working instructions man 32/40

Technical DocumentationEngineWorking Instructions

Engine ................................................ V32/40Works No. of engine ........................... 1065270

1065271Plant No. ............................................ 4302268

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MAN Diesel & Turbo

6632 B2-05 EN 1 (2)Translation of the original instructions

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MAN Diesel & Turbo SE86224 AugsburgPhone +49 (0) 821 322-0Fax +49 (0) 821 322-49 [email protected]/primeserv Copyright MAN Diesel & TurboAll rights reserved, including reprinting, copying (Xerox/microfiche) and translation.

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Table of contents1 Introduction 1.1 Preface 1.2 How the working instructions/Work Cards are organized, and

how to use them

1.3 Status/Availability Required Tools/Auxiliary Equipment

2 Work Cards, Classified by Subjects 001 Operating media systems/Pipes 000.03 Operating media systems flushing and cleaning 000.08 Cooling water system Cleaning 000.15 Pipes replacement 000.16 Pipes cleaning, pickling and preservation 000.17 Solderless pipe unions mounting 000.18 Solderless pipe unions Additional parts 002 Operating media/Auxiliary agents 000.04 Lubricating oil assessing and treating 000.05 Lubricating oil/Fuel Carrying out the spot test 000.07 Cooling water inspecting 000.14 Engine or components preservation treatment 000.19 Loctite Products use 003 Machine Elements 000.11 Galvanised Bearings assessing 000.11 Deep Groove Bearing assessing 000.11 Bimetal Bearings (without a third layer) assessing 000.21 Elastomer Seals storage, cleaning and fitting 000.22 Threaded inserts use 000.29 Tightening screwed connections Tightening torques (partial

image)

000.30 Tightening screwed connections Tightening torques (table) 000.31 Tightening screwed connections Tightening torques (turning

moments)

000.32 Tightening screwed connections General remarks 000.34 Surface Test By Penetration methods 000.34 Surface Test By Magnetic leakage flux method 000.43 Working and Safety Regulations the use of load carrying equip-

ment/slings

004 Hydraulic tensioners/High-pressure pump 000.33 Working and Safety Regulations using high-pressure tools/

hydraulic tensioners

009.03 High-pressure pump use 009.05 High-pressure hoses use 009.01 Hydraulic tensioner use 009.02 Hydraulic tensioner bleeding, testing, renewing sealing rings 009.07 Hydraulic tensioner use

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009.08 Hydraulic tensioner bleeding, testing, renewing sealing rings 009.06 Measuring gauge (measuring device) checking the screw elonga-

tion

005 Operating values/Operating results 000.25 Ignition and compression pressures determining 000.40 Charge air cooler/crankcase Measuring the differential pressure

3 Work Cards, classified into sub-assemblies 000 Sub-assembly overview 3.1 Sub-assembly overview 009 Foundations/Bearings 000.09 Position of crankshaft flange in relation to driven flange determin-

ing/checking

012.01 Check foundation bolts Aligning engine on the foundations 012 Cylinder crankcase/tie rod 012.02 Crankshaft bearing bolts and cross tie rods inspection, loosening

and tightening

012.03 Cylinder head bolts removing and drawing in 020 Crankshaft/Coupling bolts 000.10 Crankshaft Measuring crankshaft deflection 020.01 Balance weight bolts inspecting 020.02 Crankshaft oil bore closing 020.03 Gearwheel on the crankshaft removal and installation 020.04 Coupling bolts inspecting 020.05 Balance weight removal and installation 021 Crankshaft bearing/main thrust bearing 021.01 Main bearing cap with lower bearing shell lowering and checking 021.02 Upper crankshaft bearing shell removing and installing/checking 021.03 Main thrust bearing Measure axial clearance/check locating bear-

ing rings

021.04 Crankshaft flange bearing/Bearing shells removing, fitting andchecking

023.01 Crankshaft extension removing, fitting and checking with externalbearing

027 Torsional vibration damper Crankshaft 027.03 Torsional vibration damper of the crankshaft removing and refit-

ting

027.04 Torsional vibration damper inspecting 030 Connecting rod/Big-end bearing 030.01 Conrod shank bolts inspection, loosening and tightening 030.02 Big-end bearing bolts inspection, loosening and tightening 030.03 Lowering big-end bearing cap/Removing big-end bearing bolt/

checking lower big-end bearing shell

030.04 Upper big-end bearing shell removing and installing/checking 030.05 Big-end bearing removal and installation 034 Piston/Piston rings 034.01 Piston removal and installation

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034.02 Piston/Piston rings inspecting 034.03 Piston pin and piston pin bush removing and installing/checking 034.04 Piston dismantling and assembling 034.05 Piston rings assessing 050 Top land ring/cylinder liner 050.01 Top land ring removal and installation 050.02 Cylinder liner measure 050.03 Cylinder liner (with backing ring) removal and installation 050.04 Cylinder liner (without backing ring) removal and installation 050.05 Cylinder liner honing 055 Cylinder head/Valve seat rings/Safety valve 055.01 Cylinder head bolts inspection, loosening and tightening 055.02 Cylinder head removing and refitting 055.03 Cylinder head cleaning 055.04 Sealing face on the cylinder head and the sealing groove in the

top land ring grinding

055.05 Cylinder head with reversing device working/machining 071 Dead centre indicator/Speed sensor 071.01 Speed sensor inspection, removal and installation 073 Crankcase cover/safety valve 073.01 Safety valve on crankcase cover inspecting 100 Control device operating mechanism 100.01 Studs for intermediate wheel axles inspecting 100.02 Control device operating mechanism inspecting 101/102 Camshafts/Camshaft bearings 101.10 Injection camshaft Removing and installing camshaft section 102.02 Injection/valve camshaft Check thrust bearing 102.03 Injection/valve camshaft Check thrust bearing 101 Torsional vibration damper Camshaft 101.02 Torsional vibration damper of the valve camshaft inspecting 111 Rocker arm casing/Rocker arm 111.02 Valve clearance inspection and adjustment 111.03 Rocker arm bracket with control levers removing and refitting 112 Push rods 112.01 Cam follower with valve cams checking and evaluation 112.02 Push rods removal and installation 113/114 Inlet and exhaust valves 113.01 Valve rotator Checking rotating motion 113.02 Inlet/exhaust valve/valve rotator removing and installing or disas-

sembling and assembling

113.03 Inlet and exhaust valves Check and assess valve cone and valveseating surfaces

113.04 Valve seat rings removal and installation 113.05 Valve guide in cylinder head inspection, removal and installation 113.06 Valve seating surface working/machining 113.08 Valve cone grinding

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113.09 Valve seating surface inspecting 120 Camshaft adjusting device 120.01 Control piston of the injection camshaft removing and refitting 120.02 Control piston of the injection camshaft dismantling and assem-

bling

125 Operating device 125.02 Three-way valve M306 checking, overhauling 125.04 Three-way valve M317 checking, overhauling 125.05 3/2-way solenoid valve M329 checking, overhauling 125.30 Emergency shutdown device Functional testing at the engine 125.08 5/2-way solenoid valve M367 checking, overhauling 125.09 Pressure-reducing valve M409 checking, overhauling 125.10 Compressed air filter M462 checking, overhauling 125.12 Limit switch M745 checking, overhauling 125.14 2/2-way solenoid valve M314/M315/M316 checking, overhauling 140 Speed regulation 140.01 Electronic speed governor Check in the case of an error 160-162 Starting air pilot valve/Starting valve/Main starting valve 160.01 Starting air pilot valve dismantling and assembling 161.01 Starting valve inspection, removal and installation 161.02 Starting valve dismantling and assembling 161.03 Starting valve Grind seating surface in the cylinder head 162.01 Main starting valve dismantling and assembling 200 Fuel-injection pump/drive 200.01 Fuel injection pump inspecting 200.02 Fuel injection pump shut off 200.03 Fuel injection pump removal and installation 200.04 Fuel-injection pump disassembly and assembly 200.07 Fuel injection pump Measure plunger lift 203 Governor control linkage 203.01 Governor control linkage servicing and checking 203.02 Governor control linkage actuate manually 221 Fuel injection valve 221.01 Fuel injection valve removal and installation 221.02 Fuel injector inspecting 221.03 Fuel injector dismantling 221.04 Fuel injector assembling 221.05 Fuel injection valve Grind seating surface in the cylinder head 221.06 Fuel injection valve Grind sealing faces on threaded piece 280-289 Charge air and exhaust pipe 280.01 Charge air and exhaust pipe for emergency operation converting 280.02 Charge air bypass device disassemble and assemble, renew seal-

ing elements

289.01 Exhaust pipe inspecting 300/350 Lubricating oil and cooling water pump 300.01 Lubricating oil pump dismantling and assembling

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300.02 Lubricating oil pump assessing the individual parts 350.01 Cooling water pump dismantling and assembling 322 Charge air cooler 322.01 Charge air cooler removal and installation 322.01 Charge air cooler check, clean air system 434 Fuel injection pipe /Buffer piston/Fuel pipe 434.01 Fuel injection pipe removing and refitting 434.02 Fuel injection pipe dismantling and assembling 434.03 Fuel injection pipe Grind sealing faces on pressure tube 434.04 Buffer piston inspecting

4 Appendix 4.1 Insulation

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IntroductionWork Cards, Classified by SubjectsWork Cards, classified into sub-assem-bliesAppendix

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Preface Preface

The work instructions/Work Cards are closely connected to the engine main-tenance schedule, contained in Volume 010.005 of the Technical Documen-tation. While this only specifies the necessary maintenance work in terms ofkeywords, the work sequences required in order to maintain the operationalsafety and efficiency of the engine are described here step by step and clari-fied with the help of images. The Work Cards describe, by way of introduc-tion, the purpose of the work and, amongst other things, they contain infor-mation regarding the required tools and auxiliary equipment. Several WorkCards are to be taken into account for most of the work which is involved.Work cards are for a specific purpose, i.e. they fulfil the primary informationneeds in simple language.The Work Cards are classified by subjects/keywords in the first part, andaccording to the sub-assembly system of the engine in the second part.Both parts contain a table of contents of the relevant Work Cards for yourengine.

Work cards and maintenanceschedule

Filing System

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How the working instructions/Work Cards are organized, and how to usethem How the working instructions/Work Cards are organized, and how to use them

In general, the Work Cards contain the following information: Tips on the significance and purpose of the work, relevant Work Cards i.e. those Work Cards which contain required or

useful information, the required tools and auxiliary equipment, possible supplementary details /technical data and the individual work sequences beginning with the starting position fol-

lowed by the individual work steps.Tools are identified with their respective tool number in the illustration andtext, while other parts are identified with their item number.The index number of the Work Cards, top right in the header, consists of thethree-digit sub-assembly number (or a neutral digit group) and a sequentialnumber. Example: 021.02The Work Cards are listed in the directories of sections 2 and 3. The direc-tory in section 2 contains the Work Cards summarised according to the sub-jects / keywords, the directory in section 3 contains instructions sortedaccording to the sub-assembly system of the engine.The sub-assembly overview ensures access to the filing system of the direc-tories in section 3. Through illustrative / graphical representations of theengine, as well as a tabular overview, it leads to the sub-assembly numbers,according to which the Work Cards are sorted.Dangers, error sources, technical requirements and supplementary informa-tion are highlighted by notes. While doing so, the following symbols are used,depending upon the importance:

Imminent dangerFor directly imminent dangers! Possible consequences: Death orsevere injury, total property destruction!

Potentially dangerous situationsFor potentially dangerous situations! Possible consequences: Severeinjury!

Possibly dangerous situationsFor possibly dangerous situations! Possible consequences: Minorinjuries, possible property damage!

Make-up

How are the required WorkCards found?

Safety Instructions

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Source of errorFor tips on error sources.

Additional informationFor application tips and supplementary information.

Clearances and tolerances, temperatures and pressures are listed in Volume010.005 Engine - Operating Instructions in section 2.5.The Work Cards 000.29 and 000.30 together with 000.31 contain the valuesfor tightening the bolted connections and the associated lubricants.Instructions on ordering tools or parts of tools can be taken from Section 4.3in Volume 010.005 Engine - Operating Instructions or Volume 010.005Engine - Spare Parts Catalogue.

Clearances and tolerances,temperatures and pressures

Ordering Tools

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Status/Availability Required Tools/Auxiliary EquipmentTools/aids required

The section Tools/aids required at the start of the work cards contains a listof the tools/aids required to carry out the maintenance work described. Seeexample in following table.

Quantity Designation Number Status1 Removal and mounting device 322.056 Option2 Bracket 322.056-1 Option1 Strip 322.056-4 Option4 Shackle A0.6 002.452 Standard1 Open-end wrench and ring spanner (set) - - Standard1 Hexagon screwdriver (set) - - Standard1 Lifting tackle with rope - - Inventory

Table 1: Example: list of tools/aids requiredIn addition to the required quantity, designation and tool number, the tablealso contains information on the status/availability of the tools listed. The fol-lowing terms are used for this: Inventory: describes a tool/aid that is not included in the standard scope

of supply. We assume that tools/aids of this kind are basically available. Option: describes a tool/aid that is not included in the standard scope of

supply. Tools of this kind can be delivered by MAN Diesel & Turbo SE ifrequired.

Standard: refers to a tool/aid that is included as standard in the scope ofsupply for the engine installation, or standard workshop equipment spec-ification.

The basic tool which is identified with the "Standard" status is not included inthe standard scope of supply of MAN Diesel & Turbo SE. The scope of sup-ply can be extended to include the basic tool if requested. The constituentparts of the basic tool are listed in the table below.

Tools/Aids

Status/Availability

Basic tool

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Tool Designation Number Complete basic tool set 009.229

Socket spanner (set) (10x12.5 - 34x12.5)Socket spanner insert DIN 3124 - 10x12.5Socket spanner insert DIN 3124 - 11x12.5Socket spanner insert DIN 3124 - 12x12.5Socket spanner insert DIN 3124 - 13x12.5Socket spanner insert DIN 3124 - 14x12.5socket spanner insert DIN 3124 - 15x12.5socket spanner insert DIN 3124 - 16x12.5socket spanner insert DIN 3124 - 17x12.5socket spanner insert DIN 3124 - 18x12.5socket spanner insert DIN 3124 - 19x12.5socket spanner insert DIN 3124 - 21x12.5socket spanner insert DIN 3124 - 22x12.5socket spanner insert DIN 3124 - 24x12.5socket spanner insert DIN 3124 - 27x12.5socket spanner insert DIN 3124 - 30x12.5socket spanner insert DIN 3124 - 32x12.5socket spanner insert DIN 3124 - 34x12.5socket spanner insert DIN 3124 S - 36x20socket spanner insert DIN 3124 S - 41x20

009.230001.787001.751001.788001.752001.753001.789001.790001.754001.798001.755001.799001.756001.757001.758001.759001.760001.769001.779001.780

Cross handle DIN 3122A - 12.5 001.891

Extension DIN 3123B 12.5x75Extension DIN 3123B - 12.5x125Extension DIN 3123B - 12.5x250

001.908001.911001.912

Universal joint DIN 3123C - 12.5 001.876

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Tool Designation NumberRatchet DIN 3122C - 12.5 001.521

Combination spanner (set) (5.5 to 34)Combination spanner DIN 3113 AK - 5.5Combination spanner DIN 3113 AK - 6Combination spanner DIN 3113 AK - 7Combination spanner DIN 3113 AK - 8Combination spanner DIN 3113 AK - 9Combination spanner DIN 3113 AK - 10Combination spanner DIN 3113 AK - 11Combination spanner DIN 3113 AK - 12Combination spanner DIN 3113 AK - 13Combination spanner DIN 3113 AK - 14Combination spanner DIN 3113 AK - 15Combination spanner DIN 3113 AK - 16Combination spanner DIN 3113 AK - 17Combination spanner DIN 3113 AK - 18Combination spanner DIN 3113 AK - 19Combination spanner DIN 3113 AK - 20Combination spanner DIN 3113 AK - 21Combination spanner DIN 3113 BL - 22Combination spanner DIN 3113 BL - 24Combination spanner DIN 3113 BL - 27Combination spanner DIN 3113 BL - 30Combination spanner DIN 3113 BL - 32Combination spanner DIN 3113 BL - 34

009.231002.050002.051002.020002.021002.052002.023002.053002.054002.024002.055002.025002.056002.026002.057002.027002.058002.059002.070002.071002.072002.073002.074002.075

Single-ended open-jaw spanner DIN 894 - 36Single-ended open-jaw spanner DIN 894 - 41Single-ended open-jaw spanner DIN 894 - 46Single-ended open-jaw spanner DIN 894 - 50

000.566000.567000.568000.569

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Tool Designation NumberHexagon screwdriver A 8.06506 - 0.8x5.5Hexagon screwdriver A 8.06506 - 1.2x9Hexagon screwdriver A 8.06506 - 2x12

000.391000.393000.395

Philips screwdriver DIN 5262 B-Gr. - 1Philips screwdriver DIN 5262 B-Gr. - 2

000.401000.402

Hexagon screwdriver DIN 911 - 3LHexagon screwdriver DIN 911 - 4Hexagon screwdriver DIN 911 - 5Hexagon screwdriver DIN 911 - 6Hexagon screwdriver DIN 911 - 8Hexagon screwdriver DIN 911 - 10Hexagon screwdriver DIN 911 - 12Hexagon screwdriver DIN 911 - 14Hexagon screwdriver DIN 911 - 17Hexagon screwdriver DIN 911 - 19

000.307000.293000.294000.295000.297000.298000.299000.300000.301000.302

Tommy bar DIN 900A - 5Tommy bar DIN 900A - 8Tommy bar DIN 900A - 10Tommy bar DIN 900A - 12Tommy bar DIN 900A - 16

000.507000.262000.263000.264000.266

Adapter DIN 3123A - 20x12.5Adapter DIN 3123A - 12.5x20

001.923001.927

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Tool Designation NumberLocking ring pliers DIN 5254A - 10-25Locking ring pliers DIN 5254A - 19-60

002.121002.122

Locking ring pliers DIN 5256C - 19-60Locking ring pliers DIN 5256C - 40-100

002.162002.163

Feeler gauge DIN 2275C - 0.05-1 000.451

Crow bar S 550A - 15 001.391

Gripping pliers with slip joint DIN 5231 D-L - 240 002.198

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Tool Designation NumberHammer DIN 1041 - 300L 000.693

Tool box, 5-section, 530x200x200 009.470

Table 2: Basic tools

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IntroductionWork Cards, Classified by SubjectsWork Cards, classified into sub-assem-bliesAppendix

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Operating media systems/PipesOperating media/Auxiliary agentsMachine ElementsHydraulic tensioners/High-pressure pumpOperating values/Operating results

001002003004005

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Operating media systemsflushing and cleaningSummary

Keep the operating media systems free from impurities and residue, preventoperating problems / damage.Flush the operating media systems before commissioning, clean individualparts before installation. This includes the systems for lubricating oil, fuel,cooling water and compressed air and, depending on the system:Flush system(s) (Step 1),flush system(s) (Step 2),drain system(s) andclean components.

Safety requirements Fuel systems isolated / depressurised Engine secured against starting up Engine stopped

1. Lube oil systemThe pipe section between the indicator filter and the engine inlet flangerequires careful cleaning. To allow the interior of this pipe to be fully inspec-ted, it must be separated at each pipe bend using a pair of flanges. As abasic rule, all the internal welding seams must be smoothed over by grinding.These pipe components are to be acidified, neutralised and treated withslushing oil according to Work Card 000.16. This is dissolved by the lubricat-ing oil (e.g. Esso Rustban No. 335, Shell Ensis Oil, Valvoline Tectyl, Tecto 6SAE 30) which is subsequently added. If installation is to take place later, theopenings are to be sealed with covers. Our commissioning staff are instruc-ted to check the cleanliness of this pipe before filling the system.

Severe bearing damage can arise by dirt particles entering the engine!

1.1 Flushing the engine's lubricating oil systemDirt particles will always remain in the pipes in spite of careful installation andcleaning. This requires thorough flushing of the entire lube oil system beforecommissioning. The electrical standby pump or priming pump must be usedfor this purpose in engines with attached lube oil pumps. Before / during andafter the flushing process, the oil must be cleaned continuously by means ofa separator.

1.2 Flushing oilFor the flushing operation, we recommend a special flushing oil with a (low)viscosity of 45-70 cSt / 40C (e.g. SAE 20). This oil is light so it requires nopreheating.

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If no flushing oil is available, the operating oil SAE 40 subsequently to beused for operation can be used for flushing. In these cases, the oil must bepreheated to 40-50C (preheating units, separator preheater). The enginecooling water must be preheated to at least 60C to prevent condensedwater forming (or corrosion in the crankcase). During and after the flushingoperation, the oil must be cleaned continuously by means of a filter and sep-arator.

1.2.1 First flushing processOnly the pipe system outside the engine is flushed.The lube oil inlet to the engine must be bypassed. A temporary pipe thatserves as a return line must be run from the indicator filter to the crankcase.The filter candles of the automatic filter must be removed, the filter housingand bypass lines are to be flushed as well.The filter candles in the automatic filter must be removed, the filter housingand the filter bypass pipes must also be flushed.If there is no downstream indicator filter, the filter candlesneed not beremoved. In this case, there cannot be any pre-cleaning via an indicator filter,which means the automatic filter is to be used for cleaning in the initial flush-ing sequence. Since the dirt particles are returned to the tank by the auto-matic filter, segregation of the dirt particles from the circulating oil is per-formed here solely through the separator that runs in tandem.The lubricating oil cooler is to be included in the flushing process. Manualoperation of the temperature control valve alternately flushes the cooler andits bypass pipe. The lubricating oil separator must be put into operation. Allthe oil pipes, especially in the area of welding seams, should be knocked offthroughout the flushing process.If the maximum differential pressure in the indicator filter is reached, switch tothe other filter chamber and clean the sieve inserts properly. If the contami-nation of the filter is reduced to a minimum, it is possible to end the initialflushing process.The minimum flushing duration of 24 hours must, however, be maintained.After the flushing sequence is complete, clean the sieve inserts of the indica-tor filter and check for any damage.In this case, the filter candles remain in the automatic filter, because only theyprovide the filtering. Continue flushing until the filter contamination hasreduced to a minimum, i.e. until the flushing intervals have reduced to maxi-mum 1 flushing per hour for automatic filters without continuous flushing and,in the case of automatic filters with continuous flushing, the displayed differ-ential pressure has reached a minimum.The minimum flushing duration of 24 hours must, however, be maintained.

If a running in filter is attached to the engine, it must be monitoredcontinuously for differential pressure and, if necessary, cleaned.

The inserts with filter candles are to be installed in the automatic filter (if theyhave been removed), the slide valve for the bypass pipe is to be closed.

Automatic filter withoutcontinuous flushingAutomatic filter withcontinuous flushing

Oil circuit with indicator filter

Oil circuit without indicatorfilter

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1.2.2 Second flushing processAfter assembly of the filter candles in the automatic filter, continue the flush-ing process for about 2 hours.By fitting the pipe line (cleaned) from the indicator filter to the lube oil inlet onthe engine, the engine with its bearing points and injection valves is nowincluded in the flushing process. The oil tank for run-down lubrication (ifpresent) should also be included in the flushing circuit.In order to remove any existing dirt from the lube oil tank for run-down lubri-cation, the oil inlet and oil outlet pipes are to be crossed over. Short tempo-rary hoses should be installed for this purpose. The oil inlet to the turbo-charger is to be closed. The throttle plate fitted in the filling pipe must beremoved. The pressure control valve is to be released.The engine must be turned over through 2 rotations at half-hourly intervalsduring the flushing process. The cylinder lube oil pump may be switched ononly at the time of turning over.If only low differential pressures build up in the automatic and indicator filter(1 flushing process per hour), the flushing operation can be terminated.The minimum flushing duration of 12 hours must, however, be maintained.

If a running in filter is attached to the engine, it must be monitoredcontinuously for differential pressure and, if necessary, cleaned.

The pipes previously removed must be reconnected.The flushing processes must be carried out in the presence of personnelfrom MAN Diesel & Turbo SE.

1.3 Draining and cleaning the system componentsIf a special flushing oil has been used, the lube oil system must be drainedcompletely. Oil that remains in the cooler, filter and separator preheater mustbe removed via the drain pipes. The filter inserts must be cleaned correctlyand checked for damage.If the flushing process has been carried out using the operating oil and thefindings of the oil analysis are satisfactory, the system does not need to bedrained.

1.4 Running in filterIf necessary, a running in filter is attached directly to the engine. The runningin filter inserts are to be used from the beginning of the test run in the enginemanufacturer's premises up to the completion of commissioning on-site.The filter insert must be cleaned in accordance with the manufacturer'sinstructions before being used.Since the running in filter is not switchable, it has a limited service life when inuse (up to approx. 200 operating hours, depending on the condition of thelubricating oil). The end of the service life is displayed by a differential pres-sure sensor on the running in filter. An extended period of operation with anactivated contamination display can lead to problems in the lube oil supply.Therefore, when the differential pressure alarm is triggered, increased atten-

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tion is to be paid to the lube oil pressure in front of the engine, and the filterinsert must be cleaned as soon as possible, in accordance with the manu-facturer's instructions.Remove the filter insert after the system run-in period (normally after comple-tion of commissioning) - but definitely before taking up continuous operationof the plant. The filter housing remains in the engine. After this there will beno further filtering effect from this running in filter. A corresponding note onthe filter housing points this out.In the case of constructional changes to the lube oil system, or for other rea-sons that require flushing of the lube oil system, the filter insert must be refit-ted until the flushing process is complete.

2. Fuel pressure systemThe specifications for the lube oil supply pipe described under point 1 alsoapply for the pipe that runs between the double filter installed directlyupstream of the engine and the engine entry point.

2.1 Flushing the fuel systemThis system must also be flushed in two cycles in order to thoroughly removeall installation debris from the pipes. Gas oil or diesel oil must be used forthis.

First flushing operationDuring this procedure, the entire shipyard or plant-side pipe system isflushed via the existing single or double filter.The automatic filter and viscosity control system must be bypassed via thepipes provided.The shut-off valves of all fuel-injection pumps must be closed.Connect the fuel delivery and return pipes upstream of the engine. The returnflow via the flushing line to the heavy fuel oil service tank is effected bychanging over the three-way cock upstream of the mixing tank. The tankshould not contain heavy fuel oil at this point. In this case, once the systemhas been filled with diesel oil or gas oil and a sufficient quantity returns to theheavy fuel oil service tank, the fuel selection three-way cock can be switchedto the inlet of this tank. Diesel or gas oil is now pumped round the entire sys-tem.Perform the flushing operation as described under point 1.3.1. Based onpast experience, a period of 24 hours must be allowed for flushing.

Second flushing operationThe entire system, including the automatic filter and viscosity control system,is pressurised during this operation.Continue with the flushing operation until only slight differential pressuresbuild up in the filters.Once this flushing operation is complete, clean all filter inserts and inspectthem for damage. Open the shut-off valves of the fuel-injection pumps andclose the bypass pipe of the viscosity control system.Once the second flushing operation is complete, which takes roughly 6 hoursaccording to experience, open the shut-off valves of the fuel delivery pumps.

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The flushing processes must be carried out in the presence of personnelfrom MAN Diesel & Turbo SE.

2.2 Draining and Cleaning the System ComponentsDrain the sludge from the final preheater, the filter chambers and the mixingtank through their drain pipes. After 24 hours settling time, the service tankmust also have the sludge drained off.

3. Cooling water systemEnsure that the surfaces exposed to cooling water are free of corrosion andany other residue before commissioning the engine and injection valve cool-ing system.If rust is detected, the system needs to be cleaned in accordance with WorkCards 000.08 and 000.16.The cooling water system must be flushed with fresh water prior to commis-sioning the engine. Add a detergent to the water in order to remove any resi-dues of the preservative used. Suitable agents are listed alphabetically inTable 1. Detergents from other manufacturers may also be used providedthey have the same properties. After cleaning, rinse with untreated freshwater.In order to filter out coarser impurities, temporary installation of mud traps isa must. The mesh must be 1 mm for the low and high temperature system.The smallest gap in the injection valve is 0.5 mm. Provisional installation of amud trap with a width of mesh of 0.25 mm is necessary for flushing thecooling water system of the injection valves in order to prevent dirt depositshere and thus avoid reduced heat dissipation.The integration of two gate valves in each case means that there will be nowater leakage when cleaning or removing the mud traps.After flushing, the fresh water is to be treated in accordance with the qualityrequirements for cooling water (Operating instruction Sheet 3.3.7).

Manufacturer Product Concentration Cleaning Time / TemperatureDrew HDE - 777 4 - 5% 4 h at 50 - 60 C

Nalfleet MaxiClean 2 2 - 5% 4 h at 60 CUnitor Aquabreak 0,05 - 0,5% 4 h at ambient temperature

Seaclean Plus 0,5% 4 h at 50 - 60 CVecom Ultrasonic

Multi Cleaner4% 12 h at 50 - 60 C

Table 1: Detergents for removing oily residues

4. Compressed air system4.1 Installation-side systemThe whole system must be carefully cleaned before operating the engine. Allpressure and control pipes must be free of flammable media and slag, scaleand rust.

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High noise levels when blowing by! Always use ear protection!

Danger of explosion when flammable media are present, e.g. slushingoil!

The air pipes are cleaned by blowing by 3 or 4 times with compressed air ata pressure of 30 bar in the starting air tank.In order to do this, separate the installation-side pipe line from the main start-ing valve and attach the pipe line securely to prevent deformation whenblowing. Close the open engine entry point. Also remove the control air pipebefore the engine. The blowing is activated by opening the slide-valve on theconnecting tank.After the cleaning process, all the pipes that have been removed must bereconnected.

4.2 Engine-side systemIn the case of doubt as to whether the pipes are free from flammable media(e.g. slushing oil), please proceed as follows before the first "live" actuation ofthe emergency/main starting valve:

High noise levels when blowing by! Always use ear protection!

Danger of explosion when flammable media are present, e.g. slushingoil!

1. Remove the starting pipe in front of the first cylinder and check for flam-mable media in both directions.

2. Remove the starting valves and blow the air passage out in the direc-tion of the open pipe.

3. Create a connection for compressed air behind the main starting valveand slowly begin blowing by the pipe/spaces towards the cylinder foran extended period (several air cylinder's worth).

4. Leave open for 24 hours in order to allow the solvent residues to evap-orate.

5. Fit the starting valves and return to the initial state.

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Cooling water systemCleaningSummary

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.

CleaningThe cooling water system must be checked for contamination at regularintervals. Cleaning is required if the degree of contamination is high. Thiswork should ideally be carried out by a specialist who can provide the rightcleaning 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 cannotbe carried out by a specialist.Oil sludge from lubricating oil that has entered the cooling system or a highconcentration of rust inhibitors can be removed by flushing the system withfresh water to which some cleaning agent has been added. Suitable cleaningagents are listed alphabetically in the table entitled "Cleaning agents forremoving oil sludge". Products by other manufacturers can be used provid-ing they have similar properties. The manufacturer's instructions for use mustbe strictly observed.

Manufacturer Product Concentration Duration of cleaning procedure/temperatureDrew HDE - 777 4 - 5% 4 h at 50 60 CNalfleet MaxiClean 2 2 - 5% 4 h at 60 CUnitor Aquabreak 0.05 0.5% 4 h at ambient temperatureVecom Ultrasonic

Multi Cleaner4% 12 h at 50 60 C

Table 1: Cleaning agents for removing oil sludgeLime and rust deposits can form if the water is especially hard or if the slush-ing oil concentration is too low. A thin lime scale layer can be left on the sur-face as experience has shown that this protects against corrosion. If how-ever, the thickness of limescale deposits exceeds 0.5 mm, this can obstructthe transfer of heat and cause thermal overloading of the components beingcooled.Rust that has been flushed out may have an abrasive effect on other parts ofthe system, such as the sealing elements of the water pumps. Together withthe elements that are responsible for water hardness, this forms what isknown as ferrous sludge which tends to gather in areas where the flowvelocity is low.Products that remove limescale deposits are generally suitable for removingrust. Suitable cleaning agents are listed alphabetically in the table entitled"Cleaning agents for removing lime scale and rust deposits". Products by

Oil sludge

Lime and rust deposits

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6682 000.08-01 EN 1 (3)

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other manufacturers can be used providing they have similar properties. Themanufacturer's instructions for use must be strictly observed. Prior to clean-ing, check whether the cleaning agent is suitable for the materials to becleaned. 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/temperatureDrew SAF-Acid

Descale-ITFerroclean

5 - 10%5 - 10%10%

4 h at 60 - 70 C4 h at 60 - 70 C4 - 24 h at 60 - 70 C

Nalfleet Nalfleet 9 - 068 5% 4 h at 60 75 CUnitor Descalex 5 - 10% 4 - 6 h at approx. 60 CVecom Descalant F 3 10% Approx. 4 h at 50 60 C

Table 2: Cleaning agents for removing limescale and rust depositsHydrochloric acid diluted in water or aminosulfonic acid may only be used inexceptional cases if a special cleaning agent that removes limescale depositswithout causing problems is not available. Observe the following during appli-cation: 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 aminosulfonic acid. Thisacid 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 thatacid will remain in the system, even once 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 dissolvedcan prevent the cleaning agent from reaching boiler scale. It is thereforeabsolutely necessary to circulate the water with the cleaning agent to flushaway the gas bubbles and allow them to escape. The length of the cleaningprocess depends on the thickness and composition of the deposits. Valuesare provided for orientation in the table entitled "Detergents for removing limescale and rust deposits.The cooling system must be flushed several times once it has been cleanedusing cleaning agents. Replace the water during this process. If acids areused to carry out the cleaning, neutralise the cooling system afterwards withsuitable chemicals then flush. The system can then be refilled with water thathas been prepared accordingly.

Only carry out the cleaning operation once the engine hascooled downOnly start the cleaning operation once the engine has cooled down.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 tothermal overloading of the engine.

In emergencies only

Following cleaning

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Cleaning products can cause damageThe products to be used can endanger health and may be harmful tothe environment.Follow the manufacturer's handling instructions without fail.

The applicable regulations governing the disposal of cleaning agents or acidsmust be observed.

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6682 000.08-01 EN 3 (3)

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PipesreplacementSummary

Insert/replace components, process and install professionally. Pipes must bereplaced/supplemented if necessary. The materials must, therefore, beselected according to the requirements, and must be properly processed.This includes: Selection of suitable materials, proper processing and properinstallation.

Preliminary remarksIf pipes in the fuel, lubricating oil, cooling water or starting air system, or onthe pneumatic operating device need to be repaired, modified or replaced,the instructions in the following paragraph must be observed in order toavoid malfunction in subsequent operation.

InstructionsAs replacements for pipes on the engine or the operating device, seamlessmild-steel pipes are to be used, in accordance with DIN 2391, or seamlesscopper pipes in accordance with DIN 1754, made from St 35 GZF in accord-ance with DIN 1629 and C-Cu F 25 and/or F 30 in accordance with DIN 17671 and/or stainless steel pipes made from X6 CR Ni Ti 1810 in accordancewith DIN 2462. Normally pipes of the same dimensions are refitted to theengine.Pipes with a small diameter can be cold-bent using commercial pipe bendingdevices. When using solderless pipe unions in accordance with DIN 2353,heat treatment can, in most cases, be avoided (see Work Card 000.17).For air pipes in the pneumatic operating device or in the starting system, onlystainless products may be used, i.e. chromated, galvanised or brassscrewed fittings. Particular attention has to be paid to the thread, since,depending upon the location, both metric and Whitworth threads, in bothcylindrical and conical form can be present.If hot-bending becomes necessary when using other pipe qualities or largerdimensions, or if soldering and/or welding is used on the pipes, then thepipes must be acidified, leached and washed afterwards (see Work Card000.16).Lube oil pipes with larger diameter, especially the pipe after the lube oil fil-ter(s), are to be manufactured by bending. Connection flanges and socketsmust be joined to the pipes by gas welding.When gas welding is used, the slag on the filler rod jacket is not required.This is of special importance, since the roots of the welding seam penetrateto the inside of the pipe, i.e. the joint gap must be completely filled. On theinside of the pipe no unfilled butt joints may remain since foreign bodiescould become stuck there. They would not (hardly ever) be eliminated bycleaning the pipes, and could be drawn into the engine bearings during oper-ation. Operational malfunction caused by damage to the bearings couldresult. If prefabricated pipe bends have to be welded in, then intermediateflange connections are to be used, whereby their number and location are tobe selected in such a way that the welding seams inside the pipe line can beseen clearly, filled up and checked.

Pipe Dimensions/Materials

Production

Production of lube oil pipes

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The above welded joints can also be made using the TIG welding method.Both with gas welding and with TIG welded joints, the tack and finishedwelding seams must be carried out using the same welding method.When laying the pipes, ensure that the pipe routing and fastening is as vibra-tion-free as possible. Pipes must not be supported on oscillating or vibratingparts. Oscillations harden and embrittle even soft copper pipes which canresult in the formation of cracks.

Laying/Support

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2 (2) 6682 000.15-01 EN

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Pipescleaning, pickling and preservationSummary

Keep operating media systems free from contamination and residues,ensure/restore operating safety. Pipes that are replaced or added must, aftermanufacture/machining, be mechanically or chemically cleaned, and pre-served if required.Depending on the actual situation, this includes: Mechanical cleaning of thecomponents, chemical cleaning of the components, a pressure test andpreservation.

Preliminary remarkAll pipes which are attached as a replacement on the engine, are to becleaned mechanically or chemically after manufacture. If a longer period ari-ses between cleaning and fitting (spare pipes), the pipes must be preservedand sealed at the ends. Sealing plugs or plastic caps in conspicuous coloursare ideal for this to ensure that they are not overlooked.Normally, mechanical cleaning is performed on cooling water, heating,exhaust gas and intake air system pipe lines. Mechanical and chemicalcleaning is performed on lube oil, fuel, compressed air, gas, steam and watercondensate system piping. Isolating and regulating units, as well as otherdevices in the individual systems may only be fitted after the cleaning proc-ess.For pipes filled with sand for hot-bending, only completely dry and fine-grainsand may be used. With damp sand there is a danger of accidents causedby steam formation. All pipe systems must undergo a compression test,either in sections, or as a whole system. The entire lube oil, fuel and com-pressed air system must be thoroughly rinsed before commissioning theengine installation.

Mechanical CleaningScale and weld splatter is to be removed carefully from the welded joints,using a chisel, file or grinding wheel. The whole pipe must be tapped with ahammer and blown through with compressed air, as far as possible at thesame time, so that even the smallest particles (of sand for warm-bending) areremoved.All pipe connections are to be blocked off until assembly.For pipes, which are cleaned mechanically and chemically, an acid bath isrequired. The acid bath device essentially consists of: a hydrochloric acid bath for steel pipes, a water bath for washing the acid off, an alkaline bath for neutralising and phosphatising, a sulphuric acid bath for copper pipes.With the hydrochloric acid and sulphuric acid bath, the rising vapour must beextracted using fans and dispersed via scrubbers. The vapour from the alka-line bath must also be directed outside using a fan. The regional protectionregulations must also be observed.

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The water bath needs a water connection and a compressed air connection.The alkaline bath must be capable of being heated up to 80C.

Observance of Occupational Safety RegulationsIn accordance with occupational safety regulations for handling acidsand alkaline solutions, those who perform acid and alkaline solutiontreatments, must wear an acid-resistant suit, rubber boots, rubbergloves and safety goggles. A water hose must be available in theimmediate vicinity of the acid/alkaline baths for immediate use.

Treatment of Steel Pipes by PicklingFirst pickle in the hydrochloric acid bath and then in the tri-sodium phos-phate bath for neutralising the acid and for simultaneous short-term preser-vation.Hydrochloric acid (HCI) is available commercially at a concentration of 31-33%, and with less than 1% arsenic.Mixing ratio for the HCl bath: H20 = 3: 2 (by weight).

Violent Chemical ReactionPour the acid into water, not the other way around!

The treatment must not to be performed at a temperature below 20 C. Theduration is determined by visual inspection.With pipes with threads, acid corrosion on the crest of the thread must bemonitored. It determines the duration of treatment in this case.After completion of the pickling procedure, the acid solution adhering to thepipes must be washed off in the water bath.The acid solution which remains in the grooves and pores in the surface tex-ture is neutralised in a tri-sodium phosphate bath, where the pipes are simul-taneously coated with a phosphate layer which protects against corrosion inthe short-term.Mixing ratio for the bath Na3PO4: H2O = 1: 8 (by weight). Treatment tempera-ture 80 C.

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Treatment of Copper PipesCopper pipes should not be treated in a hydrochloric acid bath if steelpipes are to be pickled afterwards.The reaction of the copper (Cu) with the dilute hydrochloric acid (HCl)the salt copper chloride, dissociated in the aqueous solution (CuCl2). Ifa steel pipe is then placed in the pickling bath again, the base iron inthe steel oxidises by the discharge of its positive charge units, so thatiron ions go into solution, while the copper separates out. The steelpipe is coated with an adherent layer of copper which is in no waysecurely affixed. Copper deposits are undesirable on the internal wallsof fuel-carrying pipes. Washed-off copper particles would causesubsequent operational malfunctions in the injection elements, such aspumps and nozzles.

Treatment of Copper PipesFirst pickle in the sulphuric acid bath and then possibly in the tri-sodiumphosphate bath for neutralising the acid, and for phosphatising.Sulphuric acid (H2SO4) is commercially available at a concentration of 98 %(concentrated acid). It must be transported in closed tanks.Mixing ratio for the bath H2SO4 : H2O = 1: 8 (by weight).

Violent Chemical ReactionPour acid into water, not the other way around.

Before using, the prepared bath should rest for 24 hours.Duration of treatment: At the beginning, with copper pipes 1/4 hour, and, asthe ages progressively, increase the duration accordingly.After taking the pipes out of the sulphuric acid bath the pipes must be rinsedwith water and dried afterwards using a gentle flame.A neutralisation in the tri-sodium phosphate bath is not necessarily required,with longer storage, however, it is advisable for the prevention of verdigrisformation.

Pressure Testing of PipesWater pipes are pressure tested with water, lube oil, fuel and air pipes withslushing oil. For the required test pressures see section 2 of the manual.

Preservation of PipesWhen stored for a short period indoors and/or in dry surroundings, phospha-tisation and an oil film are sufficient for corrosion protection. Also during long-term storage for service, phosphating before the actual preservation withslushing oil, lacquer or grease offers a good basic preservation. Pipe endsand connection points are to be sealed with coloured plastic caps. Plastic

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6682 000.16-01 EN 3 (4)

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caps in striking colours have the advantage that they are easier to recognisewhen fitting the pipes to the engine. They must be removed again when fit-ting.

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Solderless pipe unionsmountingSummary

Insert/replace components, process and install professionally. Solderlesspipe unions are preferably used where pipes with a small diameter can becold-bent. In this case, pickling and neutralising are not required.The work/work steps include: Proper processing and installation.

Tools/aids requiredQuan-

tityDesignation Number Status

1 Tools, Basic Scope 009.229 Option1 Pipe cutter - Inventory1 Counterbore - Inventory1 Machine oil - Inventory

Advantages of solderless pipe unionsSolderless pipe unions are preferably used where pipes with a small diametercan be cold-bent, i.e. where no heat treatment is necessary. The usual proc-ess of pickling and neutralising is then not required.Copper pipes must be provided with reinforcing sleeves on the inside. SeeWork Card 000.18.

Work steps1. Cut pipe at a right angle and deburr. Pipe cutters (see figure 1) are per-

fect for doing this. The pipe is cut through using a cutting wheel. Theinternal edge of the pipe can then be deburred using the 3 blades in thehandle or using a counterbore tool. Remove swarf by blowing out!

2. Oil (do not grease) the threads and the cutting ring and the tapered ring(4) well. Then slide the nut and ring over the pipe end as shown. If thecutting and tapered ring cannot be pushed over the pipe end, or if thisis difficult to do, do not expand the ring but reduce the pipe end bygrinding/filing.

3. Screw the cap nut on by hand up to perceptible contact with the cut-ting ring and tapered ring. Then push the pipe against the stop in theinner cone and tighten cap nut by about 1/2 to 3/4 revolution. By doingthis, the cutting and tapered ring grips the pipe. It is no longer neces-sary to continue pushing the pipe. Final tightening is performed by a fur-ther tightening of the cap nut by approx. one revolution. Here the ringcuts into the pipe and a visible collar (6) rises before its cutting edge. Aline (7) marked on the cap nut allows you to monitor the stipulatednumber of turns.

4. Pipes of smaller outside diameter can be fixed in screwed connectionswithout sub-assembly, if they are firmly screwed in to the engine. Pipes of larger outside diameter and all connections in free pipes arebest pre-assembled in the vice. The open-jaw spanner should have anapprox. fifteen fold length of the width across flats (possibly extended

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by using a pipe). Otherwise proceed as above. The final tightening iseasier if the cap nut is loosened several times so that oil is once againadmitted between the friction surfaces.

5. Once the final tightening has been successfully performed, loosen thecap nut and check whether a raised, visible collar (6) fills out the area infront of the cutting edge, if not, briefly tighten again. It does not matter ifthe cutting and tapered ring on the pipe end can be rotated. After establishing the connection, and after each release process, thecap nut is to be tightened without using an extension for the spannerand without using increased force.

Ensure that each pipe end again reaches the same inner cone wherepre-assembly took place.

Figure 1: Required tools - counterbore cutter, pipe cutter and pipe bending device

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1 Cap nut 4 Cutting ring and tapered ring2 Stop 5 Inner cone3 Pipe 6 Visible collar

Figure 2: Mode of action and control of pipe unions. Starting condition - in the middleof the illustration, after tightening - at the bottom, checking - at the top.

7 Mark Figure 3: Assembly of pipe unions. Assembly on site - on the left, pre-assembly in thevice - on the right

Additional informationThe straight pipe end extending into the screw connection must have a mini-mum length of double the height (H) of the cap nut.

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6682 000.17-01 EN 3 (4)

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With longer or more highly stressed pipes, pipe supports are required.For bending steel and copper pipes, a device with exchangeable rollers (seefigure 1) is recommended. The bend radius R must not be less than doublethe outside diameter of the pipe (R = 2 D).

H Height of the cap nut R Bend radius2H Min. distance to a pipe bend D Outside diameter

Figure 4: Minimum distances/Bend radii

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Solderless pipe unionsAdditional partsSummary

Insert/replace components, process and install professionally. Accessoriesfor solderless pipe unions extend their application range. The following canbe used: Reinforcement sleeves, nozzle inserts and screwed hose connec-tions.The work/work steps include: Proper processing and installation.

Preliminary remarksSolderless pipe unions will be used in conjunction with reinforcing sleeves,nozzle inserts and screwed hose connections. In this way the applicationrange can be extended, amongst other things, to copper pipes and hoseconnections.

InstructionsWhen using solderless screwed connections on soft copper pipes reinforcingsleeves must be used to prevent the pipe the pipe from collapsing whentightening the cap nut.

1 Reinforcing sleeve Figure 1: Use of Reinforcing Sleeves. Left top sleeve inserted, left bottom - sleeveknocked in. Right factory assembled pipe unionBy using nozzle inserts, the ventilation and bleeding time of the devices canbe adapted to the individual requirements. They can later be inserted into thepipe fittings, if the cap nut has been released and the pipe pulled out before-hand. Ensure that the pipe end is shortened by the length of the nozzle col-lar.

2 Nozzle insert Figure 2: Use of nozzle inserts. Left nozzle insert, right factory assembled pipe union

Reinforcing sleeves

Nozzle inserts

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Transitions from pipes to hoses and vice versa will occur frequently within acompressed air system if moving parts are connected to each other. If thepipe ends cannot be bent into a perfect standard hose connecting piece, ascrewed hose connection should be used. Sliding the hose onto the smoothcut pipe end is not allowed. The hose (3) is to be cut at right angles and mustbe pushed onto the hose connecting piece up to the stop. The hose must beprevented from slipping off with a hose clip or hose clamp (4).

3 Hose 4 Hose clampFigure 3: Using screwed hose connections

Screwed hose connections

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Operating media systems/PipesOperating media/Auxiliary agentsMachine ElementsHydraulic tensioners/High-pressure pumpOperating values/Operating results

001002003004005

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6632 002-05 EN 1 (1)

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Lubricating oilassessing and treatingSummary

Collating and assessing operating media parameters, maintaining the consis-tency within the permitted range, avoiding/reducing damaging effects. Lubri-cating oil must be assessed and continuously maintained at regular intervalswith regard to consistency, in accordance with the maintenance schedule.This includes: Analysing oil samples, maintaining and replacing operatingmedia.

Oil EvaluationThe condition of the used oil in the engine must be constantly monitored. Atwhich intervals a spot test should be prepared on filter paper, or an oil sam-ple is to be taken for examination in a laboratory set up for the purpose (itwould be best to consult the customer service of the supplier in this regard)is given in the servicing schedule. The oil sample must be taken after the fil-ter, while the engine is running. This ensures that the result will be represen-tative for the oil in the engine.A definitive statement concerning continued use can only be made on thebasis of a full analysis, the values of which are determined by standard testprocedures.We recommend obtaining a suitable test kit for the routine local examinationof the operating media. MAN SE has developed a test case together with thecompany Mar-Tec, which contains easy-to-operate devices. This enables thebunkered heavy fuel and the parameters required for treatment, and the con-dition of the waste lube oil, to be determined with sufficient accuracy. Sup-porting documents can be obtained from Mar-Tec., Warnckesweg 6, 22453Hamburg.In general, the following values are sufficient for the routine examination ofused oil:

Characteristic value Limit value Measurement methodViscosity at 40C mm2/s > 110

< 220ISO 3104

Flash point (PM) C > 185 ISO 2719Water content % vol. < 0,2

(0.5% only permissible for a short period)ISO 3733

TBN(related to fresh oil)

% TBN 50 ISO 3771

Contamination % by weight in general < 1.5 depends on the availabledispersing power and viscosity increase

DIN 51 592IP 316

Metal content mg/kg depends on engine type and operating con-ditions

ASTM 5185-91

Table 1: Examination of Lube Oil - Parameters/Threshold ValuesNo conclusions concerning the level of contamination can be drawn fromused doped lubricating oil, since very fine soot particles (< 1.0 mm) arepresent as a result of the dispersant-detergent-capacity, which lead to inten-sive black colouring of the oil, even at lower concentrations. The total con-

Spot test/oil analysis

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tamination of the lube oils can be ascertained, amongst others, by using DIN51592 or IP 316. The appearance of the spot test also allows conclusions tobe drawn.Fuel in the lubricating oil can be verified by determining the flash point andthe viscosity of the cleaned used oil, in comparison with the values from freshoil. Oil change due to thinning of the lubricating oil is necessary if the oil vis-cosity falls by one viscosity class, or if the flash point has dropped below 185C. If a laboratory test cannot be performed, the viscosity can be determinedapproximately as described below:Fresh oil samples which exhibit one viscosity class higher and one lower thanthe oil in the engine are dripped, together with the used oil, onto an inclinedglass or metal plate at the same temperature. You can determine from theflow rate whether the used oil has higher or lower viscosity than the fresh oil.If a laboratory test for determining the water content is not possible, a dropof the used oil is applied to a hot plate. If there is water is in the oil it willevaporate quickly and disappear with an audible noise upon overcoming thecapillary force force (crackle test). The water content in the oil should be nomore than 0.2%. In the case of water content >0.5 %, an oil change isrequired and, if not possible, the water content is to be reduced to

The automatically self-draining separators currently available on the market,recommended for use in the systems described, are highly optimised on ahydraulic level, in the separation process, as well as on a control technologylevel, so that, when selected and used correctly, a balance between theingress and removal of impurities is maintained. A minimum requirement onthe operator, by the manufacturer of the diesel engine, is the synchronousoperation of the lube oil separator and the diesel engine.

Oil ChangeA definitive prediction of the expected useful life of the oil cannot be since theengine manufacturers generally do not know the quality of the fuel or lubri-cant oil to be used, the operational conditions under which the engine runs,and also whether proper oil maintenance can be assumed.An oil change is necessary if the chemical-physical parameters of the oil fillinghave changed in such a way that the lubrication, cleaning and neutralisationcharacteristics are no longer adequate. This can only be ascertained by fullanalysis.The parameters specified in Table 1 must be observed.In an oil change, all the lubricating oil must be drained from the system at theoperating temperature. If the main pipe systems cannot be fully drained, theentire system must be cleaning with flushing oil before fresh oil is added.

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Lubricating oil/FuelCarrying out the spot testSummary

Collating and assessing operating media parameters, maintaining the consis-tency within the permitted range. Spot tests allow the evaluation of importantcharacteristics with little effort. They are useful as supplements to lubricatingoil and fuel analyses. They cannot, however, substitute them.The work includes: Preparation and assessment of spot test.

Work Sequence (during the lube oil test)Immerse a cleaned rod (glass or wire), which should taper to a point, in thelubricating oil at the operating temperature.Drip the oil adhering to the rod onto the filter paper and let it dry for a fewhours at room temperature.Compare the filter paper with the tests shown on the reverse.

Evaluation of the Lube Oil Drip TestThe spot test on filter paper indicates the degree of contamination, the pres-ence of water or fuel and the current dispersing power of the detergent. Con-clusions can be drawn from this information on the condition of the oil filling.The spot test must not be regarded as a substitute for an oil analysis. If thespot test appears abnormal compared to images made using earlier oilcharges that spent the same amount of time in the engine, this indicatesirregularities, e.g. poor combustion, fuel or water leakage, insufficient oilmaintenance, etc. Fig. 1 shows what used doped (HD) oils look like. Thelubricating oil spot shown in sample 1 is slightly contaminated, the oil shownin sample 5 shows has been used up and an immediate oil change isrequired. If the oil spot has the same appearance as sample 4, a compre-hensive analysis is required to establish beyond doubt the condition of the oilfilling.Doped lubricating oils contain active ingredients that hold combustion resi-dues in suspension in a finely distributed form and/or prevent these fromaccumulating in the engine (effect of the dispersant). The dirt particles aresmaller than the capillaries in the paper which explains why the flow effect ismore pronounced at the outer edges. When the dispersion effect reduces,dirt particles join together and block the capillaries. The centre of the spotturns a dark colour. If the edge has a radial appearance, this indicates thatthe lubricating oil contains water or fuel.The oil samples for the spot tests must be taken from the oil circuit at thespecified intervals (also see maintenance schedule) and at the same pointwhen the engine is running and affixed inside a notebook.In order to be able to compare the spot tests the same filter paper must beused. The spot tests shown were carried out using the filter paper specifiedabove.

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Figure 1: Spot tests of doped lubricating oils - Sample 1: slightly contaminated - Sample 4: analysis required - Sample5: oil change required

Fuel drop testThe spot test on the filter paper indicates the type of fuel, i.e. whether distil-late or mixed fuel. In the case of heavy fuels, the appearance of the spot testindicates the compatibility of the mixed components. It is recommended torecord the spot tests for each new bunkering in a notebook.

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Cooling waterinspectingSummary

Acquire and check typical values of the service media to prevent or limitdamage.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 inaccordance 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 rustinhibitor.

Tools/equipment requiredThe following can be used: 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 orMar-Tec Marine, Hamburg)

When using chemical additives: Testing equipment in accordance with the supplier's recommendations.

Testing kits from the supplier also include equipment that can be used todetermine the fresh water quality.

Testing the typical values of water

Typical value/property Water for filling and refilling (without additive)

Circulating water(with additive)

Water type Fresh water, free of foreign matter Treated cooling waterTotal hardness 10dGH 1) 10dGH 1)pH value 6.5 - 8 at 20 C 7.5 at 20 CChloride ion content 50 mg/l 50 mg/l 2)

Table 1: Quality specifications for cooling water (abbreviated version)1) dGH German hardness1dGh = 10 mg/l CaO

= 17.9 mg/l CaCO3= 0.179 mmol/L

2) 1mg/l = 1 ppm

Testing the concentration of rust inhibitors

Equipment used to check thequality of fresh water

Equipment for testing theconcentration of additives

Abbreviated specification

Brief specification

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Slushing oil ConcentrationChemical additives according to the quality specifications in Volume 010.005 Engine - Operating Instruc-

tions, Chapter 3, Page 3.3.7Anti-freeze according to the quality specifications in Volume 010.005 Engine - Operating Instruc-

tions, Chapter 3, Page 3.3.7Table 2: Concentration of cooling water additives

The concentration should be checked every week and/or in accordance withthe maintenance schedule using the testing instruments and reagents fromthe relevant supplier and corresponding instructions.Slushing oil containing chemical additives only provides effective protection ifthe specifications regarding concentration are precisely complied with. This iswhy the concentrations recommended by MAN Diesel & Turbo (quality speci-fications in Volume 010.005 Engine Operating Instructions, Chapter 3,Page 3.3.7) must be complied with in all cases. These recommended con-centrations may not be the same as the manufacturer's specifications.The concentration must be checked in accordance with the manufacturer'sinstructions or this work can be outsourced to a suitable laboratory. If indoubt, consult MAN Diesel & Turbo.We test the cooling water in our laboratory for our customers. In order tocarry out the test, we need a representative sample of roughly 0.5 litres.

Checking the concentrationof chemical additives

Checking the concentrationof anti-freeze

Test

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Engine or componentspreservation treatmentSummary

Adopt measures to counteract corrosion, carry out/repeat protective meas-ures.Corrosion protection and preservation measures are adopted with specifictargets, not only with regard to a suitable slushing oil, but also the type ofapplication and the intervals for renewal inspection.This includes:Selection of a suitable slushing oil,anti-corrosion measures for new engines and spare parts andpreservation of engines and engine components in the event of stoppage.

Corrosion ProtectionMost corrosion on polished metal surfaces is caused by the effects of theweather, the type and extent of which varies depending on the climate (conti-nental, industrial, oceanic, tropical climate). Corrosion which originates, forexample, in pipes, fittings and heat exchangers through contact with waterremaining in the system or due to air humidity can be overlooked and firstbecomes apparent when a fault occurs. The application of a covering coaton the metal surface is the most common means of preservation. The pres-ervative must have a thick continuous layer which adheres to the surfacewell, displaces water and is not affected by corrosive media.Even the best preservation provides protection for a limited period only. Acheck is absolutely necessary at stipulated time intervals, so that the preser-vation treatment can be repeated in good time.The addition of vapour-phase anti-corrosion oil (VCI) has proved to be effec-tive for internal preservation. Owing to their properties, these oils continu-ously deliver small quantities of gaseous inhibitors, so that a vapour-phasedevelops in a closed space that provides additional preservation if required.Nevertheless, it is important that the crankcase is completely closed off andthat the preserved engine, or the engine's individual parts, are stored in adry, well-ventilated room where the temperature is regulated.

Rust inhibitorDepending on the intended purpose and the existing conditions, there arevarious different slushing oils which can be classified as follows:1. Slushing oil with added solventThis is a mineral oil based wax or oil to which, for example, white spirit isadded as a solvent, and which is applied, without heating, to the metal sur-face to be protected by immersing, spraying or brushing. After the solventhas evaporated, a protective layer is left behind which can be wiped down orwashed off. If the inner preservation of the engine is carried out using this,cleaning prior to commissioning is not required if the protective coating isdissolved by the lubricating oil during operation. These protective agents arealso suitable for individual engine parts and the external preservation of com-plete engines.

Protection for a limitedperiod

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The solvents are flammable and can develop explosive vapours!

2. Anti-corrosion greaseThis protective grease is applied using a paintbrush, or is rubbed onto themetal surface. If the grease is oil-soluble and was only applied sparingly, theprotective layer can be left in the preserved inner parts when commissioningthe engine, provided that the engine was closed off and no dust or dirt hassettled inside.The external or individual parts of the engine preserved with grease mustalways be cleaned before commissioning. This can be easily carried out bywashing with an oil-dissolving liquid (e.g. diesel fuel). Nevertheless, you mustensure that the washing liquid does not penetrate the engine and mix withthe lubricating oil.3. Anti-Corrosion OilsThese protective oils are mineral oils with corrosion inhibiting substanceswhich are suitable for spraying or painting onto individual engine parts or, ifthe engine is assembled, for preserving the internal parts. It is also possibleto operate the thoroughly cleaned engine with the oil for a short time, whichalso provides good preservation of the oil system.4. Anti-Corrosion coating wax, vapour-phase slushing oil or paper are otherproducts with which individual parts can be preserved.

Preservation of New Engines and Spare PartsBefore dispatch, the engines undergo preservation in the factory. This pres-ervation treatment means that the engines can be stored outside under a tar-paulin for 12 months. If an engine is to remain in storage for longer, the pres-ervation treatment must be repeated. This can be carried out as describedbelow. Preservation of the complete engine is normally only necessary forfour-stroke engines.

Engine - external preservation Preserve the engine base, the crankshaft flange and flywheel with wax-

type slushing oil Anticorit BW366. Preserve moving uncoated parts (e.g. control linkage), tie rods and

crankshaft outlet with Dinitrol lubricant. Preserve fins of the explosion protection covers with slushing oil Tectyl

542, replace waxed paper in case of damage.

Engine - internal preservation Spray crankcase with slushing oil Anticorit 6120/42DFV. Depending on the engine size, add 3-5 litres of the VCI slushing oil Bra-

nerol to the crankcase. Spray camshaft chamber, torsional vibration damper chamber and

rocker box with corrosion protection oil Tectyl 542. Preserve combustion chamber with 20 ml of Branerol per cylinder via

injection valve or starting valve opening.

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Turbocharger - preservation Spray with Branerol through outlet-housing opening and washer opening

on turbine side and through washer opening on compressor side.

Turning the drive gearThe engine running gear must not be turned after being closed airtight.

Preservation of Engines during StandstillThe purpose of the procedure described is to conserve engines when theyare shut down for an indeterminate period. This procedure may not alwaysbe the same due to the design of the pipe systems and the engine room, theengine type and auxiliary systems used.The following temperature and humidity values in the engine room and con-trol room must be observed to protect the mechanical and electronic equip-ment:Temperature min. 10CHumidity 50% RHEngineThe engine must be switched over from heavy fuel oil (HFO) to marine dieseloil (MDO) operation before switching it off. The engine must be operated forroughly 1 hour at full load or for 2 hours at 75% load in marine diesel oiloperation.

working instructions man 32/40

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