fuel injection pipe, Højtryksrør,

complete komplet
095 1/C Sleeve Styrebøsning
142 2/C Flange Flange
154 4/C Screw Skrue
201 2/C Sleeve in 2/2 Bøsning 2-delt
213 2/C Wire lock ring Wire låsering
225 1/C Nut Møtrik
237 1/C Screwed socket Gevindmuffe
250 1/C Nut Møtrik
262 4/C Locking washer Låseskive
94.22 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Oil Filter Duplex 51415-11
General
070
072
073 028
014 012
015 019
013
024
025
026 020
027 021
029 022
030 036 023
031 037
032 038
033 075 039
040
034 076 041
035 077 043 042
078 044
079 045
018
002
003
004
005
010
011
016
017
006
007
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
51415-11 Fuel Oil Filter Duplex Page 2 (2)
General

Item Item
002 2/F Screw plug Propskrue 030 2/F Gasket, DN 40, DN 50, Pakning, DN 40, DN 50,
DN 65 DN 65
031 2/F Filter element, DN 25 Filterelement, DN 25
004 2/F Screw plug Propskrue
010 6/F Bolt, DN 25, DN 32 Bolt, DN 25, DN 32
036 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
011 6/F Bolt, DN 40, DN 50, Bolt, DN 40, DN 50,
DN 65 DN 65 037 2/F Gasket, DN 40 Pakning, DN 40
012 2/F Cover, DN 25, DN 32 Dæksel, DN 25, DN 32 038 2/F Gasket, DN 50 Pakning, DN 50
013 2/F Cover, DN 40, DN 50, Dæksel, DN 40, DN 50, 039 2/F Gasket, DN 65 Pakning, DN 65
DN 65 DN 65
014 2/F O-ring, DN 25, DN 32 O-ring, DN 25, DN 32
015 2/F O-ring, DN 40, DN 50, O-ring, DN 40, DN 50,
DN 65 DN 65 042 8/F Bolt, DN 65 Bolt, DN 65
016 6/F Nut, DN 25, DN 32 Møtrik, DN 25, DN 32 043 8/F Nut, DN 25, DN 32 Møtrik, DN 25, DN 32
017 6/F Nut, DN 40, DN 50, Møtrik, DN 40, DN 50, 044 8/F Nut, DN 40, DN 50 Møtrik, DN 40, DN 50
DN 65 DN 65
045 8/F Nut, DN 65 Møtrik, DN 65
018 1/F Ball valve Kugleventil
070 2/F Screw Skrue
019 1/F Cock Hane
072 2/F Nut Møtrik
073 2/F Spring washer Fjederskive
021 2/F O-ring, DN 40 O-ring, DN 40
075 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
022 2/F O-ring, DN 50 O-ring, DN 50 DN 25, complete ter, DN 25, Komplet
023 2/F O-ring, DN 65 O-ring, DN 65 076 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
DN 32, complete ter, DN 32, Komplet
024 1/F Circlip ring, DN 25, Sikringsring, DN 25,
DN 32 DN 32 077 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
025 1/F Circlip ring, DN 40 Sikringsring, DN 40
026 1/F Circlip ring, DN 50 Sikringsring, DN 50 DN 50, complete ter, DN 50, Komplet
027 1/F Circlip ring, DN 65 Sikringsring, DN 65 079 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
028 1/F Plug key Prop
Qty./E = Qty./Engine Qty./E = Qty./Engine
Qty./F = Qty./Filter Qty./F = Qty./Filter
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General
070 009
072
073 028
014 012
015 019
013
024
025
026 020
027 021
029 022
030 036 023
031 037
032 038
033 075 039
040
034 076 041
035 077 043 042
078 044
079 045
018
002
003
004
005
010
011
016
017
006
007
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General

Item Item
002 2/F Screw plug Propskrue 029 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
003 2/F Gasket Pakning 030 2/F Gasket, DN 40, DN 50, Pakning, DN 40, DN 50,
DN 65 DN 65
009 1/F Differential pressure Differential trykindikator
indicator 035 2/F Filter element, DN 65 Filterelement, DN 65
010 6/F Bolt, DN 25, DN 32 Bolt, DN 25, DN 32 036 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
011 6/F Bolt, DN 40, DN 50, Bolt, DN 40, DN 50, 037 2/F Gasket, DN 40 Pakning, DN 40
DN 65 DN 65
038 2/F Gasket, DN 50 Pakning, DN 50
012 2/F Cover, DN 25, DN 32 Dæksel, DN 25, DN 32
013 2/F Cover, DN 40, DN 50, Dæksel, DN 40, DN 50,
DN 65 DN 65 040 8/F Bolt, DN 25, DN 32 Bolt, DN 25, DN 32
014 2/F O-ring, DN 25, DN 32 O-ring, DN 25, DN 32 041 8/F Bolt, DN 40, DN 50 Bolt, DN 40, DN 50
015 2/F O-ring, DN 40, DN 50, O-ring, DN 40, DN 50, 042 8/F Bolt, DN 65 Bolt, DN 65
DN 65 DN 65
043 8/F Nut, DN 25, DN 32 Møtrik, DN 25, DN 32
017 6/F Nut, DN 40, DN 50, Møtrik, DN 40, DN 50,
DN 65 DN 65 045 8/F Nut, DN 65 Møtrik, DN 65
018 1/F Ball valve Kugleventil 070 2/F Screw Skrue
019 1/F Cock Hane 072 2/F Nut Møtrik
020 2/F O-ring, DN 25, DN 32 O-ring, DN 25, DN 32 073 2/F Spring washer Fjederskive
024 1/F Circlip ring, DN 25, Sikringsring, DN 25, 077 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
DN 32 DN 32 DN 40, complete ter, DN 40, Komplet
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General
070
072
073 028
014 012
015 019
013
024
025
026 020
027 021
029 022
030 036 023
031 037
032 038
033 075 039
040
034 076 041
035 077 043 042
078 044
079 045
018
002
003
008
004
005
010
011
016
017
006
007
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General

Item Item
002 2/F Screw plug Propskrue 029 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
003 2/F Gasket Pakning 030 2/F Gasket, DN 40, DN 50, Pakning, DN 40, DN 50,
DN 65 DN 65
008 1/F Oil Pan Bundkar
011 6/F Bolt, DN 40, DN 50, Bolt, DN 40, DN 50,
DN 65 DN 65 037 2/F Gasket, DN 40 Pakning, DN 40
012 2/F Cover, DN 25, DN 32 Dæksel, DN 25, DN 32 038 2/F Gasket, DN 50 Pakning, DN 50
013 2/F Cover, DN 40, DN 50, Dæksel, DN 40, DN 50, 039 2/F Gasket, DN 65 Pakning, DN 65
DN 65 DN 65
015 2/F O-ring, DN 40, DN 50, O-ring, DN 40, DN 50,
DN 65 DN 65 042 8/F Bolt, DN 65 Bolt, DN 65
016 6/F Nut, DN 25, DN 32 Møtrik, DN 25, DN 32 043 8/F Nut, DN 25, DN 32 Møtrik, DN 25, DN 32
017 6/F Nut, DN 40, DN 50, Møtrik, DN 40, DN 50, 044 8/F Nut, DN 40, DN 50 Møtrik, DN 40, DN 50
DN 65 DN 65
045 8/F Nut, DN 65 Møtrik, DN 65
018 1/F Ball valve Kugleventil
070 2/F Screw Skrue
019 1/F Cock Hane
072 2/F Nut Møtrik
073 2/F Spring washer Fjederskive
024 1/F Circlip ring, DN 25, Sikringsring, DN 25,
DN 32 DN 32 077 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General
070 009
072
073 028
014 012
015 019
013
024
025
026 020
027 021
029 022
030 036 023
031 037
032 038
033 075 039
040
034 076 041
035 077 043 042
078 044
079 045
018
002
003
008
004
005
010
011
016
017
006
007
13.07 - ES0, 25 my
MAN Diesel & Turbo
Plate
General

Item Item
002 2/F Screw plug Propskrue 028 1/F Plug key Prop
003 2/F Gasket Pakning 029 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
004 2/F Screw plug Propskrue 030 2/F Gasket, DN 40, DN 50, Pakning, DN 40, DN 50,
DN 65 DN 65
008 1/F Oilpan Bundkar
009 1/F Differential pressure ifferential trykindikator
indicator 035 2/F Filter element, DN 65 Filterelement, DN 65
010 6/F Bolt, DN 25, DN 32 Bolt, DN 25, DN 32 036 2/F Gasket, DN 25, DN 32 Pakning, DN 25, DN 32
011 6/F Bolt, DN 40, DN 50, Bolt, DN 40, DN 50, 037 2/F Gasket, DN 40 Pakning, DN 40
DN 65 DN 65
012 2/F Cover, DN 25, DN 32 Dæksel, DN 25, DN 32
013 2/F Cover, DN 40, DN 50, Dæksel, DN 40, DN 50,
DN 65 DN 65 040 8/F Bolt, DN 25, DN 32 Bolt, DN 25, DN 32
014 2/F O-ring, DN 25, DN 32 O-ring, DN 25, DN 32 041 8/F Bolt, DN 40, DN 50 Bolt, DN 40, DN 50
015 2/F O-ring, DN 40, DN 50, O-ring, DN 40, DN 50, 042 8/F Bolt, DN 65 Bolt, DN 65
DN 65 DN 65
017 6/F Nut, DN 40, DN 50, Møtrik, DN 40, DN 50,
DN 65 DN 65 045 8/F Nut, DN 65 Møtrik, DN 65
018 1/F Ball valve Kugleventil 070 2/F Screw Skrue
019 1/F Cock Hane 072 2/F Nut Møtrik
020 2/F O-ring, DN 25, DN 32 O-ring, DN 25, DN 32 073 2/F Spring washer Fjederskive
024 1/F Circlip ring, DN 25, Sikringsring, DN 25, 077 1/E Fuel oil filter duplex, Brændselsoliespaltefil-
DN 32 DN 32 DN 40, complete ter, DN 40, Komplet
13.07 - ES0, 25 my
MAN Diesel
Plate
Page 1 (2) Butterfly Valve with Actuator 51425-03H
General
088
052
064
08028-0D/H5250/94.08.12
07.17 - ES0
MAN Diesel
Plate
51425-03H Butterfly Valve with Actuator Page 2 (2)
General
Item Item
052 1/Q Actuator Actuator
064 1/Q Butterfly valve Kugleventil
076 1/Q Spare parts kit Reservedelssæt
088 1/Q Butterfly valve with Kugleventil med actua-

actuator complete tor komplet
08028-0D/H5250/94.08.12
Qty/Q = Qty/Plant Qty/Q = Qty/Anlæg
07.17 - ES0
MAN Diesel
Plate
Page 1 (2) Ball Valve with Actuator 51425-04
General
015
027 039
Seen from A
08028-0D/H5250/94.08.12
040
07.17 - ES0
MAN Diesel
Plate
51425-04 Ball Valve with Actuator Page 2 (2)
General
Item Item
015 1/Q Solenoid valve Magnetventil
039 1/Q Limit switch Grænseafbryder
040 2/Q Ball valve Kugleventil
08028-0D/H5250/94.08.12
07.17 - ES0
MAN Diesel
Plate
Page 1 (2) Butterfly Valve with Actuator 51425-06H
General
088
052
064
08028-0D/H5250/94.08.12
07.18
MAN Diesel
Plate
51425-06H Butterfly Valve with Actuator Page 2 (2)
General
Item Item
064 1/Q Butterfly valve Kugleventil
076 1/Q Spare parts kit Reservedelssæt
088 1/Q Butterfly valve with Kugleventil med actua-

actuator complete tor komplet
08028-0D/H5250/94.08.12
07.18
MAN Diesel & Turbo
Plate
Page 1 (3) Pipes on Cylinder Section 51430-27
L23/30H
742
646
658
671
073
538
A
396
479
252
335
730
A
168 097 012 754 264 418 480 347
181 107 024 766 276 431 492 359
193 119 036 778 288 443 502 360
203 120 048 791 311 455 514 372
12.49 - ESO
MAN Diesel & Turbo
Plate
51430-27 Pipes on Cylinder Section Page 2 (3)
L23/30H
A-A
406
239
252 683
240 695
599 705
609 717
610
622 085
156 227 144

252 551
575
563
12.49 - ESO
MAN Diesel & Turbo
Plate
Page 3 (3) Pipes on Cylinder Section 51430-27
L23/30H
Item Item
Fuel oil distributor Brændselsolieforde- 406 1/C Restriction Restriktion

pipe lingsrør
012 1/E 5 cyl. 5 cyl. Lub. oil distrubution Smøreolie fordelingsrør
024 1/E 6 cyl. 6 cyl. pipe for rocker arms for vippearm
036 1/E 7 cyl. 7 cyl. 418 1/E 5 cyl. 5 cyl.
048 1/E 8 cyl. 8 cyl. 431 1/E 6 cyl. 6 cyl.
443 1/E 7 cyl. 7 cyl.
073 1/C Branch pipe cylinder Stikrør cylindersection 455 1/E 8 cyl. 8 cyl.
section
479 1/C Branch pipe cylinder Stikrør cylindersection
085 1/C Straight male stud Ligeforskruning section
coupling
Sealing oil distribu- Spærreoliefordelingsrør
Fuel oil return pipe Brændselsoliedrænrør tion pipe
097 1/E 5 cyl. 5 cyl. 480 1/E 5 cyl. 5 cyl.
107 1/E 6 cyl. 6 cyl. 492 1/E 6 cyl. 6 cyl.
119 1/E 7 cyl. 7 cyl. 502 1/E 7 cyl. 7 cyl.
129 1/E 8 cyl. 8 cyl. 514 1/E 8 cyl. 8 cyl.
144 1/C Branch pipe cylinder Stikrør cylindersection 538 1/C Branch pipe cylinder Stikrør cylindersection
section section
156 1/C Screwed connection Forskruning 551 1/C Straight male stud Ligeforskruning
coupling
Fuel oil drain pipe Brændselsoliedrainrør
168 1/E 5 cyl. 5 cyl. 563 1/C Pipe from fuel pump Rør fra brændselsolie-
181 1/E 6 cyl. 6 cyl. drain pumpedræn
193 1/E 7 cyl. 7 cyl.
203 1/E 8 cyl. 8 cyl. 575 1/C Banjo coupling Banjoforskruning
227 1/C Pipe from fuel pump Rør fra brændselsolie- Bracket Beslag
drain pumpedræn 599 4/E 5 cyl. 5 cyl.
609 5/E 6 cyl. 6 cyl.
239 1/C High pressure fuel Højtryksbrændsels- 610 6/E 7 cyl. 7 cyl.
pipe drain oliedrænrør 622 7/E 8 cyl. 8 cyl.
240 1/C Straight male stud Ligeforskruning 646 2/C Clamp Holder
coupling
658 4/C Spring locks Fjederlås
252 4/C Straight male stud Ligeforskruning
coupling 671 4/C Nut Møtrik
Cooling oil pipe Køleolierør Bracket Beslag

264 1/E 5 cyl. 5 cyl. 683 4/E 5 cyl. 5 cyl.
276 1/E 6 cyl. 6 cyl. 695 5/E 6 cyl. 6 cyl.
288 1/E 7 cyl. 7 cyl. 705 6/E 7 cyl. 7 cyl.
311 1/E 8 cyl. 8 cyl. 717 7/E 8 cyl. 8 cyl.
335 1/C Branch pipe cylinder Stikrør cylindersection 730 1/E Bracket Beslag
section
742 1/E Bracket Beslag
Cooling oil pipe Køleolierør
347 1/E 5 cyl. 5 cyl. Fuel injection pipe Højtryksrør
359 1/E 6 cyl. 6 cyl. 754 1/C 5 cyl. 5 cyl.
360 1/E 7 cyl. 7 cyl. 766 1/C 6 cyl. 6 cyl.
372 1/E 8 cyl. 8 cyl. 778 1/C 7 cyl. 7 cyl.
791 1/C 8 cyl. 8 cyl.
396 1/C Branch pipe cylinder Stikrør cylindersection
section
Qty./E = Engine Antal/E = Motor
12.49 - ESO
Lubricating oil system
515/615
MAN Diesel
Description
Internal Lubricating Oil System 515.01
L23/30H
C3
C16 C15
PDT PT TE
21-22 22 22
PDAH PAL TAH PSL TI LAL
Hand wing pump 21-22 22 22 22 22 25
Filter
Prelub. El. Driven pre- Centri-
oil inlet lub. oil pump fugal B
TC filter Drain from
LAH LAL oil vapour
28 28 discharge
PI
23
To main bearing C13
TE TE TE TE TE
Lub. oil cooler 29 29 29 29 29
TI Cyl. 1
20
To pump To
drive piston
A To
camshaft Governor
drive drive
To rocker arms
TE
20
TAH
20
Forced oil
Engine driven Boring in
lub. oil pump camshaft
PI
21-22
C4 C9
Separate full flow filter
A When full flow filter

Standard
B 1 piece for 5-6 cyl. engines,
2 pcs. for 7-8 cyl. engines Optionals
C7 C8
Fig 1 Diagram for internal lubricating oil system.
General
Pipe description for connection at the engine
C3 Lubricating oil from separator DN25 As standard the lubricating oil system is based on
C4 Lubricating oil to separator DN25 wet sump lubrication.
C7 Lubricating oil from separate filter DN65
All moving parts of the engine are lubricated with
C8 Lubricating oil to separate filter DN65
oil circulating under pressure in a closed built-on
C9 Back-flush from full-flow filter DN20
system.
C13 Oil vapour discharge* DN50
C15 Lubricating oil overflow DN50 The lubricating oil is furthermore used for the purpose
C16 Lubricating oil supply DN25 of cooling the pistons.
The standard engine is equipped with built-on:

Flange connections are as standard according to DIN 2501
– Engine driven lubricating oil pump

– Lubricating oil cooler
* For external pipe connection, please see section
– Lubricating oil thermostatic valve
for crankcase ventilation.
– Duplex full-flow depth filter
– Pre-lubricating oil pump
07.47 - ES0
MAN Diesel
515.01 Internal Lubricating Oil System Description

L23/30H
Oil Quantities 3 – Camshaft drive

4 – Governor drive
The approximate quantities of oil necessary for a new
engine, before starting up are given in the table, see 5 – Rocker arms
"B 12 01 1 / 504.06 Lubricating Oil in Base Frame"
6 – Camshaft
(max. litre H3)
If there are connected external, full-flow filters etc., 1) For priming and during operation, the turbochar-
the quantity of oil in the external piping must also be ger is connected to the lubricating oil circuit of
taken into account. the engine, the oil serves for bearing lubrication
and also for dissipation of heat.
Max. velocity recommendations for external lubrica-
ting oil pipes: The inlet line to the turbocharger is equipped
with an orifice in order to adjust the oil flow and
– Pump suction side 1.0 - 1.5 m/s a non-return valve to prevent draining during
– Pump discharge side 1.5 - 2.0 m/s stand-still.
The non-return valve has back-pressure func-

Lubricating Oil Consumption tion requiring a pressure slightly above the prim-
ing pressure to open in normal flow direction.
The lubricating oil consumption is 0.6 - 1.0 g/kWh, In this way overflooding of the turbocharger is
see "Specific Lubricating Oil Consumption - SLOC, prevented during stand-still periods, where the
B 12 15 0 / 504.07" pre-lubricating pump is running.
It should, however, be observed that during the run- 2) Lubricating oil for the main bearings is sup-plied
ning in period the lubricating oil consumption may through holes drilled in the engine frame. From
exceed the values stated. the main bearings it passes through bores in
the crankshaft to the connecting rod big-end
bearings.
Quality of Oil
The connecting rods have bored channels for
Only HD lubricating oil (Detergent Lubricating Oil) supply of oil from the big-end bearings to the
should be used, characteristic stated in "Lubricating small-end bearings, which has an inner circum-
Oil Specification B 12 15 0 / 504.01". ferential groove, and a pocket for distribution
of oil in the bush itself and for supply of oil to
the pin bosses and the piston cooling through
System Flow holes and channels in the piston pin.
The lubricating oil pump draws oil from the oil sump From the front main bearings channels are
and presses the oil through the cooler and filter to bored in the crankshaft for lubricating of the
the main lubricating oil pipe, from where the oil is pump drive.
distributed to the individual lubricating points. From
the lubricating points the oil returns by gravity to 3) The lubricating oil pipes, for the camshaft drive
the oil sump. gear wheels, are equipped with nozzles which
are adjusted to apply the oil at the points where
The main groups of components to be lubricated the gear wheels are in mesh.
are:
4) The lubricating oil pipe, and the gear wheels
for the governor drive are adjusted to apply the
1 – Turbocharger
oil at the points where the gear wheels are in
2 – Main bearings, big-end bearing etc. mesh.
07.47 - ES0
MAN Diesel
Description
L23/30H
5) The lubricating oil to the rocker arms is led
through pipes to each cylinder head. It con- A
tinuous through bores in the cylinder head
and rocker arm to the movable parts to be
lubricated at rocker arms and valve bridge.
Further, lubricating oil is led to the movable
parts in need of lubrication.
6) Through a bore in the frame lubricating oil is led

to the first camshaft bearing and through bores
C B
in the camshaft from where it is distributed to
the other camshaft bearings.
Lubricating Oil Pump
The lubricating oil pump, which is of the gear wheel Fig 2 Thermostatic Valve
type, is mounted on the front end of the engine and
is driven by means of the crankshaft through a cou-
pling. The oil pressure is controlled by an adjustable If the filter chamber in operation needs to be servi-
spring- loaded relief valve built-on the oil pump. ced, the operation can be switched to the other filter
chamber without any interruption in lubricating oil
supply to the engine.
Thermostatic Valve
Servicing is generally restricted to replacing of the
The thermostatic valve is designed as a T-piece with paper cartridges, cleaning of the radial mesh insert
the inlet in the cover (A) under which the thermostatic and inspection of sealings, the latter to be replaced
elements are located. if damages observed.
The outlet to the engine (by-passing cooler) is Each filter chamber is equipped with 1 or 2 replaceable
marked (B) and outlet to the cooler is marked (C). paper cartridges of fineness 10-15 microns.
In the warming up period, the oil is by-passing the
cooler. When the oil from the engine reaches the In the centre of each filter chamber a filter basket
normal temperature see "Operation data & set points (central element) is situated. This filter basket is
500.30" a controlled amount af oil passes through acting as a safety filter, having a fineness of about
the cooler. 60 microns.
The thermostatic elements must be replaced if the During operation an increased pressure drop across
temperature during normal operation deviates es- the filter will be observed as dirt particles will deposit
sential from the one stated in the test report. on the filtration surfaces of the paper cartridges and
thus increase the flow resistance through the filter.
The valve cannot be set or adjusted, and it requires
no maintenance. If the pressure drop across the filter exceeds 2.0
bar, a release valve will open and by-pass the 10-15
microns filter element, and the engine will run with
Built-on Full-flow Depth Filter only the 60 microns safety filter.
The lubricating oil filter is a double filter which is To ensure safe filtering of the lubricating oil, none of
generally used with only one filter chamber being in the by-pass valves must open during normal service
operation, the other filter chamber being stand-by. and the elements should be replaced at a pressure
drop across the filter of 1.5 bar.
07.47 - ES0
MAN Diesel

L23/30H
Servicing is essential the exchange of the paper However, if a manifold arrangements is used, its
cartridges. arrangements are to be as follows:
When exchanging cartridges, it is advisable to release 1) The vent pipe from each engine is to run
any old oil remaining in the filter housing by means indepently to the manifold, and be fitted with
of the drain plug provided for this purpose, and to corrosion resistant flame screen within the
wipe out the housing with a cloth. manifold.
The filter chambers can be serviced successively du- 2) The manifold is to be located as high as practi-
ring operation or when the engine is at standstill. cable so as to allow substantial length of piping
separating the crankcase.
It is essential to follow the instructions in work card
515-01.10 closely when replacing filter cartridges. 3) The manifold is to be vented to the open air,
such that the vent outlet is fitted with corrosion
Filter cartridges must under no circumstances be resistant flame screen, and the clear open area
cleaned and used again. of the vent outlet is not less than the aggregate
area of the individual crankcase vent pipes
entering the manifold.
Pre-lubricating
4) The manifold is to be provided with drainage
As standard the engine is equipped with an electric- arrangement.
driven pre-lubricating pump mounted parallel to the
main pump.The pump must be arranged for automatic The ventilation pipe should be designed to eliminate
operation, ensuring stand-still of the pre-lubricating the risk of water condensation in the pipe flowing back
pump when the engine is running, and running dur- into the engine and should end in the open air:
ing engine stand-still in stand-by position.
– The connection between engine (C13) and the
Running period of the pre-lubricating pump is prefer- ventilation pipe must be flexible.
ably to be continuous. If intermittent running is requi- – The ventilation pipe should be continuously
red for energy saving purpose, the timing equipment inclined (min. 5 degrees).
should be set for shortest possible intervals, say 2 – A continuous drain has to be installed near the
minutes of running, 10 minures of stand-still, etc. engine. The drain must not be lead back to the
Further, it is recommended that the pre-lubricating engine.
pump is connected to the emergency switch board – Dimension of the flexible connection DN50.
thus securing that the engine is not started without – Dimension of the ventilation pipe after the flex-
pre-lubrication. ible connection min. DN65.
Draining of the Oil Sump Optionals

It is recommended to use the separator suction pipe Besides the standard components, the following
for draining of the lubricating oil sump. optionals can be built-on:
– Level switch for low/high level in oil sump

Crankcase Ventilation (LAL/LAH 28)
– Centrifugal by-pass filter
The crankcase ventilation is not to be directly con- (standard for stationary engines)
nected with any other piping system. It is preferable – Hand wing pump
that the crankcase ventilation pipe from each engine
is led independently to the open air. The outlet is Pressure differential transmitting
to be fitted with corrosion resistant flame screen – PDT 21-22 Lubricating oil inlet across filter
separately for each engine.
07.47 - ES0
MAN Diesel
Description
L23/30H
Temperature alarm high

– TAH 20 Lubricating oil inlet before cooler
Pressure transmitting
– PT 22 Lubricating oil inlet after cooler
Temperature element
– TE 20 Lubricating oil inlet before cooler
Temperature element
– TE 22 Lubricating oil inlet after cooler
Temperature element
– TE 29 Lubricating oil inlet main bearings
Branches for:
– External fine filter

– External full/flow filter
Branches for separator is standard.
07.47 - ES0
MAN Diesel & Turbo
Description
L23/30H
C3
C16 C15
PDT PT TE
21-22 22 22
PDAH PAL TAH PSL TI LAL
Hand wing pump 21-22 22 22 22 22 25
Filter
Prelub. El. Driven pre- Centri-
oil inlet lub. oil pump fugal B Drain from oil
TC filter vapour discharge
LAH LAL (see combustion
28 28 air diagram)
PI
23
To main bearing C13
TE TE TE TE TE
Lub. oil cooler 29 29 29 29 29
TI Cyl. 1
20
To pump To
drive piston
A To
camshaft Governor
drive drive
To rocker arms
TE
20
TAH
** 20
Lube oil pipe Forced oil
to internal Engine driven
nozzle cooling lub. oil pump Boring in
** camshaft
PI
21-22
C4 C9
Separate full flow filter
A When full flow filter

Standard
B 1 piece for 5-6 cyl. engines,
2 pcs. for 7-8 cyl. engines Optionals
C7 C8
Fig 1 Diagram for internal lubricating oil system.
General
Pipe description for connection at the engine
C3 Lubricating oil from separator DN25 As standard the lubricating oil system is based on
C4 Lubricating oil to separator DN25 wet sump lubrication.
C7 Lubricating oil from separate filter DN65
All moving parts of the engine are lubricated with
C8 Lubricating oil to separate filter DN65
oil circulating under pressure in a closed built-on
C9 Back-flush from full-flow filter DN20
system.
C13 Oil vapour discharge* DN50
C15 Lubricating oil overflow DN50 The lubricating oil is furthermore used for the purpose
C16 Lubricating oil supply DN25 of cooling the pistons.
The standard engine is equipped with built-on:

Flange connections are as standard according to DIN 2501
– Engine driven lubricating oil pump

– Lubricating oil cooler
* For external pipe connection, please see "Crank-
– Lubricating oil thermostatic valve
case Ventilation, B 12 00 0/515.31"
– Duplex full-flow depth filter
– Pre-lubricating oil pump
11.47 - ES0 - Tier II - Stationary - INC

MAN Diesel & Turbo

L23/30H
Oil Quantities The main groups of components to be lubricated

are:
The approximate quantities of oil necessary for a new
engine, before starting up are given in the table, see
1 – Turbocharger
"B 12 01 1 / 504.06 Lubricating Oil in Base Frame"
(max. litre H3) 2 – Main bearings, big-end bearing etc.
3 – Camshaft drive
If there are connected external, full-flow filters etc.,
the quantity of oil in the external piping must also be 4 – Governor drive
taken into account.
5 – Rocker arms
Max. velocity recommendations for external lubri 6 – Camshaft
cating oil pipes:
1) For priming and during operation, the tur
– Pump suction side 1.0 - 1.5 m/s
bocharger is connected to the lubricating oil
– Pump discharge side 1.5 - 2.0 m/s
circuit of the engine, the oil serves for bearing
lubrication and also for dissipation of heat.
Lubricating Oil Consumption The inlet line to the turbocharger is equipped
with an orifice in order to adjust the oil flow and
The lubricating oil consumption, see "Specific Lubri-
a non-return valve to prevent draining during
cating Oil Consumption - SLOC, B 12 15 0 / 504.07"
stand-still.
It should, however, be observed that during the run-
The non-return valve has back-pressure func-
ning in period the lubricating oil consumption may
tion requiring a pressure slightly above the prim-
exceed the values stated.
ing pressure to open in normal flow direction.
In this way overflooding of the turbocharger is
prevented during stand-still periods, where the
Quality of Oil pre-lubricating pump is running.
Only HD lubricating oil (Detergent Lubricating Oil)
2) Lubricating oil for the main bearings is sup-plied
should be used, characteristic stated in "Lubricating
through holes drilled in the engine frame. From
Oil Specification B 12 15 0 / 504.01".
the main bearings it passes through bores in
the crankshaft to the connecting rod big-end
bearings.
System Flow
The connecting rods have bored channels for
The lubricating oil pump draws oil from the oil sump
supply of oil from the big-end bearings to the
and presses the oil through the cooler and filter to
small-end bearings, which has an inner circum-
the main lubricating oil pipe, from where the oil is
ferential groove, and a pocket for distribution
distributed to the individual lubricating points. From
of oil in the bush itself and for supply of oil to
the lubricating points the oil returns by gravity to
the pin bosses and the piston cooling through
the oil sump.
holes and channels in the piston pin.
From the front main bearings channels are

bored in the crankshaft for lubricating of the
pump drive.

MAN Diesel & Turbo
Description
L23/30H
3) The lubricating oil pipes, for the camshaft drive
gear wheels, are equipped with nozzles which A
are adjusted to apply the oil at the points where
the gear wheels are in mesh.
4) The lubricating oil pipe, and the gear wheels

for the governor drive are adjusted to apply the
oil at the points where the gear wheels are in
mesh.
C B
5) The lubricating oil to the rocker arms is led
through pipes to each cylinder head. It con-
tinuous through bores in the cylinder head
and rocker arm to the movable parts to be
lubricated at rocker arms and valve bridge.
Further, lubricating oil is led to the movable
parts in need of lubrication. Fig 2 Thermostatic Valve
6) Through a bore in the frame lubricating oil is led

to the first camshaft bearing and through bores The valve cannot be set or adjusted, and it requires
in the camshaft from where it is distributed to no maintenance.
the other camshaft bearings.
Built-on Full-flow Depth Filter

Lubricating Oil Pump
The lubricating oil filter is a double filter which is
The lubricating oil pump, which is of the gear wheel generally used with only one filter chamber being in
type, is mounted on the front end of the engine and operation, the other filter chamber being stand-by.
is driven by means of the crankshaft through a cou-
pling. The oil pressure is controlled by an adjustable If the filter chamber in operation needs to be servi-
spring- loaded relief valve built-on the oil pump. ced, the operation can be switched to the other filter
chamber without any interruption in lubricating oil
supply to the engine.
Thermostatic Valve
Servicing is generally restricted to replacing of the
The thermostatic valve is designed as a T-piece with paper cartridges, cleaning of the radial mesh insert
the inlet in the cover (A) under which the thermostatic and inspection of sealings, the latter to be replaced
elements are located. if damages observed.
The outlet to the engine (by-passing cooler) is Each filter chamber is equipped with 1 or 2 replaceable
marked (B) and outlet to the cooler is marked (C). paper cartridges of fineness 10-15 microns.
In the warming up period, the oil is by-passing the
cooler. When the oil from the engine reaches the In the centre of each filter chamber a filter basket
normal temperature see "Operation data & set points (central element) is situated. This filter basket is
500.30" a controlled amount af oil passes through acting as a safety filter, having a fineness of about
the cooler. 60 microns.
The thermostatic elements must be replaced if the During operation an increased pressure drop across
temperature during normal operation deviates es- the filter will be observed as dirt particles will deposit
sential from the one stated in the test report. on the filtration surfaces of the paper cartridges and
thus increase the flow resistance through the filter.

MAN Diesel & Turbo

L23/30H
If the pressure drop across the filter exceeds 2.0
bar, a release valve will open and by-pass the 10-15 Optionals
microns filter element, and the engine will run with
only the 60 microns safety filter. Besides the standard components, the following
optionals can be built-on:
To ensure safe filtering of the lubricating oil, none of
the by-pass valves must open during normal service – Level switch for low/high level in oil sump
and the elements should be replaced at a pressure (LAL/LAH 28)
drop across the filter of 1.5 bar. – Centrifugal by-pass filter
(standard for stationary engines)
Servicing is essential the exchange of the paper – Hand wing pump
cartridges.
Pressure differential transmitting
When exchanging cartridges, it is advisable to release – PDT 21-22 Lubricating oil inlet across filter
any old oil remaining in the filter housing by means
of the drain plug provided for this purpose, and to Temperature alarm high
wipe out the housing with a cloth. – TAH 20 Lubricating oil inlet before cooler
The filter chambers can be serviced successively du- Pressure transmitting

ring operation or when the engine is at standstill. – PT 22 Lubricating oil inlet after cooler
It is essential to follow the instructions in work card Temperature element

515-01.10 closely when replacing filter cartridges. – TE 20 Lubricating oil inlet before cooler
Filter cartridges must under no circumstances be Temperature element

cleaned and used again. – TE 22 Lubricating oil inlet after cooler
Temperature element
Pre-lubricating – TE 29 Lubricating oil inlet main bearings
As standard the engine is equipped with an electric- Branches for:

driven pre-lubricating pump mounted parallel to the
main pump.The pump must be arranged for automatic – External fine filter
operation, ensuring stand-still of the pre-lubricating – External full/flow filter
pump when the engine is running, and running dur-
ing engine stand-still in stand-by position. Branches for separator is standard.
Running period of the pre-lubricating pump is prefer-

ably to be continuous. If intermittent running is requi-
red for energy saving purpose, the timing equipment
should be set for shortest possible intervals, say 2
minutes of running, 10 minures of stand-still, etc.
Further, it is recommended that the pre-lubricating
pump is connected to the emergency switch board
thus securing that the engine is not started without
pre-lubrication.
Draining of the Oil Sump
It is recommended to use the separator suction pipe

for draining of the lubricating oil sump.

MAN Diesel
Description
Lubricating Oil Cooler 515.06
Page 1 (1)
Edition 01H
L23/30H
Principle of the Plate Heat Exchanger Plates
The built-on lubricating oil cooler is a plate heat After clamping of the plate pack, the plates - which
exchanger. are fitted gaskets - ensure an effective seal between
fluids and atmosphere. In addition, intermixing of the
The plate heat exchanger consist of a number of fluids is eliminated by a double gasket seal around
cold pressed plates which are compressed between the inlet ports.
a frame plate (head) and the pressure plate (follow)
by means of tie bolts. Every second plate is turned through 180°. This
means that the double gasket seal occurs around
The plates are made with special corrugations, every second inlet to the channels between the
which ensures turbolent flow and high heat transfer plates.
cofficients.
The plate pack now forms a series of parallel flow
channels in which the fluids flow in a counter cur-
rent regime.
96.26 - ES0U-G
MAN Diesel & Turbo
Description 515.15
Page 1 (1) Centrifugal by-pass filter Edition 01
L23/30H, V28/32S, L28/32DF

Description
The centrifugal filter is a by-pass filter mounted
directly at the engine base frame.
The centrifugal filter is a supplement to the main fil-
ter. During service, a part of the lubricating oil sup-
plied from the engine driven lubricating oil pump
enters the centrifugal filter and returns to the oil
sump in the base frame.
The centrifugal filter relies on the centrifugal force
and can therefore remove high density, sub-micron
particles.
Principle of operation
Oil enters the base of the filter and depresses the
cut-off valve (A) which has a pre-set pressure valve.
The cut-off valve is fitted to ensure that at low pres-
sure and flow conditions the entire oil pump output
is supplied to the engine working parts. Having
depressed the cut-off valve the oil travels up the
centre of the spindle. Through holes at the top (B)
and enters the rotor (C) at the maximum height A Cut-off valve B Top
above the stand tube. The oil completely fills the
cleaning chamber (D) and travels through the C Rotor D Cleaning chamber
strainer (E) into the drive chamber (F), leaving under E Strainer F Drive chamber
pressure via diametrically opposed tangential noz-
zles in the bottom of the rotor. Figure 1: Diagram showing principle of operation
The reaction of the oil leaving the nozzles provides

the driving force causing the rotor to spin about the
spindle at high speed. The oil leaving the nozzles is
then allowed to drain back to the sump, by gravity
at atmospheric pressure.
The centrifugal force field within the spinning rotor
forces the contaminants to travel to the inner wall of
the rotor, where they form a dense rubber-like
sludge which is easily removed.
For proper filtration, it is important that the rotor is
always correctly balanced.
An out-of-balance condition can occur as a result of
an uneven built-up of sludge or as a result of exces-
sive bearing or spindle wear.
1996.01.15
MAN Diesel & Turbo
Description 515.31
Page 1 (2) Crankcase ventilation
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

Crankcase ventilation 1) The vent pipe from each engine is to run inde-
pendently to the manifold and be fitted with cor-
The crankcase ventilation is not to be directly con- rosion resistant flame screen within the mani-
nected with any other piping system. It is preferable fold.
that the crankcase ventilation pipe from each
engine is led independently to the open air. The out- 2) The manifold is to be located as high as practi-
let is to be fitted with corrosion resistant flame cable so as to allow a substantial length of pip-
screen separately for each engine. ing, which separates the crankcase on the indi-
vidual engines.
3) The manifold is to be vented to the open air, so
that the vent outlet is fitted with corrosion resist-
ant flame screen, and the clear open area of the
vent outlet is not less than the aggregate area
of the individual crankcase vent pipes entering
the manifold.
4) The manifold is to be provided with drainage
arrangement.
The ventilation pipe must be designed to eliminate
the risk of water condensation in the pipe flowing
back into the engine and should end in the open air:
▪ The connection between engine (C13 / C30)
and the ventilation pipe must be flexible.
▪ The ventilation pipe must be made with continu-
ous upward slope of minimum 5°, even when
the ship heel or trim (static inclination).
▪ A continuous drain must be installed near the
engine. The drain must be led back to the
sludge tank.
Engine Nominal diameter ND (mm)
A B C
L16/24 50 65
L21/31 65 40 80
L23/30H 50 - 65
L27/38 100 - 100
L28/32H 50 - 65
V28/32H 100 - 125
L32/40 125 50 125
V28/32S 100 - 125
Table 1: Pipe diameters for crankcase ventilation
▪ Dimension of the flexible connection, see pipe
Figure 1: Crankcase ventilation diameters Fig 2.
▪ Dimension of the ventilation pipe after the flexi-
However, if a manifold arrangement is used, its ble connection, see pipe diameters Fig 2.
arrangements are to be as follows:
2012.01.16 - ES1
MAN Diesel & Turbo
515.31 Description
Crankcase ventilation Page 2 (2)
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

The crankcase ventilation flow rate varies over time,
from the engine is new/major overhauled, until it is
time to overhaul the engine again.
The crankcase ventilation flow rate is in the range of
3.5 – 5.0 ‰ of the combustion air flow rate [m³/h]
at 100 % engine load.
If the combustion air flow rate at 100 % engine load
is stated in [kg/h] this can be converted to [m³/h]
with the following formula (Tropic Reference Condi-
tion) :
Example :
Engine with a mechanical output of 880 kW and
combustion air consumption of 6000 [kg/h] corre-
sponds to :
The crankcase ventilation flow rate will then be in

the range of 19.2 – 27.4 [m³/h]
The maximum crankcase backpressure measured
right after the engine at 100 % engine load must not
exceed 3.0 [mbar] = 30 [mmWC].
2012.01.16 - ES1
MAN Diesel & Turbo
Work Card 515-01.00
Page 1 (2) Lubricating oil pump
Edition 01
L23/30H

Shut off fuel oil
Short Description
Disassembly, overhaul and assembly of lubricating
oil pump, engine driven. Adjustment of lub. oil
pressure.

All pipe connections to the lub. oil pump have
been disconnected, and the lub. oil pump is
removed from the engine.
Related Procedure

Number : 1 51501 234 1/Pump
51501 055 5/Pump
51501 151 1/Pump
Data
1996.06.24
MAN Diesel & Turbo
515-01.00 Work Card
Lubricating oil pump Page 2 (2)
Edition 01
L23/30H
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) and
remove the cover (6) with the overspeed device.
4) Remove the gear wheel (7 and 8).
5) Dismounting of the spring loaded adjustable by-
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, the
plug screw (15) can be removed and the piston can
be pressed out from this side with a screw driver or
the like.
Figure 2: .
Assembly
9) Mount the gear wheel (7 and 8).
Coat the sealing lip with silastene or similar and
mount the cover (6) with gear wheel and locking
Figure 1: . ring (4).
10) Mount the cover (3) with gasket.
Overhaul
11) Mount the gear wheel or coupling part (1).
6) Clean all the parts with gas oil and a hard
For tightening the nut for gear wheel, see page
brush, (never use a steel brush). The parts are
500.40.
blown clean with working air.
12) Mount the spring loaded by-pass valve, nut (10)
7) If the bearing bush is to be removed the existing
with gasket, cap nut (9) and plug screw (15).
bearing bush is plugged out by means of a
mandrel, the bores are cleaned and new bear-
ing bush is mounted, see fig. 1. Adjusting of Lub. Oil Pressure
Before the gear wheels (7 and 8) can be mounted 13) The outlet pressure of the lub. oil pump, can be
the bearing bush must be adjusted with a reamer or adjusted by means of a adjusting screw in the
a bearing scraper, so that the gear wheel can run by-pass valve.
easily when the pump is assembled. Remove the cap nut (9) and loosen the nut (10).
8) Inspect all other parts for wear and damage, By turning the spring housing clockwise the pres-
and renew, if necessary. sure is raised and reverse the pressure is lowered
by turning the spring housing (11) anti-clockwise.
When the correct pressure is reached , see page
500.30, the spring housing (11) is locked with nut
(10) and finally the gasket and cap nut (9) are
mounted.
1996.06.24
MAN Diesel & Turbo
Work Card 515-01.10
Page 1 (3) Lubricating oil filter
Edition 01
L23/30H

Shut off fuel oil
Short Description
Replacement of paper filter element(s). Cleaning of
safety filter and filter housing.

Adjustable spanner
Related Procedure

Number : 1 51502 013 see plate
51502
51502 290 1/Filter
Data
1991.11.04
MAN Diesel & Turbo
515-01.10 Work Card
Lubricating oil filter Page 2 (3)
Edition 01
L23/30H
Description
The lubricating oil filter is dimensioned so that each
of the two filter parts has sufficent capacity to treat
the amount of lubricating oil delivered by the pump.
The three-way valve positioned is determining
whether the left hand or the right hand filter cham-
ber is in operation, and also gives the possibility of
having both filter chambers in operation simultane-
ously.
The three-way valve is marked with flow directions
and the figure indicates the operation modes
according to valve positions.
1 Left hand filter camber 2 Right hand filter chamber

3 Inlet 4 Outlet
5 Vent screw 6 Three-way valve/ switch
valve
7 Fill-up valve 8 Drain plug
Figure 2: Lubricating oil filter
1) Turn the three-way valve, see fig. 2, into the

position setting the stand-by filter chamber in
operation and the filter chamber requiring serv-
ice out of operation.
2) Open the vent screw (5) on the top of the filter
to get the pressure out of the filter half.
Figure 1: Three-way valve positions 3) Open the drain plug (8) under the filter housing
and drain off oil.
4) Filter housing cap is dismantled.
Service Procedure 5) Remove the inner safety element. Clean the ele-
Warning! ment with detergent. Check that it is intact.
6) Remove the outer element(s). Filter element is of
Use protective gloves, safety glasses disposable type. It change always to new origi-
nal filter.
1991.11.04
MAN Diesel & Turbo
Work Card 515-01.10
Page 3 (3) Lubricating oil filter
Edition 01
L23/30H
7) Clean the filter housing and the cap. Be careful
of not to let the oil from the dirty side to go into
the clean oil channel in the middle of bottom.
8) Check the seal on the bottom of the filter hous-
ing and in the cap. Change if needed.
9) Assemble the filter in opposite order.
Figure 3: Fill-up valve position
10) Let the air valve be open and fill the filter hous-
ing with oil by means of the slow fill-up valve (7)
in position FILL, see fig. 3. This valve is inside
the three-way valve and by using it, the filling
can be made so slowly that the pressure on the
other part of the filter does not drop too much.
11) Close the vent screw (5) after the housing is fil-
led 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 in
operation.
Inspect for oil leakages in order to ascertain all seal-
ings to be tight.
Check that pressure drop across filter is correct.
Clean the other side of the filter correspondingly.
1991.11.04
MAN Diesel & Turbo
Work Card 515-01.20
Page 1 (2) Lubricating oil, thermostatic valve
Edition 01
L23/30H, L28/32DF

Shut off fuel oil
Short Description
Inspection of thermostatic valve and replacement
of elements.
Hand Tools
Starting Position
Lubricating oil drained from Copaslip
engine (if necessary). Tools and cleaning preparation for cleaning
Related Procedure
Replacement and wearing parts

Qualified Manpower
Number : 1 61503 020 2/engine
61503 044 2/engine
61503 093 3/engine
Data
2014.03.18
MAN Diesel & Turbo
515-01.20 Work Card
Lubricating oil, thermostatic valve Page 2 (2)
Edition 01
L23/30H, L28/32DF
2) Disconnect upper and lower part of the hous-
ing.
3) Remove the assembled elements (3) and the
elements O-ring sealing.
4) Remove the gaskets between the upper and
lower part of the housing.
5) The upper and lower part of the housing are
Thermostatic valve thoroughly cleaned inside and on the gasket
surfaces.
The thermostatic valve cannot be adjusted and
under normal working conditions maintenance is 6) The sealing rings (4) for the elements in the
not required. However, in some cases it is neces- housing are replaced and lubricated with a thin
sary to replace the elements in the thermostatic layer of copaslip.
valve. 7) Remount the assembled elements in the hous-
ing by wriggling these somewhat over side.
8) Upper and lower part of the housing are
assembled with a new gasket (5), the nuts (1)
are mounted and tightened "cross-wise".
Note: After inspection or replacement of the ele-
ments the temperature is checked to ensure that
the elements are working correctly.
1 Nut 2 Washer
3 Element 4 O-rings sealing
5 Gasket
Figure 1: Thermostatic valve
Replacement of elements
Warning!
1) Remove nuts (1) and washers (2), 4 or 6 pcs.
See fig. 1.
2014.03.18
MAN Diesel & Turbo
Work Card 515-01.90
Page 1 (2) Check of lubricating oil piping system
Edition 01
L23/30H

Shut off fuel oil
Short Description
Check and examination of the lubricating oil piping
system.

Engine running.
Related Procedure

Number : 1
Data
1992.01.20
MAN Diesel & Turbo
515-01.90 Work Card
Check of lubricating oil piping system Page 2 (2)
Edition 01
L23/30H
Health Risk!
Warning!
Health Risk!
Checks to be carried out

tem.
4) Blow-through drain pipes.
ages.
6) Check manometers and thermometers for pos-
sible damages.
For lubricating oil condition, see section 504.
1992.01.20
MAN Diesel & Turbo
Work Card 515-06.00
Page 1 (4) Lubricating oil cooler
Edition 02
L23/30H

Shut off fuel oil
Short Description
Separation, cleaning and assembling. Replace-
ment of plates and gaskets.

Cooling water and lube oil have been drained from Ring and open end spanner, 10 mm
cooler/engine. All external pipes are disconnected. Ring and open end spanner, 55 mm
Adjustable spanner
Related Procedure

Number : 1 51506 111/279 4/cooler
Data
1996.09.23
MAN Diesel & Turbo
515-06.00 Work Card
Lubricating oil cooler Page 2 (4)
Edition 02
L23/30H
Introduction Cleaning
Cleaning of the cooler must take place, when the The capacity and corrosion resistance of the plate
pressure drop on the oil and water side exceeds an heat exchangers depend on the cleanness of the
allowable value and/or if oil cannot be sufficiently plates. Any coating on the plates can be removed
cooled. manually.
Separation Manual cleaning

Clean the plates with a soft brush and a suitable
Cooling and pressure relief detergent. In case of dense coating of scale or
organic materials, the plates must be put in a bath
Before opening the plate heat exchanger, it must be
with detergent.
cooled down to below 40° C and be without pres-
sure! Note!
The cooling must not exceed 10° C per minute.
Never use a steel brush, metal scraper or the like.
The pressure drop must not exceed 10 bar per
minute. A high-pressure cleaner can be used with care,
however, never with sand or other abrasives added.
Note!
If these norms are exceeded, the guarantee will Detergents
cease to be valid.
A detergent is suitable, if it will removes any coating
on the plates without causing any damage to plates
Separation of edge-clamped frame and gaskets.
Upon completion of the procedure “Cooling and Note!
Pressure Relief”, separate the frame by retaining
two or four diagonally placed bolts. It is of great importance that decomposition of the
protective film on the stainless steel does not take
Note! place - the film preserves the corrosion resistance
of steel.
Take care that the pressure plate does not tilt!
Do not use chlorine-containing agents such as
Loosen the bolts uniformly and diagonally (max. 10 hydrochloricacid (HCI)!
mm at a time), then push the pressure plate
towards the end support. When the pressure plate Oil and fats are removed by using a water emulsify-
is not tight anymore, the plates can be removed. ing oil solvent, e.g. BP-system cleaner.
Organic and greasy coatings are removed by using
Note!
sodium hydroxide (NaOH):
When using plate heat exchangers on board ships, ▪ max. concentration 1.5%
the pressure plate have to be secured in order to (1.5% concentration corresponds to 3.75 l 30%
avoid danger during the movements of the ship. NaOH per 100 l water).
▪ max. temperature 85° C.
Stone and lime/calcareous deposits are removed
by using nitric acid (HNO3):
1996.09.23
MAN Diesel & Turbo
Work Card 515-06.00
Page 3 (4) Lubricating oil cooler
Edition 02
L23/30H
▪ max. concentration 1.5% Replacement of plates
(1.5% concentration corresponds to 1.75 l 62%
HNO3 per 100 l water). Before mounting a spare plate in the plate stack,
please make sure that the spare plate is identical
▪ max. temperature 65° C. with the faulty one.
Note! Note!
The nitric acid has an important constructive effect The same corner holes must be opened and letters
on the protective film of stainless steel. V and H must be placed properly.
Control of cleaning fluid concentrations Replacement of glued gaskets

Sodium hydroxide (NaOH) solution is tritrated with On Plate 51506 stated are gasket and glue quan-
0.1 n hydro-chloric acid (HCI) with methyl orange or tity.
methyl red as indicator.
Please use a degreasing agent on the new gaskets.
Nitric acid (HNO3) solution is titrated with 0.1 n
The first plate after the end cover and the connector
sodium hydroxide (NaOH) with phenolphtalin as an grid must have gaskets in all grooves. The gaskets
indicator. must be cut according to the existing gaskets.
The concentration of the cleaning fluid in % can be Loosen the glued gaskets by heating the plate in
calculated from the titration result using the follow- water at 100° C. Clean the plates and remove the
ing formula: coatings, if any.
Cleaning of new gaskets and plates

New gaskets and gasket grooves of the plates are
a : ml cleaning fluid taken out for titration
cleaned with a cloth moistened with degreasing
agent. The glue surfaces must be absolutely clean -
b : ml titration fluid used as cover without finger prints etc.
n : the molecular concentration of titration fluid Please use our cleaning fluid, which conforms to
m : The molecular weight of the cleaning fluid suppliers recommendations.
(NaOH) molecular weight 40, HNO3 molecular Alternatively, please use:
weight 63)
▪ Trichloroethylene
▪ Chlorothene VG
Replacement of plates and gaskets
▪ Acetone
▪ Methyl ethyl ketone
Marking
▪ Ethylacetat
The plates are marked with material codes and ref-
erence numbers at each end, plus codes for non- It is important that all degreasing agent has evapo-
glued gaskets, if any, and stamped with the letter V rated, before the glue is applied. This will normally
and H at either end (Fig 1). take approx. 15 min. at 20° C.
When facing the gasket, the plate is designated as Clean the new gaskets on the glued surfaces with
a left plate, when letter V turns upwards - and as a fine-grained sandpaper instead of the degreasing
right plate when letter H turns upwards. Inlets and agent supplied.
outlets of the V-plates are taking place through the
corner holes Nos 1 and 4. Inlets and outlets of the Gluing
H-plates take place through corner holes Nos 2 and
3. Pliobond 25, which is a solvent-based nitrile rubber
glue (25% solids). The glue is applied with a brush
in a thin layer on the backs of the gaskets and the
gaskets must be dried in a clean place free of dust.
1996.09.23
MAN Diesel & Turbo
515-06.00 Work Card
Lubricating oil cooler Page 4 (4)
Edition 02
L23/30H
Apply a thin layer of glue on the gasket grooves of
the plates and press the gaskets down into the gas-
ket grooves.
The insertion of the gaskets starts at both ends of
the plate - and continues with the straight sections
along the edges.
The gluing process is most easily performed by
placing the gaskets and the plates on a table. After
pressing the gaskets into the grooves of the plate, it
is stacked.
The plates with the gaskets are mounted in the
frame which is lightly clamped. In the case of using
rubber grooves, they are assembled to the mini-
mum measure stated on the engine sign plus 0.2
mm per plate.
Figure 1: .
Heat up the plate heat exchanger to 90-100° C by
means of water or steam.
Please note Fastening

▪ The temperature must be kept for 1½-2 hours. Fasten the plate heat exchanger until the movable
cover touches the duct spacers.
▪ The liquid pressure must be kept as low as pos-
sible.
If there is no possibility of heating the plate heat
exchanger, it must be placed in a place as warm as
possible with connections dismounted.
At 20° C the drying time will be approx. 48 hours.
At 40° C, the drying time is approx. 24 hours.
Assembling
If the plates are dismounted, they must be properly
assembled according to plate item numbers.
The fixed cover has number 1 and serial numbers
for the subsequent plates, and intermediate frames,
if any, are numbered 2, 3, 4, 5 etc.
Serial numbers are stamped in the right top corner
of the plates. Further, please note that the gasket
side must face the fixed cover.
1996.09.23
MAN Diesel & Turbo
Work Card 515-15.00
Page 1 (3) Centrifugal bypass filter
Edition 08
L23/30H

Shut off fuel oil
Short Description
Cleaning procedure, cleaning intervals. Mainte-
nance intervals and procedures.

Big adjustable spanner
Isolate the filter for lub. oil inlet
Tools for cleaning
Related Procedure

Number : 1 51515 398 1/Filter
51515 408 1/Filter
51515 421 1/Filter
Data
2013.01.22
MAN Diesel & Turbo
515-15.00 Work Card
Centrifugal bypass filter Page 2 (3)
Edition 08
L23/30H
Cleaning procedure 6) Remove sludge from inside the rotor by means

of a spatula and wipe clean. Ensure that all
1) Isolate the filter by closing the valve for lubricat- rotor components are throughly cleaned and
ing oil inlet to the filter. free from deposits of dirt before reassembling
Warning! the rotor.
Use protective gloves Note!
2) Slacken cover clamp ring (266). Unscrew cover Failure to do so could cause an out-of-bal-
fixing nut and lift off cover (038). ance condition which will accelerate bearing
and spindle wear.
3) Lift off rotor assembly having allowed oil to drain
from nozzles. The rotor should be removed and 7) Clean nozzle with brass wire. Examine top and
replaced on the spindle with extreme care in bottom bearings in tube assembly. If damaged
order to ensure that the bearings are not dam- or worn - replace tube assembly complete.
aged. Examine O-ring and renew if damaged.
4) Unscrew rotor cover nut (026) and separate 8) Replace paper insert (if mounted)
rotor. 9) Reassemble rotor complete and tighten top nut.
Note!
Ensure that rotor cover and rotor body are
always matched by balance number and pin
location. Do not interchange rotor cover.
10) Examine spindle journals. If damaged or worn -
replace with body assembly complete.
11) Reassemble filter complete checking that rotor
revolves freely. Then replace filter body cover
Tighten cover nut and secure safety clamp. The
clamp ring should be securely fitted at all times
and the filter should not be run without the
clamp ring fitted.
12) Open for lubricating oil.
13) With filter running, check all joints for leakage.
Check for excessive vibration.
026 Cover nut 038 Cover
075 Stand tube 266 Cover clamp ring Maintenance - Bearings and spindles
Figure 1: Centrifugal bypass filter All rotors are correctly balanced before leaving the
factory. An out-of-balance condition can occur as a
5) Remove stand tube (075) and clean. result of an uneven build up of sludge in the rotor or
as a result of excessive bearing or spindle wear.
2013.01.22
MAN Diesel & Turbo
Work Card 515-15.00
Page 3 (3) Centrifugal bypass filter
Edition 08
L23/30H
Dependent on the conditions, wear will eventually
take place on the spindle and bearings and these
should be replaced with factory fitted assemblies
only.
To check bearing clearances

This is most easily done by applying a dial gauge to
the outside of the rotor opposite each bearing in
turn and measuring the total play, thus:
14) Apply dial gauge and measure play.
15) Turn rotor 90° and repeat measurement.
16) Re-apply dial gauge at 90° to previous position
and repeat.
17) Turn rotor 90° and repeat.
The highest reading is the play in the bearing.
The maximum clearances when new are 0.08 mm
at top and 0.06 mm at bottom bearing. If the clear-
ance exceeds 0.25 mm top or 0.2 mm bottom then
check the sizes of the individual components and
replace as necessary.
Spindle top journal diameter 14.98 mm Min
Spindle bottom journal diameter 21.63 mm Min
Top bearing bore diameter 15.06 mm Max
Bottom bearing bore diameter 21.69 mm Max
The spindle and body assembly and the rotor bear-

ing tube assembly are factory assembled items and
should only be replaced with complete assemblies.
2013.01.22
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Pump (Central driven) 51501-01H
5-6-7L23/30H 720/750 RPM

L23/30H-900 RPM
079
317
067
018
271
163
234
175
234 199
305
187 210
209 329
330
055
234
043 222
366
031
055
258
138
126 246
283
114
08028-0D/H5250/94.08.12
126
092 342
151 13 080
354 102
295
94.22 - ES0S
MAN Diesel
Plate
51501-01H Lubricating Oil Pump (Central driven) Page 2 (2)
5-6-7L23/30H 720/750 RPM

L23/30H-900 RPM
Item Item
018 1/P Pump housing Pumpehus 317 6/P Screw Skrue
031 1/P Shaft with gear Aksel med tand- 329 2/P Nut Møtrik
wheel, long hjul, lang
330 1/E Lub. oil pump, Smøreoliepumpe,
043 1/P Shaft with gear Aksel med tand- complete komplet
wheel, short hjul, kort
342 1/P End cover Endedæksel
055 5/P Bush Bøsning
354 1/P Cover Dæksel
067 1/P Coupling Kobling
366 1/P Key Feder
079 1/P Dog Medbringer
080 1/P Cog wheel Konisk tandhjul
102 1/P Circlip Sikringsring
126 2/P Ball bearing Kugleleje
138 1/P Socket Muffe
163 1/P Cap nut Hættemøtrik
175 1/P Nut Møtrik
187 1/P Adjusting screw Justerskrue
209 1/P Piston Stempel
210 1/P Cylinder Cylinder
222 1/P Plug screw Propskrue
246 2/P Cylindrical pin Cylindrisk stift
258 1/P Pin Stift
271 1/P Key Feder
283 10/P Screw Skrue

08028-0D/H5250/94.08.12
295 6/P Screw Skrue
305 2/P Guide pin Styrestift
94.22 - ES0S
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Pump (Central driven) 51501-02H
8L23/30H
720/750 RPM
079
317
067
018
271
163
234
175
234 199
305
187 210
209 329
330
055
234
043 222
366
031
055
258
138
126 246
283
114
08028-0D/H5250/94.08.12
126
092 342
151 13 080
354 102
295
94.22 - ES0S
MAN Diesel
Plate
51501-02H Lubricating Oil Pump (Central driven) Page 2 (2)
8L23/30H
720/750 RPM
Item Item
018 1/P Pump housing Pumpehus 317 6/P Screw Skrue
031 1/P Shaft with gear Aksel med tand- 329 2/P Nut Møtrik
043 1/P Shaft with gear Aksel med tand- complete komplet
wheel, short hjul, kort
354 1/P Cover Dæksel
067 1/P Coupling Kobling
366 1/P Key Feder
079 1/P Dog Medbringer
175 1/P Nut Møtrik
187 1/P Adjusting screw Justerskrue
210 1/P Cylinder Cylinder
246 2/P Cylindical pin Cylindrisk stift
258 1/P Pin Stift
271 1/P Key Feder

08028-0D/H5250/94.08.12
295 6/P Screw Skrue
94.22 - ES0S
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Pump (Gear driven) 51501-11H
7-8L23/30H-720/750 RPM
5-6L23/30H-720/750 RPM (High Capacity)
7-8L23/30H-900 RPM (High Capacity)
079
067
317 271
163
234 018
175
234
234
401
222
330
305
055
329
391
043
366
031
055
258
138
126 246
283
114
126
08028-0D/H5250/94.08.12
092 342
151 080
354 102
295
07.01 - ES0
MAN Diesel
Plate
51501-11H Lubricating Oil Pump (Gear driven) Page 2 (2)
7-8L23/30H-720/750 RPM
5-6L23/30H-720/750 RPM (High Capacity)
7-8L23/30H-900 RPM (High Capacity)
Item Item
018 1/P Pump housing Pumpehus 354 1/P Cover Dæksel
031 1/P Shaft with gear Aksel med tand- 366 1/P Key Feder
043 1/P Shaft with gear Aksel med tand-
wheel, short hjul, kort 401 1/P Piston, complete Trykregulerings-
stempel, komplet
067 1/P Gear wheel Tandhjul
079 1/P Nut Møtrik
175 1/P Nut Møtrik
222 1/P Plug screw Pakning
234 3/P Gasket Cylindrisk stift
246 2/P Cylindrical pin Stift
258 1/P Pin Feder
271 1/P Key Skrue
295 6/P Screw Cylinder
317 6/P Screw Skrue
329 2/P Nut Møtrik

08028-0D/H5250/94.08.12

complete komplet
07.01 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Lubricating Oil Pump (Gear driven) 51501-26
L23/30H
079
067
317 271
163
234 018
175
234
401 234
222
330
305
055
329
391
043
366
031
055
258
138
126 246
283
114
126
092 342
151 080
354 102
295
13.01 - ES0
MAN Diesel & Turbo
Plate
51501-26 Lubricating Oil Pump (Gear driven) Page 2 (2)
L23/30H

Item Item
018 1/P Pump housing Pumpehus 354 1/P Cover Dæksel
031 1/P Shaft with gear Aksel med tand- 366 1/P Key Feder
043 1/P Shaft with gear Aksel med tand-
wheel, short hjul, kort 401 1/P Piston, complete Trykregulerings-
stempel, komplet
079 1/P Nut Møtrik
175 1/P Nut Møtrik
222 1/P Plug screw Pakning
234 3/P Gasket Cylindrisk stift
246 2/P Cylindrical pin Stift
258 1/P Pin Feder
271 1/P Key Skrue
295 6/P Screw Cylinder
317 6/P Screw Skrue
329 2/P Nut Møtrik

complete komplet
13.01 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Lubricating oil filter P51502-07
L23/30H, L28/32DF, L23/30DF
2014.03.31 - Type A
MAN Diesel & Turbo
Plate
P51502-07 Lubricating oil filter Page 2 (2)
L23/30H, L28/32DF, L23/30DF

013 2/F Paper element

025 2/F Safety element
037 1/F Valve housing, incl. item 074,
216+
049 2/F Housing, incl. o-ring
050 2/F Cap complete, incl. item 133,
348, 361, 373, 407+
062 1/F Spindle, incl. item 121, 312, 444
074 2/F Thrust ring
086 2/F By-pass code, incl. item 324,
336, 385, 432, 493+
108 2/F Vent screw, incl. item 228, 241
121 1/F Fill-up valve
133 4/F Sealing ring
145 12/F Stud
157 12/F Screw
169 4/F Screw
170 12/F Nut
182 4/F Washer
194 24/F Washer
216 5/F Pin
228 6/F Pin
241 2/F Gasket
277 2/F Opening guard, incl. vent screw
289 2/F Drain plug
290 1/F Seal kit, item not shown on
graphic
300 1/E Lub. oil filter complete

ace.
Qty/E = Qty/Engine
Qty/F = Qty/Filter
2014.03.31 - Type A
MAN Diesel & Turbo
Plate
Page 1 (2) Lubricating oil filter P51502-02
L23/30H, V28/32S, L28/32DF
2014.03.28
MAN Diesel & Turbo
Plate
P51502-02 Lubricating oil filter Page 2 (2)
L23/30H, V28/32S, L28/32DF

312 1/F Cap

324 2/F By-pass valve seat
336 2/F By-pass valve spool
348 2/F Flange
361 2/F Flange
373 2/F Screw
385 2/F By-pass valve spring
397 8/F Seal
407 2/F Spring
419 2/F Spring
420 6/F Pin
432 2/F Gasket
444 2/F O-ring
456 2/F O-ring
468 2/F O-ring
481 4/F O-ring
493 2/F O-ring

ace.
Qty/F = Qty/Filter
2014.03.28
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Thermostatic Valve 51503-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S-L
MAN Diesel
Plate
51503-01H Lubricating Oil Thermostatic Valve Page 2 (2)
L23/30H
Item Item
019 4/T Screw Skrue
020 2/T O-ring O-ring
032 2/T Thermostatic Følerelement

element
056 2/T Sleeve Bøsning
068 4/T Washer Skive
081 16/T Nut Møtrik
093 3/T Gasket Pakning
103 12/T Screw Skrue
115 1/E Thermostatic Termostatventil,

08028-0D/H5250/94.08.12
Qty./T = Qty./Thermostatic valve Antal/T = Antal/Termostatsventil
94.23 - ES0S-L
MAN Diesel
Plate
Page 1 (2) Prelubricating Pump with El-Motor 51504-02H
General
08028-0D/H5250/94.08.12
94.23 - ES0S-L
MAN Diesel
Plate
51504-02H Prelubricating Pump with El-Motor Page 2 (2)
General
Item Item
254 1/P Driving cover Medbringerdæksel
266 1/P Gear casing Gearhus
278 1/P End cover, complete, Endedæksel, komplet

incl. item 386, 398, 408, inkl. item 386, 398, 408,
421, 433, 445, 457, 469 421, 433, 445, 457, 469
and 470 og 470
291 1/P Driving gear shaft Drivende gearaksel
301 1/P Gear shaft Gearaksel
313 4/P Screw Skrue
325 2/P Parallel pin Styrestift
337 1/P Retaining ring Sikringsring
349 1/P Parallel key Not
362 1/P Rotary shaft seal Roterende akseltæt-

ning
374 1/E Pumpe, complete Pumpe, komplet uden

without El-motor el-motor
408 1/P Spindle Spindel
421 1/P Dome nut Lukkemøtrik
445 1/P Pipe nut Rørmøtrik
457 2/P Screwed plug Propskrue
469 2/P Sealing ring Tætningsring
482 1/P Coupling, complete Kobling, komplet
494 1/E El-motor, complete El-motor, komplet
504 1/E Pre.lub oil pump, Forsmørepumpe,

complete with el- komplet med el-motor
08028-0D/H5250/94.08.12
motor
516 1/E Ball bearing, rear Kugleleje, bagside
528 1/E Ball bearing, front Kugleleje, forside
94.23 - ES0S-L
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Cooler 51506-11H
L23/30H
015
016
017
027
040
039
Note: When ordering

plates, please state
the serial numbers of
the plates. The serial
numbers of the plates
can be found in the
top right-hand corner
of the plates. (See 052
Working Card 515-
06.00)
B
064
Husk: Ved bestilling 065
af plader angives 066
serienummeret på
pladen. Serienum- 076
meret er stemplet i 077
toppen af pladen til 078
højre. (Se arbejdskort 079
515-06.00) 080
081
082
172 088
173 111
174
08028-0D/H5250/94.08.12
175 123
176
177
178
160 147
159
07.06 - ES0S-G
MAN Diesel
Plate
51506-11H Lubricating Oil Cooler Page 2 (2)
L23/30H
Item Item
015 4/K Hexagon screw Bolt 081 4/K Distance piece Afstandsstykke
5-6-7-8 cyl. engine 5-6-7-8 cyl. motor 7 cyl. engine 7 cyl. motor
(720/750 rpm) and (720/750 rpm) og (900 rpm) (900 rpm)
(900 rpm) (900 rpm) 082 4/K Distance piece Afstandsstykke
016 4/K Hexagon screw Bolt (900 rpm) (900 rpm)
(900 rpm) (900 rpm) 088 1/K Frame plate Stativplade
017 4/K Hexagon screw Bolt 111 4/K Gasket Pakning

(900 rpm) (900 rpm) 123 2/K Screw Skrue
027 4/K Washer Skive 147 2/K Guide bar Styrepind

(for dismantling) (for demontering)
039 4/K Washer Skive
160 1/E Lubricating oil cooler, Smøreoliekøler,
040 1/K Pressure plate Trykplade complete komplet
052 /I Gasket Pakning 172 /I Plates Plader

064 2/K Guide bar Styrepind (720/750 rpm) (720/750 rpm)
5-6-7-8 cyl. engine 5-6-7-8 cyl. motor
(720/750 rpm) and (720/750 rpm) og 173 /I Plates Plates
(900 rpm) (900 rpm) (720/750 rpm) (720/750 rpm)
065 2/K Guide bar Styrepind 174 /I Plates Plates

(900 rpm) (900 rpm) (720/750 rpm) (720/750 rpm)
066 2/K Guide bar Styrepind 175 /I Plates Plates

(900 rpm) (900 rpm) (720/750 rpm) (720/750 rpm)
076 4/K Distance piece Afstandsstykke 176 /I Plates Plates

(720/750 rpm) (720/750 rpm) (900 rpm) (900 rpm)

(720/750 rpm) (720/750 rpm) (900 rpm) (900 rpm)

(720/750 rpm) (720/750 rpm) (900 rpm) (900 rpm)
079 4/K Distance piece Afstandsstykke

(720/750 rpm) (720/750 rpm)
080 4/K Distance piece Afstandsstykke

08028-0D/H5250/94.08.12

(900 rpm) (900 rpm)
Qty./K = Qty./Cooler Antal/K = Antal/Køler
Qty./I = Qty./Individual Antal/I = Antal/Individuel
07.06 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Centrifugal By-Pass Filter 51515-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S
MAN Diesel
Plate
51515-01H Centrifugal By-Pass Filter Page 2 (2)
L23/30H
Item Item
014 1/F Rotor, complete incl. Rotor, komplet inkl. item 291 1/F O-ring O-ring
item 026, 038, 063, 026, 038, 063, 075, 109,
075, 109, 110, 171, 195 110, 171, 195 og 205 301 1/F Circlip Låsering
and 205
026 1/F Cover nut Dækselmøtrik
325 1/F Body cover, complete Dæksel, komplet inkl.
038 1/F Rotor cover Rotordæksel incl. item 087, 266, 278, item 087, 266, 278, 291,
291, 301 and 313 301 and 313
051 1/F Body Sokkel
337 Centrifugal by-pass Centrifugal by-pass
063 1/F O-ring O-ring filter, complete filter, komplet
1/E 5-6 cyl. 5-6 cyl.
075 1/F Stand tube Standrør 2/E 7-8 cyl. 7-8 cyl.
087 1/F Pin Stift 349 4/F Nut Møtrik
099 1/F Paper insert Papirindsats 350 4/F Screw Skrue
109 1/F Rotor body Rotorsokkel 362 1/F Bracket for mounting Konsol for montering
110 2/F Nozzle Dyse 374 4/F Screw Skrue
122 1/F Plug (cut off valve) Prop (modtryksventil) 386 1/F Gasket Pakning
134 1/F Spring (cut off valve) Feder (modtryksventil) 398 1/F Spare parts kit, incl. Reservedelssæt, inkl.
item 087, 278, 291 item 087, 278, 291
146 1/F Gasket (cut Pakning (modtryks- and 301 og 301
off valve) ventil)
408 1/F Spare parts kit, incl. Reservedelssæt, inkl.
158 1/F Shuttle (cut Ventilkegle (modtryks- item 122, 134, 146 item 122, 134, 146
off valve) ventil) and 158 og 158
171 1/F Bearing, complete Lejemontering, komplet 421 1/F Spare parts kit, incl. Reservedelssæt, inkl.
incl. item 195 and inkl. item 195 og 205 item 063, 146, 229, 230 item 063, 146, 229, 230
205 and 291 og 291
195 1/F Circlip Låsering
205 1/F Pin Stift
242 1/F Spindle Spindel
254 1/F Body, complete incl. Sokkel, komplet inkl.

item 051, 122, 134, item 051, 122, 134, 146,
146, 158, 229, 230 158, 229, 230 og 242
and 242
08028-0D/H5250/94.08.12
266 1/F Cover clamp ring Dækselspændering
278 1/F Cover fixing nut Dækselmøtrik
Qty./F = Qty./Filter Antal/F = Antal/Filter
94.23 - ES0S
MAN Diesel
Plate
Page 1 (2) Hand Wing Pump 51525-01H
L23/30H
019
08028-0E/H5250/94.08.12
94.20 - ES0S-G
MAN Diesel
Plate
51525-01H Hand Wing Pump Page 2 (2)
L23/30H
Item Item
019 1/E Hand wing pump, Håndvingepumpe,

complete komplet
08028-0E/H5250/94.08.12
94.20 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Separator 51530-04H
L23/30H
077
053
089
090
041
100
065 112
124
207
136
148
161
173
185
219
220
08028-0D/H5250/94.08.12
232
07.08 - ES0
MAN Diesel
Plate
51530-04H Lubricating Oil Separator Page 2 (2)
L23/30H
Item Item
041 1/F Breather with Ånderør med

flange flange
065 4/F Screw Skrue
077 8/F Screw Skrue
100 1/F Insert for oil Indsats for

separator olieudskiller
112 1/F Housing for Hus for

oil separator olieudskiller
124 4/F Screw Skrue
148 1/F Bend Bøjning
161 4/F Nut Møtrik
173 1/F Oil trap Olielås
185 1/F Union Forskruning
207 1/F Union Forskruning
219 4/F Screw Skrue
220 1/E Oil separator, com- Olieseparator, komplet

plete, incl item 077, inkl. item 077, 089,
089, 090, 100, and 090, 100 og 112
112

08028-0D/H5250/94.08.12
Qty./F = Qty./Filter Antal/F = Antal/Filter
07.08 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Prelubricating pump arrangement P51535-10
L23/30H
2014.03.13 – Monocoque
MAN Diesel & Turbo
Plate
P51535-10 Prelubricating pump arrangement Page 2 (2)
L23/30H
002 4/E Screw

003 3/E Straight male stud, complete
004 1/E Lub. oil pipe
005 2/E Ball valve
006 1/E Adjustable elbow coupling, com-
plete
007 2/E Steel pipe
008 1/E Equal tee coupling, complete
009 2/E Equal elbow coupling
010 1/E Steel pipe
011 1/E Steel pipe
012 1/E Non return valve
013 1/E Steel pipe
014 1/E Guard

ace.
Qty/E = Qty/Engine
2014.03.13 – Monocoque
MAN Diesel & Turbo
Plate
Page 1 (2) Lubricating oil pipe thermostatic valve P51543-01
L23/30H
2014.03.19 – Monocoque, one string

MAN Diesel & Turbo
Plate
P51543-01 Lubricating oil pipe thermostatic valve Page 2 (2)
L23/30H
010 1/E Lub. o. outl. suct. pipe

030 10/E Packing square
040 1/E Lub. oil inlet pump
062 32/E Nut
064 16/E Cyl. screw
070 1/E Outl. pump inl. therm. v.
100 1/E Outl. therm. v. inl. cool
124 8/E Stud
126 1/E Hexagon nipple
127 1/E Ball valve
129 1/E Plug screw
140 1/E Outl. therm. valve/cooler
160 1/E Inlet lub. oil filter
190 1/E Outlet lub. oil filter
220 1/E Lub. o. distribution pipe
243 7/E Packing, oval
303 1/E Lub. oil pipe
304 1/E Pipe coupling

ace.
Qty/E = Qty/Engine
2014.03.19 – Monocoque, one string

MAN Diesel & Turbo
Plate
Page 1 (2) Lubricating oil pipe thermostatic valve P51543-02
L23/30H
2014.03.20 – Monocoque, two string

MAN Diesel & Turbo
Plate
P51543-02 Lubricating oil pipe thermostatic valve Page 2 (2)
L23/30H
010 1/E Lub. o. outl. suct. pipe

030 10/E Packing square
040 1/E Lub. oil inlet pump
062 32/E Nut
064 16/E Cyl. screw
070 1/E Outl. pump inl. therm. v.
100 1/E Outl. therm. v. inl. cool
124 8/E Stud
126 1/E Hexagon nipple
127 1/E Ball valve
129 1/E Plug screw
140 1/E Outl. therm. valve/cooler
160 1/E Inlet lub. oil filter
190 1/E Outlet lub. oil filter
220 1/E Lub. o. distribution pipe
243 7/E Packing, oval
303 1/E Pipe section
304 1/E Pipe coupling

ace.
Qty/E = Qty/Engine
2014.03.20 – Monocoque, two string

516/616
MAN Diesel
Description 516.01
Page 1 (1) Cooling Water System Edition 01H
L23/30H
V28/32S
Description High Temperature Circuit
The cooling water system consists of two separate The high temperature circuit is used for cooling of
systems. The low temperature (LT) and the high the cylinder units.
temperature (HT) circuits.
Cooling water is led through a distributing pipe to
the bottom of the cooling water space between the
Low Temperature Circuit liner and the frame of each cylinder unit. The water
is led out through bores in the top of the frame via
The low temperature circuit is used for cooling of the the cooling water guide jacket to the bore.
charge air and the lubricating oil, and the alternator
if the latter is water cooled.
96.03 - ES0U-G
MAN Diesel & Turbo
Description
Cooling Water Thermostatic Valve 516.04
Page 1 (1)
Edition 01H
L23/30H
V28/32S
Thermostatic Valve The thermostatic valve cannot be set or adjusted,
and requires no maintenance.
The thermostatic valve in the high temperature cir-
cuit is mainly located imediately after the outlet of In some plants a corresponding thermostatic valve
the engine, but alternatively in the external cooling is installed in the low temperature circuit. The ther
system near the fresh water cooler. mostatic elements of this valve have an other tem
perature range.
The cooling water enters through the cover (A) under
which the thermostatic elements are located.
The number of elements depends on the size of

A
the valve.
The outlet to the suction side of the pump is marked

(B) and outlet to the cooler is marked (C).
In the warming-up period the cooling water is by-

passing the cooler. When the outlet water from the
cylinder heads reaches the normal temperature
(75-85° C) a controlled amount of water passes C B
through the cooler.
The thermostatic elements must be replaced if the

cooling water temperature during normal operation
deviates essentially from the one stated in the test
report. Fig. 1 Thermostatic Valve
94.26 - ES0S-G
MAN Diesel & Turbo
Work Card 516-01.90
Page 1 (2) Check of Cooling Water System
Edition 04
L23/30H

Shut off fuel oil
Short Description
Check of cooling water system.

Engine is running
Related Procedure

Number : 1
Data
2005.10.10.
MAN Diesel & Turbo
516-01.90 Work Card
Check of Cooling Water System Page 2 (2)
Edition 04
L23/30H
Health Risk!
Warning!
Health Risk!
Checks to be carried out

tem.
4) Check flexible connections for leaks.
5) Check manometers and thermometers for pos-
sible damages.
For check of the fresh water condition, see section
504.
2005.10.10.
MAN Diesel & Turbo
Work Card 516-04.00
Page 1 (2) Cooling Water, Thermostatic Valve
Edition 01
L23/30H

Shut off fuel oil
Short Description
Inspection of thermostatic valve and replacement
of elements.

Cooling water drained from engine
(if necessary) Copaslip
Tools and cleaning preparation for cleaning
Related Procedure

Number : 1 51604 031 1/E
51604 055 2 or 4/E
51604 092 3/E
Data
1994.07.18.
MAN Diesel & Turbo
516-04.00 Work Card
Cooling Water, Thermostatic Valve Page 2 (2)
Edition 01
L23/30H
Thermostatic valve 3) Remove the assembled elements (3) and the

elements O-ring sealing.
The thermostatic valve cannot be adjusted and
under normal working conditions maintenance is 4) Remove the gaskets between the upper and
not required. However, in some cases it is neces- lower part of the housing.
sary to replace the elements in the thermostatic 5) The upper and lower part of the housing are
valve. thoroughly cleaned inside and on the gasket
surfaces.
6) The sealing rings (4) for the elements in the
housing are replaced and lubricated with a thin
layer of copaslip.
7) Remount the assembled elements in the hous-
ing by wriggling these somewhat over side.
8) Upper and lower part of the housing are assem-
bled with a new gasket (5), the nuts (1) are
mounted and tightened "cross-wise".
Note: After inspection or replacement of the ele-
ments the temperature is checked to ensure that
the elements are working correctly.
1 Nut 2 Washer
3 Element 4 O-rings sealing
5 Gasket
Figure 1: Thermostatic valve
Replacement of elements
Warning!
1) Remove nuts (1) and washers (2), 4 or 6 pcs.
See fig. 1.
2) Disconnect upper and lower part of the hous-
ing.
1994.07.18.
MAN Diesel & Turbo
Plate
Page 1 (2) Cooling Water Thermostatic Valve 51604-01H
L23/30H
94.23 - ES0S
MAN Diesel & Turbo
Plate
51604-01H Cooling Water Thermostatic Valve Page 2 (2)
L23/30H

Item Item
018 4/T Screw Skrue
043 2/T Thermostatic Følerelement

element
067 2/T Sleeve Bøsning
079 4/T Washer Skive
080 16/T Nut Møtrik
092 3/T Gasket Pakning
102 12/T Screw Skrue
114 1/E Thermostatic Termostatventil,

Qty./T = Qty./Thermostatic valve Antal/T = Antal/Termostatsventil
94.23 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) High Temperature Fresh Water Pump 51610-01H
L23/30H
720/750 RPM
01.36 - ES0S
MAN Diesel & Turbo
Plate
51610-01H High Temperature Fresh Water Pump Page 2 (2)
L23/30H
720/750 RPM

Item Item
010 1/P Pump housing Pumpehus
022 1/P Bearing housing Lejehus
034 1/P Shaft Aksel
046 1/P Impeller Løbehjul
071 1/P Self locking nut Selvlåsende møtrik
083 1/P Rotating sealing Roterende pakdåse
129 2/P Key Feder
130 1/P Locking washer Låseskive
178 1/P Ball valve Kugleventil
191 8/P Screw Skrue
201 1/E Fresh water pump, Ferskvandspumpe,

complete komplet
225 4/E Screw Skrue
01.36 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) High Temperature Fresh Water Pump 51610-02H
L23/30H
900 RPM
083 191 095 022 034 105 058 130
178
154-166
010
046
071
129
117 129 142
201
93.05 - ES0S
MAN Diesel & Turbo
Plate
51610-02H High Temperature Fresh Water Pump Page 2 (2)
L23/30H
900 RPM

Item Item
034 1/P Shaft Aksel
129 2/P Key Feder
130 1/P Locking washer Låseskive
191 8/P Screw Skrue

complete komplet
93.05 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) Low Temperature Fresh Water Pump 51610-05H
L23/30H
01.36 - ES0S
MAN Diesel & Turbo
Plate
51610-05H Low Temperature Fresh Water Pump Page 2 (2)
L23/30H

Item Item
034 1/P Shaft Aksel
129 2/P Key Feder
191 8/P Screw Skrue

complete komplet
225 8/E Screw Skrue
01.36 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) Low Temperature Fresh Water Pump 51610-13H
L23/30H
154-166 083 213 191 095 022 225 034 105 058
071
129
046
010
178
201 117 129 142
07.06 - ES0
MAN Diesel & Turbo
Plate
51610-13H Low Temperature Fresh Water Pump Page 2 (2)
L23/30H

Item Item
034 1/P Shaft Aksel
129 2/P Key Feder
191 8/P Screw Skrue

complete komplet
225 8/E Screw Skrue
07.06 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Pipes on Cylinder Head 51625-01H
L23/30H
94.25 - ES0S
MAN Diesel & Turbo
Plate
51625-01H Pipes on Cylinder Head Page 2 (2)
L23/30H
Item Item
012 1/E H.T. collecting pipe, H.T. samlerør,

5 cyl. 5 cyl.

6 cyl. 6 cyl.

7 cyl. 7 cyl.

8 cyl. 8 cyl.
061 1/C Packing, oval Pakning, oval
073 2/C Screw Skrue
085 1/C Thermometer piece Termometerstykke
107 2/C Screw Skrue
119 2/C Screw Skrue
120 2/C Nut Møtrik
144 1/C Thermometer Termometer
Qty./E = Qty./Cylinder Qty./C = Qty./Cylinder
94.25 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) Preheater - Fresh Water 51635-04H
L23/30H
V28/32S
07.46 - ES0
MAN Diesel & Turbo
Plate
51635-04H Preheater - Fresh Water Page 2 (2)
L23/30H
V28/32S

Item Item
353 1/E Pipe for preheater Rør for forvarmer
365* 1/E Preheater Forvarmer

5 L23/30H, 5 L23/30H,
stationary stationær

6, 7 L23/30H, 6, 7 L23/30H,

8 L23/30H, 8 L23/30H,

5 L23/30H, 5 L23/30H,
marine marine
400* 1/E Preheater Forvarme

6, 7 L23/30H, 6, 7 L23/30H,
marine marine

8 L23/30H, 8 L23/30H,
marine marine

12 V28/32S 12 V28/32S

16, 18 V28/32S 16, 18 V28/32S
* At ordering please * Ved ordre oplyses

inform of voltage (V) spænding (V) og ef-
and output (W) fekt (W)
07.46 - ES0
Special equipment
517/617
MAN Diesel & Turbo
Kit
Page 1 (2) Kit for Cylinder Unit 51704-12
L23/30H
099
130
178
075 130
178
166
116 132
224
026
363
052 097
037
040
025
024 024
185
264
234
338
220 210
184
12.38 - ES0
MAN Diesel & Turbo
Kit
51704-12 Kit for Cylinder Unit Page 2 (2)
L23/30H
Item
no Qty Designation Where to find in the engine instruction book
021 Kit per cylinder unit
1 O-ring Plate 50501 Item 040
1 Snap ring Plate 50501 Item 052
3 Gasket Plate 50508 Item 025
1 Sealing ring Plate 51203 Item 234
2 Packing Plate 51404 Item 166
1 Packing, oval Plate 51625 Item 097
1 Packing, oval Plate 51625 Item 132
Please Note that this is a kit supply, and that any exceeding number of parts are
not accepted as return goods.
12.38 - ES0
MAN Diesel & Turbo
Kit
Page 1 (2) Kit for Rotocap 51705-02
L23/30H
See working card 505-01.15

017
524/536
548
585
Cylinder head,
see plate 50501
10.16 - ES0
MAN Diesel & Turbo
Kit
51705-02 Kit for Rotocap Page 2 (2)
L23/30H
Item
017 Kit per rotocap
7 Spring Plate 50502 Item 524
7 Ball Plate 50502 Item 536
1 Spring washer Plate 50502 Item 548
1 Retainer ring Plate 50502 Item 585
10.16 - ES0
MAN Diesel & Turbo
Kit
Page 1 (2) Kit for Covers on Frame 51751-01
L23/30H
Frame
Plate 51101
237
058
11.48 - ES0
MAN Diesel & Turbo
Kit
51751-01 Kit for Covers on Frame Page 2 (2)
L23/30H
Item
006 Kit per coves on frame
11.48 - ES0
Specific plant
information
519/619
MAN Diesel & Turbo
Description 519.03
Page 1 (3) Resilient mounting of generating sets
Edition 13
L23/30H
Resilient mounting of generating sets

On resilient mounted generating sets, the diesel
engine and the generator are placed on a common
rigid base frame mounted on the ship's/erection
hall's foundation by means of resilient supports,
type Conical.
All connections from the generating set to the exter-
nal systems should be equipped with flexible con-
nections, and pipes, gangway etc. must not be wel-
ded to the external part of the installation.
Resilient support
A resilient mounting of the generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to
brackets on the base frame (see fig 1).
The setting from unloaded to loaded condition is
normally between 5-11 mm for the conical mount-
ing.
The exact setting can be found in the calculation of
the conical mountings for the plant in question.
Figure 1: Resilient mounting of generating sets
Figure 2: Support of conicals
2011.10.10
MAN Diesel & Turbo
519.03 Description
Resilient mounting of generating sets Page 2 (3)
Edition 13
L23/30H
Figure 3: Conical mountings

The support of the individual conical mounting can 3) The support can be made by means of chock-
be made in one of the following three ways: fast. It is recommended to use two steel shims,
1) The support between the bottom flange and the the top shim should be loose and have a mini-
foundation of the conical mounting is made with mum thickness of 40 mm, the bottom shim
a loose steel shim. This steel shim is adjusted to should be cast in chockfast with a thickness of
an exact measurement (min. 40 mm) for each at least 10 mm.
conical mounting. Check the minimum permitted thickness of chock-
2) The support can also be made by means of two fast for the load surface of this application with
steel shims, at the top a loose shim of at least chockfast supplier.
40 mm and below a shim of approx. 10 mm
which are adjusted for each conical mounting
and then welded to the foundation.
2011.10.10
MAN Diesel & Turbo
Description 519.03
Page 3 (3) Resilient mounting of generating sets
Edition 13
L23/30H
4) Finally, the support can be made by means of
two steel shims, the top shim of 46 mm and
below a shim of approx. 99 mm. the shims are
then welded to the foundation. The top shims
are then adjusted and tighten to the lower shim.
Irrespective of the method of support, it is recom-
mended to use a loose steel shim to facilitate a
possible future replacement of the conical mount-
ings.
Check of Crankshaft Deflection

The resiliently mounted generating set is normally
delivered from the factory with engine and alternator
mounted on the common base frame.
Eventhough engine and alternator have been adjus-
ted by the engine builder, with the alternator rotor
placed correctly in the stator and the crankshaft
deflection of the engine (autolog) within the prescri-
bed tolerances, it is recommended to check the
crankshaft deflection (autolog) before starting up the
GenSet.
2011.10.10
MAN Diesel & Turbo
Work Card 519-03.00
Page 1 (4) Fitting instructions for resilient mounting of GenSets
Edition 27
L23/30H, L27/38

Shut off fuel oil
Short Description
Mounting and adjustment instruction for new Gen-
Set and adjustment instruction for existing plants.

The foundation should be welded and milled off on Ring and open-end spanner, 22 mm
shim surfaces. Ring and open-end spanner, 30 mm
Allen key, 6 mm
Feeler gauge, 1-2 mm
Measuring tool
Hydraulic jack (if necessary)
Related Procedure
Check of main bearings alignment 510-01.00
(autolog)
Replacement of conicals 519-03.05

Number : 2 51903 013 1/conical
mounting
51903 025 4/conical
Data mounting
2003.12.08 - Method 1
MAN Diesel & Turbo
519-03.00 Work Card
Fitting instructions for resilient mounting of GenSets Page 2 (4)
Edition 27
L23/30H, L27/38
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) Turn all the internal buffers (2), see fig 1, to
check that they can move freely.
Mounting and adjustment instructions for

If all internal buffers Then
new generating sets (Method 1)
Can move freely Let conical elements settle
for 48 hours.
Make ready for adjustment of conical
Cannot be moved Turn the four jacking bolts
elements in the base casting clock-
wise or anticlockwise to
If the conical elements have not been mounted by
release the internal buffer.
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 num- Adjustment of conical elements after 48
ber 2. hours settling
1) Fit the conical elements to the bracket on the
After the conical elements have been deflected
base frame by means of four bolts screwed into
under static load for 48 hours, the laden height (H1)
the tapped holes on the top casting (5), see fig
see fig 2, should be measured and compared to the
1.
recommended laden height.
2) Remove fixing bolt (7), spring washer (8) and
top lock ring (6) from the conical element, see
fig 1.
3) Position the four jacking bolts in the tapped
holes (9) see fig 1, in the base casting (1).
4) Position the jacking bolts with a through-going
of minimum 40 mm, see fig 2.
1 Base casting 2 Internal buffer

3 Synthetic bush 4 Rubber element
5 Top casting 6 Top lock ring
7 Fixing bolt 8 Spring washer
9 Tapped hole 10 Protective cap
Figure 2: Conical mounting
Figure 1: Conical element
2003.12.08 - Method 1
MAN Diesel & Turbo
Work Card 519-03.00
Edition 27
L23/30H, L27/38
8) Care must be taken, during levelling of the 13) Remove all the jacking bolts.
installation, to ensure that individual mountings 14) Position each completed steel shim.
are not overloaded. The variation in laden height
should not exceed 2 mm and should ideally be 15) Lower the generating set until it rests com-
less. The laden height can be measured pletely in itself.
between top and base casting at H, on two 16) Number each steel shim together with each
sides (see fig 1). conical element.
Adjustment of internal buffer

17) Turn the internal buffer clockwise (downwards)
until it makes contact with the steel shim or
foundation.
18) Turn the internal buffer anticlockwise (upwards)
until it obtains contact with the base casting.
This must be four full turns.

If Then
Difference exceeds 2 mm Level the conical element 19) Turn the internal buffer two full turns clockwise
by adjusting the jacking (downwards) and check with a feeler gauge
bolts - commencing with between the base casting of the conical ele-
the conical element with ment and the steel shim that the internal buffer
the largest deviation (2), see fig 1, does not touch the steel shim or
Difference does not exceed The height of the steel shim foundation.
2 mm can be measured 20) Lock the internal buffer by remounting the top
lock ring (6) and turn it to the nearest thread
hole - then secure with fixing bolt (7) and spring
The difference between the two sides of a conical washer (8), see fig 1.
mounting should not be more than 0.6 mm.
Mounting of conical elements on the
Measuring of steel shim
foundation
9) Measure the steel shim on several points to
21) Drill four mounting holes in the foundation for
obtain the highest possible accuracy during
each conical element, either
preparation.
⇨ Mark the positions of the mounting holes on
the foundation through the conical element
Fabricating steel shim
and the steel shim.
10) Make sure that the minimum height of the steel (Re)move the set completely so that the
shim is 40 mm to secure a future replacement markings can be reached by drilling with
of the conical element. conventional tools.
Drill the mounting holes in the steel shim according Place the set on its former position by align-
to the conical base casting dimensions. ing it with the drilled holes.
or
Mounting of the completed steel shim
⇨ Drill the mounting holes in the foundation by
11) Turn the internal buffer anticlockwise until it means of the drilling pattern from the instal-
contacts the base casting to secure the laden lation drawing.
height of each conical element. The drilling has to be done on beforehand
12) Lift the generating set with crane or hydraulic
jack.
2003.12.08 - Method 1
MAN Diesel & Turbo
519-03.00 Work Card
Edition 27
L23/30H, L27/38
and the set must be aligned with the foun-
dation holes before the work starts to avoid
further removal of the set.
22) Fix all the conical elements and the steel shims
to the foundation with four bolts per conical.
Note!
After completion of all works the buffer clearance
must be checked, see points 17, 18, 19 and 20.
2003.12.08 - Method 1
MAN Diesel & Turbo
Work Card 519-03.00
Edition 28
L23/30H, L27/38

Shut off fuel oil
Short Description

Allen key, 6 mm
Measuring tool
Related Procedure
(autolog)

mounting
51903 025 4/conical
Data mounting
2003.12.08 - Method 2
MAN Diesel & Turbo
519-03.00 Work Card
Edition 28
L23/30H, L27/38
3) Position the supporting steel shim as per fig 2
and locate the conical element by means of
dowel pins.
4) Position the three jacking bolts in the tapped
holes in the supporting steel shim as per fig 2.
of minimum 40 mm, see fig 2.
Mounting and adjustment instructions for 6) Lower the generating set until it rests com-
7) Check that all jacking bolts have full contact
with the foundation.
Make ready for adjustment of conical
8) Turn the internal buffer (2), see fig 1 to check
elements
that it can be moved freely.
If the conical elements have not been mounted by
the factory, they must be mounted on the prepared
brackets of the base frame. In case they have been
mounted by the factory, please start with item num-
ber 2.
the tapped holes on the top casting (5), see fig
1.
A supporting steel shim with a minimum height of
40 mm, to secure a future replacement of the coni-
cal element, complete with tapped holes for three
jacking bolts and mounting holes drilled according
to conical base casting dimensions, is required.
fig 1.

2003.12.08 - Method 2
MAN Diesel & Turbo
Work Card 519-03.00
Edition 28
L23/30H, L27/38
If all internal buffers Then Fabricating steel shim

Can move freely Let conical elements settle 11) Make sure that the minimum height of the steel
for 48 hours. shim is 10 mm.
Cannot be moved Turn the four jacking bolts Drill the mounting holes in the steel shim according
in the base casting clock- to the mounting holes in the conical base casting
wise or anticlockwise to and the mounting holes in the supporting steel
release the internal buffer. shim.
Adjustment of conical elements after 48 Mounting of the completed steel shim

hours settling 12) Lift the generating set 1 mm totally be means of
After the conical elements have been deflected the three jacking bolts.
under static load for 48 hours, the laden height (H1) 13) Position each completed steel shim.
14) Re-lower the generating set by means of the
three jacking bolts until it rests completely in
9) Care must be taken, during levelling of the itself.
installation, to ensure that individual mountings
are not overloaded. The variation in laden height
should not exceed 2 mm and should ideally be
Adjustment of internal buffer
less. The laden height can be measured 15) Turn the internal buffer clockwise (downwards)
between top and base casting at H, on two until it makes contact with the steel shim or
sides (see fig 1). foundation.
17) Turn the internal buffer two full turns clockwise

(downwards) and check with a feeler gauge
between the base casting of the conical ele-
ment and the steel shim that the internal buffer
(2), see fig 1, does not touch the steel shim or
If Then foundation.
Difference exceeds 2 mm Level the conical element 18) Lock the internal buffer by remounting the top
by adjusting the jacking lock ring (6) and turn it to the nearest thread
bolts - commencing with
the conical element with
the largest deviation washer (8), see fig 1.
Difference does not exceed The height of the steel shim

2 mm can be measured Mounting of conical elements on the
foundation
19) Remove the dowel pins.
The difference between the two sides of a conical
mounting should not be more than 0.6 mm. 20) Drill four mounting holes in the foundation for
each conical element, either
Measuring of steel shim ⇨ Mark the positions of the mounting holes on
the foundation through the conical element
10) Measure the steel shim on several points to and the steel shims.
obtain the highest possible accuracy during (Re)move the set completely so that the
preparation. markings can be reached by drilling with
2003.12.08 - Method 2
MAN Diesel & Turbo
519-03.00 Work Card
Edition 28
L23/30H, L27/38
conventional tools.
Place the set on its former position by align-
ing it with the drilled holes.
or
means of the drilling pattern from the instal-
lation drawing.
The drilling has to be done on beforehand
21) Fix all the conical elements and the supporting
steel shims/steel shims to the foundation with
four bolts per conical.
22) Weld the lowest steel shim of approx. 10 mm
height to the foundation.
Note!
After completion of all works, the buffer clearance
2003.12.08 - Method 2
MAN Diesel & Turbo
Work Card 519-03.00
Edition 29
L23/30H, L27/38

Shut off fuel oil
Short Description

Allen key, 6 mm
Measuring tool
Related Procedure
(autolog)

mounting
51903 025 4/conical
Data mounting
2003.12.08 - Method 3
MAN Diesel & Turbo
519-03.00 Work Card
Edition 29
L23/30H, L27/38
3) Position the supporting steel shim as per fig 2
and locate the conical element by means of four
hold-down bolts.
4) Position the three jacking bolts in the tapped
holes in the supporting steel shim as per fig 2.
of minimum 10 mm plus permitted thickness,
as specified from the chockfast supplier, see fig
Mounting and adjustment instructions for 2.
6) Lowed the generating set until it rests com-
Make ready for adjustment of conical 7) Check that all jacking bolts have full contact
elements with the foundation.
If the conical elements have not been mounted by 8) Turn the internal buffer (2), see fig 1, to check
the factory, they must be mounted on the prepared that it can be moved freely.
brackets on the base frame. In case they have been
mounted by the factory, please start with item num-
ber 2.
1) Fit the conical elements to the bracket of the
the tapped holes on the top casting (5) see fig
1.
A supporting steel shim with a minimum height of
40 mm, complete with tapped holes for three jack-
ing bolts, four mounting holes and four tapped
holes, drilled according to the conical base casting
dimension, is required see fig 2.
fig 1.

2003.12.08 - Method 3
MAN Diesel & Turbo
Work Card 519-03.00
Edition 29
L23/30H, L27/38
If all internal buffers Then Measuring of steel shim and chockfast

Can move freely Let conical elements settle 10) The steel shim should be at least 10 mm high.
for 48 hours.
Note!
Cannot be moved Turn the three jacking bolts
in the supporting steel shim Check the minimum permitted thickness of chock-
clockwise, or anticlockwise fast for the load and surface of this application with
and slacken the four hold- chockfast supplier.
down bolts to release the
internal buffer.
Fabricating steel shim
Adjustment of conical elements after 48 Make sure that the minimum height of the steel
hours settling shim is 10 mm.
After the conical elements have been deflected 11) Drill the mounting holes in the steel shim
under static load for 48 hours, the laden height (H1) according to the mounting holes in the conical
see fig 2, should be measured and compared to the base casting and in the supporting steel shim.
9) Care must be taken, during levelling of the Adjustment of internal buffer
installation, to ensure that individual mountings 12) Turn the internal buffer clockwise (downwards)
are not overloaded. The variation in laden height until it makes contact with the steel shim or
should not exceed 2 mm and should ideally be foundation.
less. The laden height can be measured
between top and base casting at H, on two
sides (see fig 1).
14) Turn the internal buffer two full turns clockwise

ment and the steel shim that the internal buffer
(2), see fig 1, does not touch the steel shim or
foundation.
15) Lock the internal buffer by remounting the top
If Then lock ring (6) and turn it to the nearest thread
Difference exceeds 2 mm Level the conical element washer (8), see fig 1.
by adjusting the jacking
bolts - commencing with
the conical element with Mounting of conical elements on the
the largest deviation. foundation
Difference does not exceed The height of the steel shim 16) Drill four mounting holes in the foundation for
2 mm and the chockfast can be
each conical element according to the support-
measured.
ing steel shim/steel shim, either
⇨ Mark the positions of the mounting holes on
The difference between the two sides of a conical the foundation through the conical element
mounting should not be more than 0.6 mm. and the steel shims.
(Re)move the set completely so that the
markings can be reached by drilling with
conventional tools.
2003.12.08 - Method 3
MAN Diesel & Turbo
519-03.00 Work Card
Edition 29
L23/30H, L27/38
Place the set on its former position by align-
ing it with the drilled holes.
or
means of the drilling pattern.
The drilling has to be done on beforehand
17) Make sure that the mounting bolts are isolated
from the chockfast.
Note!
After completion of all works, the buffer clearance
2003.12.08 - Method 3
MAN Diesel & Turbo
Working card 519-03.00

Page 1 (3) Fitting Instructions for Resilient Mounting of GenSets Edition 30
L23/30H
Stopped engine Plate No Item No Note

Shut-off cooling water
Shut-off fuel oil
Stopped lub. oil circulation
Description
Mounting and adjustment instruction for new

GenSets, and adjustment instruction for existing
plants.
Starting position Hand tools
The foundation should be welded and milled off Ring and open end spanner, 22 mm
on shim surfaces. Ring and open end spanner, 30 mm
Allen key, 6 mm
Measurement tool
Related procedure Hydraulic jack (if necessary)
Check of main bearings alignment

(autolog) 510-01.00
Man power Spare and wearing parts
Working hours : 2 Hours Plate No. Item No. Qty./

Capacity : 2 Men
51903 013 1/conical mount.
51903 025 4/conical mount.
Data

Data for torque moment (Page 500.40)
11.41 - ES0 - Rubber design

MAN Diesel & Turbo
519-03.00 Fitting Instructions for Resilient Mounting of GenSets

Description
Page 2 (3)
Edition 30
L23/30H
Mounting and Adjustment Instructions for 5) Lower the GenSet until it rests on the foundation,
New Generating Sets (Method 4) and adjust the positioning of the GenSet in lon-
gitudinal and cross direction to the foundation.
Make Ready for Adjustment of Conical Ele- Weld the lower 99 mm shim to the foundation.
ments
After the conical elements have been loaded
If the conical elements have not been mounted by under static load for 48 hours, lift the GenSet
the factory, they must be mounted on the prepared by means of the jacking bolts untill it is pos-
brackets on the base frame. In case they have sible to remove the upper 49 mm shim, adjust
been mounted by the factory, please start with item the jacking bolt untill the laden height (H1) fig
number 2. 2. See measurements from "Adjustment of
Conicals" from the "Acceptance Test Report".
base frame by means of four bolts screwed 6) Check that all jacking bolts have full contact
into the tapped holes on the top casting (5), with the foundation.
see fig 1. Tighten the bolts with 250 Nm.
7) Turn all the internal buffers (2), see fig 1, to
2) Remove fixing bolt (7), spring washer (8) and check that they can move freely.
fig 1. If all internal buffers Then
3) Position the four jacking bolts in the tapped Can move freely Let conical elements
holes (9) see fig 1, in the base casting (1). settle for 48 hours.
4) Fit the 49 mm shim and the 99 mm shim to Cannot be moved Turn the four jacking
the conical element by means of four bolts bolts in the base casting
screwed into the tapped holes on the lower 99 clockwise or anticlock-
mm. Position the jacking bolts with a through- wise to release the inter-
going thread of min 50 mm. nal buffer.
7 6
8 5
4
Bracket
H1
2
Top
Steel Shim
9 1
49 mm
Lower
Steel Shim
approx. 99 mm
Fig 1 Conical element Foundation
Fig 2 Conical mounting.

MAN Diesel & Turbo
Description 519-03.00
Page 3 (3) Fitting Instructions for Resilient Mounting of GenSets Edition 30
L23/30H
Adjustment of Conical Elements after 48 Mounting of the Completed Steel Shim

Hours Settling
11) Turn the internal buffer anticlockwise until it
After the conical elements have been deflected un- contacts the base casting to secure the laden
der static load for 48 hours, the laden height (H1) height of each conical element.
recommended laden height. 12) Lift the generating set with crane or hydraulic
jack.
8) Care must be taken, during levelling of the
installation, to ensure that individual mountings 13) Remove all the jacking bolts.
are not overloaded.The variation in laden height
should not exceed 2 mm and should ideally 14) Position each completed steel shim.
be less. The laden height can be measured
between top and base casting at H, on two 15) Lower the generating set until it rests completely
sides (see fig 1). in itself.
Example: 16) Number each steel shim together with each

H1 + H2 + H3 ----- HN conical element.
Average = Number of conical elements
17) Tighten the four bolts to the 99 mm shim.

If Then 18) Turn the internal buffer clockwise (downwards)
until it makes contact with the steel shim or
Difference exceeds Level the conical element foundation.
2 mm. by adjusting the jacking
bolts - commencing with 19) Turn the internal buffer anticlockwise (upwards)
the conical element with until it obtains contact with the base casting.
the largest deviation.
Difference does not ex- The height of the steel
ceed 2 mm shim can be measured. 20) Turn the internal buffer two full turns clockwise
The difference between the two sides of a conical ment and the steel shim that the internal buffer
mounting should not be more than 0.6 mm. (2), see fig 1, does not touch the steel shim or
foundation.
Measuring of Steel Shim 21) Lock the internal buffer by remounting the top
lock ring (6) and turn it to the nearest thread
9) Measure the distance between the foot plate hole - then secure with fixing bolt (7) and spring
of the conical and the foundation on several washer (8), see fig 1.
points to obtain the highest possible accuracy.
22) After completion of the work, autolog of the
crankshaft is to be taken.
Fabricating Steel Shim
Note! After completion of all works the buffer clear-
10) Machine the 49 mm steel shim according to ance must be checked, see points 17, 18, 19 and 20.
the measurements taken. Make sure that the
minimum height of the steel is more then 40
mm in order to ensure a future replacement
of the conical element.

MAN Diesel & Turbo
Work Card 519-03.05
Page 1 (2) Replacement of conicals
Edition 01
L23/30H

Shut off fuel oil
Short Description
Replacement of conicals.

Safety precautions. Ring and open end spanner, 22 mm
Hydraulic jack
Related Procedure
Fitting instructions for resilient
mounting.

Number : 2
Data
1996.01.15
MAN Diesel & Turbo
519-03.05 Work Card
Replacement of conicals Page 2 (2)
Edition 01
L23/30H
Replacement of conicals
Warning!
A One pair
Figure 1: The conicals must be pairs

1) Loosen all conicals in one side.
2) Mount a jack under the base frame, see fig 2.
3) Lift the GenSet until the steel shim can be
removed. This will give enough space for
removing damaged conical.
4) Mount the GenSet conical.
Note!
Conicals should only be replaced in pairs, see
fig 1 and plate 51903.
5) Lower the GenSet again.
6) Repeat items 1-5 for the other side.
7) Adjust the conicals, see Working Card 1 Steel shim 2 Foundation
519-03.00 "Fitting Instructions for Resilient 3 Deck 4 Jack
Mounting of GenSet.
Figure 2: Removal of conicals
1996.01.15
MAN Diesel & Turbo
Work Card 519-03.05
Page 1 (2) Replacement of conicals
Edition 05
L23/30H

Shut off fuel oil
Short Description
Replacement of conicals.

Safety precautions. Ring and open end spanner, 22 mm
Hydraulic jack
Related Procedure
Fitting instructions for resilient
mounting.

Number : 2
Data
2008.04.21
MAN Diesel & Turbo
519-03.05 Work Card
Replacement of conicals Page 2 (2)
Edition 05
L23/30H
Replacement of conicals
Warning!
A One pair
Figure 1: The conicals must be pairs

1) Loosen all conicals in one side.
2) Mount a jack under the base frame, see fig 2.
3) Lift the GenSet until the steel shim can be
removed. This will give enough space for
removing damaged conical.
4) Mount the GenSet conical.
Note!
Conicals should only be replaced in pairs, see
fig 1 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 1 Steel shim 2 Foundation
Mounting of GenSet.
3 Deck 4 Jack
Figure 2: Removal of conicals
2008.04.21
MAN Diesel & Turbo
Work Card 519-03.10
Page 1 (2) Maintenance of conicals
Edition 01
L23/30H

Shut off fuel oil
Short Description
Control and adjustment of conicals.

Ring and open end spanner
Hexagon socket key 6 mm
Related Procedure
Check of crankshaft deflection
(Autolog)

Number : 1
Data
1996.07.01
MAN Diesel & Turbo
519-03.10 Work Card
Maintenance of conicals Page 2 (2)
Edition 01
L23/30H
Visual check
What to check
Warning!
1) Check for oil deposits on the rubber element.

2) Check for loose mounting bolts.
3) Check for damage in the rubber element.
Result of visual check
If Then
1 Foundation 2 Steel shim
everything is OK continue to next conical
oil deposits on rubber ele- clean rubber element
ment are observed 5 Rubber element 6 Top casting
loose mounting bolts fasten mounting bolts 7 Top locking ring 8 Spring washer
9 Fixing bolt 10 Protective cap
damage to conicals is replace conical according to
observed Working card 519-03.05
Figure 1: Conical
Clearance check Adjustment of conicals

What to check 5) Remove protective cap (No 10).
4) Check clearance on all conicals between steel 6) Remove fixing bolt (No 9) and top locking ring
shim and internal buffer through the slot in the (No 7).
base casting of the conical (see fig 1) with a
7) Turn buffer clockwise until it makes contact with
feeler gauge of approx. 2 mm.
the steel shim (No 2).
Result of clearance check
8) Turn buffer anti-clockwise until it makes contact
If Then with the conical base casting (No 3). This must
be four full rotations.
everything is OK check is completed
9) Turn buffer two full rotations clockwise. This will
everything is not OK adjust conicals which do not ensure full vertical movement for the buffer.
comply with the clearance
demands acc. to item 2-3. 10) Check all conicals again.
Recheck all conicals acc. to 11) Replace top locking ring, fixing bolt and protec-
item 2.1.
tive cap etc.
everything is still not OK replace conicals acc. to
Working card 519-03.05
1996.07.01
MAN Diesel & Turbo
Work Card 519-03.10
Edition 05
L23/30H

Shut off fuel oil
Short Description
Control and adjustment of conicals.

Ring and open end spanner
Hexagon socket screw 12 mm
Related Procedure
Check of crankshaft deflection
(Autolog)

Number : 1
Data
2008.04.21
MAN Diesel & Turbo
519-03.10 Work Card
Maintenance of conicals Page 2 (3)
Edition 05
L23/30H
Visual check Periodical inspection

Maintenance of the rubber element should be done
in accordance with DIN 7716, to achieve the best Visual inspection
possible lifetime of the rubber element.
1) Inspect the rubber part visually for oil contami-
Under normal working conditions and professional nation, ozon cracking, swelling and mechanical
lay-out of the mounting system a lifetime expect- damages.
ancy of 8 to 12 years of the rubber element is realis-
2) Check if the installation is free to move on the
tic. The actual lifetime is influenced by (dynamic)
mounts. No obstructions should be traceable
load and environment.
between the mounts foundation and the sus-
The functional lifetime of the rubber element is pended machinery.
determined by the vibration behaviour of the sup-
ported mass for which the ISO 10816-6 section 6A/ Note!
B gives a good guidance. The maximum working The rubber element should be replaced either
deflection due to nominal load, creep and thermal when the rubber element is swollen due to con-
loads that the mount would accept is stated in the tamination or cracks and tears in the surface. In
tables below for each individual type and com- case of replacement of the rubber element, atten-
pound. The mentioned values are to be measured tion is made to the identification number and plate
at 20° C rubber temperature. on the mount. When ordering spare parts allways
T90 45 51.5 ±0.75 mm 23.0 mm 28.5 mm mention the stamped numbers and type designa-
tion, to allow us to supply an identical product.
T90 50 51.5 ±0.75 mm 21.0 mm 30.5 mm
T90 55 51.5 ±0.75 mm 19.0 mm 32.5 mm
Deflection inspection
T90 60 51.5 ±0.75 mm 18.0 mm 33.5 mm
The resilient mounts are subjected to a constant
T90 65 51.5 ±0.75 mm 17.0 mm 34.5 mm load and present a deflection determed by the
amount of elastic deformation and permanent
The environmental influences on the lifetime can be
deformation in time (creep). This deformation is
minimised by periodical visual inspection of the rub-
influenced be environmental conditions as tempera-
ber part for oil contamination and damages. Any oil
ture, static and dynamic load, etc. For this reason
contamination should be cleaned with conventional
periodical inspections are necessary to be regis-
mild household cleaning agents.
tered in the enclosed form (Annex 1), in order to
Cleaning of the rubber element should be done in
evaluate the deflection of the rubber element.
accordance with 7716, to achieve the best possible
lifetime of the rubber element. 1) Check the dimensions TB1/2 in unloaded
mount condition.
Under no circumstance the rubber element can be
cleaned with solvent cleaning agents, if the direct 2) Check the dimensions TB1/2 in loaded mount
environment of the rubber element is cleaned with condition, directly after loading the mounts.
these aggresive solvents, the rubber element must 3) Check the dimensions TB1/2 in loaded mount
be cleaned afterwards with the above mentioned condition 7-10 days after installation of the
cleaning agent. mounts under the suspended machinery.
Rubbersurface temperature of the mounts must be 4) Check the dimensions TB1/2 in loaded mount
within +70° C / -20° C. condition after first seatrial.
2008.04.21
MAN Diesel & Turbo
Work Card 519-03.10
Edition 05
L23/30H
5) Check the dimensions TB1/2 in loaded condi- 6) Fit pos no (9) to the mount, we advice to use
tion periodically together with the clearance of water resistant grease to the contact faces.
the internal limiter. This should be integrated in 7) Insert the foundation bolts though the 4 holes in
the normal maintenance schedules of the sus- the base casting and foundation, use bolt mate-
pended machinery. Re-adjustment of the clear- rial quality 8.8 or higher, tightening torques as
ance according to the installation instructions. per below table.
Note! Tightening torque
The resilient mount has to be replaced if the T90 M20-8.8, 400 Nm
values measured at TB1/2 are out of the limits
as set in the maintenance instructions. In case Note!
of replacement of the rubber element, atten-
tion is made to the identification number and The rubber element must not be painted, if painted
plate on the mount. When ordering spare is carried out on the supported machinery, the rub-
parts allways mention the stamped numbers ber element must be shielded from the paint.
and type designation, to allow us to supply an
identical product.
Clearance check
1) Now the central buffer clearance can be set. Fit
the 12 mm hexagon socket screw to screw pos
no (8) and turn it up (anticlockwise) until the
greater torque, max. torque = 50 Nm, is felt.
From the position the central buffer assembly
must be turned down (clockwise) 2 revolutions.
It is adviced to mark the position of screw pos
no (8) relative to top casting pos no (2) prior to
turning it down.
2) Check if the bolt ends pos no (6) do not pro-
tude from lock ring pos no (7), correct if neces-
sary.
3) Fit lock ring pos no (7) to screw pos no (8) and
turn it clockwise until it is in conntact with top
casting pos no (2). 1 Base casting 2 top casting
4) Correct the position of screw pos no (8) if nec- 3 Element 4 Central buffer
essary,
5 Rubber bushing 6 Cylinder head bolt
5) Tighten the bolts pos no (6) in 2 steps:
7 Lock ring 8 Hex. socket set screw
▪ at first handtight starting at a bolt, the next bolt 9 Cap
to tighten is the direct opposite one, then the
third bolts is found in clockwise direction from Figure 1: Conical
the last, repeating the same sequence until all
bolts are handtight.
▪ Then tighten the bolts in the same sequence
with a torque prescribed in the below table.
Tightening torque
T90 M8-8.8, 24 Nm
2008.04.21
MAN Diesel
Plate
Page 1 (2) Flexible External Connections 51902-01H
L23/30H
Item
Figure Designation Connection
No
Waste oil, outlet A3 018
Nozzle cooling oil, inlet A7 031
Nozzle cooling oil, outlet A8 043
Lubricating oil from separator, C3 055

inlet
Lubricating oil to separator, C4 067

outlet
Back flush from full-flow filter, C9 079

inlet
Lub. oil from by pass filter, C11 080

inlet
Lub. oil to by pass filter, outlet C12 092
Lub. oil overflow C15 102
Lub. oil supply, inlet C16 114
Venting to expansion tank F3 126
HT fresh water from preheater, F5 138

inlet
HT fresh water to preheater, F6 151

outlet
Fresh water for filling/draining F7 163
Inlet from expansion tank F15 175
Compressed air, inlet K1 187
Control air, inlet K2 199
Fuel oil, inlet A1 209
Fuel oil, outlet A2 210
96.03 - ES0S-G
MAN Diesel
Plate
51902-01H Flexible External Connections Page 2 (2)
L23/30H
Item
Figure Designation Connection
No
Oil vapour discharge, outlet C13 222
Lubricating oil from full-flow C7 234

filter, inlet
Lubricating oil to full-flow filter, C8 246

outlet
HT fresh water, inlet F1 258
HT fresh water, outlet F2 271
LT fresh water/raw water, G1 283

inlet
LT fresh water/raw water, G2 295

outlet
Seawater, Inlet G3 305
Seawater, outlet G4 317
96.03 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Conical Element 51903-01H
L23/30H
08028-0D/H5250/94.08.12
Note! When ordering be aware that conical elements Bemærk! Ved bestilling af conicals elementer
always should be replaced in pairs. State manufac- skal
turing No of existing conical elements. conicals elementer altid udskiftes parvis. Opgiv fabri-
kationsnr. på eksisterende conicals elementer.
96.03 - EO0S-G
MAN Diesel
Plate
51903-01H Conical Element Page 2 (2)
L23/30H
Item Item
No Qty Designation Benævnelse No Qty Designation Benævnelse
013 4/M Screw Skrue
025 4/M Washer Skive
037 1/M Conical element Konisk understøtning
049 4/M Adjusting screw Justerskrue
050 1/M Protecting cap Beskyttelseskapsel
062 1/M Fixing ring Fiksering ring
08028-0D/H5250/94.08.12
Qty/M = Qty/Conical mounting. Antal/M = Antal/Conical montering.
96.03 - EO0S-G
MAN Diesel
Plate
Page 1 (2) Conical Element 51903-06H
General
VULKAN-DMR R
VULKAN
[email protected]
TYPE:
ID.NUMBER:
MANUF.DATE:
08028-0D/H5250/94.08.12
Note! When ordering be aware that conical elements Bemærk! Ved bestilling af conicals elementer skal
always should be replaced in pairs. State manufac- conicals elementer altid udskiftes parvis. Opgiv fabri-
turing No of existing conical elements. kationsnr. på eksisterende conicals elementer.
07.10 - EO0
MAN Diesel
Plate
51903-06H Conical Element Page 2 (2)
General
Item Item
013 4/M Screw Skrue
025 4/M Washer Skive
037 1/M Conical element Konisk understøtning
049 4/M Adjusting screw Justerskrue
050 1/M Protecting cap Beskyttelseskapsel
062 1/M Fixing ring Fiksering ring
08028-0D/H5250/94.08.12
Qty/M = Qty/Conical mounting. Antal/M = Antal/Conical montering.
07.10 - EO0
Tools
520/620
MAN Diesel & Turbo
Description 520.01
Page 1 (1) Introduction to spare part plates for tools
Edition 01
L23/30H, V28/32S
Description
The contents of these spare part plates with tools
are a summary of STANDARD TOOLS for normal
maintenance and EXTRA TOOLS for reconditioning,
which can be supplied by MAN Diesel & Turbo.
Thus, the list comprises the total extent of tools
available for this engine type.
For each specific plant the amount of tools deliv-
ered depends of the contractual specifications.
The tools listed are assembled in sections corres-
ponding to the chapters of the instruction book.
However, some tools such as torque spanners,
hydraulic tools etc. may also have other applica-
tions. Information about the exact use of the tools
appears from the relevant sections in the instruction
book.
Note: The table on the spare part plates is marked
with an S or an E. An S means that the tools are
supplied when ordering Standard tools and an E
means that the tools are supplied when ordering
Extra tools, i.e. Tools for Reconditioning (extra tools
are not standard delivery)
1996.01.15 - ES0
MAN Diesel & Turbo
Work Card 520-01.05
Page 1 (6) Function of the Hydraulic Tools
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Safety hints and function of hydraulic tools.

Application of hydraulic tools 520-01.06
Related Procedure

Number : -
Data
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Function of the Hydraulic Tools Page 2 (6)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38
Function of the Bolt Tensioning Device 10) During the pressurization when tensioning or
loosening the bolt connection, always watch the
In order to achieve an optimal result with one or admissible stroke of the device. Exceeding this
several devices, some rules have to be considered. stroke is connected with insufficient generating
We expressly point out that a conscientious han- of tensioning force because the device is ten-
dling of the device as well as the accessories is of sioned in itselve or the hydraulic pressure is
highest importance. To ignore these rules or sepa- bleeded automaticly.
rate hints means danger to life or danger of injuries!
See Safety Hints. 11) On principle, when connecting high-pressure
hoses it has to be taken care that the connec-
tions are correct (see also separate hints).
Safety Hints
12) The hydraulic hoses have to be installed in a
Beside regarding the general accident-prevention way that they are not run over by vehicles or
rules, the safe handling of the device and the unnecessarily walked over by people. Never lay
hydraulic accessories demand especially the con- hoses across sharp objects (danger of cuts)
sideration of the following hints. When disregarding and never bend or jam them in.
even single items, you can cause danger to life and/
or danger of injuries! 13) Never hold or transport the device by using the
high-pressure hoses.
1) When leakages occur during the pressurization,
bleed pressure immediately and seal the leak- 14) An incorrect working manometer that doesn´t
age or replace defect parts. show the right pressure leads to overstressing
of the parts and to an incorrect bolt connection.
2) In case of repair, use exclusively original spare Apart from damaged parts an incorrect bolt
parts. Inexpert substitution of damaged parts by connection can also cause conditions that are
non-original spare parts is prohibited. danger to life. Therefore take care that the man-
3) All assembly parts are to be handled in corre- ometer shows the right value or the tensioning
spondence to the working cards only. A change force is checked in an other way (for example
in the procedure or another operation of the by using a master manometer). Tensioning
device is not allowed. forces can be checked for example by measur-
4) Make sure that the components to be ten- ing the linear deformation. Damaged manome-
sioned do not exceed the admissible strain. ters have to be exchanged immediately.
5) In order to use the device, the thread has to be

sufficiently exceeding in order to avoid that the Working Hints
turn of a thread cracks, see item 4. In order to achieve a bolt connection of high preci-
6) During the pressurization the people involved sion, it is vital to consider the following working
have to remain in an appropriate distance. Stay- hints:
ing in direction towards the bolt axis is forbid- ▪ Prior to setting the device, clean all threads and
den. remove possible damages in order to avoide a
7) Tensioning pressures or tensioning forces are to “freeze on”.
be given or changed by authorized personnel ▪ The base plate for the device must be plain and
only while considering the admissible compo- free of dirt. Further check the squareness
nent loads, see item 4. towards the bolt axis in order to avoid that the
8) The operation and handling of the device are to bolt has a bending stress during the pressuriza-
be carried out by expert staff only. tion (tensioning).
9) The given max. operation pressure is not to be ▪ The stroke of the device may not at any point
exceeded in any case and is to be watched at be exceeded.
the manometer of the pressure generator during ▪ For transporting the device it is necessary to
the complete tensioning or loosening proce- uncouple all high-pressure hoses.
dure. When having achieved the given pressure, ▪ After each pressurization, bring the device back
stop the pressurization immediately. to zero, see also Piston Return Stroke.
1999.10.18. - ES0
MAN Diesel & Turbo
Work Card 520-01.05
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

▪ For oiling the parts, use exclusively hydraulic oil.
Turnable Connection Unit ▪ For replacements, use exclusively new seals.
In order to simplify the connection of the hydraulic
hose, a turnable connection unit is mounted on Coupling of the High-Pressure Hoses
some devices. ▪ Only couple when the hydraulic system is in a
The turnable connection unit consists of the follow- pressureless condition.
ing components:
▪ To produce a high-pressure connection, put
▪ bolt nipple one coupling and one nipple into each other
▪ disc while the coupling socket is pulled back. When
▪ seal letting the coupling socket go, there is a form fit
barring the connection.
▪ securing ring
▪ By drawing the hose with a manual force of
Furthermore, an entry guide is available or con- about 100 N make sure that the connection is
tained in the scope of supply, see fig.1. correctly barred.
▪ For decoupling the high-pressure hose in a
pressureless condition, first pull back the cou-
pling socket and then take off the hose.
Figure 2: Coupling of the high-pressure hoses.
Hoses with fast-lock coupling sockets avoid, also

when uncoupled, that oil runs out. When the hoses
get heated, there can be an inside pressure in the
uncoupled condition making a coupling impossible.
By loosening one screw connection (see fig. 2) the
pressure can be bleeded
Figure 1: Turnable connection unit ▪ To avoid a contamination use protecting caps
for the sockets.
Exchange of the Seals Tensioning Procedure

Should leakages show up at the connection unit, it Prior to the tensioning procedure make sure that
might be necessary to exchange the seals. the components to be tensioned are correctly posi-
For doing so, loosen the securing ring and take the tioned towards each other. Then screw the device
disc off the bolt nipple. Having removed the seals, onto the bolt.
clean the components with fluff-free cleaning mate- First put the support sleeve on the bolt and align it
rial. You can also apply compressed air. Having centrically to the bolt axis. When screwing on the
checked the components for damages and oiled device take care that the support sleeve at the cyl-
them slightly, apply new seals by help of the entry inder is correctly centered (consider centering
guide and reassemble the turnable connection unit. shoulder).
Hint:
▪ For the cleaning, never use aggressive cleaning
liquids.
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Screw the device until the support sleeve or the During the pressurization, a slight turn-back
support cylinder fits exactly to the flange. The piston momentum is applied to the main nut with the
of the device must be at its zero position. Further- adjusting rod. At the moment, when the main nut
more, take care that the hydraulic connector and can be loosened, interrupt the pressurization.
the window for the adjusting rod is well accessible. Should it not be possible to loosen the main nut
If necessary, turn back the device, but make sure when achieving the original tensioning pressure,
that the max. admissible stroke of the device is not interrupt the pressurization immediately. Find the
exceeded. Beside that, it has to be ensured that the cause with expert staff.
cylinder and the support sleeve remain centrically Having achieved the loosening pressure, turn back
towards each other (consider centering shoulder). the main nut by the value that the bolt and the com-
Having made all hydraulic connections correctly, ponents spring back during the loosening proce-
see fig. 2, start the pressurization for the tensioning dure. The slit measure, however, must be lower
procedure. If the necessary pressure is achieved than the slit measure adjusted at the device before,
stop pressurization. The inducted force causes the see also hint b.
bolt to extend or an edging of the components to The main nut may never be turned back until it fits
be tensioned so that the main nut is lifted from the to the piston or the cylinder since then the device
flange. Screw it back to the flange, see fig. 3. can be tensioned in itself.
Check by help of a feeler gauge leaf whether the Having turned back the main nut, the pressure can
main nut really fits tight to the flange. After that, be bled. The bolt connection is loosened. Before
bleed hydraulic pressure. Now the connection is unscrewing the device, bring the piston back to its
tensioned. zero position, see fig. 4. After that, the hydraulic
Having brought the piston to its zero position, see hoses can be decoupled. In order to prevent impur-
fig. 4, the hydraulic hoses can be decoupled. In ities, it is advisable to close coupling sockets and
order to prevent impurities, it is advisable to close coupling nipples at once by protecting caps. The
coupling sockets and coupling nipples at once by device can be unscrewed from the bolt.
protecting caps. The device can be unscrewed ▪ Make sure that no operational forces (e.g. inner
from the bolt. pressure) affect the components to be loosened
▪ Always consider the safety and working hints! since only part of the bolts take over these
forces and thus the bolts, which are not yet
Loosening Procedure loosened, might be overburdened.
▪ The pressure when the main nut can be loos-
In order to loosen an existing bolt connection,
ened may never exceed the tensioning pressure
screw the device onto the bolt. First put the support
by help of which the connection was tensioned!
sleeve on the bolt and align it centrically to the bolt
Should it not be possible to loosen the main nut
axis. When screwing on the device take care that
when reaching the original tensioning pressure
the support sleeve at the cylinder is correctly cen-
interrupt the pressurization immediately. Find
tered (consider centering shoulder).
the cause with expert staff.
The piston of the device must be at its zero posi-
▪ Always consider the safety and working hints!
tion. Having screwed the device down until the sup-
port sleeve or the support cylinder fits tight to the Hint:
flange, turn back the device by at least the value (slit 1. Should it be impossible to unscrew the device
measure) which the bolt and the components after the depressurization, it has been turned
spring back elastically during the loosening proce- back by a too low measure prior to the pressur-
dure. ization. Pressurize again until the original ten-
Hint: sioning pressure is reached, turn the main nut
The adjusted slit measure may never exceed the and bleed the pressure again (tensioning proce-
admissible stroke of the device! Furthermore, take dure). Now you can turn back the device fur-
care that the window for the adjusting rod are well ther. (Attention: consider the admissible stroke
accessible. of the device!) Now repeat the loosening proce-
Having made all hydraulic connections correctly, dure explained above.
see fig. 2, start the pressurization.
1999.10.18. - ES0
MAN Diesel & Turbo
Work Card 520-01.05
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

2. Should it be impossible to loosen the main nut In order to enable the oil to flow back to the tank of
after the depressurization, it has been turned the pressure generator, the corresponding hydraulic
back by a too low measure prior to the pressur- connections must be done.
ization. Pressurize again and turn the main nut The piston return stroke is done by a screw-down
further back. Bleed the pressure again. at the bolt itself before the device is taken off.
Hint: Hint:
Never screw the main nut back until it fits to the pis- When using fast lock coupling elements, the oil’s
ton since the device can be tensioned in itself. running out and thus a piston return stroke in an
uncoupled condition is impossible!
Adjustment and Turn Back of the Main Nut During the piston return stroke, considerable back-
During the pressurization of the device, the bolt is pressures can occur in the piston area of the device
being extended by the tensioning force and the since quite large quantities of oil have to flow back
components are being edged. The result is that the through the small cross sections of the high-pres-
main nut does no longer fit to the flange. sure connections.
Having achieved the necessary pressure, adjust the In order not to unnecessarily increase the force for
main nut - when tensioning - until it fits to the flange the piston return stroke turn the piston slowly. On
again before bleeding the pressure, see Tensioning principle the piston of the device has to be pushed
Procedure. When loosening the bolts, turn back the back until it fits to the cylinder again.
main nut after the pressurization according to the
bolt and component deformations, (see Loosening
Procedure.
Hint:
During the loosening procedure, never turn back
the main nut until it fits to the piston or the cylinder
since the main nut sticks after the depressurization.
The main nut is equipped with several radial bores
where the adjusting rod can be put in. The main nut
is accessible through the window in the support
sleeve.
Figure 4: Piston return stroke
Exchange of the Seals

Should leakages occur at the piston of the device,
an exchange of the seals might be necessary.
Drive out the piston by carefully beating with a ham-
mer while using a plastic spacer in order to protect
the device from unnecessary damages. After
removing the hydraulic connector, you can also
carefully lead compressed air into the piston area.
Figure 3: Adjustment and turn back of the main nut. Attention:
Sudden input of compressed air can lead to the pis-
ton’s uncontrolled outlet.
After removal of the piston, the seals and the
Piston Return Stroke backup rings can be removed from the piston and
After each pressurization it must be ensured that the cylinder.
the piston of the device is brought back to its zero Carefully clean the components with fluff-free mate-
position. On principle, it has to be considered that rial and check them for damages. If necessary, use
hydraulic oil is being displaced from the piston area. compressed air for the cleaning, but never aggres-
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

sive cleaning liquids. After that, slightly oil these – Prior to the device’s operation, repair possi-
components with hydraulic oil and assemble new ble damages and clean the device.
backup rings as well as new seals to the piston and – Check the components of the device and
the cylinder according to the drawing. its accessories for completion.
– The operating manual has to be read by all
users.
Figure 5: Exchange of the seals
As shown in the picture, first assemble the backup

ring, then put the seal onto the backup ring. Piston
and cylinder can now be assembled again by put-
ting the components together. By slightly hammer-
ing on the piston (with plastic spacer), it can be
driven in until it fits tightly to the cylinder (piston in its
zero position). It is essential that the piston does not
tilt during being driven in since this might damage
the seals as well as the components. When assem-
bling the piston it has to be taken care that the air
can come out of the piston area.
Maintenance and Storage

Regular maintenance of the device is not neces-
sary, but you should consider the following points:
▪ Storage
– After each operation, repair possible dam-
ages and clean the device in order for it to
be ready for the next operation immediately.
In order to avoid a corrosion it is advisable
to oil the device and especially its thread. All
coupling nipples, coupling sockets and also
loosened screw connections are to be
closed by protecting caps.
– In addition, check the components of the
device and its accessories for completion.
Keep the device in the tool box also offering
protection from mechanical damages.
The temperature must be between -20 C
and +70 C in order to exclude a damage of
the seals.
▪ Start-up of the device
1999.10.18. - ES0
MAN Diesel & Turbo
Work Card 520-01.06
Page 1 (2) Application of hydraulic tools
Edition 03
L23/30H

Shut-off starting air - - See page 2
Shut off fuel oil
Short Description
Application of hydraulic tools for connecting rod

Function of hydraulic tools 520-01.05
Related Procedure

Number : -
Data
2000.05.15 - ES0
MAN Diesel & Turbo
520-01.06 Work Card
Application of hydraulic tools Page 2 (2)
Edition 03
L23/30H
Description
This working card gives the information for applica-
tion of hydraulic tools, to be used in connection with
Figure 1: Connecting rod
2000.05.15 - ES0
MAN Diesel & Turbo
Work Card 520-01.06
Page 1 (2) Application of hydraulic tools
Edition 04
L23/30H

Shut-off starting air - - See page 2
Shut off fuel oil
Short Description
Application of hydraulic tools for cylinder head and
main bearing

Function of hydraulic tools 520-01.05
Related Procedure

Number : -
Data
2000.05.15 - ES0
MAN Diesel & Turbo
520-01.06 Work Card
Application of hydraulic tools Page 2 (2)
Edition 04
L23/30H
Description
This working card gives the information for applica-
tion of hydraulic tools, to be used in connection with
Please note: The numbers refer to the plate items in section 520.
Figure 1: Hydraulic tools
2000.05.15 - ES0
MAN Diesel & Turbo
Work Card 520-01.07
Page 1 (4) Hand Lever Pump
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Application of hydraulic tools.
Related Procedure

Number : -
Data
2008.08.25. -ES0
MAN Diesel & Turbo
520-01.07 Work Card
Hand Lever Pump Page 2 (4)
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38
Description Turn the carrying handle with counter-clockwise

rotation out of his fixing. Then turn it into the hand
Warning: lever of the pump against the stopping face.
The hand lever pump is not equipped with a pres-
sure relief valve. Attention:
Never use the pump without a mounted manome- If the carrying handle is not srewed-in into the hand
ter. Always pay attention to the given pressure of lever, it can cause injuries while using the pump.
the connected pressure consumers. Do never Open the oil filler cap and check the oil level. If nec-
exceed this pressure or the max. pressure of the cessary, fill up the tank with hydraulic oil according
hand lever pump. to IS0 VG 32. Never overfill the tank. Close the oil
Important: filler cap.
Except for hydraulic oil, never use different liquids Open the tank breather with the square wrench
such as petrol, water, diesel oil, alcohol or brake liq- (included in the scope of supply) by about one turn.
uid, since these can lead to damages or even to Now loosen the breather screw at the pump on the
destruction of the pump and/or the parts connected left side on the pump housing with an allen key SW
with it. Choose a place of assembling and operation 2,5 by about one turn. Close the depressurization
where the pump can always stand safe and firm on valve tightly. Seal the nipple on the pump with a
a horizontal plain. There should always be sufficient hose and pump at the hand lever until oil flows out
space for operating the pump. of the breather screw bladder-free. Only then are
Never handle the pump lever with oiled hands and you allowed to close the breather screw. The pump
never use hand lever extensions. Never expose the is now vented and ready for operation.
pump to great heat, fire or extreme coldness, since After each operation and for the transport, close the
this leads to damages or even destruction. Protect tank breather in order to avoid the hydraulic oil’s
the pump from falling objects and avoid hard blows running out.
or pushes.
Attention - Danger to life Pressurization
Check the manometer of the pump for the needed
▪ Open the tank breather with the square wrench
hydraulic pressure, given by an authorized person,
approx. one turn.
not to be exceeded. Make sure that the pressure
you want to generate is also admissible for all con- Remark:
nection parts. The pump is only to be operated with open tank
breather.
All pressure connections and connecting elements
have to be clean and undamaged. High-pressure ▪ Close the depressurization valve at the pump
connections from the pump to the tools have to be when turning clockwise by handoperation.
established correctly prior to any pressurization. Remark:
Disregard leads to danger to life. Please see work- The depressurization valve is designed for manual
ing card 520-01.06. operation. The use of any tools at the depressuriza-
Attention - Danger on injuries tion valve could cause damages of the valve or the
Loads being lifted by the pump may never be held valve seat.
by the pump valves alone. Use additional non- ▪ Pump at the hand lever until the wanted pres-
return valves or safety relief valves and secure the sure is achieved. Check the pressurization at
load by sufficient support against falling. the manometer and take care of possible leak-
ages.
Initial Start-up and Venting Remark:
In general and venting The pump works with two stages. The change from
the first stage to the second stage happens auto-
Please make sure that all parts of the pump, espe-
matical at a system pressure of about 30 bar.
cially the manometer and the pressure port, are in a
perfect condition. Defect parts are to be exchanged
against new ones immediately.
2008.08.25. -ES0
MAN Diesel & Turbo
Work Card 520-01.07
Page 3 (4) Hand Lever Pump
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Attention: Analysis and Correction of Malfunction
The pump is not equipped with an internal pressure
relief valve. The use of a manometer and the control Correction of malfunctions
of the system pressure during pressurization is In case of malfunctions at the pump, the following
indispensable. points are to help you with the analysis of the prob-
lem and correcting it yourself.
Attention: For this, uncouple or unscrew all consumer and
Do not stand directly over the moving line of the high-pressure hoses from the pump.
pump lever. Under arising circumstances the lever
can “hit back”. To avoid accidents stand sideways Malfunction Correction
the pump. No pressurization 1. Check the oil level and, if
Attention - High-pressure hydraulic necessary, fill it up as descri-
On principle, tihen leakages occur during the pres- bed in chapter maintenance
surization, immediately release the hydraulic pres- and storage.
sure and seal the leakage or renew defect parts. 2. Close depressurization
valve.
Depressurization 3. Visual inspection whether
there are leakages. If so, seal
▪ Open the depressurization valve slowly by a them.
turn to the left.
4. Vent the pump as descri-
▪ Make sure that the hydraulic pressure at the bed in chapter initial start-up
manometer has been completely released. and venting.
Consider the returning time of the hydraulic oil.
Insufficient pressurization 1. Check the oil level and, if
(prior to any corrections, necessary, fill it up, as
Adjustment of change-over pressure from
open de-pressurization valve described in chapter main-
stage 1 to stage 2 and release hydraulic pres- teance and storage.
sure completely) 2. Close depressurization
In exeptional case, it can be useful to adjust the
change-over pressure from stage 1 to stage 2 (fac- valve.
tory adjusted at approx. 30 bar). 3. Visual inspection whether
ther are leakages. If so, seal
Below of the pressure relief valve is an adjusting
them.
screw with inner hexagon (wrench size 10 mm).
Turning out counter-clockwisely the adjusting screw 4. Vent the pump as descri-
minimizes the change-over pressure, turning in bed in chapter initial start-up
clockwise maximizes the change-over pressure. and venting.
Attention: Pressure drop 1. Visual inspection whether

Inside of the adjusting screw is another grub screw (prior to any corrections, there are leakages. If so, seal
with inner hexagon (wrench size 4 mm) to limit the open de-pressurization valve them.
stroke of the change-over piston inside of the pump and release hydraulic pres- 2. Close depressurization
block. It is absolutely necessary, to screw out the sure completely) valve.
grub screw approx. 2 times before turning the If the problem cannot be solved, please contact MAN Die-
adjusting screw! sel & Turbo
The regulation of the adjusting screw follows gradu-
ally in approx. 10° - steps. After everv adjusting
step the grub screw is to screw in until it fits closely Pressure Port
and approx. a l/4 turn to loosen. The pressure port of the pump is produced accord-
Check by carefully pumping if the change-over ing to our customers’ wishes. In addition, there is a
pressure wanted has been reached. If necessary, variety of possibilities to connect the pump with one
repeat the procedure as described above. or more pressure consumers.
2008.08.25. -ES0
MAN Diesel & Turbo
520-01.07 Work Card
Hand Lever Pump Page 4 (4)
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Attention - Danger to life
Prior to the pump’ s start-up please make sure that,
no matter which pressure port you chose, all con-
nection elements are in a perfect condition. Con-
vince yourself of the fact that these are correctly
connected and suitable for the necessary pressure.
Attention - High-pressure hydraulic
On principle, when leakages occur during the pres-
surization, immediately release the hydraulic pres-
sure and seal the leakane or renew defect parts.
Maintenance and Storage

The pump should be lubricated frequently at the
movable parts. Protect it from contamination
because dirt in the oil or in the pressure port can
lead to the pump’ s failure. A dry storage avoids the
steel parts’ getting rusty.
The storage and transport of the pump should
always be done in a horizontal position. Thus, you
avoid a possibly necessary venting of the pump
during its start-up.
For checking the oil level, please open the depres-
surization valve and let the oil completely flow back
into the tank. Open the oil filler cap and fill up
hydraulic oil according to IS0 VG 32, if neccessary.
Do not overcharge the tank. Close the oil filler cap.
The use of the pump in a dirty area requires a regu-
lar oil change. Fill the pump with clean hydraulic oil
and lubricate all moving parts (hinges) regulary.
2008.08.25. -ES0
MAN Diesel & Turbo
Work Card 520-01.10
Page 1 (2) Maintenance of hydraulic tools
Edition 01
L23/30H

Shut off fuel oil
Short Description
Maintenance of hydraulic tools and pressure test-
ing of hoses

Allen key, 6 mm
Clean lube oil
Related Procedure

Number : 1 52021 430
52021 422
52021 299
Data 52021 309
1996.01.15 - ES0
MAN Diesel & Turbo
520-01.10 Work Card
Maintenance of hydraulic tools Page 2 (2)
Edition 01
L23/30H
Description
1) The hydraulic jacks require no maintenance
except replacement of defective sealing rings,
each of which consists of an o-ring and a back-
up ring fitted in ring grooves in the piston and
cylinder.
The piston and cylinder are easily separated by tak-
ing out the bleed screw and pressing the parts
apart by means of working air.
1 Compression tool
Figure 2: .
1 Working air
Figure 1: .
Fit the sealing rings and lubricate with clean lub. oil.
The piston and cylinder are pressed together by
means of the tool supplied. See that the rings do
Make sure that there are no marks or scratches on
not get stuck between the piston and cylinder.
the sliding surfaces of the parts. The presence of
metal particles will damage the sealing rings.
Pressure Testing of Hoses
2) The sealing rings are to be fitted with the o-
rings nearest to the pressure chamber and with To avoid working accidents caused by emission of
the back-up rings away from the pressure pressure oil from the hydraulic hoses, the hoses
chamber. should be pressure tested at 1200 bar once a year.
Note!
During the pressure testing the hoses must be
covered carefully.
1996.01.15 - ES0
MAN Diesel & Turbo
Work Card 520-01.15
Page 1 (2) Tightening with torque spanner
Edition 01
L23/30H

Shut off fuel oil
Short Description
Related Procedure

Number : -
Data
1996.01.15 - ES0
MAN Diesel & Turbo
520-01.15 Work Card
Tightening with torque spanner Page 2 (2)
Edition 01
L23/30H
Description
1 Scale for torque moment 2 Key for adjusting of torque moment
Figure 1: Torque spanner

1) Before the nuts are screwed on, the threads 9) The above-mentioned spring activates a pawl
and the contact faces should be greased with system in the handle, and when using the span-
copaslip or similar, the tightening torques being ner, this pawl system will be released when the
based on a coefficient of fiction in the threads. pre-set torque has been reached, at which
2) The nuts should fit easily on the thread, and it moment a small jerk is felt in the spanner and a
should be checked that they bear on the entire small click is heard.
contact face. 10) The torque spanner must not be used for tor-
3) In the case of new nuts and studs, tighten and que higher than those stamped on it, and it
loosen the nuts 2 or 3 times so that the thread must not be damaged by hammering on it or
may assume its difinite shape, thus obviating the like.
the risk of loose nuts.
4) Nuts secured with a split pin are tightened to
the stated torque and then to the next split-pin
hole.
5) The following instructions apply to the use and
maintenance of the torque spanner.
Torque spanner
6) The handle of the torque spanner is provided
with a scale indicating the torque at which the
spanner can 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, a
small crank handle is formed.
A spring-loaded slide in the handle provided with a
mark which, when turning the crank handle, can be
set at the required torque on the scale.
The torque spanner functions are as follows:
1996.01.15 - ES0
MAN Diesel & Turbo
Work Card Tool combination of tightening of connecting rod 520-01.20
Page 1 (2)
screws Edition 01
L23/30H

52006 320 -
Shut off cooling water 52006 381 24 mm
Shut off fuel oil 52006 415 -
Short Description
Tool combinations for tightening and checking
connecting rod screws
Related Procedure
Dismounting of piston and con- 506-01.00
necting rod
In-situ inspection of connecting 506-01.25
rod big-end bearing
In-situ inspection of connecting 506-01.30
rod big-end bearing

Number : -
Data
1996.01.15 - ES0
MAN Diesel & Turbo
520-01.20 Tool combination of tightening of connecting rod Work Card
Page 2 (2)
Edition 01 screws
L23/30H
Description In such case only the absolutely necessary machin-
ing should be executed.
The tightening procedure for connecting rod screws
can be executed with the tools originally delivered
with the GenSets.
The enclosed pages illustrate tool combinations
applicable to tightening of connecting rod screws.
It is also acceptable to execute the turning of the
screws through a 60° angle, by means of a pneu-
matic impact spanner, with power and dimensions,
if available.
Tool combinations for tightening of screws, see fig.
1.
1 Connecting rod screw 2 Connecting rod

3 Special socket
(power top)
Figure 2: Special socket
1 Torque spanner, 2 Ratchet

80-360 Nm (only for tightening)
3 Socket, 24 mm
Figure 1: Tool combinations for tightening of screws
The 24 mm socket to be used must be a socalled

specially designed for socket use with mechanical
or pneumatic impact tools.
Compared to sockets for manually operated span-
ner, the power top has increased dimensions, see
fig. 2.
The connecting rod screws are situated very
closely, leaving only minor space between collars
and hexagonals of the screw heads.
Dependent of the manufactures, it can be neces-
sary to adapt the power top to the limited space
conditions around the screws.
1996.01.15 - ES0
MAN Diesel & Turbo
Work Card 520-01.25
Page 1 (3) Max Pressure Indicator
Edition 01
L23/30H, V28/32S

Shut-off starting air 52005 109 Max. pressure indicator
Shut off fuel oil
Short Description
Operation. Overhaul intervals. Dismantling, over-
haul and assembly.

Allen key, 3 and 6 mm
Copaslip or similar
Related Procedure

52005
Data
1996.01.15. - ES0
MAN Diesel & Turbo
520-01.25 Work Card
Max Pressure Indicator Page 2 (3)
Edition 01
L23/30H, V28/32S
Health Risk! 2) Turn the screw (4) into the instrument to enable
dismounting of the housing (1).
Warning! 3) Loosen the screws (2) (4 pieces) for separating
Health Risk! upper and lower part.
Operation
1) Open the indicator valve and blow through
shortly.
2) Connect the max pressure indicator to the indi-
cator valve and open the valve.
3) After 3-5 seconds read the max. pressure on
the gauge.
Attention: The indicator valve has to be open while
reading the max. pressure on the gauge. The meas-
uring period should not exceed 30 seconds.
4) Close the indicator valve and open the valve
screw (5), fig 1.
5) Disconnect the max. pressure indicator and
close the valve screw (5), fig 1. 1 Housing 2 Allen screw
6) Measure the remaining cylinders by following 3 Sealing 4 Screw

step 1 to 5. 5 Valve screw
Figure 1: Pressure indicator

Overhaul intervals
1) Dismount and clean the non-return valve after 4) After separation of the upper and lower part,
200 measuring periods. If the pressure drop is take off the non-return valve assembly.
more than 5 bar within 60 seconds (test pres-
sure 100 bar) it is recommended to relap the 5) Lap the valve and the valve seat.
non-return valve. 6) Renew the sealing ring (3) and screws (2), if
2) Check the pressure gauge after 1,000 measur- necessary.
ing periods or after 12 months use. 7) When mounting the upper and lower part, use
Attention: Use only exhaust gas or nitrogen gas only original screws.
and never oil for testing the pressure drop and the 8) Coat the screws (2) with copaslip or similar and
pressure gauge. By using oil carbon will deposit tighten to 10 Nm.
inside the measuring instrument. 9) After assembly the instrument can be used
without any new calibration.
Dismantling and Assembly
1) Dismount the valve screw (5), fig 1.
1996.01.15. - ES0
MAN Diesel & Turbo
Work Card 520-01.25
Page 3 (3) Max Pressure Indicator
Edition 01
L23/30H, V28/32S
Check of the Pressure Gauge

10) Testing of the instrument should only be made
by skilled specialists, and it is recommended to
send the instrument to MAN Diesel for calibra-
tion.
1996.01.15. - ES0
MAN Diesel
Plate
Page 1 (4) Tools for Cylinder Head 52005-04H
L23/30H
Dimensions Item
S/E
Illustration of Tools Designation
A B C No
Lifting tool for cylinder head,

complete. 139 113 68 S 014
Mounting tool for valves,

complete. 248 65 ø72 S 051
Max. pressure indicator. S 109
Spare Parts:
Valve screw 110

08028-0D/H5250/94.08.12
Non-return valve, complete incl.

seals and housing screws. 122
Connecting nut incl. wedge for

mounting 134
Pressure gauge 0-180 bar. 146
S = Standard E = Extra
01.17 - ES0
MAN Diesel
Plate
52005-04H Tools for Cylinder Head Page 2 (4)
L23/30H
Dimensions Item
S/E
A B C No
Extractor for valve seat ring

(complete). ø137 290 E 504
Grinding table for cylinder head,

with bracket for wall mounting,
complete. 846 426 648 E 254
Grinding table for cylinder head,

with frame for floor mounting,
complete. 833 1050 744 E 301
08028-0D/H5250/94.08.12
01.17 - ES0
MAN Diesel
Plate
Page 3 (4) Tools for Cylinder Head 52005-04H
L23/30H
Dimensions Item
S/E
A B C No
Grinding machine for valve seat

ring, complete. E 350
Spare Parts:
Stone 362
Guide 374
Grinding machine for valve

spindle, complete. E 408
Spare Parts:
Stone 421
Mounting tool for valve seat rings,

complete. ø78 315 E 457
08028-0D/H5250/94.08.12
01.16 - ES0
MAN Diesel
Plate
52005-04H Tools for Cylinder Head Page 4 (4)
L23/30H
Dimensions Item
S/E
A B C No
Grinding tool for cylinder head

and cylinder liner. 399 470 S 205
Tools for grinding of valves. ø110 95 S 553
Hand wheel for indicator valve. 107 110 NV17 S 673

08028-0D/H5250/94.08.12
01.17 - ES0
MAN Diesel & Turbo
Plate
Page 1 (6) Tools for Piston , Connecting Rod and Cylinder Liner 52006-06H
L23/30H
Dimensions Item
Illustration of Tools
S/E
Designation
A B C No
Eye screw for lifting of piston. M12 ø30 20.5 S 021

C
B A
Shackle for lifting of piston. 28 60 S 033
Eye bolt for piston lift at check

of connecting rod big-end M12 54 410 S 070
bearing.
11.38 - ES0
MAN Diesel & Turbo
Plate
52006-06H Tools for Piston , Connecting Rod and Cylinder Liner Page 2 (6)
L23/30H
Dimensions Item
S/E
Designation
A B C No
Back stop for cylinder liner,

2 pieces. 280 ø60.3 75 S 094
Guide ring for mounting of pi- ø298 110 S 116

ston.
Only for 900 rpm and

720/750 Stationary
Guide ring for mounting of pi- ø275 85 S 117

ston.
Only for 720/750 rpm Marine
11.38 - ES0
MAN Diesel & Turbo
Plate
L23/30H
Dimensions Item
S/E
Designation
A B C No
Piston ring opener. 105 260 S 141
Testing mandrel for piston ring

and scraper ring grooves.
A Grooves for piston ring. 4.43 S 153
Grooves for scraper ring. 7.43 S 165
A Plier for piston pin lock ring. 550 25 ø3.5 S 200
B
C
Torque spanner 20-120 Nm 463 ½" S 261

A
Torque spanner 80-360 Nm 718 ¾" S 273
11.38 - ES0
MAN Diesel & Turbo
Plate
L23/30H
Dimensions Item
S/E
Designation
A B C No
Socket. 24 55 ¾" S 381
Pneumatic impact spanner 3/4" E 415
Lifting tool for cylinder liner. 370 930 S 452
11.38 - ES0
MAN Diesel & Turbo
Plate
L23/30H
Dimensions Item
S/E
Designation
A B C No
Honing brush incl. woodenbox ø228 850 S 488
Wooden box
L x B x H = 269 x 269 x 250 mm
Funnel for honing of cylinder

liner. ø258 1615 S 511
Magnifier (30 x). 140 50 S 559
11.38 - ES0
MAN Diesel & Turbo
Plate
L23/30H
Dimensions Item
S/E
Designation
A B C No
Inside micrometer:
Measuring range
225-250 mm (cylinder liner) E 618
20
275 80
15
Measuring range
10
175-200 mm (connecting rod) E 631
Grinding tool for cylinder liner 350 503 S 655
11.38 - ES0
MAN Diesel
Plate Tools for Operating Gear for Inlet Valves, 52008-04H

Page 1 (1)
Exhaust Valves and Fuel Injection Pumps
L23/30H
Dimensions Item
S/E
A B C no
Feeler gauge for inlet valves. 0.5 0.6 S 010
Feeler gauge for exhaust val- 0.9 1.0 S 022

ves.
(2 sets of each)
Extractor for thrust piece on

roller guide for fuel pump. 49 ø29.5 M24 S 058
x1.5
Distance piece 98.5 ø30 ø24.5 S 071

08028-0D/H5250/94.08.12
98.51 - ES0S
MAN Diesel
Plate Tools for Control and Safety Systems

Page 1 (1) Automatics and Instruments 52009-02H
L23/30H
Dimensions Item
S/E
A B C No
Spanner for adjusting of

overspeed stop. 125 ø20 100 S 016
08028-0D/H5250/94.08.12
01.17 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Tools for Crankshaft and Main Bearing 52010-04H
L23/30H
Dimensions Item
S/E
Designation
A B C No
Turning rod. 925 ø42.4 S 011
Crankshaft alignment gauge

(autolog). 210 150 S 059
Dismantling tool for main

bearing, 2 pieces. ø60 125 M12 S 106
01.17 - ES0
MAN Diesel & Turbo
Plate
52010-04H Tools for Crankshaft and Main Bearing Page 2 (2)
L23/30H
Dimensions Item
S/E
Designation
A B C No
Lifting straps for main and guide

bearing cap, 2 pieces. 1000 M16 15 S 155
Dismantling tool for guide bearing

shells. 250 32 S 202
Tool for upper main bearing. ø50 51.5 S 214
O-ring. ø7.9 ø2.6 S 226
01.17 - ES0
MAN Diesel & Turbo
Plate
Page 1 (3) Tools for Fuel Oil System and Injection Equipment 52014-03H
L23/30H
Dimensions Item
S/E
Designation
A B C No.
Pressure testing pump, compl.

GOU-G001. S 013
Clamping bracket for fuel

injector, VTO W020. S 025
Clamping bracket for fuel

injection pump, PYO-W017. S 037
Fuel pipe, VTO-W021. S 049
Fuel pipe, VWM-W007. S 050
Cleaning tool for fuel injector

consists of: 84 ø22.5 S 108
1 pc. needles.
1 pc. holder.
1 pc. box.
Spanner for fuel injection pump. 184 S 204
11.03 - ES0
MAN Diesel & Turbo
Plate
52014-03H Tools for Fuel Oil System and Injection Equipment Page 2 (3)
L23/30H
Dimensions Item
S/E
Designation
A B C No.
Grinding tool for fuel injection

valve. 25 ø18 ø55 E 300
Grinding tool for seat for fuel

injection valve. ø18 533 ø70 S 361
Extractor for fuel injector valve. 150 185 240 S 407
11.03 - ES0
MAN Diesel & Turbo
Plate
Page 3 (3) Tools for Fuel Oil System and Injection Equipment 52014-03H
L23/30H
Dimensions Item
S/E
Designation
A B C No.
Measuring device for plunger

lift S 420
11.03 - ES0
MAN Diesel
Plate
Page 1 (1) Tools for Lubricating Oil System 52015-01H
L23/30H
Dimensions Item
S/E
A B C No
Guide bar for dismantling of

lubricating oil cooler. ø30 305 M20 S 019
08028-0D/H5250/94.08.12
96.03 - ES0S
MAN Diesel
Plate
Page 1 (5) Hydraulic Tools 52021-10H
L23/30H
Dimensions Item
S/E
A B C No
Pressure pump, complete, with

wooden box S 011
Manometer 023
Gasket for Item 096 118
Quick coupling 096
Distributor 059
Distributing piece for cylinder

head, complete. S 155
Gasket 167
Quick coupling 179
Distributing piece for main bea-

ring, complete. S 202
08028-0D/H5250/94.08.12
Gasket 167
Quick coupling 179
06.25 - ES0
MAN Diesel
Plate
52021-10H Hydraulic Tools Page 2 (5)
L23/30H
Dimensions Item
S/E
A B C No
Quick coupling 179
Venting screw 275
Ball 645
Adapter 657
Stroke indicator band 669
Hydraulic tools for connecting

rod with wooden box, com- S
plete 633
Piston for hydraulic jack 704
Set of O-rings with back-up

ring 716
Adjusting rod 728
Cylinder for hydraulic jack 741
Spacer piece 753
Angle piece complete, incl. item

765, 777, 789, 790 621
O-ring 765
Adapter 777
Coupling socket 789
Hydraulic jack as item nos. 179,

08028-0D/H5250/94.08.12
275, 645, 657, 669, 704, 716,

728, 741, 753 586
Quick coupling 790
06.25 - ES0
MAN Diesel
Plate
L23/30H
Dimensions Item
S/E
A B C No
Quick coupling 179
Hydraulic tools for cylinder head

with wooden box, complete S 251
Allen key, 7 mm 263
Venting screw 275

ring 299
O-ring 309
Spacer piece 800
Tommy bar 334
Hydraulic jack as Item Nos. 179,

275, 287, 299, 309, 310, 645,
657, 812 358
Ball 645
Adapter 657

08028-0D/H5250/94.08.12
06.25 - ES0
MAN Diesel
Plate
52021-10H Hydraulic Tools Page 4 (5)
L23/30H
Dimensions Item
S/E
A B C No
Quick coupling 179
Allen key, 7 mm 263
Venting screw 275
Tommy bar 334
Ball 645
Adapter 657
Hydraulic tools for main

bearings with wooden box,
complete S 405
Spacer piece 417

ring 430
Hydraulic jack as Item 179, 275,

429, 430, 454, 645, 657, 824 466
Disc 586
08028-0D/H5250/94.08.12
Guide 574
05.25 - ES0
MAN Diesel
Plate
L23/30H
Dimensions Item
S/E
A B C No
Hose for hydraulic tools, 4 pie-

ces complete 600 ø27 S 501
Hose for hydraulic tools, 1 pie-

ces complete 3000 ø27 S 513
Hose 3000 537
Quick coupling with protecting

cap 549
Hose 600 525
Adapter 836
Air-driven high pressure pump

for hydraulic tools 367 256 326 E 608
08028-0D/H5250/94.08.12
06.25 - ES0
MAN Diesel
Plate Tools for Low Overhaul Height, 52050-02H

Page 1 (2)
Piston, Cylinder Liner and Connecting Rod
L23/30H
08028-0D/H5250/94.08.12
01.17 - ES0-G
MAN Diesel
Tools for Low Overhaul Height, Plate

52050-02H Piston, Cylinder Liner and Connecting Rod Page 2 (2)
L23/30H
Item Item
021 2/E Pull-lift Pull-lift
033 1/E Lifting tool for cylin- Løfteværktøj for cylin-

der liner, complete derforing, komplet
045 1/E Collar for connecting Halsjern for plejlstang,

rod, complete komplet
057 2/E Shackle Sjækel
08028-0D/H5250/94.08.12
Qty/E = Qty/Engine. Qty./E = Qty./Motor.
01.17 - ES0-G
Operating manual
Test rig GXO-G010a / GXO-G011a

Technical Operating manual
documentation for test rig
GXO-D001 GXO-G010a / GXO-G011a
Die Betriebsanleitung ist zur Vermeidung von Störungen oder Schäden beim Betrieb zu beachten und daher
vom Betreiber dem jeweiligen Wartungs- und Bedienungspersonal zur Verfügung zu stellen. Außerhalb dieses
Verwendungszwecks darf die Betriebsanleitung ohne unsere vorherige Zustimmung nicht benutzt, vervielfältigt
oder Dritten sonstwie zugänglich gemacht werden.
Änderungen bleiben vorbehalten
The owner should make this operating manual available to maintenance and operating staff who should follow
the instructions it contains to prevent malfunctions or damage during operation. Other than for this purpose, the
operating manual may not be reproduced, used or disclosed to third parties by any other means without our
prior consent.
Subject to alterations and amendments
Änderungsdienst/Amendments service!
Falls Sie in den Änderungsdienst von L'Orange aufgenommen werden möchten, können Sie
uns das mit einer Postkarte an untenstehende Adresse mit folgenden Angaben mitteilen:
If you would like to be included in the L'Orange amendments service, send a postcard to the
address below including the following details:
Name / Name Betriebsanleitung für GXO-G010a / -G011a

Firma / Company
Straße / Street GXO-D001
Postfach / PO Box Operating manual for GXO-G010a / -G011a
PLZ / Postcode / Zip code
Ort / City GXO-D001/E
Land / Country
Betriebsanleitungs-Nr. / Operating manual No.
© 2007
L'Orange GmbH
Abteilung KVAM
Postfach 40 05 40
70405 Stuttgart
Germany
Contents
Section Page
1 Structure of the test rig (exterior) .....................................................................................................1
2 Structure of test rig (interior) ............................................................................................................2
3 Handling the test rig.........................................................................................................................5
4 Maintenance ....................................................................................................................................6
5 General safety instructions ..............................................................................................................7
5.1 Use in accordance with purpose.............................................................................................7
5.2 Handling the system ...............................................................................................................7
5.2.1 Hazards in handling the test rig ..........................................................................................7
5.2.2 Safety measures in normal operation .................................................................................7
5.2.3 Hazards from electrical energy ...........................................................................................7
5.2.4 Hazards from hydraulic energy...........................................................................................8
5.2.5 Servicing – Maintenance – Troubleshooting.......................................................................8
5.2.6 Organizational measures....................................................................................................8
5.3 Staff ........................................................................................................................................9
5.3.1 Notes relating to staff..........................................................................................................9
5.3.2 Outside normal operation ...................................................................................................9
5.4 General operating instructions................................................................................................9
5.4.1 How to behave....................................................................................................................9
5.4.2 Rules for operation .............................................................................................................9
6 Commissioning ..............................................................................................................................10
6.1 Transport ..............................................................................................................................10
6.2 Setting up .............................................................................................................................12
6.2.1 General information ..........................................................................................................12
6.2.2 Bench-top mounting (GXO-G011a) ..................................................................................12
6.2.3 Floor mounting (GXO-G010a) ..........................................................................................14
6.3 Commissioning the hydraulic system ...................................................................................16
6.4 Commissioning the electrical system....................................................................................17
6.5 Preparations for commissioning the test rig..........................................................................18
7 Technical data ...............................................................................................................................22
7.1 GXO-G010a (floor-mounted system)....................................................................................22
7.2 GXO-G011a (bench-top system) ..........................................................................................22
8 Parts list and exploded drawing.....................................................................................................23
1 Structure of the test rig (exterior)
Item Part Item Part Item Part

1.4 Selector switch for mode 5 Relief valve 17.3 Plexiglass tube
(sight glass)
3 Pressure gauge 15.1 Cover 17.6 Extraction
(pressure display bar/psi) (tray) (spray container)
4 Hand lever 15.2 Knurled screw 17.9 Oil collector
(hand pump) (to fix cover in position)
a Rotary receiver d Release lever f Oil sight glass

(pump/valve) (rotating mechanism)
b Height adjustment e Storage compartments g Switch
(extraction)
c Socket
(test line)
Editor Ruf (TEDO) Status as at: 00 Page 1

www.lorange.de
2 Structure of test rig (interior)

1 Booster 4 Hand pump 15.4 Mesh filter
a Rotary receiver (pump/valve) b Test oil reservoir c Oil sight glass

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6 Tube 9 Tube 13b Hose
Pump – booster Booster – pressure gauge Oil container – pump
7 Tube 13a Hose 13c Hose
Booster – test line connection Relief valve – test oil reservoir Booster – test oil reservoir
8 Tube
Booster – relief valve

www.lorange.de
The test rig was developed for checking leaks, pressure-testing injection, measuring the
pressure drop of injection valves and for assembling/dismantling all L'O devices for medium-
speed large diesel engines.
There are two versions: GXO-G010a has a base for mounting directly to the floor, whilst
GXO-G011a is intended to be fitted to a bench. Both devices have identical functions and
operation.
GXO-G010a GXO-G011a
The test rig has a safety valve (integrated in the booster) which opens at 900 bar!

www.lorange.de
3 Handling the test rig
This operating manual applies primarily to the professional assembly/dismantling of L'O

devices, in particular injection pumps and injection valves. The instructions below must be
followed.
• In the event of malfunctions, the test rig must be professionally examined and repaired
with the utmost care by specialist staff. We therefore recommend that you make use of
the fitter service set up by L'Orange or take the test rig to a L'Orange customer service
center.
• L'Orange is unable to accept any liability for any damage caused by independent
assembly or repair work performed on the test rig.
• In the event of special circumstances requiring immediate work on the test rig, proceed in
accordance with the instructions in Assembly Instruction GXO-D002.
• The components of hand pump GCO-G005d are precision-engineered to match and can
consequently only be replaced as an entire unit (paired).
• Repair work may only be performed using the tools intended for the purpose.
• The test rig serves solely for testing, assembling and dismantling components up to a
maximum weight of 120 kg. All components are to be professionally attached to the
receiver and secured against rotation using the locator angle and screws.
• All locator angles for the preceding type (GUO, GXO) will fit the new test rigs without
modification.
• The function test (pressure drop time, opening pressure, leak test) of injection valves is
meaningful only up to a needle diameter of Ø 12 mm (e.g. VVO, VWM). The function test
on larger injection valves should be performed on test rig GXO-G004.

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4 Maintenance
The test rig is largely maintenance-free. Moving parts are subject to natural wear which
experience shows is very limited. However, the wear characteristics of the components
depend largely on the test rig being handled and cared for properly. To ensure smooth
operation of the test rig in the long term, please note and comply with the following care and
maintenance instructions.
• Clean the outside of the test rig after every use.
• Subject all components to a visual inspection once a month – damaged or worn

components should be replaced by specialist staff if required.
• All electrical components should be inspected for damage once a month. Likewise check
monthly that plug connections are tight – damaged components should be replaced by
specialist staff if required.
• Check all hydraulic lines and components once a month for pressure loss and damage.
The lines must be located firmly in their screwed connections to prevent them coming
loose – damaged components should be replaced by specialist staff if required.
• Check six-monthly that mechanical components have not come loose and are tight – if
required, components should be adjusted and tightened up.
• Check once a month that safety devices are working properly.
• All moving parts on the device should be greased. The locking bolt and sliding bar on the
spray container should also be oiled occasionally.
• Check the oil collector daily. Empty the collector if necessary. Used oil must be disposed
of properly and may not, under any circumstances, be reused.

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5 General safety instructions
5.1 Use in accordance with purpose
The test rig is solely for assembling/dismantling injection pumps which do not exceed a total
maximum weight of 120 kg (injection pump incl. valve) and for testing injection valves up to
size "VVO".
The owner of the system is responsible for those setting up, operating or maintaining the
device and for third parties following the safety precautions outlined in this operating manual.
L'Orange hereby refuses to accept any liability for damage to those operating or setting up
the device, to maintenance staff, to the company and/or to other third parties if the system is
used in any way not covered by "use in accordance with purpose", unless L'Orange causes
such damage deliberately or as a result of gross negligence.
5.2 Handling the system
5.2.1 Hazards in handling the test rig
The test rig is built in accordance with the state of the art and satisfies recognized safety
regulations. Nevertheless, its use can still present a hazard to the life and limb of the user or
of third parties, as well as damage to the system or to other material resources. The system
should therefore only be used in accordance with purpose and when it is in a perfectly safe
condition. Faults which may impair safety should be eliminated immediately and avoided
during operation.
5.2.2 Safety measures in normal operation
Operate the test rig only if all the safety devices are fully functional. Check the system for
externally visible damage and always check that the safety devices are working before
starting operation.
Before assembling, dismantling or modifying any circuit:

switch off the power supply and depressurize the test rig.
Follow the general safety instructions of DIN 58126 and VDE 0100.
5.2.3 Hazards from electrical energy
Once maintenance work is complete, check that the safety devices are working properly.
Only a professional trained electrician or electronics engineer may perform any work on the
electrical supply.

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5.2.4 Hazards from hydraulic energy
Keep away from the spray jet during the function test (pressure build-up) – risk of blood
poisoning!
Observed the permitted opening pressure for the injection valve in question (see catalogue
sheet).
5.2.5 Servicing – Maintenance – Troubleshooting
During the warranty period, servicing and maintenance work will be performed within the
scope of the maintenance contract. Make sure that the specified setting and servicing work is
performed at the prescribed intervals. Secure the hydraulic and electrical systems from being
switched on unintentionally.
The test rig must be disconnected from the power supply and depressurized for all
maintenance, servicing and repair work. Check that all screwed connections undone in the
course of maintenance, servicing and repair work are firm.
5.2.6 Organizational measures
All safety devices provided are to be checked regularly.

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5.3 Staff
5.3.1 Notes relating to staff
• The test rig may only be operated by persons who have received instruction. This applies
to both operation and the safety devices of the test rig.
• Wear safety footwear when working on the test rig.
• Wear oil-resistant clothing.
• Wear safety glasses.
• Wear oil-resistant gloves and clothing.
• Avoid several people working on maintenance and set-up tasks at the same time.
• Naked flames and smoking are forbidden within a radius of 5 m of the test rig!
5.3.2 Outside normal operation
Activities involved in maintaining, servicing or repairing the system may be performed only by
people with adequate specialist qualifications.
5.4 General operating instructions
The test rig demands some rules of operation which must be complied with. If these rules are
ignored, it is possible for faults to arise in the testing process and hazards to physical health
cannot be ruled out. You are strongly advised to follow the rules below.
5.4.1 How to behave
• Naked flames and smoking are absolutely prohibited at the test rig and within a radius of
5 m.
• It is prohibited to reach into the spray container (plexiglass tube) during the testing
process.
• Stations should be made safe by mechanical means in the event of relatively large groups
of spectators.
• It is prohibited to pull out any live cable connection.
• Water of any kind is to be kept away from the system.
• Test lines should be carefully examined for cracks or leaks before each use.
5.4.2 Rules for operation
• The test rig may only be operated by people who have received instruction.
• Operation should be in accordance with the operating manual.
• Prevent unsupervised operation of any equipment.

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6 Commissioning
6.1 Transport
When the test rig is delivered, ensure that it is only transported using suitable transportation
equipment. The GXO-G010a weighs approx. 150 kg and the GXO-G011a approx. 75 kg.
The routes to be taken should be cleared for transport and be accessible for the
transportation equipment. If appropriate, put up warning signs or barrier tape.
Take care when opening the transport box, preventing extra components like the test oil
supplied from falling out. Once the transport box is open and any additional components
have been removed, the test rig can be removed and taken to its final location.
Please check that all screwed connections are tight. Vibration during transport may have
caused them to come loose. The test rig may not be gripped by its feet and certainly not
under the feet – increased risk of crushing or trapping.

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State in which GXO-G010a delivered
Canister [b] containing the test oil is in the

base of the test rig.
The lever for the pump is enclosed with the

delivery and needs to be fitted for com-
missioning [a].
State in which GXO-G011a delivered
The lever for the pump is enclosed with the

delivery and needs to be fitted for com-
missioning [a].

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6.2 Setting up
6.2.1 General information
The test rig should be screwed to the floor (GXO-G010a) or bench (GXO-G011a) at its
intended location. In addition, the workbench should likewise be affixed to the floor to prevent
tipping over. A loadbearing/solid floor is a prerequisite for smooth assembly and operation.
An appropriate gap should be planned between the test rig and the wall.
Keep dust and dirt away from the test rig (cover).
6.2.2 Bench-top mounting (GXO-G011a)
• Remove screw [15.2].
• Remove cover [15.1].
• Fit dismantling aid [a] and hold the body

[15] steady using a crane.
• Undo and remove screws [b].
• Carefully lift body [15] using the crane

and place it aside.

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• The baseplate [a] is now in front of you

ready for assembly.
• Transfer the bores in the baseplate as

shown in the sketch to the workbench
and drill into the worktop using a
Ø 12 mm bit.
Line A represents the edge of the bench!
• Screw the baseplate firmly to the bench

using M10 screws (length depending on
the thickness of the workbench). The
screws must be pushed in from above
and tightened up from underneath with
washers and a nut.
• Put body [15] on the baseplate and

attach with screws [b].

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6.2.3 Floor mounting (GXO-G010a)
• Remove screw [15.2].
• Remove cover [15.1].
• Align the test rig and transfer the bore

positions for baseplate [1] to the floor.

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• Fit dismantling aid [a].
• Carefully lift subframe [20] using a crane

and place it aside.
• Drill holes in the floor.
• Use the crane to return subframe [20] to

its assembly position.
• Remove the dismantling aid [a].
• Depending on the substrate, attach the

baseplate of the test rig with four screws
[a].

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6.3 Commissioning the hydraulic system
The owner commissions the rig independently. The procedure required to do so is described
below. A prerequisite is that the test rig is already firmly screwed as described in the previous
section.
• Remove transport sealing plug [a].
• Fit filter [15.4].
• Pour Fuchs Renotest test oil into the test

oil reservoir to at least oil sight glass [a]
(capacity approx. 3.5 liters).

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• Fit cover [15.1] and fix in position with

screw [15.2].
• Pump lever [4] until test oil escapes from

connection [a] without bubbles.
6.4 Commissioning the electrical system
• Connect the cable for non-heating

appliances supplied to socket [a] and
supply with electrical power.
Extraction operates at a voltage of 230 V

and cannot be switched to 110 V!
The fitted plug can be changed if

required, but this should be done only by
a qualified specialist. The connection for
this must be fused at a rating to suit the
consumers. To prevent problems in oper-
ation, we strongly recommend separate
fuse protection for the test rig.

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6.5 Preparations for commissioning the test rig
If rotary receiver [1] needs to be swivelled, follow the instructions below.
• 360° rotation
The swivel restriction can be released

using release lever [b]. If the lever is
moved to the right and held there, rotary
receiver [a] can be turned through 360°.
Warning, risk of injury!

The valve can rotate in an uncontrolled
manner once the swivel restriction is
released.
• 12.5° rotation
If lever [b] is moved only briefly to the

right and then returned to the left-hand
position, rotary receiver [a] can be turned
through 12.5°.

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Make the following preparations every time you use the test rig.
• Follow the safety instructions!
• Only staff who have received instruction

may operate the test rig.
• The test rig must be depressurized com-

pletely using relief valve [5].

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• Use height adjuster [c] to move the spray

container right to the bottom and secure
the lever in the lowest latching position
[b].
• Fit valve receiver on rotary receiver [a].
• Fit valve in receiver.

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• Connect the injection valve to connector

[a] of the test rig using the corresponding
test line. Tighten screwed connections
firmly!
• Use height adjuster [b] to move the spray

container upwards until the injection
nozzle of the valve is inside the plexi-
glass tube. Secure the lever in one of the
latching positions!
• Switch on extraction.
• You can now select operating mode.

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7 Technical data
7.1 GXO-G010a (floor-mounted system)
Purpose: medium-speed diesel engines

Weight: GXO-G010a = 146 kg
Dimensions: height: 1130 mm
width: 440 mm excl. spray container
width: 670 mm incl. spray container
depth: 510 mm excl. spray container
depth: 560 mm incl. spray container
Piston diameter: 8 mm
Safety valve: opening pressure = 900 bar
Pressure gauge: display up to 1000 bar / 14400 psi
Test oil: Fuchs Renotest LO
Test oil viscosity: 4.5 cSt/40°C
Test oil reservoir: approx. 3.5 liters
Test oil line: connecting thread 24 x 1.5
Maximum load: 120 kg (receiver)
7.2 GXO-G011a (bench-top system)
Purpose: medium-speed diesel engines

Weight: GXO-G011a = 71 kg
Dimensions: height: 330 mm excl. spray container
height: 1120 mm incl. spray container
width: 440 mm excl. spray container
width: 670 mm incl. spray container
depth: 510 mm excl. spray container
depth: 560 mm incl. spray container
Piston diameter: 8 mm
Safety valve: opening pressure = 900 bar
Pressure gauge: display up to 1000 bar / 14400 psi
Test oil: Fuchs Renotest LO
Test oil viscosity: 4.5 cSt/40°C
Test oil reservoir: approx. 3.5 liters
Test oil line: connecting thread 24 x 1.5
Maximum load: 120 kg (receiver)

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8 Parts list and exploded drawing
GXO-G011a GXO-G010a
Weight Weight
Item Pcs. Part L'O-No. g
Item Pcs. Part L'O-No. g
Test rig GXO-G011a (replacement for all GUO-G...) 71000 15,2 Screw D464-M8x16 10
1 Booster, compl. GXO-U058 13500 15,3 Perforated plate GXO-T133 700
1,1 Booster GXO-U056 12000 15,4 Filter screw GCO-T065 60
1,2 4 Connection piece GXO-T173 30 15,5 Mesh filter FSH-1 5
1,3 2 Screw D912-M10x40-12.9 35 17 Spray container GXO-U065 7150
1,4 Valve actuator GXO-U057 1350 17,1 Cover GXO-U067 1100
3 Gauge FMA-160.1000AH 1100 17,2 Perforated plate GXO-T159 700

4 Hand pump Ø8 GCO-G005d 2700 17,3 Plexiglass tube GXO-T155 1350
5 Relief valve GXO-U059 350 17,5 3 Screw D7380-M8x25 15
6 Tube GXO-T126 110 17,6 Spray container GXO-U066 3900

7 Tube GXO-T127 130 17,8 Screw D7380-M8x20 12
8 Tube GXO-T128 130 17,9 Collector GUO-T041 75
9 Tube GXO-T129 125

10 9 Screw D7380-M6x20 7 Test rig GXO-G010a (replacement for all GXO-G003...) 146000
11 2 Screw D7380-M5x12 5 20 Lower section GXO-U055 57500
12 2 Screw D912-M8x60-12.9 30 20,1 4 Screw D912-M10x20-10.9 25

13 3 Hose GXO-T130 L = 1200 mm 50 20,2 Screw D7380-M8x25 15
15 Body GXO-U062 44150
15,1 Oil tray GXO-U063 2150 not specified items like GXO-G011a 06/07

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DG L23-30H - Mk2 Operation Manual

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DG L23-30H - Mk2 Operation Manual

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L23/30H Mk2

Instruction Manual - Marine

Text Index Drawing No

Engine data 500/600

Operation of engine 501/601

Operation Description 501.01 (01)

Performance and condition 502/602

Engine performance and condition Description 502.01 (08)

Trouble shooting 503/603

Starting failures Description 503.01 (02)

Text Index Drawing No

Trouble shooting guide for air starter Description 503.06 (05)

Media specification 504/604

Quality requirement for lube oil (SAE30) for

Cylinder head 505/605

Cylinder head Description 505.01 (01)

Piston/connecting rod 506/606

Piston, connecting rod and cylinder liner Description 506.01 (01H)

Text Index Drawing No

Dismounting of piston and connecting rod Working card 506-01.00 (01)

Camshaft and camshaft drive Description 507.01 (01)

Operating gear 508/608

Control and safety systems Description 509.01 (01H)

Text Index Drawing No

Crankshaft and main bearings Description 510.01 (01H)

Text Index Drawing No

Torsional vibration damper Plate 51004-38H

Engine frame/Oil pan 511/611

Engine frame and base frame Description 511.01 (01H)

Turbocharger system Description 512.01 (01H)

Compressed air system 513/613

Compressed air system Description 513.01 (05H)

Text Index Drawing No

Fuel oil system 514/614

Internal fuel oil system Description 514.01 (21)

Lubricating oil system 515/615

Internal lubricating oil system Description 515.01 (11H)

Text Index Drawing No

Lubricating oil cooler Description 515.06 (01H)

Cooling water system 516/616

Cooling water system Description 516.01 (01H)

Special equipment 517/617

Kit for cylinder unit Kit 51704-12

Specific plant information 519/619

Resilient mounting of generating sets Description 519.03 (13)

Text Index Drawing No

Introduction to spare part plates for tools Description 520.01 (01)

Instruction Manual for:

MAN Diesel & Turbo Identification No. for Instruction Manual.

Identification No. for Description: 000 . 00

Identification No. for Working Card: 000 - 00 . 00

Identification No. for Plates: 00000 - 00 H

Section No. and Function

For ordering of spare parts, see page 500.50 / 600.50

MAN Diesel & Turbo | PrimeServ

24-hour hotline number:

L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF

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