MAN L32/40 DF (Technical Documentation - Engine Working Instructions)

Technical Documentation
Engine
Working Instructions
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . L 32/40 DF
Work No. . . . . . . . . . . . . . . . . . . . . . . . . . Edition only for Information
Plant No. . . . . . . . . . . . . . . . . . . . . . . . . .
6635-- 2
MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Telefon (0821) 3 22-0
6635
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04.98
: Telex 5 37 96-0 man d

101/ 02
. 1998 MAN B&W Diesel AG

All copyrights reserved for reprinting, photomechanical reproduction (photocoying/microcopying) and translation of
this documents or part of it.
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Table of contents
: : :
: : :
: : :
Introduction
N
N
N
1.1
1.2
1.3
Preface
How the working instructions/work cards are organised, and how to use
them
Status/availability Required tools/appliances
Work cards, arranged by subjects/key words
Work cards, arranged by subassembly groups
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
6635
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101 /01
Introduction
1 Introduction
2 Work cards,
arrangend by subjects/key words
3 Work cards,
arranged by subassembly groups of the engine
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Table of contents
: : :
: : :
: : :
Introduction
N
N
N
1.1
1.2
Preface
How the working instructions/work cards are organised, and how to use
them
Status/availability Required tools/appliances
1.3
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6635
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101 /01
Preface
1.1
Work cards and maintenace

schedule
The working instructions/work cards are closely related to the maintenance

schedule of the engine contained in Volume B1 of the technical
documentation. The latter briefly specifies the maintenance work to be
done, whereas this volume gives a step-by-step description, with
illustrations, of the operating sequences required to maintain the
operational reliability and efficiency of the engine. The work cards have an
introductory part describing the purpose of the work, and contain
information also stating which tools and appliances are required. For most
of the jobs, several work cards have to be consulted.
Work cards serve the particular prupose of providing essential information
in concise form.
Work cards have in the first part been arranged by subjects/key words; in
the second part, the order follows the subassembly group system of the
engine. Both parts contain indices giving the contents of work cards that
concern your engine.
Ordinal system
One standard paper sheet and one foil-sealed copy of each work card is
available. The foil-sealed copies are insensitive to being soiled and can be
used for information while the job is being done.
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How the working instructions/work cards

are organised, and how to use them
1.2
Work cards contain the following information as a rule:
Structure
- Notes on the purpose of the jobs to be done,

- on the relevant work cards, i.e. those work cards containing further
essential or useful information,
- on the necessary tools and appliances,

- any supplementary details/technical data and
- the individual operating sequences, starting in each case with the
original condition and followed by the individual working steps.
Tools are marked with the tool number in illustrations and texts; other parts
are marked with their item number.
Numbering
The ordinal number of the work cards - on top at the right - is composed of
the three-digit subassembly group number (or of a neutral numerical
combination) and a counting number, for example:
021. 02
Counting number (card 2)
Subassembly group (crankshaft)
How to find the work cards

required
The work cards are contained in the lists of Section 2 and 3. The list, Part
1 is a summary of work cards by subjects/key words, the list, Part 2
contains working instructions arranged in an order following the
subassembly group system of the engine.
Access to the ordinal system of the list, Part 3 is ensured by the
subassembly group list. Illustrated by a cross section and a longitudinal
section of the engine, it lists the subassembly group numbers in tabulated
form, respresenting the order in which the work cards of this section have
been arranged.
Text passages in italic type draw the attention to dangers sources of
failure, technical necessities, supplementary information. The following are
used:
Safety notes
Danger! Imminent danger.

Possible consequences: Death or most severe injuries, total damage
to property.
Caution! Potentially dangerous situation.
Possible consequences: Severe injuries.
Attention! Possibly dangerous situation.
Possible consequences: Slight injuries, possible damage to
property.
Important! For calling attention to error sources/handling errors.
Tip! For tips regarding use and supplementary information.
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Clearances and tolerances

temperatures and pressures
Clearances and tolerances, temperatures and pressures are contained in

Section 2.5, Volume B1.
Values for the tightening of bolted connections and the appropriate
000.29, 000.30 and 000.31
000.31.
lubricants are contained in work cards 000.29
Information concerning the ordering of tools or parts of these is given in
Section 3.4 of Volume B1, or in the spare parts catalogue B3.
Ordering tools
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Status/availability
Required tools/appliances
1.3
In the opening paragraphs of the work cards, the tools/appliances required

for the maintenance work described therein are listed under the item
Tools/appliances required. See example in Table 1 .
Tools/appliances
Tools/appliances required
Qty Designation
No.
Availability
1 Fitting/unfitting tool
322.056
Optional
2 Bracket
322.056--1
Optional
1 Ledge
322.056--4
Optional
4 Shackle A0.6
002.452
Standard
1 Open--jaw and ring wrenches (Set)
--
Standard
1 Hexagon screw drivers (Set)
--
Standard
1 Lifting tackle with rope
--
Inventory
Table 1. Example:: List of required tools/appliances
Status/availability
Besides the required quantity, the designation and the tool number, the
table contains information regarding status/availability of the listed tools.
The following terms are used in this connection:
- Inventory . . . means that a tool/appliance is not part of the standard

scope of supply. In principle, we take it for granted that such tools/appliances are available.
- Optional . . . . means that a tool/appliance is not part of the standard
scope of supply. Such tools are supplied by MAN B&W Diesel AG on
request.
- Standard . . . means that a tool/appliance is included in the scope of
supply for the engine plant as a standard or is considered to be
standard workshop equipment.
The basic tool characterised as standard is not part of the standard scope
of supply of MAN B&W Diesel AG. On request, the scope of supply can
be extended by the basic tool. The components of the basic tools are
listed in the following Table 2 .
Basic tools
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Tool
Designation
No.
Set of basic tools, complete
000.002
Double ended open-jaw wrench DIN 895

Single ended open-jaw wrench DIN 894

---------
-------
7x9
8x10
11x14
13x17
19x22
24x27
30x32
36x41
12
46
50
55
60
65
000.557
000.568
000.569
000.570
000.571
000.572
Double ended ring spanner DIN 837 -- 24x27

Double ended ring spanner DIN 837 -- 30x32
000.225
000.226
Double ended ring spanner, cranked DIN 838

-----
13x17
19x22
24x27
30x32
Screw driver with hexagon DIN 5265D -- 0.8x5.5

Screw driver with hexagon DIN 5265D -- 1.2x9
Screw driver with hexagon DIN 5265D -- 2x12
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000.601
000.602
000.603
000.604
000.605
000.606
000.607
000.608
09.03
General
000.243
000.244
000.247
000.248
000.391
000.393
000.395
102/ 05
Tool
Designation
No.
Tommy bar DIN 900A

Tommy bar DIN 900A
Tommy bar DIN 900A
Tommy bar DIN 900A
Tommy bar DIN 900A
------
5
8
10
12
16
Hexagon screw driver DIN 911

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000.507
000.262
000.263
000.264
000.266
------------
3
4
5
6
8
10
12
14
17
19
3L
000.292
000.293
000.294
000.295
000.297
000.298
000.299
000.300
000.301
000.302
000.307
Crow bar S550A -- 15
001.391
Feeler gauge DIN 2275C -- 0.05-1
000.451
Socket wrench insert DIN 3124

001.751
001.752
001.753
001.754
001.755
001.756
001.757
001.758
001.759
001.760
001.771
001.772
09.03
-------------
11x12.5
13x12.5
14x12.5
17x12.5
19x12.5
22x12.5
24x12.5
27x12.5
30x12.5
32x12.5
36x20
41x20
General
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Tool
Designation
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No.
Adapter DIN 3123A -- 20x12.5

Adapter DIN 3123A -- 12.5x20
001.923
001.927
Extension DIN 3123B -- 12.5x125

Extension DIN 3123B -- 12.5x250
001.911
001.912
Universal joint DIN 3123C -- 12.5
001.876
Cross handle DIN 3122A -- 12.5
001.891
Ratchet DIN 3122C -- 12.5
001.521
Pliers for retaining rings DIN 5254A -- 10-25

Pliers for retaining rings DIN 5254A -- 19-60
002.121
002.122
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Tool
Designation
No.
Pliers for retaining rings DIN 5256C -- 19-60

Pliers for retaining rings DIN 5256C -- 40-100
002.162
002.163
Grease gun M1550 H270
003.005
Screw driver for recessed-head screws DIN 5262B -- 1

Screw driver for recessed-head screws DIN 5262B -- 2
000.401
000.402
Table 2. Basic tools
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Work cards,
arranged by subjects/key words
1 Introduction
2 Work cards,
3 Work cards,
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Table of contents
001
Operating media systems/Pipes

Operating media systems
Flushing and cleaning
Cooling water system
Cleaning
Pipes
Replacement
Pipes
Cleaning, Acid Bath Treatment and Preservation
Solderless screwed pipe unions
Mounting
Additional parts
: :
000.03
: :
000.08
: :
000.15
: :
000.16
: :
000.17
: :
000.18
002
Operating media/Auxiliary agents

Lubricating oil
Assessing and treating
Lube oil/fuel
Carry out drop test
Cooling water
Checking
Engine or components
Preservation treatment
Loctite Products
Use
: :
000.04
: :
000.05
: :
000.07
: :
000.14
: :
000.19
003
Machine elements
Galvanized bearings
Assessing
Bimetal bearings (without a third layer)
Assessing
: :
000.11
: :
000.11
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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: :
000.21
: :
000.22
: :
000.29
: :
000.30
: :
000.31
: :
000.32
: :
000.34
: :
000.34
004
Hydraulic tensioning tools/ High--pressure pump

Working and safety regulations
Using high--pressure tools/ hydraulic tensioning tools
High--pressure pump
Use
High--pressure hoses
Use
Hydraulic tensioning tool
Use
Venting, checking, replacing of sealing rings
Use
Venting, checking, replacing of sealing rings
Dial gauge (measuring device)
Checking the bolt elongation
: :
000.33
: :
009.03
: :
009.05
: :
009.01
: :
009.02
: :
009.07
: :
009.08
: :
009.06
N
: :
Seals made from elastomer

Storage, cleaning, mounting
Threaded inserts
Use
Tightening of bolted connections
Tightening torques (illustrated)
Tightening torques (table)
Tightening torques (turning moment)
General remarks
Surface examination by means of
penetration methods
magnetic flux leakage methods
005
Operating data/Operating results
000.40
Charge air cooler/crankcase

Measuring the differential pressure
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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Operating media systems/Pipes
6682
001
Operating media systems/pipes
002
003
004
005
Operating media/auxiliary agents

Machine elements
Hydraulic tensioning tools/high-pressure pump
Operating values/operating results
001--01 E
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Operating media systems

Flushing and cleaning
000.03
Purpose of jobs to be done

Keep operating media systems free from contamination and residues,
prevent operating problems/damage.
Brief description
Operating media systems are to be flushed prior to putting the engine into
operation, individual parts are to be cleaned. This applies to the systems
for lube oil, fuel, cooling water and compresssed air and includes,
depending on the system:
Flushing of system(s) (step 1),
flushing of system(s) (step 2),
draining of system(s) and
cleaning of components.
1. Lube oil system

The pipe section between the indicator filter and the engine admission
flange requires careful cleaning. To permit full visual inspection of the inside of this pipe it should be interrupted at each pipe elbow by a pair of
flanges. Any weld seams on the inside have to be ground smooth as a
matter of principle.
000.16, the individual sections of this pipe have
As described in work card 000.16
to be pickled, neutralized and treated with an anti-corrosion oil that is dissolved by the lube oil to be filled in later on (e.g. Esso Rustban No. 335,
Shell Ensis Oil, Valvoline Tectyl, Tecto 6 SAE 30). Unless installed immediately, openings have to be closed by covers. Our personnel in charge of
commissioning has been instructed to check this pipe for cleanliness prior
to filling the system.
Attention! Dirt particles penetrating into the engine interior may
cause serious damage to bearings!
1.1
Flushing the engine lubricating oil system
Despite careful installation and cleaning, some dirt particles will inevitably
remain in the pipelines. Therefore, the entire lubricating oil system has to
be thoroughly flushed prior to initial operation of the engine. On engines
with an engine-mounted lube oil pump, the electrical standby pump or the
priming pump has to be used for this purpose.
1.2
Flushing oil
For the flushing process, we recommend using a special flushing oil of a

low viscosity of 45-70 cSt / 40 C (e.g. SAE 20) which, being highly fluid,
need not be preheated.
Where flushing oil is not available, the SAE 40 oil intended to be later used
in operation can be used. In this case, the oil has to be preheated to
40-50 C (preheating equipment, separator preheater). The engine cooling
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water has simultaneously to be heated to not less than 60 C so as to preclude condensed water formation (which means corrosion in the crankcase).
Continuous cleaning of the oil by means of a filter and separator is required during and after the flushing process.
1.2.1 First stage of flushing process
In this operation only the piping system outside the engine is being
flushed.
The lube oil admission on the engine has to be bypassed. A provisional
line is to be installed from the indicator filter to the crankcase which serves
as the return pipe.
Automatic filter without continuous flushing
The filter rod elements of the automatic filter are to be removed, the filter
casing and the filter bypass lines are to be included in the flushing process.
Automatic filter with continuous

flushing
The filter rod elements of the automatic filter are to be removed, the filter
casing and the filter bypass lines are to be included in the flushing process.
In case an indicator filter is not connected in series, the filter rod elements
are not to be removed. In this case, precleaning by an indicator filter is
not possible so that the automatic filter is already to be used for cleaning
during the first flushing process. As the automatic filter routes the dirt particles back to the tank, the separator alone, which is also in operation,
causes the dirt particles to be removed from the oil circuit.
The lube oil cooler is also to be included in the flushing process. Manual
operation of the temperature control valve will alternately flush the cooler
or its bypass line. The lube oil separator is to be taken into operation.
During the entire flushing process, all the oil-carrying lines are to be
sounded by tapping, particularly in the region of weld seams.
Oil circuit with indicator filter
When the maximum differential pressure has been reached in the indicator
filter, switch over to the other filter chamber and appropriately clean the
strainer elements. When filter contamination has been reduced to a minimum, this first flushing stage can be terminated.
However, a minimum flushing period of 24 hours must be ensured.
On completion of the flushing process, the strainer elements of the indicator filter have to be cleaned and checked for possible damage.
Oil circuit without indicator filter
In this case, the filter rod elements remain in the automatic filter because
cleaning is only effected by the latter. Flushing is to be continued until
filter contamination has been reduced to a minimum, i.e. until the flushing
intervals of automatic filters without continuous flushing have been reduced to one flushing cycle per hour at maximum and the indicated differential pressure of automatic filters with continuous flushing has been reduced to the minimum.
Important! In case a run-in filter is fitted on the engine, the differential pressure of this filter has to be monitored continuously and the filter
cleaned, if necessary.
The inserts with filter rod elements are to be installed in the automatic filter
(in case they have been removed), the slide for the bypass line is to be
closed.
1.2.2 Second stage of flushing process
Following installation of the filter element rods in the automatic filter, flushing is to be continued for approx. 2 hours.
Mounting the pipeline (in clean condition) from the indicator filter to the
lube oil inlet on the engine results in the engine with its bearing points and
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spray nozzles being included in the flushing process. Moreover, the oil
tank for run-down lubrication (if applicable) is to be included in the flushing
circuit.
To remove the dirt that may have collected in the run-down lube oil tank,
the oil inlet/oil outlet pipelines should be crossed. Provisional, short hoses
are to be installed for this purpose. The oil admission to the turbocharger
is to be blocked. The orifice plate installed in the admission line is to be
removed. The pressure regulating valve is to be unloaded.
During flushing, the engine is to be turned by two revolutions each at
30-minute intervals. The cylinder lube oil pump must not be switched on
except during the turning cycles.
When there are but minor differential pressures building up in the automatic and indicator filters (one flushing cycle per hour), the flushing process may be terminated.
Important! In case a run-in filter is fitted on the engine, the differential pressure of this filter has to be monitored continuously and the filter
cleaned, if necessary.
Reconnect the pipelines that were dismantled.
Flushing processes are to be carried out under the supervision of personnel of MAN B&W Diesel AG.
1.3
Draining and cleaning of system components
In case a special flushing oil was used, the entire lube oil system has to be
thoroughly drained. The remainders in the cooler, the filter and the separator preheater are to be drained via the drain pipes. Filter inserts have to be
appropriately cleaned and checked for possible damage.
In case the lubricating oil also used for engine operation was used for
flushing, draining of the system can be dispensed with provided the oil
analysis is satisfactory.
1.4
Run-in filter
If necessary, a run-in filter is mounted directly on the engine. The inserts in

the run-in filter are used for a period commencing when the test run at the
engine manufacturers works is carried out and lasting until the commissioning period at the plant is terminated.
The filter insert is to be cleaned according to the manufacturers instructions before it is used.
As the run-in filter does not have a change-over cock, a limited service life
will result in operation (up to approx. 200 operating hours, depending on
the condition of the lube oil). The end of the service life is indicated by a
differential pressure transmitter on the run-in filter. Prolonged operation
with the contamination indication released may result in problems with the
lubricating oil supply. For this reason, increased attention is to be paid to
the lube oil pressure before the engine if the differential pressure alarm is
on, and the filter insert is to be cleaned as soon as possible, according to
the manufacturers instructions.
After the system-running-in period (after completion of commissioning as a
rule) -- in any case, before starting continuous operation of the
plant -- the filter insert is to be removed. The filter casing remains on the
engine. After removal of the filter insert, the run-in filter does no longer
have any effect. This is indicated by a corresponding notice on the filter
casing.
In case modifications are carried out in the lube oil system requiring flushing of the same, or if flushing the system becomes necessary for other
reasons, the filter insert has to be re-installed and has to remain in the
filter casing until the flushing process has been completed.
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2. Fuel delivery system

What has been specified for the lube oil pipe described under item 1 also
applies to the pipe fitted between the duplex filter to be installed immediately upstream of the engine and the engine entry.
2.1
Flushing the fuel oil system
In order to remove all of the dirt accumulated in the pipelines during erection, this system also has to be subjected to two-stage flushing, for which
gas oil or Diesel fuel oil has to be used.
2.1.1 First stage of the flushing process
In this stage of the flushing process, the entire piping system, i.e. that
installed by the shipyard and the plant-related system, is being flushed via
the existing simplex or duplex filter.
The automatic filter and the viscosity control system are to be bypassed
via their bypass lines.
The shut-off valves of all the injection pumps are to be closed.
The fuel supply and return pipes are to be connected by a provisional pipe
section at the last cylinder. Switch-over of the three-way cock installed upstream of the mixing tank provides for a return via the flushing line to the
HFO service tank. For this reason, the tank should not yet contain any
heavy fuel oil at this stage. In this case, the three-way cock for fuel selection may be switched to fuel supply from that tank, after the system has
been filled up with Diesel fuel oil or gas oil respectively, and an adequate
amount of this fuel has returned to the HFO service tank. The Diesel fuel
oil or gas oil is in that way circulated through the entire system.
The flushing process is to be carried out as described under item 1.3.1.
Based on experience, a flushing time of 24 hours is prescribed.
2.1.2 Second stage of the flushing process
The entire system including automatic filter and viscosity control system
are involved in this flushing operation.
Flushing has to be continued until but minor differential pressures are
building up in the filters.
On termination of this flushing operation, all the filter inserts are to be
cleaned and checked for possible damage. The shut-off valves of the injection pumps are to be opened, the bypass line of the viscosity control
system is to be closed. All the pipelines that had been dismantled are to
be reconnected (in cleaned condition).
On completion of the second stage of the flushing process which, as previous experience has shown, takes approx. 6 hours, the shut-off valves of
the fuel oil pumps are to be opened.
The flushing operations are to be performed under the supervision of personnel of MAN B&W Diesel AG.
2.2
Draining and cleaning of system components
The final preheater, the filter chambers and the mixing tank are to be emptied from sludge via their drain pipes. After a settling time of 24 hours,
sludge is also to be removed from the service tank.
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3. Cooling water system

Prior to initial operation of the engine and injection valve cooling system it
must be ensured that the surfaces contacted by the cooling water are free
from corrosion and other deposits.
Where spots of corrosion are found, the system has to be cleaned as de000.16.
scribed in work cards 000.08 and 000.16
The cooling water system is to be flushed with freshwater prior to initial
operation of the engine. A cleanser should be added to the water to ensure that any traces of the preservation agent used are removed. Table 1
lists some suitable cleansers in alphabetical order. Cleansers of other
makes may be used provided that they have properties equivalent to the
agents listed. Following the cleansing operation, the system is to be
flushed with plain freshwater.
For filtering out the coarse dirt particles, the provisional installation of dirt
traps is indispensable. The mesh width has to be 1 mm for the hightemperature and low-temperature systems.
The smallest gap in the injection valve is 0.5 mm. To avoid that dirt particles can deposit there, resulting in a reduced heat dissipation, provisional
installation of a dirt trap having a mesh width of $ 0.4 mm is required for
flushing of the cooling water system for the injection valves.
By installing two shut-off slide valves each, any leakage of water during
cleaning or the removal of the dirt traps is prevented.
Following the flushing operation, the freshwater is to be treated in
accordance with the quality requirements for cooling water (Operating
instructions, sheet 3.3.7).
Supplier
Drew
Unitor
Vecom
*
Product
HDE - 777
Seaclean
Ultrasonic
Multi Cleaner
Concentration
2 - 5%
0.5%
4%
Duration of cleaning/temperature
4 hrs at 50 - 60 C
4 hrs at 50 - 60 C *
12 hrs at 50 - 60 C
Can also be used for short-term engine operation.
Table 1. Cleansers for the removal of oil-containing residues
4. Compressed air system

4.1
Plant-specific system
The entire system has to be carefully cleaned prior to initial engine operation. The inside of all the compressed-air and control pipes must be free
from combustible media, slag, scale and corrosion.
Caution! The presence of combustible media, i.e. anti-corrosion oil, constitutes an explosion hazard!
Cleaning the air pipes is effected by purging them three to four times,
using the 30-bar compressed air from the starting air receivers.
The plant-specific pipeline has for this purpose to be disconnected from
the main starting valve and the engine entry which then is exposed has to
be closed off. The control air pipe upstream of the engine is also to be
removed.
Attention! Purging causes high-level noise! Make sure to wear
ear muffs!
On completion of the cleaning procedure, all pipelines that have been dismantled must be reconnected.
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4.2
Engine-specific system
In case there are any doubts as to whether or not the pipelines are free
from combustible media (e.g. anti-corrosion oil), the following steps are to
be carried out before the emergency start valve/main starting valve is
actuated live for the first time:
1. Dismantle the starting pipe upstream of the first cylinder and check it
in both directions for the presence of combustible media.
2. Remove the starting valves, and purge the air route towards the pipe
opening.
3. After the main starting valve, provide a connection for compressed
air, and purge the pipeline/spaces towards the cylinder, gently at the
beginning, for an extended period of time (using the contents of several air bottles).
Attention! Purging causes high-level noise! Make sure to wear
ear muffs!
Caution! The presence of combustible media, i.e. anti-corrosion oil, constitutes an explosion hazard!
4. Leave the pipelines open for 24 hours so that the solvent residues
can evaporate.
5. Install the starting valves, and restore the initial state.
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Cooling water system

Cleaning
000.08

Free operating media systems from contamination/residues,
ensure/restore operational reliability.
Brief description
Cooling water systems that show contamination or deposits impede
effective component cooling and may endanger a stable emulsion of water
and anti--corrosion oil. Contamination and deposits are to be removed at
regular intervals.
This includes:
cleaning of systems and, if necessary,
removing calcareous deposits,
flushing of systems.
Cleaning
The cooling water system has to be checked for contamination at the
specified intervals. If heavily fouled, immediate cleaning is necessary. This
work should preferably be done by a specialist firm which will provide the
cleansers suitable for the particular type of deposits and materials used in
the cooling system. Only in the event that procurement of the services of a
specialist firm is not possible, the cleaning should be performed by the
engine operator.
Oil sludge produced by lube oil entering the cooling system or by an
excessive concentration of anti-corrosion agents can be removed by
flushing with fresh water, with some cleaning agent being added. Table 1
lists appropriate agents in alphabetical order. Products of other
manufacturers may be used provided their properties are comparable. The
manufacturers instructions for use are to be strictly observed.
Oil sludge
Manufacturer
Drew
Nalfleet
Unitor
Vecom
*
Product
Concentration
HDE - 777
Nalfleet 9 - 010
Aquabreak *
Ultrasonic
Multi Cleaner
4 - 5%
2 - 5%
0.05 - 0.5%
4%
Duration of cleaning procedure /

temperature
4 hrs at 50 - 60 C
4 hrs at 60 - 80 C
4 hrs at ambient temperature
12 hrs at 50 - 60 C
Can also be used in case of short engine operating periods
Table 1. Cleaning agents for removing oil sludge
Calcareous and rust deposits
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Calcareous and rust deposits may form if excessively hard water or too
low a concentration of anti-corrosion agent has been used in operation. A
thin layer of scale need not be removed as, according to experience, this
provides protection against corrosion. Calcareous layers of > 0.5 mm in
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thickness, however, will impede the heat transfer to an extent which

results in thermal overloading of the components to be cooled.
Rust in the cooling system adversely affects the stability of the emulsion in
case anti-corrosion oil is being used for cooling water trreatment.
Washed-off rust particles can act like an abrasive (e.g. on the sealing
elements of the water pumps). Together with the water hardness
constituents, they form so-called iron sludge which settles predominantly
in areas of low flow rates.
In general, products used for dissolving calcareous scale deposits are also
suitable for removing rust. Table 2 lists appropriate agents in alphabetical
order. Products of other manufacturers may also be used as long as their
properties are comparable. The manufacturers instructions for use are
likewise to be strixctly observed. Prior to cleaning, check whether the
agent concerned is suitable for the materials to be cleaned. The agents
listed in Table 2 are also suitable for stainless steel.
Manufacturer
Drew
Nalfleet
Unitor
Vecom
Product
SAF-Acid
Descale-IT
Nalfleet 9 - 068
Descalex
Descalant F
Concentration
5 - 10%
Duration of the cleaning procedure /

temperature
4 hrs at 60 - 70 C
5%
5 - 10%
3 - 10%
4 hrs at 60 - 75 C
4 - 6 hrs at approx. 60 C
approx. 4 hrs at 50 - 60 C
Only in exceptional cases, if none of the special agents the application of

which does not present problems is available, calcareous deposits may be
removed by using aqueous hydrochloric acid or amido sulphur acid as a
means of emergency. The following is to be observed for application:
In case of emergency
- Heat exchangers made of stainless steel must never be treated with

aqueous hydrochloric acid.
- Cooling systems containing non-ferrous metals (aluminium, red brass,
brass, etc.) have to be treated with inhibited amido sulphur acid. This
acid should be added to the water at a concentration of 3 - 5%. The
temperature should be 40 - 50 C.
- Aqueous hydrochloric acid may only be used for cleaning steel pipes.
The use of hydrochloric acid for system cleaning always involves the
risk of acid residues remaining in the system even after thorough
neutralisation and flushing. Such residues promote corrosion pitting.
We therefore recommend having the cleaning operation performed by a
firm specialising in this field.
Carbon dioxide bubbles which form in the dissolution process of the
calcareous deposits may obstruct the access of the cleaning agent to the
water scaling. It is, therefore, absolutely necessary to circulate the water
containing the cleaning agent so that the gas bubbles are carried away
and can escape. The duration of the cleaning process depends on the
thickness and composition of the deposits. For guide values, please see
Table 2.
Following the cleaning of cooling spaces using cleaning agents, the
system has to be flushed several times. In doing so, make sure to replace
the water. Where acids have been used for cleaning, subsequently
neutralise the cooling system with appropriate chemicals, and then flush it.
When this has been done, the system can be refilled with appropriately
treated water.
After cleaning
Attention! Do not start the cleaning process before the engine

has dooled down. Hot engine components are not allowed to be
charged with cold water. Prior to proceeding to refilling the cooling
water system, make sure that the venting pipes are open. Clogged
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venting pipes obstruct the excape of air and involve the danger of
thermal overloading of the engine.
The relevant regulations have to be observed for the disposal of cleaning
agents or acids.
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Pipes
Replacement
000.15

Insert/replace components,
proper processing and installation.
Brief description
Pipes are to be replaced/supplemented if necessary. In this connection,
materials are to be selected in accordance with the requirements, and
processed properly.
This includes:
selection of suitable materials,
proper processing and
proper installation.
Preliminary remarks
When pipes of the fuel, lube oil, cooling water or starting air system or
pneumatic controls are to be repaired, modified or replaced, the notes
stated below should be obeserved so as to avoid trouble in later operation.
Instructions
Pipe sizes/materials
Seamless mild steel pipes as to DIN 2391 made of St 35 GZF material to

DIN 1629, or seamless copper pipes to DIN 1754 made of C-Cu F25 or
F30 respectively as to DIN 17671 and/or pipes made of high-grade steel
X6 CR Ni Ti 1810 as to DIN 2462 are to be used as replacements for
pipes on the engine or engine control system. Normally, the replacement
pipes to be mounted on the engine should be of the same dimensions as
the ones installed originally.
Manufacture
Pipes of small diameter can be bent while they are cold, using
commercially available standard pipe bending equipment. If solderless
pipe joints as to DIN 2353 are used, heat treatment can be dispensed
000.17).
within the majority of cases (please refer to work card 000.17
In the air duct systems of the pneumatic controls or starting system,
non-corroding, i.e. chrome-plated, galvanized or brass pipe joints are to be
used exclusively. Since, depending on the point of installation either metric
or Whitworth threads of cylindrical or conical shape are required, particular
attention should be paid to the type of thread required.
In case, due to the use of other pipe qualities or larger dimensions,
hot-bending is necessary or if soldering or welding work is carried out on
the pipes, the pipes have afterwards, by all means, to be treated in an acid
bath, in caustic solution and water (please refer to work card 000.16).
000.16
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Manufacturing lube oil piping
Larger-diameter lube oil pipes and the pipe/s behind the lube oil filter/s in
particular have to be manufactured by bending. Connecting flanges and
sockets are to be joined to the pipes by gas welding.
Gas welding does not produce the slag of the filler rod covering, which is
of particular importance, since the weld seam root has to reach the inside
of the pipe, i.e. the gap of the joint must be completely filled. Unfilled gaps
of joints at the inside of pipes are not admissible because particles of
foreign matter could accumulate there, which are difficult to be removed or
would not be cleaned away by the pipe cleaning operation. During
operation these particles might be carried to the bearings of the engine
causing damage to the bearings and thereby endangering operational
reliabilty. Where prefabricated pipe bends have to be welded into
pipelines, adapter flanges have to be provided in adequate number and
appropriately positioned to permit unimpeded inspection, trimming and
checking of the weld seams at the inside of the pipes.
The aforementioned welded connections can also be made by the WIG
welding process.
No matter whether using the gas welding or the WIG welding method, the
tack welding and the finish welding seams of welded conncetions have in
each case to be produced by one and the same welding method.
Pipeline installations should be fitted and mounted in such a way that
vibrations are reduced to a minimum. Pipes must not be mounted on
vibrating or oscillating parts. Even soft copper pipes will by the vibrational
effect become hard and brittle and ultimately tend to cracking.
Installation/mounting
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Pipes
Cleaning, Acid Bath Treatment and
Preservation
000.16

Keeping operating systems free from contamination and residues,
ensuring/restoring of operational reliability.
Brief description
Pipes, which are replaced or supplemented, must after
manufacture/processing be cleaned mechanically or chemically and, if
necessary, preserved.
Depending on the actual situation, this includes:
mechanical cleaning of components,
chemical cleaning of components,
carrying out of pressure test, and
preservation.
Preliminary remarks
All pipes to be mounted on the engine as replacements require mechanical
or chemical cleaning on completion of manufacture. If there is a longer
period between cleaning and mounting (replacement pipes), the pipes
must be preserved and their ends must be closed. Plastic plugs or caps in
vivid colours are most suitable for this purpose because they will not be
overlooked.
Pipes for cooling water, heating, exhaust gas and combustion air systems
are normally cleaned mechanically. Pipes for lube oil, fuel oil, compressed
air, gas, steam and condensation systems must be cleaned mechanically
and chemically. Shut--off and regulating elements as well as other units are
not to be fitted to the individual systems before the latter have been
cleaned.
Pipes to be bent in the hot state must be filled with fine--grained sand
exclusively, which must be completely dry. If the sand used is damp,
steam can develop involving accident hazards. Either the entire pipe
systems or parts of them are to be subjected to a pressure test. The entire
lube oil, fuel oil and compressed air systems must be thoroughly flushed
before the engine is put into operation.
Mechanical cleaning
Scale and welding pearls must be carefully removed from the welds with
the aid of a chisel, file or grinding wheel. The entire pipe section is to be
tapped with a hammer and, if possible, compressed air is to be passed
through simultaneously so that even minor particles (sand filled in for hot
bending) are removed.
All pipe conncetions must be closed and must stay closed until they are
installed.
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An acid bath is required for pipes that have to be cleaned mechanically

and chemically. The acid bath equipment essentially consists of:
a hydrochloric acid bath for steel pipes

a water bath for washing off the acid
a caustic bath for neutralizing and phosphating treatment,
a sulphuric acid bath for copper pipes.
The acid fumes developing from the hydrochloric acid bath and sulphuric
acid bath have to be exhausted by ventilators and diverted via wet
seperators. The caustic bath fume, too, has to be exhausted into the open
by means of a ventilator. The local safety regulations have to be observed.
The water bath needs a connection for water and compressed air. The
caustic bath requires a heating system for heating up to 80 C.
Attention! According to the safety regulations for the handling of
acids and lyes, all persons working with acids and lyes have to wear
acid - resistant overalls, rubber boots, rubber gloves and saftey
goggles. A water hose connected ready for use must be available in
the immediate vicinity of the acid and caustic baths.
Acid bath treatment of steel pipes
First pickle in the hydrochloric acid bath, subsequently treat in trisodium
phosphate bath for neutralizing the acid and for simultaneously providing
temporary preservation.
The hydrochloric acid (HCl) is commercially available with a concentration
of 31--33 % and an arsenic content of less than 1 %.
Mixing ratio for the HCl:H20 bath= 3:2 (parts by weight).
Attention! Pour the acid into the water and not vice versa!
The temperature of the bath should not be below 20 C. The duration of
treatment has to be determined by visual observation.
If threads have already been cut into the pipes, care is to be taken that the
tips of the threads do not suffer damage from acid attack. This is the
decisive point determining the duration of treatment in such cases.
After completion of the pickling process, acid solution adhering to the
pipes has to be washed off in the water bath.
Any further remainders of acid solution left in the scores and pores of the
surface structure are to be neutralized in a trisodium phosphate bath in the
course of which the pipes are provided with a phosphate layer giving
short--time protection against oxidation.
The mixing ratio for the Na3 PO4:H20 bath= 1:8 (parts per weight).
Treatment temperature: 80 C.
Important! Copper piping should not be treated in the hydrochloric

acid bath if subsequently steel piping is to be treated again. The reaction
of copper (Cu) with aqueous hydrochloric acid (HCl) leads to the formation
of copper chloride (CuCl2 ) which is dissociated in the aqueous solution. If
subsequently a steel pipe is immersed in the bath again the less noble iron
in the steel will oxidize because its positive charge is discharged and the
ferric ions enter the solution whereas the metallic copper is separated out.
The steel pipe material is then covered with a layer of copper which is not
very adhesive. Copper depositing on the inner walls of fuel conducting
pipes is undesirable. Copper particles that come loose by the action of the
flowing fuel oil would produce adverse effects in the injection elements
such as pumps and nozzles.
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Treating copper pipes

First pickle in sulphuric acid bath, possibly followed by trisodium
phosphate bath to neutralize acid and to achieve phosphatization.
Sulphuric acid (H2SO4) is commercially available at a concentration of
98 % (concentrated acid). It has to be transported in closed containers.
Mixing ratio of the H2SO4:H2O bath = 1:8 (parts by weight).
Attention! Again, pour acid into the water and not vice versa!
Once the acid bath has been prepared, it should be allowed to settle for
24 hours before it is used.
Duration of treatment: At the beginning, copper piping is to be treated for
15 minutes, and correspondingly longer as the bath is getting older.
When the pipes have been taken out of the sulphuric acid bath, they have
to be submitted to thorough flushing with water and drying by a low flame.
Neutralization in the trisodium phosphate bath is not absolutely necessary.
However, it is recommended in case of long--term storage to prevent
formation of verdigris.
Pressure testing of pipes
Water pipes are pressure--tested with water; lube oil, fuel oil and air pipes
are pressure--tested with slushing oil. For the testing pressures required
please refer to section 2.
Preservation of pipes
For short--term storage in shelterd places and/or in dry warehouses,
Phosphatin and oil film are considered to be sufficient as corrosion
protection. For long--term storage for product support service purposes,
Phosphatin offers an appropiate basic preservation prior to the
preservation properly using slushing oil, paint or grease. Pipe ends and
connections have to be sealed with colour plastic caps. Plastic caps in
signal colours offer the advantage to be recognized more easily when the
pipes are fitted to the engine. It is most important that they are removed
before the pipes are installed.
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Mounting
000.17

Brief description
Solderless screwed pipe unions are preferably used where pipes of minor
diameters can be bent in cold state. In this case, the pickling and
neutralising process can be dispensed with.
The work/steps include:
Quant Denomination
No.
Availability
1 Tools, basic scope
000.002
Standard
1 Pipe cutter
--
Inventory
1 Spot facer
--
Inventory
1 Machinery oil
--
Inventory
Advantages of solderless screwed pipe unions

Solderless screwed pipe unions are preferably used where pipes of minor
diameters can be bent in cold state, i.e. which have not to be submitted to
heat treatment for this purpose. In this case, the pickling and neutralizing
process which otherwise is usually necessary can be dispensed with.
Copper pipes have to be provided with reinforcing sleeves on the inside.
Please refer to work card 000.18.
000.18
Sequence of operations
1. Cut off the pipe at right angles and deburr it.
Pipe cutters (as shown in the figure) are most suitable for such work.
The pipe is cut through using a cutting wheel. The inner edge of the
pipe can then be deburred by means of the three blades inside the
handle, or by using a spot facer. The chips must be carefully
removed by passing air through it.
2. The thread as well as the cutting and wedge ring (4) are to be oiled
(not greased). Then push the nut and the ring over the pipe as shown
in the illustration.
If the cutting and wedge ring cannot be pushed over the end of the
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pipe, or if this is only possible with difficulty, do not expand the ring
but rather reduce the pipes diameter by grinding/filing.
Figure 1. Tools required -- Spot facer, pipe cutter (left) and pipe bender (right)
3. Screw on the union nut by hand until it can be felt to contact the
cutting and wedge ring. The pipe is then to be pressed against the
stop in the inner cone and the union nut is to be tightened by
approximately 1/2 to 3/4 turn. In that way, the cutting and wedge ring
will engage the pipe, and there is no need to press the pipe any
further. Finally, tighten the union nut by one further turn
approximately. The ring then cuts into the pipe, building up a visible
collar (6) in front of its cutting edge.
A marking line (7) will facilitate adherence to the correct tightening.
1 Union nut
2 Stop
3 Pipe
4 Cutting and wedge ring
5 Inner cone
6 Visible collar
Figure 2. How screwed pipe unions work and how to check them. Initial condition illustrated on top on the left, after tightening -at the bottom on the left, checking -- on the right
4. Pipes with smaller outside diameters can be secured in screwed

unions without having to be preassembled if they are firmly screwed
in on the engine.
Pipes with a larger outside diameter, and all the connections in free
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pipes should be preassembled in a vice.The spanner should be about

15 times as long as its opening is wide (if necessary extend by a
pipe). The other operations are as described above. Final tightening
is easier if the union nut has been loosened a few times so that new
oil can enter between the friction faces.
Important! It is to be made sure that every pipe end comes into the
same inner cone in which it had been fitted before.
5. After final tightening unscrew the union nut and check if a visible
collar (6) has been produced and fills the space in front of the cutting
edge; if not, tighten slightly more. It does not matter whether the
cutting and wedge ring can be turned on the pipe end.
On completion of the joint and whenever the joint has been released,
the cap nut of the union is to be tightened with a spanner that has not
been extended; for this purpose no excessive force is to be used.
7 Marking
Figure 3. Assembly of screwed pipe unions. Assembly on site -- left, preassembly in vice -- right.
Supplementary notes
The straight pipe end that extends into the screwed joint should be at least
twice as long as the union nuts height (H).
Longer pipelines or pipes subjected to higher stresses require pipe
supports.
An appliance equiped with exchangeable rolls (as shown in figure 1) is
recommended for the bending of steel and copper pipes. The bending
radius (R) should not be less than twice the pipes outside diameter
(R = 2D).
H= Height of the union

nut (1)
2H= Minimum distance of a
bend
R= Bending radius
D= Outside diameter
Figure 4. Minimum distances/bending radii
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Solderless Screwed Pipe Unions

Additional parts
000.18

Use/replacement of components,
Brief description
Additional parts for solderless screwed pipe unions extend their range of
use. The following parts can be used: reinforcement sleeves, insert
nozzles and screwed hose connections.
Preliminary remarks
Reinforcing sleeves , insert nozzles and screwed hose connections are
used together with solderless screwed pipe unions. Their range of use is in
that way extended, among others to copper pipes and hose connections.
Instructions
When using solderless screwed pipe unions on soft copper piping,

reinforcing sleeves have to be used to prevent the pipes from being
squeezed as the union nut is being tightened.
Reinforcing sleeves
1 Reinforcing sleeve
Figure 1. Use of reinforcing sleeves. Left at the top-- sleeve inserted, left at the bottom -- sleeve driven in. Finish--assembled
screwed pipe union at the right.
The use of insert nozzles permits the air admission and venting time of
units to be adapted to the respective requirements. Such nozzles can
subsequently be inserted into the screwed pipe unions, for which purpose
the union nut has to be loosened and the pipe has to be pulled out. Please
note that the pipe end has to be shortened by the length of the nozzle
collar.
Insert nozzles
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2 Insert nozzle
Figure 2. Using insert nozzles. Insert nozzle at the left, finish--assembled screwed pipe union at the right.
Screwed hose connections
All pneumatic air systems will necessarily have transitions from a pipe to a
hose and vice versa, where it is necessary to connect moving parts. If it is
impossible to perfectly shape pipe ends so that they form standard hose
sockets, a screwed hose connection has to be used for such joints. It is
not permitted just to slide the hose onto a pipe that has been cut off flush.
The hose (3) has to be cut off at right angles and slid onto the hose socket
up to the stop. The hose must then be secured by a hose clip or hose
clamp (4) so that it cannot slide off.
3 Hose
4 Hose clamp
Figure 3. Using screwed hose connections
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Operating media/Auxiliary agents
6682
001
002
003
004
005
Machine elements
002--01 E
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Lubricating oil
Assessing and Treating
000.04

Record and assess the characteristics of the operating media,
keep the state within the permissible range,
avoid/reduce harmful effects.
Brief description
Lube oil is, according to the maintenance schedule, to be assessed
regarding its state in regular intervals and maintained continuously.
This includes:
carrying out of a spot test,
having an oil sample analysed,
maintenance of the operating media, and
changing of the operating media.
Assessment of oil
The condition of the lubricating oil in the engine should be continually

observed. The intervals at which blotter tests on filter paper are to be
made, or at which oil samples are to be taken for tests in a suitably
equipped laboratory (it is recommended that this be done by the suppliers
customer service department) are specified in the maintenance schedule .
Oil samples should be drawn with the engine operating, downstream of the
filter. Only then will results be obtained that are representative of the oil
being circulated in the engine.
Plotter test/oil analysis
The progression of changes in the characteristics of the oil can be inferred

from droplet samples taken at regular intervals. Obvious changes in the
appearance of blotter tests as against those taken from earlier oil charges
are an indication of irregularities, such as incomplete combustion, poor
filtration, or increased fuel or water content (see also Work Card D36
000.05-1).
6682/000.05
A reliable conclusion as to whether the used oil is still suitable for further
use can only be drawn from a complete laboratory analysis in which the
values are determined by standardized test procedures.
The limit values given are non-binding empirical values, and no single one
by itself should be taken as the criterion for requiring an oil change. For
this, the various limit values must be evaluated with respect to each other,
and the changes in the oil over an extended period of time should be
known. If in doubt, consult the lube oil suppliers. There may also be
instances where additional analyses (for example spectographic analysis,
particle analysis, or examination on remaining resistance against
oxidation) become necessary.
We recommend using a test kit specifically developed for making routine
on-site tests of fuel and lubricating oils. Together with the firm Mar-Tec,
MAN B&W has developed such a test kit, which contains easy-to-handle
equipment. Using this test kit, the condition of the heavy fuel oil bunkered
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and its characteristics that are important for conditioning, as well as the
condition of the used lube oil, can be determined with adequate accuracy.
Information material can be obtained from Mar-Tec, Warnckesweg 6,
22453 Hamburg, Germany.
To subject used oil to routine testing, the following criteria are sufficient as
a rule:
Characteristics
Viscosity at 40 C
Flash point (PM)
Water content
[mm /s]
[ C]
[% by vol.]
TBN
[% of fresh oil TBN]
Insolubles
[% by mass]
(see also spot test D365600/E/000--05)
Metal content
[mg/kg]
Attention limits
> 110
> 220
> 185
< 0.2
(0.5% admissible only for a short period)
50%
< 1.5
In general, depending upon actual dispersant
properties and increase in viscosity
Dependent upon engine type and operating
conditions
Method
ISO 3104
ISO 2719
ISO 3733
ISO 3771
DIN 51 592
IP 316
ASTM 5185--91
Table 1. Examination of lube oils - characteristics/limit values
Colour
The colour does not allow conclusions to be drawn about the degree of
contamination of used doped lube oil, because the dispersant/detergent
properties keep minute soot particles (less than <1.0 m) in suspension,
which even at low concentrations give the oil an deep black colour. The
total contamination of lube oils can be determined, for example, in
accordance with DIN 51592 or IP 316. The appearance of the droplet
sample also allows conclusions to be drawn.
Fuel contained in the

lube oil
Fuel oil in the lube oil can be determined by measuring the flash point and
viscosity of the used lubricating oil after cleaning, and comparing the
measured values with those of fresh lubricating oil. A change of oil
because of dilution by fuel oil becomes necessary when the oil viscosity
has dropped by one viscosity class, or the flash point has dropped below
185 C. If a laboratory analysis cannot be done, the viscosity can be
roughly determined as follows:
Drip samples of fresh oil with a viscosity one class higher and one class
lower than the oil used in the engine, and a sample of the used oil from the
engine onto an inclined glass or metal plate. It then can be seen from the
flow velocity whether the used oil has a higher or lower viscosity than it
had when it was new.
If laboratory testing to determine the water content is not possible, apply
one droplet of the used oil to a hot plate. If the oil contains water, the latter
will evaporate rapidly and, in overcoming the capillary force of the oil, it will
escape with an audible noise (spatter test). The water content of the oil
should not exceed 0.2%. If the water concentration is greater than 0.5%,
the oil must be changed unless it is possible, e.g. by careful centrifuging
and/or heating the oil charge for a short time, to reduce the water content
to less than 0.2%. Water contained in the oil promotes corrosion of the
bare metal parts of the running gear, and the formation of oil sludge, i.e.
increased viscosity, among other things.
Water contained in the

lube oil
Inadequate ventilation of the tank and crankcase are frequently the cause
of excessive water content in the lubricating oil. Therefore it is necessary
to drain sludge and water from the lowest point of the service and storage
tanks at regular intervals.
An air emulsion (oil has a whitish appearance) or strong surface foaming is
mostly caused by leaks at the suction side of the pump, through which air
Air contained in the

lube oil
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is entrained by the oil. Among other things, the formation of a

hydro-dynamic state of lubrication in the bearing is impeded, and the aging
of the oil is accelerated.
Oil treatment
The fineness of the filter is exactly matched to the requirements of the
engine model. Optimal treatment of the lubrication oil is a basic
prerequisite for trouble-free operation of the engine.
The lube oil is cleaned in the main flow by the filters installed. When
running on heavy fuel oil, this is invariably an automatic filter and an
indicator filter operated by hand and arranged downstream of the
automatic filter.
The triggering and progression of the cleaning process of the filter
cartridges in the automatic filter are controlled automatically. The filter
cartridges have to be cleaned at regular intervals, for which it is advisable
to use a device developed and cleaning fluid supplied by the filter
manufacturer. The same applies to the indicator filter. In the case of
smaller engines running on diesel fuel, the filter cartridges are of the
disposable type and require replacement when the maximum permissible
pressure differential is reached. HFO-operated engines have a separator
in bypass. Engines at the bottom of the range, which are mostly run on
diesel fuel, have engine-mounted free-jet centrifuges as a rule. These are
capable of removing much smaller dirt particles than the filters provided in
the main flow. The separator, which is designed as a purifier, also
removes water. The more effective the cleaning action of the separator is,
the less problems will arise in connection with the filtration of the main
flow. It is essential that the cleaning devices are operated in compliance
with the suppliers instructions. Pertinent criteria include:
Separator:
Gravity disc matched to the density of the lube oil,

correctly adjusted flow rate,
correct separating temperature,
cleaning of the drum in time etc.
Free-jet-centrifuge:
- Adequate oil pressure,

- cleaning in time (thickness of dirt layer in the drum max. 10 mm).
Oil change
It is not possible to make firm predictions as to the expected service life of
an oil charge, since the engine manufacturer usually does not know the
fuel and lubricating oil grades being used, nor the conditions under which
the engine is operating, nor whether the oil receives the proper care.
A change of the oil becomes necessary when the chemical and physical
characteristics of the oil charge have changed to such an extent that the
lubricating, cleaning and neutralizing properties are no longer adequate.
This can only be determined by a complete analysis. The characteristics
given in Table 1 and the spot test can only serve as a guide.
When changing the oil, drain the entire oil charge while it is still warm from
operation. If the main piping systems cannot be fully emptied, flush the
entire system with flushing oil before filling in the new oil charge.
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Lube oil/fuel
Carry out drop test
000.05

Record and assess characteristics of operating media,
keep their condition within the admissible range.
Brief description
Drop tests allow, with little effort, the evaluation of important
characteristics. They are useful in addition to lube oil and fuel analyses.
They can, however, not replace these.
The work includes:
Preparation of drop test and
assessment of drop test.
Sequence of operations (in lube oil sampling)

Dip a cleaned stick (glass rod or wire) which is pointed at its lower end into
the lube oil at service temperature.
Let the oil adhering to this stick drip onto filter paper and let dry for several
hours at room temperature.
Compare the filter paper with the samples shown on the reverse hereof.
Evaluation of the lube oil spot test
The spot test of a droplet on filter paper is indicative of the degree of
contamination, the presence of water or fuel and the detergent/dispersive
property still existing. The state of the oil being used can in that way be
roughly deduced. A spot test is no substitute for an oil analysis. Abnormal
appearance of the sample, compared with test samples from previous oil
charges which had been in the engine for the same length of time, will
indicate irregularities such as poor combustion, fuel or water leakage,
insufficient oil care etc. Figures 1 ... 5 illustrate the appearance of used,
doped (HD) oils. A lube oil corresponding to Figure 1 is but slightly
contaminated, that of Figure 5 is spent to a degree such that immediate oil
change is necessary. An appearance as shown in Figure 4 calls for a
complete analysis providing reliable information on the condition of the oil
charge in use.
Doped lube oils contain additives for finely suspending combustion
residues and/or preventing these from depositing in the engine
(detergent/dispersant effect). The dirt particles are smaller than the
capillaries in the paper are, which accounts for the pronounced flowing
effect in the external zone. As the dispersant effect is decreasing, dirt
particles coagulate thereby clogging the capillaries. The core of the droplet
has a dark colour. A radiant--like appearance of the margin is indicative of
water or fuel contained in the lube oil.
Spot test sampling has to be done at the intervals stated (please also refer
to the maintenance schedule), drawing always at the same point from the
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oil circulating system with the engine running and collecting the spot test
filter samples in a log.
One and the same kind of filter paper should be used for all spot test
comparisons. The spot tests shown were made with the above--mentioned
filter paper.
Figure 1. Spot tests of doped lube oils -- Figure 1 but slightly contaminated/Figure 4 calling for analysis/Figure 5 requiring oil
change
Fuel oil sampling

The spot test on filter paper provides information on the type of fuel, i.e.
whether it is a distillate or a fuel mix. In the case of heavy fuel oils, the
appearance of the spot test permits to draw conclusions on the
compatibility of the mixed components. It is advisable to make spot tests
of every new bunkering charge, and to collect the results in a log.
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Cooling water
Checking
000.07

Record and assess characteristic values of operating media,
avoid/reduce harmful effects.
Brief description
Fresh water that is used for filling cooling water circuits must comply with
the specifications. Cooling water in the system must be checked at
regular intervals according to the maintenance schedule.
recording characteristic values of operating media,
assessment of operating media and
checking the concentration of anti--corrosion agents.
Either use the MAN B&W water test kit containing all the necessary instruments and chemicals for determining the water hardness, the pH value
and the chloride content (can be obtained from MAN B&W Diesel AG or
from Messrs Mar-Tec Marine, Hamburg), or
Means for checking the

fresh water quality
Durognost tablets used to determine the water hardness (Messrs Gebr.

Hegl KG, Hildesheim), and
pH value indicator paper with colour checking pattern to determine the pH
value (Messrs Merk AG, Darmstadt), or alternatively liquid pH value indicator or electronic measuring unit, and n/10 silver nitrate solution and
5-percent potassium chromate solution to determine the chloride ion content.
Means for checking the
concentration of additives
When using chemical additives:

Testing means according to the recommendations of the supplier.
Usually, the testkits delivered by the suppliers also contain testing means
for determining the fresh water quality.
When using anti-corrosion agents:
Emulsion tester (Messrs Hamburger Laborbedarf Dargatz, Hamburg), and
concentrated hydrochloric acid.
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Check the characteristic values of the water

Brief specification
Characteristic value/
Feature
Type of water
Total hardness
pH value
Chloride ion content
Water for charging

and topping up
Fresh water, free of
foreign matter
max. 10dGH *)
6.5 - 8 at 20C
max. 50 mg/l
Water in circulation
Treated cooling water
max. 10dGH *)
min. 7.5 at 20C
max. 50 mg/l
Table 1. Quality specifications for cooling water (brief)

*) dGH = German hardness
Check the water hardness
The water hardness should be tested in compliance with the instructions

accompanying the Durognost tablets.
Water of a hardness exceeding the specified limit is to be mixed with distillate or softened water, or to be softened by adding the chemicals stated
below.
The water hardness is reduced by 1dGH if the following quantities of
chemicals are added to 1000 l of water:
approx. 40 g anhydrous trisodium phosphate (Na3PO4), and
approx. 20 g anhydrous sodium carbonate (Na2CO3).
Important! The chemicals are to be dissolved in water, in a separate tank outside the engine circuit (in order for the water hardness constituents to be separated outside the engine circulation system) and subsequently be gradually added via the compensating tank, with the engine
running.
Chemicals to increase the water hardness are virtually insignificant nowadays because emulsifiable anti-corrosion oils are hardly used any longer.
These chemicals only served the purpose of suppressing foaming in such
cases.
Check the pH value
Indicator paper, a liquid indicator, or an electronic measuring unit is to be

used for measuring. Make sure to observe the instructions given by the
respective supplier.
The pH value indicates the concentration of hydrogen ions and provides a
comparative value for the agressiveness of the water. If the pH value is
lower than the specified limit, it can be corrected by adding sodium nitrite
(NaNO2) or sodium hydroxide (NaOH); sodium nitrite should be given preference. Which quantity is required depends on the pH value found.
Check the chloride ion content
Add exactly 5 cm3 of n/10 silver nitrate solution (AgNO3) to 350 cm3 of the
water sample in the glass and mix thoroughly. Add 5 drops of a 5-percent
potassium chromate solution (K2CrO4). If red colouration occurs, the chloride ion content is less than 50 mg/l.
If the chloride ion content is too high, add water with a low chloride content
(distilled water or totally desalinated water) until red colouration occurs.
Then check once again for hardness and pH value.
Testkit of the producer of the additive
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As far as the testkit of the supplier of the additive contains testing means
to determine the characteristic values of the fresh water, these can be
used.
03.01
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Check the concentration of anti-corrosion agents

Brief specification
Anti-corrosion
Concentration
agent
Chemical additives in compliance with quality specification in Volume
B1, Section 3, Sheet 3.3.7
Anti-corrosion oil
initially, after filling in, 1.5 - 2 % by volume; when
operating conditions have stabilised 0.5 - 1 %
by volume
Anti-freeze
not less than 35 % by volume and/or according to
the lowest system temperature occurring
Table 2. Concentration of cooling additives
Check the concentration of

chemical additives
The concentration should be checked weekly and/or in accordance with

the maintenance schedule, using the testing instruments and reagents
specified by the respective supplier, and in accordance with the instructions issued.
A protection by chemical anti-corrosion agents is only ensured if the concentration is exactly adhered to. In this connection, the concentrations
recommended by MAN B&W Diesel (see quality requirements in Volume B1, Section 3, Sheet 3.3.7) are to be adhered to by all means. These
recommended concentrations may differ from the producers specifications.
For reasons of environment protection, chemical additives are almost exclusively used nowadays. Emulsifying anti-corrosion oils have lost importance.

anti-corrosion oils
The concentration of the anti-corrosion oil is determined by means of the

emulsion tester by acid cleavage with concentrated hydrochloric acid.

anti-freeze agents
In view of the low probability that anti-freeze will be used, please contact
MAN B&W Augsburg works if need arises.
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Engine or components
Preservation treatment
000.14

Counteract corrosion attacks,
carry out/repeat preventive measures.
Brief description
Specific corrosion prevention and preservation measures are to be applied
by choosing a suitable corrosion inhibitor as well as the method of
application and by fixing the intervals between checks of the
represervation.
This includes:
selection of a suitable corrosion inhibitor,
corrosion prevention measures for new engines and spare parts, and
preservation of engines and engine parts in case of shut--down.
Corrosion inhibition
Corrosion of bare metal surfaces is mostly caused by atmospheric influence, its nature and severity varies depending on the prevailing climate
(continental, industrial, marine, tropical climate). Corrosion occurring, e.g.
in piping, fittings and heat exchangers due to the contact with residual water in the systems or air humidity is not readily visible and often remains
undetected until it becomes evident as damage occurs. The most common
method of preservation is by applying a protective coating to the metal surface, which must be appropriately dense and coherent, properly stick to
the surface, repel water and be insensitive to the aggressive media.
Even a most efficient preservation treatment will only provide protection for
a limited period of time. Periodic checks are therefore indispensable to
ensure that represervation is carried out in time.
Temporary character of
protection
The addition of vapour phase corrosion inhibiting oil has proved to be useful for preservation of closed spaces. A characteristic of these oils is that
they continuously emit a small amount of gaseous inhibitors so that, in a
closed space, a vapour phase develops which serves as supplementary
preservative if necessary. It is of importance, however, that the crankcase
is completely sealed and that the preserved Diesel engine or Diesel engine
components are stored in a dry, thoroughly ventilated room in which a
moderate temperature is maintained.
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Corrosion inhibitors
There are various types of corrosion inhibitors available to meet the specific purposes and prevailing conditions. They can be classified as follows:
1. Corrosion inhibitor with solvent additive
This type of inhibitor consists of a mineral oil to which, e.g. solvent naphta
is added, and which can be applied to the metal surfaces to be protected
by dipping, spraying or brushing, without having to be heated. The protective film forming after evaporation of the solvent can later be wiped off or
washed off. If used for the preservation of the inside of the engine, the corrosion inhibitor needs not to be removed prior to putting the engine into
operation, provided that the protective preservative film can be dissolved
by the lubricating oil in operation. Such protective agents can also be used
for individual engine components and for external preservation of complete
engines.
Attention! The solvents contained are inflammable and may develop explosive vapours.
2. Corrosion-inhibiting grease
These protective greases are applied to the metallic surfaces by brushing
or scrubbing. If the grease used is soluble in oil, and provided that only a
thin film of it has been applied, it can be left on the preserved inner components when putting the engine into operation provided, however, the
engine had been properly sealed and dust or dirt were unable to enter.
Preservative grease on external engine parts or single components has in
any case to be cleaned away prior to putting the engine into operation,
which can easily be done by washing with an oil-dissolving fluid (e.g.
Diesel fuel oil). Care must be taken, however, to prevent the cleaning fluid
from entering the engine and mixing with the lube oil.
3. Slushing oils
These slushing oils are mineral oils containing corrosion inhibiting agents
and can appropiately be used for spraying or brushing individual engine
components, or for the preservation of internal parts of completeley assembled engines. It is also possible to run the engine, after it has been
thoroughly cleaned, for a short period of time with such a slushing oil,
whereby efficient preservation of the engine lubricating system can also be
achieved.
4. Corrosion-inhibiting dipping compounds, vapour phase corrosion inhibiting oil or paper are further products for the preservation of single components.
Preserving new engines and spare parts
Prior to beeing shipped, engines receive either a standard or a special
preservation treatment in the factory. Special preservation is applied where
it is known that bad climatic conditions will be encountered in transit or at
the place of destination, and when it is to be expected that the engine will
be stored for a prolonged period of time prior to beeing operated. Provided
the engines are stored at a dry place, the supplier of the anticorrosive oil
guarantees effectiveness of the protection for a period of three months as
a rule. For longer periods of engine storage, a represervation treatment
becomes necessary. Such treatment is described further below. Represervation of the complete engine normally is applicable to four-stroke engines only.
1. Remove covers on crankcase, on gear box of camshaft drive and on
camshaft proper. Should bags containing a hygroscopig substance (silica
gel) have been suspended inside the crankcase, remove these.
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2. Remove the valve protection cap and all the pipe sealing plugs (turbocharger, fuel oil, lube oil, cooling water and starting air pipes).
3. Fill up the fuel and lube oil pipes and the nozzle cooling system with
slushing oil; if a hand pump is provided, fill the lubricating oil system with
slushing oil.
4. Spray the crankcase, all the running gear components, gears of the
camshaft drive, camshaft, valve gear, all the pipe openings and openings
on the exhaust gas turbocharger with an ample amount of slushing oil. If
possible, turn the running gear by means of the turning gear or turning rod
for several revolutions and refill the fuel pipe with slushing oil.
If the running gear cannot be turned, fill injection pumps, pipes and injection valves with fresh slushing oil by actuating the shut-down levers. Make
sure that the fuel control lever is in the maximum admission position.
5. If necessary, suspend new bags containing hygroscopic substance (e.g.
silica gel supplied by BASF, D-67063 Ludwigshafen/Rhein) to preclude
condensed water formation.
Before doing this, wait until all the slushing oil has dripped down in the engine. Distribute the bags inside the engine, in tins with their open ends
pointing down. The number of bags placed inside the engine should be
recorded in the logs to ensure that all of them are taken out before the engine is started.
6. Remount all the covers and seal the engine airtight. For this purpose,
seal all the openings with grease-free paper and adhesive tape, and plug
the pipe connections with plastic caps or wood stoppers. All the gaps and
bores on the engine are to be treated with slushing oil and sealed subsequently because later cleaning would involve additional expenditure.
Important! After airtight sealing, it is not permitted to turn the engines running gear any longer.
Preservation of engines for shut-down
To ensure that the preservation is effective, it is essential that all the interior and exterior engine components are carefully cleaned prior to being
treated with a preservative. Maintenance and overhaul work should be carried out according to the maintenance schedule and recorded in the engine operating logs.
Steps
1. Drain all the lube oil and fuel oil of the engine, cooler and filter, and
purge the pipes. The oil sump, the lube oil tank and the fuel oil service tank should be carefully cleaned. Then top up the oil sump or oil
reservoir with slushing oil of the same viscosity as used for the engine,to a level at which the lube oil pump can draw oil without air
bubbles being entrapped.
Engine-mounted components having their own lube oil circulation
system or a separate oil charge (Woodward governor and possibly
the turbocharger) may be filled with the same slushing oil. This oil
can be left in the engine to be used in place of the engine lube oil
when the engine is taken into operation again, provided it meets the
engine oil specifications, which is normally the case. The slushing oils
that are known to us are compatible with doped (HD) lube oils so that
there is no objection against topping up the engine with lube oil.
The service tank is topped up with a low-viscous slushing oil of SAE
CLASS 10 to 20 instead of fuel oil; this will ensure adequate internal
preservation of the fuel-carrying piping and engine components delivering fuel.
2. Operate the engine for approximately five minutes with the slushing
oil filled in, to ensure that all the pipes, bearings, and the injection
system are filled with slushing oil. Prior to engine shut-down,
6682
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introduce a small amount of the low-viscous slushing oil into the intake pipe (of the exhaust gas turbocharger) by spraying.
3. After shutting the engine off, spray a small amount of slushing oil (approx. 0.5 l) into the main starting air and control air pipes, too.
Attention! Do not start the engine in this condition under any
circumstances. Explosion hazard! Put up a warning sign, and
purge the pipes according to work card 000.03 prior to the next starting procedure.
4. After shut-down of the engine system, all the pressure gauges should
indicate zero. The engine has to be blocked against inadvertent turning of the running gear. The turning gear should be engaged (if applicable).
5. Preservation of the cooling water spaces is not required if a slushing
oil had been added to the engine cooling water during operation. If a
chemical additive had been used, the cooling water has to be replaced and a slushing oil is to be admixed at a concentration of
approximately 3-5%, and engine operation is to be continued for
some more time. If the engine is going to be shut-down for a prolonged period of time, or if there is the danger of freezing, it is necessary to drain the cooling water completely from the engine, turbocharger and the coolers of the individual circuits, making sure that the
drain cocks are constantly left open with the engine shut-down. When
draining the cooling water, make sure also to empty the water space
of the cooling water pump. The exhaust valves complete with cage
and the injection valves are to be removed and emptied separately.
6. A corrosion inhibitor has to be applied to all the bare, external engine
components by brushing or spraying.
Important! Engines that have already been operating and for which
a temporary operation for preserving purposes is impossible may be subjected to the preservation treatment described under Preservation of new
engines and spare parts. It should be made sure that prior to preservation
the fuel oil, the lube oil and cooling water are drained. Again, the engine
requires careful cleaning of all its components.
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Loctite Products
Use
000.19

Use of auxiliary materials,
proper processing and mounting.
Brief description
Loctite is a liquid synthethic, which cures between narrow--fitting metallic
surfaces to form a tough, hard layer. Loctite products can be used for
fastening, sealing and gluing. Selection according to Tables 1 to 3.
proper assembly,
disassembly and
reassembly.
Preliminary remarks
The filling compound LOCTITE is a liquid synthetic which automatically
cures between narrow--fitting metallic surfaces to form a tough, hard layer
exhibiting excellent adhesion to the ridges left by the machine tools and
noticeably improves the surface contact between two parts. It is available
in several types of different viscosity for various gap widths, for fastening,
for securing, for sealing and for glueing.
Attention! LOCTITE must not be used inside the crankcase as a
substitute for locking fasteners, feather keys etc. provided for in the
design.
In the case of screwed connections requiring tightening to a given torque,
LOCTITE 222 and 243 may be used as the case may be, since the
lubricity of these two products corresponds to that of the lubricating oil.
The curing time which LOCTITE requires can be reduced by adding the
accelerator T or by warming up the joint to elevated temperatures. For
recommended products, please see Tables 1 ... 3.
Attention! The shelf life of LOCTITE is limited to approximately
1 year at room temperature. If stored longer, its properties will
change, rendering it useless. Therefore make sure to note the date
printed on the receptacle.
Operating Sequence 1 -- Assembly
Steps
1. Carefully clean the jointing surfaces using LOCTITE 706 quick

cleaner (evaporation time approximately 3 minutes) or any other
appropriate cleaning agent to remove dirt and grease.
2. If necessary, apply accelator T by means of a spray bottle and allow
it to dry for about 3 minutes. The filling compound will cure more
quickly if the accelerator is used (see the Table).
6682
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3.
Apply a thin coat of the appropriate LOCTITE product (see Table) to

one of the two surfaces to be jointed.
Important! Both of the jointing surfaces should be sparingly and

evenly coated if the joint is a press fit or if the surface areas are
comparatively large. In the latter case, LOCTITE may be spread using a
clean brush or a spatula.
In the case of blind--end holes, moisten the walls of the bore to prevent the
liquid LOCTITE product from being displaced by the air--pressure building
up during assembly.The content of the bottle must not come into contact
with metal parts prior to application.
4. Join both parts in the correct position.
5. Scrape off and remove filling compound outside the joint using care
not to dislodge the jointed parts.
6. The filling compound must be allowed to cure (refer to instructions for
use), then finish--assemble the parts.
7. If necessary, heat the joint to approximately 120 C, whereby the final
strength of the joint is reached earlier.
Sequence 2 -- Disassembly
1. Try if the joint can be undone with the aid of normal tools and by hand
force.
2. Should this prove to be impossible, heat the joint to approximately
200 C and separate the parts (fire hazard!).
Sequence 3 -- Reassembly
1. Mechanically remove the old LOCTITE layer on both parts

completeley, taking care not to damage the jointing surfaces. The
layer cannot be removed with the use of chemicals.
2. Degrease the parts carefully and reassemble as described under
operating sequence 1.
Tip! Cleanness can be checked by means of ultra--violet radiation.
LOCTITE is fluorescent and even the slightest traces of it will show.
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Loctite-Product
Spec. number
04.10170
Colour of product
Temperature range for use C
Viscosity
(mPa. x s)
Gap:
optimum
max.
for threads up to
max.
222
-9222
purple
150
90 - 180
243
-9243
blue
150
200 - 400
245
-9245
blue
150
550 - 1000
270
-9270
green
150
400 - 600
275
-9275
green
150
550 - 1100
648
-9648
green
175
300 - 600
M36
M36
M36 - M80
M20
M20 - M80
M20
Strength properties: *)
Compressive shear strength 1) N/mm2
2)
Initial break away torque
Nm
Max. screwing torque
Nm
3-9
8 - 20
---
6 - 14
14 - 34
---
6 - 14
13 - 33
---
11 - 20
25 - 54
45 - 70
10 - 20
25 - 55
35 - 65
16 - 30
30 - 55
40 - 60
Curing:
Open assembly time
for steel
max. hrs.
for nonferrous metals
max. Min.
Hand--tight min.
Min.
Final strength
max. hrs.
24
5
15 - 30
12
24
5
15 - 30
12
24
5
10 -20
12
24
1
3-5
12
Special
p
properties
i
*
low strength
24
24
1
5
15 - 30
30 - 60
12
12
KTW BAM approved
approved
mean strength
high
g strength
g
difficultl to separate
diffi
1) DIN 54452, 2) DIN 54454
Table 1. Loctite products for thread securing
Thread sealing
Loctite-Product
620
577
586
Spec. number
04.10170
-9620
-9577
-9586
Colour of product
green
yellow
red
Temperature range of use C
230
150
150
Viscosity
(mPa. x s) 800 - 1600 4000-8000 4000-6000
Gap:
for threads up to
optimum
max.
max.
2)
Nm
Nm
Curing:
Open assembly time
for steel
max. hrs.
max. Min.
Hand--tight
Min.
Final strength
max. hrs.
Special
p
properties
i
*
Surface sealing
518
-9518
red
150
25000 50000
--M60
--M80
--M60
0,5
---
20 - 35
20 - 45
---
5 - 13
9 - 25
---
10 - 25
25 - 55
30 - 55
4 - 14
5 - 13
---
24
5
60 - 120
24
DVGW approved
24
1
15 - 30
12
BAM approved
24
60
120
24
24
1
30
12
1) DIN 54452, 2) DIN 54454
Table 2. Loctite products for the sealing of threads and surfaces
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Loctite-Product
Spec. number
04.10170
Colour of product
Temperature range of use C
Viscosity
(mPa. x s)
Gap:
optimum
max.
for threads up to
max.
603
-9603
green
150
100 - 150
0,05
0,15
---
shaft/hub
620
-9620
green
230
800 - 1600
0,05
0,20
---
2)
Nm
Nm
16 - 25
40 - 60
40 - 60
20 - 35
20 - 45
---
15 - 30 1)
12 - 32 2)
---
12 - 25 1)
18 - 26 2)
---
12 - 25 1)
20 - 30 2)
---
Curing:
Open assembly time
for steel
max. hrs.
max. Min.
Hand--tight
Min.
Final strength
max. hrs.
24
5
20
12
24
5
60 - 120
24
24
max. 5
10 - 20
24
seconds
seconds
12
for
materials
difficult to
glue e.g.
Viton
12
Special
Properties
Plain surface
307
406
496
-9307
-9406
-9496
yellow
colourless colourless
120
80
80
800 - 3200
10 - 30
100 - 120
--0,05
0,05
0,1
0,1
0,1
------3)
1) Tensile strength N/mm2

2) Tensile shear strength N/mm2
3) with accelerator 7471
Table 3. Loctite products for gluing
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Machine elements
6682
001
002

003
Machine elements
004
005

003--01 E
08.97
101/ 01
Galvanized bearings
Assessing
000.11

Carry out the work in time according to the maintenance schedule,
check state/wear condition of the components.
Brief description
Bearing shells are to be checked at regular intervals. Usually, only the
loaded bearing shell is checked. From wear condition and appearance of
the bearing shell running surface, conclusions can be drawn on the load
conditions, the lube oil care etc.
The work /steps include:
Measure components and
assess wear pattern/condition.
Related work cards
Work card
Work card
Work card
000.10
General
1
2
3
4
5
Anti-corrosion layer
Galvanized layer
Nickel barrier
Bearing metal
Steel support shell
Figure 1. Galvanized bearings -- structure
Galvanized bearings (multi--layer bearings) are used for the main bearings
and big end bearings of four-stroke engines. These multi--layer bearings
are composed of a steel support shell, a bearing-metal layer of leaded
bronze or aluminum tin alloy and a running layer, which has been applied
galvanically.
The soft running layer possesses better running-in and dry-running
properties than the leaded bronze or alluminum tin alloy layer. This layer,
therefore, must remain serviceable as long as possible and all reworking
5600
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101/ 09
of the running layer prohibited. Due to the fact that every bearing must
adapt itself again every time after it is refitted, bearings are to be opened
as rarely as possible.
If the lube oil is painstakingly filtered and separated, galvanized bearings
achive a very long service life. For this reason, it is of utmost importance
that the filters and separators are cleaned in good of time and that the oil
is checked regularly.
Damaged bearing shells (upper and/or lower shell) can be replaced
individually or in pairs.
After reinstallation of bearing shells which have already run, or after
replacement, the bearing caps are to be carefully examined for
impermissible heating by touching them with the hand after approx.
30 minutes idling operation and after approx. 5 hours running with slowly
increasing loading of the engine (comparison with neighbouring bearings)
Undersize bearings (with smaller diameter) are available for crankshaft
journals that have been reworked. The undersize bearings are delivered
ready for fitting.
Wear Limits
Bearing shells are to be replaced if their galvanized layer is worn over
more than 30% of the developed running surface. Bearing shells with
about 20 % running-surface wear should also be replaced when
large-scale overhaul work is being carried out on the engine at the same
time.
Figure 2. Degree of running surface wear
Bearing shells that have reached 30,000 operating hours are generally to
be replaced when the engine is overhauled.
If the bearing shell bearing--metal layer already becomes visible after
approx. 5000 operating hours, or if the running layer is worn on about 20%
of the developed running surface, this is an indication for dirt accumulation
and insufficient cleaning of the lube oil.
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Appearance of the bearing surface

Using this series of illustrations, an evaluation of the removed bearing
shells can be made. It provides hints on the reusability or necessity for
replacement by new bearings.
1. Normal wear pattern with the running layer still present
Figure 3. Normal wear pattern
The predominantly matt grey running surface is smoothed and reflects

slightly in the zones of maximum loading. The bearing can be used again.
2. Normal wear pattern with partly worn through running layer
Figure 4. Partly worn through running layer
When the running layer has been worn through, a reddish-brown pattern
becomes visible in the case of leaded bronze bearings. On aluminium--tin
alloy bearings, a difference is visible between light and dark zones. The
light zone represents a fresh or new wear pattern, the dark zone results
from surface oxidation and has no derogatory effect on the running
behaviour. The bearing can be used again and is only to be replaced
when the characteristics listed under Wear Limints become noticable.
3. Shiny reflections on both edges of the bearing
Figure 5. Shiny reflections
During running-in the bearing becomes slightly crowned. Any weakly

shining reflections at the edges of the bearing usually disappear after the
bearing has run for a considerable length of time. The bearing can be used
again, unless Figure 6 (edge--carrying wear) is also applicable.
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4. Edge-carrying wear (on one or both edges)
Figure 6. Edge-carrying wear
A bearing that only carries on the edges is impermissible. Possible

causes of this fault are deviations in journal geometry (radius run-out) or
the bore for the bearing is out-of-true. These are factors which must be
remedied under all circumstances. If heavy wear is evident at the edges,
the bearing is to be replaced.
5. Carrying wear on one edge
Figure 7. Carrying wear on one edge
Single-edge wear is encountered on outside bearings and it is permissible

as long as the crankweb deflection is in order (cause of defect: weight of
the flywheel or of the vibration damper).
Carrying wear on one edge is not permissible in the case of intermediate
bearings. Here, the cause of the defect, for instance journal wobble,
deformation of the bearing seat, uneven initial tension on the tierods, dirt
on the bearing rear, must be eliminated. In cases of heavy single-edge
carrying wear, the bearing is to be replaced.
6. Traces of carrying wear at the point of contact between the
bearing shells (on one or on both sides)
Figure 8. Traces of carrying wear at the point of contact between the bearing shells
If heavy traces of wear are evident in the vicinity of the joint faces of the
bearing, there exists the danger of the shaft journal cutting through the film
of lubrication at the parting line. Therefore, bearings should not show
contact patterns within the first approx. 10 degree, measured from the joint
faces. If traces of carrying wear nevertheless appear near to the point of
contact between the shells, the cause of the defect must be eliminated. If
such wear is only found on one side, the back of the bearing must be
checked for dirt or for carbon deposits. In addition, it is possible that there
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is a misalignment of the bearing seat. In case traces of carrying wear are

found on both sides, the Figures 18 (cold-welding points on the back of the
bearing) and 19 (bearing spread) are to be taken into account. Bearings
with heavy traces of leading wear in the vicinity of the joint faces are to be
replaced.
7. Striation and embedding of foreign particles in the running
surface
Figure 9. Striation and foreign particles in the running surface
Hard dirt particles suspended in the lube oil are held back by the bearing
shells and cause striation in the running surface. These particles often
remain embedded in the running surface. Depending on the hardness of
the foreign particles, the bearing journals may also become scored. Light
traces of striation which do not penetrate the running layer are harmless,
and such bearings can be used again. Striation scratches which are wider
than 1 mm prevent the build-up of the wedge-shaped oil film. Bearings
with a number of wide striation scratches in the lower shell of the main
bearings, or the upper shell of the big end bearings, which penetrate into
the leaded-bronze or aluminum-tin alloy layer are to be replaced. This
applies, above all, when the striation scratches are very close to the edge
of the shells. If wide striation scratches appear in the bearing shells, the
surface of the bearing journal is to be checked under all circumstances. If
necessary, the journal is to be smoothed or reworked using emery cloth
and/or an oil stone, or portable regrinding equipment is to be used from a
specialist firm. The causes which led to the formation of striation must be
eliminated. To do this, the complete lube-oil circuit including separator,
lube-oil filter and lube-oil pipes between filter and engine is to be checked
(scale, welding pearls etc.). If other bearings in the equipment are supplied
with lube-oil via this bearing, it is imperative that these are checked as
well.
8. Cracks in the running layer
Figure 10. Cracks
A few isolated cracks in the running layer are harmless. It is only

necessary to replace the bearing if a large number of cracks is evident in
the loaded zone.
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9. Bark Beetle effect
Figure 11. Barks beetles
If a large number of small cracks have formed in the loaded zone of the
galvaic layer (the so-called paved-road effect) and then, as a result of
material fatigue, crumbling or erosion of the crack area occurs (similar to
the appearance of the bark-beetle infection in trees), then the bearing is to
be replaced.
10. Separation or detachment of the running layer
Figure 12. Separation or detachment of the running layer
If areas of the running layer have become detached, the bearing is to be

replaced. Only if the bearing shows merely a single area of layer
detachment (smaller than 2 cm2), and the remaining running layer in the
immediate vicinity of the damaged area is in order and shows no signs of
detachment (check carefully with a pointed tool, e.g. a pocket knife), can
the bearing be used again
11. Running layer heavily smudged or smeared
Figure 13. Smearing of the running layer
If the galvanic layer is smeared over a wide area (creep formation), and
possibly worn through in the middle, this points to a lack of lube oil which
might have been caused by insufficient pre-lubrication prior to starting the
engine. The cause of the lack of lube oil is to be eliminated, and the
bearing is to be replaced.
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12. Roughening of bearing-metal layer
Figure 14. Roughening of the running layer
If the bearing shows signs of considerable roughness of the bearing metal,

it is to be replaced, particularly in order to prevent excessive journal wear.
Besides, the journal is to be smoothed.
13. Crumbling of the bearing-metal layer
Figure 15. Crumbling
Bearings which exhibit crumbling of the bearing-metal layer must be

replaced. The bearing journal is to be checked and smoothed or reworked
as necessary.
14. Overheating of the bearing-metal layer
Figure 16. Overheating of the bearing-metal layer
If the bearing metal shows overheating features (blue-violet coloring), or

already shows reticular heating cracks, the bearing is to be replaced. The
bearing journal must, under all circumstances, be subjected to a magnetic
crack test. If there are signs of cracking, the bearing journal is to be
ground down until it is free of cracks. When grinding, attention must be
paid to surface quality, ovalness and conical form. If no cracks or
hardening were found, it suffices that the bearing journal is smoothed.
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15. Electro-erosion
Figure 17. Electro-erosion
If generator units are inadequately grounded, stray electric currents and

possibly electro--erosion in the bearing may occur. In such cases, the
running layer is roughened in the form of scars. The scars are sometimes
oblique to the direction of running. In extreme cases of erosion, the
surface of the journal becomes visibly rough. It is imperative that the
cause of the damage is ascertained and remedied. The bearing is to be
replaced and the journal smoothed or reworked.
16. Corrosion
Figure 18. Corrosion
Features of running-surface corrosion are surface discolorations due to

chemical changes in the bearing material, and corrosive, mostly locally
restricted material wear off. The lube oil must be examined for
contamination due to water, acids etc. If the corrosion is in an advanced
stage, the bearing is to be replaced. It often occurs in such cases that the
bearing journal has also been attacked by corrosion, if so, it is to be
smoothed or reworked.
17. Cold shots on the bearing shell at the point where the two shells
join
Figure 19. Cold shots on the bearing shell at the point where the two shells join
Cold shots or pitting on the joint face of the bearing shell indicate that
relative movement is occuring due to loss of pretension or insufficient
protrusion. The causes of the fault are to eliminated. In not too severe
cases, care must be taken before reinstallation of the bearing shells that
only the cold shot material is removed. This is to be carried out with great
care. In addition, the rear of the bearing is to be checked for the presence
of cold shots (see Figure 18). If servere damage has occurred
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(considerable wear off and creep of material), the bearing shells are to be
replaced.
18. Cold shots on the rear of the bearing
Figure 20. Cold shots on the rear of the bearing
Cold shots on the rear of the bearing which occur in large numbers and
which cover more than 5% of the total area are not permissible. In such
cases, the bearing is to be replaced. The pretension of the bolts, the
bearing protrusion, the bearing spread (see Figure 19) and the condition of
the bearing locating bore are to be checked. The bearing protrusion can
only be approximately determined at the place of installation by one--sided
unsrewing of the bearing bolts. Cold shots in the bearing locating bore are
to be checked for cracks. If cracks are found, consultation with the engine
manufacturer is necessary. In case no cracks were found, the material
accumulations in the bearing locating bore and, if the bearing is to be
reused, also on the rear of the bearing is to be removed carefully.
Bearing spread
D Bearing diameter
S Spread
Figure 21. Bearing spread
Bearing shells should have sufficient positive spread to ensure proper

contact in the bearing locating bore when installed. The amount of spread
depends on the bearing diameter and may be serveral millimeters when
new. Even used bearings should still show sufficient residual spread so
that by all means a considerable pressure must be exerted onto both
abutting ends when inserting the bearing into the locating bore. Bearing
shells which fall into the bore very easily (spread zero or negative) must
not be used any more. Expanding the shell is not permissible.
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Bimetal bearings (without a third layer)

Assessing
000.11

Carry out the work in time according to the maintenance schedule, check
the state/wear condition of the components.
Brief description
Bearing shells (bimetal bearings) are used in crankshaft and connecting
rod bearings as well as in camshaft bearings. They are to be checked or
replaced at regular intervals according to the maintenance schedule.
Related work cards
Work card
Work card
Work card
000.10
General
1 Bearing metal
2 Aluminium bonding
layer
3 Steel shell
Figure 1. Composition of bearing
Roll-bonded bimetal bearings with a material combination of

steel/aluminium alloy (AlSn20) are used as main bearings, big-end
bearings and camshaft bearings. Visual examination of the degree of wear
on a bimetal multi-layer bearing shell (composition as shown in the figure
below) under normal wearing conditions is not possible. Contrary to the
three-metal multi-layer bearings with a galvanised running layer, bimetal
bearings do not have visual indicators permitting judgements of the degree
of wear from the contact surface coloration. The only way of determining
the degree of wear of a bimetal multi-layer bearing shell under normal
running conditions therefore is to measure the wall thickness of the
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bearing shell and compare the result with that measured in the as-new
condition. As the admissible wear rates are in the range of hundredths of
millimeters, measurements of the bearing clearance do not provide for a
reliable indication of bearing wear.
Appraisal of the running behaviour and criteria for replacement
Figure 2. Measuring the wall thickness
The bearing shell has to be replaced if the wear limits stated in Technical
details: dimensions, clearances, tolerances are reached.
Important! The wall thickness (A) will in each case have to be
measured in the zone of maximum loading, or at 90 relative to the joint.
1. Bearing wear pattern uniform over the entire bearing width
Figure 3. Normal bearing wear pattern
1. Individual, superficial scores produced by solid particles do not affect

safe operational reliability.(see Figure 3-A)
Criterion: If the wall thickness still is within the admissible wear rate
tolerance, the bearing is suitable for further use.
2. Running surface slightly scored. If the scores can be seen but not
measured or felt, the bearing is suitable for further use. If the wall
thickness has reached the lower tolerance limit, replacement is
necessary. (see Figure 3-B)
Criterion: If the scores can be distinctly felt and/or measured, the bearing
shell has to be replaced.
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2. Bearing wear pattern showing traces of seizure
Figure 4. Bearing wear pattern showing seizure
1. The bearing wear pattern shows distinct edge loading with traces of
seizure in the running layer. The cause of edge loading has to be
established and, if possible, remedied before a new bearing shell is
installed. (see Figure 4-C)
Criterion: The bearing is unsuitable for further use.
2. The bearing wear pattern shows large zones of damage with seizure
of varying intensity. The cause of such damage has to be eliminated
before a new bearing shell is installed. (see Figure 4-D)
3. Bearing wear pattern showing patches of broken-off bearing metal
E
Figure 5. Bearing wear pattern showing patches of broken-off material
The loaded zone of the bearing shell shows spots of broken-off bearing
metal caused by material fatigue of the running layer. (see Figure 5-E)
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Seals made from elastomer

Storage, cleaning, mounting
000.21

Brief description
Seals made from elastomer (rubber products) are to be stored properly
and replaced during overhaul work.
storage of components/appliances,
cleaning of components and
proper mounting.
Explanatory remarks
When doing maintenance and overhaul work, seals made of natural or
synthetic rubber are to be renewed. Only in case of emergency may
completely intact seals be reused. It is recommended to order new seals
inmediately when used up to ensure that they are available when required.
The following sections are passages taken from DIN 7716 and ISO
2230-1973.
Storing elastomer seals
The useful life of rubber products is adversely affected by oxygen, ozone,
heat, light, humidity, solvents and mechanical loading. For this reason, the
serviceability of the rubber seals installed depends, among other things,
on correct storage. Therefore, the following should be given particular
attention.
1. The store should be kept cool, dry, dustfree with slight air circulation
2. The storing temperature should not drop below -10 EC and not
exceed +25 EC. For neoprene products (chloroprene rubber), the
storing temperature should not drop below +12 EC.
3. In storage rooms that are heated, rubber products are to be shielded
from the heat. The distance between the heat source and the
material stored should be not less than 1 m. A larger distance is
required in rooms using blast-heated air for heating (danger of drying
out).
4. Rubber products should not be stored in damp rooms. The relative air
humidity should be below 65 %.
5. Rubber products should be protected from direct sun light and strong
artificial light having a high ultra-violet content. The effects of ozone
are also extremely unfavourable. It is therefore necessary to ensure
that the storing location is not in the vicinity of fluorescent lamps or
other light sources emitting ultra-violet radiation. Due to the effect of
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6.
7.
8.
9.
ozone, rubber products are not to be stored in the vicinity of electrical

installations, motors or generators.
Rubber products are not allowed to be stored in the same rooms as
solvents, fuels, lubricants, anti-corrosion oils, chemicals, acids,
disinfectants and similar.
It must be ensured that stored rubber products are not subjected to
any form of tension such as pull, pressure or other causes of
deformation (e.g. O-rings are not to be suspended from hooks
because of the danger of permanent deformation and fissure
forming).
Rubber products manufactured of different compositions, e.g.
perbunan and silicone rubber, must not physically touch in storage.
This applies in particular to parts of different colours. Contact with
copper and other materials containing manganese is also to be
avoided.
Rubber products are to be packed (sealed) in polyethylene foil bags
or similar (the foils must not contain any softening agent). The bags
are to be provided with a label for identification of the particular type
of elastomer (e.g. perbunan, silicone rubber) and the production date.
The labels prevent mix-ups. In addition, the bags are to be packed in
cartous to protect them from effects of light. Points 6 - 7 should be
duly observed.
10.
Attention! In case of fire or if fluorocaoutchouc FKM (trade
names: Viton, Fluorel, Techoflon, Dai-el) is heated to a temperature
above 315 EC, toxic fumes will develop.
In the presence of water, hydrogen fluoride fumes will convert into
hydrofluoric acid which may cause poorly healing cauterisation.
For fighting fires, always use suitable breathing apparatus, safety
masks and safety clothing.
Dispose of in compliance of the appropriate local regulations.
Cleaning
Rubber products are to be cleaned in warm soapy water and dried at room
temperature. If necessary, seals which have been stored for a longer
period of time can be cleaned in a 1.5 % sodium carbonate solution.
Sodium carbonate solution residues are to be rinsed off with normal tap
water (do not use sea water!).
Solvents such as trichloride ethylene, carbon tetrachloride and
hydrocarbons must not be used for cleaning purposes. Sharp-edged
objects, wire brushes, emery paper etc. are inappropriate for cleaning, too,
because the seals would suffer damage
Assembly
General fundamentals
The installation of rubber products requires particular care and attention. In

particular, the following should be observed during assembly and
installation.
O-rings
- When being installed, sealing rings must not be stretched by more than
30 % of their inner diameter, and for a short period of time only.
- Sealing rings must not be twisted as being installed (be careful with
rings of larger diameter and small cross-sectional area). Some of the
sealing rings are provided with a line running round the circumference
which must be fully visible and uninterrupted over the entire
circumference after the ring has been fitted.
- Sealing rings must not be slipped over sharp edges, threads, slots etc.
If necessary, the sharp edges are to be covered up.
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- When slipping sealing rings over, they are not to come into contact with
anti-corrosion oil. Bushings must be free of anti-corrosion oil in the area
required for fitting the seals. The solvent used for cleaning must have
dried away completely.
- The fitting spaces required by the sealing rings are to be coated with a
suitable lubricant (see below).
Radial sealing rings
The sealing lips of rotary shaft seal rings should always face the medium
that is to be sealed off.
Lubricants
Components and sealing rings are to be treated with an appropriate

lubricant prior to assembly. Only the lubricating greases listed in the Table
are permissible for the various rubber products. Other lubricants and/or
agents for aiding assembly are only to be used after the manufacturer of
the seals has been consulted.
In the case of rotary shaft seals, only the lubricants listed below, or those
specified by the manufacturer are to be used.
Inappropriate lubricants may cause premature failure of the seals.
Lithium-saponified lubricating greases generally are multi-purpose greases
used for the lubrication of rolling and plain bearings (e.g. multi-purpose
grease MAN 257-NLGI 2). Greases containing silicone are specially
labeled and identified as such.
Lubricating grease
lithium
containing
saponified
silicone
Perbunan
NBR
X
X
Silicone
VMQ
X
Viton
FKM
X
X
Butyl rubber
IIR
X
X
Neoprene
CR
X
X
Table 1. Lubricants for elastomer seals
g ring
g
Sealing
Q lit
Quality
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Threaded inserts
Use
000.22

Brief description
Threaded inserts serve for making firmly locking threads in components
produced from grey cast iron or light metal. Damaged threads can be
repaired.
proper mounting
and, if necessary,
dismounting.
Commercially available twist drills, with diameters as required for the
respective type and make of threaded insert.
From the supplier of threaded inserts:
Special taps,
Turning-in tool, and turning-out tool if applicable
Drift punch
Standard tools
Explanatory remarks
Threaded inserts ar used, e.g. to produce wear-resistant threads in
components made of cast iron, light metal etc. Similarly, a damage to a
threaded bore can be repaired using a threaded insert to permit the same
bolt size being further used. For this purpose, the old thread has to be
bored open, a new thread has to be cut and the appropiate threaded insert
is to be turned in. Two different types of threaded inserts are avaible: Type
A - standard (non-secured) and tape B - autosecuring (one turn
hexagonally deformed). Please refer to Figure 1.
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Operating sequence 1- installation
Thrilling
Commercially available twist drills are to be used. For diameters and

drilling depths, please refer to the suppliers sales assortment. Never
counterbore the core hole. Slight deburring, however, is permitted.
Tapping
Only special taps are permitted for cutting the thread receiving the insert
(see Figure 3). The depths of thread should be equal to the length of the
threaded insert plus 0,3 ... 0,8 x P (P = pitch) (F in Figure 2 is too short).
A
B
C
K
Diameter
Length of the treaded
Tang
Threaded insert Type A
consistently round shape on
the inside
J Threaded insert Type B
(1 turn of thread of hexagonal
shape on the inside)
Figure 1. Threaded insert Type A - nonsecured (left). Type B - auto-securing (right).
E Core hole diameter

F Core hole depth
(length of threaded
insert plus transition)
Figure 2. Twist drill/bore hole
G Diameter of the special

tap, suitable for A
Figure 3. Special tap
C Tang
H Fitting tool
Figure 4. Fitting tool
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L Tang breaker/punch
M Unfitting tool
Figure 5. Left. Tang breaker/punch, right. unfitting tool
Fitting
The fitting tool (H) is to be used for installation. Place the threaded insert
in the bias shell of the tool with the tang facing the direction of insertion.
Turning the spindle will cause the tang to be engaged by the spindle and
introduce the insert far enough into the bias shell to bring the first turn into
engagement with the last turn of the shell. Place the tool in straight
position onto the bore of the work piece and continue turning the spindle
whereby the threaded insert is fitted in the mating thread (see Figure 4) .
The threaded insert should be fitted 0,3 ... 0,8 x P below the surface. It
must be seated in the fully tapered thread only.
Break the tang
The tang (C) only serves for fitting. After fitting , it should be removed
using a special tang breaker (Figure 5) or a drift punch. The tool should be
placed in the thread on the tang of the threaded insert fitted. Give a short
and strong stroke onto the drift of the tool. The tang will break away at the
point programmed for (notch D).
In case of blind holes, breaking the tang away is not imperative. In case
the tang has not been removed, attention should be paid to the maximum
screw-in depth of the bolt.
Operating sequence 2 - removal
If in exceptional cases the threaded insert has to be removed again, an

unfitting tool is available that can be used as shown in Figure 6. With its
wedge-shaped section, this tool is to be vigorously pressed into the thread
and turned anti-clockwise until the insert comes loose/can be turned out.
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Tightening torques (illustrated)
000.29

Indicating tightening torques for essential bolted connections.
Guaranteeing operating safety.
Brief description
Bolted connections which are tightened by torsion angle or by torque angle
using a hydraulic tensioning tool are to be tightened or released by the
specified value.
Work cards 000.29 and 000.30 contain the necessary information.
Explanations
The illustrations in work card 000.29 serve the purpose of identification in
terms of vicinity and location of the components to be connected. The
illustrations provide the identification numbers, e.g. 020--1, which are
000.30. The identification numbers in turn
numerically listed in work card 000.30
guide the user to the tightening torques and the relevant work cards.
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Figure 1. Cross-section/side view of engine
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Figure 2. Crankshaft with flywheel and pumps attached/camshaft
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Figure 3. Turbocharger and charge-air cooler mounted
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Tightening torques (tabulated)
000.30

Brief description
Bolted connections which are tightened by torsion angle or by torque angle
using a hydraulic tensioning tool are to be tightened or released by the
specified value.
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Tightening torques (turning moment)
000.31

Brief description
Screwed connections should be tightened by means of torque spanners as
far as possible. For especially important connections, the values are
000.30. Approximate values for other screws are
specified in work card 000.30
given in this work card.
Tightening of screwed
connections acc. to the torque
If bolted connections other than those listed in work card 000.30 are to be
tightened using a torque wrench, Table 2 should be looked up for approximate tightening torques. The following should be observed:
- The load acting on a bolted connection depends on the tightening

torque applied, on the lubricant used, the finished condition of the
surfaces and threads, and on the materials paired. It is, therefore, of
great importance that all these conditions are met.
- Table 2 lists the tightening torques for various threads as a function of
the coefficient of friction, i.e. of the lubricant used. The torques are
based on bolt material of the strength class 8.8 with the bolts stressed
up to approximately 70 % of the elastic limit. For other strength
classes, the tightening torques listed in the table have to be multiplied
by the corresponding conversion factors. The strength class is stamped
on the bolt head.
Strength class
Conversion factor x
5.6
0.47
6.8
0.75
10.9
1.4
12.9
1.7
Table 1. Conversion factors for tightening torques as a function of the bolt strength
class.
Approximate coefficient of friction:
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000.31--01 E
m = 0.08
for lubricants containing molibdenum disulphid

(MoS2) - (MOLYKOTE paste type G-n or HSC and
Optimoly-paste White T),
m = 0.14
for surfaces that are not finish-treated, with a thin film

of oil or grease using Loctite (see work card 000.19).
000.19
08.97
101/ 02
Thread
Nominal
size
M5
M6
M8
M 10
M 12
M 14
M 14x1.5
M 16
M 16x1.5
M 18
M 18x1.5
M 18x2
M 20
M 20x1.5
M 20x2
M 22
M 22x1.5
M 22x2
Tightening torque
in Nm
Coefficient of
friction m
0.08
4
7
17
34
60
95
100
140
150
200
215
205
275
295
285
370
395
380
0.14
6
10
25
50
85
135
145
205
220
280
320
300
400
450
425
540
595
565
Thread
Nominal
size
Tightening torque
in Nm
Coefficient of
friction m
M 24
M 24x2
M 27
M 27x2
M 30
M 30x2
M 33
M 33x2
M 36
M 36x3
M 39
M 39x3
M 42
M 42x3
M 45
M 45x3
M 48
M 48x3
0.08
475
500
700
730
950
1015
1270
1350
1640
1710
2115
2190
2630
2760
3260
3415
3950
4185
0.14
690
750
1020
1100
1380
1540
1870
2060
2400
2550
3120
3300
3860
4170
4820
5180
5820
6370
Table 2. Tightening torques for bolts of the strength class 8.8
6682
000.31--01 E
08.97
102/ 02

General remarks
000.32

Impart the necessary knowledge,
ensure the operational reliability of bolted connections.
Brief description
Bolted connections are, depending on their type and significance, to be
tightened by various methods: tightening without specification, at torque,
according to torsion angle, according to change in length, by means of
hydraulic tensioning tools.
Related work cards
Work card
Work card
Work card
000.29
000.30
000.31
Tightening using standard tools
Different methods of tightening bolted connections are being used,

depending on the purpose the connection serves and the significance it
has. Bolted connections of a standard type for which no special
specifications have to be followed can be secured using normal ring,
socket or open-end wrenches without an extension.
Tightening at torque
Bolted connections for which a certain tightening torque is specified in

work cards 000.29 and 000.30 require a torque wrench. The lubricant
specifiactions are of significance because, depending on the lubricant
applied, the loads acting on the bolted connections will differ although the
torque is the same. The suppliers specifications are to be observed for
pretreating the bolted connection and for applying the lubricant.
If a torque wrench is also used for the loosening of bolted connections,
care should be taken that the maximum torque of the wrench is not
exceeded (danger of suffering damage). In no case whatsoever is the use
of extension pipes permitted. Torque wrenches do also have to be
checked for correct indications/setting at regular intervals.
In case torque wrenches are used for tightening bolted connections other
000.30, approximated tightening torques can
than those listed in work card 000.30
000.31.
be looked up in work card 000.31
Tightening acc. to torsion angle or

acc. to torque plus torsion angle
Bolted connections for the tightening of which a specific torsion angle is

prescribed should in a first step be tightened to the point of snug contact of
the nut or bolt using an open-end ring or socket wrench or to the specified
torque using a torque wrench. In a second step, the nut or bolt is to be
further tightened by the specified torsion angle.
Tightening acc. to bolt elongation
The method of tightening bolted connections primarly or exclusively by

elongation of the bolt/compression of the parts to be connected has lost in
significance compared with others. The elongation/compression is
6682
000.32--01 E
08.97
101/ 02
nowadays only used as a control measure supplementing the hydraulic

tensioning procedure.
Disadvantages of the methods
described above
Disadvantages with the tightening of bolted connections using ring,

open-end or socket wrenches and torque wrenches respectively are the
following:
- Side forces of considerable magnitudes are being introduced into the

connection,
- the effective preload depends on the lubricant used and/or on the

frictional conditions and
- these methods cannot be used for bolted connections involving a

relatively large nominal diameter.
Tightening
using
tensioning tools
6682
hydraulic
000.32--01 E
When hydraulic tensioning tools are used for the tightening of bolted
connections, the above-mentioned disadvantages do not occur. This
method can reliably be used even for the largest size of bolts. The screw,
the bolt or the axle are hydraulically elongated and released after the nut
has been tightened or loosened. Please refer to the work cards Hyraulic
Tensioning Tool - Use and the safety regulations.
08.97
102/ 02

penetration methods
000.34

Examination of components for cracks/surface defects.
Evaluation regarding usability/remachining possibilities/tightness.
Brief description
Surface examinations are carried out on high--grade components which
are subjected to high stresses, in order to ensure that they are in perfect
condition and/or to be able to correctly classify defects found.
cleaning and preparing the components for examination,
checking the components.
Qty Designation
No.
Availability
1 Wire brush
--
Inventory
1 Special cleaner
--
Inventory
1 Penetrant
--
Inventory
1 Developer
--
Inventory
1 Protective clothing
--
Inventory
Application ranges
Surface examinations by the penetration method are based on the
application of liquid media having a low surface tension and a high
capillary action. They can be proved in pores and cracks up to a gap
width of approx. 0.25 mm provided that there is a connection to the testing
surface. The penetration method can be applied on almost all materials
and within a temperature range of between approx. -5 C and 50 C. Using
special testing means, an application of the method is possible in case of
surface temperatures of up to 175 C. An indication of surface defects (in
the following desginated as defect) is possible independent of their type
and direction and independent of the geometry of the object to be
examined. Other non-destructive examination methods can only be
applied with restrictions under the requirements stated above.
In the case of a similar method, fluorescent penetration oils are used.
These require an additional emulsion process. The evaluation of surface
defects is made under ultraviolet light.
In all cases, the manufacturers instructions for use are to be observed.
The following statements illustrate the process and the general application
possibilities.
6682
000.34--01 E
05.01
General
101/ 06
Operating sequence 1 -- Precleaning of the components to be examined
Depending on the type and condition of the component to be examined,

differing cleaning methods are to be applied. The surface to be examined
always has to be metallically bright, clean and free from grease. All kinds
of coatings and layers such as electroplated coatings, corrosion and layers
of scale are to be removed. This is necessary to ensure that the penetrant
can completely wet the surface and penetrate into the surface defects.
Precleaning
1 mechanically
(wire brush)
2 mechanically
(e.g. shot-plasting)
3 chemically
(degreasing by hot
steam)
4 chemically
(cleaning agent)
Figure 1. Possibilities for precleaning the components to be examined (source of illustration: Messrs Helling)
Operating sequence 2 -- Application of the penetrant
The penetrant can be applied to the component to be examined in every

way desired. It is to be ensured that the surface to be examined remains
completely wet during the whole penetration period. The appropriate
penetration period depends on the properties of the penetrant, the
examination temperature and the material of the components to be
examined. Generally, it is within the range of between 3 and 5 minutes
for castings, and between 10 and 20 minutes for homogeneous metals.
Penetration process
1 Splashing
2 Application by brush
3 Spraying
(spray can)
4 Spraying
(compressed air
spraying gun)
Figure 2. Possibilities for applying the penetrant
6682
000.34--01 E
05.01
General
102/ 06
Operating sequence 3 -- Intermediate cleaning of the component surface
The excessive penetrant which adheres to the component surface has to

be removed completely. In this connection, it is to be noted that the
penetrant remains in possible defects. The cleaning method depends on
the penetrant used.
Intermediate cleaning
1
Nonfuzzing cloth or
sponge which had
been soaked in water
2 Washing by means of
a brush
3 Rinsing with water
4 Special cleaner
(suitable for the
penetrant used)
Figure 3. Possibilities for intermediate cleaning
Operating sequence 4 -- Drying of the cleaned component surface
After removal of the excessive penetrant, the component surface to be

examined has to be dried as quickly as possible. In this connection, it is to
be noted that the the penetrant does not become dry in possible defects.
The complete drying process can be dispensed with in case a wet
developer together with water as carrier fluid is used for the developing
process.
Drying process
1 Air drying
2 Dry, nonfuzzing cloth
3 Compressed air
(free from water and
oil)
4 Hot air
Figure 4. Possibilities for component drying
Operating sequence 5 -- Developing process
Apply the developer to the component surface to be examined as

uniformly as possible, in a thin coat. Besides wet developers on water
basis and/or solvent basis, dry developers are also used. As a rule, the
development period corresponds to the penetration period of the
penetrant.
6682
000.34--01 E
05.01
General
103/ 06
Developing process
1 Water-based wet
developer
(submerging)
2 Solvent-based wet
developer (spray can)
3 Solvent-based wet
developer (compr. air
spraying gun)
4 Solvent-based wet
developer (electrostatical/airless)
Figure 5. Possibilities for applying the developer
Operating sequence 6 -- Evaluation of the results
The developer (white) withdraws the penetrant (red) from possible defects
and represents them in the form of coloured bleedings. Size, type and
shape of the bleedings allow conclusions as to the formation of the defect.
In Figure 7, such defect indications are represented diagramatically.
Evaluation of results
1 Visual inspection
2 Documentation on
transparent adhesive
foil
3 Photographs
4 Documentation by
taking photos and/or
video recording
Figure 6. Possibilities for recording the examination results
1
2
3
4
Cold cracks
Hot cracks
Grinding cracks
Cracks
(severe bleeding)
5 Pores
6 Accumulation of pores
7 Spongy structure
8 Pores
(severe bleeding)
9 Stress corrosion cracking
Figure 7. Fault indications
6682
000.34--01 E
05.01
General
104/ 06
Figure 8. Valve cone with stress cracks at the fillet
Figure 9. Valve cone with cracks on the valve seat armouring
6682
000.34--01 E
05.01
General
105/ 06
Recommended manufacturers for test chemicals (special cleaner/penetrant/developer)
Manufacturing firm
Tiede
Bahnhofstrae 94-98
D-73457 Esslingen
MR Chemie GmbH
Nordstrae 61-63
D-59427 Unna
Brent GmbH
Rostocker Strae 40
D-41199 Mnchengladbach
Helling KG GmbH & CO.
Sylvesterallee 2
D-22525 Hamburg
Special cleaner
Penetrant
Developer
Tiede-PEN RL-40
Tiede-PEN PWL-1
Tiede-PEN DL-20
MR 79
MR 68 NF
MR 70
ARDROX
9PR88
ARDROX
9VF2
ARDROX
9D1B
NPU
VP 30
D 70
Table 1. Manufacturers/test chemicals
Figure 10. Test chemicals of various manufacturers

(special cleaner/penetrant/developer respectively)
6682
000.34--01 E
05.01
General
106/ 06

Magnetic flux leakage methods
000.34

Examination of components for cracks/surface defects.
Evaluation regarding usability/remachining possibilities/tightness.
Brief description
Surface examinations are carried out on high--grade components which
are subjected to high stresses, in order to ensure that they are in perfect
condition and/or to be able to correctly classify defects found.
cleaning and preparing the components for examination,
checking the components.
Qty Denomination
No.
Availability
1 Yoke magnetising device
--
Inventory
1 Permanent magnetising device
--
Inventory
1 UV light source
--
Inventory
1 Magnetic particles (dry)
--
Inventory
1 Magnetic particles (in suspension)
--
Inventory
1 Special cleaner
--
Inventory
1 Special varnish
--
Inventory
Application ranges
Surface examinations by Magnaflux test cause magnetic discontinuities
and thus magnetic flux leakages in the defective areas of ferromagnetic
materials through which a magnetic field flows. These exceed the
component surface. The presence of a magnetic discontinuity and/or a
magnetic flux leakage is proven by applying fine ferromagnetic particles on
the component surface. These particles are partly retained by the
magnetic flux leakage. The accumulation of magnetic particles makes the
contour of the defect visible and generally shows the location, size, shape
and the extent of the magnetic flux leakage.
The magnetic particles are applied to the surface to be examined in the
form of dry powder or in liquid suspension (water, oil, petroleum). The
materials concerned are ferromagnetic materials such as iron, nickel and
cobalt alloys. The ferromagnetic properties of these materials are lost if a
certain temperature, the so-called Curie point, is exceeded. This Curie
point is at approx. 760 C for most ferromagnetic materials.
The magnetic field circulating in the component to be tested can be
produced in different ways. Besides the coil, self and induction flux, yoke
6682
000.34--02 E
03.99
General
101/ 05
magnetising is the most widely used magnetising method. In all cases,

the manufacturers instructions for use are to be observed. The following
statements illustrate the process of yoke magnetising and the general
application possibilities.
Figure 1. Alternating current yoke magnetising device (source Messrs Helling)
Figure 2. Permanent magnet with special varnish and magnetic particles

in spray cans (source Messrs Helling)
6682
000.34--02 E
03.99
General
102/ 05
Yoke magnetising
Figure 3. Course of flux lines during yoke magnetising
As regards yoke magnetising, two methods of magnetising can in principle

be differentiated. The magnetic field can be produced by a permanent
magnet or by an electromagnet.
Mostly, such defects are indicated whose longitudinal direction is vertically
to the connecting line between the magnet poles (horizontally to the field
direction). For this reason, it is necessary to carry out the examination
once again in cross direction (refer to Figures 4/B and 4/C).
A Component without
defect
(homogeneous
magnetic field - no
fault indication)
B Component with defect
in field direction
(homogeneous
magnetic field - no
fault indication)
C Component with defect
horizontally to the field
direction
(inhomogeneous
magnetic field magnetic flux leakage clear fault indication)
Figure 4. Flux lines in the magnetised component
The component to be examined is to be cleaned and freed from all kinds

of coatings and layers which might preclude the alignment of the magnetic
particles and/or lead to incorrect fault indications.
Generally, narrow partings such as cracks and gaps result in clearer
indications than wider defects such as slag, pores or shrink holes. Defects
which are located underneath the surface result in poorly defined
indications, which become more and more blurred with increasing depth.
Magnaflux testing is therefore mainly applied for detecting defects on the
surface and close to the surface.
6682
000.34--02 E
03.99
General
103/ 05
Applying the magnetic particles

The magnetic particles can be applied employing the dry and/or wet
method. Both methods vary in their application possibilities and, to some
extent, with regard to the indication sensitivity.
Figure 5. Formation of beads by the magnetic particles due to magnetic flux leakages
Dry method
In case of the dry method, the magnetic particles are dusted onto the
component surface to be tested by means of a slight air flow. This can be
done by means of a spraying gun or a spray can. The use of dry powder
requires that the surface of the component to be examined is absolutely
dry and grease-free. In connection with this method, the surface
roughness may be slightly higher then in case of the wet method. The dry
method results in the formation of comparatively thick powder beads which
lead to a clear fault indication.
The dry method is of advantage for the examination of components which
may not be wetted by water or test oil and/or on hot component surfaces.
Wet method
In case of the wet method, the magnetic particles are flushed onto the
component surface to be examined by means of a carrier fluid. Depending
on the application, water or test oil is used as carrier fluid. By using such
magnetic particle suspensions, the mobility of the individul magnetic
particles is distinctly increased. The particles float to the defective areas.
This, however, requires a permanent movement of the carrier fluid in order
to prevent the magnetic particles from depositing.
Decisive for the examination result is also the concentration of the
magnetic particles in the carrier fluid. In general, higher concentrated
magnetic particle suspensions have a greater depth effect resulting in a
quicker fault indication. Suspensions with a lower concentration, on the
other hand, have a higher indication sensitivity, the formation of the
powder beads, however, requires more time. The concentration of
non-fluorescent magnetic particle suspensions is in the range of between
6 and 24 g/l, of fluorescent magnetic particle suspension in the range of
between 0.25 and 2.5 g/l.
The application of the magnetic particle suspension onto the component
surface to be evaluated is effected by means of spray bottles or spray
cans. The suspension is poured close to the area to be examined so that
it can slowly flow over the component surface to be examined.
Execution of the Magnaflux testing

First of all, the cleaned component surface is subjected to a visual
inspection and, if required, covered by a quickly drying special varnish to
reach an improved contrast to the magnetic particles. The application of
the magnetic particles and magnetising are effected at the same time.
The time required for flushing and/or spraying depends on the amount of
powder applied per time unit, the concentration of the suspension, the
grain size, the shape of the component surface to be examined and on the
size of the defect to be proven. Generally, flushing and/or spraying has to
be completed prior to cutting off the magnetic field in order not to destroy
the powder beats above the defects again.
6682
000.34--02 E
03.99
General
104/ 05
Very fine partings such as grinding cracks and cracks formed during
hardening can only be discovered for certain using magnetic particle
suspensions of a lower concentration and a small grain size.
Finally, the area to be examined is inspected for particle accumulations,
and possible fault indications are judged, marked and, if necessary, fixed.
Depending on the kind of further use of the component, remnants of the
test media are removed, and the component is demagnetised.
Magnetic particle indications
The beads formed in the defective areas during Magnaflux testing provide
a clear idea concerning the progress of the defect, however, not
concerning the depth of the defect. As already explained, clear magnetic
particle images are produced from defects which originate from the
component surface, whereas defective spots which are located
underneath the component surface only provide blurred indications.
Figure 6. Valve cone with stress cracks at the fillet
A special problem in connection with the Magnaflux testing are the false
indications. These are particle accumulations which occur on spots that
are free from defects. False indications do occur, e.g. on sharp cross
section transition points or in cold-formed areas. It does require a certain
amount of experience to distinguish a false indication from a real fault
indication.
Demagnetising
After magnetising, a residual magnetism remains in the test object which,
depending on the further use of the component, may lead to disturbances.
For demagnetising, the component is subjected to an alternating magnetic
field of decreasing intensity. According to our experience, the field
intensity may in this connection be decreased by not more than 10% at
each alternation. At the beginning of the demagnetising process, the field
intensity selected has to be higher or equal to the field intensity used
during testing.
6682
000.34--02 E
03.99
General
105/ 05
Hydraulic tensioning tools/

High-- pressure pump
6682
001
002
003

Machine elements
004
005
004--01 E
08.97
101/ 01
Working and safety regulations

Using high-- pressure tools/
hydraulic tensioning tools
000.33

ensure safe use (of high--pressure tools).
Brief description
Hydraulic tensioning tool, high--pressure hose and high--pressure pump
are tools, which can, in spite of the high pressures, be used safely if the
instructions for use are followed.
The following are to be observed:
danger of accidents,
safety regulations, and
maintenance instructions.
Preliminary remarks
Despite the high service pressures they require, hydraulic tensioning tools,
high-pressure hoses and the high-pressure pump are devices that can be
operated safely and reliably, provided
- the instructions for use,

- the maintenance instructions and
- the safety regulations are observed.
Hazards
The most essential items are dealt with in the work cards and in the
passages following below.
The high pressure and forces occurring in hydraulic tools require that
serious attention is given to the following points:
1. Fracture of highly loaded parts during pressure build-up in the tool
(preloading, releasing and routine testing). Broken parts will be flung
in the direction of the force applied, i.e. the extension of the bolt axles
or the axles of the hydraulic tensioning tool. Such a hazard exists
during pressure build-up or when the hydraulic tool is under full
tension and additional stress is induced by heavy blows.
2. Ejection of needle-like or razor-sharp hydraulic fluid jets due to leaky
sealing elements, bursting hoses or fracture of fittings. Hazard of
injury of the skin or the eyes at distances up to one metre.
3. Rupture of running gear bolts causing serious engine damage may
occur if the tightening proceses have not been carried out according
to the instructions. Possible causes of failure: Wrong pressure
built-up during preloading, connection of a hose has been omitted,
the hose coupling has not proper engaged, the tensioning process
has not been properly controlled (length not mesaured, the number of
holes for nut tightening has been neglected).
6682
000.33--01 E
07.97
101/ 03
Safety regulations
1. Study work cards carefully and observe safety regulations.
2. Clean dirt away from contact surfaces of engine components or tools,
check the threads and clean them if necessary.
3. Only use absolutely serviceable tools. Overhaul or replace
defective/dubious parts.
4. Apply the specified tensioning pressures and lubricants.
5. Use a low-viscous slushing oil as the hydraulic fluid (no lube oil, no
fuel oil).
6. The securing ring (knurled, threaded ring) must be screwed up to the
stop after the hose coupling has engaged.
7. Hose couplings to which no hose is connected have to be locked with
dummy plugs.
8. Wear safety goggles.
9. Keep persons away from the extended line of the bolt or hydraulic
tool axles.
10. Keep a save distance away from hydraulic tools and high-pressure
hoses whenever possible.
11. Raise the pressure slowly on the pressure regulation valve, do not
exceed the specified pressure.
12. No heavy blows on loaded bolts, nuts and presses.
13. Do not excessively bend high-pressure hoses; the minimum bending
diameter is 400 mm.
14. After each tensioning process, check if the hydraulic piston has been
properly reset. The procedure is described in the work cards for the
15. For loosening hydraulically tightened bolts, do not exceed the
specified tensioning pressure by more than 5 %. See under item 16.
16. When checking hydraulically tightened bolts, the releasing pressure
must not be more than 7 % below and 5 % above the specified value
000.30).
(see work card 000.30
If the releasing pressure is too low (max. 7 % below the specified
pressure), the cause is to be traced (neglected tightening, wear,
pronounced settling of the screwed connection). If the releasing
pressure is 10 % or more below the specified pressure, consult MAN
B&W Diesel AG, Augsburg for checking measures. If the releasing
pressure is too high (tensioning pressure plus 5 % inadequate for
releasing the connection) the cause should be eliminated as far as
possible (screwed connection damaged/corroded/blocked by paint,
tensioning tool damaged/wrongly mounted). If despite such improving
measures the connection cannot be undone, the tensioning pressure
may only be increased far enough to allow the connection to be
released if MAN B&W Diesel AG, Augsburg has definitely given its
approval (danger of bolt overstretching/component deformation). As
an alternative solution, the nut is to be cut open, and replaced
together with the bolt.
6682
000.33--01 E
07.97
102/ 03
Storage and care of the tools

1. Store tools at temperatures between 15 EC and 25 EC, if possible, in
order to avoid premature aging of plastic materials, and keep the
hydraulic fluid at an appropriately low viscosity. Plastic sealings
should be protected against the action of light.
2. Keep tools away from dust, dirt, chemicals and liquids so as to avoid
sealing faces to be affected.
3. Depressurize presses and high-pressure hoses prior to being stored.
4. Do not bend high-pressure hoses. Fit couplings into one another.
5. For overhaul work, make sure to use original spare parts because
proper performance depends, e.g., on the correct hardness of
O-rings.
6. Verify at regular intervals that the pump pressure gauge readings are
correct.
6682
000.33--01 E
07.97
103/ 03
High-- pressure pump

Use
009.03

ensure proper application.
Brief description
The high--pressure pump produces the pressure required for tightening
and untightening the large bolted connections by means of the hydraulic
tensioning tool. It is driven by compressed air and produces pressures up
to 1,600 bar at low delivery rates.
Information is imparted concerning:
technical data,
putting into operation,
putting out of operation,
maintenance, and
behaviour in case of disturbances.
Qty Designation
No.
Availability
1 High--pressure pump
009.338
Optional
000.002
Standard
1 Anti--corrosion oil (Esso Rust--Ban PH 6297)
--
Inventory
Technical details
Term
Information
Oil filling
5 litres
Quality
Anti--corrosion oil
Pressure range 1
0 -- 1200 bar
Pressure range 2
1200 -- 1600 bar
Test pressure
1600 bar
Compressed air connection

Dimensions
6 -- 15 bar
444x240x318 mm
Weight
6682
009.03--03 E
35 kg
07.03
32/40, 40/54, 48/60, 58/64
101/ 04
1 Push-button for pressure range 2

3 Oil admission socket
with filling strainer
4 Compressed-air connection
5 Compressed-air pressure gauge
6 Oil pressure gauge
(0-1600 bar)
8 Hose connection (tensioning tool)
9 Front plate
11 Casing cover
12 Set of wear parts
A Lever
B Relief valve
C Pressure regulating
valve
Figure 1. High-pressure pump, type 11, GERUS make
Structure/operating principle
The following is required for tightening and untightening large-sized bolted
connections:
- the high-pressure pump,

- special, pressure-resistant hoselines, and
- hydraulic tensioning tools, with resetting devices if necessary.
The high-pressure pump delivers a relatively low volume of fluid (under
pressures of up to 1,600 bar if required) through push-and-lock hoselines
to one or several tensioning tools.
After the piston of the tensioning tool has been screwed onto the bolt
thread, the hydraulic fluid will lift the piston in the casing, whereby the bolt
is elongated; the tensioning tool as such is supported on the environment
of the bolt.
A Lever
B Relief valve
C Pressure regulating
valve
Figure 2. High-pressure pump - functional diagram
6682
009.03--03 E
07.03
32/40, 40/54, 48/60, 58/64
102/ 04
The high-pressure pump is driven by compressed air. The air is passed

through control elements and directed onto one piston. Air admission to
this piston is possible from both sides. This piston carries pistons of a
smaller diameter on either side which draw hydraulic oil from their environment, or deliver oil to the distributor on the opposite side. As soon as the
piston reaches an end position, a pilot valve directs the air flow to the
other side of the piston, and the delivery and intake process is repeated.
The pressure on the air side is normally limited so that a pressure of
1200 bar can be produced on the hydraulic side. If higher pressures are
required, a valve is switched over by pressing a push-button to bypass the
pressure limitation. A basic pressure of 1600 bar must not be exceeded.
Putting into operation
Attention! Observe the safety instructions given in work card

000.33!
000.33
Steps
1. Check the oil level in the pump by opening the oil admission socket
(3); top up anti-corrosion oil if necessary.
Important! When topping up oil make sure that this is exclusively
done through the filling strainer because foreign particles may cause
failures.
2. Connect the high-pressure pump to the hydraulic cylinder of the tensioning tool by means of the connecting hoses.
3. Shift the lever (A) to position II OUT OF OPERATION.
4. Connect the compressed air line to connection (4).
5. Adjust the pressure regulating valve (C) so that the pressure gauge
(5) for the supply of compressed air indicates approximately 1 bar.
6. Open the relief valve (B) (counter-clockwise) to relief the oil side of
the high-pressure pump.
7. Verify that all the hoses have been connected correctly and that connection points (8) not needed have been plugged by dummies (block
the sliding sleeve of the coupling by means of the arresting ring).
8. Shift the lever (A) to position I IN OPERATION - the pump will start
operating.
9. Close the relief valve (B) (clockwise).
Important! When connecting hoses and tensioning tools, these
must be vented and completely filled with oil, too.
10. Stepwise turn the pressure regulating valve (C) for compressed air
clockwise until the desired pressure is indicated on pressure gauge
(6) (depending on the size of the tensioning tool, this is done with a
time lag).
Tip! The pump operates until the adjusted oil pressure has been
reached, leakage losses are automatically compensated by topping up.
11. If it is necessary to use pressure range 2 (above 1200 up to
1600 bar), press push-button (1) and keep pressing it until the required pressure is reached.
Tip! When the push-button is released, the pump control will
automatically return to pressure range 1.
Taking out of operation
Steps
1. Shift lever (A) to position II to vent the air side of the pump.
2. Open the relief valve (B) to depressurise the oil side of the pump
(pressure gauge goes to zero). Decompression in the hoses takes
longer. Therefore, after depressurisation, leave the high-pressure
hoses connected to the pump for a further 3 minutes approx., with
6682
009.03--03 E
07.03
32/40, 40/54, 48/60, 58/64
103/ 04
the relief valve open. Otherwise, some internal pressure might remain, which blocks the hose coupling. For remedial action, see work
009.05.
card 009.05
3. Disconnect the quick-lock couplings of the connecting hoses.
Attention! Never open quick-lock couplings under pressure. Accident hazard! Pressure gauge (6) readings must be zero.
Tip! If several screwed connections are to be tensioned successively at
the same pressure, the setting of the pressure regulating valve (C) remains the same, it need not be newly adjusted.
4. Leave the connecting hose on the hose connection (8) and displace
the anti-corrosion oil from the hydraulic cylinder of the tensioning tool.
For the description of this procedure, see work cards for the tensioning tools.
5. Disconnect the hose.
Maintenance
The components and connections of the high-pressure pump are to be
checked for tightness from time to time, and overhauled if necessary. The
set of wear parts (12) for the pump and pressure regulating valve has
been attached behind the front plate (9).
Prior to use, the oil level is always to be checked and oil filled up if necessary. The pump must never run completely dry because air would then be
aspirated. Approx. once a year, the oil charge is to be drained, and fresh
oil is to be be filled in. On every oil change, the oil space is also to be
cleaned.
To remove water from the filter pressure controller, the front plate (9) is to
be removed, and the screw plug at the bottom of the pressure controller is
to be screwed further in by a few turns in order to allow the water to be
drained. Retighten the screw plug subsequently.
Cases of operational troubles
1. Pump is only operating at pressures > 1.5 ... 2 bar.
Reason: The friction of the control slide valve gasket is too high.
Remedy: Lubricate or renew the O-ring seals on the slide.
2. Pump does not run, or runs but slowly.
Reason 1: Compressed air side is not tight.
Remedy: Replace the O-ring seals.
Compressed air part
Reason 2: Venting holes are clogged with ice.

Remedy: Heat the pump to approx. 20 EC.
3. Pump does not generate pressure, or stops at dead centre.
Reason: Ice clogging on the air side, or functional deficiency.
Remedy: Replace the O-ring seals on the control slide valve or pneumatic piston.
4. Condensed water emerges at the silencer of the ventilation.
Reason: The compressed air filter is filled with water.
Remedy: Drain the compressed air filter.
1. Pump is operating, however, not delivering
Reason 1: There is air in the suction pipe.
Remedy: Bleed air from the hydraulic system.
Hydraulic part
Reason 2: The suction filter is clogged.

Remedy: Clean the suction filter.
2. Hydraulic oil emerges at the silencer.
Reason: Piston seal is worn or not tight.
Remedy: Replace the seal.
6682
009.03--03 E
07.03
32/40, 40/54, 48/60, 58/64
104/ 04
High-- pressure hoses

Use
009.05

ensure safe use (of high--pressure tools).
Brief description
High--pressure hoses are required for connecting the hydraulic tensioning
tools with the high--pressure pump. They transmit high pressure.
Information is imparted concerning:
proper use/application and
forcing open of check valve.
Quant Denomination
No.
Availability
1 High--pressure hose
009.304
Standard
009.305
Standard
009.306
Standard
009.330
Standard
1 Opener
009.026
Standard
Figure 1. High--pressure hose with opener mounted (left at the bottom)
Design
Special, pressure--resistent hoselines are used to connect the
high--pressure pump with hydraulic tensioning tools. These hoses consist
of a steel--wire--clad synthetic hose on the inside and a protective external
hose which collects the fluid issuing in case of leakage.
6682
009.05--01 E
07.97
32/40, 40/45, 40/54, 48/60, 58/64
101/ 02
Admissible service pressure
J under constant load

J under pulsating load
Minimum burst pressure
1500 bar,
900 bar.
3300 bar.
Using
High--pressure hoses are equipped with quick--lock safety couplings at
both ends, which have to be secured against inadvertent disconnection by
an additional threaded ring. The knurled threaded ring is to be screwed
down to the stop after the coupling has engaged.
000.33!
Attention! Observe the safety instructions in work card 000.33
Force the check valve open
After having been used, i.e. after the high--pressure pump has been
switched off and the unloading valve has been opened, the hoses should
be left connected for a further 3 minutes approx. Otherwise, residual
internal pressure may block the hose coupling when attempting to pull it
off. As a result, it may happen that the high--pressure hose can no longer
be inserted in the coupling. In this case, the check valve has to be opened
using the appropriate device (opener 009.026). See Figure 2. Other tools
must not be used to avoid damage.
The high--pressure hoses are equipped with check valves on both ends.
Therefore they cannot run empty during storage.
1 Hydraulic end fitting on

the high--pressure
hose
2 Knurled screw for
fixing in place
3 Knurled screw for
forcing the valve open
Figure 2. Using the opener
6682
009.05--01 E
07.97
32/40, 40/45, 40/54, 48/60, 58/64
102/ 02

Use
009.01

Brief description
Hydraulic tensioning tools serve the purpose of expanding bolts as against
the components to be connected. In this condition, the nuts can be
tightened or loosened without application of force.
untightening,
tightening and
resetting of the piston.
Quant Denomination
No.
Availability
1 Hydraulic tensioning tool
009.096
Standard
009.097
Standard
009.338
Optional
1 Hydraulic hand pump
009.320
Standard
009.304
Standard
009.305
Standard
009.306
Standard
009.330
Standard
1 Resetting device
009.092
Standard
1 Open--jaw wrench 24x27
000.606
Standard
1 Tommy bar 10
000.263
Standard
1 Tommy bar 6
000.261
Standard
Related work cards
6629
009.01--02 E
Work card
Work card
Work card
000.30
000.33
009.02
009.03
009.05
11.97
32/40
101/ 05
Technical details
Term
Information
Test pressure
1,300 bar
Tool number
009.096 / 009.097
Effective piston area
72.72 cm2
Delivery stroke
11 mm
Nominal pressure
1,200 bar
Preliminary remarks
Using the piston and casing of the tensioning tool, completed by thrust
pads and adapter pieces, bolts are elongated relative to the components
to be connected. This is achieved by forcing hydraulic fluid against the
piston by means of the high--pressure pump/hydraulic hand pump. If the
pressure is sufficiently high, the nut of the bolt can either be unscrewed or
tightened to specification.
Hydraulic tensioning tools as well as high--pressure hoses must be
completely filled with hydraulic oil prior to use. Air has to be bled if
necessary.
The tightness is to be checked from time to time; please refer to work card
009.02.
009.02
High-- pressure hoses have check valves on both ends. Therefore they
cannot run empty.
A prerequisite for the correct tensioning of the screwed connection is a
correctly indicating pressure gauge. In case of doubt, check the pressure
gauge by comparing it with a reference gauge.
For notes on the resetting of the tensioning tool, please refer to operating
sequence 3.
Single--type tensioning tools are used either individually or in combination
with others.
Tensioning tools
Tandem tensioning tools are used as one unit as a matter of principle.
6629
009.01--02 E
11.97
32/40
102/ 05
1
2
3
4
5
6
7
Piston
Casing
Thrust pad
Nut
Bolt
Tommy bar
Hose connection
A Gap width for

untensioning the
screwed connection
Figure 1. Single--type tensioning tool, not auto--resetting. Ready for tensioning at the left, and for releasing at the right
Tensioning
Before tensioning the screwed connection, the nut has to be tightened by

hand. The piston of the tensioning tool is to be screwed on in such a way
that the casing and the thrust pad are blocked.
Untensioning
To undo the tensioned screwed connection, the piston of the tensioning

tool has to be turned back from the hand--tightened position by a specified
angular amount. Otherwise, it may happen that the nut comes loose while
the bolt and tensioning tool are still under tension so that the tool cannot
be removed.
Operating sequence 1 -- Untensioning
Steps
1. Clean the thread of bolt (5).

2. Put the thrust pad (3) over the nut (4).
3. Screw on the tensioning tool, making sure that the thrust pad is
seated concentrically.
Attention! Prior to mounting a tensioning tool, make sure that
the piston is completely pressed in. If the piston is too far out, there
is the danger that hydraulic oil escapes abruptly.
4. Once the tensioning tool is properly seated, turn the piston back by
the angular amount that applies to the screwed connection concerned
000.30). The resultant gap width A can be measured
on or underneath the thrust pad.
5. Connect the high--pressure hose to the tensioning tool and high-pressure pump/hydraulic hand pump.
6. Operate the high--pressure pump/hydraulic hand pump (see work
card 009.03).
009.03
7. Close gap A.
8. Increase the pressure in the tensioning tool by pumping until nut (4)
can be loosened.
Attention! The pressure applied must not be more than 7%
below and 5% above the tensioning pressure (refer to work cards
000.33).
000.30 and 000.33
9. Insert the tommy bar through the recess in the thrust pad and turn
the nut back (for the angular amount of turning back, refer to work
000.30).
card 000.30
6629
009.01--02 E
11.97
32/40
103/ 05
10. Depressurise the tool, disconnect the high--pressure hose from the
tensioning tool and high--pressure pump/hydraulic hand pump.
11. Screw off the tensioning tool and remove the thrust pad.
Operating sequence 2 -- Tensioning
1. Tighten nut (4) by hand, using the tommy bar (6).

2. Put the thrust pad (3) over the nut.
3. Screw on the tensioning tool, making sure that the thrust pad is
positioned concentrically.
4. Connect the high--pressure hose to the tensioning tool and
high--pressure pump/hydraulic hand pump.
5. Operate the high--pressure pump/hydraulic hand pump (see work
009.03).
card 009.03
6. Tension the stud bolt (5) at the specified pressure (refer to work card
000.30).
000.30
7. Insert the tommy bar through the recess in the thrust pad and fasten
the nut to contact, hand--tight.
8. Depressurise the unit, disconnect the high--pressure hose from the
tensioning tool and high--pressure pump/hydraulic hand pump.
Operating sequence 3 -- Resetting the piston
1
2
3
4
5
Casing
Piston
Thrust spindle
Thrust pad
Hose nipple with check
valve
Figure 2. Usage of the resetting device
Whenever the tensioning tool has been used, make sure to push the
piston back to its home position, thereby avoiding that the effective stroke
is exceeded. Danger of hydraulic fluid escaping abruptly, or of leakage!
Danger of tilting!
It is adviseable to reset the piston with the tensioning tool connected/
operative as a matter of principle. The first step then is to open the relief
valve of the high--pressure pump/hydraulic hand pump (whereby it
becomes possible to displace the hydraulic fluid). Resetting of the piston is
facilitated if the corresponding hose is temporarily connected to return
(only in case of high-pressure pumps).
For the resetting of a tensioning tool without the hose and high--pressure
pump/hydraulic hand pump being connected, first open the check valve of
the hose nipple, using the tool provided for this purpose (opener).
6629
009.01--02 E
11.97
32/40
104/ 05
Steps
1. Turn the two--armed resetting device 009.092 far enough back, then
insert it in the blind holes of the casing.
2. Turn the thrust spindle (3) forwards until the matching projection of
the thrust pad (4) engages in the bore of the piston.
3. Continue turning until contact is reached, and then reset the piston as
far as possible.
4. Remove the resetting device.
6629
009.01--02 E
11.97
32/40
105/ 05

Venting, checking, replacing of
sealing rings
009.02

Impart required knowledge,
ensure correct execution of work.
Brief description
Hydraulic tensioning tools must completely be filled with hydraulic fluid
whenever they are used. They must be vented, if necessary, and are to be
checked for tightness occasionally. In case they are untight, the sealing
rings are to be replaced.
venting,
checking for tightness,
disassembly and assembly,
replacement of sealing rings/sealing elements.
Quant Denomination
No.
Availability
009.097
Standard
1 Piston
009.097--1
Standard
1 Casing
009.097--12
Standard
009.096
Standard
1 Piston
009.096--1
Standard
1 Casing
009.096--12
Standard
1 Hydraulic nipple
009.096--20
Standard
1 Threaded piece
009.096--21
Standard
1 Sealing ring
009.096--22
Standard
1 O--ring seal
009.096--26
Standard
1 Backing ring
009.096--27
Standard
1 O--ring seal
009.096--30
Standard
1 Backing ring
009.096--31
Standard
009.338
Optional
009.320
Standard
009.306
Standard
1 Opener
009.026
Standard
1 Resetting device
009.092
Standard
1 Resetting device
009.092--1
Standard
6629
009.02--02 E
11.97
32/40
101/ 04
Related work cards
Work card
Work card
Work card
009.01
Preliminary remarks
Hydraulic tensioning tools as well as high--pressure hoses have to be
completely filled with hydraulic fluid prior to being used. Air must be vented
if necessary. They should be checked for tightness from time to time.
High--pressure hoses have check valves on both ends; therefore they
cannot run empty.
1,2
12,13
20
21
22
26
27
30
31
*
Piston
Casing
Hydraulic nipple
Threaded piece *)
Sealing ring
O--ring seal
Backing ring
O--ring seal
Backing ring
Threaded piece is glued to hydraulic nipple by means of Loctide 586
Figure 1. Single--type tensioning tool, not auto--resetting
The hydraulic tensioning tool has to be disassembled if sealing rings

require replacement and when it has suffered damage. If disassembly
becomes necessary, it is advisable to replace all the sealing rings.
Because of the high working pressures and the critical clearances and
surfaces, major interventions/repairs are advised against. We recommend
instead to have the tool overhauled by MAN B&W Diesel AG or one of its
authorised service locations, if required.
Operating sequence 1 -- Vent the tensioning tool/check for tightness
1. Place the tensioning tool with the hydraulic nipple (20) pointing up.
2. Connect the high--pressure pump (009.338) or the hydraulic hand
pump (009.320) and high--pressure hose.
3. Force the tensioning tool approx. 10 mm (not more!) apart.
4. Reduce the pressure to 0 and disconnect the high--pressure hose.
009.01). Force the
5. Apply the resetting device 009.092 (see work card 009.01
check valve in the hydraulic nipple (20) open, using the opener (for
application, see work card 009.05).
009.05
6. Hold the tensioning tool so that the high--pressure nipple points
upwards; using the resetting device, press the piston inward until
bubble--free hydraulic fluid emerges.
7. Dismount the opener and the resetting device.
8. From time to time, check the tensioning tool for tightness. For this
purpose, mount it on an easily accessible bolt. Connect the
high--pressure hose.
9. Operate the high--pressure pump/hydraulic hand pump and build up
the tensioning pressure that is specified for these bolts. No leakage
should occur during 5 minutes after.
10. Depressurise the tool, disconnect the high--pressure pump/hydraulic
hand pump and high--pressure hose. Dismount the tensioning tool.
Venting
Check for tightness
6629
009.02--02 E
11.97
32/40
102/ 04
Operating sequence 2 -- Disassemble and reassemble the tensioning tool/replace the sealing elements
1 Piston
12 Casing
Figure 2. Disassembling the tensioning tool (forcing out the piston)
1. Place the tensioning tool on a clean surface, or mount it in a vice with

the wrench flats of the piston (1, 2).
2. Fasten the opener 009.026 to the hose nipple and force the check
009.05).
valve open (for application, refer to work card 009.05
3. Put the spacer (10) onto the piston.
4. Turn the resetting device 009.092 back far enough, then insert it in
the blind holes of the casing.
5. Turn the thrust spindle forward until the projection of the thrust pad
engages in the spacer.
6. Continue turning until the piston comes clear. During the last phase,
avoid tilting as far as possible and secure against falling out.
7. Carefully remove the sealing rings and backing rings.
8. Clean all the parts and check them for damage, and replace them if
necessary.
9. Apply a thin film of Belzona anti--seize lubricant on all the fitting
surfaces of the piston and casing, excluding the sealing elements and
grooves.
10. Fit new backing rings and sealing rings, making sure that they are in
the correct position. The O--ring seal should always be on the
pressurised side, the backing ring with the depression facing the
O--ring seal.
11. For reassembly, follow the reverse order of disassembly. The
resetting device is in this case to be applied from the opposite side.
Take care not to tilt the piston when introducing it. If appropriate,
change the position of the resetting device by 180E. Be careful not to
damage the sealing rings. Use the opener for reassembly, too.
12. After reassembly, vent the tensioning tool as described under working
sequence 1, and check it for tightness.
Disassemble
Replace sealing rings
Reassemble
6629
009.02--02 E
11.97
32/40
103/ 04
Figure 3. Reassembling the tensioning tool
6629
009.02--02 E
11.97
32/40
104/ 04

Use
009.07

Brief description
Hydraulic tensioning tools serve the purpose of expanding bolts as against
components to be connected. In this condition, nuts can be tightened or
loosened without applying force. The piston is pressed back into its initial
position by disk springs.
untightening,
tightening and
resetting of the piston.
Qty Designation
No.
Availability
009.346
Standard
009.347
Standard
009.338
Optional
009.320
Standard
009.304
Standard
009.305
Standard
009.306
Standard
009.330
Standard
1 Open--jaw wrench 55
000.570
Standard
1 Tommy bar, 10 mm
000.263
Standard
Related work cards
6629
009.07--02 E
Work card
Work card
Work card
000.30
000.33
009.03
009.05
009.08
05.01
32/40
101/ 03
Technical details
Term
Information
Effective piston area
2 x 20.23 = 40.46 cm2
Delivery stroke
3.5 mm
Nominal pressure
1,000 bar
Test pressure
1,100 bar
Tool number
009.346 / 009.347
Preliminary remarks
Using the piston and the casing of the tensioning tool, supplemented by
thrust pads and adapters, the bolts are elongated relative to the
components to be connected by hydraulic fluid being pressed against the
piston underside by means of the high-pressure pump or hydraulic hand
pump. If a sufficiently high pressure is applied, the nut of the bolt comes
clear and can either be loosened or fastened to specification.
1
2
3
4
5
6
7
Tensioning tool
Disk spring
Nut
Tommy bar
Thrust pad
Nut
Bolt
A Gap width for

untensioning the
screwed connection
B Bore for tommy bar
X Untensioning
Y Tensioning
Figure 1. Tandem tensioning tool, auto-resetting
Hydraulic tensioning tools as well as high-pressure hoses must be

completely filled with hydraulic oil prior to use. They have to be vented if
required. The unit should be checked for tightness from time to time.
009.08.
Please refer to work card 009.08
High-pressure hoses have non-return valves on both ends, therefore they
cannot run empty.
A prerequisite for the correct tensioning of screwed connections is a
correctly indicating pressure gauge. In case of doubt, compare the
pressure gauge with a reference gauge.
6629
009.07--02 E
05.01
32/40
102/ 03
The hydraulic tensioning tool is automatically reset to zero by a set of disk

springs (2). This requires that the high-pressure pump/hydraulic hand
pump is connected and its relief valve is opened.
Operating sequence 1 - Untensioning
Steps
1. Clean the thread of bolt (7).

2. Place the thrust pad (5) over the nut (6).
3. Use the single-ended open-jaw wrench A/F 55 to check whether the
nut (3) is firmly screwed onto the tensioning tool (1) (see work card
009.08).
009.08
4. Screw on the tensioning tool, taking care that the thrust pad is placed
concentrically.
Tip! For screwing on, insert the tommy bar in bore (D).
5. Following attachment, use the nut (3) to turn the piston back by the
angular amount that applies to the corresponding screwed connection
(refer to work card 000.30).
000.30 The corresponding gap width (A) is
obtained in this way.
6. Connect the high-pressure hose to the tensioning tool and
high-pressure pump/hydraulic hand pump.
7. Operate the high-pressure pump/hydraulic hand pump (see work card
009.03).
009.03
8. Close gap (A).
9. Pump pressure to the tensioning tool until it becomes possible to
unscrew nut (6).
Attention! The pressure pumped should not be more than 7%
below and 5% above the tensioning pressure (refer to work cards
000.30 and 000.33).
000.33
10. Turn the nut back applying the tommy bar through the recess in the
thrust pad (for angular amount of turning back, see work card
000.30).
000.30
11. Depressurise the unit, disconnect the high-pressure hose from the
tensioning tool and the high-pressure pump/hydraulic hand pump.
Operating sequence 2 - Tensioning
Steps
1. Tighten nut (6) by hand using tommy bar (4).

2. Place the thrust pad (5) over the nut.
3. Screw on the tensioning tool (1), taking care to place the thrust pad
concentrically.
Tip! For screwing in place, insert the tommy bar in bore (D).
4. Connect the high-pressure hose to tensioning tool and high-pressure
pump/hydraulic hand pump.
5. Operate the high-pressure pump/hydraulic hand pump (see work card
009.03).
009.03
6. Tension the stud (7) to the specified pressure (refer to work card
000.30).
000.30
7. Screw the nut (6) down to contact, hand-tight, with the tommy bar
inserted through the recess in the thrust pad.
8. Depressurise the unit, disconnect the high-pressure hose from the
tensioning tool and high-pressure pump/hydraulic hand pump.
6629
009.07--02 E
05.01
32/40
103/ 03

Venting, checking, replacing of
sealing rings
009.08

Brief description
Hydraulic tensioning tools must completely be filled with hydraulic fluid
whenever they are used. They must be vented, if necessary, and are to be
checked for tightness occasionally. In case they are untight, the sealing
rings are to be replaced.
venting,
replacement of sealing rings/sealing elements.
Quant Denomination
No.
Availability
009.346
Standard
009.347
Standard
1 Hydraulic nipple
009.346--1
Standard
1 Sealing ring
009.346--2
Standard
1 Threaded piece
009.346--3
Standard
1 Sealing ring
009.346--4
Standard
3 Disk spring
009.346--10
Standard
1 Closing cap
009.346--13
Standard
1 Nut
009.346--16
Standard
1 Piston
009.346--17
Standard
1 Piston
009.346--18
Standard
1 Backing ring
009.346--19
Standard
1 O--ring seal
009.346--20
Standard
1 Casing
009.346--21
Standard
1 O--ring seal
009.346--22
Standard
1 Backing ring
009.346--23
Standard
1 Casing
009.346--24
Standard
009.338
Optional
009.320
Standard
009.306
Standard
1 Opener
009.026
Standard
6629
009.08--02 E
11.97
32/40
101/ 04
Quant Denomination
No.
Availability
1 Eye bolt
001.404
Standard
1 Open--jaw spanner 55
000.570
Standard
1 Open--jaw wrench 46
000.568
Standard
1 Hexagon screw driver 12
000.299
Standard
000.002
Standard
Related work cards
Work card
Work card
Work card
009.07
Preliminary remarks
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Hydraulic nipple
Seal
Threaded piece
Seal
Nut
Piston
Piston
Backing ring
O-ring seal
Casing
O-ring seal
Backing ring
Disk spring
Casing
Closing cap
Figure 1. Tandem tensioning tool, auto--resetting
Hydraulic tensioning tools as well as high--pressure hoses must be

completely filled with hydraulic fluid prior to use. They have to be vented if
required, and checked for tightness from time to time.
High--pressure hoses have check valves at both ends, therefore they
cannot run empty.
The hydraulic tensioning tool has to be disassembled if sealing rings have
to be replaced, or if it has suffered damage. If disassembled, all the
sealing rings should preferably be replaced. Major interventions/repairs are
advised against, because of the high working pressures and critical
clearances and surfaces. We recommend that you have the tool
overhauled by MAN B&W Diesel AG or one of the authorised service
bases in case of need.
Operating sequence 1 -- Vent the tensioning tool/check for tightness
Vent
1. Put up or mount the tensioning tool with the pulling nut so that the
hydraulic nipple (1) points upwards.
6629
009.08--02 E
11.97
32/40
102/ 04
2. Connect the high--pressure pump (009.338) or the hydraulic hand

pump (009.320) and high--pressure hose.
3. Force the tensioning tool approx. 3 mm (not more!) apart, or pump (in
the mounted condition).
Important! In the latter case, take care that the loading pressure of
the bolt selected is not exceeded.
4. Depressurise the unit. Resetting of the piston by the disk springs will
displace the air into the high--pressure hose.
5. Disconnect the high--pressure hose and bleed the air by using the
opener (009.026).
6. For routine checks of the tensioning tool for tightness, mount the tool
on an easily accessible bolt. Connect the high--pressure hose.
7. Pump the tensioning tool to the tightening pressure stipulated for this
bolt. No leaking should occur subsequently within a period of
5 minutes.
8. Depressurise the unit, disconnect the high--pressure pump/hydraulic
hand pump and high--pressure hose. Remove the tensioning tool.
Check for tightness
Operating sequence 2 -- Disassemble and reassemble the tensioning tool
Starting condition
The screw cap (15) or pulling nut (M30 x 2/M33 x 2) screwed off the
piston (6) (single open--end wrench 000.570 to be used for this purpose).
Steps
1. Remove the disk springs (13).

2. Attach the opener (009.026) to the hydraulic nipple (1) and force
open the check valve in the hydraulic nipple.
3. Pull off the casing (14).
4. Put the piston (6) onto hexagonal screw driver (000.299) fixed
between chucks, and loosen and remove nut (5).
Tip! The screwed connection of the nut and piston is a left--hand
thread!
5. Pull the pistons (6 and 7) out of the casing (10).
6. Clean all the parts and check for damage, replace if required.
For reassembly, proceed in the reverse order of disassembly. Previously,
apply a thin film of Belzona--Antiseize on all metallic fitting faces on the
pistons (6 and 7) and the casing (10). Keep clear of threads, sealing
elements and grooves. When introducing the piston in the casing, take
particular care not to damage sealing elements. Also use the opener
(009.026) for reassembly. Insert a new seal (4) and tighten the nut (5)
down to the stop. Fit the disk springs (13) in the correct order (see
illustration). Using the single open--end wrench (000.570), screw the
pulling nut (M30 x 2 / M33 x 2) down to contact, holding the piston (6) in
position using the hexagonal screw driver (000.299).
Important! To ensure that the pulling nut contacts the piston, the
disk springs (13) must be slightly compressed.
After reassembly, bleed air from the hydraulic tensioning tool and check for
tightness (see operating sequence 1).
Operating sequence 3 -- Replace the sealing elements
Starting condition
6629
The tensioning tool has been disassembled, cleaned and checked for
damage.
The sealing rings have been removed.
009.08--02 E
11.97
32/40
103/ 04
Steps
1. Clean the grooves in pistons (6 and 7) and in casings (10 and 14).
2. Place the backing rings (8 and 12) and O--ring seals (9 and 11) in the
corresponding grooves.
Important! Make sure that the sealing elements are correctly
positioned. O--ring seals always on the pressure side, depression in the
backing ring pointing towards the O--ring seal.
6629
009.08--02 E
11.97
32/40
104/ 04
Dial gauge (measuring device)

Checking the bolt elongation
009.06

Tighten and release important bolted connections at the correct values,
Brief description
The measuring device serves the purpose of determining the bolt
elongation for comparison with a reference value. This is to ensure that
bolts of particular significance are tightened correctly by means of the
hydraulic tensioning tool.
proper utilisation/application and
measuring the elongation.
Quant Denomination
No.
Availability
1 Measuring device
009.121
Standard
1 Magnetic prism with support
009.121--1
Standard
1 Guide piece
009.121--3
Standard
1 Clamping piece
009.121--5
Standard
1 Dial gauge (measuring device)
009.121--8
Standard
009.338
Optional
009.320
Standard
009.306
Standard
009.096
Standard
009.097
Standard
Related work cards
Work card
Work card
Work card
009.01
000.29
000.30
Preliminary remarks
Bolted connections of particular significance require that the bolt
elongation is measured and compared with a reference value. This is to
ensure that the necessary preload resulting from the bolt elongation and
from forcing the corresponding components together is really achieved.
6629
009.06--03 E
02.98
32/40
101/ 02
This is not the case if the tensioning tool is blocked or if some of the
tensioning pressure is absorbed by friction.
1
2
3
4
5
Knurled screw
Washer
Thrust pad
Casing
Piston
Figure 1. Measuring instrument, attached to hydraulic tensioning tool
Operating sequence 1 -- Measure the bolt elongation al
Starting condition
Bolted connection released, tensioning tool put in place and ready to be

operated.
Steps
1. Operate the high--pressure pump/hydraulic hand pump and tighten

the bolt to the pretensioning pressure (for the value, please refer to
000.30) using the tensioning tool.
work card 000.30
2. Attach the measuring device (009.121) to the casing of the tensioning
tool. Appropriately match the dial gauge and feeler positions by
shifting the clamping piece (009.121-5). Set the dial gauge to 0.
3. Increase the tensioning pressure to the prescribed ultimate level (see
000.30). Tighten the nut by hand, using the tommy bar.
work card 000.30
4. Reduce the pressure to 0 and load to pretensioning pressure again.
5. The dial gauge reading corresponds to bolt elongation/contact
pressure of components al. Convert the reading into millimeters and
compare with the set point value (refer to work card 000.30).
000.30
Attention! Bolts are to be tightened applying the specified oil
pressure, and not to elongation al. al measurement is a control
measure only.
6. In case of larger deviations from the set point value, repeat the
procedure; otherwise, check the tensioning tool, the screwed
connection and the pressure gauge.
7. Reduce the pressure to 0. Dismount the tensioning tool.
6629
009.06--03 E
02.98
32/40
102/ 02
Operating values/Operating results
6682
001
002
003
004

Machine elements
005
005--01 E
08.97
101/ 01
Charge air cooler/crankcase

Measuring the differential pressure
000.40

Record operating values,
ensure/restore operational reliability,
enable/support economic operation.
Brief description
Supplementary to the data provided in the maintenance schedule,
differential pressure measurements support the determination of the most
appropriate cleaning intervals for charge air coolers, and they enable the
assessment of operating values.
The work includes:
measurement by means of digital pressure gauge, and
measurement by means of U--pipe pressure gauge.
Quant Denomination
No.
Availability
1 Digital pressure gauge Digima--Premo
009.090
Optional
1 Ready--to--use bag
009.090--1
Optional
1 Accumulator 9V
009.090--2
Optional
1 Battery charger
009.090--3
Optional
1 PVC hose
009.030--4
Optional
4 Quick--lock coupling
009.030--5
Optional
2 Hose plug--in nipple
009.090--6
Optional
2 Filter
009.090--7
Optional
1 U--pipe pressure gauge/water--filled PVC hose
--
Inventory
1 Measuring tape
--
Inventory
Preliminary remarks
Clogged charge-air coolers adversely affect the cooling effect and the
engine operating performance. Measuring of the differential pressure in
addition to the cleaning intervals specified in the maintenance schedule
serve the purpose of determining the most appropriate times for cleaning
and to interprete operating data. A digital differential pressure gauge or a
U-pipe pressure gauge can be used for measuring.
6682
000.40--01 E
07.97
32/40, 40/54, 48/60, 58/64
101/ 04
Measuring set--up/unit
1 Casing in front of
charge-air cooler
2 Charge-air cooler
3 Charge-air pipe
4 Measuring connection
5 Measuring unit
Figure 1. Measuring points/measuring set--up (illustration shows L 40 / 54 engine with single--stage charge--air cooler)
1a ON push button
1b OFF push button
2a 0 push botton (measuring
range 0 -- 2 bar)
2b / Push button
(measuring range 0 10 bar)
3 Info field (display of
measuring range attenuation)
4 Attenuation push button

5a Pressure line connection
p1
5b Pressure line connection
p2
6a Zero resetting for
measuring range
0 - 2 bar
6b Zero resetting for
measuring range
0 - 10 bar
7 Display of the measured
value
8 Battery shelf
9 lo bat display (battery
condition)
10a Output for recorder (+)
10b Output for recorder (--)
Figure 2. Digima--Premo measuring unit, make SI, special instruments
6682
000.40--01 E
07.97
32/40, 40/54, 48/60, 58/64
102/ 04
Safety instructions
The maximum pressure on the unit is 14 bar.
Only admit dry gases to connection p1, and only admit gases and fluids
which do not attack polyester, silicone and silicon to connection p2. Only a
measuring hose equipped with a water-repellent filter may be fitted to
connection p2.
In differential pressure measuring, p2 > p1 as a rule. Where p2 < p1, the
measured value sign becomes negative. In relative pressure measuring,
p1 = ambient air pressure, p2 = measuring pressure.
The hose couplings on the engine and the hoses upstream of the
meassuring unit are of the self--locking type.
Measuring using digital pressure gauge
Non--recurring preparations
Steps
Equip PVC hoses with slip-in nipples and quick-lock coupling at both ends.
Cut one of the hoses approximately 30 cm upstream of the coupling and
fasten both ends to the connections on the water-repellent filter. Use this
hose also for connection p1.
1. Purge the measuring connections. For this purpose temporarily
connect the hose slip-in nipple which has a nominal diameter of 8 mm
and is fastened to the connection, to the coupling on the engines
side.
2. With the filter mounted, connect the PVC hoses to the measuring
points A and B. The securing rings of the hose couplings must be
made sure to engage.
3. Connect the measuring unit and press the 0 push button for 0 2 bar measuring. In field 3, the simbol at D turns up.
4. Press the ON push button. Read the measured value from the
display.
5. Pressure pulsations result in instable displays. If this is the case,
press the Attenuation push button. The simbol at D will turn up in
field 3.
6. Switch the measuring unit off. Pull the measuring hoses off the unit
and the measuring points (making sure to lift the securing ring).
7. Compare the measured value with the reference value and valuate it.
The differential pressure in the as-new condition can be looked up in
the acceptance certificate of the engine. The charge-air cooler should
be cleaned when the differential pressure has reached the maximum
( see engine operating manual, section 2.5) at the latest.
Supplementary information
If the battery or accumulator voltage is too low, this will be signalled in the
display field 9 by lo bat. The unit can be further used as long as this
display does not start flashing. When it does, the measurements must be
expected to become incorrect.
The recorder outputs 10a/10b produce a DC of 1 mV/digit (max. 2 V) that
is proportional to the measured value.
Zero resetting is done by means of the potentiometers 6a/6b, with the unit
unloaded.
6682
000.40--01 E
07.97
32/40, 40/54, 48/60, 58/64
103/ 04
Measuring using U-pipe pressure gauge
Steps
1. Purge the measuring connections as described above.

2. Provide the PVC hose of 8 mm inside diameter with end fittings on
both ends, these fittings being connected to the measuring
connections on the engine.
3. Fill an adequate amount of water into the hose so that the water
column is approximately 300 mm high on both sides.
4. Take both ends of the hose and connect them simultaneously to the
couplings of the measuring points.
5. Measure the water differential level h, and evaluate the results as
described above.
ah = 100 mm WS =10
mbar differential
pressure
A Connection upstream
of charge-air cooler
B Connection downstream of charge-air
cooler
Figure 3. Measuring the pressure differential using a U-pipe pressure gauge
Checking the crankcase pressure

The crankcase also has a measuring connection (approximately at engine
centre line, exhaust side). It serves to measure the crankcase pressure
relative to the atmospheric, i.e. at connection p2. When interpreting the
measured data, allowance has to be made for the wear on pistons, piston
rings and cylinder liners, for sealing air possibly entering from the
turbocharger bearings into the crankcase, the operating condition of the
crankcase venting valve and other factors.
Figure 4. Measuring point on the crankcase (L 40/54)
6682
000.40--01 E
07.97
32/40, 40/54, 48/60, 58/64
104/ 04
Work cards,
arranged by subassembly groups
1 Introduction
2 Work cards,
3 Work cards,
6682
3--02 E
08.97
101/ 01
Table of contents
: :
3.1
List of Assemblies
: : :
3.2
Work cards, arranged by subassembly groups
009...
Foundation/resilient mounting/ alignment of the engine

Position of the crankshaft flange in relation to the driven flange
Determine/check
Check the foundation bolts
Align the engine on the foundation
: :
000.09
: :
012.01
012
Crankcase/Bearing bolts/Cross tierods/ Cylinder head bolts

Main bearing bolts and cross tierods
Checking, untightening and tightening
Cylinder head bolts
Removal and installation
: :
012.02
: :
012.03
020
Crankshaft/Coupling bolts
Crankshaft
Measure the crank web deflection
Balance weight bolts
Checking
Oil bore of the crankshaft
Blocking
Gearwheel on the crankshaft
Removing and installing
Coupling bolts
Checking
: :
000.10
: :
020.01
: :
020.02
: :
020.03
: :
020.04
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6635
10.03
L 32/40 DF
101 /08
: :
N
N
020.05
Balance weight
021
Main bearing/ Thrust bearing/Flange bearing

Main bearing cap with lower bearing shell
Lowering and checking
Upper main bearing shell
Removing and installing/checking
Main thrust bearing
Measuring axial clearance/ checking locating bearing rings
Main flange bearing/Bearing shells
Removing, refitting, checking
Main bearing cap
: :
021.01
: :
021.02
: :
021.03
: :
021.04
: :
021.05
N
: :
N
N
027
Torsional vibration damper
027.03
Torsional vibration damper of the crankshaft

Removing and refitting
030
Connecting rod/Big--end bearing

Con--rod shank bolts
Big--end bearing bolts
Big--end bearing cap -- lowering Big--end bearing bolt -- removal
Lower big--end bearing shell -- checking
Upper big--end bearing shell
Big--end bearing
Connecting rod position
Checking
: :
030.01
: :
030.02
: :
030.03
: :
030.04
: :
030.05
: :
030.06
N
: :
034
Piston/piston rings
034.01
Piston
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6635
10.03
L 32/40 DF
102 / 08
: :
034.02
: :
034.03
: :
034.04
: :
034.05
034.07
050
Cylinder Liner/Top land ring

Top land ring
Cylinder liner
Measuring
Cylinder liner (with backing ring)
Cylinder liner (without backing ring)
Cylinder liner
Honing
: :
050.01
: :
050.02
: :
050.03
: :
050.04
: :
050.05
055...
Cylinder head/Saftey valve

Cylinder head bolts
Cylinder head
Cylinder head
Cleaning
Sealing face on cylinder head and sealing groove in top land ring
Grinding
Cylinder head with turnover stand
Machining
: :
055.01
: :
055.02
: :
055.03
: :
055.04
: :
055.05
N
: :
Piston/piston rings
Checking
Piston pin and piston pin bush
Piston
Disassembling and assembling
Piston rings
Assessing
Chromium--ceramic coated piston rings
Assessing
071
Dead centre indicator/ Speed pick--up
071.01
Speed pick--up
Checking, removing and installing
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6635
10.03
L 32/40 DF
103 /08
073
Crankcase cover/Saftey valve/ Coverings

Safety valve on the crankcase cover
Checking
: :
073.01
: :
073.02
100
Camshaft drive
Studs for intermediate wheel axles
Checking
Camshaft drive
Checking
: :
100.01
: :
100.02
101...
Camshaft/Thrust bearing
Valve/injection camshaft
Checking
Checking
Checking
Checking
: :
102.01
: :
102.02
: :
102.03
: :
102.04
Thrust bearing
Thrust bearing
Thrust bearing
101

Torsional vibration damper of the injection camshaft
Checking
Torsional vibration damper of the valve camshaft
Checking
: :
101.01
: :
101.02
Thrust bearing
111
Rocker arm/Rocker arm casing

Studs of the rocker arm shafts
Valve clearance
Checking and adjusting
Rocker arm casing with rocker arms
: :
111.01
: :
111.02
: :
111.03
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6635
10.03
L 32/40 DF
104 / 08
: :
N
N
111.04
Rocker arm
112
Cam follower/Push--rod
Cam follower
Push--rods
: :
112.01
: :
112.02
113...
Inlet and exhaust valves/Valve seat rings/ Valve guides/Valve

rotators
Valve rotator
Checking rotating motion
Inlet and exhaust valve/valve rotator
Removing and installing or rather disassembling and reassembling
Inlet and exhaust valves Valve seats
Checking
Valve seat rings
Valve guide in the cylinder head
Valve seating surface
Machining
Valve cone
Grinding
Valve plate Depth of burning marks and corrosion
Checking
: :
113.01
: :
113.02
: :
113.03
: :
113.04
: :
113.05
: :
113.06
: :
113.08
: :
113.09
120
Camshaft adjusting device

Control piston of the injection camshaft
Control piston of the injection camshaft
Control piston of the valve camshaft
Control piston of the valve camshaft
: :
120.01
: :
120.02
: :
120.03
: :
120.04
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6635
10.03
L 32/40 DF
105 /08
125
Operating device
3/2--way solenoid valve
Checking, overhauling
Pressure reducing valve
Compressed air filter
Limit switch
Pressure regulator
: :
125.03
: :
125.05
: :
125.09
: :
125.10
: :
125.12
: :
125.13
: :
125.14
N
: :
N
N
: :
N
N
140...
Speed control
140.01
Electronic speed governor

Checking
171
Compressed air starter
171.01

Checking
200...
Fuel/Pilot oil injection pump/ Control linkage

Fuel injection pump
Checking
Fuel injection pump
Shutting off
Fuel injection pump
Fuel injection pump
Fuel injection pump
Check the setting
Fuel injection pump Baffle screws
Checking and assessing
Pilot oil injection pump
: :
200.01
: :
200.02
: :
200.03
: :
200.04
: :
200.05
: :
200.06
: :
200.10
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6635
10.03
L 32/40 DF
106 / 08
: :
200.11
: :
201.01
: :
203.01
221
Fuel/Pilot oil injection valve

Fuel injection valve
Injection valve/prechamber insert Seating faces in the cylinder head
Grinding
Fuel injection valve Sealing faces on the threaded piece
Grinding
Pilot oil injection valve
Checking
Prechamber insert
Bushes of the pilot oil valve in the cylinder head
Gas valve
: :
221.01
: :
221.05
: :
221.06
: :
221.10
: :
221.11
: :
221.12
: :
221.13
: :
221.14
: :
230.01
280...
Charge air and exhaust pipe

Checking charge air pipe with explosion protection
Checking
Exhaust pipe with explosion protection
Checking
: :
280.01
: :
289.01

Drive -- Pilot oil injection pump
Control linkage
Maintaining and checking
300...
Lube oil and cooling water pump (attached to engine)

Lube oil pump
Lube oil pump
Assessing the individual components
: :
300.01
: :
300.02
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6635
10.03
L 32/40 DF
107 /08
: :
N
N
350.01
Cooling water pump

322
Charge air cooler

Charge air cooler
Checking, cleaning on the air side
Charge air cooler
: :
322.01
: :
322.01
434
Fuel injection pipe

Fuel injection pipe
Fuel injection pipe
Fuel injection pipe Sealing faces on the delivery pipe
Grinding
Buffer piston
Checking
: :
434.01
: :
434.02
: :
434.03
: :
434.04
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6635
10.03
L 32/40 DF
108 / 08
Baugruppenbersicht
List of Assemblies
Aperu des sous- ensembles
Lista de todos los grupos
6635
3.1--02 E
3.1
01.99
L 32/40 DG
101/ 06
Baugruppenbersicht
List of Assemblies
6635
3.1--02 E
3.1
01.99
L 32/40 DG
102/ 06
Baugruppenbersicht
List of Assemblies
011
012
020
021
(023) *
GB
lwanne
Zylinderkurbelgehuse
Kurbelwelle
Kurbelwellenlager
Kurbelwellenverlngerung
Oil sump
Cylinder crankcase
Crankshaft
Main bearing
Crankshaft extension
Carter huile
Carter du vilebrequin
Vilebrequin
Palier du vilebrequin
Prolongement du vilebrequin
Crter de aceite
Crter del cigeal
Cigeal
Cojinete del cigeal
Prolongacin del cigeal
027
030
034
050
Schwingungsdmpfer
Pleuelstange
Kolben
Zylinderbuchse mit Feuerstegring
Vibration damper
Connecting rod
Piston
Cylinder liner with top land ring
055
Zylinderkopf
Cylinder head
Amortisseur de vibrations
Bielle
Piston
Chemise de cylindre avec
segment couronne de piston
Culasse de cylindre
Amortiguador de vibraciones
Biela
mbolo
Camisa de cilindro con
aro de alma superior
Culata
057 *
Sicherheitsventil am Zylinderkopf
Safety valve on cylinder head
Vlvula de seguridad en la culata
Verschalung
Totpunktanzeiger/
Drehzahlaufnehmer
Verschalung
Verschalungen,
Kurbelraumverschalungen mit
Entlastungsventil
Covering
Death center indicator/
Speed pick--up
Covering
Coverings, coverings of crankcase
with relief valve
Soupape de scurit dans la

culasse de cilindre
Revtement
Indicateur de point mort/
Capteur de vitesse de rotation
Revtement
Revtements, revtements du
carter avec soupape de dcharge
Revestimiento
Indicador del punto muerto/
Receptor del revoluciones
Revestimiento
Revestimientos, revestimientos del
crter con vlvula de descarga
Verschalung der Nockenwelle

Steuerungsantrieb
Einspritznockenwelle
Ventilnockenwelle
Drehschwingungsdmpfer
der Einspritznockenwelle
Covering of camshaft
Camshaft drive
Injection camshaft
Valve camshaft
of the injection camshaft
Revtement darbre cames

Commande de la distribution
Arbre cames dinjection
Arbre cames de soupape
Amortisseur des vibrations
torsionnelles
de larbre cames dinjection
Revestimiento del rbol de levas

Accionamiento por ruedas dentadas
Arbol de levas de inyeccin
Arbol de levas de vlvula
Amortiguador de vibraciones
torsionales
del rbol de levas de inyeccin
071a
071b *
072
073
077
100
101a
101b
(101c) *
6635
3.1
3.1--02 E
01.99
L 32/40 DG
103/ 06
Baugruppenbersicht
List of Assemblies
(101d) *
102
111
112
113
114
(120a)
(120b) *
125 *
140 *
171 *
200a
6635
3.1
GB
Drehschwingungsdmpfer
der Ventilnockenwelle

of the valve camshaft
Amortisseur de vibrations
torsionnelles
de larbre cames de soupapes
Amortiguador de vibraciones por

torsin
en el rbol de levas de las vlvulas
Nockenwellenlager
Kipphebel mit Lagerung und
Zylinderkopfhaube
Ein-- und Auslaschwinghebel
mit Stostange
Camshaft bearing
Rocker arm with bearings and
cylinder head cover
Inlet and exhaust cam follower
with push--rod
Cojinete del arbol de levas

Balancn con cojinete y tapa de
culata
Seguidores de leva de admisin y
escape con varilla de empuje
Einlaventil
Inlet valve
Palier darbre cames

Culbuteur avec logement et chape
de culasse de cylindre
Basculeur dadmission et
dchappement avec tige de
culbuteur
Soupape dadmission
Auslaventil
Steuerkolben fr
Einspritznockenwelle
Steuerkolben fr
Ventilnockenwelle
Bedienungseinrichtung
Drehzahlregler
Exhaust valve
Control piston for injection
camshaft
Control piston for valve camshaft
Soupape dchappement
Piston distributeur pour arbre
cames dinjection
Piston distributeur pour arbre
cames de soupape
Poste de commande
Rgulateur de vitesse
Vlvula de escape
Embolo distribuidor para rbol de
levas de inyeccin
Embolo distribuidor para rbol de
levas de vlvula
Dispositivo de manejo
Regulador de revoluciones
Dmarreur air comprim

Pompe dinjection de combustible
avec commande
Pompe dinjection dhuile
dallumage avec commande
Tringlerie de rgulation
Soupape dinjection de
combustible
Arrancador de aire comprimido

Bomba de inyeccin de combustible
con accionamiento
Bomba de inyeccin de aceite de
encendido con accionamiento
Varillaje de regulacin
Vlvula de inyeccin de combustible
Operating device
Speed governor
Fuel injection pump with drive
200b
Druckluftanlasser
Kraftstoffeinspritzpumpe mit
Antrieb
Zndleinspritzpumpe mit Antrieb
203
221a
Regelgestnge
Kraftstoffeinspritzventil
Control linkage
3.1--02 E
Pilot oil injection pump with drive
01.99
L 32/40 DG
Vlvula de admisin
104/ 06
Baugruppenbersicht
List of Assemblies
GB
221b
Zndleinspritzventil
230
233
234
280
Gasventil mit Antrieb

Explosionsschutz fr
Ladeluftleitung
Gasleitung
Ladeluftleitung
Gas valve with drive

Explosion protection for charge air
pipe
Gas pipe
Charge air pipe
286
Abgasturboladeranbau
289
311 *
Abgasleitung mit
Explosionsschutz
Schmierlpumpe
Schmierlpumpe fr
Zylinderschmierung
Kurbelraumentlftung
Mounting exhaust gas

turbocharger
Exhaust pipe
with explosion protection
Lube oil pump
Lube oil pump for cylinder
lubrication
Crankcase venting
322
Ladeluftkhler
Charge air cooler
Khlwasserpumpe
Impulsaufnehmer an der
Nockenwelle
Rohrleitungen, allgemein
Anlaluftleitungen und
Steuerleitungen
Cooling water pump

Pulse pick--up on the camshaft
Pipes, general
Starting air pipes and control
pipes
434
Kraftstoffeinspritzleitung
Fuel injection pipe
440
442
Schmierlleitung
Kondenswasserablauf
Lubricating oil pipe

Condensed water discharge
(300) *
302
(350) *
400 *
430 *
432
6635
3.1
3.1--02 E
01.99
Soupape dinjection dhuile

dallumage
Soupape gaz avec commande
Protection antidflagrante pour
conduite dair de suralimentation
Conduite gaz
Conduite dair de suralimentation
Vlvula de inyeccin
de aceite de encendido
Vlvula de gas con accionamiento
Proteccin antiexplosin para tubera
de aire de sobrealimentacin
Tubera de gas
Tubera del aire de sobrealimentacin
Montage turbocompresseur
Montaje turbosobrealimentador
Tuyauterie dchappement avec

protection antidflagrante
Pompe huile de graissage
Pompe huile de graissage pour
lubrification du cylindre
Ventilation du carter du
vilebrequin
Tubera de escape con

proteccin antiexplosin
Bomba de lubricacin
Bomba de lubricacin para la
lubrificacin de cilindros
Ventilacin del crter
Rfrigrant dair de
suralimentation
Pompe eau de refroidissement
Capteur dimpulsions sur larbre
cames
Tuyauteries, gnral
Tuyauteries dair de lancement et
tuyauteries de commande
Refrigerador del aire de

sobrealimentacin
Bomba de agua de refrigeracin
Receptor de impulsos en el rbol de
levas
Tuberas, general
Tuberas de aire de arranque y
tuberas de mando
Tuyauterie dinjection de
combustible
Tuyauterie dhuile de graissage
Dcharge deau de condensation
Tubera de inyeccin de combustible
L 32/40 DG
Tubera de aceite lubricante

Descarga del agua de condensacin
105/ 06
Baugruppenbersicht
List of Assemblies
443
447
(...)
6635
3.1
GB
Zylinderschmierung
Khlwasserleitungen
Cylinder lubrication
Cooling water pipes
Lubrification cylindres
Tuyauteries deau de
refroidissement
Lubrificacin de cilindros
Tuberas de agua de refrigeracin
Diese Baugruppen sind in den Bildern nicht sichtbar

These assemblies are not shown in the figures
Ces sous--groupes ne sont pas visibles sur les figures
Estos grupos constructivos no estn visibles en las figuras
falls vorhanden
if provided
sil existe
si existe
3.1--02 E
01.99
L 32/40 DG
106/ 06
Work cards,
arranged by subassembly groups
3.2
See the following pages.
Auxiliary sheet for generating the table of contents
6629
3.2--01 E
08.97
General
101/ 01
Foundation/resilient mounting/
alignment of the engine
009...
Foundation/Bearings/Alignment
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Crankcase/Tie rod/Bolts
Main bearing/Thrust bearing/Flange bearing
Connecting rod/Big end bearing
Piston/Piston rings
Cylinder liner/Top land ring
Cylinder head/Safety valve
Dead centre indicator/Speed pick- up
Crankcase cover/Covering
Camshaft drive
Cam follower/Push- rod
Inlet and exhaust valve
Operating device
Speed control
Compressed-air starter
Fuel- /Pilot oil injection pump/Control linkage
Fuel- /Pilot oil injection valve
Lube oil and cooling water pipe
Charge air cooler
Fuel injection pipe
6682
009...--03 E
05.98
101/ 01
Position of the crankshaft flange

in relation to the driven flange
Determine/check
000.09

Check alignment,
recognise problems on (influencing) components/systems,
Brief description
The crankshaft flange/the engine must in cold condition show a certain
displacement relative to the driven flange/unit. The alignment is to be
measured during the installation, and to be checked at regular intervals.
This includes the following:
checking the alignment,
recording the measuring values, and
evaluating the results.
Qty Designation
No.
Availability
2 Dial gauge
--
Inventory
1 Micrometer (inside)
--
Inventory
1 Micrometer (outside)
--
Inventory
Related work cards
Work card
Work card
000.10
012.01
Work card
Preliminary remarks
The crankshaft flange, or strictly speaking the engine, must in the cold
condition show a certain axial displacement relative to the driven flange,
whereby it is ensured that under operating conditions the influences of
certain factors can be compensated. Such factors include:
- thermal expansion of the foundations,

- thermal expansion of the engine, the generator or the gearbox,
- thermal expansion of the rubber elements where resilient seating is
used,
- the settling behaviour of resilient mounting elements, and
- shaft displacement under load.
The position of both flanges is to be measured in the original state, and
later to be checked at regular intervals as specified in the maintenance
schedule.
6682
000.09--01 E
02.01
101/ 04
Important! If required, special written instructions are drawn up for

certain propulsion systems, in which also the necessary alignment details
are given. These may deviate from those in the flywheel arrangement
drawing.
1
2
A
B
C
D
Driven shaft flange

Crankshaft flange of engine
Radial displacement
Axial displacement
Alignment control dimension, coupling
Distance
E
F
G
aA
ST
Distance
Axis of engine crankshaft
Axis of shaft
Difference, radial displacement
Camshaft side
Figure 1. Alignment of the crankshaft flange relative to the driven flange -- dimensions and terms
Operating sequence 1 -- Measure the flange alignment
Starting condition
The crank web deflection is in compliance with specifications (see work

card 000.10).
000.10
Prerequisites/measuring
procedure
To determine the exact alignment dimensions during assembly, it is

necessary to manufacture a measuring jig with two dial gauges to be
attached to the flywheel. One of the dial gauges will measure the radial
axial displacements (A) for the vertical and horizontal deviations, while the
second one serves to measure the plane parallelity and/or the flange gap
(B). The measuring jig is also usable for later checks as are necessary on
resiliently mounted engines, in particular.
The axial distance (E) is measured by a micrometer, from the flange of the
crankshaft to the flange of the driven shaft; the control dimension (C) is
measured from the flywheel to the flange of the driven shaft. In that way,
the distance between the engine and the driven flange and the installation
dimension (C) of the flexible coupling with the possibly required preload
can be adjusted/checked.
Attention! Emergency lubrication of the engine bearings may
possibly have to be provided for turning the crankshaft during the
alignment procedure.
6682
000.09--01 E
02.01
102/ 04
The values measured should be noted down and entered in a log form
sheet (similar to that suggested on the following page). In this process, the
originally measured values should be compared with the desired values
calculated, and/or with the empirical values. Alignment will have to be
corrected once more, if necessary. A later comparison of measured values
permits to draw conclusions on the chronology, the amount and possible
causes of changes.
Date
Time
g
g sheet
Alignment
log
E i Works
Engine
W k No..:
N
1 driven shaft flange

*
Enter values in table
**
Enter values in illustration
2 engine crankshaft
Important! The effective radial displacement is only half the

difference (aA) calculated from the dial gauge readings.
1st measurement
2nd measure- 3rd measurement

ment
4th measurement
Radial displacement (A), dial gauge reading

Axial displacement (B), dial gauge reading
horizontally
vertically
Difference (aA)
Effective radial displacement (aA/2)
Alignment control dimension (C), coupling
Distance (D)
Distance (E)
Distance between crankshaft flange and engine crankcase
Distance between flange and bearing of the driven shaft
6682
000.09--01 E
02.01
103/ 04
Engine
coupled
not coupled
Engine state
cold
warm
C
C
Engine room temperature
Remark: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
...................................................................................................
...................................................................................................
...................................................................................................
Signature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6682
000.09--01 E
02.01
104/ 04
Check the foundation bolts

Align the engine on the foundation
012.01

Check alignment,
check state/wear condition of components,
recognise problems on components/in systems (which have an influence).
Brief description
Foundation bolts are to be checked for correct preload in regular intervals,
the state and firm seat of fitting pieces and stops is to be verified.
This includes:
checking components and
new alignment of engine
Quant Denomination
No.
Availability
1 Thrust pad
030.258
Standard
1 Nut
030.205
Standard
1 Guide tube
021.032
Standard
009.346
Standard
009.338
Optional
009.320
Standard
009.306
Standard
1 Open--jaw spanner 55
000.570
Standard
1 Thickness gauges 0.05--1
000.454
Standard
000.451
Standard
1 Tommy bar 6
000.261
Standard
1 Forcing--off bolt M32x2
--
Inventory
1 Depth gauge
--
Inventory
1 Hammer (wood/plastic)
--
Inventory
Related work cards
Work card
Work card
Work card
000.10
000.30
000.33
009.03
6629
012.01--01 E
11.97
32/40
101/ 05
Preliminary remarks
The maintenance schedule also specifies that the hydraulically tensioned
foundation bolts are checked for correct preload, and the fitting pieces and
stops are checked for firm seat. The pressures required for loosening the
nuts are determined, and compared with the specified tensioning
pressures. The foundation bolts are then retensioned to the specified
tensioning pressure.
A further item in the maintenance schedule is the checking of crank web
deflections. If this checking has revealed an inadmissibly high value
(particularly on cylinder No. 1, resp. cylinders A1/B1, see work card
000.10) and correction by alignment of the adjoining shaft (generator) was
000.10
not possible, the engine has to be lifted from the foundation for being
realigned. Please refer to the aligning instructions in the foundation
drawing.
Attention! After spells of bad weather, after collision or ground
touching (marine engines), or after natural disasters (stationary
engines), the position of the engine should be accurately checked,
and all foundation bolts should be retightened. The foundation bolts
at the coupling end and free engine end are most likely to be
affected.
Engine mounting on the foundation will differ, depending on the engine
installation (marine engine, stationary engine). Marine engines are bolted
to the top plates of the vessel, stationary engines are bolted to the
foundation girders.
Operating sequence 1 - Checks on the crankcase
Attention! Danger to life! Whenever doing work in the crankcase,

block the starting air vessel, bleed air from the starting air pipe and
engage the turning gear to preclude inadvertent starting of the
engine and movement of the running gear. For further safety
regulations refer to sheet 3.2.
Steps
1. When doing overhaul work and on every oil change, carefully clean
the crankcase and oil sump.
2. Inspect the crankcase for cracks on the inside and outside.
Operating sequence 2 - Check on the foundation
Important! For checking the foundation bolts, start at the coupling

end.
Steps
1. Remove the protecting caps (9), and clean and degrease the
foundation bolts (12/13).
2. Verify that the pulling nut (030.205) is securely bolted to the
tensioning tool (009.346).
3. Slip the thrust pad (030.258) over the foundation bolt and screw on
the tensioning tool.
4. Turn the tensioning tool back by 180 deg.
5. Connect the high-pressure hose (009.306) to the tensioning tool and
high-pressure pump (009.338), or hydraulic hand pump (009.320).
6. Switch on the high-pressure pump, or the hydraulic hand pump (see
009.03) and close the gap produced between the thrust
work card 009.03
pad and the tensioning tool on turning the latter back.
6629
012.01--01 E
11.97
32/40
102/ 05
7. Pressurise the tensioning tool by pumping until the nut (10) can be
loosened. Note down the loosening pressure and compare it with the
9
10
11
12
Protecting cap
Nut
Crankcase
Foundation bolt
(Undercut bolt)
13 Foundation bolt
(Fitting bolt)
14 Fitting piece
15 Stop
16 Foundation
17 Disk
18 Hexagon nut
A Bolt projection
Figure 1. Mounting the engine on the foundation plate (marine engine) and attaching the hydraulic tensioning tool
Attention! The pressure is allowed to be max. 7% below and

max. 5% above the tensioning pressure (cf work cards 000.30 and
000.33).
000.33
Important! In case of resin chocking, the tensioning value for the
foundation bolts is to be specified by the resin chock manufacturer.
Threads of the foundation bolts and the contact faces of nuts must be free
from any traces of resin.
8. Adjust the high-pressure pump to the specified tensioning pressure,
resp. operate the hydraulic hand pump until the specified tensioning
pressure is reached, and retighten the nut.
9. Depressurise the unit and remove the hydraulic tensioning tool.
10. Check all the other foundation bolts in the same way (points 3 to 9).
11. Apply grease to the threads of the foundation bolts against corrosion,
and mount the protecting caps.
12. Check by tapping whether fitting pieces (14) and stops (15) are firmly
seated.
Operating sequence 3 - Align the complete engine
Steps
1. Mount the hydraulic tensioning tool on the foundation bolt (12 or 13)
and loosen nut (10) - see operating sequence 2, points 1 to 7.
2. Turn back the nut.
4. Unload all the other foundation bolts in the same way.
5. Screw off the nuts and remove the foundation bolts if possible.
6. Take the protecting caps off the forcing-off threads and screw in the
forcing-off bolts (19), using washers (20) to protect the foundation.
6629
012.01--01 E
11.97
32/40
103/ 05
7. Lift the engine by means of the forcing-off bolts, remove the fitting
pieces (14) and align the engine so that the crank web deflection is
000.10).
within admissible limits (refer to work card 000.10
11
14
16
19
20
Crankcase
Fitting piece
Foundation
Forcing-off bolt
Washer
Figure 2. Arrangement of forcing-off bolt
Important! During engine alignment, take note of the connected

shaft and of the crank web deflection of cylinder 1, resp. cylinder A1/B1
(coupling end) in particular. Use thickness gauges (000.454) to verify
whether the crankshaft properly rests on the bottom bearing shells.
8. Measure the thickness of fitting pieces and make new fitting pieces if
necessary.
Attention! One and the same material has to be used for engine
chocking. A mix of resin and steel chocks is not admissible.
9. Fit the fitting pieces, check that they fit snugly using the thickness
gauge (000.451).
10. Fit the foundation bolts (for the fitted bolts, do not forget to install disk
(17) and tighten the nuts hand-tight. Check the bolt projection (A) of
79 mm.
11. Remove the forcing-off bolts and washers and keep them along with
the tools. Apply grease to the forcing-off thread and cover with
protecting caps.
12. Verify that the pulling nut (030.205) has been firmly bolted to the
tensioning tool (009.346).
13. Slip the thrust pad (030.258) over the foundation bolt and screw on
the tensioning tool; the order can be seen from Figure 4, resp. 5.
14. Connect the high-pressure hose (009.306) to the tensioning tool and
high-pressure pump (009.338), resp. hydraulic hand pump.
15. Switch on the high-pressure pump, resp. the hydraulic hand pump
(refer to work card 009.03)
009.03 and load the foundation bolt to the
000.30). Using the
specified tensioning pressure (see work card 000.30
tommy bar (000.261), tighten the nut hand-tight.
Important! In the case of resin chocking, the tensioning torque for
the foundation bolts is to be specified by the resin chock manufacturer.
The threads of the foundation bolts and the contact faces of nuts should
be free of any traces of resin.
17. Load all the other foundation bolts in the same way (points 13 to 16).
18. Check the crank web deflection once again and enter it in the engine
000.10).
operating records (refer to work card 000.10
19. Apply grease to the threads of foundation bolts against corrosion, and
cover them with protecting caps.
6629
012.01--01 E
11.97
32/40
104/ 05
1-8 Order of bolt tightening
Figure 3. Order of foundation bolt tightening

A1-A6 Cylinder bank A
B1-B6 Cylinder bank B
Figure 4. Order of foundation bolt tightening (V-type engine)
6629
012.01--01 E
11.97
32/40
105/ 05
Crankcase/Bearing bolts/Cross tierods/

Cylinder head bolts
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
012--03 E
05.98
101/ 01
Main bearing bolts

and cross tierods
012.02

Tighten and release important bolted connections at the correct values,
Brief description
Main bearing bolts
and cross tierods
Establishing and evaluating the loosening pressure and
tensioning the connection at nominal pressure.
Quant Denomination
No.
Availability
2 Thrust pad
030.243
Standard
2 Setting gauge
021.256
Standard
2 Tension screw
021.251
Standard
2 Intermediate ring
021.250
Standard
2 Thrust pad
021.231
Standard
2 Threaded piece
021.228
Standard
009.338
Optional
009.320
Standard
009.306
Standard
009.097
Standard
009.096
Standard
2 Measuring device
009.051
Standard
2 Angle piece
009.028
Standard
000.451
Standard
2 Tommy bar 10
000.263
Standard
2 Tommy bar 8
000.262
Standard
1 Ring spanner (cranked) 24x27
000.247
Standard
1 Depth gauge
--
Inventory
Related work cards
6629
012.02--01 E
Work card
Work card
Work card
000.30
000.32
000.33
009.01
009.03
01.98
L 32/40
101/ 06
Preliminary remarks
The maintenance schedule also specifies that the hydraulically tensioned
main bearing bolts and cross tierods are checked for correct preloading.
Note down the force required for loosening and compare it with the loading
pressure. Operating sequences 1 and 2 describe how to proceed.
Operating sequences 3 -- 5 describe the untightening and retightening of
main bearing bolts and cross tierods. This work has to be done in
connection with other jobs, e.g. together with the checking of main bearing
shells.
Operating sequence 1 -- Check the cross tierods
Starting condition
Protecting caps removed from the cross tierods.
Steps
1. Clean the threads of cross tierods (9).

2. Mount hydraulic tensioning tools on both cross tierods of a main
bearing, screw down the threaded piece (021.228) to contact,
hand--tight.
Attention! Prior to mounting the tensioning cylinders make sure
that the pistons have been fully driven home.
3. Turn the tensioning cylinders (009.097) back by 280E.
4. Connect the high--pressure hoses (009.306) to the tensioning
cylinders and high--pressure pump (009.338).
009.03) and close
5. Switch on the high--pressure pump (see work card 009.03
the gap between the thrust pad (021.231) and ring (7) produced by
the turning back of the tensioning cylinder.
6. Pressurise the tensioning cylinder by pumping until nuts (8) can be
loosened. Note down the loosening pressure and compare with the
loading pressure.
Attention! The pressure is permitted to be max. 7% below and
max. 5% above the tensioning pressure (refer to work cards 000.30
000.33).
and 000.33
7. Adjust the high--pressure pump to the specified loading pressure and
retighten both the nuts.
8. Release the pressure and remove the hydraulic tensioning tools.
9. Mount the protecting caps on the cross tie rods.
10. Reset the pistons of the tensioning cylinders (refer to work card
009.01).
009.01
2
7
8
9
Crankcase
Ring
Nut
Cross tierod
Figure 1. Mounting the hydraulic tensioning tool on the cross tierod
6629
012.02--01 E
01.98
L 32/40
102/ 06
Operating sequence 2 -- Check the main bearing bolts
Starting condition
Crank case opened, running gear turned into a position permitting good
access to main bearing cap.
that the pistons have been fully reset.
Arbeitsschritte
1. Clean the threads of the main bearing bolts (4).

2. Screw the tension screws (021.251) onto the tensioning cylinders
(009.096) up to stop.
3. Slip the thrust pads (030.243) over nuts (6) and screw the tensioning
cylinders by a few thread turns onto the main bearing bolts.
4. Insert the setting gauges (021.256) between the thrust pads and
main bearing caps (3) and screw on the tensioning cylinders until the
thrust pads snugly contact the setting gauges.
5. Attach the spacer rings (021.250) and tensioning cylinders (009.096).
3 Main bearing cap
Figure 2. Mounting the hydraulic tandem tensioning tool to the main bearing bolt
6. Slip the angle pieces (009.028) onto the tensioning cylinders.

7. Connect four high--pressure hoses (009.306) to tensioning cylinders
and high--pressure pump (009.338).
8. Remove the setting gauges.
009.03) and
9. Switch on the high--pressure pump (refer to work card 009.03
close the gap between the thrust pad and the main bearing cap.
10. Pressurise the tensioning cylinder by pumping until nuts can be
loosened. Note down the loosening pressure and compare with the
loading pressure.
000.33).
and 000.33
11. Adjust the high--pressure pump to the specified loading pressure and
retighten both the nuts.
12. Release the pressure and remove the hydraulic tandem tensioning
tool.
13. Close the crank case.
14. Reset the pistons of the tensioning cylinders (refer to work card
009.01).
009.01
6629
012.02--01 E
01.98
L 32/40
103/ 06
3
4
5
6
Main bearing cap

Main bearing bolt
Dial gauge
Nut
A Bolt projection
Figure 3. Hydraulic tandem tensioning tool attached to the main bearing bolt
Operating sequence 3 -- Unload the cross tierods
Starting condition
Protecting caps removed from the cross tierods.
Steps
1. Mount the hydraulic tensioning tool and loosen nuts (8) (see
operating sequence 1, points 1 to 6).
2. Turn both nuts back (for angular amount of screwing back, see work
000.30).
card 000.30
4. Reset the pistons of the tensioning cylinders (009.097) (refer to work
009.01).
card 009.01
Operating sequence 4 -- Unload the main bearing bolts
Starting condition
Crank case opened, with running gear turned to a position providing good
access to main bearing cap. Cross tierods unloaded.
Important! Prior to untightening the main bearing bolts, make sure
to unload the cross tierods.
Steps
1. Mount hydraulic tandem tensioning tools on both main bearing bolts

(4) and loosen nuts (6). (Refer to operating sequence 2, points 1 to
10.)
2. Turn back both nuts (for angular amount of screwing back, see work
card 000.30).
000.30
tools.
4. Reset the pistons of the tensioning cylinders (009.096 and 009.097).
009.01).
(See work card 009.01
Operating sequence 5 -- Tension the main bearing bolts and cross tierods
Important! Tensioning is done in several steps. The correct order

of tightening should be observed. Prior to tensioning the main bearing
bolts, verify that the bolt projection A is correct, namely 116 mm.
6629
012.02--01 E
01.98
L 32/40
104/ 06
1 Crankshaft
2 Crankcase
3 Main bearing cap
Figure 4. Hydraulic tensioning tools mounted on the cross tierods
Steps
1. Screw the nuts (6) of the main bearing bolts (4) hand--tight, using the
tommy bar (000.263).
2. Verify that the gap of the joint between the main bearing cap (3) and
the crankcase (2) is the same on both sides (max. 1 mm).
3. Screw the nuts (8) of cross tierods (9) hand--tight, using the tommy
bar (000.262).
4. Mount hydraulic tensioning tools on both cross tierods,
simultaneously screw on the threaded piece (021.228) hand--tight to
contact.
Attention! Prior to mounting the tensioning cylinders, make sure
that the pistons have been completely reset.
5. Screw the tension screws (021.251) onto tensioning cylinder
(009.096) until contact is established.
6. Slip the thrust pad (030.243) over nuts (6) and screw tightening
cylinders onto main bearing bolts (4).
Attention! Prior to mounting the tensioning cylinders, make sure
that the pistons have been fully forced home.
7. Slip the spacer rings (021.250) over the tension screws onto the
tensioning cylinders, introduce tommy bars through bores provided in
the spacer rings into tension screws.
Tip! With the tommy bars introduced, the fitting and removal of spacer
rings on changing the tensioning cylinders (009.097) is avoided.
8. Connect high--pressure hoses (009.306) to tensioning cylinders
mounted on the cross tierods and to the high--pressure pump
(009.338).
009.03) and
9. Switch on the high--pressure pump (refer to work card 009.03
load the cross tierods to 250 bar. Tighten both the nuts hand--tight
using the tommy bar.
10. Release the pressure, disconnect the high--pressure hoses, remove
the tensioning cylinders.
11. Reset the pistons of the tensioning cylinders (see work card 009.01).
009.01
12. Screw tensioning cylinders (009.097) onto main bearing bolts,
remove the tommy bars from the tension screws.
13. Slip angle pieces (009.028) onto tensioning cylinders.
14. Connect high--pressure hoses to tensioning cylinders mounted on the
main bearing bolts.
6629
012.02--01 E
01.98
L 32/40
105/ 06
1 Crankshaft
2 Crankcase
3 Main bearing cap
Figure 5. Hydraulic tensioning tools mounted on the main bearing bolts
15. Switch on the high--pressure pump and load the main bearing bolts to
250 bar. Screw both the nuts hand--tight using the tommy bar.
16. Release the pressure, disconnect the high--pressure hoses and angle
pieces, reinsert the tommy bars through spacer rings into tension
screws, and screw off the tensioning cylinders (009.097).
17. Reset the pistons of the tensioning cylinders.
18. Screw the tensioning cylinders onto cross tierods again.
19. Connect high--pressure hoses to tensioning cylinders on the cross
tierods.
20. Switch on the high--pressure pump and load the cross tierods to the
000.30). Screw both the nuts
specified end pressure (see work card 000.30
hand--tight using the tommy bar.
21. Release the pressure, disconnect the high--pressure hoses and
remove the hydraulic tensioning tools from the cross tierods.
22. Reset the pistons of the tensioning cylinders.
23. Screw the tensioning cylinders onto the main bearing bolts, remove
tommy bars from the tension screws.
24. Slip angle pieces onto the tensioning cylinders.
25. Connect high--pressure hoses to the tensioning cylinders mounted on
the main bearing bolts.
26. Switch on the high--pressure pump and load the main bearing bolts to
250 bar.
27. Attach measuring instruments (009.051) to tensioning cylinders
(009.097) and set the dial gauges (5) to Zero.
28. Load the main bearing bolts to the specified end pressure (see work
000.30). Screw both the nuts hand--tight using tommy bar.
card 000.30
29. Release the pressure.
30. Load the main bearing bolts to 250 bar again. Read the elongation
aL on the dial gauges and compare the readings with the specified
000.30).
elongations (see work card 000.30
Important! Main bearing bolts should be tightened to the specified
tensioning pressure, not according to elongation. Elongations are stated
for control purposes only. In case of unusual deviations, repeat the tensioning process and check the measuring units and/or pressure gauges.
tools from the main bearing bolts.
32. Close the crankcase and mount the protecting caps on the cross
tierods.
33. Reset the pistons on all tensioning cylinders.
6629
012.02--01 E
01.98
L 32/40
106/ 06
Cylinder head bolt

Removal and installation
012.03

Brief description
Cylinder head bolts are to be dismantled in case cylinder liners must be
removed at a low removal height. Cylinder head screws are also to be
dismantled if their sealing rings are damaged.
The work/steps extend to:
Removal of components,
Installation of components.
Quant Denomination
No.
Availability
1 Bolt extractor
009.089
Optional
1 Ring nut
009.089--1
Optional
1 Ring nut
009.089--2
Optional
1 Tommy bar 16
000.266
Standard
000.243
Standard
1 Grease (acid--free)
--
Inventory
Related work cards
Work card
Work card
000.30
055.02
Work card
Technical details
Term
Information
Cylinder head bolt
6629
012.03--01 E
08.97
19.5 kg
32/40
101/ 03
Operating sequence 1 -- Dismantle the cylinder head bolts
Starting condition
Cylinder head removed.
Steps
1. Mount the bolt extractor (009.089) on cylinder head bolt (1). (Observe
the projection A = 53 mm -- see Figure 1).
2. Loosen the cylinder head bolt and screw it out.
3. Dismantle all the other cylinder head bolts in the same way.
4. Clean the cylinder head bolts and check them for damage.
5. Check the ring (3) for damage and install a new one, if required.
Operating sequence 2 -- Install the cylinder head bolts
Starting condition
Bores and threads in the crankcase and cylinder head bolts thoroughly
cleaned and degreased.
Steps
1. Slip new O--ring seals (2) and the ring (3) -- if required, new -- over
the thread onto the cylinder head bolts.
2. Mount the bolt extractor (009.089) on cylinder head bolt (1) (observe
projection A = 53 mm).
3. Introduce cylinder head bolt into bore, screw down and screw
hand--tight using tommy bar (000.266) (see work card 000.30).
000.30
4. Remove the bolt extractor.
5. Apply acid--free grease to O--ring seals.
6. Insert the O--ring seals and ring with the aid of an appropriate means
into bore, taking care not to twist and/or damage the O--ring seals.
7. Install the other cylinder head bolts in the same way.
8. Mount the cylinder head (refer to work card 055.02).
055.02
Attention! Before proceeding to the job following next, namely
the hydraulic tensioning of the cylinder head bolts, make sure that
the crankcase and the cylinder head bolts have the same
temperature.This is of particular importance when replacing cylinder
head bolts with the engine at operating temperature.
055.01).
9. Tension the cylinder head bolts (see work card 055.01
6629
012.03--01 E
08.97
32/40
102/ 03
1
2
3
4
5
6
7
Cylinder head bolt

O--ring seal
Ring
Crankcase
Hexagonal nut
Stud bolt
O--ring seal
A Projection
Figure 1. Cylinder head bolt in the crankcase/mounting the bolt extractor (right--hand top)
6629
012.03--01 E
08.97
32/40
103/ 03
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
020--03 E
05.98
101/ 01
Crankshaft
Measure the crank web deflection
000.10

Check alignment,
Brief description
The crank web deflection permits to draw conclusions on the alignment of
the crankshaft bearing and the bearing/the alignment of the driven shaft. It
is to be checked regularly.
This includes the following:
checking the alignment,
recording the measuring values, and
evaluating the results.
Personnel and time required
Numb Qualification
Time [h]
1 Qualified mechanic
0.15
1 Assistant
0.15
Qty Designation
No.
Availability
1 Crank--web--deflection measuring device DI--4
008.175
Optional
000.454
Standard
000.002
Standard
1 Felt--tip pen/Marking pen
--
Inventory
Related work cards
Work card
Work card
Work card
000.09
6682
000.10--02 E
12.00
32/40, 40/45, 40/54, 48/60, 58/64
101/ 05
Preliminary remarks
The crank web deflection permits to draw conclusions on the alignment of
the main bearings and the bearings of the driven shaft. Should the
measured values exceed the admissible maxima, the cause must be
remedied/the crankshaft has to be realigned. Possible causes are:
- Uneven wear of main bearings,

- the position of the driven shaft has changed, or
- the engine mounting on the foundation and/or the foundation itself has
changed.
The results of the crank web deflection measurements have a coherence
with the check of the crankshaft flange alignment relative to the driven
flange.
Figure 1. DI--4 crank-web-deflection measuring device with transducer and various extension rods
Attention! The measuring points (2) for taking measurements with

the running gear components in place are located in the balance
weights. Exception: 58/64 engine, where they are located in the
crank webs.
Operating sequence 1 -- Measuring the crank web deflection
Measuring is to be carried out at the points BDCR and BDCL if the connecting rod is in place. With the connection rod removed, readings of the
measured values are to be taken in BDC position.
Decisive for the designation is the position of the crank pin, not that of the
transducer.
The side designation and the sense of rotation are to be understood from
the end permitting a view onto the coupling flange.
1. Remove the cover of the crank case openings or swing them open.
2. Turn the crankshaft, cylinder 1, to its starting position; depending on
the engines normal sense of rotation, into BDCL or BDCR.
3. Using the thickness gauges, check whether the crankshaft rests on
the lower bearing shells.
Steps
Important! If this is not the case, incorrect results will be obtained

when measuring the crank web deflection!
6682
000.10--02 E
12.00
32/40, 40/45, 40/54, 48/60, 58/64
102/ 05
4. Check whether the cables of the crank-web-deflection measuring device are connected correctly.
Figure 2. DI--4 crank-web-deflection measuring device as attached to the crankshaft
5. Select suitable extension rods and fasten them to the transducers.

6. Switch the crank-web-deflection measuring device on by depressing
the POWER button. Actuate the RESET button, thus returning
the measuring device to the basic position.
7. Insert the transducer into measuring point (2). Using the adjusting
ring, set a value between --0.500 and +0.500 on the transducer and
block it by means of the locking ring. Reset the measured value indication by depressing the ZERO bottom.
OT Top dead centre (TDC)

UT Bottom dead centre (BDC)
ROT 90 right of TDC (RTDC)

LOT 90 left of TDC (LTDC)
UTR right of BDC (BDCR)

UTL left of BDC (BDCL)
Figure 3. Designation of the measuring points
6682
000.10--02 E
12.00
32/40, 40/45, 40/54, 48/60, 58/64
103/ 05
Important! If the measurement of the crankshaft web deflection is

carried out with the engine still warm, the transducer must previously have
been in the crankcase for approx. 15 minutes to adapt to the prevailing
temperature.
8. Turn the crankshaft in the normal sense of rotation up to the desired
measuring positions (refer to Figure 3 ). At every position, take
readings of the magnitude and direction (+ oder --) of the indicated
measured values in comparison with the initial value (Zero) and enter
them into the table (similar to the example).
Attention! In case of a V-type engine, make sure that the
measuring device is not damaged by the slave connecting rod while
turning the crankshaft.
9. Measure the other crank throws in the same way.
10. Remove the transducer by pressing against it on one side and insert
it at the next measuring point. It is not necessary to loosen and readjust the locking ring and adjusting ring respectively.
Operating sequence 2 -- Record the measured values
C k position
Crank
iti
Crank in BDCR
Crank in RTDC
Crank in TDC
Crank in LTDC
Crank in BDCL
Crank web deflection TDC-BDC
Crank web deflection RTDC-LTDC
Difference of the TDC values
of the neighbouring cylinders
Cylinder number
1
2
3
0
0
+3
+5
+8
+1
+4
-4
0
-2
+8
+2
-1
+9
Table 1. Measurement record (example). Dimensions given in 1/100 mm
The measurement record should, besides the entries shown in Table 1,

contain the following information:
- Assembly condition (e.g. pistons/connecting rods installed/removed),

- condition of couplings and bearings (e.g. ship in drydock/afloat),
- temperatures of oil and cooling water if measurements are taken with
the engine at operating temperature, and
- the main sense of rotation of the engine if measurements are taken

with running gear components in place.
Operating sequence 3 -- Evaluation/judgement
The crank web deflection is the maximum difference of the values
measured at two crank positions which are offset by 180. The reference
position for vertical deflection is the BDC, that for horizontal deflection is
LTDC. If the crank web deflection is to be measured with the running gear
components in place, the value for BDC is to be obtained from 0.5 (BDCL
+ BDCR), which then permits to calculate the difference between TDC and
BDC.
If the crank web distance increases as compared with the reference position, plus values (+) are entered in the table; if the distance becomes
smaller, minus values (--) are entered.
6682
000.10--02 E
12.00
32/40, 40/45, 40/54, 48/60, 58/64
104/ 05
Table 2 contains the maximum deflection values and the measuring point
distances A. The maximum values apply to all cylinders with the engine
either cold or at operating temperature, either rigidly or flexibly coupled
(exceptions for the 32/40 engine - please see below). If the actual deflection values exceed the ones listed in the table, the crankshaft is to be realigned.
Please also note the following:
The difference of the TDC measurements of neighbouring cylinders should
not be larger than the maximum admissible crank web deflection.
Engine type
Web deflection in 1/100 mm
Measuring point distance (A) in mm
32/40
14 1) 2)
460
40/45
13
460
40/54
18 1)
505
48/60
23 1)
580
58/64
23 1)
560
1) With the engine at operating temperature, negative values which are by 20% higher are admissible.
2) Valid for crank No. 1 (on coupling side) with rigid coupling, and for all other cranks optionally.
For crank No. 1 (on coupling side) maximum value -- 20, if connection to the driving flange is effected by flexible coupling.
Table 2. Permissible maximum web deflections (differences) and related measuring point distances
6682
000.10--02 E
12.00
32/40, 40/45, 40/54, 48/60, 58/64
105/ 05
Balance weight bolts

Checking
020.01

Brief description
Bolted connections which are tightened by means of hydraulic tensioning
tools must, according to the maintenance schedule, be checked for correct
tension.
Establishment and evaluation of loosening pressure and
tensioning of the connection at nominal pressure.
Safety requirements
- Engine shut--down
- Engine secured against starting
Quant Denomination
No.
Availability
2 Thrust pad
030.243
Standard
009.338
Optional
009.320
Standard
009.306
Standard
009.097
Standard
1 Tommy bar 10
000.263
Standard
Related work cards
Work card
Work card
Work card
000.30
000.32
009.01
009.03
Preliminary remarks
Within the scope of this work, the pressure required for loosening the nuts
is established. This pressure is then compared with the specified
tensioning pressure. After that, the screw connections are tensioned at the
specified tensioning pressure.
6629
020.01--01 E
11.97
L 32/40
101/ 02
Operating sequence 1 -- Check the balance weight bolts
Starting condition
Crankcase opened, with crankshaft turned to a position in which balance

weight faces the crankcase door.
Steps
1. Clean the threads of stud bolts (2).

2. Mount hydraulic tensioning tools on both stud bolts, taking care of
centerings.
that pistons have been fully reset.
Once the tensioning tools have been mounted, the crankshaft must
not be turned any more.
3. Turn the tensioning cylinder (009.097) by 250E back.
4. Connect high-pressure hoses (009.306) to tensioning cylinder and
high--pressure pump (009.338).
009.03), and close
5. Switch on the high-pressure pump (see work card 009.03
the gap between the thrust pad (030.243) and balance weight (1)
produced by turning back.
loosened. Note down the force required for loosening and compare it
with the tensioning pressure.
max. 5% above the tensioning pressure (see work cards 000.30 and
000.33).
000.33
7. Adjust the high--pressure pump to the specified tensioning pressure
and retighten both the nuts.
009.01
1 Balance weight
2 Stud bolt
3 Crankcase
4 Nut
Figure 1. Hydraulic tensioning tools, as mounted.
6629
020.01--01 E
11.97
L 32/40
102/ 02
Oil bore of the crankshaft

Blocking
020.02

Ensure correct execution of work,
enable emergency operation.
Brief description
Should it be necessary in case of emergency, to continue engine operation
although one piston/connecting rod assembly has been removed, the oil
bores in the respective crankpin are to be blocked.
proper mounting
and, if necessary,
dismounting.
Safety requirements
- Engine shut--down
Quant Denomination
No.
Availability
1 Blocking tool
020.050
Standard
1 Threaded rod
020.050--1
Standard
2 Sealing plug
020.050--5
Standard
1 Screw driver 0.8x5.5
000.391
Standard
000.243
Standard
Related work cards
Work card
Work card
Work card
030.05
112.01
200.01
Preliminary remarks
It may become necessary in case of emergency to continue engine
operation although one piston/connecting rod assembly has been
removed. To keep the oil circulating and thereby ensure lubrication of other
engine components, the oil bore in the crankpin has to be blocked.
Attention! Engine operation with a piston/connecting rod unit
removed should only be continued in a real case of emergency, and
6629
020.02--01 E
07.97
32/40
101/ 02
at reduced output and speed. Please refer to the detailed description

given in the operating instruction manual, Section 3.6.
Operating sequence 1 - Block the oil bore
Starting condition
Piston with connecting rod, big end bearing and pushrod removed.
Steps
1. Slip one screw plug (020.050-5) onto threaded rod (020.050-1) and
insert it in the oil bore (3).
2. Slip the second screw plug onto threaded rod, screw on the castle
nut (4), tighten it and secure it with split pin (5).
3. Mount the complete cylinder head, do not insert pushrods. Put inlet
and exhaust cam follower out of operation (lock them in postion
outside the cam area), block the lube oil bores.
4. Put the injection pump of the relevant cylinder out of operation (move
the control rod to zero admission and fix it by means of clamp; refer
200.01).
to work card 200.01
5. Block the oil pipe to the rocker arm lubrication.
6. Block the starting air pipe of the cylinder that has been put out of
operation.
1
2
3
4
5
O-ring seal
Crankpin
Oil bore
Castle nut M8
Split pin
Figure 1. Blocking the oil bore in the crankpin (figure showing L 32/40)
6629
020.02--01 E
07.97
32/40
102/ 02
Gear wheel on the crankshaft

Removing and Installing
020.03

Check state/wear condition of components,
Brief description
If damage should be found on the gear wheel on the crankshaft, the gear
rim is to be replaced or renewed.
removal of components,
installation of components.
Quant Denomination
No.
Availability
1 Torque wrench
008.017
Standard
2 Shackle A0.6
002.452
Standard
1 Adapter 12.5x20
001.927
Standard
1 Extension piece 12.5x250
001.912
Standard
1 Screw driver insert 17x12.5
001.859
Standard
1 Socket wrench insert 30x12.5
001.759
Standard
1 Ratchet
001.521
Standard
2 Eye bolt M12
000.142
Standard
--
Inventory
4 Threaded rod M22/22
--
Inventory
2 Wood (for placing underneath)
--
Inventory
1 Lubricant (containing molybdenum disulphide)
--
Inventory
Related work cards
Work card
Work card
Work card
000.30
000.32
100.01
Technical data
Term
Information
Crankshaft gear wheel
6629
020.03--01 E
10.97
66 kg
L 32/40
101/ 05
Preliminary remarks
The maintenance schedule also specifies visual inspection of the gear
wheels of the camshaft drive.
In case of marine engines it is recommended to have overhaul work on the
camshaft drive done in a service base (ships safety/intricacy of the job).
Operating sequence 1 -- Disassemble the crankshaft gear wheel
Starting condition
Covering at the coupling end and crankshaft outboard bearing dismantled.

Markings on the gear wheels coincide (see Figure 4).
Steps
1. Loosen and screw out the hexagon head bolts (27).

2. Screw four threaded rods (29) through crankshaft gear wheel (23)
into crankshaft (22).
3. Pull the crankshaft gear wheel forward until it is out of the crankcase.
Support the crankshaft gear wheel on a wooden block.
21 Flywheel
22 Crankshaft
23 Crankshaft gear wheel
26 Cylindrical pin
27 Hexagon head bolt
28 Rope
29 Threaded rod
30 Wood block
Figure 1. Position of crankshaft gear wheel (left)/crankshaft gear wheel pulled forward out of the crankcase (right)
4. Screw two ring bolts (000.142) into upper part of gear wheel (24).
5. Attach ropes (28) to ring bolts by means of shackle (002.452) and
suspend from lifting tackle.
6. Loosen and screw out the hexagon socket bolts (32).
7. Screw out the two upper threaded rods.
6629
020.03--01 E
10.97
L 32/40
102/ 05
22 Crankshaft
24 Gear wheel upper part
25 Gear wheel lower part
28 Rope
29 Threaded rod
30 Wood block
31 Cylindrical pin
32 Hexagon socket bolt
Figure 2. Suspending the gear wheel upper part and lifting the gear wheel lower part
8. Lift the upper part of gear wheel, remove over the crankshaft and put
on appropriate support.
Important! Do not put down gear wheel upper part on cylindrical
pins (31).
9. Separate shackle from ring bolts and remove it from ropes.
10. Sling ropes around lower part of gear wheel (25) and suspend from
lifting tackle.
11. Screw out the lower threaded rods.
12. Lift the gear wheel lower part, replace the wooden block by wooden
pad, lower the gear wheel lower part onto this pad, and pull it out
underneath the crankshaft.
13. Remove the ropes, put the gear wheel lower part onto appropriate
support.
Attention! Only turn the running gear when rocker arm casings
have been completely removed because otherwise the opened
valves may suffer damage by upward movement of the piston
(movement of crankshaft no longer synchronised with camshaft/s).
Operating sequence 2 -- Install the crankshaft gear wheel
Starting condition
Damaged crankshaft gear wheel has been replaced by a new one. The
supporting and contacting faces on the crankshaft gear wheel, and the
joint faces between the gear wheel upper and lower parts have been
cleaned. Markings on the gear wheels coincide (see Figure 4).
Steps
1. Sling two ropes (28) around gear wheel lower part (25), suspend from
lifting tackle, push underneath the crankshaft (22) on a wooden
support, and lift. Push the wood block (30) underneath gear wheel
lower part to support it. Take off the ropes.
Tip! Prior to mounting the gear wheel lower part, note the position of
bores for the cylindrical pins (31).
2. Screw two threaded rods (29) through the gear wheel lower part into
the crankshaft.
6629
020.03--01 E
10.97
L 32/40
103/ 05
3. Screw ring bolts (000.142) into gear wheel upper part (24), attach
ropes to ring bolts by means of shackle (002.452), and suspend from
lifting tackle.
4. Lift gear wheel upper part over the crankshaft and place onto the
gear wheel lower part, paying attention to the cylindrical pins/bores.
1-4 Marking the order of

tightening
31 Cylindrical pin
KS Coupling end
Figure 3. Order of tightening the radial fixing bolts
23
33
34
35
Crankshaft gear wheel

Camshaft gear wheel
Spur wheel (idler gear)
Double spur wheel
(idler gear)
M Marking
Figure 4. Marking on the gear wheels
5. Apply MoS2 Lubricant onto threads and contact faces of hexagon

socket bolts (32), screw the bolts home and tighten to the specified
000.30); for order, refer to Figure 3.
torque (see work card 000.30
6. Screw the upper threaded rods through gear wheel upper part into
crankshaft.
7. Detach ropes from lifting tackle, detach shackle from ring bolts and
screw the ring bolts out of the gear wheel upper part.
8. Push the crankshaft gear wheel (23) into crankcase until it contacts
the crankshaft, taking due note of the shoulder on the crankshaft and
the position of the bores for the cylindrical pins (26).
6629
020.03--01 E
10.97
L 32/40
104/ 05
Attention! Verify that the markings (M) of the gear wheels of the
camshaft drive coincide (refer to Figure 4).
9. Screw off and remove the threaded rods.
10. Apply MoS2 lubricant to the threads and contact faces of hexagon
head bots (27), screw the bolts home and tighten them to the
000.30); for order, refer to Figure 5.
specified torque (see work card 000.30
11. Mount the crankshaft outboard bearing and the covering at the free
071.01).
end (refer to work cards 021.04 and 071.01

tightening
22 Crankshaft
Figure 5. Order of tightening the axial fixing bolts
6629
020.03--01 E
10.97
L 32/40
105/ 05
Coupling bolts
Checking
020.04

ensure operational reliability of bolted connections.
Brief description
Coupling bolts are to be checked at regular intervals for tight fit. Where
connections are found to have loosened, the cause is to be found.
The work includes:
checking bolted connections.
Quant Denomination
No.
Availability
000.002
Standard
--
Inventory
Related work cards
Work card
Work card
Work card
000.32
Preliminary remarks
The maintenance schedule also specifies that the coupling bolts are
checked for tight fit. Where connections are found to have loosened, the
cause is to be found (inadvertent tightening, overloading and the like).
Operating sequence 1 - Check the coupling bolts
Starting condition
Coupling (1) at the coupling end dismounted.
Steps
1. Verify that the coupling bolts are properly tight and the torque is as
specified (see the flywheel arrangement drawing of the respective
system); retighten the hexagon nuts (7) if required.
Tip! When checking the coupling bolts and/or retightening them, hold
the hexagon nuts (9) in position using open-jaw wrench.
2. When mounting the coupling (1) make sure that MoS2 lubricant has
been applied to the threads and contact faces of hexagon head bolts
(10), that they are screwed in and tightened to the specified torque
6629
020.04--01 E
07.97
32/40
101/ 02
(refer to the flywheel arrangement drawing of the respective system)

and that washers (11) have been placed between the hexagon head
bolts and the coupling.
1
2
3
4
5
6
7
8
9
10
11
Coupling
Flywheel
Hexagon socket bolt
Crankshaft
Covering
Oil pipe
Hexagon nut
Coupling bolt
Hexagon nut
Hexagon head bolt
Washer
Figure 1. Connection between crankshaft, flywheel and coupling
6629
020.04--01 E
07.97
32/40
102/ 02
Balance weight
020.05

Brief description
Removal of a balance weight does not belong to the usual maintenance
work. This will only be necessary in special cases, e.g. if the engine has
to be operated under emergency conditions with the running gear
removed.
Safety requirements
- Engine shut--down
Numb Qualification
Time requ
1 Technical assistant
1 Assistant
Quant Denomination
No.
Availability
2 Wire rope
030.255
Optional
2 Thrust pad
030.243
Standard
009.338
Optional
009.320
Standard
009.097
Standard
009.306
Standard
1 Measuring device
009.121
Standard
1 Bolt extractor
009.089
Optional
1 Ratchet
008.023
Standard
1 Torque wrench
008.017
Standard
1 Ratchet hoist
002.552
Optional
2 Shackle A0.6
002.452
Standard
6629
020.05--01 E
06.98
L 32/40
101/ 05
Quant Denomination
No.
Availability
1 Tommy bar 10
000.263
Standard
2 Eye bolt M12
000.142
Standard
1 Socket wrench (set)
--
Standard
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
000.30
009.03
009.06
Technical details
Term
Information
Balance weight
1 Balance weight
2 Stud
3 Crankcase
87 kg
4 Nut
7 Crank web
8 Tap hole
Figure 1. Opened crankcase
6629
020.05--01 E
06.98
L 32/40
102/ 05
Operating sequence 1 -- Removal of the blance weight
The crankcase is open, the crankshaft has been turned in such a way that
the balance weight points towards the crankcase opening.
Starting condition
1. Clean the thread of the stud (2).

2. Mount the hydraulic tensioning tools (009.097) on both studs, paying
attention to the centring (refer to Figure 2).
Steps
Attention! Prior to mounting the hydraulic tensioning tools,

ensure that the pistons have been pressed in completely. Once the
tensioning tools have been attached, the crankshaft must not be
turned any more.
1 Balance weight
2 Stud
3 Crankcase
4 Nut
Figure 2. Attachment of the tensioning tools
3. Turn the tensioning tools back by 250 .

4. Connect the high--pressure hoses (009.306) to the tensioning tools
and high--pressure pump (009.338) and/or hydraulic hand pump
(009.320).
5. Switch on the high--pressure pump and/or the hydraulic hand pump
009.03) and close the gap between the thrust pad
(030.243) and the balance weight (1) which has been produced by
turning back.
6. Pump up the tensioning tools until the nuts (4) can be loosened.
Note down the loosening pressure and compare with the specified
Attention! The pressure exerted during this process may be max.
7% below resp. 5% above the specified tensioning pressure (see
000.33).
work cards 000.30 and 000.33
7. Turn the nuts back.
Important! Do not screw the nuts (4) off.
9. Turn the running gear to TDC and screw two eye bolts (000.142)
laterally into the tap holes (8) on the balance weight (refer to
Figures 1 and 4).
6629
020.05--01 E
06.98
L 32/40
103/ 05
1 Balance weight
2 Stud
Figure 3. Pulling out and inserting the studs on the balance weight
10. Attach the balance weight to the ratchet hoist (030.255) and lifting
tackle by means of ropes and tighten the ropes.
11. Screw off one nut (4) and loosen the stud (2) using the bolt extractor
(009.089) and screw it out (refer to Figure 3).
Remove the second nut and stud the same way.
12. Lower the balance weight evenly until parallel pin (6) and clamping
sleeve (5) become free.
13. Carefully pull the balance weight out of the crankcase by alternately
slackening and tightening the ratchet hoist and/or the lifting tackle
(refer to Figure 4).
Important! Note that the clamping sleeve (5) and the parallel pin (6)
have been inserted in the balance weight and do not remain in the crank
web (7).
1 Balance weight
2 Stud
3 Crankcase
4 Nut
5 Clamping sleeve
6 Parallel pin
Figure 4. Removal and installation of the balance weight
6629
020.05--01 E
06.98
L 32/40
104/ 05
Operating sequence 2 -- Installation of the balance weight
For the installation of the balance weight, proceed in the reverse order
followed for removal, paying attention to the following points:
1. Prior to installation, note the position of the clamping sleeve (5).
2. Apply MoS2 lubricant to the threads of the studs (2) and screw them
000.30).
in to the specified screw--in torque (see work card 000.30
3. Screw on the nuts (4) and tighten them by means of the tommy bar
(000.263).
4. Check that the gap at the joint between the crank web (7) and the
balance weight (1) is of the same size on both sides.
5. Attach the measuring device (009.121) to the tensioning tool (see
009.06).
work card 009.06
6. Mount the tensioning tools to the two balance weight bolts, paying
attention to the centring.
7. Connect the high--pressure hoses (009.306) to the tensioning tools
and high--pressure pump (009.338) and/or to the hydraulic hand
pump (009.320).
8. Switch on the high--pressure pump and/or the hydraulic hand pump
009.03) and tension the balance weight bolts applying
a pressure of 50 bar, set the dial gauge to Zero.
9. Tension the balance weight bolts applying the specified final pressure
000.30) and tighten both nuts hand--tight Release the
pressure.
10. Tension the balance weight bolts again applying a pressure of 50 bar.
Read the bolt elongation DI on the dial gauge and compare it with the
000.30).
specified value (see work card 000.30
Important! Tighten the balance weight bolts to the specified
tensioning pressure, not to bolt elongation DI . The indication of the
elongation only serves as a means of verification. In case of more
significant deviations, repeat the tensioning process and check the
measuring devices resp. the pressure gauge .
11. Release the pressure and dismantle the tensioning tools. Remove
the eye bolts from the balance weight.
6629
020.05--01 E
06.98
L 32/40
105/ 05
Main bearing/
Thrust bearing/Flange bearing
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
021--03 E
05.98
101/ 01
Main bearing cap

with lower bearing shell
Lowering and checking
021.01

ensure operational reliability of bearings.
Brief description
Bearing shells are to be checked at regular intervals. Usually, only the
loaded bearing shell is checked. From wear condition and appearance of
the bearing shell running surface, conclusions can be drawn on the load
conditions, the lube oil care etc.
dismantling the cross tierods,
lowering the bearing cap,
checking the bearing shell and
restoring the initial condition.
Numb Qualification
Time requ
1 Assistant
Qty Denomination
No.
Availability
1 Lifting/lowering device
021.235
Standard
2 Support
021.238
Standard
2 Guide tube
021.237
Standard
1 Cross tie
021.236
Standard
1 Guide tube
021.032
Standard
1 Scissor--type jack
009.085
Standard
1 Ratchet
008.023
Standard
000.454
Standard
1 Tommy bar 10
000.263
Standard
4 Tommy bar 8
000.262
Standard
1 Open--jaw and ring wrench (set)
--
Standard
--
Inventory
6629
021.01--01 E
11.98
L 32/40
101/ 04
Related work cards
Work card
Work card
Work card
000.10
000.11
012.02
Technical details
Term
Information
Main bearing cap
118 kg
Operating sequence 1 -- Check the lower main bearing shell
Starting condition
Main bearing bolts and cross tierods unloaded. Running gear turned to a
position permitting easy access to the main bearing cap. Foot board
(special tool) placed in oil sump and/or oil sump cleaned using appropriate
means. Temperature sensor (if fitted) removed.
5
9
10
11
12
Crankcase
Cross tierod
Nut
Ring
O-ring seal
Figure 1. Illustration of the cross tierod
Steps
1. Screw nuts (10) off the cross tierods (9), take off rings (11) and Oring seals (12).
2. Screw out and remove both cross tierods.
3. Screw guide tubes (021.237) into main bearing bolts (16), handtight.
4. Put the cross tie (021.236) into oil sump (17), push it under the guide
tubes, lift and fix it by inserting one tommy bar (000.262) each into
the lower bore (4) of the guide tubes.
5. Place two supports (021.238) onto the cross tie and fasten them in
the crankcase by turning the hexagon nuts (18). The cross tie is
thereby forced against the tommy bars.
6. Slide the scissor--type jack (009.085) into the groove on the cross tie
and insert the catch (20) in the cross tie. Turn the scissor--type jack
up until it contacts the main bearing cap (7) and fasten it by means of
two hexagon bolts (15).
7. Screw off the nuts (14) and lower onto cross tie.
8. Insert two further tommy bars into bores (2) of the guide tubes. Using
the scissor-type jack, pull the main bearing cap down onto these
tommy bars.
6629
021.01--01 E
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L 32/40
102/ 04
Important! If the engine is at operating temperature, it may

become necessary to unload the cross tierods of the neighbouring main
bearings.
Attention! Do not dismantle the main bearing shell for the check
to avoid that the matching condition is disturbed, if possible.
9. Carefully clean the running surface of the main bearing shell (8),
taking care not to damage it.
10. Check the condition of the running surface (see work card 000.11).
000.11
Important! Replace main bearing shells that have been damaged
or heavily scored by dirt particles. Insert a new main bearing shell in the
main bearing cap, taking care of bearing shell fixing (back of bearing shell
oil-dry). The new main bearing shells supplied are ready to be installed,
they must not be scraped or touched up in any other way. The bearing
points are numbered. If new main bearing shells are installed, this
marking is to be transferred to the new shells.
11. Thoroughly oil the running surface of the main bearing shell (8).
12. Lift the main bearing cap (7) by means of the scissor-type jack, taking
care that the cap is not tilted; if necessary, slightly loosen the
hexagon head bolts (15) to allow the main bearing cap to align.
13. Screw nuts (14) onto the main bearing bolts (16), hand-tight, down to
contact with the main bearing cap.
14. Remove the complete lifting/lowering device.
15. Apply MoS2 lubricant to the screwing-in thread of the cross tierods (9)
and screw into main bearing cap, hand-tight, down to contact.
16. Put the O-ring seals (12) and rings (11) over the cross tierods, screw
nuts (10) down to contact, hand-tight.
17. Load the main bearing bolts and cross tierods (refer to work card
012.02).
012.02
1-4
5
6
7
8
Marking the bores in the

guide tube
Crankcase
Crankshaft
Main bearing cap
Lower main bearing shell
9
10
11
12
13
14
Cross tierod
Nut
Ring
O-ring seal
Ratchet
Nut

M12x45
16 Main bearing bolt
17 Oil sump
18 Hexagon nut M24x2
20 Catch
Figure 2. Main bearing with attached lifting/lowering device
Attention! In case the cross tierods of neighbouring main

bearings have bee unloaded, first load the main bearing bolts and
6629
021.01--01 E
11.98
L 32/40
103/ 04
cross tierods of the main bearing that has been checked, and then
the cross tierods of the neighbouring main bearings.
18. Check the main bearing clearance using thickness gauges (000.454)
(see Section 1), introducing the feeler gauges approx. 10 mm deep,
from the coupling end and free engine end.
000.10) and
19. Measure the crank web deflection (refer to work card 000.10
enter in engine operating record.
20. Take the foot board (if one was used) out of the oil sump.
21. Mount the temperature sensor (if applicable).
Attention! For the running-in of new main bearing shells,
observe the relevant instructions in Section 3 of the engine
operating manual.
5 Crankcase
7 Main bearing cap
8 Lower main bearing
shell
14 Nut
19 Fixing pin
20 Catch
Figure 3. Main bearing cap lowered for checking the main bearing shell
6629
021.01--01 E
11.98
L 32/40
104/ 04

021.02

Brief description
The upper main bearing shell is to be removed and checked if damage or
pronounced scoring by dirt particles was found on the lower main bearing
shell during checking.
The work includes:
checking the bearing shell.
Quant Denomination
No.
Availability
1 Centring template
021.234
Standard
1 Turning stone
021.233
Standard
1 Turning stone
021.232
Standard
1 Eye bolt M6
000.023
Standard
Related work cards
Work card
Work card
000.11
021.01
Work card
Technical details
Term
Information
2.5 kg
Operating sequence 1 -- Check the main bearing shell (removal/reinstallation)
Starting condition
Main bearing cap lowered, lower main bearing shell removed.
Steps
1. Insert the turning stone (021.232) into the oil bore of the crankshaft
(6), turn the crankshaft somewhat if necessary.
Attention! The turning stone must fully contact the crankshaft.
6629
021.02--01 E
10.97
L 32/40
101/ 03
2. Carefully turn out the upper main bearing shell (20), be careful not to
damage it (see Figure 1).
Attention! Pay attention to the position of the bearing shell
fixation (bent up lug). The crankshaft must be turned in such a way
that the fixation comes free. It must not be pulled into the bearing
casing.
3. Pull out the turning stone, using the eye bolt (000.023).
4. Carefully clean the running surface of the main bearing shell, taking
care not to damage it.
5. Check the condition of the running surface (refer to work card
000.11).
000.11
Steps (Part 2 -- Installation)
Important! Replace damaged or worn main bearing shells.

New main bearing shells are delivered ready for installation and must not
be rescraped or machined in any other way. The bearing points are
numbered (refer to operating manual, Section 5). In case new main
bearing shells are installed, these markings are to be transferred
accordingly.
6. Place the centring template (021.234) against the crankcase (5). The
centring bolt of the centring template should for this purpose be
inserted into the bore provided for fixing the main bearing cap
(centring template is held by magnetic force).
7. Thoroughly lubricate the running surface of the main bearing shell
(20) with oil (back of the main bearing shell to remain dry).
5
6
16
20
21
Crankcase
Crankshaft
Main bearing bolt
Main bearing shell
O--ring seal
Figure 1. Removing the upper main bearing shell
8. Place the main bearing shell against the centring template and push it
in by hand as far as possible.
Important! Pay attention to the position of the bearing shell fixation
prior to pushing in.
9. Turn the crankshaft (6) until the turning stone (021.233) can be
inserted into the oil bore of the crankshaft through one of the bores in
the main bearing shell.
Attention! To avoid deformation of the thin main bearing shell in
the process of turning it in, place the turning stone as closely as
possible to the joint of the main bearing.
6629
021.02--01 E
10.97
L 32/40
102/ 03
10. Turn in the main bearing shell in several steps (corresponding to pitch
of bore holes). This is done by pulling out the turning stone after the
first turning step, turning the crankshaft back by one pitch of bore
holes and reinserting the turning stone. Repeat this step up to the last
bore.
11. Turn the crankshaft back until the lube oil bore comes free.
12. Insert the turning stone (021.232) directly into the oil bore of the
crankshaft and turn the main bearing shell in completely.
Important! Make sure that the joint faces of bearing shells are in
uniform end position.
13. Remove the centring template and pull out the turning stone by
means of the eye bolt (000.023).
14. Mount the main bearing cap with the lower main bearing shell (refer
to work card 021.01).
021.01
Attention! For the running- in of new main bearing shells, refer
to the engine operating manual, Section 3.4.
5
6
16
20
Crankcase
Crankshaft
Main bearing bolt
Main bearing shell
Figure 2. Installing the upper main bearing shell
6629
021.02--01 E
10.97
L 32/40
103/ 03
Main thrust bearing

Measuring end play/
checking locating bearing rings
021.03

Carry out work in time according to maintenance plan,
measure components,
Brief description
The end play as well as the locating bearing rings are to be checked at
regular intervals.
Quant Denomination
No.
Availability
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
001.911
Standard
001.755
Standard
1 Crow bar
001.391
Standard
000.451
Standard
1 Magnetic post
--
Inventory
1 Dial gauge
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
000.11
Technical details
Term
Information
Locating bearing ring
6629
021.03--01 E
08.97
3.0 kg
32/40
101/ 03
Operating sequence 1 - Measure the crankshaft axial play
Steps
1. Use crow bar (001.391) to shift the crankshaft in one coaxial direction
up to the stop.
Attention! Using a hydraulic press with support between
crankcase side and balance weight is strictly prohibited.
2. Mount a dial gauge on the magnetic post, attach the magnetic post
and place the dial gauge on the coupling flange or any other easily
accessible point. Set the dial gauge to ZERO.
3. Shift the crankshaft axially in the opposite direction up to the stop.
During this process, the distance is measured by means of the dial
gauge.
4. Note down the end play and compare it with the admissible play
(refer to engine operating manual, Section 2.5). Enter this end play in
the engine operating records.
Important! If the admissible play is exceeded, the crankshaft
locating bearing rings have to be removed and checked (see operating
sequence 2).
5. Remove the magnetic post and the dial gauge.
Operating sequence 2 - Check the crankshaft locating bearing rings
Starting condition
Crankcase door removed.
Steps
1. Use appropriate means to fix the crankshaft (4) in axial position such
that the crankshaft locating bearing rings (2) are accessible.
2. Dismantle one stop (6), refer to Figure 1.
2 Crankshaft locating
bearing ring
5 Hexagon head bolt
6 Stop
A Control dimension
= 1.0 mm
(Distance between
locating bearing ring
and stop
Figure 1. Securing the crankshaft locating bearing ring
Attention! Take care that crankshaft locating bearing rings

cannot drop out.
3. Turn out both locating bearing rings in the direction of rotation.
Attention! Do not turn the crankshaft.
4. Carefully clean the crankshaft locating bearing rings, taking care not
to damage them.
5. Check the condition of the running surfaces (refer to work card
000.11).
000.11
6. Slightly oil the crankshaft locating bearing rings (2).
7. Apply MoS2 lubricant to the threads and contact surfaces of
hexagonal head bolts (5).
8. Tunr in the crankshaft locating bearing rings, mount the stop (6) and
screw down the hexagonal head bolts hand-tight.
Important! Watch the control dimension A on both sides.
See Figure 1.
6629
021.03--01 E
08.97
32/40
102/ 03
9. Tighten the hexagon head bolts to the specified torque (refer to work
000.30).
card 000.30
10. Remove the axial fixation of the crankshaft (refer to point 1).
11. Measure the crankshaft axial play (refer to operating sequence 1)
and enter in the engine operating records.
12. Mount the crankcase door.
1 Bearing casing
2 Crankshaft locating bearing
ring
3 Crankcase
4 Crankshaft
5 Hexagon head bolt

6 Stop
Figure 2. Axial fixation of the crankshaft (locating bearing)
6629
021.03--01 E
08.97
32/40
103/ 03
Main flange bearing/Bearing shells

Removing, attaching, checking
021.04

Brief description
The main bearing shells on the main outer bearing are to be checked at
regular intervals.
Checking bearing shells,
removing components,
attaching components.
Quant Denomination
No.
Availability
1 Guide tube (V--type engine)
021.258
Standard
1 Guide tube
021.032
Standard
1 Torque wrench
008.017
Standard
1 Adapter 20x12.5
001.923
Standard
001.911
Standard
1 Cross handle
001.891
Standard
2 Socket wrench insert 36x20
001.771
Standard
000.454
Standard
1 Open--jaw and ring spanner (set)
--
Standard
--
Inventory
1 Hexagon nut M10
--
Inventory
--
Inventory
--
Inventory
Related work cards
6629
021.04--01 E
Work card
Work card
Work card
000.10
000.11
000.30
07.97
32/40
101/ 05
Technical details
Term
Information
Flange bearing, compl.
165 kg
Flange bearing, upper part
77 kg
Flange bearing, lower part
76.5 kg
3.0 kg
2.5 kg
Operating sequence 1 - Check the main bearing shells
Starting condition
29
30
31
32
35
Crankcase door and covering at coupling end removed, flywheel and

coupling propped, temperature sensors (if fitted) removed.
Coupling bolt
Crankshaft
Hexagon head bolt
Flange bearing
36
37
38
39
40
Hexagon head bolt

Rope
Hexagon head bolt
Hexagon nut
Wooden block
41
42
43
44
Cylindrical pin
Covering
Taper pin
Figure 1. Crankshaft outboard bearing
Steps (part 1) Checking the bearing shells
6629
021.04--01 E
1. Extract four taper pins (43).

2. Screw out hexagon head bolts (31).
3. Clean and oil the crankshaft surface.
07.97
32/40
102/ 05
4. Pull the flange bearing (32) forward and support it on wooden block
(40); see Figure 1.
5. Loosen the hexagon nuts (39) and screw them off, dismantle the
hexagon head bolts (36 and 38).
6. Attach the flange bearing upper part (33) to lifting tackle by means of
rope (37), lift it, remove it over the crankshaft (30) and place it on a
wooden pad. Remove the rope.
Attention! When dismounting the flange bearing upper part take
care that the main bearing shell does not drop out and suffer
damage.
7. Attach the flange bearing lower part (34) to lifting tackle by means of
ropes, tension the ropes, remove the wooden pad and lower the
flange bearing lower part.
1 - 4 Marking the order of

tightening
32 Flange bearing
39 Hexagon nut
KS Coupling end
Figure 2. Order of tightening the radial fixing bolts
8. Carefully clean the running surface of the bearing shells (35 and 44),
taking care not to damage them.
9. Check the condition of the running surfaces (refer to work card
000.11).
000.11
Attention! Do not remove main bearing shells for the check,
because this would necessitate new matching.
Replacing bearing shells
Damaged or worn out main bearing shells to be taken out of flange

bearing upper and/or lower part, and insert new ones (back side of main
bearing shell to be dry), taking care of bearing shell fixation.
Important! New main bearing shells come supplied ready for
installation, scraping or any other touching up is not permitted. The
bearing points are numbered (refer to engine operating instructions,
Section 5). Where new main bearing shells are installed, the marking is to
be transferred to these.
10. Clean and oil the journals of crankshaft (30).
11. Thoroughly lubricate the running surface of the lower main bearing
shell (44) with oil.
12. Lift the flange bearing lower part (34) and slide the wooden pad (40)
under neath the flange bearing lower part to prop it. Remove the
ropes.
13. Suspend flange bearing upper part (33) from lifting tackle by means
of rope (37).
14. Thoroughly lubricate the upper main bearing shell (35) with oil.
Steps (part 2) Assembling the main

enter bearing
6629
021.04--01 E
07.97
32/40
103/ 05
15. Lift the flange bearing upper part, move it over the crankshaft and
place it on the flange bearing lower part, taking care of cylindrical pins
(41).
Attention! When mounting the flange bearing upper part be
careful that the main bearing shell does not drop out and suffer
damage.
16. Introduce hexagon head bolts (36 and 38) in bore holes.
17. Apply MoS2 lubricant to the threads and contact surfaces of hexagon
nuts (39), screw the nuts onto the hexagon head bolts hand-tight, and
000.30); for order of
load to the specified torque (see work card 000.30
tightening, see Figure 2.
18. Push the flange bearing (32) in the direction of the crankcase until it
contacts the covering (42), taking note of the bore holes for taper
pins (43).
19. Apply MoS2 lubricant to the threads and contact surfaces of hexagon
head bolts (31), and screw the bolts down gently.
20. Press four taper pins (43) into bore holes.
21. Tighten hexagon head bolts to specified torque (refer to work card
000.30); for order of tightening, see Figure 3.
000.30
22. Check the crankshaft bearing clearance with thickness gauges
(000.454) - refer to engine operating manual, Section 2.5 - Introduce
thickness gauges approx. 10 mm deep from the coupling end and
free end.
000.10) and enter
23. Measure the crank web deflection (see work card 000.10
in the engine operating logs.
24. Mount the temperature sensors (if fitted).
25. Mount the crankcase door and covering at the coupling end.
Attention! For running in of new main bearing shells, see
Section 3.

tightening
33 Flange bearing upper
part
34 Flange bearing lower
part
43 Taper pin
Figure 3. Order of tightening the axial fixing bolts
Operating sequence 2 - Dismantle the flange bearing
Starting condition
Crankcase door and covering at the coupling end removed, flywheel and
coupling propped, temperature sensors (if fitted) removed.
Steps
1. Disassemble the flange bearing (32) - refer to operating sequence 1,

points 1 to 6.
6629
021.04--01 E
07.97
32/40
104/ 05
2. Suspend flange bearing lower part (34) from lifting tackle by means of
ropes (37), tension the ropes, replace the wooden block by a flat
wooden pad, and lower the flange bearing lower part onto this pad.
3. Take the lower main bearing shell (44) out of the flange bearing lower
part.
4. Pull the flange bearing lower part out underneath the crankshaft (30),
and put it down on a second pad.
Operating sequence 3 - Install the flange bearing
Starting condition
Contact surface on the covering and flange bearing, and joint between
flange bearing upper and lower part cleaned.
Steps
1. Put the flange bearing lower part (34) onto wooden pad and slide it
underneath the crankshaft (30).
2. Place the lower main bearing shell (44) in flange bearing lower part
(back of the bearing shell to be dry), taking note of the bearing shell
fixation.
3. Mount the flange bearing (32) - refer to operating sequence 1, points
10 to 25.
6629
021.04--01 E
07.97
32/40
105/ 05
Main bearing cap

021.05

Brief description
Main bearing caps are not to be removed during usual maintenance work.
However, where overheating is suspected or in case of serious damage of
the bearing cap, removal may become necessary.
Safety requirements
- Driving shaft secured against turning
Quant Denomination
No.
Availability
1 Lifting/lowering device
021.235
Standard
2 Guide tube
021.237
Standard
4 Support
021.239
Optional
2 Support
021.240
Optional
1 Protection sheet
021.244
Optional
1 Butt strap
021.241
Optional
2 Wire rope
021.242
Optional
1 Support
021.243
Optional
4 Shackle A0.6
002.452
Standard
1 Shackle A1.0
002.453
Standard
1 Suspension link
002.481
Optional
1 Ratchet hoist
002.552
Optional
1 Tommy bar 10
000.263
Standard
2 Tommy bar 8
000.262
Standard
000.454
Standard
2 Eye bolt M16
000.143
Standard
--
Standard
--
Inventory
6629
021.05--01 E
02.98
L 32/40
101/ 04
Related work cards
Work card
Work card
Work card
000.11
000.30
021.01
Technical details
Term
Information
Main bearing cap
118 kg
Operating sequence 1 -- Lowering and removing the main bearing cap
1
5
7
8
Bore
Crankcase
Main bearing cap

17 Oil sump
20 Balance weight
21 Crank pin
M12x30
Figure 1. Lowering the main bearing cap
Starting condition
6629
Tension of main bearing bolts and cross tierods released. Running gear
turned in such a way that the balance weight (20) is inclined upwards by
021.05--01 E
02.98
L 32/40
102/ 04
60 (Figure 1). Foot board (special tool) inserted in oil sump or oil sump
cleaned by appropriate means, to ensure safe footing.
Temperature sensor (if available) removed. Main bearing cap lowered
onto the bores (1) of the guide tubes (021.258). Lifting/lowering device
removed again (see work card 021.01).
021.01
Steps
1. Screw support (021.243) onto main bearing cap by means of

hexagon head bolts (23). Screw four supports (021.239) onto the
crankcase (5). Using one shackle (002.452) each, attach wire ropes
(021.242) to supports (refer to Figure 1/I).
2. Run wire ropes over rope pulleys of support and holders and, using
one shackle (002.452) each, attach them to the butt strap (021.241) refer to Figure 2.
3. Attach suspension link (002.481) to the butt strap by means of
shackle (002.453) and suspend ratchet hoist (002.552). Then
suspend ratchet hoist from appropriate suspension point in the
engine room (e.g. craneway).
4. Slightly lift the main bearing cap by means of the ratchet hoist and
pull the tommy bars out of the bores (1) of the guide tubes.
5. Using the ratchet hoist, lower the main bearing cap onto the oil sump
(17).
6. Insert the tommy bars into the bores (1) of the guide tubes and screw
them off the main bearing bolts (16).
Important! Do not pull out the tommy bars. The guide tubes
remain in the main bearing cap.
7. Remove the wire ropes and supports on the balance weight side
5 Crankcase
17 Oil sump
24 Hexagon nut M12
Figure 2. Lowering and shifting the main bearing
8. Shift the main bearing cap sidewards up to the centre of the next
crankcase opening (refer to Figure 2). Pull out the guide tubes by
means of tommy bars. Take off the main bearing shell.
6629
021.05--01 E
02.98
L 32/40
103/ 04
9. Turn the running gear in such a way that the balance weight is
inclined downwards by 45 (refer to Figure 3).
10. Screw the protection sheet (021.244) onto the big-end bearing cover
of the neighbouring connecting rod (refer to Figure 3).
Tip! The protection sheet serves as rope guide and to protect the
big-end bearing bolts from damage.
11. Screw one eye bolt (000.143) each into the main bearing cap and
attach wire ropes by means of shackle (002.452).
12. Using the ratchet hoist, suspend wire rope (X) from appropriate
suspension point in the engine room. Suspend wire rope (Y) from
crane on the balance weight side.
13. Slowly pull wire rope (Y) upwards by means of the crane, paying
attention that wire rope (X) is guided by the protection sheet
(021.244).
14. By simultaneously releasing the wire rope (X) and tightening the wire
rope (Y), slowly pull main bearing cap out of the crankcase opening.
Attention! Do not damage any other components while pulling
the main bearing cap out.
5 Crankcase
7 Main bearing cap
8 Lower main bearing
shell
20 Balance weight
M12x20
X Wire rope
Y Wire rope
Figure 3. Pulling out the main bearing cap
Operating sequence 2 -- Installing the main bearing cap
For installation, proceed in the reverse order followed for removal. The
last steps for lifting and tightening are to be carried out according to work
021.01. After completion of work, verify that all auxiliary means have
card 021.01
been removed and that no tool has been left in the oil sump.
6629
021.05--01 E
02.98
L 32/40
104/ 04
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
027--03 E
05.98
101/ 01

of the crankshaft
Dismounting and mounting
027.03

Brief description
Torsional vibration dampers are not to be dismounted within the scope of
usual maintenance work. This is only necessary in special cases, e.g. for
more extensive work on the crankshaft.
dismounting components,
mounting components.
Quant Denomination
No.
Availability
027.017
Optional
1 Screw--on plate
027.017--1
Optional
1 Suspension plate
027.017--7
Optional
2 Pipe
027.017--13
Optional
1 Torque wrench
008.017
Standard
1 Power amplifier
008.030
Standard
1 Shackle A2.0
002.455
Standard
1 Shackle A0.6
002.452
Standard
001.912
Standard
001.859
Standard
001.785
Standard
1 Ratchet
001.521
Standard
1 Eye bolt M30
000.157
Standard
1 Eye bolt M16
000.143
Standard
1 Eye bolt M10
000.141
Standard
--
Standard
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
027.01
6629
027.03--01 E
02.98
L 32/40
101/ 04
Technical details
Term
Information
950 -- 1500 kg
Gearwheel
71 kg
Cover
28 kg
Operating sequence 1 -- Dismount the gear wheel
Starting condition
Crankcase door and covering at the free engine end dismounted.
1 Crankshaft
2 Crankcase
3 Torsional vibration
damper
4 Stud bolt
5 Gear wheel
6 Nut
7 Hexagon head bolt
8 Cover
9 Hexagon socket screw
Figure 1. Torsional vibration damper
Steps
1. Screw the eye bolt (000.141) into the cover (8). Using the shackle
(002.452), attach the rope to the eye bolt and suspend the rope from
the lifting tackle.
2. Screw the hexagon head bolts (7) out and remove the cover. Put the
cover down onto an appropriate pad.
3. Turn the crankshaft (1) so that one of the two threaded bores on the
face of the gear wheel (5) is up.
4. Unscrew nuts (6) from stud bolts (4).
5. Screw the eye bolts (000.143) into the treaded bore, attach the rope
to the eye bolt by means of shackle (002.455), and suspend the rope
from the lifting tackle. Slightly tension the rope.
6629
027.03--01 E
02.98
L 32/40
102/ 04
6. Unsrew the hexagon socket screws (13) - refer to Figure 2 - and dismount the gear wheel. Put the gear wheel down onto an aprropriate
pad.
Operating sequence 2 -- Dismount the torsional vibration damper
1 Crankshaft
2 Crankcase
3 Torsional vibration damper

M16x100
M16x100

M24x50
Figure 2. Fitting/unfitting tool mounted in place
Steps
1. Turn the crankshaft (1) to a position in which the marking

Kurbel 1/Crank 1 on the torsional vibration damper (3) is up.
2. Mount the screw-on plate (027.017-1) on the crankshaft by means of
hexagon head bolts (14) - refer to Figures 2 and 3.
3. Put the tubes (027.017-13) onto the pins of the screw-on plate and
secure them by means of hexagon head bolts (12).
4. Slip the suspension plate (027.017-7) with its pins onto the pipe ends
and fasten it by means of hexagon head bolts (11).
5. Place an appropriate prop (10) under the suspension plate.
6. Screw the hexagon head bolts (12) down into the pins of the
screw-on plate until the tubes contact the torsional vibration damper.
7. Screw the hexagon socket screws (9) out.
8. Apply some oil to the tubes and pull the torsional vibration damper
forward. Refer to Figure 2.
9. Screw the eye bolt (000.156) down into the torsional vibration
damper. Using the shackle (002.455) attach the rope to the eye bolt
and suspend the rope from the lifting tackle.
10. Slightly lift the torsional vibration damper. Detach the prop and the
suspension plate.
6629
027.03--01 E
02.98
L 32/40
103/ 04
11. Using the lifting tackle, move the torsional vibration damper outwards
and put it down on an appropriate pad.

M16x100
M24x50
Figure 3. Screw-on and suspension plates
Operating sequence 3 -- Mount the torsional vibration damper and the gear wheel
For mounting the torsional vibration damper and the gear wheel, proceed
in the reverse order of dismounting, taking note of the following:
1. During the mounting process, take note of the centricity and marking
of the assembly: crankshaft - torsional vibration damper, and torsional
vibration damper - gear wheel.
2. Apply MoS2 lubricant to the threads and contact faces of stud bolts
(4) and nuts (6), screw the nuts down hand-tight and tighten them
000.30).
crosswise to the specified torque (refer to work card 000.30
3. Detach the complete fitting/unfitting tool.
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027.03--01 E
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L 32/40
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Connecting rod/Big-- end bearing
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
030--03 E
05.98
101/ 01
Con-- rod shank bolts

030.01

Brief description
Conrod shank bolts are to be checked at regular intervals by means of
tightening the connection at nominal pressure.
Safety requirements
Qty Designation
No.
Availability
2 Thrust pad
030.258
Standard
2 Nut
030.205
Standard
009.346
Standard
009.338
Optional
009.320
Standard
009.306
Standard
2 Measuring device
009.051
Standard
2 Angle piece
009.028
Standard
000.451
Standard
1 Tommy bar, 6 mm
000.261
Standard
Related work cards
6629
030.01--01 E
Work card
Work card
Work card
000.30
000.32
009.03
01.01
32/40
101/ 04
Operating sequence 1 -- Check the conrod shank bolts
Starting condition
Crankcase opened, piston/connection rod assembly of the respective

cylinder in BDC position.
Steps
1. Clean the threads of conrod shank bolts (8).

2. Mount hydraulic tensioning tools on conrod shank bolts (1 and 3) refer to Figure 1 .
Attention! Once the hydraulic tensioning tools have been
mounted, the running gear must not be turned.
3. Turn the tensioning tools (009.346) back by 290 .
4. Connect high-pressure hoses (009.306) to tensioning tools and
high-pressure pump (009.338) or hydraulic hand pump (001.320).
5. Switch on the high-pressure pump or the hydraulic hand pump(see
009.03) and close the gap between the thrust pad
work card 009.03
(030.258) and the tensioning tool resulting from the turning back.
cloosed.
Note down the force required for loosening and compare it with the
Attention! The pressure is allowed to be max. 7% below max. 5%
000.33).
above the tensioning pressure (see work cards 000.30 and 000.33
1 - 4 Order of tightening
5 Conrod shank
6 Big-end bearing
8 Conrod shank bolt

10 Balance weight
Figure 1. Working on the conrod shank bolts. On the right side of the figure - Placing of the tensioning tools/running gear
position. On the left side - Order of tightening (illustrtion shows L-type engine)
7. Adjust the specified tensioning pressure with the high-pressure pump

or by operating the hydraulic hand pump and retighten both the nuts.
9. Repeat the procedure (points 2 to 8) in the same way as on conrod
shank bolts (2 and 4).
6629
030.01--01 E
01.01
32/40
102/ 04
Operating sequence 2 -- Untighten the conrod shank bolts
Steps
1. Clean the threads of the conrod shank bolts (8).

2. Untighten the conrod shank bolts (1 and 3) - see operating sequence
1, points 2 to 6.
3. Turn the nuts (7) back (for angular amount of turning back, see work
card 000.30).
000.30
5. Repeat the procedure (points 2 to 8) in the same way as on conrod
shank bolts (2 and 4).
Operating sequence 3 -- Tighten the conrod shank bolts
Starting condition
Running gear in BDC position, conrod shank resting on big-end bearing

034.01). The nuts are loosened.
Steps
1. Screw the nuts (7) of conrod shank bolts hand-tight, using the tommy
bar (000.261).
2. Verify that the gap of the joint between the conrod shank (5) and the
big-end bearing (6) is less than 0.05 mm all around.
3. Mount the hydraulic tensioning tool on conrod shank bolts (1 and 3) see Figure 2 .
4. Connect high-pressure hoses (009.306) to tensioning tools (009.346)
and high-pressure pump (009.338).
5. Place measuring devices (009.051) to tensioning tools.
6. Switch on the high-pressure pump or the hydraulic hand pump (see
009.03) and load the conrod shank bolts (8) to a pressure
work card 009.03
of 50 bar. Set the dial gauges (9) to Zero.
5
7
8
9
Conrod shank
Nut
Conrod shank bolt
Dial gauge
Figure 2. Hydraulic tensioning tool and measuring device in place
7. Load the conrod shank bolts (8) to the specified pressure (refer to
000.30). Screw both the nuts (7) hand-tight.
work card 000.30
6629
030.01--01 E
01.01
32/40
103/ 04
9. Load the conrod shank bolts (8) to 50 bar again. Read the elongation
aL on the dial gauges and compare with the specified value (see
work card 000.30).
000.30
Attention! Tighten the conrod shank bolts to the specified
tensioning pressure, and not by elongation. The elongationonly
serves as a means of control. In case of excessive deviations, repeat
the tensioning procedure and check the measuring devices and/or
pressure gauges.
Extraordinary conditions may result in permanent elongation of the
conrod shank bolts. Conrod shank bolts as new have the dimension
of 253 0.1 mm and are allowed to sustain a permanent elongation
by 0.5 mm; this means that if the length of 253.6 mm (in unloaded
condition) is exceeded, the conrod shank bolt has to be replaced.
11. Repeat the procedure (points 3 to 10) in the same way on conrod
shank bolts (2 and 4) - see Figure 1 and 2 .
6629
030.01--01 E
01.01
32/40
104/ 04
Big-- end bearing bolts

030.02

Brief description
Big--end bearing bolts are to be checked at regular intervals using
Establishment and evaluation of loosening pressure and
Safety requirements
Quant Denomination
No.
Availability
2 Thrust pad
030.243
Standard
009.338
Optional
009.320
Standard
009.306
Standard
009.097
Standard
2 Measuring device
009.051
Standard
000.451
Standard
1 Tommy bar 10
000.263
Standard
Related work cards
Work card
Work card
Work card
000.30
000.32
009.01
009.03
Operating sequence 1 -- Check the big-end bearing bolts
Starting condition
6629
Crankcase opened, crank pin of the respective cylinder vertically up

(running ger at TDC) on the L-type engine, and vertically down on the
030.02--01 E
11.97
32/40
101/ 04
V-type engine. Foot board (special tool) placed in oil sump, or oil sump
cleaned by appropriate means.
Steps
1. Clean the threads of the big-end bearing bolts (5).

2. Mount hydraulic tensioning tools on both big-end bearing bolts (5),
taking care of the centerings (refer to Figures 1 and 2).
Attention! Once the hydraulic tensioning tools have been
installed, it is not permitted any longer to turn the running gear.
Prior to mounting the tensioning cylinder, make sure that the piston
has been fully forced home.
1 Big-end bearing body

2 Big-end bearing cap
Figure 1. Mounting the hydraulic tensioning tools to the big-end bearing bolts
3. Turn the tensioning cylinder (009.097) back by 310 .

4. Connect high-pressure hoses (009.306) to tensioning cylinder and
high-pressure pump (009.338) or hydraulic hand pump (009.320).
009.03) and close the gap produced by the turning back
work card 009.03
between the thrust pads (030.243) and big-end bearing cap (2).
loosened.
Note down the force required for loosening, and compare it with the
max. 5% above the tensioning pressure (refer to work card 000.30
and 000.33).
000.33
7. Adjust the high--pressure pump to the specified tensioning pressure
or actuate the hydraulic hand pump until the specified tensioning
pressure is reached and retighten the nuts (3).
8. Release the pressure and remove the hydraulic tensioning tool.
9. Take the foot board (if one has been provided) out of the oil sump.
009.01
Operating sequence 2 -- Untighten the big-end bearing bolts
Steps
1. Unload the big-end bearing bolts (see operating sequence 1,

points 1 to 6).
2. Turn nuts (3) back (for angular amount of turning back, see work
card 000.30).
000.30
6629
030.02--01 E
11.97
32/40
102/ 04
4. Reset the pistons of the tensioning cylinders (see word card 009.01
009.01).
2
3
4
5
Big-end bearing cap

Nut
Dial gauge
Big-end bearing bolt
Figure 2. Sectional view of the hydraulic tensioning tool/dial gauge mounted.
Operating sequence 3 -- Tighten the big-end bearing bolts
Starting condition
Big-end bearing preassembled (refer to work card 030.03

030.03), crankpin of the
respective cylinder vertically up (running ger at TDC) on the in-line engine,
and vertically down on the V-type engine.
Steps
1. Tension nuts (3) of the big-end bearing bolts hand-tight using the
tommy bar (000.263).
2. Verify that the gap at the joint between the big-end bearing body (1)
and the big-end bearing cap (2) is the same on both sides.
3. Mount hydraulic tensioning tools on the big-end bearing bolts (5) -see Figure 1.
Attention! Prior to mounting the tensioning cylinder make sure
that piston has been fully forced home.
4. Connect high-pressure hoses (009.306) to tensioning cylinders
(009.097) and high-pressure pump (009.338) or hydraulic hand pump
(009.320).
5. Place measuring devices (009.051) to tenioning cylinders
(see Figure 2).
009.03) and tension the big-end bearing bolts to a pressure
work card 009.03
of 500 bar. Set the dial gauges (4) to Zero.
7. Load the big-end bearing bolts to the specified pressure (refer to
000.30). Tension both the nuts (3) hand-tight.
work card 000.30
9. Tension the big-end bearing bolts to a pressure of 500 bar again.
Read the elongation al on the dial gauges, and compare it with the
000.30).
specified value (refer to work card 000.30
Attention! Big-end bearing bolts should be tightened to the
specified tensioning pressure, not according to elongation. The
elongation only serves as a means of control. In case of excessive
deviations, repeat the tensioning procedure and check the
6629
030.02--01 E
11.97
32/40
103/ 04
measuring instruments and/or pressure gauges.

Extraordinary conditions may cause a permanent elongation of
big-end bearing bolts. The big-end bearing bolt as a new is
462 +/- 0.1 mm long and must not suffer a permanent elongation of
more than 1.0 mm, i.e. it has to be replaced if its length (in unloaded
condition) exceeds 463.1 mm.
11. Take the foot board (if one has been provided) from the oil sump.
009.01).
12. Reset the pistons of tensioning cylinders (see work card 009.01
6629
030.02--01 E
11.97
32/40
104/ 04
Big end bearing cap - lowering

Big end bearing bolt - removal
Lower big end bearing shell - checking
030.03

Brief description
Big end bearing shells are to be checked at regular intervals. For this
purpose, the big end bearing cap must be lowered and the big end bearing
bolts removed.
Quant Denomination
No.
Availability
030.249
Standard
1 Wire rope
030.255
Optional
2 Rope guide
030.252
Standard
1 Rope guide
030.251
Standard
2 Support
030.250
Standard
2 Support
030.249--29
Standard
1 Bolt extractor
009.089
Optional
1 Ring nut
009.089--1
Optional
1 Ring nut
009.089--2
Optional
1 Ratchet hoist
002.552
Optional
2 Shackle A0.6
002.452
Standard
000.451
Standard
1 Tommy bar 16
000.266
Standard
--
Standard
1 Depth gauge
--
Inventory
Related work cards
6629
030.03--01 E
Work card
Work card
Work card
000.11
030.02
030.04
04.98
L 32/40
101/ 06
Technical details
Term
Information
Big end bearing cap
44.5 kg
Bearing shell
2.5 kg
Preliminary remarks
To check the unloaded, lower bearing shell it is only necessary to lower the
big end bearing cap into the oil sump. The shell can then be taken out for
being checked (part of operating sequence 1, and sequences 2 and 3). To
check the upper bearing shell, which is under load and the condition of
which is decisive for drawing conclusions on the bearing, it is also
necessary to lower the big end bearing cap. Moreover, the big end
bearing bolts have to be removed (as described in operating sequence 1).
Only in this condition can the crankshaft be turned to come clear of the
030.04). It is permitted to replace
upper bearing shell (refer to work card 030.04
bearing shell halves individually.
Operating sequence 1 -- Lower the big--end bearing cap/remove the big--end bearing bolts
Starting condition
Big--end bearing bolts unloaded, running gear position 10 before/after

TDC.
1 Hexagon head bolt

M12x25
2 Crankcase
3 Oil sump
4 Big end bearing bolt
5 Crankshaft
6 Big end bearing cap
10 Big end bearing body
Figure 1. Removal of big end bearing bolts
Steps
1. Attach two supports (030.250) to big end bearing cap (6) and big end
bearing body (10). Please see Figure 1.
2. Unscrew the nuts.
3. Remove the big end bearing bolts (4) as follows:
4. Mount the bolt extractor (009.089) to inner big end bearing bolt
(projection A in Figure 2 to be noted).
5. Loosen, unscrew and remove the big end bearing bolt.
6. Remove the bolt extractor.
7. Turn the crankshaft by 20 (running gear 10 before/after TDC).
8. Remove the second big end bearing bolt in the same way.
6629
030.03--01 E
04.98
L 32/40
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9. Turn the crankshaft (5) downwards.

10. Screw two rope guides (030.252) onto balance weights (8) so that
these can still be moved.
Attention! The engine must not be turned any more in this
condition (rope guides).
11. Place the wire rope (030.255) over rope guides and fasten to
supports using shackles (002.452). See Figure 3.
12. Mount the rope guide (030.251) to crankcase (2).
13. Suspend ratchet hoist (002.552) from an appropriate point, attach
wire rope to ratchet hoist and secure it with the wire rope clamp (9) -see illustration. Tension the wire rope.
14. Place supports (030.249--29) in oil sump (3).
15. Screw two hexagon head bolts (1) out of the big end bearing body.
16. Using the ratchet hoist, lower the big end bearing cap onto support.
See Figure 4.
17. Take off the rope guides between the balance weights, as well as the
wire rope.
18. Clean the running surface of the big end bearing shell (13).
4
6
10
17
18
19
Big end bearing bolt

Big end bearing cap
Big end bearing body
O--ring seal
Stud M10
Hexagon nut
A Projection = 53 mm
Figure 2. Illustration showing bolt extractor as mounted, and big end bearing bolt
Operating sequence 2 -- Check the lower big end bearing shell
Starting condition
Big end bearing cap put down in oil sump, upper big end bearing shell in
safe operating condition.
Important! Conclusions on the big end bearing can primarily be
drawn from the condition of the upper bearing shell. Please refer to work
card 030.04.
030.04 The lower bearing shell is also to be checked in connection
with this job, the more so if damage has been found on the upper bearing
shell.
Steps
1. Take the lower big--end bearing shell (13) out of the big end bearing
cap (6).
2. Check the condition of the running surface of the lower big end
000.11).
bearing shell (see work card 000.11
6629
030.03--01 E
04.98
L 32/40
103/ 06
Important! Replace damaged or worn--out big end bearing shells.

The bearing shells are consecutively numbered on initial assembly. When
fitting new bearing shells, these are also to be marked with the
corresponding number.
New bearing shells are supplied in a condition ready for installation. Under
no circumstances whatsoever attempt to reduce the clearance by filing the
joint surfaces, or by mechanically treating them in any other way. This
equally applies to new bearing shells as well as to bearing shells already
used. Although it is true that this would reduce the clearance, it also
means that the shells are no longer clamped sufficiently in the big end
bearing and its cap. Also, subsequent scraping of the running surface is
to be refrained from under all circumstances.
3. Place the lower big end bearing shell into the big end bearing cap
(back of the big end bearing shell to be oil dry).
1 Hexagon head bolt M12x25

2 Crankcase
3 Oil sump
5
6
7
8
Crankshaft
Big end bearing cap
Hexagon nut
Balance weight
9
10
11
12
Wire rope clamp

Stud
Suspension point
Figure 3. Big end bearing with tool mounted
Operating sequence 3 -- Mount the big end bearing cap
Starting condition
Bearing shell cleaned, running surface well oiled, big end bearing bolts
cleaned and threads dry, running gear in BDC position.
Steps
For installation, proceed in the reverse order of removal, taking note of the
following points:
6629
030.03--01 E
04.98
L 32/40
104/ 06
1. When fitting the big end bearing cap (6) to the big end bearing body
(10), take note of the positioning pins (14).
2. For fitting the big end bearing bolts (4), proceed as follows:
3. Turn the crankshaft (5) to a position 10 before/after TDC.
4. Screw the inner big end bearing bolt from below through the big end
bearing cap into the bearing body by hand until the collar of the big
end bearing bolt contacts the big end bearing body (see Figure 2).
5. Turn the crankshaft by 20 (running gear at a position 10 before/after
TDC).
6. Fit the second big end bearing bolt likewise (see point 4).
7. Screw the nuts on hand--tight, so that they contact the big end
bearing cap.
8. After the big end bearing bolts have been tensioned, measure the
bearing clearance using thickness gauge (000.451); introduce
thickness gauge approx. 10 mm deep from the coupling end and free
end.
9. Enter readings in the engine operating records.
6629
030.03--01 E
04.98
L 32/40
105/ 06
1
2
3
5
Hexagon head bolt M12x25

Crankcase
Oil sump
Crankshaft
6
7
8
9
10
Big end bearing cap

Hexagon nut
Balance weight
Wire rope clamp
11 Stud
12 Suspension point
13 Lower big end bearing
shell
14 Positioning pin
Figure 4. Big end bearing cap lowered into oil sump
6629
030.03--01 E
04.98
L 32/40
106/ 06
Upper big-- end bearing shell

030.04

Brief description
Big--end bearing shells are to be checked at regular intervals. For this
purpose, the big end bearing cap must be lowered and the big end bearing
bolts removed.
Safety requirements
- Engine shut down
Numb Qualification
Time [h]
1 Assistant
Qty Designation
No.
Availability
030.249
Standard
1 Support
030.254
Standard
2 Support (for piston of S.G. iron)
030.253
Standard
2 Support (for steel piston)
030.330
Standard
1 Open--jaw and ring wrenches (set)
--
Standard
Related work cards
6629
030.04--01 E
Work card
Work card
000.11
030.03
01.02
Work card
L 32/40
101/ 03
Technical details
Term
Information
Bearing shell
2.5 kg
Preliminary remarks
Checking one or several big-end bearing shells is one of the jobs specified
in the maintenance schedule. The running surface appearance permits to
draw conclusions on the prevailing or admissible loading conditions and
the lube oil quality. Of particular importance is the checking of the bearing
shell that is under load.
1
2
3
5
6
7
10
11
15
16
Hexagon bolt M12x24

Cylinder crankcase
Oil sump
Crankshaft
Big-end bearing cap
Hexagon nut M12
Big-end bearing body
Stud
Cylinder liner
Upper big-end bearing
shell
20 Hexagon bolt M12x40
21 Piston of S.G. iron
22 Steel piston
Figure 1. Tool for checking the upper big-end bearing shell mounted in place
Operating sequence 1 -- Removal of the upper big-end bearing shell
Starting condition
Big-end bearing bolts removed, big-end bearing cap put down in oil sump,
running gear at BDC position.
Steps
1. Turn the crankshaft (5) until the running gear is approximately 60

before/after TDC.
2. Depending on the engine design, screw one support (030.253) each
for piston of S.G. iron (21) or one support (030.330) each for steel
6629
030.04--01 E
01.02
L 32/40
102/ 03
piston (22) in place at the coupling side/free end side of the cylinder
liner (15) - refer to Figure 1 .
3. Move the piston downward to stop, by careful turning.
Attention! During turning, make sure that the big-end bearing
body follows the crankshaft.
4. Mount support (030.254) to the cylinder crankcase (2).
5. Fasten the big-end bearing body (10) to the support using hexagon
head bolt (1) - refer to Figure 1 .
6. Move crankpin downward by turning until big-end bearing shell (16) is
easily accessible.
Attention! While turning the crankpin out of the way, take care
that the big-end bearing shell does not drop out and suffer damage.
7. Take the big-end bearing shell out.
000.11), replace if
8. Check the big-end bearing shell (see work card 000.11
necessary.
Operating sequence 2 -- Installation of the upper big-end bearing shell
Starting condition
Big-end bearing shell cleaned, back of the shell oil-dry, running surface
well oiled.
Important! The bearing shells are on initial assembly marked by
continuous numbering. When new bearing shells are installed, these have
to be correspondingly marked with the same number.
New bearing shells are supplied in a condition ready for installation. Under
no circumstances whatsoever attempt to reduce the clearance by filing the
joint faces or by any other mechanical treatment. This equally applies to
new bearing shells as well as to ones already used. Although it is true that
this would reduce the clearance, it also means that the shells are no
longer clamped sufficiently in the big-end bearing body and the big-end
bearing cap. Also, subsequent scraping of the running surface is to be refrained from under all circumstances.
For installation, proceed in the reverse order followed for removal. When
inserting the upper big-end bearing shell (16) in the big-end bearing body
(10), take note of the bearing shell fixation.
Attention! When turning the crankshaft into BDC position, make
sure that the supports (030.253 or 030.330) have been removed and
the connecting rod with the piston follows the crankshaft movement.
6629
030.04--01 E
01.02
L 32/40
103/ 03
Big end bearing

030.05

Brief description
Big end bearings are not to be disassembled for doing maintenance work.
This will only be necessary under certain circumstances, e.g. if the engine
has to be operated under emergency conditions with the running gear
removed and the oil bore blocked.
Quant Denomination
No.
Availability
030.275
Standard
1 Butt strap
030.275--1
Standard
1 Slide piece
030.275--10
Standard
1 Bracket
030.275--20
Standard
1 Support
030.275--30
Standard
1 Guide rod
030.275--40
Standard
1 Plate
030.275--45
Standard
1 Turning stirrup
030.245
Standard
1 Shackle A0.6
002.452
Standard
000.451
Standard
1 Tommy bar 10
000.263
Standard
1 Eye bolt M10
000.141
Standard
--
Inventory
--
Standard
Related work cards
6629
030.05--02 E
Work card
Work card
030.02
034.01
10.97
Work card
L 32/40
101/ 07
Technical details
Term
Information
48.5 kg
Big end bearing cap
44.5 kg
Operating sequence 1 - Dismantle the big-end bearing
Starting condition
Big-end bearing bolts unloaded, big-end bearing fastened to balance

weight by means of turning stirrup (030.245), piston and connecting rod
shank removed.
Steps
1. Turn the crankshaft (5) so that the big-end bearing is in horizontal

position (refer to Figure 1).
2. Screw the nut (3) off the lower big-end bearing bolt (4).
3. Attach the slide piece (030.275-10) to the big-end bearing cap (6) refer to Figure 1.
4. Remove the turning stirrup (030.245), holding the big-end bearing by
means of the slide piece.
5. Turn the crankshaft by 90E, holding the big-end bearing in horizontal
position by means of the slide piece (refer to Figure 2).
Attention! Keep holding the big-end bearing until both
components are resting on the support.
6. Introduce the support (030.275-30) into the crankcase and put down
on hexagon head bolts (2) - refer to Figure 2.
7. Turn the crankshaft back until the big-end bearing and the slide piece
are resting on the support. Loosen the hexagon head bolts (1) and
align the slide piece, if necessary (refer to Figure 3).
8. Screw a conrod shank bolt (7) that is down out of the big-end bearing
body (10).
9. Mount the plate (030.275-45) and screw the pilot rod (030.275-40)
through the plate and into the big-end bearing (refer to Figure 4).
10. Put the bracket (030.275-20) onto stud bolts (11) and attach it to the
crankcase (9) by means of hexagon nuts (12) - refer to Figure 4.
11. Screw the nut (3) off the upper big-end bearing bolt (4).
12. Carefully pull the big-end bearing body out (refer to Figure 5).
Attention! During pulling out, take care of the big-end bearing
shell (15) to prevent falling out and/or damage.
13. Take the big-end bearing shell (15) out.
14. Attach the butt strap (030.275-1) to the big-end bearing body. Screw
the ring bolt (000.141) into the butt strap.
15. Attach the rope (17) to the ring bolt by means of shackle (002.452).
Attach the rope to the lifting tackle and tension it.
16. Pull the big-end bearing body out completely, taking care not to damage the big-end bearing bolts (4).
17. Lift the big-end bearing body and put it down on wooden pad. Detach
the butt strap from the big-end bearing body.
Important! When putting down the big-end bearing body take care
that the big-end bearing and conrod shank bolts do not suffer damage.
18. Detach the bracket and mount it on the opposite side (refer to
Figure 6).
19. Pull the big-end bearing cap outward (refer to Figure 6).
6629
030.05--02 E
10.97
L 32/40
102/ 07
Attention! During pulling out, take care that the big-end bearing
shell (14) does not fall out and suffer damage.
1 Hexagon head bolt

M12x25
3 Nut
4 Big-end bearing bolt
5 Crankshaft
8 Balance weight
Figure 1. Big-end bearing fixed to balance weight, slide piece attached to big-end bearing cap
2 Hexagon-head bolt
5 Crankshaft

Figure 2. Support installed in crankcase
6629
030.05--02 E
10.97
L 32/40
103/ 07
3
4
5
6
10
Nut
Big-end bearing bolt
Crankshaft
Big-end bearing cap
Figure 3. Big-end bearing put down on support

5 Crankshaft
7 Conrod shank bolt

9 Cylinder crankcase
11 Stud bolt
12 Hexagon nut M12
Figure 4. Big-end bearing with tool attached
6629
030.05--02 E
10.97
L 32/40
104/ 07

5 Crankshaft
7 Connecting rod shank

bolt
13 Positioning pin
15 Upper big-end bearing

shell
17 Rope
Figure 5. Big-end bearing cap dismantled
1 Hexagon head bolt

M12x25
5 Crankshaft
11 Stud bolt
12 Hexagon nut M12
14 Lower big-end bearing
shell
17 Rope
Figure 6. Big-end bearing cap dismantled
6629
030.05--02 E
10.97
L 32/40
105/ 07
20. Take the big-end bearing shell (14) out.

21. Attach the butt strap to the big-end bearing. Tension the rope.
22. Lift the big-end bearing cap and put down on wooder pad. Detach the
butt strap from the big-end bearing cap.
23. Clean the individual parts.
Operating sequence 2 - Reinstall the big-end bearing
Starting condition
Individual parts cleaned, back of the big-end bearing shells oil-dry, running
surface well oiled, threads of the big-end bearing bolts dry, running gear at
position approx. 84E before/after TDC (refer to Figure 3). Support
(030.275-30) placed in crankcase, bracket (030.275-20) attached to crankcase, for installation of the big-end bearing cap.
Steps
1. Prior to installing the big-end bearing cap (6) and/or body (10), note
the position of the marking for exhaust gas counter side.
2. Attach the butt strap (030.275-1) to the big-end bearing cap. Screw
the ring bolt (000.141) into the butt strap.
3. Attach the rope (17) to the ring bolt by means of shackle (002.452).
Attach the rope to the lifting tackle.
4. Mount the slide piece (030.275-10) to the big-end bearing cap (refer
to Figure 6).
5. Lift the big-end bearing cap and put it down on bracket (refer to
Figure 6). Remove the butt strap.
6. Insert the big-end bearing shell (14) in big-end bearing cap, taking
note of the bearing shell fixing.
7. Push the big-end bearing cap on the bracket and support forward up
to the crank pin, turn the crankshaft (5) for some amount if
necessary.
Attention! When inserting the big-end bearing cap, take care of
the big-end bearing shell to avoid that it drops down and suffers
damage.
8. Detach the bracket and mount it on the opposite side.
9. Attach the butt strap to the big-end bearing body.
10. Screw the plate (030.275-40) into the big-end bearing body (refer to
Figure 5).
11. Lift the big-end bearing body and put down on bracket, taking care
not to damage the big-end bearing bolt (4) and the conrod shank bolt
(7). Take the butt strap off.
12. Insert the big-end bearing shell (15) into big-end bearing body, taking
note of the big-end bearing shell fixing.
13. Shift the big-end bearing body on the bracket and support up to the
crank pin, taking care not to damage the big-end bearing bolt (4)
when introducing it into the big-end bearing cap (refer to Figure 4).
Attention! When introducing the big-end bearing body, take care
that the big-end bearing shell does not drop out and suffer damage.
14. When assembling the big-end bearing body with the big-end bearing
cap, take note of two positioning pins (13).
15. Screw the nuts (3) onto the upper big-end bearing bolt down to
contact with the big-end bearing cap.
16. Detach the bracket, the pilot rod and the plate.
17. Screw the conrod shank bolt (7) into the big-end bearing body by
hand until the shoulder of the conrod shank bolt contacts the big-end
bearing body (refer to Figure 7).
18. Turn the crankshaft by approx. 84E, holding the big-end bearing in
horizontal position by means of the slide piece (refer to Figure 2).
Attention! Keep holding the big-end bearing by means of the
slide piece until the big-end bearing has been attached to the
balance weight by means of the turning stirrup.
6629
030.05--02 E
10.97
L 32/40
106/ 07
19. Take the support out of the crankcase.

20. Turn the crankshaft back by 90E (crankshaft with balance weight
being in horizontal position, refer to Figure 1).
21. Attach the big-end bearing to the balance weight (8) by means of
turning stirrup (030.245) - refer to Figure 1.
22. Detach the slide piece.
23. Screw the nut (3) onto the lower big-end bearing bolt down to contact
with the big-end bearing cap.
24. Turn the running gear until crank pin is at TDC position. Tighten the
030.02).
big-end bearing bolts (refer to work card 030.02
25. After tensioning of the big-end bearing bolts, measure the bearing
clearance using the thickness gauge (000.451), introducing the
gauge approx. 10 mm deep from the coupling end and free engine
end sides. Enter the results in the engine operating logs.
26. Turn the running gear so that the crank pin is at BDC. Install the
piston complete with conrod shank and fire land ring (refer to work
card 034.01).
034.01
7 Conrod shank bolt

Figure 7. Conrod shank bolt
6629
030.05--02 E
10.97
L 32/40
107/ 07
Connecting rod position

Checking
030.06

Check alignment,
Brief description
Checking the connecting rod position is not part of the usual maintenance
work. This need only be done
if a connecting rod has been exchanged,
after a piston seizure, or
if a crankpin had to be reground.
The work includes:
checking components.
Operating sequence 1 - Check the connecting rod position
Starting condition
Big-end bearing and piston with connecting rod shank in place, big-end
bearing bolts and connecting rod shank bolts tensioned.
Steps
1. Turn the running gear by several revolutions.

2. Turn the running gear into TDC position.
3. Measure and note down the gap between the piston crown and the
cylinder liner in longitudinal engine direction.
4. Measure and note down the gap between the lower piston edge and
cylinder liner in the longitudinal engine direction.
5. Turn the running gear to BDC and also measure the gaps in this
position.
Attention! The gap should be approximately the same on both
sides of the piston. In case of excessive deviations, check the
connecting rod shank/big-end bearing connection (bolts porperly
loaded). In case of doubt, consult MAN B&W Diesel AG or one of its
service bases.
Please see the illustration on the reverse.
6682
030.06--01 E
07.97
101/ 02
Figure 1. Checking the connecting rod position
6682
030.06--01 E
07.97
102/ 02
Piston/piston rings
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
034--03 E
05.98
101/ 01
Piston
034.01

Carry out work in time according to the maintenance schedule,
ensure correct execution of work,
check state/wear condition of components.
Brief description
Pistons are to be disassembled within the scope of maintenance and
repair work.
Quant Denomination
No.
Availability
1 Tapered sleeve for inserting the piston rings
034.100
Standard
1 Tap wrench
034.097
Standard
1 Tap
034.096
Standard
1 Suspension device
034.095
Standard
1 Support
034.095--1
Standard
1 Pilot rod
034.006
Standard
2 Guide tube
030.246
Standard
1 Turning stirrup
030.245
Standard
1 Shackle A1.0
002.453
Standard
1 Tommy bar 5
000.507
Standard
000.451
Standard
--
Standard
--
Inventory
Related work cards
Work card
Work card
030.03
034.02
Work card
Technical details
Term
Information
Piston with connecting rod shank
6629
034.01--01 E
10.97
234 kg
L 32/40
101/ 04
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Rope
Cylinder head bolt
Piston
Backing ring
Cylinder liner
connecting rod shank
Balance weight
Hexagon head bolt
M12x25
Connecting rod shank
bolt
Positioning pin
Big-end bearing cap
Crankshaft
Hesagon head bolt
M12x80
Hexagon nut M12
Figure 1. Removing and installing the piston
Operating sequence 1 - Dismantle the piston
General
Prior to piston removal, the fire land ring has to be taken out because this
has a smaller diameter than the piston has.
Starting condition
Fire land ring removed, crankcase opened, foot board (special tool) placed
in oil sump, or oil sump cleaned for this purpose by appropriate means;
connecting rod shank bolts unloaded, running gear at TDC.
Steps
1. Clean the threaded bores in the piston crown using the hand tap
(034.096).
2. Place the support (030.095-1) onto piston (7), screw in two hexagon
head bolts (18) and fasten the support to the piston by means of
hexagon nuts (19). Attach the rope (5) to support using shackle
(002.453).
3. Turn the engine until the piston is exactly at BDC and attach the rope
to the lifting tackle.
6629
034.01--01 E
10.97
L 32/40
102/ 04
4. Attach the turning stirrup (030.245) to the big-end bearing body (15)
and balance weight (11) - see the illustration.
5. Screw nuts off the connecting rod shank bolts (13).
6. Pull the piston upwards over the cylinder liner until the pilot rod
(034.006) can be screwed into the support.
7. Carefully pull the piston out of the cylinder liner, guiding it with the
pilot rod.
Attention! In pulling out the piston take care that the piston rod
plam is not caught by the cylinder liner and that the cylinder liner
running surface and the cylinder head bolts do not suffer damage.
8. Place the piston and connecting rod (10) onto wooden pad.
9. Blank off the lube oil bore in the connecting rod shank and big-end
bearing body to prevent that dirt can penetrate.
10. Cover the cylinder liner which now is open.
Attention! Fastening the big-end bearing to the balance weight
by means of the turning stirrup is only permitted with the engine out
of operation, for turning the runninge gear with the piston removed,
and for some other servicing jobs. The engine must not be operated
in these condition!
Operating sequence 2 - Install the piston
Starting condition
Piston clean, checked and assembled with connecting rod. Cylinder liner
and faces of big-end bearing/connecting rod shank joint cleaned. Big-end
bearing fastened to balance weight by means of turning stirrup, and turned
exactly to BDC.
1-4 Location of piston ring

gaps
St Camshaft side
(exhaust counter side)
Figure 2. Diagram showing the location of piston ring gaps
Steps
1. Diagonally screw two guide tubes (030.246) onto connecting rod

shank bolts (13) till contact is established.
2. Remove the covering applied to the cylinder liner opening.
3. Put the tapered sleeve (034.100) onto the cylinder liner (9), oil the
inner surface well.
4. Attach the support (034.095-1) to piston (7) - see operating sequence
1, point 2; attach rope (5) to support using shackle (002.453) and
screw the pilot rod (034.006) into support. Attach the rope to the
lifting tackle.
5. Lift the piston. Oil the piston rings and the running surface of the
piston with clean lube oil.
6. Adjust the piston ring gaps as shown in Figure 2.
7. Open the lube oil bores in the big-end bearing (15) and connecting
rod shank (10).
8. Move the piston with lifting tackle over the cylinder liner and carefully
lower it into the liner, guiding the piston with the pilot rod until the
piston skirt enters the cylinder liner.
Attention! When introducing the piston take care that the piston
rod palm does not damage the cylinder liner running surface.
6629
034.01--01 E
10.97
L 32/40
103/ 04
Important! Turn the piston so that the marking on the piston top
points in the direction of the exhaust counter side.
9. Screw out the pilot rod, carefully lower the piston further down while
the piston rings are passing through the inserting bush and into the
cylinder liner. Align the piston and the connecting rod shank so that
the bores in the connecting rod shank point to the corresponding
guide tubes.
10. Carefully lower the piston further down until the connecting rod shank
rests on the big-end bearing body, taking care of the positioning pins
(14) at the joint. To facilitate introduction, slightly loosen the hexagon
head bolt (12) on the balance weight (11).
11. Verify with the thickness gauge (000.451) that the gap at the joint is
<0.05 mm over the whole circumference.
12. Screw out the guide tubes taking care that the connecting rod shank
bolts do not follow the movement. Screw the nuts onto the
connecting rod shank bolts, hand tight.
13. Dismount the turning stirrup and load the connecting rod shank bolts
030.01).
14. Turn the piston into TDC position, detach the rope and dismount the
tool.
15. Install the fire land ring (see work card 050.01).
050.01
16. Take the foot board (if there is one) out of the oil sump, close the
crankcase.
6629
034.01--01 E
10.97
L 32/40
104/ 04
Piston/piston rings
Checking
034.02

Brief description
Pistons and piston rings are to be checked with regard to the appearance
of their contact faces as well as the lubricating and wear condition.
Measuring components and
assessing contact pattern/wear.
Numb Qualification
Time [h]
Qty Designation
No.
Availability
1 Piston ring expander
034.110
Standard
1 Feeler gauge (set)
000.451
Standard
--
Inventory
1 Dial gauge
--
Inventory
Related work cards
Work card
Work card
Work card
034.01
034.05
034.07
Operating sequence 1 -- Check the piston
Starting condition
Piston has been removed and placed on an appropriate wooden support.
Steps
1. Check the condition of the piston and piston rings.

Important! The running surface of the piston should present a uniform contact pattern without scores and other signs of damage. Pronounced scoring or fretting suggests overloading of the engine, unsatisfac-
6629
034.02--01 E
02.03
32/40
101/ 04
tory cooling, inadequate lubrication or foreign particles having entered

between the piston and cylinder liner.
2. Clean carbon deposits away from the piston, taking care not to
roughen the piston crown surface. Carefully clean the running surface.
Attention! The graphitised layer on the piston skirt (22) must not
be damaged by the cleaning treatment.
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
Retaining ring
Nut
Thrust pad
Guide shoe
Stud
Piston crown
Spring plate
Compression spring
Spring plate
Retaining ring
Retaining ring
Clamping sleeve
Compression ring
Compression ring
Compression ring
Oil control ring
Piston skirt
Figure 1. Piston (with connecting rod and piston pin dismantled)
3. Measure and note down the axial clearance of the piston rings in their
grooves, compare the readings with the admissible maxima, and enter them in the engine operating logs. For this purpose, determine
the axial clearance at four points (on the exhaust and exhaust
counter side, as well as on the coupling and the free engine end), at
a quarter depth of the piston ring groove (refer to Figure 2 ). Use
feeler gauges (000.451) to do so.
Regarding the assessment of piston rings, refer to work cards
034.07.
034.05 and 034.07
10 Piston crown
17,18,19 Compression ring
A Depth of piston ring
groove
B Measuring point (A)
Figure 2. Measuring the axial clearance of the piston rings
6629
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32/40
102/ 04
Operating sequence 2 -- Removal and installation of the piston rings
Starting condition
Normally, piston rings are not to be removed for checking the piston, as
they are subjected to considerable stresses while being removed/fitted.
Should piston rings have to be removed because of advanced wear or dirt
accumulation, proceed as follows:
Steps
1. Remove piston rings (17 - 20) one after the other using the piston
ring expander (034.110) and mark them with the marking pen (cylinder No. and number of piston ring groove).
Attention! Marking the piston rings is necessary so as to avoid
mixing them up (piston rings which have already been in use must
be refitted to the same piston and into the same piston ring groove
as before).
17,18,19 Compression rings

23 Locking lever
Figure 3. Piston ring expander with piston ring inserted
Important! The piston ring expander has in any case to be used for
removing and fitting the piston rings (refer to Figure 3 ) . For clamping
the piston rings, press the locking lever (23) down. The locking lever will
automatically return to its normal position when released.
2. Check piston rings thoroughly and renew them, if necessary.
10
17
18
19
20
22
Piston crown
Compression ring
Compression ring
Compression ring
Oil control ring
Piston skirt
Figure 4. Arrangement of the piston rings
3. Thoroughly clean the ring grooves in the piston and check them for
wear. For this purpose, check the depth of the piston ring groove by
6629
034.02--01 E
02.03
32/40
103/ 04
means of a suitable dial gauge (30), taking measurements at four

points (on the exhaust and exhaust counter side, as well as on the
coupling and the free engine end), at a quarter depth of the piston
ring groove, and determine the wear (refer to Figure 5 ).
10 Piston crown
30 Dial gauge
A Depth of piston ring
groove
B Measuring point (A)
Figure 5. Measuring the piston ring groove (in order to determine the wear)
Attention! Conically worn piston ring grooves suggest excessive

wear of the cylinder liner. Ring grooves affected by pounding can be
reconditioned. We recommend that in such cases MAN B&W be consulted. Replacement piston rings fitting the reconditioned ring
grooves have to be installed, the new ring height has to be entered
in the engine operating logs.
4. Using the piston ring expander, mount the piston rings on the piston,
making sure that the rings are positioned correctly, in accordance
with the marking. Measure the axial clearance of the piston rings in
the grooves and enter the measured values in the engine operating
logs (refer to operating sequence 1, item 3).
Important! If a piston that has already been in use is going to be
fitted in another cylinder liner, it is absolutely necessary to replace the
compression rings and the oil control ring, and to rehone the cylinder liner.
New running in of the engine will then be necessary (refer to the engine
operating instructions, Section 3).
Regarding dimensions and clearances of piston rings and piston ring
grooves, refer to the engine operating instructions, Section 2.5.4.
A compression ring with chrome-ceramic plating (17) is fitted in the topmost groove (ring groove 1) of the piston crown. The ring side marked
TOP is to be up. The bevel on the inside diameter is to be up.
Chrome-plated compression rings (18 and 19) are fitted in the second and
third grooves from top (ring grooves 2 and 3). The ring side marked TOP
is to be up. The bevel on the inside diameter is to be up.
The oil control ring (20) with hose spring always has to be fitted with the
ring side marked TOP being up.
6629
034.02--01 E
02.03
32/40
104/ 04
Piston pin and piston pin bush

034.03

Brief description
Piston pin and piston pin bush are to be checked at regular intervals, and
are hence to be dismounted.
Quant Denomination
No.
Availability
034.109
Optional
1 Retaining clamp
034.109--1
Optional
1 Shackle A0.6
002.452
Standard
1 Shackle A1.0
002.453
Standard
1 Pliers for locking ring
002.165
Standard
1 Eye bolt M16
000.143
Standard
1 Lifting takle with rope
--
Inventory
Related work cards
Work card
Work card
Work card
034.01
Technical details
Term
6629
034.03--01 E
Information
Connecting rod shank
93.5 kg
Piston pin
31.5 kg
07.97
32/40
101/ 03
Operating sequence 1 -- Remove the piston pin (and piston pin bush)
1
2
3
4
5
6
7
Rope
Conrod shank
Piston pin
Piston
Wooden pad
Securing ring
Piston pin bush
Figure 1. Remove/reinstall the piston pin
Starting condition
Piston and conrod shank removed and put down on wooden pad with
piston crown (see Figure 1). Conrod shank secured against tilting. Piston
free of oil and oil coke on the inside.
Steps
1. Screw eye bolt (000.143) into conrod shank (2).

2. Attach rope (1) to eye bolt using shackle (002.453). Suspend rope
from the lifting tackle.
3. Slightly lift the conrod shank (2) to relieve the piston pin (3).
4. Remove the safeguard used to secure the conrod shank (2) against
tilting.
5. Remove the securing rings (6) and push the piston pin (3) out as far
as shown in the illustration, securing the piston (4) against tilting.
Tip! The piston pin can be easily pushed out if the temperature relative
to the piston differs by 30 -- 40EC. To reach this, carefully heat the piston
in the pin area using, e.g. a gas flame that is moved in circles and at a
distance not too close to the piston.
6. Lift the conrod shank (2) out of the piston (4) and carefully put it down
onto a pad. Detach the rope (1) from the lifting tackle and shackle.
7. Install the retaining clamp (034.109--1) in piston pin (3) -- see the
illustration.
8. Attach rope (1) to the retaining clamp using shackle (002.452).
Suspend the rope from the lifting tackle.
9. Pull the piston pin (3) completely out with care.
10. Clean piston pin (3) and bush (7) and check for wear (for admissible
maximum clearance, see engine operating manual, Section 2.5).
Attention! If it is necessary to replace the piston pin bush, this
should preferably be done by an authorised workshop because
deep- freezing has to be applied to fit it. Install a spare conrod shank
temporarily if necessary. Scraping treatment of the running surface
is not permitted, neither on new piston pin bushings nor on used
ones.
6629
034.03--01 E
07.97
32/40
102/ 03
Operating sequence 2 -- Install the piston pin
Steps
1. Verify that the sliding piece easily moves in the piston skirt.
2. For reinstallation of the piston pin (3), proceed in the reverse order of
dismantling it, taking care that the piston (4) with the retaining clamp
(034.109--1) is not damaged during pushing in, and making sure that
when mounting the conrod shank (2) the markings (AS) on the piston
and conrod shank coincide.
6629
034.03--01 E
07.97
32/40
103/ 03
Piston
034.04

Brief description
Pistons are to be disassembled within the scope of maintenance and
repair work.
disassembly of components,
assembly of components.
Qty Designation
No.
Availability
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Pliers for retaining rings C 19--60
002.162
Standard
001.912
Standard
1 Cross handle
001.891
Standard
001.757
Standard
001.751
Standard
--
Inventory
1 Depth gauge
--
Inventory
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
034.03
Technical details
Term
6629
034.04--01 E
Information
Piston skirt
70 kg
Piston crown
38 kg
06.02
32/40
101/ 03
Operating sequence 1 -- Disassemble the piston
Starting condition
Piston put down on wooden pad (piston crown pointing up), piston pin and
connecting rod dismantled. Piston cleaned on the outside.
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
Securing ring
Nut
Thrust pad
Sliding piece
Stud bolt
Piston crown
Spring cup
Compression spring
Spring cup
Securing ring
Securing ring
Tensioning sleeve
Compression ring
Compression ring
Compression ring
Oil scraper ring
Piston skirt
Figure 1. Piston (with connecting rod and piston pin dismantled)
Steps
1. Loosen and screw off four nuts (6). Disassemble thrust pad (7).
2. Suspend the piston skirt (22) from the lifting tackle by means of the
rope threaded through the piston pin bore, lift it and put it down on
wooden pad (do not rest it on sliding piece (8).
Attention! When lifting the piston skirt, take care not to damage
the stud bolts.
3. Verify that the sliding piece moves easily, remove it if necessary.
4. Carefully clean the piston crown (10) and piston skirt (22). The
cooling spaces (interior) have to be cleaned down to the bare metal
surface (using a rotating wire brush or emery belt). Purge the oil
bores with compressed air. Check the parts for damage (cracks).
5. If necessary, turn the stud bolts (9) out of the piston crown.
Operating sequence 2 -- Assemble the piston
Starting condition
6629
Piston components cleaned, checked and replaced as far as necessary

Piston crown put down on appropriate wooden pad.
034.04--01 E
06.02
32/40
102/ 03
Important! Do points 1--13 if parts are tobe replaced. Carry out

points 1-6 and 9-13 as a general rule, when the piston has been
disassembled.
6
7
9
22
Nut
Thrust pad
Stud bolt
Piston skirt
A Nut -- Stud bolt

distance
Figure 2. Bolted connection of piston
Steps
1. Screw the sutd bolts (9) into piston crown (10), with a torque of
50 Nm.
2. Check the contact faces of the piston crown and piston skirt, they
have to be absolutely clean and dry.
3. Suspend the piston skirt (22) from the lifting tackle by means of a
rope run through the piston pin bore, lift it and carefully place it onto
the piston pin bore, lift it and carefully place it onto the piston crown.
Important! Prior to placing the piston skirt, make sure that the bore
in the piston skirt has the correct position relative to the tensioning sleeve
(16) in the piston crown.
When placing the piston skirt onto the piston crown, take care not to
damage the stud bolts.
1 - 4 Order of tightening
Figure 3. Order of stud bolt tightening
4. Insert the thrust pads (7) over the stud bolts into the bores.
5. Apply HSC Molycote paste or Copaslip to the threads and contact
faces of nuts (6), and screw the nuts home until seated.
6. Check the distance A Desired: 10 2 mm.
7. Tighten the nuts to a torque of 90 Nm, order of tightening 1--2--3--4,
and loosen them again.
8. Check the stud bolt tightening of 50 Nm and the distance A (nuts
screwed down until seated).
9. Do final tightening in two steps.
10. Tighten the nuts to a preliminary 25 Nm, in the order 1--2--3--4.
11. Turn the nuts by a further increment of 90E, in the order 4--3--2--1.
Check: Turning of the nuts further should not be possible at a torque of
65 Nm.
12. Check the ease of motion of the sliding piece (8).
034.03).
13. Install the conrod shank and piston pin (refer to work card 034.03
6629
034.04--01 E
06.02
32/40
103/ 03
Piston rings
Assessing
034.05

measure components,
Brief description
Piston rings are to be diagnosed at regular intervals on the basis of the
wear pattern.
The work includes:
Related work cards
Work card
Work card
Work card
034.07
Preliminary remarks
Piston rings have to be replaced after they have been in use for the time
periods given in the maintenance schedule. Replacement will also be
necessary if interim checking reveals damage to the running surface or
excessive clearances.
The rings being in use are compression rings with chromium-plated,
plasma-coated or (the most recent solution) chromium/ceramic-coated
running surfaces, and chromium-plated oil scraper rings. Please refer to
Table 1.
Running surface
Appearance
later network of cracks
Grooves 1/2
Grooves 2/3
chrome/
ceramic-coated
plasma-coated
chromium-coated
Oil scraper ring

Groove 4
chromium-coated
uniformly grey
Ring
Compression rings
Groove1
uniformly grey
uniformly grey
Table 1. Piston rings/coating
On plasma-coated and chrome-plated rings, the appearance of the coating

does not change, or changes but slightly, under steady wearing conditions.
The behaviour of chromium/ceramic-coated rings is different. The running
surface of these rings has a polished metal appearance of uniformly grey
colour when not yet worn. After several hundreds of operating hours, a
6682
034.05--01 E
07.97
101/ 03
network of cracks will appear on the surface. This is the normal

appearance.
It is the result of hard metal oxide/ceramic particles embedded in the
reticular structure of the chromium layer.
The ring type can be sun from the code number on the top side of the
piston ring.
Wear appearance of plasma-coated, chrome-plated or chromium/ceramic-coated piston rings
Due to its shape, the running face of new compression rings does not
have contact across its full width but only the width of the actual contact
surface A. With the progress of wear, the actual contact surface width will
increase.
A Actual contact surface

width
B Ring width
Figure 1. Running face of plasma-coated and chrome-plated piston rings

(time in use > 1000 hrs)
Figure 2. System of cracks on chromium/ceramic-coated piston rings

(time in use approx. > 8000 hrs)
At the end of the useful life, the actual contact surface extends up to the
chamfers or radii of the ring sides, please see Figure 3.
Figure 3. Piston ring of good running pattern at the end of the useful life.
The chamfers or radii are still distinctly visible on the piston ring shown in
Figure 3. Coated compression rings have to be replaced when the actual
contact surface extends over the entire piston ring width, i.e. when the
chamfers or radii are hardly visible any more. In this condition, the residual
6682
034.05--01 E
07.97
102/ 03
thickness of the coating will not safely endure the subsequent

maintenance interval.
Burns (C) produce local discoloration of the piston ring face. Such rings
have to be replaced. (See Figure 4).
Figure 4. Piston ring with burns on the face
Coated compression rings and oil scraper rings have also to be replaced if
the coating has worn through at one spot.
Figure 5. Piston with worn-through coating
Figure 5 shows a chrome-plated compression ring. Turn chromium layer

has completely worn spotwise at (D).
Broken-off particles or cracks in the coating of a piston ring also call for its
replace.
Figure 6. Piston ring with broken-off particles in the face
Figure 6 shows a plasma-coated compression ring. Parts of the coating

have broken off at (E).
Chromium/ceramic-coated compression rings have to be replaced when
the continous, micro-cracked surface has decayed to a crazed cracke
appearance. The cracks will then have extended down to the base
material, which involves the danger of particles breaking away.
6682
034.05--01 E
07.97
103/ 03
Chromium-- ceramic coated

Piston rings
Assessing
034.07

Brief description
Piston rings are to be diagnosed at regular intervals on the basis of the
wear pattern.
The work includes:
Related work cards
Work card
Work card
Work card
034.05
Preliminary remarks
Piston rings have to be replaced after they have been in use for the time
periods specified in the maintenance schedule. Replacement will also
become necessary if interim checking reveals damage to the running
surface or excessive wear.
Piston rings with a chromium-ceramic coating on the running surface are
fitted in the topmost groove. The ring specification is defined by the code
number applied to the top side of the piston rings.
Contrary to plasma-coated or chromium-plated rings, the appearance of
the coating on chromium-ceramic rings changes distinctly as wear
proceeds. In the new condition, the face of these rings has a polished
metal appearance of uniform silvery grey colour. After several hundreds of
operating hours, a network of cracks or individual longitudinally and
transversely oriented cracks will appear. This is the normal appearance. It
is the result of hard metal oxide/ceramic particles embedded in the
reticular structure of the chromium layer and offers the advantage of very
high resistance to wear and a distinctly improved resistance to thermal
loads and simultaneously minimised cylinder liner wear. The characteristic
crack network serves as a lube oil reservoir.
The illustrations following below show piston rings in approximately 5-fold
magnification. They are thought as an aid in diagnosing the condition of
used chromium-ceramic coated piston rings and as supplementary
information to work card 034.05.
034.05
6682
034.07--01 E
07.97
101/ 04
1. Normal wear pattern. The piston ring can be used without any restrictions.
1. Wide network of cracks

This appearance of the running face is representative for the normal
wear condition of a chromium-ceramic coated ring.
Result: The piston ring is available for further use without any restriction.
2. Narrow network of cracks

This appearance of the running face also reflects the normal state of
wear. The surface is smooth throughout. No bulging of the running
layer towards the cracks can be seen. Surfaces of such appearance
do not suggest separation of layers.
Result: The piston ring ring is available for further use without any
restriction.
6682
034.07--01 E
07.97
102/ 04
3. Narrow longitudinal cracks in the running direction

This appearance of the running face also reflects normal wear
conditions. The surface is smooth throughout.
Result: Provided the cracks have a width of < approx. 0.1 mm, the piston
ring is available for further use without any restriction.
2. Wear is critical -- Piston ring has to be replaced.
1. Burn
This appearance of the running face reflects a condition which is
actually to be diagnosed as normal, but the burn spot that is visible
will not recover. Besides, there is a potential risk of blow-by.
Result: The piston ring cannot be used any longer and has to be replaced.
2. Pronounced crazed cracking

This appearance of the running face shows pronounced crazed
cracking of relatively large crack width. The surface is no longer
continuously smooth but bulged near the cracks.
Result: The piston ring cannot be used any longer and has to be replaced.
6682
034.07--01 E
07.97
103/ 04
3. Longitudinal cracks of large width in the running direction

This appearance of the running face, showing longitudinal cracks of
considerable width, is indicative of the danger of separation even
though the surface may be smooth throughout.
Result: As the cracks have a width of > approx. 0.1 mm, the piston ring
cannot be used any longer and has to be replaced.
3. Total damage. Piston ring has to be replaced.
Piston rings that have suffered total damage such as, e.g.:
- breakage
- separation of the running layer
- pieces of material broken off, etc.
require replacement. Neighbouring components such as the cylinder liner,
piston, cylinder head should be checked for damage.
6682
034.07--01 E
07.97
104/ 04
Cylinder Liner/Top land ring
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
050--03 E
05.98
101/ 01
Top land ring

050.01

Brief description
The top land ring must be removed every time the appertaining piston is to
be removed/the sealing ring is to be replaced.
Safety requirements
- Engine shut down
Numb Qualification
Time [h]
1 Assistant
Qty Designation
No.
Availability
2 Spacer pipe
050.133
Standard
050.126
Standard
1 Support
050.126--1
Standard
1 Expanding ring
050.126--9
Standard
3 Threaded rod
050.126--11
Standard
1 Thrust ring
050.126--15
Standard
3 Stop
050.126--16
Standard
3 Thrust screw
050.126--19
Standard
050.099
Standard
1 Support
050.099--1
Standard
2 Thrust screw
050.099--15
Standard
1 Pilot rod
034.006
Standard
1 Shackle A0.6
002.452
Standard
--
Standard
6635
050.01--01 E
04.03
32/40 DF
101/ 04
Qty Designation
No.
Availability
--
Inventory
1 Lubricating oil, clean
--
Inventory
Related work cards
Work card
Work card
Work card
055.02
Technical details
Term
Information
Top land ring
33.5 kg
1
2
3
4
5
6
7
8
9
10
13
Backing ring
Cable
M16 hexagon nut
Sealing ring
Cylinder liner
Top land ring
Pistons
O--ring seal
Cylinder head screw
Nut
M8x80 cylindrical
screw
Figure 1. Removing the top land ring (Fig. shows straight--type engine)
Operating sequence 1 -- Removal of the top land ring
Starting condition
Cylinder cooling water completely drained. Cylinder head dismantled,

motor approx. 60 in front of/behind upper dead centre.
Attention! Do not drain cooling water into the bilge or into the
waste water. Pump the cooling water into its own container and
reuse.
1. Remove any possible coke deposits on the top land ring (6) and in
the upper area of the cylinder liner (5). To do so, cover the gap
between the pistons (7) and cylinder liner, so that no foreign bodies
can fall in between them.
2. Remove deposits in the gap between the top land ring and the
cylinder liner (5), in order that the lug is well supported on the
expanding ring (050.126-9). Remove loose particles of dirt on the
Steps
6635
050.01--01 E
04.03
32/40 DF
102/ 04
upper side of the piston (see Fig. 1).

3. Mount the stops (050.126-16) using cylindrical screws (13) on the
thrust ring (050.126-15)and screw in the threaded rods (050.126-11)
up to the bearing surface.
4. Place the expanding ring (050.126-9) on the thrust ring and arrange
the point of separation exactly opposite a pressure screw. Screw the
pressure screws (050.126-19) loosely into the thrust ring.
5. Place the thrust ring with expanding ring on the top land ring.
6. Screw three pressure screws into the thrust ring and thus widen the
expanding ring. In doing so, make sure that the lug on the expanding
ring engages in the gap between the top land ring and the cylinder
liner. Tighten the pressure screws.
7. Place the support (050.126-1) over the threaded rods on the backing
ring (1) and using hexagon nuts (3) fasten onto the thrust ring
(050.126-15).
8. Place the spacer pipes (050.133) diagonally over the cylinder head
studs (9) and fasten using nuts (10).
9. By even alternate turning of the hexagon nuts, pull out the top land
ring until it is loose.
10. Fasten the cable (2) to the support using a shackle (002.452) and
hang up the cable on a lifting tackle (select the correct suspension
point depending on the engine type).
11. Screw the pilot rod (034.006) into the support.
12. Pull the top land ring carefully upwards guiding with the pilot rod.
13. Place the top land ring down on a wooden base, dismantle tools.
14. Loosen sealing ring (4) and remove.
Operating sequence 2 -- Fitting the top land ring
1 Backing ring
3 M16 hexagon nut
6 Top land ring
Figure 2. Fitting the top land ring in the backing ring
Starting condition
Cleaned top land ring
Steps
1. Insert new O--ring seals (8), which have been greased with clean lube
oil, in the ring grooves. In doing so, make sure that these are evenly
tensioned around the whole circumference and are not twisted.
2. Insert a new sealing ring (4) in the groove.
3. Place the top land ring (6) on the thrust ring and expanding ring. In
doing so, screw the pressure screws in so that the top land ring does
not slide over the lug on the expanding ring.
4. Place the support (050.126-1) over the threaded rod, screw on the
hexagon nuts (3).
Important! Make sure that the distance between the supports is
the same on all threaded rods.
6635
050.01--01 E
04.03
32/40 DF
103/ 04
5. Fasten the cable (2) using the shackle (002.452) to the support and
hang the cable on the lifting tackle (select the correct suspension
point depending on the engine type).
1 Backing ring
6 Top land ring
M Marking
AGS Opposite side to
exhaust
Figure 3. Backing ring-top land ring marking

7. Carefully insert the top land ring into the backing ring (1), guiding
using the pilot rod (see Fig. 2).
Important! On fitting the top land ring, be aware of the correct position of the bearing ring - top land ring marking (M).
8. Dismantle tool.
9. Screw the pressure screws (050.099-15) back into the support
(050.099-1).
10. Place the support on the bearing ring; check the position of the
recess for the sleeve (12).
11. Fasten the support using the hexagon screws (11) to the backing
ring.
12. Screw the pressure screws down to the upper edge of the top land
ring.
13. Using even, alternate turning of the pressure screws, press down the
top land ring until it lies on the cylinder liner.
Attention! Make sure that the top land ring does not jam on
pressing down in the backing ring.
14. Dismantle tool.
15. Add dismantled engine parts, add lines and screws, fill up cooling
water in the engine.
16. After completing the assembly work at existing cooling water
pressure, check the O--ring seals to make sure that these are in
order. No water emission at the check bores (A).
17. When the engine is running, test the check bores (A) for emissions of
gas.
1
4
5
6
8
9
11
Backing ring
Sealing ring
Cylinder liner
Top land ring
O--ring seal
Cylinder head stud
M16x35 hexagon
screw
12 Sleeve
A Check bore for cooling
water leakage and gas
tightness
Figure 4. Pressing down the top land ring (Fig. shows straight--type engine)
6635
050.01--01 E
04.03
32/40 DF
104/ 04
Cylinder liner
Measuring
050.02

Brief description
Cylinder liners are to be checked within the scope of maintenance and
repair work.
Quant Denomination
No.
Availability
1 Gauge bar 32/40
050.097
Standard
1 Gauge bar 40/54
050.096
Standard
1 Gauge bar 48/60
050.095
Standard
1 Gauge bar 58/64
050.094
Standard
1 Micrometer (inside) 32/40
050.038
Optional
050.002
Optional
050.062
Standard
050.107
Standard
Preliminary remarks
Cylinder liners are not worn out completely evenly on the circumference
and along the running face. The wear values are limited and that for both
the ovality and the maximum wear. This way, sealing problems and
overloading of the piston rings are to be avoided.
Regular checks provide a basis for optimising the operating conditions and
for decisions concerning a possible replacement of the cylinder liner.
Operating sequence 1 - Measure the cylinder liner
Starting condition
6682
Cylinder head, top land ring (if existing) as well as piston and connecting
rod removed. Cylinder liner thoroughly cleaned, especially in the upper
area and in the area of the gauge bar stop, on the top face.
050.02--01 E
04.98
32/40, 40/54, 48/60, 58/64
101/ 03
Steps
1. Insert the gauge bar in the cylinder liner. See Figure 1. The
measuring bar is held magnetically on the running face and on the
top face of the collar. The number and positions of the measuring
points are fixed by means of the bores in the bar.
Important! Measuring point 1 is only relevant for cylinder liner
designs without top land ring. For measuring, the spacer (8) is to be
removed. For cylinder liner designs with top land ring, measuring is
started at measuring point 2.
2. Heat up the inner screw gauge to the temperature of the cylinder liner
and insert one after the other in the bores of the gauge bar.
Determine the dimensions in longitudinal direction of the engine and
transversely to it and note them down.
3. Determine the temperature of the cylinder liner during measurement
and note it down.
4. Enter dimensions in engine log book and compare with the max.
permissible values (refer to operating manual, Section 2.5).
Attention! In case the values measured exceed the max.
permissible values for wear or ovality, the cylinder liner must be
renewed.
The wear is the difference from the values measured minus nominal
dimension. The ovality is the difference from the values measured (in
transverse and in longitudinal direction) of each plane.
1-6
7
8
9
10
11
Measuring point
Knurled screw
Spacer
Cylinder liner
Gauge bar
Inner screw gauge
Figure 1. Measuring the cylinder liner
6682
050.02--01 E
04.98
32/40, 40/54, 48/60, 58/64
102/ 03
Cylinder diameter (mm)
M
Measuring
i plane
l
1
2
3
4
5
6
Cylinder liner
temperature during
measuring
Condition of running
surface
Cyl. 1
trans- longituverse
dinal
--580.82 580.75
580.76 580.60
580.30 580.30
580.20 580.20
580.83 580.75
Cyl. 2
trans- longituverse
dinal
Cyl. 3
trans- longituverse
dinal
Cyl. 4
trans- longituverse
dinal
and
d so
on
30 &
perfect
Table 1. Measuring log (example: L 58/64 engine)
6682
050.02--01 E
04.98
32/40, 40/54, 48/60, 58/64
103/ 03

050.03

Brief description
Cylinder liners are to be removed and cleaned at regular intervals.
Qty Denomination
No.
Availability
1 Suspension device
050.154
Standard
3 Retaining clamp
050.154--3
Standard
1 Support
050.098--12
Standard
050.099
Standard
1 Support
050.099--1
Standard
2 Thrust bolt
050.099--15
Standard
1 Pilot rod
034.006
Standard
1 Shackle A1.6
002.454
Standard
2 Shackle A0.6
002.452
Standard
2 Eye bolt M20
000.155
Standard
--
Standard
--
Inventory
--
Inventory
Related work cards
6629
050.03--03 E
Work card
Work card
034.01
050.02
09.98
Work card
32/40
101/ 04
Technical details
Term
Information
407.5 kg
Backing ring
233.5 kg
Cylinder liner
172.5 kg
Preliminary remarks
Wear condition and ovality are to be determined, the running surface
appearance is to be assessed, the internal and exterior surfaces and the
oil bores are to be cleaned, and the sealing rings to be renewed. This
work provides information that is essential for system operation, and
contributes to ensuring operational reliability.
Cylinder liners are usually pulled without dismantling the backing ring.
They have only to be dismantled together if the backing ring is to be
replaced or if better accessibility is required.
1 Cylinder head bolt

2 Rope
3 Hexagon head bolt
M16x35
4 Backing ring
5 Crankcase
6 Cylinder liner
7 O--ring seal
8 Sleeve
9 O--ring seal
10 O--ring seal
11 Sleeve
A Control bore for
cooling water leakage
Figure 1. Removal and installation of the cylinder liner (with backing ring) -- illustration shows in--line engine
Operating sequence 1 -- Removal of the cylinder liner/dismantling of the backing ring
Starting condition
Big--end bearing attached to balance weight by means of turning stirrup,

piston with connecting rod shank dismantled, all the piping and screwed
connections on the backing ring removed.
050.02.
1. Clean and measure the cylinder liner (6) -- see work card 050.02
2. Screw back the thrust bolts (050.099--15) in the support (050.099--1).
Steps
6629
050.03--03 E
09.98
32/40
102/ 04
3. Attach the support to the backing ring by means of hexagon head

bolts (3), making sure that the branch socket for the pilot rod
(034.006) is on the exhaust counter side. Figure 1.
4. Screw the thrust bolts up to the cylinder liner top edge to avoid that
the backing ring (if loose) drops down as the pulled--out cylinder liner
is put down.
5. Suspend the rope (2) in shackle (002.454) and lifting tackle and
attach the shackle to the support (depending on the type of engine,
choose correct suspension point). Screw the pilot rod into the branch
socket on the support.
6. Cover the crankcase by appropriate means, especially on the sides,
so as to prevent the penetration of dirt from the cooling spaces into
the big--end and main bearings.
7. Pull the cylinder liner and backing ring upward out of the crankcase in
parallel with the cylinder centre line, guiding the cylinder liner with the
pilot rod.
Attention! When removing the cylinder liner, take care not to
damage the cylinder head bolts.
6 Cylinder liner
M8x20
Figure 2. Suspending the cylinder liner
8. Put the cylinder liner and backing ring down onto a wooden pad.
9. Screw two eye bolts (000.155) into the backing ring.
10. Detach the shackle from the support. Unhook the rope and attach it
to the eye bolts by means of shackles. Tension the rope.
11. Screw two thrust bolts back by a few turns, slightly slacken the lifting
tackle and work the backing ring loose by careful knocking (use a
wood or copper rest).
12. Detach the support and lower the backing ring onto a wooden pad.
13. Suspend rope in shackle (002.452) and lifting tackle, and attach the
shackle to the support (050.098--12).
Attention! Depending on the engine type, choose the correct
suspension point.
14. Lower the supports (050.098--12 / 050.126--1) onto the cylinder liner
and attach them to the cylinder liner (6) by means of retaining clamp
(050.154--3) and hexagon head bolts (16).
Important! For 32/40 DG, the support (050.126--1) is to be used.
15. Lift the cylinder liner out of the backing ring and put it down onto a
wooden pad.
16. Clean cylinder liner and backing ring.
Operating sequence 2 -- Installation of the cylinder liner
Starting condition
6629
Cylinder liner thoroughly cleaned on the inside and outside. Cylinder liner
measured on the inside (deep scoring of the piston running surface, or
excessive wear call for a replacement of the cylinder liner, especially if the
maximum admissible wear has been reached in the area of the top
compression ring at TDC or ovality has become excessive; refer to
operating manual, Section 1). Lube oil bores purged, sealing faces
050.03--03 E
09.98
32/40
103/ 04
thoroughly cleaned, without defects. Crankcase covered by appropriate

means. Cylinder liner standing in the backing ring.
Steps
1. Lubricate new O--ring seals (7) with acid--free grease and insert them
in the ring grooves making sure that they are evenly tensioned over
the whole circumference, and not distorted.
2. Attach the rope to two eye bolts (000.155) by means of shackle
(002.452) and suspend rope from lifting tackle.
3. Pull the backing ring (4) over the cylinder liner (6) from below, taking
note of the O--ring seals.
Attention! Note: Ensure correct position of marking (M) backing
ring/cylinder liner (refer to Figure 3).
4. Screw back the thrust bolts (050.099--15) in the support (050.099--1).
5. Fasten support to backing ring by means of hexagon head bolts (3)
and screw two thrust bolts up to the cylinder liner top edge.
Tip When placing the support on the backing ring make sure that the
branch socket for the pilot rod is on the exhaust counter side (AGS).
6. Detach the rope from the eye bolts.
7. Suspend rope in shackle (002.454) and attach shackle to support.
Screw the pilot rod (034.006) into support.
8. Carefully introduce the backing ring with cylinder liner into crankcase
(5), guiding the cylinder liner by means of the pilot rod.
Attention! Ensure correct position of backing ring relative to
sleeves (8). Take care not to damage cylinder head bolts (1) during
installation.
9.
10.
11.
12.
Dismount the tool, remove the covering of the crankcase.

Measure the cylinder liner.
Mount the pipes and the screwed connections.
On completion of assembly work (cylinder head in place, cylinder
head bolts tensioned) and with the proper cooling water system
pressure built up, check whether O--ring seals are in order and make
sure that no water leaks from the control bores (A).
Attention! If a new cylinder liner has been installed, this has to

be run in as specified (refer to operating manual, Section 3).
3 Hexagon head bolt

M16x35
4 Backing ring
6 Cylinder liner
11 Sleeve
13 Disk
15 Sleeve
AGS Exhaust counter side
M Marking backing ring/
cylinder liner
Figure 3. Suspending the backing ring, marking backing ring/cylinder liner
6629
050.03--03 E
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Cylinder liner (without backing ring)

050.04

Carry out work in time according to maintenance schedule,
measure components,
Brief description
Cylinder liners are to be removed and cleaned at regular intervals.
Qty Denomination
No.
Availability
2 Spacer pipe
050.133
Standard
050.129
Standard
1 Cross tie
050.129--1
Standard
1 Support (upper)
050.129--5
Standard
1 Support (lower)
050.129--12
Standard
1 Spindle (short)
050.129--21
Standard
1 Spindle (long)
050.129--27
Standard
1 Spherical disk
050.129--33
Standard
1 Ball cup
050.129--34
Standard
1 Suspension device
050.154
Standard
3 Retaining clamp
050.154--3
Standard
1 Support
050.098--12
Standard
1 Shackle A0.6
002.452
Standard
1 Shackle A1.6
002.454
Standard
1 Ring nut M30x3
000.186
Standard
--
Standard
--
Inventory
--
Inventory
--
Inventory
Related work cards
6629
050.04--04 E
Work card
Work card
034.01
050.02
09.98
Work card
32/40
101/ 05
Technical details
Term
Information
Cylinder liner
172.5 kg
Preliminary remarks
On cylinder liners, wear condition and ovality are to be determined, the
running surface appearance is to be assessed, the internal and exterior
surfaces and the oil bores are to be cleaned, and the sealing rings to be
renewed. This work provides information that is essential for system
operation, and contributes to ensuring operational reliability.
Cylinder liners are usually pulled without dismantling the backing ring.
They have only to be dismantled together if the backing ring is to be
replaced or if better accessibility is required.
1
3
4
5
6
7
8
10
11
12
Cylinder head bolt

Collar nut M30
Backing ring
Crankcase
Cylinder liner
O--ring seal
Hexagon nut M30
O--ring seal
Sleeve
Nut
Figure 1. Removal of the cylinder liner (illustration shows in--line engine)
Operating sequence 1 -- Removal of the cylinder liner
Starting condition
Piston with connecting rod shank removed, big--end bearing attached to

the balance weight by means of the turning stirrup and turned in such a
way that the cylinder liner is easily accessible from below.
050.02.
1. Clean and measure the cylinder liner (6) -- see work card 050.02
2. Insert the lower support (050.129--12) through the crankcase opening
and place it against the cylinder liner. Figure 1.
Steps
Attention! Once the lower support has been fitted, do not turn
the crankshaft.
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050.04--04 E
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3. Slip the long spindle (050.129--27) into the support and fasten by
means of hexagon nut (8).
4. Slip the upper support (050.129--5) onto spindle, place on cylinder
liner and fasten by means of hexagon nut (8).
5. Screw spindle (050.129--21) onto long spindle, slip cross tie
(050.129--1) over spindle and place on backing ring (4).
Important! When positioning the cross bar, pay attention to the
sleeves (11).
6. Slip ball cup (050.129--34) over spindle and place on cross bar.
7. Grease the spherical disk (050.129-33) and place over the spindle on
the ball cap. Screw on collar nut (3).
8. Slip spacer pipes (050.133) diagonally over cylinder head bolts (1)
and fasten by means of nuts (12).
6 Cylinder liner
M8x20
Figure 2. Suspending the cylinder liner
9. Cover the crankcase by appropriate means, especially on the sides,

to prevent penetration of dirt from the cooling spaces into big--end
bearings and main bearings.
10. By tightening the collar nut, loosen the cylinder liner and pull it
upwards.
Attention! In case of V- type engines, remove cross tie
(050.129- 1) and attach shackle to the suspension point of the rib.
11. Screw ring nut (000.186) onto spindle, suspend rope (2) in shackle
(002.454) and lifting tackle and attach shackle to ring nut.
12. Pull the cylinder liner out upwards in parallel with cylinder centre line.
Important! When removing the cylinder liner, pay attention that the
cylinder head bolts are not damaged.
13. Put cylinder liner down onto wooden pad.
14. Detach the tools.
15. For further transport, suspend the rope in shackle (002.452) and
lifting tackle and fasten shackle to support (050.098--12/050.126--1).
Figure 2.
Attention! Depending on the engine type, choose the correct
suspension point.
Important! For 32/40 DG engines, support (050.126--1) is to be
used.
16. Lower the support onto the cylinder liner (6) and fasten to cylinder
liner by means of retaining clamp (050.154--3) and hexagon head
bolts (16). Figure 2.
17. Clean the cylinder liner.
Operating sequence 2 -- Installation of the cylinder liner
Starting condition
6629
Cylinder liner thoroughly cleaned internally and externally. Cylinder liner

measured on inside (deep scoring in the piston running surface or
excessive wear call for replacement of the cylinder liner, especially if the
050.04--04 E
09.98
32/40
103/ 05
maximum admissible wear has been reached in the area of the top
compression ring at TDC, or ovality has become excessive). Lube oil
bores purged, sealing faces thoroughly cleaned and without defects.
Crankcase covered by appropriate means. Cylinder liner standing on
wooden pad, lower support (050.129--12) inserted in cylinder liner.
Steps
1. Lubricate new O--ring seals (7) with acid--free grease and fit in ring
grooves, making sure that they are evenly tensioned over the entire
circumference, and not distorted.
2. Slip the long spindle (050.129--27) into support and fasten by means
of hexagon nut (8). Figure 3.
3. Place the upper support (050.129--5) over spindle onto cylinder liner
(6) and fasten by means of hexagon nut (8).
Attention! In case of V- type engines, fasten shackle to
suspension point of rib.
4. Screw ring nut (000.186) onto spindle, suspend rope (2) in shackle
(002.454) and lifting tackle, and attach shackle to ring nut. Lift the
cylinder liner.
5. Carefully insert cylinder liner in backing ring (4) and crankcase (5).
Important! When fitting the cylinder liner, pay attention to the
correct position of marking (M) backing ring/cylinder liner and make sure
that cylinder head bolts are in order. Figure 4.
6.
7.
8.
9.
Remove the tool.

Take the covering out of the crankcase.
Measure the cylinder liner.
On completion of assembly work (cylinder head in place, cylinder
head bolts tensioned) and with the appropriate cooling water system
pressure built up, verify that O--ring seals are in order and water does
not leak from control bore (A).
Attention! If a new cylinder liner has been installed, it is to be

run in as specified (see operating manual, Section 3).
1
2
4
5
6
8
10
11
Cylinder head bolt

Rope
Backing ring
Crankcase
Cylinder liner
Hexagon nut M30
O--ring seal
Sleeve
A Control bore for

cooling water leakage
Figure 3. Installation of the cylinder liner (illustration shows in--line engine)
6629
050.04--04 E
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4
6
11
13
14
15
Backing ring
Cylinder liner
Sleeve
Disk
Hexagon head bolt
Sleeve

M Marking backing ring/
cylinder liner
Figure 4. Marking on backing ring and cylinder liner for correct installation
6629
050.04--04 E
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Cylinder Liner
Honing
050.05

check state/wear condition of components,
restore running face,
Brief description
Cylinder liners are to be checked at regular intervals, and the original
running face geometry is to be restored.
honing of the reversing zone of the piston rings,
honing of the complete running face.
Quant Denomination
No.
Availability
1 Honing device
050.131
Optional
1 Rope tackle with remote control
050.131--1
Optional
1 Cross tie
050.131--2
Optional
2 Adapter
050.131--5
Optional
4 Stop for stroke limit
050.131--6
Optional
1 Guide arm with control valve
050.131--7
Optional
1 Extension
050.131--8
Optional
1 Drive unit
050.131--9
Optional
1 Air connection with universal joint
050.131--10
Optional
1 Honing head
050.131--11
Optional
1 Tank
050.131--12
Optional
1 Funnel
050.131--13
Optional
2 Tension spring strip
050.131--16
Optional
1 Air supply station
055.131--17
Optional
1 Spray nozzles
050.131--20
Optional
3 Cleaning brushes
050.131--21
Optional
1 Oil for air oiler
050.131--23
Optional
1 Support
050.131--24
Optional
2 Extension pipe
050.131--27
Optional
1 Honing stone (set) for unhardened cylinder liners
--
Optional
1 Honing stone (set) for laser--hardened cylinder

liners
--
Optional
1 Cleaning agent (Diesel oil/petroleum)
--
Inventory
6629
050.05--01 E
07.97
L 32/40
101/ 08
Quant Denomination
No.
Availability
1 Collecting tank
--
Inventory
--
Inventory
Related work cards
Work card
Work card
034.01
050.02
Work card
Preliminary remarks
Cylinder liners require rehoning when piston rings are to be replaced or
after the maintenance interval has expired. Honing will restore the original
state of roughness of the cylinder liner running surface. This roughness is
necessary to ensure a sufficiently thick and properly adhering lubricating
film. While the original microgeometry can effectively be restored, no
influence can be taken on the wear profile, i.e. the macrogeometry of the
cylinder liner.
The usual procedure is that in a first pass the TDC zone of piston rings is
honed, and in a second pass the entire contact surface of piston rings.
Honing of the cylinder liner is not very time--consuming. However, the use
of the tool and the job proper, and judging the results require care and a
certain amount of experience. We therefore recommend that MAN B&W
personnel is entrusted with this job, at least the first time for instruction.
Technical/functional description
The honing tool essentially consists of:
the cable hoist (1)

the drive unit (11)
the lubricator (18 and 20)
the guide elements (2 to 4, 6 and 7), and
the portable air supply station (23).
The honing tool is driven and controlled by means of compressed air.
The fittings of the air supply station serve the purposes of air filtering,
water draining and oil admixing.
The regulating valves at the compressed air outlets serve to preset the
reciprocating and rotational velocity of the honing head, and the contact
pressure of the honing elements. The hoisting motor for lifting and
lowering is operated by pushbuttons of the remote control (5).
The ball cock on the guide arm (7) serves to switch the drive unit (11) on
and off. The slide valve next to it is used to control the contact force of the
honing elements.
The lubricator consisting of the tank (20) and the spray nozzles (18) is
used to lubricate the grinding zone and to clean the grinding dust away.
The lubricant/cleanser is collected in a funnel (16) attached to the lower
rim of the cylinder liner, and disposed. Exchanging the grinding elements
against cleaning brushes (14) permits mechanical cleaning of the cylinder
liner (19).
6629
050.05--01 E
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The tool can be adjusted to various diameters, and matched to different

reciprocating lengths by means of extensions and adapters.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
23
Rope pulley
Cross tie
Extension tube
Stop for limitation of
reciprocation
Remote control
Adapter
Guide arm with
control valves
Extension
Pad
Cylinder head bolt
Drive unit
Air connection with
universal joint
Grinding element with
honing stones
Cleaning brush
Honing head
Funnel
Tension spring strip
Spray nozzle
Cylinder liner
Tank
Air supply station
Figure 1. Pneumatic honing tool as mounted
6629
050.05--01 E
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23
26
27
28
Air supply station

Filter/water separator
Oiler
Pressure regulating
valve
29 Pressure gauge
A Compressed air supply
B Compressed air to the
hoist motor (reciprocation velocity)
C Compressed air to
drive unit (speed)
D Compressed air to
guide arm/honing head
(contact pressure)
Figure 2. Air supply station (viewed from the side and from top)
16
19
31
32
Funnel
Cylinder liner
Hose
Collecting tank
Honing angle
Figure 3. Honing the cylinder liner (starting position)
Operating sequence 1 -- Honing the zone of piston ring reversal, TDC (nip area)
Starting condition
6629
Cylinder head dismantled, piston with conrod shank removed, big--end

bearing attached to balance weight by means of turning strip and turned
sideward far enough to permit the funnel to be mounted. Cylinder liner
cleaned (from coke and lube oil) and measured (cylinder liner has not yet
reached limits of maximum wear; for limit values, see B1). Bore hole
outlets for cylinder lubrication plugged by means of plasticine or pasty
grease. Crank gear covered by appropriate means. Funnel attached to
lower end of cylinder liner, and hose connected outward into the collecting
tank. Honing tool assembled and adjusted in accordance with separate
description.
050.05--01 E
07.97
L 32/40
104/ 08
Important! The zone of piston ring reversal is to be honed in a first

pass using the short honing stones, followed by honing of the entire
running surface contacted by the piston rings (see operating sequence 2).
Steps
1. Mount the honing stones (20 mm long) to each of the honing

elements (13) at the same level in way of the middle part of the
honing elements.
Tip! Short honing stones can be prepared from broken, long honing
stones. For this purpose, cut a notch into the stone using a steel saw
blade, mount the stone in the vice and break it.
2. Carefully introduce the honing head into the cylinder liner (19).
3. Using the stops (4), limit the reciprocating movement of the honing
head in the cylinder liner (19) so that the top edge of the honing
stones projects approx. 10 mm beyond the top dead centre of the top
piston ring and a reciprocation path of 40 -- 50 mm results.
4. Adjust the spray nozzles (18) so that the issuing lubricant is
distributed over the honing area.
5. Close the stop cock of the tank (20) and top up the tank with lubricant
(Diesel fuel, gas oil or kerosene).
Caution! Do not smoke, do not use open flames - fire hazard!
6. Open the stop cock on the tank. Verify that lubricant issues from the
spray nozzles and distributes over the honing area. Verify that the
lubricant is without leakage losses collected in the funnel (16) and
passed to the collecting tank (32).
Important! Approx. 4 -- 6 litres of lubricant are required for honing
one cylinder liner. You should make sure to use an adequate amount of
lubricant for honing because it is desirable to wash off the grinding dust
immediately. If passed through a fine--meshed fleece mat into the
collecting tank, the lubricant can be used several times. However, after the
honing treatment the cylinder liner is to be cleaned using lubricant/cleanser
that is still in its clean state.
7. After having tried the adjustment, start the honing tool and make the
honing stones contact the liner wall.
Proceed with the honing treatment by short, reciprocating upward
and downward strokes (20 -- 30 double strokes each) until the short
honing stones have been used up, which takes approx. 1 -- 1.5
minutes. During the honing process, the speed of the honing head is
approx. 35 rpm, the contact pressure is 2.5 bar. The short stroke
results in a narrow honing angle. When honing marks become visible
in the TDC zone of the top piston ring, honing is to be discontinued. A
rounded step that may have been left at the point of top piston ring
reversal is acceptable. A second set of short honing stones is to be
used and the process is to be repeated, if necessary.
8. Honing is to be finished as soon as a satisfactory grinding pattern has
been produced, and the supply of lubricant is to be stopped.
9. Move the honing head out of the cylinder liner and secure it in the top
position.
Operating sequence 2 -- Honing the entire cylinder liner running surface
Starting condition
Zone of reversal of piston rings at TDC honed, or cylinder liner shows but
slight incipient wear in the TDC zone.
Important! The purpose of this operating sequence is the
roughening of the upper cylinder liner area, where the honing marks have
disappeared in the course of time. Honing in the lower area should be kept
to the minimum possible; at the end of this operating sequence, however,
two double strokes should be made over the entire running surface
6629
050.05--01 E
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contacted by the piston rings. On laser--hardened cylinder liners, it should

be made sure that there is a gradual transition from the hardened parts of
the cylinder liner to the soft section below.
Steps
1. Mount six long honing stones on the honing head (15).

2. Carefully introduce the honing head into the cylinder liner (19).
3. Adjust the reciprocation of the honing head by means of stops (4) so
that the honing stones work in the upper half of the piston stroke
zone (the zone contacted by the piston rings), i.e. the honing stones
should with their top and bottom edges move approx. 100 mm
beyond these limits.
4. Adjust the spray nozzles (18) so that the issuing lubricant distributes
over the honing area. Top up the tank (20) with lubricant (Diesel fuel,
gas oil or kerosene).
Caution! Do not smoke, do not use open flames - fire hazard!
5. Open the stop cock of the tank. Verify that lubricant issues from the
spray nozzles and distributes over the honing area. Verify that the
lubricant is without leakage losses collected in the funnel (16) and
passed into the collecting tank (32)
Important! Approx. 10 litres of lubricant are required for the
honing of one cylinder liner.
Make sure to use enough lubricant for the honing process. The grinding
dust should preferably bewashed away immediately.
6. After having tried the adjustment, start the honing tool and make the
honing stones contact the liner surface.
60 -- 65 reciprocations up and down (refer to Table 1) are required for
the honing of one cylinder liner at a reciprocating velocity of approx.
18 double strokes per minute (cf. Tabel 1). The entire honing time for
one cylinder liner normally is 3.5 -- 4 minutes, times at the upper limit
being required for the laser--hardened cylinder liners.
Speed of the honing head, approx. 35 rpm; contact pressure, 2.5 bar.
The reciprocating motion is to be controlled so that a honing angle ()
of 45 -- 60 (22.5 -- 30 ) relative to the horizontal is reached (for
template, see page 9). The desirable surface roughness Rz is 10 -15 m, both for laser--hardened and standard--type cylinder liners.
7. Stop the honing tool. Examine the surface roughness, the honing
angle and the honing pattern (cf. Table 2).
If this examination leads to a satisfactory result, two double strokes
covering the full zone of piston ring contact should subsequently be
made. The stops (4) should for this purpose be adjusted so that the
honing stones to some extent come out of the cylinder liner. The
honing head should during this operation not hit the funnel (16).
8. After the honing treatment, the cylinder liner is to be measured. If the
maximum admissible wear in the TDC zone of the top piston ring or
the maximum admissible ovality has been exceeded (for limits, refer
to B1), the cylinder liner has to be replaced.
9. Exchange the grinding elements (13) against hard cleaning brushes
(14).
10. Introduce the honing head and carefully remove (loosen/wash off)
any remnants of grinding at a reduced contact pressure of 0.5 -- 1.0
bar while the rotating and reciprocating velocities are the same.
Repeat the procedure with soft cleaning brushes, if necessary. An
ample amount of lubricant should be used for cleaning. A total of
approx. 50 double strokes is necessary. Fresh lubricant should be
used for the last pass. No grinding particles must be left (check with
the finger tips).
11. Detach the honing tool. Attach it to the next cylinder, or on
termination of the cleaning process store at a safe place or in a box.
12. Remove all of the plasticine or grease plugs from the bores of the
cylinder lubrication system. Remnants in the oil ducts should be
washed out by operating the cylinder lubricating pump.
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050.05--01 E
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13. Remove the funnel, taking care that no contaminating matter gets
into the running gear.
14. Submit the cylinder liner to a final, manual cleaning treatment.
Attention! After the piston has been installed and the cylinder
head mounted in place, the instructions as per Section B1 are to be
observed for putting into operation.
Reciprocation
(mm)
450
Type
32/40
Number of
double strokes
per min
18
Velocity
(rpm)
35
Time per
double stroke*
(s)
3.3
Number of
double strokes
required
60 - 65
Table 1. Parameters for the honing of cylinder liners

*
Applicable for a honing angle () of 45E
Alternative
Feature
Checking/Measuring
Surface roughness Rz,

measured in the TDC
zone for the top piston
ring and the middle of
top piston ring lift
Honing angle
Honing pattern, i.e. profile
and distribution
of honing lines,
occurrance of metall
jackets (glazing and
pitting along the
honing lines), unhoned
holes being left.
1
2
Technovit impression
Finger nail test and visual
(thermosetting synthetic) -- examination
permits later evaluation of
all three parameters
Measuring instrument
Goniometer
Examinations of
faxfilm impressions
(celluloseacetate film)
under the microscope
(50--fold magnification)
Angle template
Examination using a
pocket lense, visual
checking -- requires
empirical skill
Table 2. Examining the running surface of cylinder liners after honing
6629
050.05--01 E
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X 135
45 Honing angle
Y 120
60 Honing angle
Figure 4. Aid for making a honing angle template
6629
050.05--01 E
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L 32/40
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Cylinder head/Saftey valve
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
055...--03 E
05.98
101/ 01
Cylinder head bolts

055.01

Brief description
Cylinder head bolts are to be checked at regular intervals by means of
checking bolted connection,
untightening,
tightening.
Safety requirements
- Engine shut--down
Quant Denomination
No.
Availability
4 Tension screw
055.157
Standard
4 Thrust pad
055.156
Standard
009.338
Optional
009.320
Standard
009.306
Standard
009.097
Standard
009.096
Standard
1 Tommy bar 10
000.263
Standard
--
Standard
Related work cards
Work card
Work card
Work card
000.30
000.32
009.01
009.03
6629
055.01--01 E
11.97
32/40
101/ 04
Operating sequence 1 - Check the cylinder head bolts
Starting condition
Protecting caps removed from the cylinder head bolts of the respective
cylinder.
Steps
1. Clean the threads of cylinder head bolts (4).

2. Screw the tension screws (055.157) up to contact with the cylinder
head bolts. Figure 1.
3. Slip thrust pads (055.156) over tension screws.
4. Screw hydraulic hydraulic tensioning tool (009.097 and 009.096) onto
tension screws, noting centricity of hydraulic tensioning tool/thrust
pad.
Attention! Prior to mounting the hydraulic tensioning tool make
sure that pistons have fully reset.
5. Turn the hydraulic tensioning tool back by 530 .
6. Connect high-pressure hoses (009.306) to hydraulic tensioning tool
and high-pressure pump (009.338) or hydraulic hand pump
(009.329).
009.03) and close
7. Switch the high-pressure pump on (see work card 009.03
the gap produced between the thrust pads and hydraulic tensioning
tool by the turning back of hydraulic tensioning tool.
8. Pressurise the hydraulic tensioning tool until nuts (3) come loose.
000.33).
and 000.33
9. Adjust the specified tensioning pressure by means of the
high-pressure pump or by operating the hydraulic hand pump and
re-tighten the nuts.
11. Put the protection caps onto the cylinder head bolts.
12. Reset the pistons of the hydraulic tensioning tool (see work card
009.01).
009.01
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055.01--01 E
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1 Cylinder head
2 Rocker arm casing
3 Nut
4 Cylinder head bolt
Figure 1. Hydraulic tensioning tools mounted on the cylinder head bolts, and sectional view of a hydraulic tensioning tool
mounted.
Operating sequence 2 - Untightening the cylinder head bolts
Starting condition
Protecting caps removed from the cylinder head bolts of the respective
cylinder.
1. Mount hydraulic tensioning tools on cylinder head bolts (4) and
loosen nuts (3) - see Operating sequence 1, points 1 to 8.
2. Turn back the nuts (for angular amount of turning back, see work
card 000.30).
000.30
009.01).
009.01
Operating sequence 3 - Tighten the cylinder head bolts
Starting condition
Cylinder head in place, nuts screwed onto cylinder head bolts.
Steps
1. Fasten nuts (3) of cylinder head bolts (4) hand-tight, using tommy bar
(000.263).
2. Screw tension screws (055.157) up to contact with the cylinder head
bolts.
3. Slip thrust pads (055.156) over tension screws.
4. Screw hydraulic tensioning tool (009.097 and 009.096) to tension
screws, observing centricity of hydraulic tensioning tool/thrust pad.
Attention! Prior to mounting the hydraulic tensioning tool make
sure that pistons have been fully forced home.
5. Connect high-pressure hoses (009.306) to hydraulic tensioning tool
(009.320).
6. Switch the high-pressure pump or hydraulic hand pump (009.320) on
009.03) and load the cylinder head bolts to the
000.30). Secure the
specified tensioning pressure (see work card 000.30
nuts hand-tight using the tommy bar.
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8. Mount protecting caps on the cylinder head bolts.
009.01).
009.01
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055.01--01 E
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Cylinder head
055.02

Brief description
Cylinder heads are to be disassembled within the scope of maintenance
and repair work.
Safety requirements
- Engine shut--down
- Operating media system closed/depressurised
Numb Qualification
Time requ
2 Assistant
Qty Denomination
No.
Availability
1 Suspension device
055.154
Standard
1 Support
055.154--1
Standard
1 Pilot rod
034.006
Standard
1 Assembly plate
234.001
Standard
1 Assembly plate
234.002
Standard
1 Shackle A1.6
002.454
Standard
1 Claw spanner 19x200
001.675
Standard
1 Claw spanner 17x200
001.673
Standard
1 Cock--foot ring spanner,

size 32
009.139
Standard
--
Standard
1 Screw driver
--
Inventory
--
Inventory
6635
055.02--01 E
09.99
L 32/40 DG
101/ 05
Qty Denomination
No.
Availability
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
055.01
111.01
221.10
280.01
289.01
434.01
Technical details
Term
Information
Cylinder head
523 kg
Cylinder head, complete
870 kg
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
23
24
Rope
Hexagon bolt M16x380
Washer
Rocker arm casing
Cylinder head bolt
Nut
O-ring seal
Stud
Exhaust pipe
Sleeve
O-ring seal
Top land ring
Backing ring
Sealing ring
O-ring seal
Cylinder head
Charge air pipe
Screw plug
Gas pipe
Gas valve
Figure 1. Cylinder head with attached suspension device
Operating sequence 1 -- Removing the cylinder head
Starting condition
Cooling water in the engine drained to a level underneath the cylinder

heads and cooling water of the injection valves completely drained.
Important! Do not pass cooling water into bilge or waste water.
Pump cooling water into separate container to reuse it (cooling water
additives).
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L 32/40 DG
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Cocks in the fuel oil pipes closed. Gas pipe and hydraulic pipes to the gas
valve drive blocked.
Running gear turned to a position at which piston of the respective cylinder
is at ignition TDC, cylinder head bolts unloaded. Cylinder head cover
removed.
Steps
1. Remove all pipes and connections as well as attachments for pipes

from the respective cylinder head, rocker arm casing and gas valve
drive.
2. Partly dismantle the covering of the exhaust pipe.
3. Open the tension coupling on the exhaust pipe connection (see work
card 289.01).
289.01
4. Unscrew the screw plug (18) and drain the condensed water from the
charge air pipe (17). Screw the screw plug back in again (refer to
Figure 1).
5. Loosen and shift the pipe couplings (30) on the charge air pipe
section (17) - refer to Figure 2.
6. Screw off the flange screw connections (28) from the gas pipe (23)
and slide assembly plates (234.001 and/or 234.002) between
compensator (29) and gas pipe section (23) respectively (refer to
Figure 2).
Important! Both compensators which are fastened to the respective
gas pipe section are to be removed, too. When sliding in the assembly
plates, pay attention to the O-ring seal (31). If necessary, enlarge the gap
between gas pipe section and compensator by means of a slotted-screw
driver.
16
17
23
24
28
Zylinder head
Charge air pipe
Gas pipe
Gas valve
Flange screw
connection
29 Compensator
30 Pipe coupling
31 O-ring seal
Figure 2. Sliding the assembly plates between gas pipe section and compensator
7. Remove the delivery pipe from the injection pipe (see work card
434.01).
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055.02--01 E
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L 32/40 DG
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8. Loosen the union nut (26) for delivery pipe of the pilot oil injection
pipe by means of claw spanner (001.675) and remove the delivery
221.10).
pipe (see work card 221.10
9. Loosen the knurled screw on the thermocouple (25) and pull off the
connection, if necessary, use the cock-foot ring spanner (009.139)
and/or claw spanner (001.673) to remove the thermocouple.
10. Remove the knock sensor (27) from the cylinder head.
11. Loosen and unscrew the nuts (6) of the cylinder head bolts (see work
card 055.01).
055.01
12. Place the support (055.154-1) on the cylinder head (16) and attach it
by means of four hexagon bolts (2) including washers (3).
13. Fasten the rope (1) to the support using shackle (002.454) and attach
it to the lifting tackle.
4
5
6
16
25
26
27
Rocker arm casing

Cylinder head bolt
Nut
Cylinder head
Thermocouple
Union nut
Knock sensor
Figure 3. Cylinder head with thermocouple and knock sensor
15. Carefully lift off the cylinder head, guiding it by means of the pilot rod
in the process, and put it down onto a wooden support.
Important! Do not damage cylinder head bolts (5) and studs (8).
16. For further work, remove the rocker arm casing (4) from the cylinder
head (see work card 111.01)
111.01 and dismantle the push-rods (19), if
necessary.
17. Cover all openings on the engine using appropriate means, close the
exhaust pipe connection by means of the sealing cover.
055.03).
18. Clean the cylinder head (see work card 055.03
Operating sequence 2 -- Fitting the cylinder head
Starting condition
Cylinder head cleaned, sealing faces between cylinder head and top land
ring and between cylinder head and exhaust pipe cleaned. All covers
removed, push-rods inserted, rocker arm casing mounted on the cylinder
head.
1. Check the sealing ring (14), renew it, if necessary.
2. Dismantle the sleeves (10 and 22), remove the O-ring seals (11) and
insert new O-ring seals, which have been lubricated with acid-free
grease, paying attention that they are evenly tensioned over the
whole circumference and not twisted. Install the sleeves (refer to
Figure 1 and 4).
3. Put the support (055.154-1) down onto the cylinder head (16) and fix
it by means of four hexagon bolts (2) including washers (3).
Steps
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055.02--01 E
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L 32/40 DG
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4. Fasten the rope (1) to the support using shackle (002.454) and
attach it to the lifting tackle. Lift the cylinder head.
6. Insert new O-ring seals (7, 11 and 20), which have been lubricated
with acid-free grease, into the ring grooves, paying attention that the
O-ring seals are evenly tensioned over the whole circumference and
not twisted.
7. Fit the assembly plates (234.001/234.002) to the gas pipe on the
sealing ring side.
8. Move the cylinder head to the centre of the cylinder and lower it,
guiding it by means of the pilot rod in the process.
Important! Do not damage the studs (8) and the cylinder head bolts
(5), pay attention to the position of the sleeves (10, 19 and 22). Place the
thrust pads of the rocker arms on the push-rod pans of the push-rods.
Hold the assembly plates in position until the cylinder head rests on the
backing ring.
9. Remove the assembly plates, paying attention that the O-ring seals
(31) are not damaged.
10. Screw the nuts (6) onto the cylinder head bolts (5).
11. Fit the flange joints (28) of the gas pipe (23) and tighten them
crosswise.
12. Push the pipe couplings (30) over the charge air pipe section (17)
and fix it (see work card 111.01).
111.01
289.01)
13. Mount the exhaust pipe to the cylinder head (see work card 289.01
and fit the covering.
11
13
16
19
O-ring seal
Backing ring
Cylinder head
Sleeve
20 O-ring seal
21 Push-rod
22 Sleeve
Figure 4. Connecting sleeves between cylinder head and backing ring
434.01).
14. Attach the delivery pipe of the injection pipe (see work card 434.01
15. Fit the delivery pipe of the pilot oil injection pipe
221.10).
16. Attach all pipes and fittings for pipes to cylinder head, rocker arm
casing and gas valve drive.
17. Tighten the cylinder head bolts to the specified torque (see work card
055.01).
055.01
18. Check the valve clearance, adjust it newly, if necessary
111.01).
19. Top up cooling water in the cylinder head and injection valve cooling
system, vent the cooling water pipes.
20. Open all cocks and locks.
21. Vent the hydraulic pipes and, if necessary, flush them by means of
the scavenging device.
Attention! Check the gas pipe for tightness.
Important! In case the cylinder head is untight even though the
cylinder head bolts have been tightened correctly, it has to be removed
again, and the sealing ring has to be checked.
6635
055.02--01 E
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L 32/40 DG
105/ 05
Cylinder head
Cleaning
055.03

Brief description
Cylinder heads have to be cleaned from soot and coke deposits at regular
intervals.
This includes:
cleaning of components
Related work cards
Work card
Work card
Work card
000.08
055.02
113.01
Operating sequence 1 - Cleaning the cylinder head
Starting condition
Cylinder head removed, rocker arm casing and charge-air pipe dismantled,
inlet and exhaust valves removed.
Figure 1. Cross-section of a dismatled cylinder head
Steps
1. Check the inlet and exhaust channels as well as the side turned
towards the combustion chamber for deposits and if needs be clean
off any adhering deposits, taking care in doing so not to damage the
surfaces.
2. Check the cooling chambers for deposits and if needs be remove
000.08).
3. Clean the upper side of the cylinder head of oil sludge.
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055.03--01 E
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32/40 DG
101/ 02
4. Fit the inlet and exhaust valves (see work card 113.01
113.01).
Figure 2. Cross-section of a dismantled cylinder head
6635
055.03--01 E
10.97
32/40 DG
102/ 02
Sealing face on cylinder head

and sealing groove in top land ring
Grinding
055.04

Brief description
The sealing face on the cylinder head and the sealing groove in the top
land ring are to be checked every time the cylinder head is removed, and
remachined if necessary.
The work includes:
grinding of the sealing face and the sealing groove.
Quant Denomination
No.
Availability
1 Grinding tool
050.119
Optional
1 Grinder
050.119--1
Optional
2 Bow
050.119--2
Optional
1 Shackle A0.6
002.452
Standard
1 Eye bolt M12
000.142
Standard
--
Standard
1 Depth gauge
--
Inventory
1 Grinding paste (silicon--free)
--
Inventory
Related work cards
Work card
Work card
Work card
050.01
055.02
055.05
Preliminary remarks
Important! This grinding tool can be used for the cylinder head and
top land ring. The correct side for each case is shown in Figure 1.
After the sealing face or sealing groove has been remachined, the gap (A)
between the cylinder head and top land ring should be not less than 0.5
mm (refer to Figure 2 in the Section Operating sequence).
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055.04--01 E
08.97
32/40
101/ 03
1 Hexagon head bolt

M12x25
2 Cylinder head
3 Top land ring
B Sealing face
C Sealing groove
Figure 1. Grinding the sealing face on the cylinder head (figure on the left) and the sealing groove in the top land ring (figure on
the right)
Operating sequence 1 -- Grind the sealing face on the cylinder head and/or sealing groove in the top
land ring
Starting condition
Cylinder head dismantled and mounted in reversing jig. Top land ring
dismantled, sealing ring taken out.
Steps
1. Attach the bow (050.119-2) to grinding wheel (050.119-1), bearing in

mind whether the sealing face (B) or the sealing groove (C) are to be
ground.
2. Apply grinding paste to grinding wheel.
Tip! Do not apply excessive amount of grinding paste.
3. Place the grinding tool onto the sealing face or into the sealing
groove, refer to Figure 1.
Tip! Possibly use shackle (002.452) to attach grinding tool to rope and
place it on cylinder head or top land ring using the lifting tackle.
4. Exercise a turning, reciprocating motion with the grinding tool and lift
it inbetween so as to permit the grinding paste to redistribute.
Important! Do not grind off more material than required to leave
the sealing face and / or sealing groove bright and free of damage over the
full width; therefore, inspect the sealing face or sealing groove several
times during the grinding process.
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5. On completion of the grinding, take the grinding tool (050.119) off and
clean the sealing face and/or sealing groove carefully.
6. Determine the gap (A) between the cylinder head (2) and the top land
ring (3) by differential measuring on several points.
Minimum gap with: 0.5 mm
2
3
4
5
6
Cylinder head
Top land ring
Sealing ring
Cylinder liner
Supporting ring
A Gap
Figure 2. Gap between the top land ring and the cylinder liner with the sealing ring
fitted
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Cylinder head with turnover stand

Machining
055.05

Brief description
On cylinder heads, various jobs are to be carried out at regular intervals.
For this purpose, the turnover stand is to be used.
The work includes:
clamping components.
Qty Designation
No.
1 Turnover stand
055.153
--
Availability
Optional
Standard
Technical details
Term
Information
Cylinder head
503 kg
General
The turnover stand is suitable for:
- thorough cleaning and checking of cylinder heads (cf. work card

-
055.03),
055.03
grinding of valve seat faces in the cylinder head,
checking of valve seats (cf. work card 113.03
113.03),
measuring of inlet and exhaust valve seat faces,
removing and installing the valve seat rings in the cylinder head (cf.
work card 113.04).
113.04
Operating sequence 1 -- Clamping of cylinder head
Starting condition
Cylinder head suspended on lifing tackle with suspension device.
Steps
1. Fasten adapter plates (2 and 9) to cylinder head (8).

2. By turning hand wheel on turnover gear (3), position receiver head (4)
so that fastening bracket (5) is situated on top (see illustration).
3. Open fastening bracket and locking bar (10).
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4. Place cylinder head (see illustration) and clamp it tight, using

fastening bracket. Lock the locking bar.
5. Remove suspension device. With the arresting lever (7) folded up,
the cylinder head may now be moved to any desired position by
turning the hand wheel (arresting is possible in every 45--degree
position).
Attention! When working on the cylinder head, it is absolutely
necessary to engage arresting lever into one of the grooves in the
receiver head (4).
6. The adapter plates may be stored by fastening them to the frame (1).
1
2
3
4
5
Frame of turnover stand

Adapter plate
Turnover gear
Receiver head
Fastening bracket
6
7
8
9
10
Turning shaft axle

Arresting lever
Cylinder head
Adapter plate
Locking bar
11
12
13
14
Exhaust valve
Inlet valve
Receptacle
Envelope circle (cylinder
head with valves)
Figure 1. Cylinder head clamped into the turnover stand
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102/ 02
Dead centre indicator/

Speed pick-- up
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
071--02 E
05.98
101/ 01
Speed pick-- up
Checking, removing and installing
071.01

free components from contaminations/residues,
Brief description
Speed pick--ups are to be checked at regular intervals and to be replaced,
if necessary.
checking of components,
Safety requirements
- Engine shut--down
- Power supply/generation interrupted
Numb Qualification
Time requ
0.2
Quant Denomination
No.
Availability
000.451
Standard
--
Standard
1 Screw driver (set)
--
Standard
Operating sequence 1 -- Checking the speed pick-ups
Starting condition
Engine shut off.

1. Check cables (8) to the speed pick-ups (3).
2. Turn crankshaft (1) with fly wheel (2) in such a way that the front side
of one tooth coincides with the centre of the speed pick-up.
3. Measure distance (F) between the front side of the tooth and the
speed pick-up by means of feeler gauge (000.451)
Distance (F) = 1.0 ... 2.0 mm.
Steps
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4. Check the remaining speed pick-ups the same way.

Important! Engines without slow-turn device are equipped with one
speed pick-up less.
2
3
4
5
7
8
Fly wheel
Speed pick-up
Retainer
Hexagon nut
Death center indicator
Cable
9 Terminal box
F Gap between fly wheel
and speed pick-up
A 1SE for engine dependent

control (alarm)
B 2SE for engine dependent
control (safety)
C 3SE for speed governor
D 4SE for speed governor
E 5SE for slow turn
Figure 1. Speed pick-up with death center indicator
Operating sequence 2 -- Removing and installing a speed pick-up
Starting condition
Engine shut off and cooled down to room temperature.

1. Disconnect the cable of the respective speed pick-up (3) from the
terminal box (9).
2. Turn crankshaft (1) with fly wheel (2) in such a way that the front side
of one tooth coincides with the centre of the speed pick-up.
3. Screw the hexagon nuts (5) out of the respective speed pick-up and
pull the speed pick-up out of the retainer (4).
4. Screw the hexagon nut off the new speed pick-up.
5. Install the speed pick-up in the retainer (4) by means of hexagon nuts
(5) (refer to Figure 1).
6. Push feeler gauge (000.451) with distance (F) between the front side
of the tooth and the speed pick-up.
7. Screw the hexagon nuts (5) in alternately until the feeler gauge fits
snugly. Turn the speed pick-up in such a way that the flattening
tangentially points towards the fly wheel (refer to Figure 3).
Steps
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1
2
3
7
8
9
10
Crankshaft
Fly wheel
Speed pick-up
Death center indicator
Cable
Terminal box
Cylinder crankcase
Figure 2. Speed pick-up with death center indicator
Important! The speed pick up only operates in the described

installation position.
8. Tighten the hexagon nut (5), paying attention to the speed pick-up.
Important! After the final tightening of the hexagon nuts (5), the
gap dimension (F) as well as the position of the speed pick-up is to be
checked once again.
9. Check for proper performance.
2 Fly wheel
3 Speed pick-up
Figure 3. Position of the speed pick-up to the fly wheel
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Crankcase cover/Saftey valve/

Coverings
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
073--03 E
05.98
101/ 01

Checking
073.01

Brief description
Safety valves on the crankcase covers are to be examined for ease of
motion at regular intervals.
The work includes:
Check of components.
Quant Denomination
No.
Availability
--
Standard
Related work cards
Work card
Work card
Work card
073.02
Technical details
Term
Information
Crankcase cover with safety valve
16.5 kg
Preliminary remarks
Checking all the safety valves mounted on the crankcase for ease of
motion is to ensure that pressure increases/pressure waves occurring, e.g.
after explosions, can be safely controlled.
Attention! When alarm has been signalled or the engine has
been stopped because of excessive bearing temperatures or oil mist
concentration, open the crankcase 10 minutes after at the earliest.
There is the danger of explosions upon access of oxygen because
components that have run hot and the operating media surrounding
them may be at ignition temperature.
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Operating sequence 1 -- Check the safety valve
Steps
1. Unscrew the hexagon nuts (2), remove washers (3) and the
crankcase cover (8).
2. Verify that safety valve (4) is in good condition and moves easily;
073.02) and clean it, if necessary.
disassemble (see work card 073.02
3. Check the valve plate (6), the compression spring (5) and O--ring seal
(7) for damage; disassemble the safety valve if necessary (see work
card 073.02)
073.02 and replace parts.
4. Check the sealing ring (1) for damage and replace if necessary.
5. Mount the crankcase cover and fix it in place by means of hexagon
nuts and washers.
1
2
3
4
5
6
7
8
9
Sealing ring
Hexagon nut
Washer
Safety valve
Compression spring
Spring cup
O--ring seal
Crankcase cover
Crankcase
Figure 1. Safety valve mounted to crankcase cover
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073.02

Brief description
Safety valves are to be disassembled if damage on components have
been found during checking.
Quant Denomination
No.
Availability
--
Standard
1 Hexagon screw driver (set)
--
Standard
Related work cards
Work card
Work card
Work card
073.01
Technical data
Term
Information
Safety valve
6.5 kg
Operating sequence 1 - Disassemble the safety valve
Starting condition
Crankcase cover with safety valve removed.
Steps
1. Unscrew the hexagon head bolts (18) and remove safety valve from
the crankcase cover (8).
2. Unscrew the hexagon nuts (15), holding position of countersunk bolts
(14).
3. Remove the cap (11), compression spring (5), flame shields (12),
spring plate (6) and spacer pipe (17), and spring plate (13).
4. Clean all these individual components.
5. Check all parts for damage, and replace if necessary.
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101/ 02
Important! When replacing the O-ring seal (7), make sure to glue
the new one into the ring groove.
Operating sequence 2 - Assemble the safety valve
Starting condition
All the parts have been cleaned, damaged parts replaced.
Steps
For assembly of the safety valve, proceed in the reverse order of

disassembly. When fitting hexagon nuts or bolts, new washers should be
used as a matter of principle.
5
6
7
8
10
11
12
13
14
15
16
17
18
19
20
Compression spring
Upper spring plate
O-ring seal
Crankcase cover
Seal
Cap
Flame shields
Lower spring plate
Countersunk bolt
Hexagon nut
Washer
Spacer pipe
Hexagon head bolt
Washer
Sealing plate
Figure 1. Showing safety valve mounted to crankcase cover.
6629
073.02--01 E
07.97
32/40
102/ 02
Camshaft drive
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
100--03 E
05.98
101/ 01
Studs for intermediate wheel axles

Checking
100.01

Brief description
Studs for intermediate wheel axles are to be checked at regular intervals
by means of hydraulic tensioning tools.
Quant Denomination
No.
Availability
2 Thrust pad
030.243
Standard
2 Tension screw
021.251
Standard
2 Intermediate ring
021.250
Standard
009.338
Optional
009.320
Standard
009.306
Standard
009.097
Standard
009.096
Standard
1 Tommy bar 10
000.263
Standard
--
Standard
Related work cards
Work card
Work card
Work card
000.30
000.32
009.01
009.03
Operating sequence 1 -- Check the fixing bolts
Starting condition
6629
Crankshaft outboard bearing removed, covering at coupling end

dismantled, shifted alongside the engine up to the flywheel, supported on
wooden pad (see Figure 2).
100.01--01 E
11.97
32/40
101/ 04
Steps
1. Screw off the hexagon head bolts (4) and remove washers (6).
Figure 1.
2. Take off the lateral shim (9) on axle (1) for double spur gear.
3. Clean the threads of stud bolts (3).
4. Check on tensioning cylinders (009.096 and 009.097) whether
pistons have been fully reset.
5. Screw the puller bolts (021.251) up to contact with tensioning cylinder
(009.096). Figure 2, left.
6. Slip thrust pads (030.243) over nuts (2) and screw tensioning cylinder
(009.096) until seated.
7. Slip intermediate rings (021.250) over puller bolts and screw
tensioning cylinder (009.097) onto puller bolts until it contacts
intermediate rings.
8. Turn the complete tandem tensioning tool back by 230E.
9. Connect four high-pressure hoses (009.306) to tensioning cylinders
(009.320).
10. Start the high-pressure pump or the hydraulic hand pump on (see
009.03) and close the gap produced between the thrust
work card 009.03
pads and axles (1) by the turning back.
11. Pressurise the tensioning cylinder until nuts come loose.
000.33).
and 000.33
Note down the force required for loosening and compare it with the
1
2
3
4
5
6
7
8
Axle
Nut
Stud bolt
Hexagon head bolt
Washer
Disc
Spur gear (idler)
Double spur gear
(idler)
9 Lateral shim
Figure 1. Detail of camshaft drive (side view)
6629
100.01--01 E
11.97
32/40
102/ 04
12. Adjust the specified tensioning pressure with the high-pressure pump
or operate the hydraulic hand pump until reaching the specified
tensioning pressure, and screw both nuts hand-tight.
tools.
14. Slip the lateral shim (9) onto the axle (1) for the double spur gear (8).
6629
100.01--01 E
11.97
32/40
103/ 04
15. Fasten the discs (6) on the axles by means of hexagon head bolts
(4), fitting new washers (5).
16. Mount the covering (11) at the coupling end, and mount the
crankshaft outboard bearing.
009.01).
17. Reset the pistons of tensioning cylinders (see work card 009.01
1 Axle
2 Nut
3 Stud bolt
7 Spur gear (idler)

8 Double spur gear
(idler)
10 Flywheel
11 Covering
(at coupling end)
Figure 2. Mounting the hydraulic tandem tensioning tools (right) and sectional view of a tandem tensioning tool mounted in
place (left)
6629
100.01--01 E
11.97
32/40
104/ 04
Camshaft drive
Checking
100.02

Brief description
The camshaft drive is to be inspected for changes at regular intervals, the
wear pattern is to be assessed so that sources of disturbances are
recognized and, if necessary, remedied in time.
The work includes:
Quant Denomination
No.
Availability
000.451
Standard
--
Standard
1 Axle
4 Hexagon head bolt
7 Spur gear (idler)
8 Double spur gear (idler)

12 Camshaft gear wheel

14 Crankshaft
15 Spray nozzle
Figure 1. Camshaft drive -- at the right viewed from the coupling end
6629
100.02--01 E
10.97
L 32/40
101/ 02
Operating sequence 1 -- Check the camshaft drive
Tip! We recommend having overhaul work on the camshaft drive done

at a service base or by MAN B&W technicians.
Starting condition
Casing cover on camshaft drive removed.
Steps
1. Make visual inspection of all gear wheels, examine the wear pattern.
2. Measure the tooth backlash using thickness gauge (000.451), note
down and compare with the specified values. Refer to the operating
manual, Section 2.5.
3. Check spray nozzles (15) for proper performance, clean with
compressed air if necessary.
4. Check the hexagon head bolts (4) for tightness.
6629
100.02--01 E
10.97
L 32/40
102/ 02
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
101...--03 E
05.98
101/ 01
Thrust bearing
Checking
102.01

Brief description
The thrust bearings of the valve and injection camshafts are to be checked
for damage at regular intervals. The end play is to be established. In the
process, changes/sources of disturbances are to be recognised in time
and eliminated, if needed.
The work includes:
Quant Denomination
No.
Availability
--
Standard
--
Standard
1 Depth gauge
--
Inventory
1 Securing compound
(Loctite 243)
--
Inventory
--
Inventory
Operating sequence -- Checking the thrust bearing
Steps
1. Dismount the lube oil supply pipe (10) leading to the thrust bearing.
2. Remove the sealing cover (11).
3. Remove the bearing cover (12) including butting disc (14) and clean
the contact faces.
4. Measure projection (A) bearing cover - butting disc at several points
and note it down.
5. Clean the contact face on bearing body (5) and thrust bearing disc
(15), measure projection (B) at several points and note down the
value.
6. Remove the thrust bearing disc.
7. Clean the contact face to shaft (2) and butting disc (16), measure
projection (C) at several points, noting down the value.
8. Calculate the axial clearance from the measurements as per points 4,
5 and 7 and compare with the permissible clearance. Refer to
operating manual, Section 2.5.
9. Remove the butting disc.
10. Clean all individual parts and check for damage, replace if necessary.
11. Attach butting disc (16), paying attention to the bore for the spring
cotter (8). Oil the running face.
6629
102.01--01 E
11.97
32/40
101/ 02
12. Slip the thrust bearing disc (15) onto the shaft (2). Using Loctite 243,
screw the hexagon socket screw (9) in, hand-tight.
13. Slip the butting disc (14) onto bearing cover (12), oil the running face,
install both parts and screw the hexagon socket screw (7) in,
243.14
hand-tight, applying Loctite 243.
14. Put a new O-ring seal (13), which has been smeared with acid-free
grease, into the ring groove, paying attention that it is not distorted.
15. Attach the sealing cover (11).
16. Mount the lube oil supply pipe (10).
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Injection camshaft
Shaft
Cylinder crankcase
O-ring seal
Bearing body
Hexagon socket screw
Spring cotter
Lube oil supply pipe
Sealing cover
Bearing cover
O-ring seal
Butting disc
thrust bearing disc
Butting disc
2
5
12
14
15
16
Shaft
Bearing body
Bearing cover
Butting disc
thrust bearing disc
Butting disc
Figure 1. thrust bearing (side view)
A Projection
B Projection
C Projection
Figure 2. Measuring the projections for establishment of the thrust bearing clearance
6629
102.01--01 E
11.97
32/40
102/ 02
Thrust bearing
Checking
102.02

Brief description
for damage at regular intervals. The axial clearance is to be established.
In the process, changes/sources of disturbances are to be recognized in
time and eliminated, if needed.
The work includes:
Quant Denomination
No.
Availability
1 Shackle A0.6
002.452
Standard
1 Eye bolt M12
000.142
Standard
--
Standard
--
Inventory
1 Sliding caliper
--
Inventory
1 Depth gauge
--
Inventory
1 Sealing compound
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
000.11
Technical data
Term
Information
Bearing body
47 kg
Operating sequence 1 -- Check the thrust bearing
Steps
1. Dismantle the lube oil feed pipe (6) to the thrust bearing.
6629
102.02--01 E
11.97
32/40
101/ 03
2. Remove the cover (9).

3. Remove the butting disk (8).
4. Screw the eye bolt (000.142) into the bearing body (7), attach the
rope to the eye bolt by means of shackle (002.452) and suspend from
lifting tackle.
5. Screw out the hexagon head bolts (5).
1
2
3
4
5
6
7
8
9
10
11
12
13
Valve camshaft
Shaft
Bearing bush
Crankcase
Hexagon head bolt
Lube oil feed pipe
Bearing body
Butting disk
Cover
Hexagon head bolt
Hexagon head bolt
O--ring seal
Oil bore
Figure 1. Thrust bearing for valve camshaft
Steps
6. Jack off the bearing body using two hexagon head bolts M16,
dismantle it and put it down on an appropriate pad.
7. Clean all the individual parts and check them for damage, replace if
necessary.
8. Measure and note down the projection (A) on the butting disk and
dimension (B) on the bearing body. Calculate the axial clearance from
these measurements, and compare it with the admissible clearance.
Refer to operating instruction manual, Section 2.5.
9. Check the bearing bush (3) for damage or dirt scores (refer to work
card 000.11),
000.11 replace if necessary.
7 Bearing body
8 Butting disk
A Projection
B Dimension
Figure 2. Measuring the projections to determine the axial clearance
Attention! Replacement of the bearing bush should only be done

by a service base or by MAN B&W personnel because the bearing
bush has been pressed into the bearing body.
6629
102.02--01 E
11.97
32/40
102/ 03
10. Screw the eye bolt (000.142) into the bearing body (7), attach rope to
the eye bolt by means of shackle (002.452) and suspend from lifting
tackle.
11. Lubricate a new O--ring seal (12) with acid--free grease and place into
the ring groove, making sure that it is not distorted.
12. Slightly lubricate the running surface of the bearing bush (3) with oil.
13. Carefully install the bearing body, making sure that the oil bore (13) is
at the bottom.
14. Screw the hexagon head bolts (5) down hand--tight.
15. Lubricate the contact face of the butting disk (8) with oil and install
disk.
16. Assemble the lube oil feed pipe (6).
17. Apply sealing compound Hylomar SQ 32/M to the contact face of the
cap (9) and attach the cap to the bearing body.
6629
102.02--01 E
11.97
32/40
103/ 03
Thrust bearing
Checking
102.03

Brief description
The work includes:
Quant Denomination
No.
Availability
1 Shackle A0.6
002.452
Standard
1 Eye bolt M12
000.142
Standard
--
Standard
--
Inventory
1 Sliding caliper
--
Inventory
1 Depth gauge
--
Inventory
1 Sealing compound
--
Inventory
--
Inventory
Related work cards
Work card
Work card
000.11
000.30
Work card
Operating sequence 1 - Check the thrust bearing
Steps
1.
2.
3.
4.
6629
102.03--01 E
Dismantle the lube oil feed pipe (6) to the thrust bearing.
Remove the cover (9).
Remove the friction disc (8).
Screw the ring bolt (000.142) into the bearing body (7), attach the
rope to the ring bolt by means of shackle (002.452) and suspend
from lifting tackle.
11.97
32/40
101/ 02
1
2
4
5
6
7
8
9
10
11
14
15
Valve camshaft
Shaft
Crankcase
Hexagon head bolt
Lube oil feed pipe
Bearing body
Friction disc
Cover
Hexagon head bolt
Hexagon head bolt
Friction disc
Retaining ring
Figure 1. Thrust bearing for valve camshaft
5. Screw out the hexagon head bolts (5).

6. Jack off the bearing body using two hexagonal head bolts M 16,
dismantle it and put it down on an appropriate pad.
7. Clean all the individual parts and check them for damage, replace if
necessary.
8. Measure and note down the projection (A) on the friction disc and
dimension (B) on the bearing body. Calculate the axial backlash from
these measurements, and compare it with the admissible backlash.
Refer to operating instruction manual, Section 2.5.
7 Bearing body
8 Friction disc
A Projection
B Dimension
Figure 2. Measuring the projections to determine the axial backlash
9. Screw the ring bolt (000.142) into the bearing body (7), attach rope to
the ring bolt by means of shackle (002.452) and suspend from lifting
tackle.
10. Carefully install the bearing body. During the process watch for
correct fitting position.
11. Screw in the hexagon head bolts (5) down hand-tight.
12. Lubricate the contact face of the friction disc (8) with oil and install
disc.
13. Assemble the lube oil feed pipe (6).
cap (9) and attach the cap to the bearing body.
6629
102.03--01 E
11.97
32/40
102/ 02
Thrust bearing
Checking
102.04

Brief description
The work includes:
Quant Denomination
No.
Availability
1 Shackle A0.6
002.452
Standard
000.451
Standard
1 Ring bolt M12
000.142
Standard
--
Standard
--
Standard
1 Depth gauge
--
Inventory
1 Securing compound
(Loctite 243)
--
Inventory
1 Sealing compound
--
Inventory
--
Inventory
Quant Denomination
No.
Spare parts required
1 O--ring seal
102.15.010
102.15
Related work cards
6635
102.04--01 E
Work card
Work card
000.11
400.01
11.97
Work card
32/40 DG
101/ 04
Operating sequence 1 -- Checking the thrust bearing
Steps
1. Dismantle the luricant oil supply pipe (6) to the thrust bearing.
2. Remove cover (21).
3. Screw out the hexagon socket screws (15), pull off the support flange
(24) place in the casing (20).
4. Screw out the hexagon socket screw (14) and remove the casing (20)
along with the pulse pick--up.
5. Screw out the hexagon nut (10) and remove the perforated disk (18).
6. Screw out the hexagon screws (11) and remove the cover (9) with the
butting disk (8). In doing so, look out for the rotary shaft seal (23).
7. Pull out the butting disk (8) from the cover (9).
8. Screw the ring bolt (000.142) into the bearing box (7), fasten the
cable with the shackle (002.452) to the ring bolt and hang up on the
lifting tackle.
9. Screw out the hexagon socket screws (5).
10. Force off the bearing box with two M16 hexagon screws, remove and
place on the base.
1
2
3
4
5
6
7
8
9
Camshaft gearwheel
Shaft
Bearing bush
Cylinder crankcase
Lubricant oil supply pipe
Bearing body
Butting disk
Cover
10
11
12
13
14
15
16
17
18
Hexagon nut
Hexagon screw
O-ring seal
Oil duct
Parallel pin
Stud
Perforated disk
19
20
21
22
23
24
25
Pulse pick--up
Casing
Cover
Hexagon screw
Rotary shaft seal
Support flange
Parallel pin
Figure 1. Thrust bearing with pulse pick--up for gas valve control of the valve camshaft
6635
102.04--01 E
11.97
32/40 DG
102/ 04
11. Clean all individual parts, check them for damage and, if needs be,
replace.
12. Measure and record the projection (A) on the butting disk and
dimension (B) on the bearing body. From the measurements,
calculate the end play and compare to permitted play. See operating
instructions from Section 2.5.4.onwards.
13. Check bearing bush (3) or damage or dirt marks (see work card
000.11),
000.11 and if needs be, replace.
Attention! Changing the bearing bush should only be carried out
by service support or by MAN-B&W personnel as the bearing bush is
pressed into the bearing box.
7 Bearing body
8 Butting disk
A Projection
B Dimension
Figure 2. Measuring the projections for determining the end play
Operating sequence 2 - Adding the thrust bearing with pulse pick--up for gas valve control
Starting condition
All components clean, checked and, if needs be, replaced
Steps
1. Screw ring bolt (000.142) into bearing body (7), fasten cable with
shackle (002.452) onto ring bolt and hang onto lifting tackle.
2. Lightly lubricate the running surface of the bearing bush (3).
Important! Paint the bearing surface of the bearing body (7) to the
cylinder crankcase (4) with Rhodorsil sealant.
3. Carefully fit the bearing body, making sure that the oil duct (13) lies
underneath.
4. Screw in and tighten the hexagon screws (5).
5. Lubricate the bearing surface of the butting disk (8) and place this on
the studs (17). Look out for the parallel pin (16).
6. Insert a new O-ring seal lubricated with non-corrosive grease (12)
into the ring groove of the cover (9); make sure that this is not
twisted.
7. Carefully fit the cover (9), do not twist it otherwise the rotary shaft
seal (23) will be damaged.
8. Screw in the hexagon screws (11) and tighten cross-wise.
9. Add perforated disk (18), look out for the parallel pin.
10. Screw on the hexagon nuts (10) and tighten cross-wise.
11. Put on the casing (20) and screw in and tighten the hexagon socket
screws (14).
12. Add the support flange (24) to the bearing body, look out for the
parallel pin (25).
6635
102.04--01 E
11.97
32/40 DG
103/ 04
13. Assemble the lubricant oil supply pipe (6).

Operating sequence 3 - Checking the pulse pick--up
Starting condition
All components of the thrust bearing are correctly assembled and mounted
to prescribed torque.
Steps
1. Check the cabling of the pulse pick--up (19).

2. Turn the engine so that the pulse pick--up is not located over a bore
in the perforated disk.
3. Measure the distance (A) between the perforated disk and the pulse
pick--up (19) using a thickness gauge (000.451).
Distance (A) = 1.0 p 0,1
18
19
24
25
Perforated disk
Pulse pick--up
Support flange
Parallel pin
A Gap between pulse

pick--up and perforated
disk
Figure 3. Assembled pulse pick--up
Tip! To fit and remove the pulse pick--up, see work card 400.01
4. Add cover (21) to the casing (20) using hexagon screws (22).
Important! Screw in the hexagon screws (22) using Loctite 243.
6635
102.04--01 E
11.97
32/40 DG
104/ 04
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
101--03 E
05.98
101/ 01

of the injection camshaft
Checking
101.01

Brief description
The torsional vibration damper on the injection camshaft has to be
ckecked in regular intervals for wear of the sleeve spring assemblies.
The work includes:
Quant Denomination
No.
Availability
1 Clamp
027.019
Standard
1 Removing tool
027.018
Standard
1 Eye bolt
000.028
Standard
--
Standard
--
Inventory
Related work cards
Work card
Work card
Work card
000.32
Technical details
Term
Information
Side disc
19 kg
Operating sequence 1 -- Check the sleeve spring assemblies
General
Hard knocking in operation is indicative of possible spring breakage.
Starting condition
Cover of the camshaft casing removed.
Steps
1. Screw off the hexagon head bolts (8). Take off the side plate (7) and
put down on the pipe for oil admission.
2. Pull the bolt (3) out using the eye bolt (000.028).
6629
101.01--01 E
10.97
L 32/40
101/ 02
Important! Mark the sleeve spring assemblies, pins and bore holes
by numbering because sleeve spring assemblies and pins should be
refitted to the same bore hole.
Never disassemble all the pins and sleeve spring assemblies
simultaneously; i.e. leave the pin and sleeve spring assembly installed in
every second bore.
3. Extract the sleeve spring assembly (2) using the dismantling tool
(027.018).
4. Clean and check the pin and sleeve spring assembly, replace if
necessary.
Important! If springs have broken, replace the complete sleeve
spring assembly.
5. Thoroughly clean all the oil bores in the damper carrier (5).
6. Apply MoS2 lubricant to the springs of the assembly individually.
7. Compress the sleeve spring assembly using clamp (027.019) and
insert it into the bore hole. Loosen the clamp and push the sleeve
spring assembly completely into the bore, using an appropriate
means (e.g. copper pin).
8. Apply MoS2 lubricant to the pin and fit the pin.
9. Mount the side plate, screw in and tighten the hexagon head bolts.
10. Mount the cover of the camshaft casing.
1 Cover with oil inlet

2 Sleeve spring
assembly
3 Pin
4 Camshaft
5 Damper carrier
6 Damper mass
7 Side plate
8 Hexagon head bolt
Figure 1. Torsional vibration damper on the injection timing camshaft
6629
101.01--01 E
10.97
L 32/40
102/ 02

of the valve camshaft
Checking
101.02

Brief description
The torsional vibration damper on the valve camshaft has to be ckecked in
regular intervals for wear of the sleeve spring assemblies.
The work includes:
Quant Denomination
No.
Availability
1 Clamp
027.019
Standard
1 Removing tool
027.018
Standard
1 Eye bolt
000.028
Standard
--
Standard
--
Inventory
Related work cards
Work card
Work card
000.30
000.32
Work card
Technical details
Term
Information
Side disc
15,5 kg
Operating sequence 1 -- Check the sleeve spring assemblies
General
Hard knocking in operation is indicative of possible spring breakage.
Starting condition
Cover of the camshaft casing removed.
Steps
1. Screw off the hexagon head bolts (5). Take off the side plate (6) and
put down on the pipe for oil admission.
2. Pull the bolt (1) out using the eye bolt (000.028).
6629
101.02--01 E
10.97
L 32/40
101/ 02
Important! Mark the sleeve spring assemblies, pins and bore holes
by numbering because sleeve spring assemblies and pins should be
refitted to the same bore hole.
Never disassemble all the pins and sleeve spring assemblies
simultaneously; i.e. leave the pin and sleeve spring assembly installed in
every second bore.
3. Extract the sleeve spring assembly (2) using the dismantling tool
(027.018).
4. Clean and check the pin and sleeve spring assembly, replace if
required.
Important! If springs have broken, replace the complete sleeve
spring assembly.
5. Thoroughly clean all the oil bores in the damper carrier (4).
6. Apply MoS2 lubricant to the springs of the assembly individually.
7. Compress the sleeve spring assembly using clamp (027.019) and
insert it into the bore hole. Loosen the clamp and push the sleeve
spring assembly completely into the bore, using an appropriate
means (e.g. copper pin).
8. Apply MoS2 lubricant to the pin and fit the pin.
9. Mount the side plate (6) to the torsional vibration damper.
10. Apply MoS2 lubricant to the threads and contact faces of the hexagon
head bolts (5), screw the bolts in place and tighten to the specified
000.30).
torque (cf. work card 000.30
11. Mount the cover on the camshaft casing.
1 Pin
2 Sleeve spring
assembly
3 Cover with oil
admission
4 Damper carrier
5 Hexagon head bolt
6 Side plate
7 Damper mass
8 Camshaft
Figure 1. Torsional vibration damper on the valve camshaft
6629
101.02--01 E
10.97
L 32/40
102/ 02
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
111--03 E
05.98
101/ 01
Studs of the rocker arm shafts

111.01

Brief description
Bolted connections which are tightened by means of hydraulic tensioning
tools must, according to the maintenance schedule, be checked for correct
tension.
checking bolted connection,
untightening,
tightening.
Quant Denomination
No.
Availability
1 Threaded piece
111.120
Standard
1 Thrust pad
111.119
Standard
009.338
Optional
009.320
Standard
009.306
Standard
009.097
Standard
1 Tommy bar 6
000.261
Standard
--
Standard
--
Standard
1 Sealing compound
--
Inventory
1 Securing compound
(Loctite 243)
--
Inventory
Related work cards
Work card
Work card
Work card
000.30
000.32
009.01
009.03
6629
111.01--02 E
11.97
32/40
101/ 04
Operating sequence 1 -- Check
Starting condition
Upper covering piece on the exhaust pipe dismounted.
Steps
1. Dismantle plate (3) together with end cover (4). Refer to Figure 1
and schematic of Figure 2.
2. Clean the threads of stud bolts (5 and 6).
3. Screw the threaded piece (111.120) onto stud bolt (5) until seated.
1
2
3
4
5
6
Rocker arm casing

Fixation stud
Plate
End cover
Stud bolt (inlet valves)
Stud bolt (exhaust
valves)
7 Nut
AS Exhaust gas side
Figure 1. Rocker arm bearing (top view of exhaust--gas side part)
4. Move the thrust pad (111.119) over the threaded piece and onto
lever (10).
5. Screw the tensioning cylinder (009.097) onto the threaded piece.
that the piston has been fully reset.
6. Turn the tensioning cylinder back by 360 .
7. Connect the high--pressure hose (009.306) to the tensioning cylinder
and high--pressure pump (009.338) or hydraulic hand
pump (009.320).
8. Switch on the high--pressure pump/hydraulic hand pump (see work
card 009.03)
009.03 and close the gap between the thrust pad and
tensioning cylinder produced by turning back of the cylinder.
9. Pressurise the tensioning cylinder by pumping until nut (7) comes
loose.
000.33).
and 000.33
10. Using the high--pressure pump/hydraulic hand pump, adjust the
specified tensioning pressure and re--tighten the nut.
12. Reset the piston of the tensioning cylinder (see work card 009.01).
009.01
6629
111.01--02 E
11.97
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102/ 04
13. Attach the hydraulic tensioning tool to the second stud bolt (6) and
check its preload (see under points 3 to 12).
plate, and mount the plate in place, taking note of the position of the
bore relative to the fixation stud (2).
15. Screw the hexagon socket bolts (8) down hand--tight, using Loctite
243.16
243.
16. Mount the upper covering piece on the exhaust pipe.
1 Rocker arm casing

5 Stud bolt (inlet valves)
6 Stud bolt (exhaust valves)
7 Nut
9 Exhaust gas pipe covering
10 Lever
Figure 2. Attaching the hydraulic tensioning tool to the stud bolt (inlet valves) and sectional view of the hydraulic tensioning tool
as mounted (illustration shows in-line engine)
Operating sequence 2 -- Untightening
Starting condition
Upper covering piece on the exhaust pipe dismounted.
Steps
1. Dismount plate (3) together with end cover (4). Refer to Figure 1 and
schematic in Figure 2.
2. Clean the threads of stud bolts (5 and 6).
3. Mount the hydraulic tensioning tool on stud bolt (5) and loosen nut (7)
-- see operating sequence 1, points 3 to 9.
4. Turn the nut back (for angular amount of turning back, refer to work
card 000.30).
000.30
009.01
7. Attach the hydraulic tensioning tool to the second stud bolt (6),
loosen and turn back the nut of this bolt (refer to points 3 to 6).
6629
111.01--02 E
11.97
32/40
103/ 04
Operating sequence 3 -- Tightening
Starting condition
Nuts screwed onto the stud bolts.
Steps
1. Fasten nuts (7) hand--tight, using the tommy bar (000.261).

2. Screw the threaded piece (111.120) onto the stud bolt (6) until
seated.
3. Move the thrust pad (111.119) over the threaded piece and onto lever
(10).
4. Screw the tensioning cylinder (009.097) onto the threaded piece.
that the piston has been fully reset.
5. Connect the high--pressure hose (009.306) to tensioning cylinder and
high--pressure pump (009.338) or hydraulic hand pump (009.320).
6. Switch on the high--pressure pump/hydraulic hand pump (see work
009.03) and apply the specified tensioning pressure to the stud
card 009.03
000.30).
bolt (see work card 000.30
Fasten the nut hand--tight, using the tommy bar.
009.01
9. Attach the hydraulic tensioning tool to the second stud bolt (5) and
tighten the latter in the same way (refer to points 3 to 9).
10. Apply sealing compound Hylomar SQ 32/M to the contact face of
plate (3) and mount the plate in place, taking note of the position of
the bore relative to fixation stud (2).
11. Screw down the hexagon socket bolts (8) hand--tight, using
Loctite 243.12
243.
12. Mount the upper covering piece on the exhaust pipe.
6629
111.01--02 E
11.97
32/40
104/ 04
Valve clearance
111.02

permit/support economic operation,
Brief description
The valve clearance is to be determined and, if necessary, corrected at
regular intervals.
The work includes:
checking/adjusting the valve clearance.
Safety requirements
Numb Qualification
Time req.
0.5
1 Assistant
0.5
Qty Designation
No.
Availability
3 Setting gauge (inlet valve) 0.5
113.156
Standard
3 Setting gauge (exhaust valve) 0.7
113.154
Standard
1 Setting tool
111.126
Standard
1 Plate--type spanner, 32 mm
009.088
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
000.454
Standard
1 Guide tube
021.032
Standard
000.451
Standard
--
Standard
--
Inventory
6629
111.02--01 E
01.00
32/40
101/ 04
Related work cards
Work card
Work card
000.30
111.03
Work card
1 Cylinder head cover

2 Lever
(inlet valves)
3 Lever
(exhaust valves)
5 Hexagon bolt
12 Thrust pad
14 Valve yoke
exhaust valves)
15 Exhaust valve
17 Nut
18 Setting screw
19 Inlet valve
21 Valve yoke
inlet valves)
22 Rocker arm casing
25 Valve adjuster
26 Calotte
C Valve clearance
AGS Exhaust gas counter
side
Figure 1. Rocker arm casing with rocker arm, measuring the valve clearance (inlet valve on the left, exhaust valve on the right)
Preliminary remarks
Checking and, if necessary, adjusting the clearance of valve yoke and

valve is to be carried out whenever new parts are installed or cylinder
head and rocker arm casing are remounted after carrying out maintenance
work. In this connection, it is to be ensured that the setting nuts are
000.30).
tightened to the specified torque (see work card 000.30
In order to rule out mounting or adjusting errors, it is recommended not to
remove the cylinder head together with the rocker arm casing.
Operating sequence 1 -- Check the valve clearance
Starting condition
6629
The engine is in the cold condition or at operating temperature (however,

30 minutes after engine shut-down at the earliest), i.e. the valves approx.
have the same temperature as the cylinder head. The piston/connecting
111.02--01 E
01.00
32/40
102/ 04
rod assembly of the respective cylinder is in the ignition TDC position (all
valves closed). The cylinder head cover has been removed.
Checking the clearance between

yoke and valve shaft
1. Use the feeler gauge (000.454) and the guide tube (021.032) to verify
that the thrust pad (12) and the setting screw (18) rest on the exhaust
and inlet valve (15 and 19) respectively without clearance; readjust if
necessary (cf. operating sequence 2).
Attention! The permissible clearance on one side of the yoke is
max. 0.1 mm. In this connection it must be ensured, that there is no
clearance on the other side of the yoke.
Checking the valve clearance
2. Measure the valve clearance (C) for the exhaust and inlet valves (15
and 19) between the respective valve yoke (14 and/or 21) and the
calotte (26), using the setting gauge (113.154 for the exhaust valve
and 113.156 for the inlet valve resp.). For the specified values, refer
to the operating instruction manual, Section 2.5.6.
3. If necessary, readjust the valve clearance (cf. operating sequence 2).
4. Put the cylinder head cover (1) onto the rocker arm casing (22) and
mount in place.
13 Parallel pin
14 Valve yoke
(exhaust valves)
15 Exhaust valve
16 Cylinder head
19 Inlet valve
21 Valve yoke
(inlet valves)
36 Hexagon bolt
M16x140
37 Hexagon nut M12
38 Hexagon bolt
M 12x60
Figure 2. Fixing the valve yokes to loosen/tighten the nuts on the setting screws
Operating sequence 2 -- Adjust the valve clearance
Starting condition
6629
The engine is in the cold condition or at operating temperature (however,

30 minutes after engine shut-down at the earliest), i.e. the valves approx.
have the same temperature as the cylinder head. The piston/connecting
rod assembly of the respective cylinder is in the ignition TDC position (all
111.02--01 E
01.00
32/40
103/ 04
valves closed). Valve clearance has been checked (valve clearance too
large or too small).
Adjustment of the clearance
between yoke and valve stem
1. Using the thickness gauge (000.451) verify that the thrust pad (12)
and the setting screw (18) properly contact the exhaust or inlet valve
(15 or 19) respectively (clearance = zero).
Attention! Should this not be the case, first carry out steps 2 to
13. Otherwise, continue with step 14.
2. Remove the rocker arm casing with rocker arms (cf. work card
111.03).
111.03
3. Attach the setting tool (111.126) to the cylinder head (16) taking care
of the centering bores and/or centering groove for parallel pins (13)
and valve yokes (14 and 21) - refer to Figure 2.
4. Turn the hexagon bolts (38) until they contact the valve yokes.
Secure the hexagon bolts by means of the hexagon nuts (37).
5. Loosen the nuts (17) on the setting screws (18) and screw them off,
clean the threads and contact faces.
6. Screw back the setting screws (18).
7. Clean the contact faces on the valve cones, thrust pads and setting
screws.
8. Place the thrust pad (12) on the valve cone, ensuring clearance-free
contact. Screw the setting screw down until it also properly contacts
the valve cone. There must not be any clearance.
9. Apply MoS2 lubricant to the thread and contact face of nut (17),
screw it in place and tighten it to the specified torque (cf. work card
000.30)
000.30 holding the setting screws steady.
10. Verify once again that there is clearance-free contact between thrust
pad and setting screw (there must not be any clearance).
11. Establish clearance-free contact of the second valve yoke in the
same way (refer to items 8 to 10).
12. Loosen the hexagon nuts (37), turn the hexagon bolts (38) back and
remove the setting tool.
13. Mount the rocker arm casing with rocker arms in place
111.03).
(cf. work card 111.03
14. Loosen the nuts (17) on the valve setting screws (25) and screw
them off. Clean the threads and contact faces.
15. Screw back the valve setting screws.
16. Slip the setting gauge (113.156) inbetween the valve yoke and calotte
(26) of the inlet valves.
17. Screw in the valve setting screw until there is clearance-free contact
with the setting gauge.
18. Apply MoS2 lubricant to the thread and contact face of the nut (17).
Screw it in place and tighten it to the specified torque (refer to work
card 000.30),
000.30 holding the valve setting screw steady.
19. Remove the setting gauge.
20. Using setting gauge (113.154), adjust the valve clearance on the
exhaust valves in the same way (refer to items 16 to 19).
Adjustment of the valve

clearance
6629
111.02--01 E
01.00
32/40
104/ 04

111.03

Brief description
Rocker arm casings are to be disassembled within the scope of
maintenance and repair work.
Safety requirements
- Engine shut--down
Numb Qualification
Time requ
1 Assistant
Qty Denomination
No.
Availability
1 Setting tool
111.126
Standard
4 Guide rod
111.125
Standard
1 Suspension device
111.124
Standard
1 Suspension plate
111.124--1
Standard
1 Spring pin
111.124--3
Standard
1 Plate--type spanner 32
009.088
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Shackle A1.0
002.453
Standard
001.911
Standard
001.858
Standard
000.454
Standard
1 Guide tube
021.032
Standard
000.451
Standard
6629
111.03--02 E
11.98
32/40
101/ 06
Qty Denomination
No.
Availability
--
Standard
--
Inventory
--
Inventory
--
Inventory
Related work cards
Work card
Work card
000.30
111.02
111.02
Work card
Technical details
Term
Information
140 kg
Operating sequence 1 - Dismantle the rocker arm casing
Starting condition
Running gear of the respective cylinder at ignition TDC (all valves closed).
Steps
1. Screw out the hexagon bolt (5) and take off the cylinder head cover
(1). Refer to Figure 1.
2. Disconnect the lube oil supply pipe to the rocker arm casing (22) and
close it to prevent dirt from entering.
3. Put the suspension plate (111.124-1) onto the rocker arm casing, and
fit the spring pin (39) in the bore hole. Fasten the suspension plate
4. Attach rope (23) to suspension plate by means of shackle (002.453)
and suspend from lifting tackle.
Important! Make sure to use the correct suspension point
5. Screw the hexagon socket bolts (6) out and take them off together
with washers (7).
6. Screw the guide rods (111.125) into the cylinder head, down to
contact (refer to Figure 4).
7. Carefully lift the rocker arm casing, taking due note of the valve
yokes (14 and 21) and push-rods (11).
8. Completely lift off the rocker arm casing and put it down onto wooden
pad.
9. Remove the valve yokes.
6629
111.03--02 E
11.98
32/40
102/ 06
1 Cylinder head cover

2 Rocker arm (inlet valves)
3 Rocker arm (exhaust
valves)
4 O-ring seal
4 Hexagon bolt
7 Washer
valves)
9 Rocker arm shaft (inlet

valves)
11 Push-rod
12 Thrust pad
13 Parallel pin
14 Valve yoke (exhaust
valves)
15 Exhaust valve
16
17
18
19
20
21
22
Cylinder head
Nut
Setting screw
Inlet valve
O-ring seal
Valve yoke (inlet valves)
Rocker arm casing
22
23
24
39
Rocker arm casing

Rope
Hexagon bolt M10x65
Spring pin
Figure 1. Rocker arm casing with rocker arms
X Suspension point for

V-type engine
Y Suspension point for
L-type engine
Figure 2. Attaching the rocker arm casing
6629
111.03--02 E
11.98
32/40
103/ 06
Operating sequence 2 - Mount the rocker arm casing
Starting condition
Contact faces on the rocker arm casing, valve yokes, cylinder head cover,
valve cones and cylinder head cleaned.
Steps
Checking the clearance between

1. Apply clean lube oil to a new O-ring seal (20) and place the ring in the
ring groove, taking care not to twist it.
2. Clean the guide sleeves in the cylinder head (16) for the valve yokes.
3. Apply oil to the sliding faces of the valve yokes (14 and 21) and insert
the yokes in the cylinder head (setting screws with nut pointing
towards the coupling end).
4. Use thickness gauge (000.451) and guide tube (021.032) to verify
that the thrust pads (12) and setting screws (18) snugly contact the
exhaust valve and/or inlet valve (15 and/or 19) -- clearance = zero.
Attention! If this is not the case, start with points 5 to 13.
Otherwise, continue with point 14.
13 Parallel pin
14 Valve yoke
(exhaust valves)
15 Exhaust valve
16 Cylinder head
19 Inlet valve
21 Valve yoke
(inlet valves)
37 Hexagon nut M12
AGS Exhaust gas counter
side
Figure 3. Fixing the valve yokes to loosen or tighten the nuts on the setting screws
Adjusting the clearance between

6629
111.03--02 E
5. Attach the setting device (111.126) to the cylinder head (16), taking
due note of the centring bores and/or centring groove for parallel pins
(13) and valve yokes (refer to Figure 3).
6. Turn the hexagon bolts (38) until they contact the valve yokes.
Secure the hexagon bolts by means of the hexagon nuts (37).
7. Loosen the nuts (17) on the setting screws (18) and screw them off,
clean the threads and contact faces.
8. Turn the setting screws (18) back.
11.98
32/40
104/ 06
2 Rocker arm (inlet

valves)
valves)
11 Push-rod
13 Parallel pin
14 Valve yoke (exhaust
valves)
15 Exhaust valve
16 Cylinder head
19 Inlet valve
20 O-ring seal
21 Valve yoke (inlet
valves)
22 Rocker arm casing
23 Rope
39 Spring pin
X Suspension point for
V-type engine
Y Suspension point for
L-type engine
Figure 4. Mounting the rocker arm casing
9. Snugly place the thrust pad (12) onto the valve cone. Screw in the
setting screw until it also snugly contacts the valve cone.
10. Apply MoS2 lubricant to the thread and contact face of nut (17),
screw the nut home and tighten to the specified torque (refer to work
card 000.30),
000.30 holding fast at the setting screw.
11. Verify again that the thrust pad and setting screw have snug contact.
12. Adjust snug contact of the second valve yoke in the same way (refer
to points 9 to 11).
13. Loosen the hexagon nut (37), turn the hexagon bolts (38) back and
remove the setting device.
14. Put the suspension plate (111.124-1) onto the rocker arm casing (22)
and insert the spring pin (39) into the bore. Attach the suspension
plate (refer to Figures 2 and 4).
15. Attach rope (23) with shackle (002.453) to suspension plate and
Important! Make sure to use the correct suspension point
(refer to Figures 2 and 4).
16. Screw the guide rods (111.125) into the cylinder head, down to
contact (refer to Figure 4).
6629
111.03--02 E
11.98
32/40
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Adjusting the valve clearance
6629
111.03--02 E
17. Lift the rocker arm casing and move it to a position centrally above
the cylinder.
18. Carefully lower the rocker arm casing, making sure that the guide
rods engage in the guide bores to avoid that the valve yokes become
tilted during inserting. In this connection, see to it that the thrust pads
of rocker arms (8 and 10) correctly rest in the cups of the push-rods,
and that the parallel pins (13) in the cylinder head engage in the
bores of the rocker arm casing (refer to Figures 1 and 4).
19. Screw off the guide rods.
socket bolts (6), screw in the bolts together with washers (7),
hand-tight, and tighten them to the specified torque (refer to work
card 000.30).
000.30
21. Detach the suspension plate together with shackle and rope.
22. Readjust the valve clearance on the exhaust and inlet valves (refer to
111.02).
work card 111.02
23. Mount the lube oil supply pipe on the rocker arm casing.
24. Check the O-ring seal (4) on the cylinder head cover (1) for damage
and, if necessary, apply clean lube oil to a new O-ring seal and place
it in the ring groove, taking care not to twist it.
25. Put the cylinder head cover onto the rocker arm casing and fasten it
in place.
11.98
32/40
106/ 06
Rocker arm
111.04

Brief description
The axial and radial play of the rocker arm shafts are to be specified at
regular intervals. By this measurement, together with a check of the
components it can be ensured that the rocker arms perform properly.
Numb Qualification
Time requ
1 Assistant
Qty Denomination
No.
Availability
000.451
Standard
1 Tommy bar 6
000.261
Standard
--
Inventory
--
Inventory
--
Inventory
1 Copper bolt
--
Inventory
Qty Denomination
No.
111.02.112
111.02
1 O--ring seal
Related work cards
6629
111.04--01 E
Work card
Work card
111.01
111.03
05.99
Work card
32/40
101/ 04

valves)
valves)
9 Rocker arm shaft (inlet
valves)
10 Rocker arms (inlet valves)
23 Bearing bush
24
25
26
27
28
29
Fixation pin
Bearing bush
Plate
End cover
Nut
Stud bolt
(inlet valves)
30 Stud bolt
(exhaust valves)
31 Rocker arm shaft

(exhaust valves)
32 O-ring seal
33 Hub
34 Cover
M Marking
Figure 1. Rocker arm casing with rocker arms (top view)
Operating sequence 1 - Dismantle the rocker arms
Starting condition
Plate (26) with end cover (27) removed, nuts (28) untightened, cylinder
head cover removed, rocker arm casing removed.
Steps
1. Using the caliper gauge (000.451), measure the end play between
the bearing bush (25) and rocker arms (8 and 10); for this purpose,
mount the plate (26) together with end cover (27) to the rocker arm
casing (22). Figure 1.
Note down the end play measured and compare it with the specified
value. Please refer to the operating instruction manual, Section 2.5.
After measuring, remove the plate.
2. Dismount the cover (34).
3. Screw the nut (28) off the stud bolt (29).
4. Using the plastic hammer or the copper bolt, separate and remove
rocker arm (10) from rocker arm shaft (9) by means of slight axial
blows and taking care of the fixation (spring) pin (24).
5. Using the caliper gauge, measure the play between the bearing bush
(25) and the rocker arm shaft (9), and that between the bearing bush
6629
111.04--01 E
05.99
32/40
102/ 04
6.
7.
8.
9.
10.
(23) and the hub (33). Note down the results and compare with the
specified play.
Screw out the stud bolt and remove the hub, the rocker arm shaft and
the rocker arm (2).
Screw the nut (28) off the stud bolt (30).
Using the plastic hammer or the copper bolt, separate and remove
rocker arm (8) from rocker arm shaft (31) by means of slight axial
blows and taking care of the fixation (spring) pin (24).
Screw the stud bolt out and remove the rocker arm (3).
Using the caliper gauge, measure the play between bearing bushes
(23 and 25) and the rocker arm shaft (31), note down and compare
the results with the specified play.
Attention! The replacement of bearing bushes should be

entrusted to a service base or to MAN B&W personnel as a matter of
principle because the bearing bushes have been pressed into the
rocker arm casing.
11. Disassemble the rocker arm shaft.
12. Clean all the individual parts and check for damage, replace if
necessary.
13. Purge all the oil bores with compressed air.
2 Rocker arm
(inlet valves)
3 Rocker arm
(exhaust valves)
8 Rocker arm
(exhaust valves)
9 Rocker arm shaft
(inlet valves)
10 Rocker arms (inlet
valves)
24 Fixation pin
28 Nut
29 Stud bolt (inlet valves)
30 Stud bolt
(exhaust valves)
31 Shaft
33 Hub
Figure 2. Sectional view of rocker arm shafts (top for inlet valves, bottom for exhaust valves)
Operating sequence 2 - Install the rocker arms
Starting condition
All the parts cleaned, running surfaces of bearing bushes, hub and rocker
arm shafts completely clean, oil bores free of dirt.
Steps
1. Slightly oil the rocker arm shaft (31) and fit it in the rocker arm
casing (22).
2. Slip the rocker arm (3) onto the rocker arm shaft, making sure that
the markings (M) coincide and taking care of fixation pin (24) - see
Figure 1.
3. Insert the stud bolt (30) into rocker arm shaft and screw down
hand-tight until contacting the rocker arm shaft (see Figure 2).
4. Slip the rocker arm (8) onto rocker arm shaft, making sure that the
markings (M) coincide and taking note of the fixation pin
(see Figure 1).
5. Screw the nut (28) onto the stud bolt hand-tight.
6. Slip the rocker arm (2) onto the hub (33), taking note of the fixation
pin (24).
6629
111.04--01 E
05.99
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103/ 04
7. Slightly oil the running surface of the hub and introduce into the
bearing bush (23).
8. Slightly oil the running surface of the rocker arm shaft (9), fit in rocker
arm casing and join with the rocker arm, making sure that markings
(M) coincide (see Figure 1).
9. Slip the stud bolt (29) into rocker arm shaft and screw down
hand-tight until it contacts the rocker arm shaft (see Figure 2).
10. Slip the rocker arm (10) onto rocker arm shaft, making sure that
markings (M) coincide and taking note of the fixation pin
(see Figure 1).
11. Screw the nut onto the stud bolt hand-tight.
12. Lubricate a new O-ring seal (32) with acid-free grease and place in
ring groove, making sure that it is not distorted.
13. Mount the cover (34) on rocker arm casing.
111.01.
14. For tensioning of the Stud bolts see work card 111.01
6629
111.04--01 E
05.99
32/40
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Cam follower/Push-- rod
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
112--03 E
05.98
101/ 01
Cam follower
112.01

Brief description
Clearance and components of cam followers are to be checked at regular
intervals.
Quant Denomination
No.
Availability
000.451
Standard
1 Screw driver 0.8x5.5
000.391
Standard
2 Tommy bar 8
000.262
Standard
--
Standard
Related work cards
Work card
Work card
Work card
111.03
111.03
Technical details
Term
Operating sequence -
Cam follower
9.5 kg
Push--rod
6.5 kg
Check the inlet and exhaust valve rocking levers
Starting condition
6629
Information
Cam follower of rocking levers at the cam base circle (all valves closed),
rocker arm casing dismounted, cover of the camshaft housing taken off.
112.01--01 E
10.97
L 32/40
101/ 04
1 Pushrod
2 Thrust pad
3 Rocking lever
Figure 1. Pushrod/rocking lever connection
1
3
4
5
Pushrod
Rocking lever
Cylinder head
Valve camshaft
Figure 2. Pushrod lifted
6629
112.01--01 E
10.97
L 32/40
102/ 04
3
5
6
7
8
9
Rocking lever
Valve camshaft
Crankcase
Hexagon head bolt
Wedge-type washer
Disc
10
11
12
13
14
15
16
Bearing bush
Rocking lever axle
Pillow block
Cylindrical pin
Screw plug
Washer
Lube oil pipe
Figure 3. Inlet and exhaust valve rocking levers as mounted (viewed from exhaust
gas side)
Steps
1. Turn the pushrod (1) until it can be disengaged from thrust pad (2)
(pushrod with transverse groove, thrust pad with spot-faced shoulder
- see Figure 1).
2. Lift the pushrod, slip the tommy bar (000.262) through the bore in the
pushrod and put the latter down onto the cylinder head (4).
(see Figure 2).
3. Lift off the second pushrod in the same way (points 1 and 2).
4. Measure the axial clearance of rocking levers (3) using caliper gauge
(000.451), note down and compare with specified clearance. Refer
to the operating instruction manual, Section 2.5.
5. Remove discs (9).
6. Measure the radial clearance of rocking levers using the caliper
gauge, note down and compare with specified clearance.
Important! Replacement of bearing bushes (10) should be
entrusted to a service base or to MAN B&W personnel as a matter of
principle because the bearing bushes have been fitted in the rocking levers
by deep-freezing.
7. Disconnect the lube oil pipe (16).
8. Remove the screw plug (14) together with the washer (15) and pull
out the cylindrical pin (13) using the eye bolt (001.407).
9. Remove the rocking lever, slightly shift the rocking lever axle (11) for
this purpose.
10. Measure the axial clearance of follower (17) using the caliper gauge,
note down and compare with the specified clearance.
11. Push in the fixation stud (17) by means of screw driver (000.391) until
the follower bolt (20) can be taken off.
12. Measure the radial clearance of the cam follower using the caliper
gauge, note down and compare with the specified clearance.
13. Clean all parts of the rocking levers and the running surface of the
rocking lever axle and check for damage; purge the oil bores by
means of compressed air.
14. Slightly oil the bore of follower (17) and fit in rocking lever (3).
15. Insert the follower bolt (20) into rocking lever and cam follower (taking
note of the bore hole/fixation stud position), push the fixation stud
(19) in and fully push in the cam follower bolt. Make sure that the
6629
112.01--01 E
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103/ 04
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
spring-loaded fixation stud engages in the bore provided in the

rocking lever.
Fit the cam follower and bolt in the second rocking lever.
Slightly oil the running surface of bearing bushes (10) and slip both
the rocking levers onto the axle (11), each time slightly shifting the
axle.
Fit the cylindrical pin (13) to fix the rocking lever axle in position.
Screw down the screw plug (14) with washer (15) hand-tight, and
secure with washer.
Mount the discs (9) with hexagon head bolts (7) screwed-in
hand-tight including wedge-type washers (8) onto the rocking lever
axle.
Connect the lube oil pipe (16).
Slightly oil the thrust pads (2).
Lift the pushrod (1), remove the tommy bar (000.262) and place the
pushrod onto the thrust pad, taking note of the transverse groove in
the pushrod and the spot-faced shoulder on the thrust pad.
Turn the pushrod by approx. 90E (for position of the marking (M) on
the pushrod, see Figure 5) and connect the pushrod with the thrust
pad (refer to Figure 1).
Fit the second pushrod in the same way.
On completion of installation, check the rocking levers and pushrods
for ease of motion.
Check whether oil is supplied to all the lubricating points.
3
17
18
19
20
Rocking lever
Cam follower
Compression spring
Fixation stud
Cam follower bolt
Figure 4. Rocking lever
1 Pushrod
4 Cylinder head
AS Exhaust side
M Marking on the
pushrod
Figure 5. Position of the markings on the pushrods with the pushrods connected to
the thrust pads (top view)
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Push-- rods
112.02

Brief description
Push--rods are to be disassembled and recorded within the scope of
maintenance and repair work.
Related work cards
Work card
Work card
Work card
111.03
111.03
Technical details
Term
Information
Push--rod
6.5 kg
Operating sequence 1 -- Disassemble the pushrods
Starting condition
Rocker arm casing dismantled, cover of the camshaft casing taken off.
Steps
1. Turn the pushrod (1) until it can be disengaged from the thrust pad
(2) (pushrod with transverse groove, thrust pad with spot--faced
shoulder -- see Figure 1).
2. Remove the pushrod.
3. Remove second pushrod in the same way.
4. Clean the pushrods and check for damage.
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1 Pushrod
3 Rocking lever
(Inlet/exhaust valve)
4 Cylinder head
5 Valve camshaft
Figure 1. Pushrod as installed (illustration shows L--type engine)
1 Pushrod
2 Thrust pad
3 Rocking lever
(Inlet/exhaust valve)
Figure 2.
Operating sequence 2 -- Install the pushrods
Starting condition
Pushrods cleaned and checked for damage.
Steps
1. Clean the thrust pad (2), then slightly lubricate it with oil.
2. Introduce pushrod (1) into the engine and place onto thrust pad,
taking note of the transverse groove in the pushrod and the
spot--facing on the thrust pad.
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3. Turn the pushrod by approx. 90 (position of marking (M) on the

pushrod, see Figure 2) and connect the pushrod with the thrust pad
(see Figure 1).
4. Install the second pushrod in the same way.
5. Check the pushrods for ease of motion.
1 Pushrod
4 Cylinder head
AS Exhaust side
M Marking on the
pushrod
Figure 3. Position of the markings on the push rods when the push rods are
connected with the thrust pads (plan view).
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Inlet and exhaust valves/Valve seat rings/

Valve guides/Valve rotators
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
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Valve rotator
Checking rotating motion
113.01

Brief description
Valve rotators are to be assessed at regular intervals.
The work includes:
Numb Qualification
Time [h]
0.1
Qty Designation
No.
Availability
--
Standard
--
Inventory
Mode of operation
Inlet valve
When the valve is opened, the disk spring (4) located in the valve rotator is
flattened out by the increasing force of the valve spring see Figures 1 and
2. In the process, it applies a load to the bearing balls inserted in the pockets
of the main body (1), forcing them to roll on their sloping raceways, and rolls
on the balls itself. The cover, disk spring, and valve spring, on the other hand,
are engaged frictionally, so that they cannot rotate relative to one another.
The relative rotation between the disk spring/cover and the main body is
transmitted via the main body to the valve. When the valve closes, the load
on the disk spring and thus on the bearing balls is relieved; the latter are then
pushed back into their initial position by the compression springs, without rolling.
Exhaust valve
When the valve is opened, it is put into rotation by a propeller sleeve

mounted on the valve stem, as soon as the stream of gas flows past the
propeller sleeve. This rotation is made possible by an axial deep-groove
ball bearing mounted by friction fit on the upper end of the valve.
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Operating sequence 1 -- Checking the valve rotators
Starting condition
Engine at a stand-still
Steps
1. Unscrew the hexagon-head screws of the cylinder head cover, and

remove it.
2. Make markings on the valve rotators (15) and the thrust bearings (17)
with a felt-tip pen.
3. Start up the engine, and run it at low revolutions.
4. Observe the valve rotators (15) of the inlet valves to see whether the
main bodies (1) with the valve cones (10) rotate uniformly.
1
2
4
5
6
7
Main body
Bearing ball
Disk spring
Cover
Circlip
Compression spring
Figure 1. Valve rotator of the inlet valve
8
9
10
11
12
13
14
15
16
Inlet valve seat ring

Cylinder head
Inlet valve cone
Valve guide
Compression spring
O-ring seal
Compression spring
Valve rotator
Valve collet
(two-part)
17 Thrust bearing
18 Exhaust valve cone
with propeller sleeve
19 Exhaust valve seat
ring
Figure 2. Inlet and exhaust valves
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Important! Dirt from residues in the oil (abraded particles, combustion products), particularly in the ball-bearing pockets, can cause malfunctions. The deposits make individual parts sticky and hinder the movement
of the balls. The valve rotator must be removed, disassembled, washed
113.02)
carefully, and lubricated before re-installing it (see Work Card 113.02
5. Observe the thrust bearings (17) of the exhaust valves. One rotation
of the thrust bearing and exhaust valve cone (18) should not take
longer than a minute.
Important! If it takes longer, remove the exhaust valve and clean all
its parts.
Attention! If the bearing balls have indented the raceway, due to
the point load if the inlet or exhaust valve is not turning, the entire
valve rotator or the thrust bearing must be replaced. And if the inlet
or exhaust valve does not turn, check the condition of the valve
113.03).
cone and the valve seat ring (see Work Card 113.03
6. Stop the engine.
7. Place the cylinder head cover on the rocker-arm casing and fasten it.
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Inlet and exhaust valve/valve rotator

Removing and installing or rather
disassembling and reassembling
113.02

Brief description
Inlet and exhaust valves as well as valve rotators are to be disassembled
at regular intervals and overhauled if necessary.
Safety requirements
- Engine shut down
Numb Qualification
Time [h]
Qty Designation
No.
Availability
1 Valve spring tensioner
113.153
Standard
1 Thrust pad
113.153--1
Standard
1 Bridge
113.153--7
Standard
000.451
Standard
--
Standard
1 Lubricant
--
Inventory
Related work cards
Work card
Work card
Work card
055.02
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Technical details
Term
Information
Inlet valve cone
3.5 kg
Exhaust valve cone
3.5 kg
Operating sequence 1 -- Removing the inlet and exhaust valves
Cylinder head has been dismantled and mounted in cylinder-head turnover

stand.
Starting condition
Important! If only the valve rotators or thrust bearings or the compression springs are to be removed, the cylinder head is left mounted, and
the piston is turned to the ignition TDC.
1. Attach the bridge (113.153-7) to the cylinder head (9) by means of
two hexagon bolts (21) - see Figures 1 and 2 .
2. Slip the thrust pad (113.153-1) over the spindle fitted to the bridge.
Centre the thrust pad over the valve rotator (15) or thrust bearing (17)
- see Figure 2 /I.
3. Screw the hexagon nut (20) onto the spindle.
4. Depress the thrust pad by turning the hexagon nut, thus preloading the
compression springs (12 and 14) sufficiently to allow disassembly of the
two-part valve cone piece (collet) (16) - see Figure 2 /II. Hold the
valve cone (10 or 18) against the valve cone cup by hand while depressing the compression springs. Remove the cone pieces (collets).
Steps
Attention! Unless the valve cone is held in place, it will drop out
of the valve guide when the collet has been removed.
5. Push the valve cone out of the valve guide (11) and set it aside.
6. Back off the hexagon nut to unload the compression springs
(see Figure 2 /III).
7. Back off the hexagon nut completely, remove the thrust pad from the
valve rotator or thrust bearing, turn it and slip it onto the next valve
rotator or thrust bearing.
8. Take off the valve rotator or thrust bearing and the compression
springs.
9. Dismantle the other inlet/exhaust valves in the same way (refer to
items 2 to 8).
Important! Note down the assignment valve cone/valve guide, as
valve cones which have not been overhauled (ground) have to be reinstalled into the same valve guide.
10. Remove the O-ring seals (13) from the valve guides.
11. Disassemble the valve rotator (refer to operating sequence 2).
Attention! In case the balls have produced indentations in the
raceway as a result of concentrated load because the inlet or exhaust valve stopped rotating, the complete valve rotator or thrust
bearing has to be replaced.
12. Clean all individual parts and check them for damage (for maximum
clearances, please refer to the Operating instruction manual), replace
them if necessary.
13. Clean (e.g. by wet blast cleaning) the fillet of the valve cones and the
transitions above the wing area (exhaust valve) so that they are metallically bright. Carry out a magnetic crack test (see Work Card
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14.
15.
16.
17.
000.34 In the event that cracks are indicated, an authorised service

000.34).
centre is to be consulted regarding reusability.
If required, regrind the valve cone and/or valve seat (see Work Cards
113.04 and 113.05).
113.05
Check the condition of the valve guide, remove it if necessary (see
Work Card 055.05).
055.05
Slip the valve cone into the valve guide and measure the radial clearance using the thickness gauge (000.451), note down the measured
value and compare it with the specified clearance. Please refer to
the Operating instruction manual, Section 2.5.
113.03).
Check the valve seats (see Work Card 113.03
8
9
10
11
12
13
14
15
16
Inlet-valve seat ring

Cylinder head
Inlet valve cone
Valve guide
Compression spring
O-ring seal
Compression spring
Valve rotator
Valve collet
(cone piece)
(two-part)
17 Thrust bearing
18 Exhaust-valve cone
with propeller sleeve
19 Exhaust-valve seat
ring
Figure 1. Inlet and exhaust valve
Operating sequence 2 -- Disassembling and re-assembling the valve rotator
Valve rotator removed and set down on support (snap ring located on top).
Starting condition
1. Remove the snap ring (6) - see Figure 3 .

2. Remove the cover (5) and disk spring (4).
3. Remove all the balls (2) and compression springs (7) from the main
body (1).
4. Clean each individual part in a suitable cleaning agent, and dry it.
5. Check the individual parts for wear and ball indentations; replace
them if necessary.
Steps
Important! When parts of the valve rotator are replaced, the item
number of the set of wear parts used must be marked on the main body
(1).
Clean new parts before installing them.
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6. Insert balls and compression springs in the ball-pocket

raceways located in the main body.
Attention! Make sure that the balls are at the highest point of the
slanting ball-pocket raceways, and thus all in the same direction
(see Figure 3 ).
9
10
12
14
15
Cylinder head
Inlet valve cone
Compression spring
Compression spring
Valve rotator
16 Collet (cone piece)

(two-part)
17 Thrust bearing
18 Exhaust valve cone
20 Hexagon nut
21 Hexagon bolt
22 Inlet valve
23 Exhaust valve
AS Exhaust side
Figure 2. Inlet and exhaust valve
7. Insert the disk spring, put on the cover, and install the snap ring.
8. Immerse the valve rotator in clean lube oil, and remove it again
shortly before installing.
Attention! Never pack the valve rotator with grease!
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Parts kept in stock must be well packaged, and protected against dust,
water, humidity, and aggressive media. Dust makes the parts stick, hindering or preventing rotation when they are put into use.
Storage
1
2
4
5
6
7
Main body
Ball
Disk spring
Cover
Snap ring
Compression spring
Figure 3. Valve rotator of the inlet valve
Operating sequence 3 -- Installing the inlet and exhaust valves
All individual parts cleaned, cylinder head mounted in cylinder-head turnover stand, bridge mounted on cylinder head.
Starting condition
Important! If only the valve rotators or thrust bearings or the compression springs have been removed, the cylinder head is mounted, and
the piston is positioned in the ignition TDC.
1. Clean the boreholes in the valve guide (11) and the valve seat
ring (8 or 19).
2. Insert a new O-ring seal (13) in the ring groove; be careful not to twist
it.
3. Fit the compression springs (12 and 14) into the cylinder head (9),
and place the valve rotator (15) or thrust bearing (17) on the compression springs.
4. Slip the thrust pad (113.153-1) over the spindle fitted to the bridge
(113.153-7). Centre thrust pad over the valve rotator or thrust bearing
(see Figure 2 /III).
6. Apply Molykote G-n to the stem of the valve cone (10 or 18), and
slide it into the valve guide. If the engine is to be started up immediately, the valve stem can be coated with clean engine oil instead.
Steps
Tip! While installing the cone piece (collet), hold the valve cone
against the valve cone cup by hand.
7. Depress the thrust pad by turning the hexagon nut, thus preloading
the compression springs sufficiently to allow installation of the twopart valve cone piece (collet) (16) - see Figure 2 /II. Insert the
cone pieces (collets).
Attention! Before unloading the compression springs, check that
the two-part collet is inserted properly, and that the gap between the
two parts is uniform.
8. Back off the hexagon nut to unload the valve-spring tensioner.
9. Back off the hexagon nut completely, remove the thrust pad from the
valve rotator or thrust bearing, and swivel it aside.
10. Install the other inlet/exhaust valves in the same way
(see items 1 to 9).
11. Remove the valve-spring tensioner.
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Inlet and exhaust valves

Valve seats
Checking
113.03

Carry out the work in time according to the maintenance plan,
check components for condition/wear,
consider the contact pattern/wear.
Brief description
Inlet and exhaust valve seats are to be checked and, if necessary,
overhauled/replaced at regular intervals.
carrying out a touching test,
assessment of contact pattern/wear condition.
Quant Denomination
No.
Availability
1 Touching bow
113.144
Standard
000.297
Standard
1 Touch--up paste
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
113.02
Technical details
Term
Information
Inlet valve cone
3.5 kg
Exhaust valve cone
3.5 kg
Preliminary remarks
Exhaust and inlet valves with a poor contact pattern do not have a long life
expectancy. They have to be overhauled or replaced.
The intervals for overhaul as entered in the maintenance schedule are
guide values and depend on the operating mode and the engine condition,
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and the quality of the fuel used. The most suitable intervals for overhaul
have to be chosen, making due allowance for the specified checks.
Due to the frequent temperature changes, the material of the valve cone is
subject to fatigue. The inlet and exhaust valve cones have to be replaced
when the operating times stated in the maintenance schedule have been
reached, even if the admissible maximum remachining limits have not yet
been reached.
Attention! Use beyond this limit involves an unpredictable risk
for the engine.
The seating angle of the valve cone is 120 , with a positive tolerance. The
valve seat angle in the cylinder head has a negative tolerance so that the
valve cone seating face is in contact with the full seating face of the valve
seat ring, or a small differential angle exists. This ensures that in operation
the sealing zone for the hot gases is on the outer margin of the valve seat
area.
The wear appearance is checked by means of a touching test.
Attention! With valve seat grinders that have long been in use,
tolerances resulting from wear may influence the valve seat angle so
that incorrect contact distribution is produced. We recommend
checking by means of a touching test made with a new, original
MAN B&W valve cone. If deviations are found, the valve seat grinder
has to be readjusted or overhauled.
8
9
10
24
Valve seat ring

Cylinder head
Valve cone
Hexagon socket bolt
M10x120
Valve seating angle on

the valve cone
(120 +10)
Valve seating angle on
the valve seat ring
(120 10)
Differential angle
(0 to 20)
Figure 1. Valve cone and valve seat ring (inlet valve being shown)
Operating sequence 1 - Touching test
Starting condition
Cylinder head mounted in the cylinder head reversing jig, inlet/exhaust

valves dismantled.
Steps
1. Carefully clean the valve seat surfaces.

Attention! Do not damage the valve cone by using a wrong
cleaning tool (such as a slag hammer).
2. Fasten the touching bow (113.144) to the valve cone (10). Figure 1.
3. Apply a uniform film of touching ink as thin as possible to the valve
seat of the valve cone.
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4. Slide the valve cone into its valve guide and turn it by one half
revolution in vertical position and under pressure, using the touching
bow.
5. Take out the valve cone. If the differential angle is correct and/or
remachining has been carried out properly, there must be a
continuous bearing zone at the external margin of the valve seat.
Operating sequence 2 - Assessing valve seat surfaces
Starting condition
Cylinder head mounted in the cylinder head reversing jig, inlet and exhaust
valves dismantled.
Diagnosis No. 1
Valve seat surfaces of the cone and seat ring are clean, show traces of
varnishing or slight pitting. Uniform wear appearance all around. Figure 2.
Action
Apply silicon-free grinding paste to the valve seating surface of the valve
cone and valve seat ring (observe instructions of the supplier!) and clean
by hand using the touching bow (113.144) until varnishing has been
removed. After cleaning, make a touching test (see operating
sequence 1).
Important! Use as little grinding paste as possible for cleaning, and
carefully wash the valve cone and valve seat ring afterwards. Residues of
grinding paste promote wear.
Figure 2. Illustrating assessment No. 1
Assessment No. 2
The valve seating surface of the valve cone or valve seat shows heavy
deposits, rather deep corrosion pitting and/or distinct pounding marks.
Wear on the valve cone or seat ring. Figure 3.
Action
Remachine the valve cone and valve seat ring using the valve cone/valve
seat grinder until the seating surfaces are clean or a new wear
appearance is obtained. After cleaning, make a touching test (refer to
operating sequence 1).
Important! Keep grinding treatment to a minimum and
subsequently clean the valve cone and valve seat ring carefully. Grinding
residues promote wear.
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Minor pitting left after removal of varnishing can be tolerated, it has but
little effect on the service life.
Figure 3. Illustrating assessment No. 2
Assessment No. 3
Valve cone showing incipient blow-by or stress cracking.
Action
The valve cones have to be replaced.
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Valve seat rings

113.04

Brief description
Removal and installation of valve seat rings are not part of the work
specified in the maintenance schedule.
Quant Denomination
No.
Availability
1 Ring
114.042
Standard
1 Clamping piece
113.167
Standard
1 Thrust pad
113.166
Standard
113.148
Standard
1 Guide piece
113.148--13
Standard
1 Extractor
113.200
Standard
1 Extractor
002.512
Standard
1 Nut
002.512--1
Standard
1 Spindle head
002.512--4
Standard
1 Crown
002.512--5
Standard
1 Spindle
002.512--8
Standard
3 Shell
002.512--9
Standard
1 Expanding solid
002.512--10
Standard
1 Supporting device
002.532
Standard
1 Plate
002.532--2
Standard
1 Counterbrace
002.524
Standard
1 Cross tie
002.524--4
Standard
2 Adjusting nut
002.524--5
Standard
2 Bolt
002.524--7
Standard
1 Spindle
002.524--8
Standard
2 Angle
002.524--9
Standard
000.451
Standard
--
Standard
--
Inventory
6629
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Quant Denomination
No.
Availability
1 Welding apparatus (autogenous)
--
Inventory
--
Inventory
1 Sliding caliper
--
Inventory
1 Lubricant, clean
--
Inventory
1 Securing compound Loctite 640
--
Inventory
Related work cards
Work card
Work card
Work card
113.02
113.03
113.06
Preliminary remarks
Valve seat rings are to be disassembled and replaced
- if they have corrosion or pounding marks that cannot be machined

away by grinding,
- if material has broken off locally or in case of blow-by or stress
cracking, and
- if the limit for remachining (see work card 113.06
113.06) has been reached.
Valve seat rings cannot be stripped without having been heated and
cooled down before.
Operating sequence 1 -- Dismounting the valve seat rings
Starting condition
Cylinder head removed, carefully cleaned from oil and fuel, and mounted
in cylinder head turnover stand (combustion space side up). The
corresponding inlet or exhaust valve dismantled.
1 Welding torch
2 Cylinder head
3 Inlet valve seat ring

7 Exhaust valve seat ring
A Heating areas
AS Exhaust side
Figure 1. Heating the valve seat rings
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Steps
1. Use the welding torch (1) to heat the valve seat ring (3 or 7) at the
valve seat, at four points spaced approx. 90 around the
circumference until the material starts melting. Figure 1.
2. Let the cylinder head (2) with valve seat ring cool down.
Attention! The tangential stress is reduced in the zone of heating
because the yield point is exceeded.
2 Cylinder head
3 Inlet valve seat ring
6 Hexagon nut M16

10 Cylindrical screw M5x16
D Gap between the cylinder

head and valve seat ring
Figure 2. Stripping the valve seat rings (inlet valve seat ring being illustrated here)
3. Screw the expanding solid (002.512-10) back to such an extent that

extractor (002.512) can be inserted into the valve seat ring. Refer to
Figure 2/I.
4. Place the complete extractor (113.200) over the valve seat ring.
Important! Bolt (002.524-7) with attached plate (002.532-2) must
be positioned towards the interior of the cylinder head so that the extractor
is perpendicular to the valve seat. Refer to Figure 2.
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5. By unscrewing the hexagon nuts (6), align the bolts (002.524-7) in

such a way that they fully rest on the cylinder head. Afterwards,
retighten the hexagon nuts.
6. Position the shells (002.512-9) in front of gap (D) between valve seat
ring and cylinder head (2) by turning the spindle (002.524-8). Refer
to Figure 2/I resp. detail X).
7. Hold crown (002.512-5) and expand extractor (002.512) as far as
possible by turning the spindle (002.524-8). In this connection, take
care that the shells engage in the gap (D) between valve seat ring
and cylinder head. Refer to Figure 2/II resp. detail Y.
8. By turning the adjusting nut (002.524-5) evenly, pull out the valve
seat ring. Refer to Figure 2/III.
Important! Take care that the valve seat ring is pulled out
uniformly, i.e. that it is not tilted.
9. Check the locating bore in the cylinder head for damage, verify the
dimension (B) (admissible maximum 118.022 mm), measure
dimension (E) and note down. Refer to Figure 3.
Attention! If dimension (B) is exceeded, oversize valve seat rings
should be obtained from MAN B&W Diesel AG. Remachining of the
locating bore is necessary for this purpose.
2 Cylinder head
B Maximum admissible
dimension of locating
bore
E Distance of the two
faces
Figure 3. Bore accommodating the valve seat ring in the cylinder head
Operating sequence 2 -- Installing a valve seat ring
Starting condition
Cylinder head mounted in cylinder head turnover stand (combustion space

side up), locating bore in the cylinder head cleaned and measured.
Steps
1. Measure the distance from the bottom edge to the seating face on
the new valve seat ring, and compare the result with dimension (E).
The dimension (E) must be at least 0.2 mm longer.
2. Insert a new O-ring seal (5) in the ring groove, taking care that it is
under even tension over the entire circumference, and that it is not
twisted.
3. Slide the guide piece (113.148-13) into valve guide (8), mount the
clamping piece (113.167) and screw the hexagon nut (6) up to
contact by hand (do not use open-jaw or ring spanner).
4. Mount the ring (114.042) on the thrust pad (113.166) and fasten it.
Refer to Figure 4.
5. Apply Loctite 640 to the contact face (C) in the cylinder head (2), and
clean mineral oil to the O-ring seal (5).
6. Place the thrust pad onto valve seat ring, slip them both over the
guide piece and center them in the locating bore of the cylinder head
by hand. Refer to Figure 4/I.
7. Screw the second hexagon nut (6) onto the guide piece up to contact.
8. Pull in the valve seat ring down to contact by turning the hexagon nut.
Important! Take care that the valve seat ring is evenly pressed in,
without tilting.
6629
113.04--03 E
04.98
32/40
104/ 05
9. Remove the tool.
2 Cylinder head
5 O-ring seal
6 Hexagon nut M20

8 Valve guide
9 Set screw
C Contact face on the

cylinder head
D Gap between cylinder
head and valve seat ring
Figure 4. Fitting the valve seat ring (exhaust valve seat ring being illustrated here)
10. Check the gap (D) at several points for even width, using the
thickness gauge (000.451).
Attention! The gap must not be narrower than 0.2 mm!
11. Grind the valve seat ring using the valve seat grinder (refer to work
card 113.06),
113.06 and ink it in conjunction with the new valve cone (refer
to work card 113.03).
113.03
12. Fit the inlet or exhaust valve with the new or reground valve cone
113.02).
(refer to work card 113.02
6629
113.04--03 E
04.98
32/40
105/ 05
Valve guide in the cylinder head

113.05

Brief description
Removal and installation of valve guides is not part of the work specified in
the maintenance schedule. This is only necessary if the valve guides are
damaged/worn to such an extent that sealing effect and reliable guiding
are no longer ensured.
Quant Denomination
No.
Availability
1 Ring
114.042
Standard
1 Clamping piece
113.168
Standard
1 Thrust pad
113.166
Standard
113.148
Standard
1 Guide piece
113.148--13
Standard
--
Standard
--
Standard
Related work cards
Work card
Work card
113.02
113.04
Work card
Operating sequence 1 -- Dismantling a valve guide
Starting condition
Cylinder head dismantled and mounted in cylinder head turnover stand

The corresponding inlet or exhaust valve disassembled.
Steps
Introduce the guide piece (113.148-13) into the valve guide (8) and
hold it in place.
1. Slip the clamping piece (113.168) over the guide piece and screw on
hexagon nut (6). Figure 1.
2. Pull the valve guide out of the cylinder head (2) by turning the
hexagon nut.
6629
113.05--02 E
07.97
32/40
101/ 03
3. Clean the locating bore in the cylinder head.
2 Cylinder head
6 Hexagon nut M20
8 Valve guide
Figure 1. Removing the valve guide
Operating sequence 2 -- Fitting a valve guide
Starting condition
Cylinder head mounted in cylinder head turnover stand (combustion space

side up). Locating bore in the cylinder head properly cleaned.
Steps
1. Place the valve guide (8) on the guide piece (113.148-13) and fasten
by means of the hexagon nut (6). Figure 2.
2. Slip ring (114.042) onto thrust pad (113.166) and fasten with set
screw. Figure 2.
3. Introduce the guide piece together with the valve guide into the
cylinder head (2) from below, and hold in place.
4. Put the thrust pad over the guide piece and place onto the valve seat
ring.
5. Screw on second hexagon nut (6).
6. Fit the valve guide in its locating bore by turning the hexagon nut until
seated.
Important! Take care that the valve guide is evenly inserted and
not tilted.
7. Remove the complete tool.
6629
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07.97
32/40
102/ 03
2 Cylinder head
6 Hexagon nut M20
7 Exhaust valve seat
guide
8 Valve guide
9 Set screw
Figure 2. Fitting the valve guide (Fig. shows valve guide on the exhaust valve)
6629
113.05--02 E
07.97
32/40
103/ 03
Valve seating surface

Machining
113.06

Carrying out the work in time according to the maintenance schedule,
ensuring correct execution of work,
restoring contact pattern.
Brief description
Valve seats are to be checked at regular intervals and remachined if
necessary. The Hunger VDS2.3E valve seat turning machine is to be
used for this purpose.
The work concerns:
establishment of a correct contact pattern.
Numb Qualification
Time [h]
0.5
Qty Designation
No.
Availability
1 VDS2.3E--type valve seat turning machine
113.228
Optional
1 Turning machine with head
113.228--1
Optional
1 Power supply unit, 230 V
113.228--2
Optional
113.229--2
Optional
113.230--2
Optional
1 Clamping holder
113.228--3
Optional
2 Clamping screw
113.228--4
Optional
113.228--5
Optional
1 Pilot
113.228--6
Optional
1 Pilot nut
113.228--13
Optional
1 Compensation cone
113.228--14
Optional
1 Centring spider
113.228--7
Optional
1 Milling cutter
113.228--8
Optional
113.228--9
Optional
1 TORX screw driver
113.228--10
Optional
1 Portable case
113.228--11
Optional
1 Lubricating oil, clean
--
Inventory
1 Cutting oil
--
Inventory
10 Reversible cutting plate
6629
113.06--02 E
06.03
32/40
101/ 06
Related work cards
Work card
Work card
055.05
113.03
Work card
Figure 1. VDS2.3E-type valve seat turning machine
6629
113.06--02 E
06.03
32/40
102/ 06
Operating sequence 1 -- Installation of the pilot
Starting condition
Cylinder head clamped into cylinder head turnover stand (see work card
055.05)
055.05 or placed on supports. Inlet and exhaust valve cones removed.
Valve guide in the cylinder head and valve seat cleaned.
Steps
1. Prior to taking the device into operation, carefully read the operating
instructions of the manufacturer.
2. Using the milling cutter (113.228-8), free the tapered faces
(chamfers) of the valve guide (3) on both sides from possibly
adhering coke residues so as to obtain a clean bearing surface for
the pilot (refer to Figure 2 ).
3. Insert the pilot (113.228-6) on the combustion-chamber side into the
cleaned valve guide (3), and screw the pilot nut (113.228-13) onto
the pilot until the cone is firmly seated in the valve guide.
Important! Concerning engines with a shortened valve guide, take
care that the pilot with compensation cone (113.228-14) is fitted.
4. Slip the centring spider (113.228-7) onto the pilot, and lock it in place
by means of the clamping screw (4). Fix the spring-loaded spring
pins in place using the clamping screws (5) - refer to Figure 2 .
5. Moisten the shaft and the front surface of the pilot (113.228-6) with a
few drops of machinery oil.
1 Valve seat ring

2 Cylinder head
3 Valve guide
4 Clamping screw
5 Clamping screw
Figure 2. Installation of the pilot
6629
113.06--02 E
06.03
32/40
103/ 06
Operating sequence 2 -- Setting up the valve seat turning machine

1. Install the reversible cutting plate (113.228-5) and the clamping screw
(113.228-4) into the clamping holder (113.228-3) by means of the
screw driver (113.228-10).
2. Install the clamping holder with installed reversible cutting plate into
the tool slide of the head.
3. Place the turning machine (113.228-1) onto the pilot (113.228-6) so
that the stop pin (7) integrated in the guide tube rests on the front
face of the pilot.
Attention! Do not let the cutting plate hit the valve seat ring.
4. Using the cutter-position adjuster (12), position the reversible cutting
plate above the centre of the valve seat to be machined.
5. Hold the turning machine (113.228-1), and loosen the clamping screw
(8). Carefully lower the turning machine until the reversible turning
plate is located just slightly above the valve seat. Press the stop pin
(7) gently against the pilot (113.228-6) and fix it in place by means of
the clamping screw (8).
1
2
3
7
8
9
10
11
12
13
14
15
Valve seat ring

Cylinder head
Valve guide
Stop pin
Clamping screw
Depth-feed setting ring
Push button switch
Cross-feed setting ring
Cutter-position adjuster
Speed switch
Output cable
Swivel arm
Figure 3. Fitting the valve seat turning machine
Caution! Prior to connecting the valve seat turning machine to

the mains, the following has to be checked:
- Does the line voltage correspond with the input voltage stated on the
type plate of the power supply unit (113.228-2/113.229-2/113.230-2)
- Is the speed switch (13) on the power supply unit in 30V-position
6629
113.06--02 E
06.03
32/40
104/ 06
6. Plug the circular plug of the output cable (14) into the connector
socket on the valve seat turning machine, and lock the securing tab.
Operating sequence 3 -- Remachining the valve seat by turning
Starting condition
Valve seat turning machine set up as described in Operating sequence 2.

The tip of the reversible cutting plate is positioned at valve seat level.
Steps
1. Using the cutter-position adjuster (12), place the tip of the reversible
cutting plate in front of the inner edge of the valve seat (refer to
Figure 3 ).
2. Turn the depth-feed setting ring (9) anti-clockwise. In this
connection, one scale mark corresponds to a depth feed of
0.025 mm. For the first cutting pass, a depth of cut ensuring chip
removal over the entire valve seat area is to be chosen.
3. Make sure that the swivel arm (15) has engaged in the groove
provided in the cross-feed setting ring (11).
4. Moisten the valve seat with cutting oil.
5. Hold the turning machine (113.228-1) with both hands, and start the
cutting pass by depressing the push button switch (10).
6. Keep the push button switch depressed until the valve seat has been
machined completely.
7. Repeat the steps 1 - 5 with the feed adjusted in the range from 0.05 0.1 mm until the valve seat to be machined is bright all over.
8. Using a coloured pencil, apply markings at several points of the valve
seat, and carry out the last cutting pass as follows:
- Depth feed: one scale mark (0.025 mm),
- Switch the speed switch (13) on the power supply unit over to 42V
position.
Tip! The markings serve the purpose of checking whether or not the
chip removal is uniform.
Operating sequence 4 -- Carrying out a touching test
1. Take the turning machine (113.228-1) off the pilot (113.228-6), and
remove the pilot.
113.03).
2. Carry out a touching test (see work card 113.03
Attention! In case the necessary contact pattern can no longer be
achieved by means of the valve seat turning machine, it has to be
sent to an MAN service centre for repair.
Steps
Operating sequence 5 -- Maximum admissible remachining of the valve seat
1 Valve seat ring

A Valve seat
B Remachining limit
Figure 4. Remachining limit on the valve seat
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06.03
32/40
105/ 06
The maximum degree of refinishing work has been reached when the
valve seat has been remachined up to area (B). When the remachining
limit has been reached, the valve seat ring is to be replaced (refer to
Figure 4 ).
6629
113.06--02 E
06.03
32/40
106/ 06
Valve cone
Grinding
113.08

ensuring correct execution of work,
restoring contact pattern.
Brief description
Valve seating faces are to be checked at regular intervals and remachined
if necessary. The valve cone grinder type Hunger VKM 3.1 is to be used
for this purpose.
The work concerns:
Numb Qualification
Time [h]
0.5
Qty Designation
No.
Availability
1 Valve cone grinder VKM 3.1
113.242
Optional
1 Collet chuck for engine 32/40
113.247
Optional
1 Grinding wheel
113.258--1
Optional
1 Dressing diamond
113.258--3
Optional
1 Coolant
113.258--5
Optional
1 Dial gauge
--
Inventory
1 Magnetic post
--
Inventory
1 Sliding caliper
--
Inventory
--
Inventory
Related work cards
6629
113.08--02 E
Work card
Work card
Work card
113.03
113.06
113.09
12.02
32/40
101/ 05
Preliminary remarks
Exhaust and inlet valves with a poor contact pattern do not have a long life
expectancy. They require overhaul or replacement.
The intervals for overhaul as entered in the maintenance schedule are
guide values and depend on the operating mode and the engine condition,
and on the quality of the fuel used. The most suitable intervals for overhaul
have to be chosen, making due allowance for the specified checks.
Due to the frequent temperature changes, the material of the valve cone is
subject to fatigue. The inlet and exhaust valve cones have to be replaced
when the operating times stated in the maintenance schedule have been
reached, even if the admissible maximum remachining limits have not yet
been reached.
Attention! Use beyond this limit involves an unpredictable risk
for the engine.
Supplementary notes
The seating angle of the valve cone is 120 , with a positive tolerance. The
valve seat angle in the cylinder head has a negative tolerance so that the
valve cone seating face is in full contact with the seating face of the valve
seat ring, or a small differential angle exists. This ensures that in operation
the sealing effect against hot gases is provided in the outer zone of the
valve seat area.
Figure 1. Valve cone grinder
Operating sequence 1 -- Grind the valve cone seating face
Important! Prior to taking the device into operation, attentively read

the manufacturers directions for use. Use the protection equipment provided.
Starting condition
Valve cone cleaned.

For setting and grinding the valve cones, see the directions for use. In this
connection, pay attention to the following items:
1. Prior to starting on the job, verify that the grinding wheel has been
firmly fitted to the grinder.
Steps
6629
113.08--02 E
12.02
32/40
102/ 05
2. Dress the grinding wheel using the dressing diamond.
Steps
Attention! Because of the cutting speed, the grinding wheel diameter must not be less than 150 mm.
3. Insert the collet chuck into the headstock.
4. Insert the valve cone in the work-piece headstock. Clamp the valve
cone on the collar provided for this purpose, keeping the distance
between valve plate and collet chuck as short as possible (clamping
point: collar before the vane area and collar on the shaft respectively)
- refer to Figure 2 .
Figure 2. Clamped-in exhaust valve cone
5. Tighten the collet chuck (hand-tight using a hook spanner), knock

against the valve plate bottom using a plastic hammer (2-3 light taps),
retighten the collet chuck.
6. Check the concentricity (refer to Figure 3 ).
1 Valve cone
2 Collet chuck
3 Steady rest
Figure 3. Checking the concentricity on the valve cone (inlet valve being shown in the illustration)
Attention! In case the eccentricity exceeds the admissible value,

the service department of MAN B&W Diesel AG is to be consulted.
6629
113.08--02 E
12.02
32/40
103/ 05
7. The slide has by the manufacturer been fixed to the desired value by
a pin.
8. Prior to the first grinding pass, adjust the grinding wheel and valve
cone so that valve cone seating face centreline = grinding wheel
centreline (refer to Figure 4 ).
9. Advance until grinding of the valve cone seating face is started.
10. Carry out the grinding, applying coolant and moving the grinding
wheel to and fro by hand. Take care that the grinding wheel remains
on the valve seat all the time.
Choose the grinding feed as small as possible (0.025 mm = 1/2 large
scale mark), so as to avoid chatter marks.
1 Valve cone
4 Grinding wheel
Figure 4. Grinding wheel/valve cone seating face position prior to first grinding
pass
Attention! By all means, supply a sufficient amount of coolant to

the wedge between grinding wheel and valve cone seating face.
During the grinding process, take care that the grinding wheel does
not interfere with the valve cone radius (R).
Dress the grinding wheel several times during the grinding operation because it gets quickly loaded and exerts pressure (high grinding sound).
11. Prior to the last grinding pass, redress the grinding wheel.
12. For the last grinding pass, use a low amount of advance (< 0.02 mm)
and finish-grind properly.
Attention! After the last grinding pass, do not push the grinding
wheel off the valve cone seating face, but rather lift the valve cone
seating face from the grinding wheel.
13. Remove the burr on the outer diameter of the valve plate using appropriate tools (file, grinding stone) and/or break the edge on the inner seat diameter by means of a grinding stone.
Important! When the maximum (H) has been reached, the valve
cone must no longer be used (refer to Table 1 ).
6629
113.08--02 E
12.02
32/40
104/ 05
Maximum remachining on inlet and exhaust valve cones
Maximum remachining on inlet

and exhaust valve cones
The maximum admissible remachining degree has been reached on the

valve cone seating face when the valve cone seat width (G, new condition)
has increased up to the tangential point (X) of radius (A) - refer to
Table 1 and Figure 5 .
For admissible remachining on the valve-plate outside diameter and permissible burn--up and depth of corrosion on the valve plate, refer to work
card 113.09.
113.09
1 Valve cone
A Radius
G Valve cone seat width

(in new condition)
H Max. remachining
R Valve cone radius
X Tangential point
Figure 5. Remachining the valve cone
Valve cone seat width (G)

in new condition (in mm)
Maximum remachining (H)
(in mm)
Inlet
valve cone
8.5
Exhaust
valve cone
8.8
12.1
12.1
Table 1. Valve cone seat width (in new condition/max. remachining)
6629
113.08--02 E
12.02
32/40
105/ 05
Valve plate
Depth of burning marks and corrosion
Checking
113.09

Counteracting corrosion attacks,
keeping the state within the permissible range.
Brief description
When regrinding the valve seat surface, the permissible valve plate
thickness is to be determined.
Qty Designation
No.
Availability
000.451
Standard
1 Sliding caliper
--
Inventory
--
Inventory
1 Ruler (steel)
--
Inventory
Related work cards
Work card
Work card
Work card
113.03
113.05
113.06
Operating sequence 1 -- Checking the valve plate thickness
1. Clean valve cone and remove any adhering carbon.

2. Check plate thickness in the as-new condition (HN) at measuring
point C on an identical new valve and note the dimension measured.
3. Using a felt-tip pen, mark one or, depending on the condition of the
valve to be checked, several measuring points C distributed over the
circumference.
4. Using a sliding caliper, check plate thickness at point C and note the
dimension measured.
Dimension A = difference between HN and the dimension measured
must not be larger than 10% of HN (as-new condition) at any point.
Steps
Important! If the seat surface of a used valve cone must be

reground, the amount of material expected to be removed by regrinding
must be taken into account in the evaluation of the determined wear
6682
113.09--01 E
05.00
General
101/ 03
rate A. (The plate thickness will be further reduced by removal of material

from the seat surface S).
5. Laying a ruler on the plate bottom, check wear rate (B) by means of a
depth gauge or feeler gauge approximately in the plate centre, and
note the wear rate measured. Dimension B must not exceed 3.0 mm
at the lowest point.
Important! The valve plate thickness may be reduced to
inadmissible values by regrinding of the valve seat surface (S) and
possible hot corrosion on the plate bottom.
1 Valve plate in as-new

condition
2 Valve plate with
maximum admissible
wear
A Wear rate on plate
edge at point C
B Wear rate in plate
centre
C Measuring point at a
distance of 1/6 of the
outer plate diameter
from the plate edge
D Outer diameter of valve
plate
E Contact blades of the
sliding caliper
HN Plate thickness in the
as-new condition at
point C
S Seating
Figure 1. Determination of wear rate A on valve plate
Operating sequence 2 -- Checking outer diameter (D) of valve plate for corrosion marks
Important! Circumferential corrosion marks of minor depth may

occur at the outer diameter (D) of the valve plate in the transition area
from standard material of valve plate to armour-plating. The transition
area is to be checked for incipient cracks. In case of fissures being found,
the rim (outer diameter is to be reground until all fissures are removed.
However, given machining limits have to be observed.
1. Clean valve cone. When doing so, do not damage surface by
application of unsuitable cleaning tool (e.g. pick hammer).
2. Check transition area standard material/armour-plating by means of
dye penetration test (Met-L-Check) for fissures (see work card
000.34).
000.34
3. In case of fissures found, valve plate rim (outer diameter) must be
reground until all fissures are removed. Grinding is to be done
without any coolant being used. The following machining limits have
to be observed (refer to Table 1).
Steps
6682
113.09--01 E
05.00
General
102/ 03
Valve plate outer diameter

up to 100 mm
over 100 mm
Permissible remachining with

reference to diameter compared
with as-new condition
0.2 mm
0.5 mm
Table 1. Limiting values for reconditioning of valve plate outer diameter
6682
113.09--01 E
05.00
General
103/ 03
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
120--03 E
05.98
101/ 01
Control piston of the

injection camshaft
120.01

Brief description
Control pistons are to be checked and, if necessary, overhauled at regular
intervals.
Quant Denomination
No.
Availability
120.002
Standard
1 Plate
120.002--1
Standard
2 Spindle
120.002--4
Standard
1 Cross tie
120.002--7
Standard
1 Spindle
120.002--13
Standard
1 Plate
120.002--25
Standard
1 Pilot rod
034.006
Standard
1 Tool holder
008.180
Standard
1 Socket ring spanner, size 24
008.024
Standard
1 Torque wrench
008.011
Standard
001.912
Standard
1 Cross handle
001.891
Standard
001.858
Standard
001.757
Standard
--
Standard
--
Inventory
--
Inventory
1 Collecting tank
--
Inventory
--
Inventory
--
Inventory
6629
120.01--02 E
10.97
L 32/40
101/ 05
Related work cards
Work card
Work card
000.30
120.02
Work card
Technical details
Term
Information
Control piston with lifting cylinder
127 kg
Preliminary remarks
Checking the control piston for proper performance also belongs to the
work specified in the maintenance schedule.
In case faults are found in this connection, the outer control elements, i.e.
their selection and adjustment, as well as the oil circuit, are to be examined first of all. Only if such deficiencies can definitely be ruled out, the
control piston is to be removed and the O-ring seals resp. sealing rings as
well as the bearing bushes are to be checked. Dismounting the control
piston is not part of the usual maintenance work.
Operating sequence 1 - Remove the control piston
Starting condition
Cover of camshaft drive removed.
Steps
1. Disconnect cables from the lifting cylinder (24).

2. Disconnect the oil feed pipe and leaked oil discharge pipe from the
control piston (23) and plug the openings appropriately. Figure 1.
3. Place the receptacle underneath the control piston, remove the screw
plugs and drain the oil from the control piston. Lock the oil discharge
bores again.
4. Screw out the hexagon head bolts (18), take off the washers (19).
5. Screw out the hexagon socket bolts (25).
6. Oil the spindles (120.002-4), push them through the control piston
and screw them into the crankcase (20).
7. Put the plate (120.002-1) onto the spindles and attach to the
charge-air cooler (22). See Figure 2.
8. Attach the plate (120.002-25) to the control piston and screw the pilot
rod (034.006) into the plate.
9. Dismantle the control piston and pull it forward until the bore on the
charge-air cooler and control piston casing match.
10. Oil the spindle (120.002-13), and push it through the control piston
and charge-air cooler (see Figure 3).
Tip! Depending on the installation condition of the engine, the spindle
(120.002-13) can also be passed through on the exhaust side (from the
rear).
11. Put the cross bar (120.002-7) over the spindle and attach to the
charge-air cooler (Figure 3).
12. Screw the hexagon nut (75) onto the spindle, hand-tight.
13. Remove the spindles (120.002-4).
14. Pull the control piston out sideward underneath the charge-air cooler.
15. Attach the rope to an appropriate point of the control piston and
suspend from lifting tackle. Tension the rope.
6629
120.01--02 E
10.97
L 32/40
102/ 05
16. Unscrew the hexagon nut (75), push out the spring pin (74) and shift
the spindle in the direction of the charge-air cooler until the control
piston is freely suspended.
17. Put the control piston down on wooden pad, dismantle the plate with
the pilot rod.
17
18
19
20
21
22
23
24
25
Injection camshaft
Hexagon head bolt
Washer
Crankcase
O-ring seal
Charge-air cooler
Control piston
Lifting cylinder
Hexagon socket bolt
Figure 1. Control piston with lifting cylinder
20 Crankcase
22 Charge-air cooler
23 Control piston
24 Lifting cylinder
M16x50

M12x35
Figure 2. Axial removal of the control piston (step 1)
6629
120.01--02 E
10.97
L 32/40
103/ 05
23 Control piston
24 Lifting cylinder
74 Spring pin
75 Hexagon nut
Figure 3. Axial removal of the control piston (step 2)
Operating sequence 2 - Mount the control piston
Starting condition
Control piston cleaned, O-ring seals and/or sealing rings and bearing bush
checked, and replaced if necessary. Cross bar (120.002-7), spindle
(120.002-13) and plate (120.002-1) attached to the charge-air cooler.
Steps
1. Clean the locating bore in the crankcase (20) and the contact face on
the injection camshaft (17).
2. Treat a new O-ring seal (21) with acid-free grease and fit it in ring
groove, taking care not to distort it.
3. Attach the plate (120.002-25) to the control piston (23) and screw the
pilot rod (034.006) into the plate.
4. Attach the rope to an appropriate point on the control piston and
5. Lift the control piston with the lifting tackle to come underneath the
cross bar (bore holes in the cross bar and the control piston casing to
match).
6. Introduce the spindle (120.002-13) through the bore in the control
piston casing into the cross bar (120.002-7), insert the spring pin (74)
into bore and screw the hexagon nut (75) in place, hand-tight.
7. Detach the rope from lifting tackle and control piston.
8. Push the control piston laterally underneath the charge-air cooler.
9. Apply oil to the spindles (120.002-4), push them through the plate
(120.002-1) and the control piston, and screw them into the
crankcase.
10. Remove the cross bar and spindle (120.002-13).
11. Shift the control piston along the spindles in axial direction and into
the crankcase, taking due note of the injection camshaft - control
piston centricity.
head bolts (18), screw them in place hand-tight together with washers
000.30).
(19), and tighten them to the specified torque (see work card 000.30
For the order of bolt tightening, see Figure 4.
13. Continue turning the hexagon head bolts by the angular amount
000.30), using the tool holder (008.180) and
specified (see work card 000.30
6629
120.01--02 E
10.97
L 32/40
104/ 05
the socket ring spanner (008.024) - for order of tightening,

see Figure 4.
Attention! The torque wrench must not be used for turning the
hexagon head bolts by this additional, angular amount.
14. Remove the complete fitting/unfitting tool (120.002).
15. Screw in the hexagon socket bolts (25) hand-tight.
16. Connect the leaked oil discharge pipe and the oil feed pipe to the
control piston and the cables to the lifting cylinder.
17. Remove the screw plugs, top up the control piston with fresh lube oil.
Vent the control piston and refit the screw plugs together with seals.
18. Mount the casing cover.
19. Check the control piston for proper performance.
Attention! Following disassembly/reassembly of the control
piston, the ignition pressures have to be measured upon applying
load to the engine for the first time, at 50% of rated ouput, and the
results are to be compared with the engine logs. Full loading of the
engine is only permissible if the ignition pressure level is in order.
1-16
18
19
23
Order of bolt tightening

Hexagon head bolt
Washer
Control piston
Figure 4. Order of tightening the fixing bolts
6629
120.01--02 E
10.97
L 32/40
105/ 05

injection camshaft
120.02

Ensure that the work is carried out correctly,
properly assemble/adjust components.
Brief description
Control pistons do not have to be disassembled for usual maintenance
work. In case deficiencies are found during an operational check or if
sealing rings are to be checked or renewed, disassembly may become
necessary.
replacement of sealing rings/sealing elements,
Quant Denomination
No.
Availability
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
001.912
Standard
1 Cross handle
001.891
Standard
001.856
Standard
001.854
Standard
000.451
Standard
--
Standard
1 Sliding caliper
--
Inventory
--
Inventory
--
Inventory
Related work cards
6629
120.02--02 E
Work card
Work card
Work card
000.11
000.30
120.01
10.97
32/40
101/ 05
Operating sequence 1 - Disassemble the control piston
Starting condition
Control piston dismounted and put down on wooden pad.
Steps
1. Disconnect the articulated rod (70) from the fork head (48).
Attention! The length adjustment of the articulated rod must not
be spoiled.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Dismount the lifting cylinder (24) with the buckling lever.

Dismount the protecting tube (69).
Measure and take down the dimension A.
Dismantle the fork head (48), the hexagon nuts (51) and the
washer (53).
Remove the pointer (46).
Unscrew the hexagon head bolts (55) and pull the casing (67) off,
take off the O-ring seal (58).
Unscrew the hexagon socket bolts (52) and pull off the clamping
sleeve (45).
Dismantle the pilot valve (59) from the piston rod (63).
Dismount the O-ring seal (44) and the piston (66).
Unscrew the hexagon socket bolt (73) and remove shaft (29).
Measure the axial clearance between the butting disk (32) and butting
disks (65) at several points, using the thickness gauge (000.451),
note down and compare with admissible clearance.
Unscrew the hexagon socket bolts (33), take off the bearing cap (64)
and remove the butting disks.
Remove the piston rod from the casing (38).
Clean all the parts and check for damage.
Check the bearing bush (31) for damage or dirt scores (refer to work
000.11).
card 000.11
Important! Replacement of the bearing bush should be entrusted

to a service base or to MAN B&W personnel as a matter of principle
because the bearing bush has been pressed into the casing.
17. Check the sealing rings (34, 39 and 60) for perfect condition and fit
new rings if necessary (see operating sequence 2).
18. Check rod guide rings (37) and oil scraper (54) for perfect condition,
renew if necessary.
6629
120.02--02 E
10.97
32/40
102/ 05
24
29
30
31
32
33
34
37
38
39
42
43
44
45
Lifting cylinder
Shaft
Spring pin
Bearing bush
Butting disk
Hexagon socket bolt
Sealing ring
Rod guide ring
Casing
Sealing ring
Screw plug
Seal
O-ring seal
Clamping sleeve
46
47
48
49
50
51
52
53
54
55
56
57
58
59
Pointer
Cylindrical screw
Fork head
Hexagon head bolt
Hexagon nut
Hexagon nut
Hexagon socket bolt
Washer
Oil scraper
Hexagon head bolt
Screw plug
Seal
O-ring seal
Pilot valve
60
63
64
65
66
67
68
69
70
71
72
73
Sealing ring
Piston rod
Bearing cap
Butting disk
Piston
Casing
Hexagon socket bolt
Protecting tube
Articulated rod
Hexagon head bolt
Bracket
Hexagon socket bolt
A Dimension
Figure 1. Sectional view of the control piston
6629
120.02--02 E
10.97
32/40
103/ 05
Operating sequence 2 - Fit a sealing ring
Starting condition
Damaged sealing ring disassembled, ring groove cleaned.
Steps
1. Insert the O-ring seal (35, 40 or 61) into the ring groove, taking care
that it is evenly tensioned around the circumference and that it is not
twisted.
2. Heat the Turcon-Glyd ring (36, 41 or 62) in the oil bath to approx. 80
to 120 C.
3. Fit the Turcon-Glyd ring in the ring groove.
4. Restore the elongated Turcon-Glyd ring by assembling it with the
oiled counter part.
34
35
36
37
38
Sealing ring consisting of

O-ring seal
Turcon-Glyd ring
Rod guide ring
Casing
39
40
41
45
54
59
Sealing ring consisting of:

O-ring seal
Turcon-Glyd ring
Clamping sleeve
Oil scraper
Pilot valve
60
61
62
63
66
67
Sealing ring consisting of:

O-ring seal
Turcon-Glyd ring
Piston rod
Piston
Casing
Figure 2. Special sealing rings in the control piston
Operating sequence 3 - Assemble the control piston
Starting condition
Parts cleaned and checked, sealing rings, rod guide rings and oil scraper
checked for perfect condition.
Attention! In assembling the control piston, ensure meticulous
cleanliness at the work place. Dirt particles may cause malfunction
of the setting device.
Steps
1. Slightly oil the running surface of the butting disks (32 and 65) and fit
in shaft (29), paying attentin to the position of the bore hole / spring
pin (30).
2. Put the bearing cap (64) onto the shaft, taking note of the bore hole /
spring pin position.
3. Apply MoS2 lubricant to the thread and contact face of the hexagon
socket bolt (33), screw it into the shaft and tighten it to the specified
000.30). For order of tightening, refer to
Figure 3.
6629
120.02--02 E
10.97
32/40
104/ 05
4. Slightly oil the running surface of the bearing bush (31) and fit the
shaft in the casing (38).
5. Slightly oil the running surface of the piston rod (63) and insert the
rod through the casing into the shaft.
socket bolts (73), screw the bolts into the piston rod and tighten them
000.30).
crosswise to the specified torque (see work card 000.30
7. Mount the piston (66) on the piston rod.
8. Oil the running surface of the pilot valve (59) and fit it in the piston
rod.
9. Treat a new O-ring seal (44) with acid-free grease and fit it in the ring
groove, taking care not to twist it.
10. Slip the clamping sleeve (45) onto the piston rod.
socket bolts (52), screw them into the piston rod and tighten them to
000.30). For order of tightening,
the specified torque (see work card 000.30
see Figure 3.
12. Treat a new O-ring seal (58) with acid-free grease and place it in the
ring groove, taking care not to distort it.
13. Slightly oil the inside of the casing and the outside of the clamping
sleeve.
14. Slide the casing (67) over the clamping sleeve and piston until it
contacts the casing (38), and attach it to the latter by means of
hexagon head bolts (55).
15. Attach the pointer (46) to the clamping sleeve.
16. Put the washer (53) onto the pilot valve and fasten it by means of
hexagon nut (51). Screw on the second hexagon nut, screw the fork
head (48) onto the thread, adjust the dimension A as noted down,
and secure the position of the fork head by means of the hexagon
nut.
17. Mount the protecting tube (69) on the casing.
18. Mount the lifting cylinder (24) on the control piston and attach the
articulated rod (70) to the fork head.
Attention! The length of the articulated rod as adjusted must not
be spoiled.

6629
120.02--02 E
10.97
32/40
105/ 05

valve camshaft
120.03

Brief description
Control pistons are to be checked and, if necessary, overhauled at regular
intervals.
Quant Denomination
No.
Availability
120.002
Standard
1 Plate
120.002--1
Standard
2 Spindle
120.002--4
Standard
1 Cross tie
120.002--7
Standard
1 Spindle
120.002--13
Standard
1 Plate
120.002--25
Standard
1 Pilot rod
034.006
Standard
1 Tool holder
008.180
Standard
1 Socket ring spanner, size 24
008.024
Standard
1 Torque wrench
008.011
Standard
001.912
Standard
1 Cross handle
001.891
Standard
001.858
Standard
001.757
Standard
--
Standard
--
Inventory
--
Inventory
1 Collecting tank
--
Inventory
--
Inventory
--
Inventory
6629
120.03--01 E
04.98
L 32/40
101/ 06
Related work cards
Work card
Work card
000.30
120.04
Work card
Technical details
Term
Information
Control piston
149 kg
Preliminary remarks
The maintenance schedule also specifies that the performance of the
control piston is checked.
If faults are found, first of all check the external control elements, i.e. their
actuation and setting, and the oil circulating and control air systems. Only
when it has definitely been ascertained that deficiencies can be ruled out
here, the control piston has to be dismantled and the O-ring seals, sealing
rings and bearing bush have to be checked. Disassembly of the control
piston does not belong to the routine maintenance jobs.
Operating sequence 1 -- Remove the control piston
Starting condition
Cover of camshaft drive removed on the exhaust side, control piston in the
Full load position (refer to Figure 2).
Steps
1. Place the receptacle underneath the control piston (17).

2. Disconnect all the pipes from the control piston, collect the emerging
lube oil in the receptacle, mark the pipes and protect them from dirt
entering.
3. Disconnect all the pipes to the control valves from the main pipelines,
protect the openings against dirt entering.
4. Screw the hexagon socket bolts (21) out and remove plate (24)
together with the control valves.
5. Remove the screw plugs (35) and drain residual lube oil from the
control piston, lock the oil discharge bores again.
6. Separate the pipeline to the limit switches (26) at the plug-in
connection (27).
7. Screw the hexagon head bolts (29) out and remove the holder (28)
together with the limit switches.
8. Screw the hexagon head bolts (31) out, take the washers (32) off.
9. Screw the hexagon socket bolts (37) out.
10. Apply oil to spindles (120.002-4), push them through the control
piston and screw them into the crankcase (25).
11. Slip the plate (120.002-1) onto spindles and attach to the charge-air
cooler (20) -- refer to Figure 3.
12. Attach plate (120.002-25) to the control piston and screw the pilot rod
(034.006) into the plate.
13. Dismantle the control piston and pull forward until the bores on the
control piston casing and charge-air cooler match.
14. Apply oil to the spindle (120.002-13), and push it through the control
piston into the charge-air cooler.
15. Slip the cross tie (120.002-7) over the spindle and attach to the
charge-air cooler.
6629
120.03--01 E
04.98
L 32/40
102/ 06
17
18
19
20
21
22
23
24
25
Control piston
Connecting plate
4/2-way valve
Charge-air cooler
Hexagon socket bolt
3/2-way solenoid valve
Casing cover
Plate
Crankcase
17
20
25
26
27
28
29
30
31
32
33
34
35
36
37
Control piston
Charge-air cooler
Crankcase
Limit switch
Plug-in connection
Holder
Hexagon head bolt
O-ring seal
Hexagon head bolt
Washer
Camshaft gear wheel
Valve camshaft
Screw plug
Seal
Hexagon socket bolt
Figure 1. Control piston with pipes and control valves
Figure 2. Control piston in the Full load position
16. Screw the hexagon nut (42) onto the spindle, hand-tight (refer to
Figure 4).
17. Remove the spindles (120.002-4).
18. Pull the control piston out sideward underneath the charge-air cooler.
19. Attach the rope to an appropriate point of the control piston and
suspend from lifting tackle. Tension the rope.
20. Screw the hexagon nut (42) off, push out the spring pin (41) and shift
the spindle in the direction of the charge-air cooler until the control
piston is freely suspended.
6629
120.03--01 E
04.98
L 32/40
103/ 06
21. Put the control piston down onto wooden pad, dismantle the plate
with the pilot rod.
17 Control piston
25 Crankcase

M12x35
Figure 3. Removing the control piston in axial direction
17 Control piston

41 Spring pin
42 Hexagon nut
Figure 4. Removing the control piston sideways
Operating sequence 2 -- Mount the control piston
Starting condition
Control piston cleaned, O-ring seals and/or sealing rings and bearing bush
checked, and replaced if necessary. Cross tie (120.002-7), spindle
(120.002-13) and plate (120.002-1) attached to charge-air cooler.
Steps
1. Clean the locating bore in the crankcase (25) and the contact face on
the camshaft gear wheel (33).
6629
120.03--01 E
04.98
L 32/40
104/ 06
2. Treat a new O-ring seal (30) with acid-free grease and fit it in ring
groove, taking care not to distort it.
3. Attach plate (120.002-25) to control piston (17) and screw the pilot
rod (034.006) into the plate.
4. Attach the rope to an appropriate point on the control piston and
5. Lift the control piston by means of the lifting tackle, to come
underneath the cross tie (bore holes in the cross tie and the control
piston casing to match).
6. Introduce the spindle (120.002-13) through the bore in the control
piston casing into the cross tie (120.002--7), insert the spring pin (41)
in the bore and screw the hexagon nut (42) on, hand--tight.
7. Detach the rope from the lifting tackle and control piston.
8. Push the control piston sideward underneath the charge-air cooler.
9. Apply oil to spindles (120.002-4), push them through the plate
(120.002-1) and the control piston, and screw them into the
crankcase.
10. Detach the cross tie and spindle (120.002-13).
11. Shift the control piston axially along the spindles and into the
crankcase, taking due note of the camshaft gear wheel/control piston
centricity.
head bolts (31), screw the bolts home together with washers (32),
000.30)
hand-tight, and tighten to the specified torque (see work card 000.30
-- for order of bolt tightening, refer to Figure 5.
13. Continue turning the hexagon head bolts by the angular amount
000.30), using the tool holder (008.180)
specified (refer to work card 000.30
and the socket ring spanner (008.024) -- for order of bolt tightening,
refer to Figure 5.
Attention! The torque wrench must not be used for turning the
hexagon head bolts by this additional, angular amount.
14.
15.
16.
17.
18.
19.
Remove the complete fitting/unfitting tool (120.002).

Screw the hexagon socket bolts (37) home and tighten them.
Mount the plate (24) with control valves.
Connect all the pipes to the control piston and main pipes (Figure 1).
Top up the control piston with oil (Figure 6).
Mount the holder (28) complete with limit switch (26) to the control
piston (Figures 2 and 7).
20. Conncet the pipes to limit switches by means of plug-in connection
(27).
21. Mount the casing cover.
22. Check the control piston for proper performance.
6629
120.03--01 E
04.98
L 32/40
105/ 06
1-16
17
31
32

Control piston
Hexagon head bolt
Washer
17 Control piston
A Maximum oil level
Figure 6. Oil level in control piston
Fixing bolts
17
26
28
29
43
Control piston
Limit switch
Holder
Hexagon head bolt
Spring pin
Figure 7. Limit switches mounted to control piston
6629
120.03--01 E
04.98
L 32/40
106/ 06

valve camshaft
120.04

Brief description
Control pistons do not have to be disassembled for usual maintenance
work. In case deficiencies are found during an operational check or if
sealing rings are to be checked or renewed, disassembly may become
necessary.
Quant Denomination
No.
Availability
1 Ratchet
008.023
Standard
1 Torque wrench
008.017
Standard
1 Torque wrench
008.011
Standard
1 Adapter 20x12.5
001.923
Standard
1 Cross handle
001.891
Standard
001.856
Standard
001.771
Standard
--
Standard
1 Sliding caliper
--
Inventory
1 Depth gauge
--
Inventory
1 Securing compound
(Loctite 243)
--
Inventory
--
Inventory
--
Inventory
Related work cards
6629
120.04--01 E
Work card
Work card
Work card
000.30
000.11
120.03
10.97
32/40
101/ 04
45
46
47
48
49
52
53
Hexagon nut
Stud
Piston
Oil scraper
Sealing ring
Rod guide ring
Sealing ring
56
57
58
59
60
61
62
Casing
O-ring seal
Hexagon socket bolt
Casing
Thrust bearing disk
Bearing bush
Shaft
63
64
65
66
67
Spring pin
Spring pin
Butting disk
Bearing cap
Hexagon head bolt
Figure 1. Sectional view of control piston
Operating sequence 1 - Disassemble the control piston
Starting condition
Control piston removed and put down onto wooden pad.
Steps
1. Mark the position of casings (56 and 59) relative to each other with
colored pencil.
2. Screw out the hexagon head bolts (67) and pull off the casing (56),
take the O-ring seal (57) off.
3. Screw off the hexagon nut (45) and screw out the stud (46).
4. Remove piston (47).
5. Remove the shaft (62) with the attached parts from casing (59).
6. Screw the hexagon socket bolts (58) out, remove the bearing cap
(66) and the thrust bearing disk (60). Clean the contact face.
7. Measure the projection (B) of the bearing cap (66) relative to the
butting disk (65) at several points and note down the values.
8. Determine the dimension (C) on the thrust bearing disk (60) at
several points, noting down the values.
9. Clean the contact faces on shaft (62) and butting disk (65), measure
the projection (D) at several points and note down the values.
6629
120.04--01 E
10.97
32/40
102/ 04
10. Calculate the axial clearance from measurements made under items
7 to 9, and compare the result with the admissible clearance.
Refer to the operating instruction manual, as of Section 2.5.4.
11. Remove the butting disk from the shaft.
12. Clean all the individual parts and check for damage.
13. Check the bearing bush (61) for damage or dirt scores (refer to work
000.11).
card 000.11
Important! A service base and/or MAN B&W personnel should be
entrusted with the replacement of bearing bushes because bearing bushes
have been pressed into the casing.
14. Verify that sealing rings (49 and 53) are in unobjectionable condition,
and fit new sealing rings, if necessary (refer to operating sequence
2).
15. Verify that the rod guide rings (52) and oil scrapers (48) are in
unobjectionable condition and replace if necessary.
60
62
65
66
Thrust bearing disk

Shaft
Butting disk
Bearing cap
6 Projection
C Dimension
D Projection
Figure 2. Measuring the projections to determine the axial clearance
Operating sequence 2 - Fit a sealing ring
47 Piston
48 Oil scraper
49 Sealing ring
consisting of:
50 O-ring seal
51 Turcon-Glyd ring
52 Rod guide ring
53 Sealing ring
consisting of:
54 O-ring seal
55 Turcon-Glyd ring
56 Casing
59 Casing
Figure 3. Special sealing rings in the control piston
Starting condition
Damaged sealing ring removed, ring groove cleaned.
Steps
1. Place the O-ring seal (50 and 54 resp.) in ring groove, making sure
that it is evenly tensioned over the circumference and not distorted.
6629
120.04--01 E
10.97
32/40
103/ 04
2. Heat the Turcon-Glyd ring (51 or 55 resp.) in oil bath to a temperature

of approx. 80 to 120 C.
3. Fit the Turcon-Glyd ring in ring groove.
4. Reshape the elongated Turcon-Glyd ring by assembling it with the
oiled mating piece.
Operating sequence 3 - Assembling the control piston
Starting condition
All the parts cleaned and checked, sealing rings, rod guide rings and oil
scrapers checked for unobjectionable condition.
Attention! In assembling the control piston, observe meticulous
cleanliness at the work place. Dirt particles may cause malfunction
of the setting device.
Steps
1. Slightly oil the running surface of the butting disk (65) and fit it in the
shaft (62), taking note of the position of bore hole/spring pin (63).
2. Insert the thrust bearing disk (60) in the shaft.
3. Put the bearing cap (66) including butting disk (65, with a thin film of
oil on the running surface) in place on the shaft.
socket bolts (58), screw them into the shaft and tighten to the
000.30). For order of tightening,
specified torque (refer to work card 000.30
refer to Figure 4.
5. Apply a thin film of oil to the running surface of bearing bush (61),
and fit the shaft complete with the installed parts in casing (59).
6. Apply a thin film of oil to the running surface of piston (47) and
introduce it through the casing (59) into the thrust bearing disk, taking
care of the position of bore holes/spring pins (64).
7. Apply Loctite 243 to the screw-in thread of the stud (46), slip the stud
through the piston and screw it into the thrust bearing disk down to
contact, hand-tight.
8. Apply MoS2 lubricant to the thread and contact face of hexagon nut
(45), screw the nut onto the stud and tighten it to the specified torque
000.30
9. Apply acid-free grease to a new O-ring seal (57) and place it in the
ring groove, taking care not to twist it.
10. Apply a thin film of oil to the inside of casing (56).
11. Push the casing (57) over the piston until it contacts casing (59)
observing the markings that were applied before (refer to operating
sequence 1, point 1), and attach to casing by means of hexagon
head bolts (67).

tightening
66 Bearing cap
6629
120.04--01 E
10.97
32/40
104/ 04
Operating device
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
125--03 E
05.98
101/ 01
3/2-- way solenoid valve

125.03

Brief description
Control elements in the compressed air and control air system resp. are to
be checked and, if necessary, overhauled at regular intervals.
removal/disassembly of components,
assembly/attachment of components.
Numb Qualification
Time requ
0.5
Quant Denomination
No.
Availability
--
Standard
--
Standard
--
Standard
--
Inventory
Quant Denomination
No.
1 3/2--way solenoid valve
125.98.307
125.98
1 Set of wear parts
125.99.307
125.99
3/2-way solenoid valve M307

Operating sequence 1 -- Disassembly of the 3/2-way solenoid valve
Starting condition
6682
Compressed air and/or control air system without pressure. Valve cleaned
on the outside.
125.03--01 E
04.98
General
101/ 03
Steps
1. Loosen pipe connections and/or connecting cables (mark them, if

necessary), remove fixing bolts and valve.
2. Close open pipe ends by appropriate means to prevent penetration of
dirt.
3. Disassemble the valve and thoroughly clean all individual parts.
4. Check the wear parts (V) for signs of wear and/or hardening (in case
of sealing rings), replace parts as necessary.
Tip! For overhauling the 3/2-way solenoid valve M307, a set of wear
parts can be obtained from MAN B&W Diesel AG.
5. Before assembly, check all moving parts for smooth movement.
Operating sequence 2 -- Assembly of the 3/2-way solenoid valve
For assembly, proceed in the reverse order followed for disassembly,

paying attention to the following points:
Important! During assembly, ensure scrupulous cleanliness at the
place of work, as even minute dirt particles may cause disturbances in the
valve and/or in the compressed air/control air system.
1. When installing new sealing rings, pay attention that they are not
twisted.
2. Prior to assembly, slightly oil all parts.
Attention! During assembly, pay attention to the installation
position of the seal (12). By dislocation of this seal, the valve
function can be converted.
11 Solenoid part
12 Seal
13 Emergency manual
control knob
Figure 1. Schematic representation of the 3/2-way solenoid valve M307
6682
125.03--01 E
04.98
General
102/ 03
Operating principle
Valve design
Connection
M307/1
((open circuit)
i it)
Solenoid de-excited
Solenoid excited
M307/2
((closed
l
d circuit)
i it)
Solenoid de-excited
Solenoid excited
6682
125.03--01 E
R1/2
04.98
P1/2
connected
closed
closed
connected
closed
connected
connected
General
closed
103/ 03

125.05

Brief description
Numb Qualification
Time requ
0.5
Quant Denomination
No.
Availability
--
Standard
--
Standard
--
Inventory
Quant Denomination
No.
1 3/2--way valve
125.98.329
125.98
1 Set of wear parts
125.99.329
125.99
3/2-way solenoid valve M329

Starting condition
6682
Compressed air and control air system resp. without pressure. Valve
cleaned on the outside.
125.05--01 E
07.98
General
101/ 02
Steps
1. Loosen pipe connections (mark them, if necessary), remove fixing

bolts and valve.
dirt.
3. Screw out hexagon bolts (11) and hexagon socket bolts (12).
4. Remove connecting piece (13) with emergency switch (14) and unscrew hexagon socket bolt (12).
5. Disassembly the valve further and thoroughly clean all individual
parts.
Tip! For overhauling the 3/2-way valve solenoid valve M329, a set of
wear parts can be obtained from MAN B&W Diesel AG.
Operating sequence 2 -- Assembly of the 3/2-way solenoid valve

valve and in the compressed air/control air system resp.
twisted.
11
12
13
14
15
Hexagon bolt
Hexagon socket bolt
Connecting piece
Emergency switch
Valve casing
V Wear parts
Figure 1. Sectional view of the 3/2-way solenoid valve M329
Mode of operation
Depending on the arrangement of the pins in the valve casing, the
functions illustrated in Figure 1 can be reached.
6682
125.05--01 E
07.98
General
102/ 02
Pressure reducing valve

125.09

Brief description
Numb Qualification
Time requ
0.5
Quant Denomination
No.
Availability
--
Standard
--
Standard
--
Standard
--
Inventory
Quant Denomination
No.
1 Pressure reducing valve with manometer
125.98.409
125.98
1 Set of wear parts
125.99.409
125.99
Pressure reducing valve M409

Operating sequence 1 -- Disassembly of the pressure reducing valve
Starting condition
6682
Compressed air and/or control air system without pressure. Valve cleaned
on the outside.
125.09--01 E
04.98
General
101/ 02
Steps
1. Loosen pipe connections (mark them if necessary), remove fixing

bolts and valve.
dirt.
3. Screw out the cylindrical screws (11) and knurled screw (14).
4. Separate the upper part of the casing (12) from the lower part (13)
and remove the wear parts (V).
5. Disassemble the valve further and thoroughly clean all individual
parts.
Tip! For overhauling the pressure reducing valve M409, a set of wear
parts can be obtained from MAN B&W Diesel AG.
Operating sequence 2 -- Assembly of the pressure reducing valve

twisted.
11
12
13
14
Cylindrical screw
Casing -- upper part
Casing -- lower part
Knurled screw
V Wear parts
Figure 1. Sectional view of the pressure reducing valve M409
6682
125.09--01 E
04.98
General
102/ 02
Compressed air filter

125.10

Brief description
Numb Qualification
Time requ
0.5
Quant Denomination
No.
Availability
--
Standard
--
Standard
--
Inventory
Quant Denomination
No.
1 Compressed air filter
125.98.462
125.98
1 Filter insert
125.99.462
125.99
Compressed air filter M462

Operating sequence 1 -- Disassembly of the compressed air filter
Starting condition
6682
Compressed air and/or control air system without pressure. Filter cleaned
on the outside.
125.10--01 E
04.98
General
101/ 02
Steps
1. Loosen the pipe connections (mark them, if necessary), remove fixing

bolts and filter.
dirt.
3. First of all, drain the compressed air filter via the hexagon bolt (13).
4. Screw off the hexagon nut (11) and take off the clamp.
5. Disassemble the filter and thoroughly clean all individual parts.
6. Clean the filter insert (12) according to manufacturers specification
or, if necessary, replace it by a new one.
Tip! The filter insert for the compressed air filter M462 can be obtained
from MAN B&W Diesel AG.
Operating sequence 2 -- Assembly of the compressed air filter
For assembly, proceed in the reverse order followed for removal, paying
attention to the following points:
11 Hexagon nut
12 Filter insert
13 Hexagon bolt
Figure 1. Sectional view of the compressed air filter M462
6682
125.10--01 E
04.98
General
102/ 02
Limit switch
125.12

Brief description
Electric/electronic control and/or switch elements are to be checked and, if
necessary, overhauled at regular intervals.
Numb Qualification
Time requ
0.5
Quant Denomination
No.
Availability
--
Standard
--
Standard
--
Standard
Quant Denomination
No.
1 Limit switch
125.98.745
125.98
1 Set of wear parts
125.99.745
125.99
Limit switch M745

Operating sequence 1 -- Disassembly of the limit switch
Starting condition
No voltage is applied to the limit switch.
Steps
1. Loosen the connecting cables (mark them, if necessary), remove

fixing bolts and switch.
6682
125.12--01 E
04.98
General
101/ 02
2. Remove the roller lever(1), screw out the cylindrical screws (2) and
take off the push-button.
3. Screw out the cylindrical screws (3) and take off the cover (4).
4. Disassemble the limit switch further and thoroughly clean all
individual parts.
Operating sequence 2 -- Assembly of the limit switch

place of work.
1
2
3
4
Roller lever
Cylindrical screw
Cylindrical screw
Cover
Figure 1. Illustration of the limit switch M745
6682
125.12--01 E
04.98
General
102/ 02
Pressure regulator
125.13

Brief description
Numb Qualification
Time requ
Quant Denomination
No.
Availability
--
Standard
--
Standard
--
Standard
--
Inventory
Quant Denomination
No.
1 Pressure regulator
125.98.618
125.98
Pressure regulator M618

Operating sequence 1 -- Disassembly of the pressure regulator
Starting condition
6682
Compressed air and/or control air system without pressure. Regulator

cleaned on the outside.
125.13--01 E
04.98
General
101/ 03
Steps
1. Loosen pipe connections (mark them, if necessary), remove fixing

bolts and valve.
dirt.
3. Screw out the hexagon nuts (11) and take off pilot governor (A) and
3/2-way valve (B).
4. Screw out the hexagon socket bolts (13) and separate the upper part
of the casing (14) from the lower part (15).
5. Disassemble the valve further and thoroughly clean all individual
parts.
6. Check wear parts (V) for signs of wear and/or hardening (in case of
sealing rings), replace parts as necessary.
11 Hexagon nut
12 Stop knob
14 Casing -- upper part

15 Casing -- lower part
16 Pressure gauge
A
B
C
V
Pilot governor
3/2-way valve
Main governor
Wear parts
Figure 1. Sectional view of the pressure regulator M618
6682
125.13--01 E
04.98
General
102/ 03
Operating sequence 2 -- Assembly of the pressure regulator

twisted.
6682
125.13--01 E
04.98
General
103/ 03

125.14

Brief description
Numb Qualification
Time [h]
0.5
Qty Designation
No.
Availability
--
Standard
1 Hexagon screw drivers (set)
--
Standard
1 Screw drivers (set)
--
Standard
--
Inventory
2/2-way solenoid valve M314 / M315 / M316

Starting condition
Compressed-air and control-air system unpressurised. Governor cleaned

on the outside.
1. Loosen the pipe connections (marking them if necessary), remove
the fixing bolts and the valve.
2. Using appropriate means, close open pipe ends in order to prevent
penetration of dirt.
3. Disassemble the valve, and thoroughly clean all the individual parts.
4. Check wear parts for wear and traces of hardening (in the case of
sealing rings). Replace parts if necessary.
5. Prior to assembly, check all movable parts for ease of motion.
Steps
6682
125.14--01 E
12.02
General
101/ 02
Operating sequence 2 -- Assembly of the 2/2-way valve

For assembly, proceed in the reverse order followed for disassembly, paying attention to the following:
Important! During assembly, make sure that the working place is
scrupulously clean. Even minute dirt particles may cause disturbances in
the valve and/or the compressed-air/control-air system.
1. When installing new sealing rings, take care that they are not twisted.
2. Prior to assembly, slightly oil all components.
Figure 1. 2/2-way solenoid valve M314 / M315 / M316
Method of operation
6682
125.14--01 E
Connection
Solenoid de-excited
Solenoid excited
closed
12.02
B
closed
connected
General
102/ 02
Speed control
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
140...--03 E
05.98
101/ 01
Electronic speed governor

Checking
140.01

Brief description
Electronic speed governors are, to a large extent, maintenance free.
Should, however, operating problems occur, the fault should be cleared as
soon as possible.
The work includes:
repairing the speed governor
Quant Denomination
No.
Availability
--
Inventory
--
Standard
Related work cards
Work card
Work card
Work card
203.02
Operating sequence 1 - Repairing the speed governor
Starting condition
Alarm of the speed governor in the engine control room.
Steps
1. Open the speed governors cupboard (12).

2. Remove cover from digital governor (11).
3. Connect hand held programmer (17) to jack (4) of the digital
governor.
4. If NO PARAMETER IN MASK appears on the display (18), press
key MASK ON/OFF.
5. Read off fault flag which appears on the display (text in the forth line).
Tip! The display indicates the last fault which has occured.
6. Look up the corresponding Code No. in Table 1 and note down.
7. Look up the corresponding Code No. in the governors brochure
Programming the Digital Governor in Section Fault Corrective
Action. Repair failure following the instructions given there.
8. In case the parameters have been changed, store them by pressing
first key 2nd and then SAVE DATA.
6629
140.01--01 E
06.98
L 32/40
101/ 05
9. Press key RESET (14) of the digital governor.

If there are further faults, the next fault flag appears on the display
after having repaired the previous one. In this case, follow the
instructions given under point 5 to 9 once more. This procedure has
to be repeated until no fault flag appears on the display.
10. Press key bank 2nd CLEAR ERR, 2nd and ERASE ERR to
clear non-self clearing faults and the fault memory.
11. Remove hand held programmer, attach cover to digital governor,
close the speed governors cupboard.
5 Positioner
6 Regulating rod
7 Tie rod
8 Transmitter
KS Coupling side
Figure 1. Directly attached construction of the positioner for the regulation
In case the fault which has caused the failure of the speed governors
electronic cannot be repaired and the speed governor cannot be
commissioned, the following operations have to be carried out:
- With the hand held programmer mounted on, press key bank MASK
ON/OFF, 2nd and ERRORS, note down all fault flags which are set
to 1 and contact MAN B&W Diesel AG.
Example:ERR_FEEDBACK 0 = Fault flag denotes no fault
ERR_SPEED_OVER 1 = Fault flag denotes fault
- Remove hand held programmer.
- Switch-off safety cut-out (9 and 10).
Attention! By switching off the voltage, the alarm in the engine
control room is activated.
- Mount on hand lever to control linkage (cf. work card 203.02

203.02) and
operate the engine by hand.
6629
140.01--01 E
06.98
L 32/40
102/ 05
9
10
11
12
Safety cut-out
Safety cut-out
Digital governor
Speed governor
cupboard
Figure 2. Speed governor cupboard
1-4
11
13
14
15
Connecting jack
Digital governor
7 segment display
RESET key
LED row
Figure 3. Speed governor
17 Hand held programmer

18 Display
19 Keyboard
Figure 4. Hand held programmer
6629
140.01--01 E
06.98
L 32/40
103/ 05
Fault flag
(ERR)
ERR_ACTUATOR_DIFF
ERR_ADC1
ERR_ADC2
ERR_ADC3
ERR_ADC4
ERR_ADC5
ERR_ADC6
ERR_ADC7
ERR_ALINE
ERR_AMPLIFIER
Code
number
3004
3041
3042
3043
3044
3045
3046
3047
3068
3005
Fault flag
(SERR)
SERR_ACTUATOR_DIFF
Code
number
3104
SERR_ALINE
SERR_AMPLIFIER
3168
3105
ERR_BOOST
3023
SERR_BOOST
3123
ERR_CALC_TIME
ERR_CLEAR_FLASH
ERR_CPU2
ERR_CURVE
3069
3065
3014
3060
SERR_CALC_TIME
3169
SERR_CPU2
SERR_CURVE
3114
3160
ERR_DATA
3062
SERR_DATA
3162
ERR_FEEDBACK
ERR_FEEDBACK2
ERR_FEEDBACK3
ERR_FEEDBACK_ADJUST
3001
3002
3003
3000
SERR_FEEDBACK
SERR_FEEDBACK2
SERR_FEEDBACK3
SERR_FEEDBACK_ADJUST
3101
3102
3103
3100
ERR_GAS_PRESS_MIX
ERR_GAS_PRESS_RED
3030
3031
SERR_GAS_PRESS_MIX
SERR_GAS_PRESS_RED
3130
3131
ERR_INTER
3072
SERR_INTER
3172
ERR_LMG_INPUT
ERR_LOGICAL
3029
3064
SERR_LMG_INPUT
SERR_LOGICAL
3129
3164
ERR_MAP
ERR_MEMORY
3061
3063
SERR_MAP
SERR_MEMORY
3161
3163
ERR_OIL_ECY
ERR_OIL_PRESSURE
ERR_OIL_WARN
3010
3024
3009
SERR_OIL_ECY
SERR_OIL_PRESSURE
SERR_OIL_WARN
3110
3124
3109
ERR_PICK_UP1
ERR_PICK_UP2
ERR_PROG_FLASH
3007*
3008*
3066*
SERR_PICK_UP1
SERR_PICK_UP2
SERR_PROG_FLASH
3107
3108
3166
6629
140.01--01 E
06.98
L 32/40
104/ 05
Fault flag
(ERR)
ERR_SETPOINT1
ERR_SETPOINT2
ERR_SETPOINT3
ERR_SPEED_OVER
ERR_STACK
ERR_SYNCHRON_INPUT
ERR_TEMP_CHARGE_AIR
ERR_TEMP_COOL_WATER
ERR_TEMP_OIL
Code
number
3020
3021
3022
3006
3070
3028
3027
3025
3026
Fault flag
(SERR)
SERR_SETPOINT1
SERR_SETPOINT2
SERR_SETPOINT3
SERR_SPEED_OVER
SERR_STACK
SERR_SYNCHRON_INPUT
SERR_TEMP_CHARGE_AIR
SERR_TEMP_COOL_WATER
SERR_TEMP_OIL
Code
number
3120
3121
3122
3106
3170
3128
3127
3125
3126
ERR_USER
3067
SERR_USER
3167
ERR_VOLTAGE
ERR_VOLTAGE2
ERR_VOLTAGE3
3011
3012
3013
SERR_VOLTAGE
SERR_VOLTAGE2
SERR_VOLTAGE3
3111
3112
3113
ERR_WATCHDOG
3071
SERR_WATCHDOG
3171
Table 1. Correspondence between fault flag and Code No.

*
see also work card 400.01
6629
140.01--01 E
06.98
L 32/40
105/ 05
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
171--01 E
05.98
101/ 01

Checking
171.01

Brief description
The compressed--air starter must be checked at regular intervals, cleaned
and, if needs be, overhauled.
cleaning of components,
Qty Designation
No.
Availability
--
Standard
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
000.31
Figure 1. Compressed-air starter manufactured by INGERSOLL
6635
171.01--01 E
06.01
32/40 DG
101/ 03
Operating sequence 1 - Checking the compressed-air starter
Attention! After a false start, the starting procedure must not be

repeated until the starter and the engine have come to a complete
stop, in order to avoid damage to the gearing.
General
The compressed-air motor is supplied with compressed air by a controlled

pressure regulator. The compressed-air starter has been provided with a
permanent charge of lubricant.
Steps
1. Clean and re-lubricate the driving pinion and the drive gear rim.
Important! Re-lubricate both pinion and gear rim after approx.
3000 starting procedures.
2. Check all pipes for tightness
(control air, main air and lubricating oil pipes).
Important! In case the control voltage fails, the solenoid valve in
the control line can be actuated by hand, and the engine started.
1
2
3
4
5
6
7
8
9
Drive gear rim

Driving pinion
Control air connection
for starter pinion
from compressed-air
starter
to compressed-air
starter
Starter controller
for main air
Fly wheel
Figure 2. Compressed-air starter with controller
6635
171.01--01 E
06.01
32/40 DG
102/ 03
5 Control air connection

from compressed-air
starter
6 Control air connection
to compressed-air
starter
(main air)
11 Pressure gauge
12 3/2-way valve
(control air)
Figure 3. Controlled controller for compressed-air starter
6635
171.01--01 E
06.01
32/40 DG
103/ 03
Fuel/Pilot oil injection pump/

Control linkage
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
200...--03 E
05.98
101/ 01
Fuel injection pump

Checking
200.01

Brief description
Fuel injection pumps are to be checked at regular intervals.
The work includes:
Quant Denomination
No.
Availability
--
Standard
--
Standard
Preliminary remarks
Wear of the pump elements primarily depends on the abrasive or corrosive
constituents of the fuel. Correct prehaeating, separation and filtration,
timely maintenance and replacement of wear parts (baffle screws)
contribute to extended service lives, even under unfavourable basic
conditions.
Operating sequence 1 -- Check a fuel injection pump
Starting condition
Cover of the injection camshaft housing and the covering at the exhaust
counterside removed.
Steps
1. Check the condition (lubrication) of the injection cams (33), the

followers (32) and the tappet guides.
2. Remove the hexagon head bolt (22) between the fuel rack (25) and
the articulated head (24), and check the fuel rack and sleeve (26) for
ease of motion.
Tip! Movability of sluggish or stuck sleeves can be restored by means
of Diesel fuel oil.
3. Screw the hexagon head bolt (22) in place again and fix it by means
of hexagon nut (23).
4. Block the fuel pipes (fuel oil system without pressure).
5. Screw out both baffle screws (17) of each injection pump (16) and
check them for wear; replace them if necessary.
6629
200.01--01 E
07.97
32/40
101/ 02
6. Screw the baffle screws (17) complete with new sealing rings (18)
into the injection pump (16), hand-tight.
7. Open the fuel oil pipes.
8. Check the leaked fuel discharge from time to time. In case of
excessive leakage losses, disassemble the respective pump element
(27). If the sealing rings (19) and the O-ring seal (20 and 21) are in
order, the pump element has to be replaces.
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
Injection pump
Baffle screw
Sealing ring
Sealing ring
O-ring seal
O-ring seal
Hexagon head bolt
Hexagon nut
Articulated head
Fuel rack
Regulating sleeve
Pump element
Monobloc cylinder
Pump plunger
Crankcase
Tappet
Follower
Injection cam
Figure 1. Fuel injection pump
Attention! A pump element consists of the pump pluger (29) and

the monobloc cylinder (28). The pump plunger and monobloc
cylinder can only be replaced together because they fit together.
When installing new pump elements, it is also recommended to fit
new sealing rings (19) and O-ring seals (20 and 21).
6629
200.01--01 E
07.97
32/40
102/ 02
Fuel injection pump

Shutting off
200.02

Brief description
Injection pumps are to be shut off every time single running gears have to
be put out of operation.
The work includes:
putting out of operation components
Quant Denomination
No.
Availability
1 Clamp
200.078
Standard
--
Standard
Preliminary remarks
In case of failures in the injection system, on the cylinder head, on the
valve timing gear or with the piston/connecting rod removed, it is possible
or necessary to shut off the injection pump involved, as a prerequisite for
emergency operation (refer to the operating instruction manual, Section
3.6).
For shut-down, the fuel rack of the injection pump involved is blocked at
the Zero admission position.
Attention! Fuel admission to the injection pump must not be
shut off (lubrication of the pump plunger).
Fuel admission to the other injection pumps is made possible by tilting the
knuckle lever fitted on the injection pump that is shut off.
Operating sequence 1 - Shutting off a fuel injection pump
Starting condition
Covering of the corresponding cylinder on the exhaust counter side

removed, damaged parts removed and/or the necessary measures for
emergency operation taken (refer to the operating instruction manual,
Section 3.6).
Steps
1. Verify that the fuel rack (25) is at Zero admission position (with
engine shut down), or pull the fuel rack against the force of the
knuckle lever spring into Zero admission position and hold in that
position (with the engine running).
6629
200.02--01 E
07.97
32/40
101/ 02
2. Put the two-part clamp (200.078) onto the fuel rack, loosely screw in
the hexagon socket screw. (35).
3. Push the clamp forward until it contacts the casing (34), and tighten
the hexagon socket screws hand-tight.
25 Fuel rack
34 Casing
Figure 1. Fuel injection pump with fuel rack blocked
6629
200.02--01 E
07.97
32/40
102/ 02
Fuel injection pump

200.03

Brief description
Fuel injection pumps are to be dismantled within the scope of maintenance
and repair work.
Qty Denomination
No.
Availability
200.079
Standard
1 Lever
200.079--1
Standard
1 Support
200.079--6
Standard
1 Bolt
200.079--7
Standard
1 Spring plug
200.079--8
Standard
1 Ring extension, A/F 24
200.073
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Shackle A0.6
002.452
Standard
1 Cross handle
001.891
Standard
001.755
Standard
1 Angular screw driver
000.445
Standard
--
Standard
--
Inventory
--
Inventory
--
Inventory
--
Inventory
Related work cards
6629
200.03--01 E
Work card
Work card
Work card
000.30
200.05
434.01
11.98
32/40
101/ 05
Technical details
Term
Information
Fuel injection pump
36.5 kg
Operating sequence 1 - Dismantle a fuel injection pump
Starting condition
Covering on the exhaust gas counterside removed, fuel injection pipe

dismounted.
Steps
1. Turn the engine so that the follower of the injection pump (16) is at
cam base circle position (spring largely unloaded).
2. Close all the necessary shut-off valves (such as for the fuel oil pipes,
air ducts etc.).
3. Disconnect the air duct, leaked fuel oil pipe, lube oil pipe and sealing
oil pipe (if fitted) from the injection pump
4. Unscrew the hexagon socket bolts (41) with the hexagon screw driver
(000.445) and take off the flanges (40) of the fuel admission pipe (38)
and fuel oil discharge pipe (42).
5. Unscrew the hexagon head bolt (22) between the control rod (25) and
the articulated head (24).
16
22
23
24
25
36
37
38
39
40
41
42
Injection pump
Hexagon head bolt
Hexagon nut
Articulated head
Control rod
Buckling lever
Control linkage
Fuel admisson pipe
O-ring seal
Flange
Hexagon socket bolt
Fuel oil discharge pipe
Figure 1. Fuel injection pump as mounted
Attention! The correct length of the articulated head between the

buckling lever and the control rod has been adjusted and secured by
the manufacturer. It is expressly pointed out that the articulated
head must not be disassembled and/or changing the length as
adjusted is only allowed for zero position balancing between the
injection pump and the governor.
6. As a protective precaution for the control rod, push it completely in
(full load position).
7. Screw off the hexagon nuts (45) with ring extension (200.073).
8. Screw the support (200.079-6) onto the injection pump.
Important! On engines with attached gallery, removal and
installation by means of lever (200.079-1) may create problems. In this
6629
200.03--01 E
11.98
32/40
102/ 05
case, the work is to be continued with step 14. If so, steps 9 to 13 are not
to be carried out.
9. Insert the lever (200.079-1) into the support and connect it with the
bolt (200.079-7). Secure the bolt by means of the spring plug
(200.079-8).
10. Attach the rope (44) to the lever by means of shackle (002.452) and
suspend it from the lifting tackle.
11. Lift rope until the lever approximately has the position as shown in
Figure 2/I.
12. Depress the lever to lift the injection pump far enough to come clear
of the bore (see Figure 2/II).
13. Keep the injection pump in this position and remove it sideward.
Attention! During removal, take care that the studs are not
damaged and that the injection pump does not hit any other
parts/does not get caught whereby damage may be caused.
14. Remove the charge-air pipe section (43) situated above and attach
rope together with shackle (002.452) directly to support (200.079-6)
by means of bolt (200.079-7) and spring plug (200.079-8).
15. Cautiously remove injection pump (16) in upward direction, using
lifting tackle.
16. Cover the resultant opening in the crankcase (30).
17. Put the injection pump down on a clean place.
18. Completely remove the tool.
19. Clean the injection pump on the outside.
16
24
25
30
Injection pump
Articulated head
Control rod
Crankcase
33
36
43
44
Injection cam
Buckling lever
Charge-air pipe
Rope
45 Hexagon nut
46 Stud
47 O-ring seal
Figure 2. Removing a fuel injection pump (illustration shows in-line engine)
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Operating sequence 2 - Install a fuel injection pump
Starting condition
Injection pump cleaned and checked, control rod completely pushed in as

a precautionary measure of protection (full load position).
Steps
1. Clean the contact faces on the injection pump (16) and the crankcase
(30).
2. Treat new O-ring seals (39) with acid-free grease and fit them in the
ring grooves on the fuel oil admission pipe (38) and fuel oil discharge
pipe (42), making sure not to twist them.
3. Screw the support (200.079-6) onto the injection pump.
Important! Depending on the procedure followed for removal, the
steps 4 to 9 or 10 to 13 are to be carried out for installation.
4. Insert the lever (200.079-1) into the support and connect by means of
bolt (200.079-7). Secure the bolt by means of spring plug
(200.079-8).
5. Attach the rope (44) to the lever by means of a shackle (002.452)
and suspend from lifting tackle. Lift the injection pump.
6. Treat a new O-ring seal (47) with acid-free grease and fit it in the ring
groove, taking care that it is evenly tensioned over the whole
circumference and not twisted.
7. Press the lever down to lift the injection pump.
8. Push the injection pump under the charge-air pipe (43) and over the
bore.
9. Release the pressure exerted on the lever, lowering the injection
pump into the bore.
Attention! Take care that the injection pump does not hit any
other parts/does not get caught during installation whereby damage
may be caused.
10. Attach rope together with shackle (002.452) directly to the support
(200.079-6) by means of bolt (200.079-7) and spring plug
(200.079-8).
11. Lift the injection pump.
12. Treat new O-ring seal (47) with acid-free grease and fit it in the ring
groove, taking care that it is evenly tensioned over the whole
circumference and not twisted.
13. Position the injection pump (16) above the bore and carefully lower it
into the bore by means of the lifting tackle.
Attention! In introducing the injection pump, take care that studs
do not suffer damage.
14. Completely remove the tool.
ring grooves on the flange (40), taking care that they are not twisted.
16. Push the flange between the injection pump and fuel admission pipe
and fuel oil discharge pipe, respectively and loosely screw home the
hexagon socket bolts (41) with the hexagon screw driver (000.445)
until seated so as to permit the injection pump to align.
17. Treat the thread and contact face of the hexagon nut (45) with MoS2
lubricant, screw it hand-tight onto the studs (46) (do not tighten
them).
18. Turn the engine (follower of the injection pump aligns on cam).
19. Tighten hexagon nut (45) with ring extension (200.073). During this
process, watch for specified torque (refer to work card 000.30).
000.30 For
order of tightening see Figure 3.
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1-4
16
45
46
Order of tightening
Injection pump
Hexagon nut
Stud
AGS Exhaust gas

counterside
Figure 3. Order of tightening
20. Tighten the hexagon socket bolts (41).

21. Connect the air pipe, the leaked fuel oil pipe, the lube oil pipe and the
sealing oil pipe (if applicable) to the injection pump.
22. Mount the fuel injection pipe (see work card 434.01).
434.01
23. Measure start and end of delivery on a new or overhauled injection
pump (see work card 200.05).
200.05 Compare the results with those of the
other injection pumps (see the logs).
24. Attach the articulated head (24) to the control rod (25).
Attention! The correct length of the articulated head between
buckling lever and control rod was adjusted and secured by the
supplier. It is expressly pointed out that changing the length of the
articulated head as adjusted is only allowed for zero position
balancing between the injection pump and the governor.
25. Open all the shut-off valves that had been closed in operating
sequence 1.
26. Verify that the control rod is in the Zero admission end position
when the complete control linkage is at Zero admission (compare
control rod position with that on the other injection pumps).
27. After putting into operation, determine the ignition pressure by taking
indicator diagrams.
Important! A precise setting is very essential for output,
combustion and for an undisturbed operation of the engine.
In the case of excessive ignition pressure deviations, readjustment of the
start of delivery is the only remedy. For this purpose, the thrust plate (59)
in the injection pump is to be replaced. MAN B&W has several thrust
plates of varying thicknesses available (10.6/10.8/11.2/11.4 mm).
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Fuel injection pump

200.04

Brief description
Fuel injection pumps are to be dismantled within the scope of maintenance
and repair work.
Numb Qualification
Time [h]
1 Assistant
Qty Designation
No.
Availability
200.081
Standard
1 Pressure plate
200.081--1
Standard
1 Bridge
200.081--3
Standard
200.074
Standard
1 Bridge
200.074--1
Standard
1 Thrust pad with spindle
200.074--6
Standard
1 Mounting device
200.089
Standard
1 Assembly cone
200.089--1
Standard
1 Expanding sleeve
200.089--2
Standard
1 Assembly cone
200.089--3
Standard
1 Sizing sleeve
200.089--4
Standard
1 Hexagon screw driver 6L
200.095
Standard
1 Hexagon screw driver 6K
200.096
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Cross handle
001.891
Standard
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Qty Designation
No.
Availability
001.857
Standard
001.856
Standard
000.451
Standard
1 Ring spanner 19x22
000.224
Standard
--
Standard
--
Inventory
--
Inventory
1 Securing compound
(Loctite 243)
--
Inventory
--
Inventory
Related work cards
Work card
Work card
000.30
200.03
Work card
Operating sequence 1 -- Disassemble a fuel injection pump
Important! The assembly of injection pumps should be done with

utmost care because an ounobjectionable performance and sealing effect
can only be achieved with its individulal components being intact and
clean. In particular, this applies to the monoblock cylinder and the pump
plunger.
Starting condition
Injection pump detached and cleaned on the exterior.
Steps
1. Screw out the hexagon socket bolts (48), take off the valve support
(52) and put down on a clean support (refer to Figure 1 ).
2. Screw the spindle (74) back, place the bridge (200.074-1) diagonally
onto the casing (34) and attach it by means of hexagon nuts (75) refer to Figure 2 /I.
3. Turn the spindle until the thrust pad (200.074-6) contacts the tappet
(31) - refer to Figure 2 /II.
4. Turn the spindle to depress the tappet far enough to unload the screw
plug (57) so that the latter can be removed (refer to Figure 2 /III).
5. Turn the spindle back to untension the compression spring (refer to
Figure 2 /IV).
7. Disassemble the tappet together with the pump plunger (29) and put
down on a clean support.
Attention! Do not touch the pump plunger with your bare hands.
Protect the control edges on the pump plunger from damage.
8. Measure the clearance (A) of the pump plunger between the pressure plate (59) and the piston spring plate (63), note down and compare with specified clearance.
9. Screw off the hexagon socket bolts (62) and take the tappet off.
10. Take the pressure plate out and pull the piston spring plate off the
pump plunger.
11. Take the compression spring out of the casing, disassemble the
spring plate (55) and the regulating sleeve (26).
12. Remove the locking wires (87), and screw out both baffle screws
(17).
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13. Unscrew the hexagon socket bolts (49), and take the thrust ring (50)
off.
14. Put the pressure plate (200.081-1) onto the monoblock cylinder (28)
and fasten it in place (refer to Figure 3 )
15. Screw two hexagon bolts (83) into the pressure plate, down to contact with the casing (34).
17
18
19
20
21
25
26
27
28
29
31
32
34
48
Baffle screw
Sealing ring
Variseal sealing ring
O-ring seal
O-ring seal
Control rod
Regulating sleeve
Pump element
Monoblock cylinder
Pump plunger
Tappet
Roller
Casing
Hexagon socket bolt
49
50
51
52
53
54
55
56
57
58
59
60
61
62
Hexagon socket bolt

Thrust ring
Parallel pin
Valve support
Compression spring
Pressure valve
Spring plate
Compression spring
Screw plug
Sealing ring
Pressure plate
Set screw
Roller pin
Hexagon socket bolt
63
65
66
67
68
69
70
71
72
73
87
A
M
Piston spring plate

Parallel pin
Distance sleeve
Compression spring
Spring plate
Ball
Plunger packing
Cylinder
Sealing ring
Parallel pin
Locking wire
Clearance
Marking
Control rod/regulating
sleeve
Figure 1. Fuel injection pump
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31 Tappet
34 Casing
56 Compression spring
57 Screw plug
58 Sealing ring
74 Spindle
75 Hexagon nut M16
Figure 2. Untensioning/tensioning of the compression spring in the fuel injection pump
Important! Take care to avoid tilting of the monoblock cylinder as it

is being pulled out.
16. Remove the monoblock cylinder from the casing and put it down onto
a clean support.
17. Unscrew the cylinder (71) and remove the control rod (25).
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18. Measure the axial and radial clearance of roller (32), note down and
compare with the specified clearances.
Important! The replacement of roller should be entrusted to a service base or MAN B&W personnel as a matter of principle because the
roller pin has been fitted in the tappet by deep-freezing.
19. Check the complete valve support for tightness and verify that the
individual parts move easily; disassemble the valve support if
necessary.
20. Clean all the parts with clean Diesel fuel and check them for wear or
damage.
Important! A pump element consists of the pump plunger and
monoblock cylinder. Pump plunger and monoblock cylinder can only be
replaced together because both parts are fitted together.
19 Variseal sealing ring

20 O-ring seal
21 O-ring seal
28 Monoblock cylinder
34 Casing
Figure 3. Removing the monoblock cylinder
Operating sequence 2 -- Mounting the sealing rings on the monoblock cylinder
Starting condition
Old sealing rings (19) removed from the monoblock cylinder (28). Sealing
ring grooves cleaned and checked for damage.
Important! See to it that tool and working place are clean.
Steps
1. Heat new Variseal sealing rings (19) in a water bath to approx. 90 C.

Tip! Heating of the sealing rings should be done directly at the working
place, since the sealing rings cool down very quickly in the air so that, as a
result, they loose their elasticity again.
2. Place the long assembly cone (200.089-1) onto the monoblock cylinder.
3. Put the Variseal sealing ring (19) onto the assembly cone and push it
swiftly into the rear sealing ring groove by means of the expanding
sleeve (200.089-2), paying attention to the correct mounting position.
4. Using the expanding sleeve, pull the assembly cone off. Afterwards
place the sizing sleeve (200.089-4) onto the monoblock cylinder immediately, using it to push the Variseal sealing ring into the sealing
ring groove. After approx. 2 minutes, pull the sizing sleeve back off.
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19 Variseal sealing ring

Figure 4. Mounting the Variseal sealing rings
Important! Steps 3 and 4 are to be carried out as quickly as

possible in order to take the greatest possible advantage of the elasticity
resulting from heating the sealing ring.
5. Place the short assembly cone (200.089-3) on the monoblock cylinder.
6. Put the Variseal sealing ring (19) onto the assembly cone and push it
swiftly into the front sealing ring groove by means of the expanding
sleeve (200.089-2), paying attention to the correct mounting position.
7. Using the expanding sleeve, pull off the assembly cone. Afterwards
place the sizing sleeve (200.089-4) onto the monoblock cylinder immediately, using it to push the Variseal sealing ring into the sealing
ring groove. After approx. 2 minutes, pull the sizing sleeve back off.
Important! Steps 6 and 7 are to be carried out as quickly as
possible in order to take the greatest possible advantage of the elasticity
resulting from heating the sealing ring.
Operating sequence 3 -- Assemble a fuel injection pump
Starting condition
All the parts cleaned and checked for damage, and replaced if necessary.
Tappet and valve support assembled.
Steps
1. Prior to assembly, slightly oil all the parts with thin-bodied mineral oil.
Important! Metallic sealing and contact faces must be absolutely
dry when assembled.
2. Fit a new plunger packing (70) in the ring groove.
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19
20
21
28
Variseal sealing ring

O-ring seal
O-ring seal
Monoblock cylinder
34 Casing
65 Parallel pin
73 Parallel pin
85 Hexagon bolt M20x2x120

86 Hexagon nut M10
Figure 5. Installing the monoblock cylinder
3. Fit the control rod (25) in the casing (34).

4. Coat the thread of the cylinder (71) with securing compound Loctite
243 over a length of 6 mm, and screw it into the casing with a new
seal (72) fitted.
5. Treat new O-ring seals (20 and 21) with acid-free grease and fit them
in the ring groove, taking care that the O-ring seals are evenly tensioned over the whole circumference, and not twisted.
6. Introduce the monoblock cylinder (28) into casing (34), taking note of
the position of the parallel pin (65) - refer to Figure 4 .
7. Place the pressure plate (200.081-1) onto the monoblock cylinder,
mount the bridge (200.081-3) over the pressure plate on the casing,
and screw the hexagon nut (86) down to contact with the cross tie
(refer to Figure 4 ). Screw the hexagon bolt (85) into the cross tie.
8. Force the monoblock cylinder into the casing by turning the hexagon
bolt, making sure that the parallel pin (65) is located between the parallel pins (73) - refer to Figure 4 .
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Important! When forcing the monoblock cylinder into the casing,

prevent it from tilting.
9. Remove the tool (200.081).
10. Slip the thrust ring (50) onto the monoblock cylinder.
socket bolts (49), screw the bolts into the casing, hand-tight, and
000.30). For
tighten them to the specified torque (refer to work card 000.30
order of tightening, refer to Figure 6 .
12. Place the valve support (52) onto the monoblock cylinder, taking note
of the position of bore/parallel pin (51).
socket bolts (48), screw the bolts in, hand-tight, and tighten them to
000.30). For
the specified torque in three stages (refer to work card 000.30
order of tightening, refer to Figure 6 .
14. Fit the regulating sleeve (26) so that the markings (M) on the control
rod and regulating sleeve coincide.
15. Install the spring plate through the regulating sleeve into the casing.
Important! Prior to installing the spring plate, verify again that the
markings of regulating sleeve and control rod coincide.
16. Fit the compression spring (56) in the casing.
17. Put the piston spring plate (63) onto the pump plunger (29), insert the
pressure plate (59) in the piston spring plate.
Attention! Do not touch the pump plunger with your bare hands,
protect the control edges on the pump plunger from damage.
18. Put the tappet (31) over the piston spring plate and fasten it by
means of four hexagon socket bolts (62).
19. Measure the clearance (A) of the pump plunger between the pressure plate and piston spring plate, note down the value and compare
it with the specified clearance.
20. Carefully push the pump plunger and tappet into the monoblock cylinder and/or casing, taking note of the position of the longitudinal
groove in the tappet provided for the screw plug (57).
21. Screw the spindle (74) back, place the bridge (200.074-1) diagonally
onto the casing and fasten it by means of hexagon nuts (75) - refer to
Figure 2 /I.
22. Turn the spindle until the thrust pad (200.074-6) contacts the tappet
(refer to Figure 2 /II).
23. Turn the spindle to depress the tappet far enough to allow the screw
plug equipped with a new sealing ring (58) to be fitted (refer to Figure 2 /III).
25. Screw the baffle screws (17) complete with new sealing rings (18)
into the casing and tighten them. Fit the locking wires (87).
1-8
9-19
48
49
50
52

Hexagon socket bolt
Hexagon socket bolt
Thrust ring
Valve support
Figure 6. Order of tightening the fixing bolts for the monoblock cylinder (left) and valve support (right)
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Fuel injection pump

Check the setting
200.05

Brief description
Whenever an injection pump is replaced by a new or overhauled one, the
start and end of delivery is to be checked before putting the engine into
operation.
The work includes:
Quant Denomination
No.
Availability
1 Setting tool
200.080
Optional
--
Standard
--
Standard
1 Plastic hose (outside diameter approx. 24 mm,

2m long)
--
Inventory
Related work cards
Work card
Work card
Work card
200.03
Preliminary remarks
These settings have an influence on the ignition pressure, the exhaust gas
emission and other engine operating values. The start and end of delivery
are fixed by the dimensions of the influencing components. Changes are
possible by a matching of the thrust plate and by using the adjusting
device for the injection timing.
Operating sequence 1 - Preparation for check
Starting condition
Articulated head separated from fuel rack, all the necessary shut-off
valves closed.
Steps
1. Adjust the control piston for the injection camshaft to the value
recorded in the log.
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2. Turn the crankshaft to a position of approx. 40 before ignition TDC

of the corresponding cylinder (injection cam starts lifting the tappet).
3. Screw both the baffle screws (17) out of the injection pump (16) and
drain the fuel
Important! If the engine was operated on heavy fuel oil before,
drain the heavy fuel oil while still hot, and flush with Diesel fuel oil if
necessary.
4. Insert the holder (79) of the setting device (200.080) through the
threaded bore for the front baffle screw into the suction bore of the
momobloc cylinder, and tighten the screwed piece (81) by hand.
5. Introduce the plastic hose (82) into the threaded bore for the rear
baffle screw to dispose of the fuel oil vapour that forms. Connect the
hose (76) to the compressed air connection and check the pressure
(6.0 bar).
16 Injection pump
17 Baffle screw
18 Gasket
Figure 1. Baffle screw as screwed down
16
24
25
28
33
76
77
78
79
80
81
82
Injection pump
Articulated head
Fuel rack
Monobloc cylinder
Injection cam
Hose
Filter pressure
controller
Pressure gauge
Holder
O-ring seal
Screwed piece
Plastic hose
Figure 2. Checking the fuel oil injection pump
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Operating sequence 2 - Checking a injection pump
Steps
1. Move the fuel rack (25) to the position fixed in the log.
2. Read the pressure from the pressure gauge (78).
Important! If the pressure exceeds 4.0 bar, turn the engine back
until the pressure drops below 4.0 bar.
3. Turn the engine in the ahead direction until the pressure increases to
4.0 bar. This position is the start of delivery.
4. Read the crank position on the coupling flange and note down.
5. Continue slowly turning in the ahead direction. The pressure will first
rist to 6 bar and then drop again. At 4.0 bar (falling) is the point of
end of delivery.
6. Read the crank position and note down.
Important! For verification, compare the start of delivery which you
have determined with those entered in the log for the neighbouring pumps.
7. Separate the compressed air connection, remove the setting device
and plastic hose.
Important! In case of a longer period of engine shut-down following
the injection pump checking, introduce some oil into the injection pump for
preservation puposes.
8. Screw the baffle screws (17) equipped with new gaskets (18) down
into the injection pump hand-tight.
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Fuel injection pump

Baffle screws
Checking and assessing
200.06

checking state/wear condition of components,
preventing operating problems/damage.
Brief description
Baffle screws latest have to be checked/replaced in time according to the
maintenance schedule.
Safety requirements
- Engine shut down
Numb Qualification
Time [h]
0.1
Qty Designation
No.
Availability
200.094
Standard
1 Ring spanner 19x22
000.224
Standard
--
Standard
--
Standard
1 Magnifier
--
Inventory
Related work cards
Work card
Work card
Work card
200.04
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1 Fuel injection pump

4 Nose--type baffle
screw (standard
design)
5 Nose--type baffle
screw (output-improved design)
6 Sealing ring
7 Pump plunger
Figure 1. Sectional view of the fuel injection pump (standard design on the right / output--improved design on the left)
Preliminary remarks
Baffle screws are exposed to high stresses caused by the changing
pressures of the flowing fuel. They are to be considered as wear parts
which help to prevent problems on components of higher value. Smaller
wear particles are removed by the flow of the fuel. Lager particles may
cause damage on pump elements and/or on the seat of the injection valve.
In order to prevent this, the baffle screws are to be checked and/or
replaced latest at the intervals stated in the maintenance schedule.
4 Nose--type baffle
screw (standard
design) with outside
hexagon
5 Nose--type baffle
screw (output-improved design) with
inside hexagon
8 Wear area
Figure 2. Nose--type baffle screws (standard design at the bottom / output--improved design above)
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Operating sequence 1 -- Remove the baffle screws
Standard design
Output--improved design
1.
2.
1.
2.
Block the fuel supply and return pipes.

Screw out the baffle screws using the ring spanner (000.224).
Block the fuel supply and return pipes.
Screw out the baffle screws using socket wrench insert (200.094) and
ring spanner (000.224).
Operating sequence 2 -- Check the wear condition of the baffle screws
The following photos show wear conditions varying in severity. As soon as

damage is found on the surface of a baffle screw, independent of its extent, the screw is to be replaced.
Figure 3. Damaged nose--type baffle screw
- (A) shows slight material wear--off on the inner contour of the funnel.
- (B) shows damage that has already progressed to the outer rim of the
funnel.
- (C) shows material wear--off in a large area at the inner contour and
extensive damage on the outer rim of the funnel.
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Operating sequence 3 -- Install the baffle screws
1. Clean the sealing faces on the injection pump (1).

2. Screw the baffle screws (4/5) back in, together with new sealing rings
(6), and tighten them.
Steps
Important! During mounting of the baffle screws, pay attention that

they are not subjected to blows and/or lateral thrust.
3. Open the fuel supply and return pipes.
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200.10

Brief description
Pilot oil injection pumps must be dismantled and tested at regular
intervals.
mounting of components.
Quant Denomination
No.
Availability
1 Hook
200.043
Standard
200.042
Standard
1 Torque wrench
008.029
Standard
002.162
Standard
001.755
Standard
001.754
Standard
1 Starter/block key 19x22
000.260
Standard
--
Standard
--
Standard
--
Inventory
Related work cards
6635
200.10--01 E
Work card
Work card
Work card
000.30
200.11
201.01
11.97
32/40 DG
101/ 04
Operating sequence 1 -- Dismantling and stripping the pilot oil injection pump
Starting condition
Roller on the pilot oil injection pump drive is at cam base circle (spring
greatly released). Connection between control rod (15) joint lever
loosened.
1 Injection pipe
2 Injection pipe screw
fitting
3 Fuel inlet (front)
4 Fuel return (rear)
5 Pilot oil injection pump
6 Hexagon nut
7 Pilot oil pump drive
drive
29 Hexagon screw
Figure 1. Mounted pilot oil injection pump
Important! Do not loosen tension jack on the joint lever, otherwise

the setting of the pilot oil injection pump will be changed.
Steps
1. Screw out the screws on the fuel inlet and outlet flange.
2. Dismantle all connections on the pilot oil injection pump.
3. Screw out 4 nuts (6) on the pump fastening and remove the pump, in
doing so make sure that the compression spring is slightly released.
Tip! For the rear fixing nuts, if needs be use starter and starter/block
key (000.260).
4. Place the pilot oil pump on the workbench or at a suitable position,
lightly chuck using a vice. Use safety jaws.
5. Place the assembly and dismantling device (200.042) on the pilot oil
pump. In doing so, first insert the long hook into the bore hole, then
compress the compression spring (14) using the lever and swing the
short hook into the diagonal bore hole.
6. Remove the snap ring (10) using pincers (002.162). Release the
compression spring and remove the device (200.042).
7. Remove the guiding sleeve (12), pump piston (17) with spring plate
(11) and compression spring (14) as well as control sleeve (13) with
spring plate (27).
Important! Pay attention to the markings between the pump piston
and control sleeve as well as between the control sleeve and control rod.
8. 4 Unscrew the screws (29) on the pressure flange (22).
9. Press out the pump cylinder (19) and pressure valve (25).
10. Clean all parts using fuel, blow through bore holes using compressed
air and dry with newspaper. Do not use cleaning wool.
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11. Check wear on the running surfaces, measure and compare to

values in the operating instructions from 2.5.4 onwards.
12. Examine all sealing rings for malformations and damage and, if
needs be, replace.
13. The control rod (15) and both the baffle screws (18) are not normally
dismantled.
Important! If several pumps are stripped down at the same time,
make sure that the individual parts do not become confused. This also
applies to the shim between the pilot oil pump and pilot oil pump drive.
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
29
Snap ring
Spring plate
Guiding sleeve
Control sleeve
Compression spring
Control rod
Pointer
Pump piston
Baffle screw
Pump cylinder
Pump casing
Injection pipe
connection
Pressure flange
Sealing disk
Sealing ring
Pressure valve
Sealing ring
Spring plate
Hexagon screw
X Control dimension
X=38 mm
Figure 2. Pilot oil pump with mounted assembly and dismantling device
Operating sequence 2 -- Assembling and mounting the pilot oil injection pump
Assembly is carried out in reverse order to stripping down. In doing so, be

aware of the following points.
Steps
1. Lightly oil (thin mineral oil) the thoroughly cleaned parts before
assembling.
2. Metallic sealing and shim areas must be absolutely dry when
attached.
3. All parts must be assembled without exerting force.
Attention! When fitting the pump cylinder (19), check the
positioning pin (28). Proceed as follows:
4. Insert the lightly oiled sealing ring (26) into the pump casing (20),
slightly depress the pump cylinder (19) with oiled shaft by hand. The
direction of the groove must agree with the positioning pin.
6635
200.10--01 E
11.97
32/40 DG
103/ 04
5. If the positioning does not latch, then move the pump cylinder with
the hook (200.043) gently back and forth a few times and press down
gently to position it exactly. (see Figure 3)
6. Check the shim of the pump cylinder on the sealing ring using control
dimension (Y).
7. When fitting the pump piston (17) and the control sleeve (13), pay
attention to the markings between the cylinder and piston as well as
between the control rod (15) and control sleeve.
Important! When the pilot oil injection pump is correctly
assembled, the zero charge of the control rod (15) at X = 38 mm from the
pointer (16) to the control rod bezel (see Figure 2).
8. Fitting the compression spring (14) with assembly and dismantling
device (200.042).
9. Tighten the hexagon screws (29) crosswise using the prescribed
000.30).
10. Insert the pilot oil pump (5) in the correct position and tighten the
hexagon nuts (6) crosswise using the prescribed torque (see work
000.30). If needs be, use starter and manifold wrench (000.260).
card 000.30
11. Fit all dismantled connections and/or pipes and check for tightness.
12. Fit the joint lever to the control rod (15) of the pilot oil pump.
19
20
26
28
Pump cylinder
Pump casing
Sealing ring
Positioning pin
Y Control dimension
Y=39 mm
Figure 3. Fitting the pump cylinder
6635
200.10--01 E
11.97
32/40 DG
104/ 04

200.11
Brief description
Adjusting the pilot oil injection pumps and the control linkage is not
included in the maintenance schedule of prescribed work. This is only
required if an pilot oil pump is replaced or completely overhauled.
The work includes:
adjusting the pilot oil injection pump.
Quant Denomination
No.
Availability
1 Setting tool
200.086
Standard
1 Pressure plate
200.086--1
Standard
1 Adjusting screw
200.086--7
Standard
--
Standard
--
Standard
1 Depth gauge
--
Inventory
Related work cards
Work card
Work card
200.10
203.01
Work card
Operating sequence Setting an pilot oil injection pump
Starting condition
Pilot oil injection pump mounted and fastening nuts tightened to prescribed
torque. Joint rod (7) seperated from control rod (15).
Steps
1. Unscrew the hexagon socket screws (1) and remove the protective
cap (2).
2. Screw the adjusting screw (200.086-7) with piston nut (15) into the
pressure plate (200.086-1).
3. Read off value (Z) from the Pilot oil setting plate (9) of the pilot oil
injection pump (8) and set this exactly on the adjusting device with
the adjusting screw and depth gauge. Tighten the piston nut and
check the dimension (Z) once again.
6635
200.11--01 E
10.97
32/40 DG
101/ 03
1
2
3
4
5
6
7
8
9

Protective cap
Cylinder crankcase
Control shaft
(fuel injection pumps)
Control shaft
(pilot oil pumps)
Lever
Joint rod
Pilot oil pump
Plate for pilot oil
setting
(measurement Z)
Figure 1. Fitted pilot oil injection pump
4. Attatch the adjustment device with the hexagon socket screw (14)
instead of the protective cap.
5. Depress the control rod until it stops.
Important! The pilot oil injection pump is now located in the pilot oil
position.
6. Loosen the piston nuts (12) of the joint rod (7) and set the joint rod
(10) to the correct length using the barrel nut (13).
Attention! The pilot oil injection pump remains in the pilot oil
position.
7. Screw the joint rod (7) on to the control rod (10) and carry out fine
adjustments using the barrel nut (13). In doing so, make sure that the
pilot oil pump always remains in the pilot oil position.
8. Fix the joint rod length using the piston nuts (12).
9. Dismantle the whole device and fit the protective cap (2).
15 M8 nut
Z Specific measurement
of an pilot oil pump in
the pilot oil position
Figure 2. Adjustment device for pilot oil pumps
6635
200.11--01 E
10.97
32/40 DG
102/ 03
3
7
8
9
10
11
12
13
14
15
Cylinder crankcase
Joint rod
Pilot oil pump
Plate for pilot oil
setting
(measurement Z)
Control rod
Articulated head
Piston nut
Barrel nut
M6x50
Nut M8
Figure 3. Pilot oil pump with fitted adjustment device
6635
200.11--01 E
10.97
32/40 DG
103/ 03
Driving - Pilot oil injection pump

201.01

measure components,
Brief description
Pilot oil injection pump drives must be dismantled and checked within the
scope of maintenance and repair work.
Quant Denomination
No.
Availability
201.013
Standard
1 Support
201.013--1
Standard
1 Thrust bolt
201.013--5
Standard
1 Bow
201.013--8
Standard
002.163
Standard
--
Standard
--
Inventory
Related work cards
Work card
Work card
Work card
200.10
Operating sequence 1 - Removing and disassembling the pilot oil injection pump drive
Starting condition
Pilot oil injection pump dismantled. Oil pipe dismantled from ignition pump
drive. Motor turned so that the roller (7) is on the cam base circle (spring
greatly released).
Steps
1. Screw out the hexagon socket screw (9) from the drive casing (4)and
remove upwards from the cylinder crankcase (5). In doing so, make
sure that the compression springs (14) are slightly released.
6635
201.01--01 E
10.97
32/40 DG
101/ 03
2. Screw in the pressure screw (201.013-5) into the support (201.013-1)

and mount the clamp (201.013-8) on the pressure screw using the
disk (17) and the retaining ring (18) (see Figure 2).
3. Screw the support with the hexagon nut (19) onto the drive casing.
Align the pressure screw centrally to the pump drive and tighten the
hexagon nut.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Stud
Sealing ring
Distance ring
Drive casing
Cylinder crankcase
Roller pin
Roller
Camshaft
Snap ring
Spring plate
Roller tappet
Sealing ring
Compression spring
Sealing plug
Guiding sleeve
Figure 1. Pilot oil injection pump drive
4. Screw the pressure screw (201.013-5) in until the clamp lies on the
roller pin (6).
5. Press the roller tappet (12) upwards by screwing in the pressure
screw by approx. 3 - 5 mm.
6. Screw out the sealing plug (15) and relieve the compression spring
(14) with the presure screw.
7. Remove the roller with the roller tappet and compression spring.
4
6
12
15
16
17
18
19
20
Drive casing
Roller pin
Roller tappet
Sealing plug
Guiding sleeve
Disk
Retaining ring 8x0.8
Hexagon nut M12
Spring pin
Figure 2. Pilot oil injection pump drive with added assembly and dismantling device
8. Remove sealing ring (2), remove distance ring and snap ring (10)
using pincers for retaining rings (002.163).
6635
201.01--01 E
10.97
32/40 DG
102/ 03
9. Remove spring plate (11).

10. Clean all components and check for damage. Check sealing rings (2
and 13) and, if needs be, replace.
11. Check running surfaces for wear, measure and compare to the
values in the operating instructions from Section 2.5.4 onwards.
Attention! If the roller is found to be damaged, then the spring
pin (20) must be removed, the roller pin dismantled and the roller (7)
replaced. In addition, check the cam for any possible damage.
Operating sequence 2 - Assembly and installation of the pilot oil injection pump drive
The assembly or installation of the pilot oil pump drive is carried out in
reverse order to the dismantling and/or stripping down. In doing so, be
aware of the following points:
1. Before rebuilding, lightly oil the thoroughly cleaned pieces.
2. On fitting the roller tappet (12), make sure that the groove is in the
correct position in the guiding sleeve (16). The groove direction must
correspond with the sealing plug (15).
3. In the case of an added assembly and dismantling device with a
pressure screw (201.013-5), press the guiding sleeve up until the
sealing plug can be screwed in.
4. Fit the pilot oil pump drive and screw in the hexagon socket screw
fingertight and turn the engine over a few times. (The roller (7) of the
ignition pump drive aligns with the cam)
5. Tighten the hexagon socket screw (9).
6. Fit the oil pipe to the pilot oil pump drive and check for tightness.
6635
201.01--01 E
10.97
32/40 DG
103/ 03
Control linkage
Maintaining and checking
203.01

Brief description
The control linkage must be checked and lubricated at regular intervals.
The work includes:
Quant Denomination
No.
Availability
1 Grease gun
003.005
Standard
--
Standard
--
Standard
1 Lubricating grease, acid--free
--
Inventory
Related work cards
Work card
Work card
Work card
200.11
Operating sequence - Checks and maintanance
Important! The control linkage of the fuel injection pump and the
pilot oil injection pumps were adjusted exactly on commissioning the
engine and will only possibly need correction on replacing individual parts
and on fitting a new fuel injection pump or pilot oil injection pump.
On setting the fuel injection pump control linkage to zero, all control rods in
the fuel injection pumps must be at ZERO, otherwise the engine will not
be able to be stopped under cerain circumstances, because individual fuel
injection pumps are still delivering.
The pilot oil injection pump control linkage is fixed to an average scale
value of approx. 15 at the regulating lever (3). All pilot oil injection pumps
are in the pilot oil position.
Starting condition
Casing removed.
Steps
1. Check the whole control linkage for wear.

2. Check that the control linkage is in the correct setting.
6635
203.01--01 E
10.97
L 32/40 DG
101/ 03
3. Check the links in the control linkage for ease of movement.

4. Check that the hexagon screws and nuts as well as the hexagon
socket screws are firmly seated.
5. Check the buckling lever (8) for freedom of movement.
6. Lubricate all joint heads on the regulating rods (11) and pull rods (16)
as well as on the connecting rods (18).
1 Pilot oil pump

3 Regulating lever of the
pilot oil pump control
linkage
4 Bearing block
6 Lever
7 Shaft (pilot oil pumps)
8 Buckling lever
9 Shaft (fuel injection
pumps)
10 Lever
11 Regulating rods
18 Connecting rods
19 Control rod on the fuel
injection pump
20 Control rod on the pilot
oil pump
Figure 1. Control linkage
1
2
4
5
6
Pilot oil pump

Fuel injection pump
Bearing block
Cylinder crankcase
Lever

8 Buckling lever
pumps)
18 Connecting rod
injection pump
20 Control rod on the pilot
oil pump
Figure 2. Control linkage with pilot oil or fuel injection pump
6635
203.01--01 E
10.97
L 32/40 DG
102/ 03
3 Regulating lever for

pilot oil pump control
linkage
8 Buckling lever
pumps)
10 Lever
11 Regulating rod
12 Final positioning
device
13 Lever
15 Lever
16 Pull rod
17 Lever
18 Connecting rod
injection pump
Figure 3. Control linkage (views)
6635
203.01--01 E
10.97
L 32/40 DG
103/ 03
Fuel/Pilot oil injection valve
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
221--03 E
05.98
101/ 01

221.01

Brief description
Fuel injection valves affect the loads on the injection system and the
operating values of the engine. They must be checked in case of
deviation from the operational values and overhauled or replaced, if
necessary.
The work/steps consist of:
Qty Designation
No.
Availability
221.151
Standard
1 Threaded rod
221.151--8
Standard
1 Sleeve
221.151--17
Standard
1 Extractor
221.144
Standard
1 Cleaning tool
055.149
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Shackle A1.0
002.453
Standard
001.912
Standard
1 Cross handle
001.891
Standard
001.759
Standard
1 Ring nut M24
000.192
Standard
--
Standard
--
Inventory
--
Inventory
1 Wooden spatula
--
Inventory
1 Wire brush
--
Inventory
--
Inventory
--
Inventory
6629
221.01--01 E
08.02
32/40
101/ 05
Related work cards
Work card
Work card
000.30
434.01
Work card
Technical details
Term
Information
Thrust pad
5 kg
Thrust ring
2.5 kg
3.0 kg
Operating sequence 1 -- Dismantling a fuel injection valve
1
6
7
8
Charge-air pipe
Cylinder head
Screwed piece
Injection valve
Figure 1. Injection valve and part of the injection pipe
Important! Engines which normally are operated on heavy fuel oil

have to be operated on Diesel fuel oil for a short period of time before the
injection valves are dismantled
Starting condition
Cooling water for the injection valve cooling completely drained. Shut-off
valves on the fuel oil piping closed. Oil pump (standby) shut off, cylinder
head cover taken off, indicator valve opened.
Caution! Only dismantle the injection valve with the indicator
valve opened. With this valve closed, a high pressure may exist in
the combustion space.
Steps
1. Disconnect the cooling water admission pipeline from the cylinder

head (6) and empty the cooling bores of the injection valve (8) by
blowing compressed air through. Reconnect the pipeline.
2. Loosen the hexagon nuts (10) and screw them off.
434.01).
3. Remove the fuel injection pipe (refer to work card 434.01
4. Loosen the screwed piece (7), screw it out and take it out of the
cylinder head.
5. Remove the thrust pad (11).
6. Screw the extractor (221.144) into the thrust ring (12) and take the
latter off (see Figure 2 ).
6629
221.01--01 E
08.02
32/40
102/ 05
7. Screw the threaded spindle (221.151-8) onto the injection valve (8)
until seated (see Figure 3 ).
8. Put the sleeve (221.151-17) over the threaded spindle and onto
sleeve (15), taking note of the position of the recess for the rocker
arm shaft. Screw the hexagon nut (14) in place.
9. Pull the injection vale out by turning the hexagon nut.
Important! The injection valve may only be removed by means of
the fitting/unfitting tool.
10. Screw the ring nut (000.192) onto the threaded spindle, attach the
rope to the ring nut by means of shackle (002.453), and suspend the
rope from the lifting tackle.
11. Carefully pull the injection valve out of the cylinder head, making sure
that the sealing ring (18) is also removed.
12. Cover the opening in the cylinder head.
13. Put the injection valve down on the work bench and remove the tool.
14. Remove the sealing ring (18).
15. Clean the complete injection valve with fuel on the outside, remove
coke deposits by using the wire brush. For the injection nozzle, only
use a wooden spatula in order not to damage the nozzle orifices.
Clean the cylindrical projection of the nozzle body with particular
care.
Attention! Cleaning is to be done away from the work bench.
6
8
9
10
11
12
13
Cylinder head
Injection valve
Rocker arm casing
Hexagon nut
Thrust pad
Thrust ring
Stud bolt
Figure 2. Injection valve - removal of the thrust ring being shown at the right
6629
221.01--01 E
08.02
32/40
103/ 05
6
8
9
14
15
16
17
18
Cylinder head
Injection valve
Rocker arm casing
Hexagon nut M24
Sleeve
O-ring seal
Sleeve
Sealing ring
Figure 3. Removal of the injection valve
Operating sequence 2 -- Install a fuel injection valve
Starting condition
The injection valve, and especially the cylindrical projection of the nozzle
body, has been carefully cleaned. The injection pressure, tightness and
nozzle bores have been checked.
Important! The injection valve taken from the spares or from a
replacement delivery should be cleaned and checked on the outside.
Steps
1. Mount the sealing ring (18) on the injection valve (8), making sure
that it tightly fits the nozzle body.
ring grooves, taking care that they are evenly tensioned over the
circumference and not distorted.
3. Top up the inner space (spring space) of the injection valve with clean
fuel oil through the leaked fuel oil drain.
4. Screw the threaded spindle (221.151-8) onto the injection valve.
6629
221.01--01 E
08.02
32/40
104/ 05
5. Screw the ring nut (000.192) onto the threaded spindle (221.151-8),
attach the rope to the ring nut by means of the shackle (002.453) and
suspend the rope from the lifting tackle.
6. Remove the covering put over the opening in the cylinder head (6),
and thoroughly clean the opening and the seating face in the cylinder
head using the cleaning device (055.149).
Attention! During cleaning, take care that no foreign objects fall
into the combustion space.
7. Carefully install the injection valve in the bore opening, taking note of
the correct position of the bore for the threaded piece (7). Press
down the injection valve until seated.
8. Take the shackle off the ring nut, screw off the ring nut and threaded
spindle.
9. Install the thrust ring (12) with the extractor.
10. Place the thrust pad (11) over the stud bolts (13) and onto the thrust
ring.
11. Apply MoS2 lubricant to the thread of the screwed piece (7), screw
the latter into the injection valve and tighten to the specified torque
000.30
434.01).
12. Install the fuel injection pipe in place (refer to work card 434.01
nuts (10), screw the nuts onto the stud botls hand-tight, and tighten
000.30). alternately and
them to the specified torque (see work card 000.30
in separate steps.
Important! If the injection valve is to be installed in a cylinder head
still at operating temperature, initially fasten the hexagon nuts hand-tight,
and tighten them to the specified torque after equalisation of temperatures.
14.
15.
16.
17.
6629
221.01--01 E
Close the indicator valve.

Top up cooling water for the injection valve cooling.
Open the shut-off valves on the fuel oil pipes.
Mount the cylinder head cover.
08.02
32/40
105/ 05

Checking
221.02

Brief description
necessary.
The work includes:
Numb Qualification
Time [h]
Qty Designation
No.
Availability
1 Nozzle test bed L,V32/40
221.205
Standard
1 Reducing jaw for injection valve (set)
221.205--21
Standard
1 Connecting piece
221.205--26
Standard
1 Nozzle test bed L,V32/40 CR
221.206
Standard
221.206--21
Standard
1 Connecting piece
221.206--26
Standard
1 Nozzle test bed L,V32/40 DF
221.207
Standard
221.207--21
Standard
1 Connecting piece
221.207--26
Standard
1 Anti--corrosion oil
--
Inventory
1 Receptacle for anti--corrosion oil
--
Inventory
--
Standard
--
Standard
6629
221.02--04 E
09.03
32/40, 32/40 DF, 32/40 CR
101/ 06
Related work cards
Work card
Work card
221.03
221.04
Work card
The tool numbers of the individual nozzle test bed components consist of
the tool number of the nozzle test bed and the item number of the individual component. Refer to Figures 1 and 2 .
Example: Tool number of the high-pressure hose for engine type
L 32/40: 221.205-6.
Remark:
Preliminary remarks
The functioning and setting of the injection valve influence the combustion
process, the operating data and the loading of the injection system. In
case the operating data (firing pressure, exhaust gas temperature)
change, the opening pressure and tightness of the valves concerned are
to be checked. The nozzle test bed permits pressure testing by means of
a hydraulic hand pump. The device ensures that the work can be carried
out comfortably and under reproducible conditions.
Note
When testing injection valves of modern four-stroke engines, atomisation
no longer is a test criterion, as the nozzles behaviour during engine operation cannot be duplicated by means of nozzle test bed.
A poor injection pattern does not permit to draw conclusions on the
nozzles performance in the engine. It is fully operational, provided that
the criteria with regard to opening pressure, tightness and unclogged
nozzle bores are fulfilled.
6629
221.02--04 E
09.03
32/40, 32/40 DF, 32/40 CR
102/ 06
Structure and diagram of the nozzle test bed
1 Pressure gauge
0-600 bar
5 Pressure relief valve
6 High-pressure hose
12 Oil tank
13 Oil collecting pan
14 Nozzle jet collector
15 Collector cover
16 Fixing head
33 Hand pump
Figure 1. Nozzle test bed
Legend: as for Figure 1

9,26 Connecting piece
Figure 2. Diagram of the nozzle test bed
6629
221.02--04 E
09.03
32/40, 32/40 DF, 32/40 CR
103/ 06
Operating sequence 1 -- Preparation of check
Important! Heavy fuel oil residues in injection valves may adversely

affect the test results and impede cleaning. We therefore recommend operating the engine on Diesel oil for approx. one hour prior to dismantling
injection valves. If this is not possible and the engine has to be shut down
from operation on heavy fuel oil, the injection valve has to be disassembled and cleaned before the checks described here can be carried
out.
Starting condition
The injection valve has been removed and cleaned on the outside.
Important! Anti-corrosion oil is to be used for testing the injection
valves because this oil serves as a preservation agent at the same time.
Only absolutely clean anti-corrosion oil may be filled into the nozzle test
bed; otherwise, disturbances may occur in the pump or in the injection
valve to be tested. The content level in the oil tank (12) is to be checked.
1. Depending on the engine type, insert the correct reducing jaws into
the fixing head (16). Insert the injection valve into the fixing head and
clamp it evenly using the retainer.
2. Depending on the engine type, screw the suitable connecting piece
(9, 26) in at the delivery pipe connection of the injection valve, and
screw the high-pressure hose (6) onto the connecting piece.
3. Place the nozzle-jet collector (13-15) under the injection nozzle and
push it upward so as to ensure that the jets to be expected hit the
outer walls of the nozzle-jet collector.
Steps
Attention! Never let the injection nozzle spray into the open, but
always directly into the collector! Fuel jets must not be touched, as
they pierce the skin tissue and cause painful infections! Naked
flames are not allowed in the working area! No smoking at all! If
possible, remove the oil vapour by suction!
Checking and adjusting the injection valves includes the following steps:
Check the opening pressure,

check the nozzle bores,
adjust the specified pressure,
check for tightness.
Operating sequence 2 -- Check the opening pressure
1. Close the pressure relief valve (5).

2. Actuate the hand pump (33) evenly and slowly increase the pressure
until the injection valve opens. Note down the opening pressure and
compare it with the specified value (for specified value, refer to the
Operating Instructions, sheet 2.5.2). Actuate the hand pump performing at least 20 strokes, thus cleaning the injection valve.
Steps
Important! The hydraulic pressure has to be increased slowly until

the opening pressure is reached, as otherwise faults will occur when reading off the opening pressure. The test pressure must not exceed 400 bar!
When the injection test is carried out for the first time on new nozzle elements, the nozzle needle may be stuck due to preservation and has to be
loosened by flushing it thoroughly. In the case of injection nozzles that
have already been used, collect the anti-corrosion oil contaminated with
fuel, and do not fill it back into the nozzle test bed.
6629
221.02--04 E
09.03
32/40, 32/40 DF, 32/40 CR
104/ 06
Important! With new nozzles, a drop in opening pressure by

50-90 bar may already occur after a few operating hours.
This pressure drop does not represent a malfunction and is typical of all
fuel injection valves.
Decrease in opening pressure less than/more than 90 bar?
Decision
Decrease in opening pressure less Continue with the next step.

than 90 bar:
Decrease in opening pressure more Disassemble the injection valve
221.03).
than 90 bar:
(according to work card 221.03
Carry out a visual inspection
(spring broken)
If components are in good order,
continue with the next step.
Operating sequence 3 -- Check the nozzle bores
1. Open the pressure relief valve (5), and continue as follows (for item221.03):
related details, refer to work card 221.03
2. Loosen the hexagon nut (44), and turn back the setting screw (45)
until the tension of the compression spring (49) has been released.
3. Close the pressure relief valve. Actuate the hand pump (33) evenly,
and adjust the opening pressure to 30 bar by means of the setting
screw (45).
Steps
Are all nozzle bores open? Refer to Figure
Decision
Yes - Continue with the next step.

No - Disassemble the injection valve (according to work card
221.03).
221.03
Figure 3. Judging the nozzle bores. On the left - open, on the right - partly
clogged
Operating sequence 4 -- Adjust the opening pressure to the specified value
1. Actuate the hand pump (33) evenly thus increasing the hydraulic
pressure. At the same time, slightly tension the compression spring
(49) by means of the setting screw (45). Repeat the process until the
specified value (tolerance 20 bar) has been reached (for specified
value, refer to the Operating Instructions, sheet 2.5.2).
Steps
Important! Do not adjust a higher pressure than specified as, otherwise, deformation of the compression spring will result. Only after installation of a new compression spring, adjust the injection pressure to the
specified higher value at first in order to compensate an initial settling of
the compression spring.
6629
221.02--04 E
09.03
32/40, 32/40 DF, 32/40 CR
105/ 06
2. If the specified value has been adjusted reproducibly, lock the setting
screw (45) by means of the hexagon nut (44), and check the opening
pressure once again.
Operating sequence 5 -- Check the tightness
Steps
1. For checking the tightness, actuate the hand pump (33) evenly until
the pressure gauge shows 250 bar. The injection nozzle can be considered tight if no drop falls within a period of 5 seconds.
Decision
Tightness ok? Refer to Figure
Yes - The injection valve can be used!

No - The injection valve is to be sent to MAN B&W Diesel AG
Augsburg for regeneration.
Figure 4. Judging the tightness. On the left - tight, on the right - dripping
6629
221.02--04 E
09.03
32/40, 32/40 DF, 32/40 CR
106/ 06

Disassembling
221.03

Brief description
necessary.
checking of components.
Numb Qualification
Time [h]
Qty Designation
No.
Availability
221.205
Standard
221.205--21
Standard
1 Socket wrench
221.143
Standard
221.206
Standard
221.206--21
Standard
1 Socket wrench
221.194
Standard
221.207
Standard
221.207--21
Standard
1 Torque wrench
008.017
Standard
1 Eye bolt
001.412
Standard
1 Chuck
002.701
Standard
1 Cleaning wires (set)
--
Inventory
--
Standard
--
Standard
1 Wire brush
--
Inventory
1 Wooden spatula
--
Inventory
1 Depth gauge
--
Inventory
6629
221.03--04 E
09.03
32/40, 32/40 DF, 32/40 CR
101/ 06
Qty Designation
No.
Availability
1 Tank with fuel
--
Inventory
1 Cleaning material (wool)
--
Inventory
1 Paper towels
--
Inventory
--
Inventory
1 Securing compound Loctite 243
--
Inventory
Related work cards
Work card
Work card
Work card
000.30
221.02
221.04
13-15 Collector
16 Fixing head
60 Hexagon bolt
6629
221.03--04 E
09.03
32/40, 32/40 DF, 32/40 CR
102/ 06
Preliminary remarks
Important! Injection valves are to be disassembled if the checks

according to work card 221.02 revealed defects and in case the nozzle
element is to be replaced due to the operating time reached.
Disassembly is carried out in the nozzle test bed.
42
43
44
45
46
47
48
49
50
51
52
Nozzle body
Nozzle needle
Hexagon nut
Setting screw
Holder
Set screw
Thrust pad
Compression spring
Spring plate
Parallel pin
Nozzle tensioning nut
Figure 2. Injection valve (Figure shows injection valve of the L,V 32/40 engine
type)
Operating sequence 1 -- Disassembly of a fuel injection valve
1. Rinse the injection valve in fuel, and remove coke deposits sticking to
it by means of a wire brush.
2. Swing the collector (13-15) to the side, and insert reducing jaws suitable for the respective engine type into the fixing head (16) of the
clamping device.
3. Insert the injection valve into the fixing head, with the injection nozzle
facing downward, and clamp it in place evenly.
Steps
6629
221.03--04 E
09.03
32/40, 32/40 DF, 32/40 CR
103/ 06
4. Loosen the hexagon nut (44), and back off the setting screw (45) until
the tension on the compression spring (49) has been released.
5. Unscrew the hexagon bolts (60) from the fixing head (16). Turn the
fixing head with the injection valve by 180, and screw the hexagon
bolts back in.
6. Carefully loosen the nozzle tensioning nut (52).
Important! If a strong resistance is felt while loosening the nut, it
has to be tried to restore easy movement of the thread by soaking in fuel
oil and by turning the nut back and forth until it can be moved easily. Do
not exert force when loosening the nozzle tensioning nut, as otherwise the
thread may seize and the parts become unusable.
7. Unscrew the nozzle tensioning nut and take the nozzle body off.
Take care that the nozzle needle (43) does not fall out.
8. Pull the nozzle needle (43) out of the nozzle body, and immerse it in
fuel for cleaning.
Important! Do not interchange the nozzle needles of the individual
nozzle bodies. They are produced in paires.
9. Unscrew the hexagon bolts (60) from the fixing head (16). Turn the
fixing head with the injection valve back by 180, and screw the hexagon bolts back in.
10. Remove the injection valve from the fixing head of the nozzle test
bed, and put it down onto the work bench.
11. Unscrew the setting screw.
12. Remove the set screw (47).
13. In case the inner parts are not loose, screw the eye bolt (001.412)
into the thrust pad (48), and pull the thrust pad out. Afterwards, remove the compression spring and spring plate (50).
14. Immerse all parts in Diesel oil for cleaning, and wash them off, then
blow them by means of compressed air.
Operating sequence 2 -- Check the components
The component check includes the following:
the nozzle bores,

the condition of the fitting surfaces,
the movability of the needle,
traces of corrosion on the nozzle tensioning nut and on the nozzle
body,
- the nozzle specification.
Tip! Pay particular attention to such sources of error that caused unsatisfactory results when the injection valve was checked.
6629
221.03--04 E
09.03
32/40, 32/40 DF, 32/40 CR
104/ 06
Steps
1. Distinguishing characteristics of nitride-hardened nozzle elements

and seat-insert nozzle elements (refer to Figure 3 ).
Figure 3. Distinguishing characteristic:

On the left - nitride-hardened nozzle element, on the right - seat-insert nozzle element
2. For nozzle-bore cleaning, clamp a suitable cleaning wire into the

chuck (002.701) and run it through the nozzle bores (refer to Figure 4 ).
41 Cleaning wire
42 Nozzle body
Figure 4. Cleaning the nozzle bores
3. Inspect all components, especially the sealing faces, for damage/

traces of wear.
Important! The seats and fitting surfaces must neither be reworked
by hand nor remachined, as the required accuracy cannot be achieved.
4. Check to see if the nozzle needle can be easily moved in the nozzle
body, without noticeable resistance (refer to Figure 5 ).
42 Nozzle body
43 Nozzle needle
Figure 5. Checking the nozzle needle for movability
6629
221.03--04 E
09.03
32/40, 32/40 DF, 32/40 CR
105/ 06
5. Inspect the nozzle body for traces of corrosion. These may be max.
2.5 mm deep. Check the nozzle cooling water outlet temperature; if
necessary, increase it to max. 90 C.
6. Read the nozzle specification off at the collar of the nozzle body, and
compare it with the required specification (refer to Figure 6 ).
For the original specification, please refer to the engines acceptance
records.
Figure 6. Nozzle element. On the left - nozzle specification, on the right - regeneration marking
7. Replace damaged parts. Always replace nozzle needle and nozzle

body together. If necessary, have them regenerated by MAN B&W
Diesel AG, Augsburg or Hamburg. Other workshops are not
authorised to do this job.
Important! Regenerated nozzle elements are marked by RA or RH
and the date of regeneration. Repeated regeneration is only possible in
the case of seat-insert nozzle elements.
6629
221.03--04 E
09.03
32/40, 32/40 DF, 32/40 CR
106/ 06

Assembling
221.04

Brief description
necessary.
The work includes:
reassembling components.
Numb Qualification
Time [h]
0.5
Qty Designation
No.
Availability
221.205
Standard
221.205--21
Standard
1 Socket wrench
221.143
Standard
221.206
Standard
221.206--21
Standard
1 Socket wrench
221.194
Standard
221.207
Standard
221.207--21
Standard
1 Torque wrench
008.017
Standard
1 Eye bolt
001.412
Standard
--
Standard
--
Standard
Related work cards
6629
221.04--03 E
Work card
Work card
Work card
000.30
221.02
221.03
09.03
32/40, 32/40 DF, 32/40 CR
101/ 03
42
43
44
45
46
47
48
49
50
51
52
Nozzle body
Nozzle needle
Hexagon nut
Setting screw
Holder
Set screw
Thrust pad
Compression spring
Spring plate
Parallel pin
Nozzle tensioning nut
Figure 1. Injection valve (Figure shows injection valve of the L,V 32/40 engine
type)
Operating sequence 1 -- Assembly of a fuel injection valve
Important! Prior to assembly, check whether the specification of the

injection nozzle coincides with the required specification. The original
specification can be gathered from the acceptance record (number,
number of nozzle bores, bore diameter, injection angle).
Starting condition
The injection valve has been disassembled, all individual components

carefully cleaned and defective parts replaced.
1. Carefully clean the set screw (47) and the bore hole according to
Loctite specification.
2. Screw the eye bolt (001.412) into the thrust pad (48), hold the holder
(46) at an angle (with the sealing face pointing up), and insert the
thrust pad including compression spring (49) and spring plate (50),
paying attention to the position of the groove for the set screw (47) -
Steps
6629
221.04--03 E
09.03
32/40, 32/40 DF, 32/40 CR
102/ 03
3.
4.
5.
6.
refer to Figure 1 .
Verify that the spring plate has been positioned correctly.
Coat the thread of the set screw (47) with Loctite 234 securing compound over a length of 5 mm, and screw the set screw into the holder
until it does no longer protrude.
Verify that the thrust pad is still movable in axial direction.
Unscrew the eye bolt.
Screw the setting screw (45) in, do not yet tension the compression
spring.
Depending on the engine type, insert a suitable reducing jaw into the
fixing head (16) of the nozzle test bed (refer to Figure 2 ).
13-15 Collector
16 Fixing head
60 Hexagon bolt
7. Insert the holder (46) into the fixing head (16) in such a way that the
sealing face for the nozzle body (42) points down, and clamp it
evenly. Turn the fixing head by 180 and fix it in place.
8. Dip the nozzle needle (43) into clean fuel oil, and insert it into the
nozzle body. Verify that it moves easily.
9. Check the nozzle needle lift between the upper edge of the nozzle
body and the step on the nozzle needle.
For the specified value, refer to Volume B1, section Technical Data.
10. Wipe the sealing face dry using a paper towel. Slip the nozzle body
and the nozzle needle onto the holder, paying attention to the position
of the two parallel pins (51).
11. Coat the thread of the holder and nozzle tensioning nut (52) with
MoS2 lubricant.
12. Screw the nozzle tensioning nut onto the holder, hand-tight, and
tighten it to the specified torque (see work card 000.30)
000.30 in a second
step. Turn the fixing head by 180 and fix it in place.
13. Screw the hexagon nut (44) loosely onto the setting screw, and
tighten it only after adjusting the injection pressure (see work card
221.02).
221.02
6629
221.04--03 E
09.03
32/40, 32/40 DF, 32/40 CR
103/ 03
Injection valve/prechamber insert

Seatings in the cylinder head
Grinding
221.05

assess wear pattern/condition,
restore contact pattern.
Brief description
The seatings (injection valve/prechamber insert) in the cylinder head must
be checked by making a touching test every time the fuel injection valve or
pilot oil valves are dismantled and, if needs be, refinished.
The work concerns:
Quant Denomination
No.
Availability
1 Grinding device
055.180
Standard
1 Guide piece
055.180--5
Standard
1 Grinding wheel
055.180--12
Standard
1 Grinding device
055.150
Standard
1 Support
055.150--1
Standard
1 Grinding wheel
055.150--10
Standard
1 Cleaning tool
055.149
Standard
1 Cross handle
001.891
Standard
001.754
Standard
--
Standard
1 Depth gauge
--
Inventory
1 Torch
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
221.01
6635
221.05--01 E
10.97
32/40 DG
101/ 04
Operating sequence 1 - Grinding the seating of the fuel injection valve
Starting condition
Fuel injection valve removed.
Steps
1. Screw out the hexagon screw (63) and remove disk (62). Figure 1.
2. Place the grinding wheel (055.150-10) on the support (055.150-1)
and fasten using hexagon nuts (61). Figure 3.
3. Apply grinding paste to the grinding wheel.
4. Place the grinding wheel in the cylinder head (6), place the guide
piece (055.180-5) on the support and guide the support into the
sleeve (15). Figure 1.
Tip! The guide piece (055.180-5) has two external diameters and is
suitable for processing the injection valve and prechamber seating.
5. Move the grinding tool back and forth whilst turning, lifting now and
again so that the grinding paste can be redistributed.
Important! As you should only grind off material until the whole
width of the valve seating is smooth and undamaged, continually check
the valve seating during the grinding process.
The maximum permitted measurement of A= 400 mm. If this
measurement is exceeded, then the sleeve (17) must be replaced.
Figure 2.
6. At the end of the grinding procedure, remove the seat grinding device
(055.150) and carefully clean the valve seating using the cleaning
tool (055.149) (see Figure 3).
7. Mount the disk (62) on the cylinder head (6) using the hexagon
screw (63).
6
15
62
63
Cylinder head
Sleeve
Disk
Hexagon screw
Figure 1. Securing the sleeves in the cylinder head
6635
221.05--01 E
10.97
32/40 DG
102/ 04
6 Cylinder head
15 Sleeve
17 Sleeve
A max. permitted
measurement
Figure 2. Abridged representation of the max. permitted measurements in grinding

the fuel injection valve seating
6 Cylinder head
9 Rocker arm housing
17 Sleeve
61 Hexagon nut M12
Figure 3. Grinding (left) and cleaning the fuel injection valve seating in the cylinder head
6635
221.05--01 E
10.97
32/40 DG
103/ 04
Operating sequence 2 - Grinding the seating of the pilot oil valve/prechamber insert
Starting condition
Pilot oil valve removed with prechamber insert.
Steps
1. Place grinding wheel (055.180-12) on support (055.150-1) and fasten

with hexagon nut (61). Figure 4.
2. Apply grinding paste to the grinding wheel.
3. Place the grinding wheel in the cylinder head (6), place the guide
piece (055.180-5) on the support and guide the support into the
cylinder head.
4. Move the grinding tool back and forth whilst turning, lifting now and
again so that the grinding paste can be redistributed.
Important! As you should only grind off material until the whole
width of the valve seating is smooth and undamaged, continually check
the valve seating during the grinding process.
5. At the end of the grinding procedure, remove the seat grinding device
(055.180) and carefully clean the valve seating using the cleaning
tool (055.149) (see Figure 4).
6 Cylinder head
Figure 4. Grinding (left) and cleaning (right) the prechamber seating in the cylinder head
6635
221.05--01 E
10.97
32/40 DG
104/ 04

Sealing faces on the threaded piece
Grinding
221.06

assess wear pattern/condition,
restore contact pattern.
Brief description
The sealing faces on the threaded piece to the fuel injection valve are to
be checked for damage and, if necessary, remachined every time it is
removed.
The work concerns:
Quant Denomination
No.
Availability
1 Grinding device for delivery pipe
434.042
Optional
1 Locating plate
434.042--1
Optional
1 Threaded ring
434.042--2
Optional
1 Bearing ring
434.042--3
Optional
1 Bearing flange
434.042--4
Optional
1 Spacer ring
434.042--7
Optional
1 Spacer ring
434.042--8
Optional
1 Stop gauge (threaded piece)
434.042--9
Optional
2 Bearing block
434.042--10
Optional
1 Swivel arm
434.042--11
Optional
1 Bracket
434.042--12
Optional
1 Stop
434.042--13
Optional
1 Grinding wheel
434.042--16
Optional
1 Base plate
434.042--17
Optional
1 Sliding carriage
434.042--18
Optional
1 Shaft
434.042--19
Optional
1 Stop
434.042--20
Optional
1 Counter flange (threaded piece)
434.042--21
Optional
1 Adapter flange (threaded piece)
434.042--22
Optional
1 Ball bearing
434.042--24
Optional
1 Ball bearing
434.042--25
Optional
1 Hook spanner
434.042--37
Optional
1 Face spanner
434.042--38
Optional
6629
221.06--02 E
04.98
32/40
101/ 05
Quant Denomination
No.
Availability
2 Clamping lever
434.042--41
Optional
1 Clamping piece
434.042--42
Optional
5 Emery paper
434.042--44
Optional
000.294
Standard
000.293
Standard
1 Tommy bar 8
000.262
Standard
1 Cleaning agent
--
Inventory
1 Safety goggles
--
Inventory
Related work cards
Work card
Work card
Work card
221.01
1 Fuel injection pipe

M5x10
3 Grinding device
4 Support adjusting crank
Figure 1. Grinding device for delivery pipe with attached fuel injection pipe
6629
221.06--02 E
04.98
32/40
102/ 05

M5x10
5 Stop
Figure 2. Grinding device for delivery pipe
Operating sequence 1 -- Attaching the threaded piece to the grinding device for delivery pipe
Important! The grinding device for the delivery pipe must be

installed and operated on a solid support. Vibrations of the grinding device
have an influence on the surface quality of the sealing faces to be ground.
The injection delivery pipes to be ground must be absolutely free from lube
oils and greases. Any kind of contamination, especially lubricants, reduce
the service time of the grinding wheel considerably.
Steps
1. Loosen both clamping levers (434.042--41) and swivel out the

grinding device (3) together with the bracket (434.042--12) up to the
right--hand stop.
2. Screw the adapter flange (434.042--22) onto the threaded ring
(434.042--2) by means of the hexagon socket bolts (2) and tighten
them.
3. Attach the stop gauge (434.042--9) to the adapter flange using two
hexagon socket screws (6).
Tip! When fastening the stop gauge to the adapter flange by means of
the tommy bar (000.262), hold up at the threaded ring.
4. Screw the counter flange (434.042--21) onto the threaded piece (1).
Tip! The threaded piece has a left--hand thread on the injection valve
side.
5. Screw the delivery pipe into the adapter flange by means of the
counter flange, until the cone of the delivery pipe contacts the stop
gauge.
6629
221.06--02 E
04.98
32/40
103/ 05
6. Screw the counter flange onto the adapter flange and tighten it using
the face spanner (434.042--38) and hook spanner (434.042--37).
7. Attach the clamping piece (434.042--42) to the end of the threaded
piece (see Figure 1).
8. Remove stop gauge (434.042--9).
9. Push the tommy bar (000.262) radially into the threaded ring
(434.042--2), screwing the ring in until it contacts the locating plate
(434.042--1).
10. Press the yellow stop knob on the grinding device, put the grinding
wheel (434.042--16) together with the emery paper (434.042--44) onto
the grinding device and tighten by means of mounting nut.
11. Pull the sliding carriage (434.042--18) back by means of the support
adjusting crank (4).
12. Swivel the bracket (434.042--12) back in again until it contacts the
stop, blocking it on the sliding carriage by means of the two clamping
levers (434.042--41).

M6x35
Figure 3. Attaching the threaded piece on the grinding device for delivery pipe
Operating sequence 2 -- Regrinding of the sealing faces on the delivery pipe
Starting condition
Threaded piece correctly attached to the grinding device for delivery pipe.
Grinding wheel with new emery paper mounted on the grinding device.
Attention! The remachining of the sealing faces is intricate and
requires particular care. It is recommended to have this work carried
out in a service centre or by personnel of MAN B&W Diesel.
Steps
1. Swing the swivel arm (434.042--11) with the grinding device to the
right--hand stop (5).
2. Move the grinding wheel (434.042--16) towards the sealing face of
the threaded piece by means of the support adjusting crank until the
grinding wheel touches the sealing face.
3. Move the swivel arm to the left--hand stop (434.042--13) so that the
front side of the grinding wheel faces the threaded piece.
Caution! Wear safety goggles when grinding delivery pipes!
4. Establish the voltage supply for the grinding device and switch the
device on.
5. Turn the threaded piece evenly at the clamping piece (434.042--42),
and, at the same time, move the swivel arm with the grinding device
around the sealing face contour.
Attention! The grinding wheel must not contact the adapter
flange.
6629
221.06--02 E
04.98
32/40
104/ 05
6. The feed is effected at the threaded ring (434.042--2) by means of the

tommy bar (000.262). Maximum feed per operation is a scale mark
at the threaded ring.
Attention! The feed is not effected at the support adjusting
crank. The adjusted position remains unchanged during the whole
grinding process. Sealing faces are to be slightly remachined only,
merely to be smoothed, removing as little of the material as
possible.
7. Move the swivel arm to the left--hand stop so that the front face of the
grinding wheel faces the threaded piece and turn off the grinding
device.
8. Evaluate the result of the grinding process. Repeat the grinding
process until the sealing face has been ground evenly bright.
Important! In case the required contact pattern can no longer be
realised by means of the grinding device for delivery pipe, the grinding
device is to be sent to an MAN service centre for repair.
Tip! Remove used up emery paper immediately and replace by new
emery paper.
9. Remove the threaded piece from the grinding device for delivery pipe
and take off the counter flange.
6629
221.06--02 E
04.98
32/40
105/ 05

221.10

Brief description
Pilot oil injection valves affect the load on the pilot oil injection system and
the rating of the engine. They must be checked at regular intervals and, if
needs be, overhauled or replaced.
Quant Denomination
No.
Availability
221.168
Standard
1 Thrust pad
221.168--1
Standard
1 Spindle
221.168--3
Standard
1 Shackle A1.0
002.453
Standard
1 Eye bolt M16
000.143
Standard
--
Standard
--
Standard
--
Inventory
Related work cards
Work card
Work card
Work card
000.30
6635
221.10--01 E
10.97
32/40 DG
101/ 04
Operating sequence 1 - Removing the delivery pipe and thrust pad from the pilot oil injection valve
1
2
3
4
5
6
7
8
Delivery pipe
Union nut
Delivery pipe screw
fitting
Distributing piece
Cylinder head
Nut
Figure 1. Pilot oil injection valve with fitted delivery pipe
Starting condition
Fuel system depressurised. Piston is in TDC gas exchange.
Steps
1. Loosen union nut (2) and unscrew from pilot oil injection valve (3).
2. Unscrew delivery pipe screw fitting (4) from distributing piece (5).
3. Remove hexagon socket screw (7) with nuts (8) and completely
remove the delivery pipe (1).
4. Loosen the hexagon nuts (9) from the thrust pad flange, unscrew and
remove thrust pad (10).
1
2
6
9
10
11
12
Delivery pipe
Union nut
Cylinder head
Hexagon nut
Thrust pad
Hexagon nut
Sleeve
Figure 2. Thrust pad and sleeve on pilot oil injection valve
6635
221.10--01 E
10.97
32/40 DG
102/ 04
Operating sequence 2 - Remove pilot oil injection valve
3
6
12
13
14

Cylinder head
Sleeve
Hexagon nut M24
Prechamber insert
Figure 3. Pilot oil injection valve with fitted assembly and dismantling device
Steps
1. Screw on the spindle (221.168-3) up to the stop on the pilot oil

injection valve (3).
2. Place the thrust pad (221.168-3) over the spindle and leave it lying on
the sleeve (12).
3. Screw on the hexagon nut (13) and in doing so pull the pilot oil
injection valve upwards.
4. Screw the ring bolt (000.143) onto the spindle and completely remove
the pilot oil injection valve. If needs be, fasten the ring bolt to the
cable using the shackle (002.453) and hang onto the lifting tackle.
Carefully pull out the pilot oil injection valve upwards.
Operating sequence 3 - Assembling and fitting the pilot oil valve and delivery pipe
Starting condition
6635
Pilot oil injection valve cleaned and checked. Sealing rings checked and if
needs be replaced.
221.10--01 E
10.97
32/40 DG
103/ 04
Fitting is done in the reverse order to dismantling. In doing so, be aware of

the following points:
1. Place the pilot oil injection valve with the spindle (221.168-3) in the
sleeve.
2. Put on the thrust pad (10) and completely press the pilot oil valve with
the hexagon nuts (9) into the sleeve and pre-combustion chamber
insert (14). Tighten the hexagon nut (9) to the prescribed torque (see
000.30).
work card 000.30
3. Fit the delivery pipe (1) and union nut (2) as well as the delivery pipe
screw fitting (4) to the prescribed torque (see work card 000.30).
000.30
4. Check the delivery pipe connections for tightness.
6635
221.10--01 E
10.97
32/40 DG
104/ 04

Checking
221.11

Brief description
the operating values of the engine. They must be checked at regular
intervals and, if needs be, overhauled or replaced.
checking jet pattern,
checking opening pressure and
checking tightness.
Numb Qualification
Time requ
0.75
Quant Denomination
No.
Availability
1 Pressure tester
221.166
Standard
1 Reducing jaw
221.166--20
Standard
1 Connecting piece
221.166--9
Standard
1 Receptacle for anti--corrosion oil
--
Inventory
--
Standard
--
Standard
1 Anti--corrosion oil
--
Inventory
1 Compressed air max. 15 bar
--
Inventory
Related work cards
6635
221.11--01 E
Work card
Work card
000.30
221.12
04.98
Work card
32/40 DG
101/ 06
Structure and scheme of the pressure tester
1
2
3
4
5
6
Manometer 0-600 bar

Air cock
Filter pressure regulator
Air coupling
Pressure relief valve
High-pressure hose
7
8
10
11
12
Pressure reservoir
Hand valve with stop
Hydraulic pump
Pressure limitation valve
Oil tank
13
14
15
16
Oil pan
Nozzle jet shield
Shield cover
Fixing head
Figure 1. Pressure tester
Legend as in Figure 1
9 Connector piece
Figure 2. Scheme of the pressure tester
6635
221.11--01 E
04.98
32/40 DG
102/ 06
Preliminary remarks
The functional efficiency and setting of the pilot oil injection valve affect the
course of combustion, the operating values and the stress on the pilot oil
injection system. On changes being made to the operating values (ignition
pressure pz, exhaust temperature tA) and to the intervals stated in the
maintenance schedule, the opening pressure, tightness and jet pattern of
the valves affected must be tested. The pressure tester carries out
injection under pressure using uses a high pressure pump and a pressure
reservoir. The device guarantees comfortable working under reproducible
conditions.
Tip! The tool numbers of individual parts in the pressure tester are
made up from the tool number of the pressure tester and the item number
of the individual part (see Figure/scheme).
Example: Tool number of the high-pressure hose: 221.166-6
Operating sequence 1 -- Preparing for the check
Starting condition
Pilot oil injection valve is removed and cleaned externally.

Important! Corrosion protection oil is to be used for spraying the
pilot oil valves as these can then be protected at the same time. Only
absolutely clean corrosion protection oil may be used in the pressure
tester, otherwise faults can arise in the pump or in the valve to be tested.
The fill level in the oil tank (12) must be checked.
Steps
1. Insert jaws (20) into the fixing head (16). Insert the pilot oil injection
valve in the fixing head and tighten evenly using the holder.
2. Screw the connector piece (9) into the pressure pipe connector on
the pilot oil valve and the high pressure hose (6) onto the connector
piece.
3. Place the nozzle receptacle (13-15) under the pilot valve and move it
upwards as far as possible, so that the expected jets meet evenly on
the outer walls of the shield.
Attention! Never let the pilot oil injection valve spray in an open
space, but only in the shield. Fuel jets must not be touched as they
can penetrate skin tissue and cause painful inflammations. Keep naked flames away from the working area. No smoking at all. Remove
the oil vapour by suction if at all possible.
Checking and adjusting injection valves includes the following steps:
checking opening pressure,

checking nozzle bores,
checking specified pressure,
checking tightness,
checking jet pattern.
Operating sequence 2 -- Checking the opening pressure
Steps
1. Press the hand valve (8) down and catch using the built-in lock.
2. Turn the knob on the filter pressure regulator (3) completely to the left
(minus -) and set the air cock (2) to On.
4. Start up the hydraulic pump (10) by turning the knob on the filter
pressure regulator (3) to the right (plus +) and increase the pressure
until the pilot oil injection valve sprays continually. Let the pressure
6635
221.11--01 E
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tester run for approx. 20 seconds, thereby rinsing the pilot oil injection
valve.
Important! The hydraulic pressure must be increased slowly to the
opening pressure otherwise errors in reading off the opening pressure will
occur. In the case of new nozzle elements, at the first spray attempt the
nozzle needle can be stuck fast due to the protection and this must be
removed by forceful rinsing. In the case of injection nozzles which have
already been running, collect hte corrosion protection oil which is polluted
with fuel and do not use for refilling the pressure tester.
Important! To set the opening pressure, the pilot oil injection valve
must be disassembled. The opening pressure is determined by the height
221.12).
of the compensating disk (45) (see work card 221.12
Opening pressure ok?
Decision
Yes - continue with the next step

No - continue with the next step
Operating sequence 3 -- Checking the nozzle bores
Check the jet pattern and/or nozzle bores. All bores must be clear.
At specified pressure -- injection ok?
Decision

No - continue with the next step
Figure 3. Judging jet pattern at specified pressure. At the left -- jet pattern ok, at the
right -- poor jet pattern (figure shows fuel injection valve)
Nozzle bores open?
Decision

No - disassemble the pilot injection valve according to
work card 221.12
Operating sequence 4 -- Checking the tightness
Steps
1. To check the tightness, set the pressure using the knob of the filter
pressure regulator (3) to approx. 10 bar below opening pressure and
leave to stand. The injection nozzle is considered to be tight if no
drips fall within 3 - 5 seconds.
6635
221.11--01 E
04.98
32/40 DG
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Figure 4. Judging tightness. Left - tight, right - dripping
2. Taking into consideration the jet pattern previously observed, a

decision now has to be made according to the following table:
Decision
Tightness ok?
Yes
Yes
Jet pattern ok?

Yes
unsatisfactory
No
Decision
Use
Routine case - continue
Problem case - disassemble
disassemble
- In case 1, the injection valve can be made ready for use.

- In case 2, two situations must be taken into consideration:
Routine case - applies to injection valves which were removed for
routine maintenance work.
Problem case - applies to injection valves which were removed due to
operational difficulties.
In routine cases, one can presuppose that the injection valve will fulfill
the test criteria at higher energy levels. These valves must be sprayed
with the aid of the pressure reservoir.
In problem cases and
- in case 3, the injection valve must be disassembled and overhauled
(see work card 221.03/221.04
221.03 221.04).
Operating sequence 5 -- Spraying the fuel injection valve using the pressure reservoir
In controlling the injection valve using the pressure reservoir, the

behaviour of the valve is imitated under the conditions present in the
engine. The energy supplied corresponds approximately to that in partial
load operation.
Steps
1. Unlock the release lever (8).

3. Using the knob on the filter pressure regulator (3), set the hydraulic
pressure to the specified pressure plus 10 %.
4. When the set pressure is reached, suddenly press the release lever
(8) down and release again immediately. In doing so, check the jet
pattern. This spray procedure must be repeated several times.
Injection procedure with pressure reservoir ok?
Decision
Yes - use
No - disassemble
5. After finishing the checking, set the air cock (2) to Off. Turn the
knob on the filter pressure regulator (3) until it stops (minus - ) and
open the pressure relief valve (5). Loosen the high pressure hose (6)
from the connecting piece (22-26 or 30) and screw out the connecting
piece.
6635
221.11--01 E
04.98
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Tip! Video is available!

Subject: Overhauling injection valves
Duration : 30 minutes
The film is supplied with an accompanying booklet in German (English,
French and Spanish).
6635
221.11--01 E
04.98
32/40 DG
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221.12

Brief description
the operating values of the engine. They must be checked at regular
intervals and, if needs be, overhauled or replaced.
disassembling components,
cleaning components,
adjusting opening pressure,
assembling components.
Quant Denomination
No.
Availability
1 Pressure tester
221.166
Standard
1 Reducing jaw
221.166--20
Standard
1 Thrust pad
221.169
Standard
1 Socket wrench insert 27x12.5L
001.777
Standard
1 Torque wrench
008.017
Standard
1 Cleaning wire
002.713
Standard
1 Clamping chuck
002.701
Standard
--
Standard
1 Wire brush
--
Inventory
1 Spatula (wooden)
--
Inventory
1 Depth gauge
--
Inventory
1 Tank with fuel
--
Inventory
1 Cleaning material (wool)
--
Inventory
1 Towels
--
Inventory
--
Inventory
1 Securing compound
(Loctite 243)
--
Inventory
Related work cards
6635
221.12--01 E
Work card
Work card
000.30
221.11
04.98
Work card
32/40 DG
101/ 07
Preliminary remarks
Important! Injection valves are to be disassembled if the check

according to work card 221.11 revealed dificiencies and if the nozzle
element is to be replaced due to operating hours reached. Disassembly is
effected in the pressure tester.
Operating sequence 1 -- Disassembling the pilot oil injection valve
Steps
1. Wash the pilot oil injection valve in fuel and remove any adhering
coke deposits using the wire brush.
2. Swing the receptacle (13-15) to one side and insert the reducing
jaws (221.166-20) in the fixing head (16).
3. Insert the pilot oil valve with injection nozzle up in the fixing head and
tighten evenly.
4. Carefully lever off the old sealing ring (53) from the nozzle clamping
nut (52); in doing so do not damage the nozzle clamping nut.
Thoroughly clean the bearing surfaces.
5. Carefully loosen the nozzle clamping nut (52).
Important! If there is strong resistance to loosening, then try to
make the thread run again by soaking in fuel and by turning it back and
forth. Do not loosen the nozzle clamping nut using force otherwise the
thread can be chewed up and the parts become unusuable.
6. Screw off the nozzle clamping nut and remove nozzle body (42)
together with adapter (44, paying attention that the parallel pins do
not get lost.
7. Carefully pull the nozzle needle (43) out of the nozzle body and
immerse in the fuel oil for cleaning.
Important! Nozzle needles may under no circumstances be
exchanged from one nozzle body to the other. They are manufactured in
pairs.
8. Remove spring plate (50) with compression spring (49) and
compensating disk (45).
6635
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42
43
44
45
46
49
50
51
52
53
Nozzle body
Nozzle needle
Adapter
Compensating disk
Holder
Compression spring
Spring plate
Parallel pin
Nozzle clamping nut
Sealing ring
Figure 1. Pilot oil injection valve
Operating sequence 2 -- Check the components
Checking the components includes:
the nozzle holes,

the condition of fitting areas/seats,
the movability of the needle,
traces of corrosion on the nozzle clamping nut, and
the nozzle specification.
Tip! Pay particular attention to those sources of defects which led to

unsufficient results during checking the injection valve.
Steps
1. For cleaning the nozzle holes, fix a suitable cleaning wire in the
clamping chuck (002.701) and pierce the nozzle orifices with it (see
Figure 2).
6635
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42 Nozzle body
Figure 2. Cleaning the injection nozzle
2. Examine all components, especially seats and sealing faces, for

damage/traces of wear. Most frequently, damage is found on the
needle seat.
Figure 3. Needle seats checked by means of an endoscope. On the left -- in order,

on the right -- defectiv
Important! Seats and fitting areas may neither be remachined by

hand nor mechanically, since the required precision cannot be obtained
this way.
3. Check whether the nozzle needle in the nozzle body can be moved
easily and without noticeable resistance (see Figure 4).
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42 Nozzle body
43 Nozzle needle
Figure 4. Checking the movability of the nozzle needle
4. Check the nozzle body for traces of corrosion. These may have a
maximum depth of 2.5 mm. Check the nozzle cooling water outlet
temperature, if necessary, increase the temperature to max. 85 C.
5. Read the nozzle specification on the collar of the nozzle body and
compare it with the required specification. For the original
specification, please refer to the engines acceptance records.
Figure 5. Nozzle element. On the left -- nozzle specification, on the right -regeneration marking
6. Exchange damaged parts. In this connection, replace nozzle needle

and nozzle body together, if necessary, have them regenerated by
MAN B&W Diesel AG, Augsburg or Hamburg. Other workshops are
not authorised to carry out this work.
Important! Regenerated nozzle elements are marked with RA or
RH and the date of the regeneration. A repeated regeneration is not
possible.
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13-15 Receptacle
16 Fixing head
60 Hexagon bolt
Figure 6. Pressure tester
Operating sequence 3 -- Setting the opening pressure using compensating disks
Starting condition
The opening pressure stated in work card 221.11 does not lie within the
specified pressure tolerance (see Technical data section).
Steps
1. Determine the height of the compensating disk (45) using micrometer

screw.
2. Calculate the suitable compensation disk height using the following
formula:
The opening pressure of the pilot oil injection valve increases approx.
10 bar per 0.1 mm of compensating disk increase.
3. Use the corresponding compensating disk or compensating disk
combination from reserve parts.
4. After fitting a new compensating disk, check the opening pressure of
the pilot oil valve using the pressure tester.
Operating sequence 4 -- Assembling a pilot oil injection valve
Important! Before assembly, check that the lettering on the pilot oil
injection valve agrees with the specification given in the acceptance record
(No., number of bore holes, bore hole diameter, jet angle).
Starting condition
6635
Pilot oil valve disassembled, all individual parts cleaned, defective parts
replaced.
221.12--01 E
04.98
32/40 DG
106/ 07
Steps
1. Inser reducing jaws (221.166-20) in the fixing head (16) of the

pressure tester.
2. Insert the holder (46) in the fixing head (16) in such a way that the
sealing surface for the adapter (44) points upwards, and tighten
evenly.
3. Insert the compensating disk (45), compression spring (49) and
spring plate (50) in the holder and put on the adapter (44). Watch out
for the parallel pins.
4. Submerge the nozzle needle (43) in clean fuel and insert into nozzle
body; check for smooth movement.
5. Check the nozzle needle stroke between the upper edge of the
nozzle body and the shoulder on the nozzle needle. For specified
value, see Technical data section.
6. Rub the sealing surfaces dry using paper towels. Place the nozzle
body with the nozzle needle onto the holder, watch out for the
position of both parallel pins (51).
7. Place a new sealing ring (53) on the nozzle clamping nut (52).
Place on the thrust pad (221.169) and press in the sealing ring
(see Figure 5).
8. Apply MoS2 lubricant on the threads of the holder and nozzle
clamping nut (52).
9. Screw the nozzle clamping nut onto the holder finger tight and then
000.30).
tighten to the prescribed torque (see work card 000.30
10. When assembly is complete, test the jet pattern, opening pressure
and tightness of the pilot oil injection valve using the pressure tester
(see work card 221.11).
221.11
52 Nozzle clamping nut

53 Sealing ring
Figure 7. Assembling a new sealing ring on the nozzle clamping nut
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Prechamber insert
221.13

Brief description
Prechamber inserts must be checked during maintenance and repair work.
Quant Denomination
No.
Availability
221.160
Standard
1 Support
221.160--1
Standard
1 Thrust pad
221.160--7
Standard
2 Sleeve
221.160--11
Standard
1 Spindle
221.160--14
Standard
1 Cross handle
001.891
Standard
001.752
Standard
--
Standard
Related work cards
Work card
Work card
221.05
221.10
Work card
Operating sequence 1 - Removing the prechamber insert
Starting condition
Pilot oil injection valve is removed.
Steps
1. Screw the spindle (221.160-14) into the prechamber insert (4) to the
stop.
2. Place the thrust pad over the studs (5) and spindle.
4. Hold up the spindle with the socket wrench insert (001.752) and
cross handle (001.891). Pull up the prechamber insert by further
turning the hexagon nut (1).
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2 Cylinder head
3 Sealing ring
4 Prechamber insert
Figure 1. Prechamber when fitted
5. As soon as the prechamber insert is loose, unscrew the hexagon nut

(1), remove the thrust pad (221.160-1) and pull out the prechamber
insert from the cylinder head (2) using the spindle (221.160-14).
6. Clean the prechamber insert and in particular the seating and check
for damage. Insert a new sealing ring (3) in the ring groove.
1
2
4
5
Hexagon nut M20x2

Cylinder head
Prechamber insert
Stud
Figure 2. Prechamber insert with fitted dismantling device
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32/40 DG
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Operating sequence 2 - Fitting the prechamber insert
Starting condition
Seating in the cylinder head cleaned and if needs be finished (see work
card 221.05).
221.05 Prechamber insert cleaned and sealing ring (3) replaced.
Steps
1. Screw the spindle (221.160-14) into the prechamber insert (4) until it
stops.
2. Place the support (221.160-1) over the spindle on the prechamber
insert. In doing so, make sure that the parallel pin (6) is inserted in
the bore hole in the prechamber insert.
Important! The bore hole in the prechamber insert and the parallel
pin (6) in the support (221.160-1) are used for locating the prechamber
insert in the cylinder head
3. Screw the hexagon nut (1) on the spindle and tighten.
4. Insert the prechamber insert with fitted assembly and dismantling
device into the cylinder head and place over studs (5).
5. Screw the hexagon nuts (7) onto the studs and press the prechamber
insert (4) into the cylinder head (2) by alternate pulling of the hexagon
nut (7).
6. At the end of the stud thread, unscrew the hexagon nuts (7), place
the sleeves (221.160-11) over the studs and press the prechamber
insert (4) with the hexagon nuts (7) into the cylinder head until it stops
(see Figure 3).
7. Loosen the hexagon nut (1) and dismantle the spindle (221.160-14).
8. Dismantle the hexagon nuts (7) and dismantle the support
(221.160-1).
1
2
3
4
5
6
7
Hexagon nut M20x2

Cylinder head
Sealing ring
Prechamber insert
Stud
Parallel pin
Hexagon nut
Figure 3. Prechamber insert with fitted assembly device
6635
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Bushes of the pilot oil valve

in the cylinder head
221.14

Brief description
Removal and installation of the pilot oil valve bush in the cylinder head
does not belong to the work specified in the maintenance schedule.
Removal is, e.g., required if the prechamber insert is to be dismantled.
The work/steps consist of:
Numb Qualification
Time [h]
Qty Designation
No.
Availability
1 Extractor
221.177
Standard
1 Feed spindle
221.177--1
Standard
1 Spherical disk
221.177--4
Standard
1 Ball cup
221.177--5
Standard
1 Bridge
221.177--7
Standard
1 Extractor
221.187
Standard
1 Feed spindle
221.187--1
Standard
1 Bridge
221.187--2
Standard
1 Spherical disk
221.187--4
Standard
1 Ball cup
221.187--5
Standard
1 Torque wrench
008.029
Standard
001.911
Standard
001.755
Standard
--
Standard
1 Securing compound
(Loctite 243)
--
Inventory
6635
221.14--02 E
11.01
32/40 DF
101/ 05
Qty Designation
No.
10 O--ring seal
055.09.089
055.09
Related work cards
Work card
Work card
Work card
000.30
221.05
221.10
221.13
1 Stud
(pilot oil valve)
2 Stud
(bush)
3 Nut
4 Cylinder head
5 Sealing ring
6 Upper pilot-oil valve
bush
8 Lower pilot-oil valve
bush
11 Prechamber insert
Figure 1. Pilot-oil valve bushes in installed condition
6635
221.14--02 E
11.01
32/40 DF
102/ 05
Operating sequence 1 -- Removal of the upper pilot-oil valve bush
Starting condition
Pilot-oil injection valve has been removed.

1. Loosen the nuts (3) from the studs (2), and screw them off.
2. Slip the feed spindle (221.177-1) onto the bush (6) und turn it until
the butt straps of the feed spindle are located under the bush collar
(refer to Figure 2 ).
3. Slip the bridge (221.177-7) with thrust bearing (221.177-4/221.177-5)
over the studs (1) and feed spindle (221.177-1).
5. Hold the feed spindle steady by means of the ring spanner (10 A/F).
Pull the bush upwards by continuing to turn the hexagon nut (7).
6. As soon as the bush becomes loose, screw off the hexagon nut (7),
take off bridge and feed spindle, carefully pull the bush further out of
the cylinder head (4) by hand.
7. Clean the upper pilot-oil valve bush as well as the locating bore in the
cylinder head and check them for damage. Insert new sealing rings
(5) in the ring groove.
Steps
4 Cylinder head
6 Upper pilot-oil valve
bush
7 Hexagon nut M16
bush
Figure 2. Upper pilot-oil valve bush with extractor attached
6635
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11.01
32/40 DF
103/ 05
Operating sequence 2 -- Removal of the lower pilot-oil valve bush
Starting condition
Upper pilot-oil valve bush has been removed.

1. Screw the studs (10) into the feed spindle (221.187-1).
2. Turn the hexagon bolt (9) back until the feed spindle can be inserted
into the lower pilot-oil valve bush (8) - see Figure 3 , detail X1.
3. Expand the studs (10) of the feed spindle (221.187-1) by screwing
the hexagon bolt (9) in, and insert them into the cooling bores of the
bush (8) - refer to Figure 3 , detail X2).
4. Slip the bridge (221.187-2) with the thrust bearing (221.187-4/
221.187-5) over studs (1) and feed spindle (221.187-1).
5. Screw the hexagon nuts (7) onto the spindle.
6. Hold the feed spindle steady by means of the ring spanner (10 A/F).
Pull the bush upwards by continuing to turn the hexagon nut (7).
7. As soon as the bush becomes loose, screw off the hexagon nut (7),
take off bridge and feed spindle, carefully pull the bush further out of
the cylinder head (4) by hand.
Steps
4 Cylinder head
7 Hexagon nut M16
bush
9 Hexagon bolt
10 Stud
Figure 3. Lower pilot-oil valve bush with extractor attached
6635
221.14--02 E
11.01
32/40 DF
104/ 05
8. Clean the lower pilot-oil valve bush as well as the locating bore in the
cylinder head and check them for damage. Insert new sealing rings
(5) in the ring groove.
Operating sequence 3 -- Installation of the pilot-oil valve bush
Starting condition
The locating bore in the cylinder head and the pilot-oil valve bushes have
been cleaned, and the sealing rings (5) replaced.
1. Insert the bushes into the locating bore in the cylinder head by hand,
taking care that they are positioned correctly.
Steps
Important! The transverse bores for cooling water in the bush point
towards the cylinder head centre.
2. Screw the hexagon nuts (3) onto the studs (2), and force the bushes
(6 and 8) completely into the cylinder head (4) by alternately
tightening the nuts. In this connection, pay attention to the specified
000.30). Use Loctite 243 for
tightening torque (see work card 000.30
securing the bolts.
6635
221.14--02 E
11.01
32/40 DF
105/ 05
Gas valve
230.01

Carry out the work in time according to the maintenance plan,
check components for condition/wear,
consider the contact pattern/wear.
Brief description
Gas valves must be checked at regular intervals and, if needs be,
overhauled.
Safety requirements
- Operating media system closed/depressurised
Quant Denomination
No.
Availability
1 Tensioning device
230.004
Standard
1 Fork
230.004--1
Standard
1 Thrust bolt
230.004--6
Standard
1 Bow
230.004--9
Standard
1 Torque wrench
008.011
Standard
001.911
Standard
001.755
Standard
000.451
Standard
1 Sliding caliper
--
Inventory
--
Standard
--
Standard
1 Sealing compound
--
Inventory
--
Inventory
6635
230.01--01 E
12.97
32/40 DG
101/ 05
Quant Denomination
No.
1 O--ring seal
230.01.003
230.01
1 O--ring seal
230.01.A09
230.01
1 Spacer disk
230.01.008
230.01
Related work cards
Work card
Work card
Work card
000.30
1
2
3
4
5
6

Gas pipe
Adapter
Charge-air pipe
Gas valve drive
7
8
9
10
11
12

Connection
Gas valve casing
O-ring seal
Cylinder head
Gas valve cone
13 Spring plate
17 Valve cone piece
20 Spacer disk
J Valve clearance
Gas valve - gas valve
drive
Figure 1. Fitted gas valve
6635
230.01--01 E
12.97
32/40 DG
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Operating sequence 1 - Check the valve clearance on the gas valve
Starting condition
Gas pipe (2) closed and depressurised. All connections dismantled from
the gas valve (6) and/or gas valve drive.
Steps
1. Remove connection (8) from the gas valve casing (9), looking out for
the sealing ring.
2. Screw out the hexagon socket screw (7) and remove the gas valve
drive (6).
3. Measure the distance between gas valve cone (12) and gas valve
casing (9), noting down the exact value.
4. Measure the distance between tappet and casing on the gas valve
drive (6), noting down the exact value.
5. Based on the two values, calculate the necessary dimension for the
spacer disk (20) and compare it with the real dimension of the spacer
disk. If need be, adjust the dimension of the spacer disk.
6
9
11
19
Gas valve drive

Gas valve casing
Cylinder head
Hexagon nut
Figure 2. Gas valve with drive
Operating sequence 2 - Dismantling the gas valve drive and the gas valve
Starting condition
Gas pipe (2) closed and depressurised. All connections dismantled from
the gas valve (6) and/or gas valve drive.
Steps
1. Remove connection (8) from the gas valve casing (9), looking out for
the sealing ring.
2. Screw out the hexagon socket screw (7) and remove the gas valve
drive.
3. Screw out the hexagon socket screw (1) and the hexagon socket
screw (4) and remove the adapter (3).
4. Unscrew the hexagon nut (19) and pull the complete gas valve casing
from the cylinder head. Look out for the sealing ring (10).
6635
230.01--01 E
12.97
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9
10
12
13
14
Gas valve casing

O-ring seal
Gas valve cone
Spring plate
Compression spring
Figure 3. Gas valve with fitted tensioning device
Operating sequence 3 - Disassembling the gas valve
Starting condition
Gas valve removed and cleaned externally.
Steps
1. Remove the sealing ring (10) and replace with a new one.
2. Assemble the tensioning device from fork (230.004-1), pressure
screw (230.004-6), disk (15), clamp (230.004-9) and retaining
ring (16) (see Figure 3).
3. Mount the tensioning device (230.004) onto the gas valve and press
down the spring plate (13) with the pressure screw (230.004-6), until
the valve cone (17) can be removed (see Figure 4).
4. Press back the pressure screw (230.004-6) and thus release the
compression spring (14).
5. Dismantle the tensioning device, remove the spring plate (13) with
the compression spring (14) and pull out the valve cone (12).
6. Remove the sealing ring (18) from the lower spring plate and replace
with a new one.
7. Clean all individual parts and check for damage and wear.
8. Check the valve seats on the valve cone and/or on the gas valve
casing (9) by means of the touching test.
6635
230.01--01 E
12.97
32/40 DG
104/ 05
9
12
13
14
15
16
17
18
Gas valve casing

Gas valve cone
Spring plate
Compression spring
Disk 22x8x4
Retaining ring 8x0,8
Valve cone piece
O-ring seal
Figure 4. Removing and fitting the valve cone pieces
Operating sequence 4 - Assembling/fitting the gas valve
Starting condition
New sealing rings (10 and 18) fitted with non-corrosive grease in the lower
spring plate or gas valve casing. All components cleaned and if need be
replaced.
The assembly of the gas valve is done in the reverse order to the
dismantling. In doing so, be aware of the following points:
Steps
1. Press the spring plate (13) with the tensioning device (230.004) down
until the valve cone pieces (17) can be fitted.
2. Make sure that the valve cone pieces are correctly inserted in the
groove on the gas valve cone.
3. Insert the gas valve in the cylinder head (11), looking out for the
sealing ring (10). Tighten the hexagon nuts (19) to the prescribed
torque (see work card 000.30).
000.30
4. Mount the gas valve drive with all connections and check for
tightness.
5. Fit the connection (8) in the gas valve casing using Rhodorsil sealant.
6635
230.01--01 E
12.97
32/40 DG
105/ 05
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
280...--03 E
05.98
101/ 01
Checking charge air pipe with

explosion protection
Checking
280.01

Brief description
The charge air pipe as well as the temperature sensor and explosion
protection must be checked at regular intervals and, if needs be,
overhauled.
Safety requirements
- Engine shut--down
Quant Denomination
No.
Availability
1 Ratchet
008.023
Standard
001.755
Standard
001.754
Standard
--
Standard
1 Sealing compound
--
Inventory
Operating sequence 1 - Check temperature sensor
Starting condition
Gas pipe closed and depressurised, engine stopped.
Steps
1. Check the function of the temperature sensor (2).

2. If needs be, remove defective temperature sensor and replace with a
new one.
3. Clean the angular thermometer (1).
6635
280.01--01 E
11.97
L 32/40 DG
101/ 03
1 Angular thermometer
2 Temperature sensor
3 Intermediate flange
4 Hexagon screw
5 Coupling
6 Charge air pipe section
7 Explosion protection
Figure 1. Charge air pipe with fitted monitoring devices
Operating sequence 2 - Dismantle and/or strip down the explosion protection
Starting condition
Gas pipe closed and depressurised, engine stopped.
Steps
1. Screw out the fixing screws (10) and carefully remove the explosion
protection, look out for the seal (11).
2. Place the explosion protection on the work bench, check the state of
the seal elements and ease of movement; if needs be strip down and
clean the explosion protection.
3 Intermediate flange
5 Coupling
6 Charge air pipe section

8 Hexagon screws
9 Cover
10 Fixing screws
11 Seal
Figure 2. Charge air pipe with explosion protection
6635
280.01--01 E
11.97
L 32/40 DG
102/ 03
Stripping down the explosion

protection
3. Carefully screw out the hexagon screws (8).

Attention! Disk springs are under tension
4. Remove the cover (9), disk springs (13), fire protection plate (12) and
valve disk (14) and O-ring seal (15).
5. Clean all individual parts and check for damage. If needs be, replace.
Important! On replacing or renewing the O-ring seal (15), this must
be glued into the ring groove.
Operating sequence 3 - Assembling and/or fitting the explosion protection
Starting condition
All individual parts cleaned, damaged parts replaced.
8
9
10
11
8
9
12
13
14
15
16
Hexagon screws
Cover
Fixing screws
Seal
Hexagon screw
Cover
Flame protection plate
Disk springs
Valve disk
O-ring seal
Distance sleeve
Figure 3. Explosion protection
The assembly of the explosion protection is carried out in reverse order to

stripping down. In doing so, make sure that on screwing in the hexagon
screws (8) or the fixing screws (10) new lock washers are generally used.
Steps
1. On fitting the explosion protection on the charge air pipe, look out for
the seal (11), and if needs be use a new one.
2. Screw in the fixing screws (10) fingertight and tighten cross-wise.
Operating sequence 4 - Checking the charge air pipe
Steps
1. Check the complete charge air pipe for tightness.

2. Check all the couplings of the charge air pipe for correct screw
000.30).
tightness (see work card 000.30
6635
280.01--01 E
11.97
L 32/40 DG
103/ 03
Exhaust pipe
with explosion protection
Checking
289.01

Brief description
The exhaust pipe and the explosion protection must be checked at regular
intervals and, if needs be, overhauled.
Quant Denomination
No.
Availability
1 Ratchet
008.023
Standard
001.757
Standard
001.754
Standard
--
Standard
--
Standard
Related work cards
Work card
Work card
Work card
000.30
Operating sequence 1 - Checking and disassembling the exhaust pipe
Starting condition
Casing of the exhaust pipe dismantled at corresponding points.
Steps
1. Check exhaust pipe for tightness at flange connections and

compensators.
Tip! Exhaust pipes which are not tight will have black colouring on the
insulation at the corresponding points.
2. Screw the ring bolts (000.142) into the eyes (12) on the exhaust pipe
section (6) and fasten to the lifting tackle using the cable.
3. Unscrew the hexagon nuts (3) and strip down the tension coupling
(2). Dismantle the flange screw connection (13).
6635
289.01--01 E
11.97
L 32/40 DG
101/ 04
4. Slowly pull the exhaust pipe section upwards. In doing so, do not
damage the compensators.
5. Dismantle the remaining exhaust pipe sections and compensators.
6. Clean the exhaust pipe sections and compensators.
Operating sequence 2 - Assembling the exhaust pipe
Starting condition
The assembly of the gas valve is done in the reverse order to the
dismantling. In doing so, be aware of the following points:
Steps
1. On fitting the compensators, make sure of the correct location

(protecting tube on the inside in the direction of flow, see Figure;
item X).
2. Tighten the tension couplings (2) and flange screw connections (13)
000.30).
to the prescribed torque (see work card 000.30
Caution! After damage to a piston or valve, check the exhaust
pipe for possible foreign bodies. Fragments can be pulled into the
turbine by the flow of exhaust and cause serious damage.
1 Connecting piece
2 Tension coupling
3 Hexagon nut
4 Compensator
6 Exhaust pipe section
7 Turbocharger
9
11
12
13
Cylinder head
Direction of flow
Eye
Flange screw connection
Figure 1. Exhaust pipe
6635
289.01--01 E
11.97
L 32/40 DG
102/ 04
6
8
9
10
13
Exhaust pipe section

Hexagon screw
Cylinder head
Casing
Flange screw
connection
Figure 2. Exhaust pipe (cross-section)
Operating sequence 3 - Remove and/or disassemble the explosion protection
6 Exhaust pipe section

10 Casing
13 Flange screws
14 Fixing screws
15 Cover
16 Hexagon screws
17 Seal
18 Seal
Figure 3. Exhaust pipe with explosion protection
Starting condition
Engine stopped, exhaust pipe casing dismantled at the corresponding

points.
Steps
1. Screw out the fixing screws (14) and carefully remove the explosion
protection, look out for the seal (18).
6635
289.01--01 E
11.97
L 32/40 DG
103/ 04
Stripping down the explosion

protection
2. Place the explosion protection on the work bench, check the state of
the seal elements and ease of movement, if needs be strip down and
clean the explosion protection.
3. Carefully screw out the hexagon screws (16).
Attention! Disk springs are under tension
4. Remove the cover (15), disk springs (23), fire protection plate (19)
and valve disk (21) and O-ring seal (20).
5. Clean all individual parts and check for damage. If needs be, replace.
Important! On replacing or renewing the O-ring seal (20), this must
be glued into the ring groove.
Operating sequence 4 - Assembling and/or fitting the explosion protection4
Starting condition
All individual parts cleaned, damaged parts replaced.
Steps
The assembly of the explosion protection is carried out in reverse order to

stripping down. In doing so, make sure that on screwing in the hexagon
screws (16) or the fixing screws(14) new lock washers are generally used.
1. On fitting the explosion protection on the charge pipe, look out for the
seal (18), and if needs be use a new sealing ring.
2. Screw in the fixing screws (14) fingertight and tighten cross-wise.
15
16
19
20
21
22
23
Cover
Hexagon screw
Flame protection plate
O-ring seal
Valve disk
Distance sleeve
Disk springs
Figure 4. Explosion protection
6635
289.01--01 E
11.97
L 32/40 DG
104/ 04
Lube oil and cooling water pump

(attached to engine)
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
300...--03 E
05.98
101/ 01
Lube oil pump

300.01

Brief description
Lubricating--oil pumps require little or no maintenance. But if operating
problems occur, it is necessary to check the individual components for
damage, and replace them if necessary. If there is damage to the
bearings, replace the entire pump.
Numb Qualification
Time [h]
1 Assistant
Qty Designation
No.
Availability
1 Forcing--off device
009.340
Optional
1 Counterbrace
009.340--11
Optional
009.331
Optional
009.331--3
Optional
1 Pipe
009.331--6
Optional
1 Forcing--off disk
009.331--8
Optional
1 Forcing--off bolt
009.331--9
Optional
1 Torque wrench
008.011
Standard
1 Torque wrench
008.017
Standard
1 Power amplifier
008.030
Standard
1 Adapter 12.5x20
001.927
Standard
1 Adapter 25x20
001.924
Optional
1 Adapter 20x12.5
001.923
Standard
1 Cross handle
001.892
Optional
1 Cross handle
001.891
Standard
6682
300.01--04 E
02.00
32/40, 40/54, 48/60, 58/64
101/ 04
Qty Designation
No.
Availability
001.804
Optional
001.753
Standard
001.759
Standard
000.293
Standard
--
Standard
1 Depth gauge
--
Inventory
2 Threaded rod
--
Standard
--
Inventory
1 Collecting tank
--
Inventory
--
Inventory
1 Sealing compound
--
Inventory
Related work cards
Work card
Work card
Work card
000.30
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
19
20
22
23
Drive cover
Blank flange
Pump casing
Ring seal
Ring seal
Bearing unit (two-part)
Hexagon-head bolt
Valve casing
Valve head
Compression spring
Ring seal
Hexagon-head screw
Valve bonnet
Screw plug
Adapter disk
Drive shaft
Impeller axle
Sleeve
Hexagon-head bolt
Figure 1. Lubricating-oil pump (two-stage)
6682
300.01--04 E
02.00
32/40, 40/54, 48/60, 58/64
102/ 04
1 Nut
2 Drive gear-wheel
24 Cap screw
A Spacing
Figure 2. Forcing-off device for gear-wheel of lubricating-oil pump
Introductory remarks
The lube-oil pump consists of two separate pumps of identical construction, which are connected by means of the adapter disk (17).
Operating sequence 1 -- Removing and disassembling the lubricating-oil pump
1. Disconnect the pipes and blank flanges (4) from the lube-oil pump,
allowing the oil to drain into the tank. Be careful not to damage
gaskets and ring seals.
2. Sling the pump from the lifting tackle with a rope, and tauten the
rope.
3. Unscrew the fastening screws on the drive cover (3), remove the
pump carefully, and set it down on a wooden rest.
4. Remove the cap screw (24) that secures nut (1) with the screwdriver
(000.293).
5. Mount the forcing-off device (009.331-3) on the drive gear-wheel (2),
slide the pipe (009.331-6) on, and unscrew nut (1).
6. Force off the drive gear-wheel, using the forcing-off device and the
forcing-off disk (009.331-8).
7. Loosen and unscrew the hexagon-head bolts (23) between the pump
casing (5) and the adapter disk (17).
8. Separate Pump 2 from Pump 1, being careful not to damage the
cylindrical pins. Remove the adapter disk (17).
9. Loosen and unscrew the hexagon-head bolts (23) between the pump
casing (5) and the drive cover (3).
10. Mark the drive shafts (19), impeller axles (20), and bearing units (8)
on both pumps, so that they can be re-installed in the same position.
11. Remove the drive shafts, impeller axles, and bearing units.
12. Remove the taper pins on the drive cover (3) with suitable equipment,
and remove the drive cover with the bolted-on bearing unit.
13. Unscrew the hexagon-head bolts (9) and separate the pressure relief
valve from Pump 2, being careful not to damage the cylindrical pins).
Steps
Important! Only disassemble the pressure relief valve if it malfunctions. In that case, proceed as follows:
6682
300.01--04 E
02.00
32/40, 40/54, 48/60, 58/64
103/ 04
14. Unscrew two opposite hexagon-head screws (14) on the valve cover
(15), and replace them by two M8-size threaded spindles, about 100
mm long.
15. Screw two M8 hexagon nuts all the way onto the two spindles, until
they rest against the valve cover, and unscrew the other hexagonhead screws.
16. Relieve the initial tension of the compression springs (12) by backing
off the two M8 hexagon nuts uniformly; steady with the two threaded
spindles.
17. Remove the valve cover (15) and the compression spring (12) with
valve disk (11).
Important! Do not unscrew the screw plug (16). Do not unscrew or
re-adjust the lock screw.
18. Clean all parts, and check them for damage; check the appearance
and wear of the bearing and sliding surfaces. Replace all ring seals,
gaskets, and spring washers.
Attention! If there is damage to the bearings, replace the entire
lube-oil pump.
Operating sequence 2 -- Assembling and mounting the lubricating-oil pump
All parts cleaned and checked. All ring seals, gaskets, and spring washers
replaced.
Assembly and mounting are done by analogy to disassembly and removal,
in reverse order. Mind the following points:
Starting condition
1. Lubricate all moving parts with oil.

2. Do not change the setting of the pressure-relief valve (opening pressure set to 7.5 bars).
3. Do not insert paper gaskets between the drive cover, casing, and
pressure-relief valve.
4. Coat the threads of the hexagon-head bolts (9, 23) with oil, screw
them in not forgetting the spring washers (circlips) and tighten
000.30).
with the specified tightening torque (see Work Card 000.30
5. If Pump 2 is mounted onto Pump 1, make sure that the teeth of the
drive shafts (19) engage correctly.
6. Check the entire pump for ease of movement.
7. To remount the drive gear-wheel (2), place it on the lightly oiled tapered section of the drive shaft (19), mount the forcing-off device
(009.331-3), and slide the pipe (009.331-6) on.
8. Oil nut (1), screw it onto the drive shaft (19), and tighten it with the
specified initial torque (see Work Card 000.30).
000.30
9. Measure and note down the distance (A) between the end face of the
drive shaft (19) and the nut (1) with a depth gauge.
10. Tighten the nut with the specified tightening torque (see Work Card
000.30).
000.30 Repeat the measurement according to Item 9, and compare
the two values.
The spacing (A) must have increased by 0.6 mm to 1.5 mm.
11. Secure the nut (1) by tightening the cap screw (24) firmly.
12. Before installing, clean the sealing surface between the pump and
engine and coat it with Hylomar SW32M sealant.
13. Fill the pump with oil.
14. Connect the pipes (unpressurized) to the pump, and screw on the
blank flanges (4).
15. When starting the engine, check the pump and piping for leaks and
noises. Loud noises indicate that the lube-oil pump is aspirating air,
so that the pump does not deliver at full capacity and cavitation may
occur.
6682
300.01--04 E
02.00
32/40, 40/54, 48/60, 58/64
104/ 04
Lube oil pump

Assessing the individual components
300.02

Brief description
Lubricating--oil pumps require little or no maintenance. But if operating
problems occur, it is necessary to check the individual components for
damage, and replace them if necessary. If there is damage to the
bearings, replace the entire pump.
Numb Qualification
Time [h]
Qty Designation
No.
Availability
000.451
Standard
1 Micrometer (outside)
--
Inventory
--
Inventory
1 Abrasive (emery cloth K400)
--
Inventory
1 Oil stone
--
Inventory
1 Sealing compound
--
Inventory
Related work cards
Work card
Work card
Work card
300.01
6682
300.02--01 E
06.00
32/40, 40/45, 40/54, 48/60, 58/64
101/ 05
Preliminary remarks
These criteria are provided for the evaluation of wear parts on lube oil
pumps. The stated criteria are to render it possible to decide which
components of the gear pump can further be used and which not.
The criteria for the evaluation regarding re-usability are based on the
assumption that the operating conditions of the lube oil pump do not
change during the course of the operating time. This especially applies to
quality and cleanliness of the lubricant used, its treatment and the
occurring maximum temperatures and loading of the pumps.
Components, the re-usability of which is uncertain, are to be replaced in
principle or the time interval to the next pump inspection is to be shortened
in order to rule out the risk of an unexpected pump failure.
Already for the removal of components, proper tools are to be used, in
order to avoid that parts are damaged during dismantling.
The parts to be inspected are to be cleaned thoroughly after removal.
During the assembly of the pump, it is important, beside scrupulous
cleanliness, to make sure that all the re-used components are remounted
as originally positioned within the pump.
Criteria for the evaluation of wear parts on lube oil pumps
1. Seals
On principle, seals are to replaced by new ones every time the lube oil
pump is dismantled.
Grooves, in which O-ring seals are positioned, have to be cleaned
thoroughly and checked for foreign body or damage on the groove edges.
Minor edge damage can manually be smoothed out by means of emery
cloth (grain size 400 according to DIN 69176, part 1 or finer) and a
scraper.
Residues from liquid sealing have to be removed completely before the
pump can be remounted using a new sealing agent.
2. Gear shafts
2.1 Tooth system
1 Tooth flanks
2 Axial butting face
3 Crest of the tooth
Figure 1. Gear shaft
The replacement of gear shafts due to damage in the area of the tooth
system is only necessary if it is determined that material has broken off the
crest of the tooth > 3 mm in longitudinal direction.
Further use of the gear shafts is possible in case of
- scores or scratches on tooth flanks, even if they can be distinctly seen
or felt. Sharp-edged burrs on the tooth system which might exist,
6682
300.02--01 E
06.00
32/40, 40/45, 40/54, 48/60, 58/64
102/ 05
especially on the crests of the teeth, should, as far as possible, be

removed or smoothed by means of a scraper, oil stone or emery cloth
to such an extent that a smooth meshing of theeth with the second
gear shaft is possible, if such a gear shaft is to be re-used.
- individual indentations < 1 cm2 on tooth flanks.
- chip-off of material particles < 1 cm2 in the area of the transition
between axial butting face and tooth flank
2.2 Bearing journal
4 Bearing journal
Figure 2. Bearing journal
Further use of the gear shafts is not possible due to damage in the area of
the bearing journal if
- scores, scratches or chip-offs are found on the bearing journal which
are so deep that they can be made out by touching with the finger nail
or the tip of a pencil.
- material changes due to overheating or distinct blue discolorations are
found on the bearing journals.
2.3 Axial butting faces
2 Axial butting faces

Figure 3. Front surface of the gear shaft
A further use of the gear shaft and/or bearing support due to damage in
the area of the axial butting faces is not possible if
- scores or scratches are found on the axial butting faces which are so
deep that they can be made out by touching with the finger nail or the
tip of the pencil.
Important! Gear shaft and bearing support are adapted to each
other. It is, therefore, not possible here to replace individual components.
It is recommended to replace the lube oil pump and to have the damaged
one repaired by MAN B&W Diesel or by an authorised service center.
6682
300.02--01 E
06.00
32/40, 40/45, 40/54, 48/60, 58/64
103/ 05
3. Bearing bushes
3.1 Structure and wear characteristics
The bearing bushes of the lube oil pumps consist of a steel bush onto
which a bronze layer is sintered. The bronze layer contains a mixture of
PTFE and lead in the pores in way to the shaft which form a grey-green
glimmering slide layer as against the bearing journal of the gear shaft.
During the course of pump operation, the slide layer is gradually worn off
and the bronze layer lying underneath becomes more and more visible.
After a short running-in phase, during the course of which slight deposits
from the slide layer may occur on the bearing journal (harmless), the slide
layer is further worn off approximately analogously to the operating time, if
the stresses acting on the bearing and the operating conditions remain the
same.
3.2 Visual inspection of the bearing bushes
6 Bronze layer
7 Slide layer
Figure 4. Bearing bush in new condition
The bearing bushes are to be replaced when on approx. 70% of the

internal face of the bush the metallic bronze layer is visible.
Further use of the bearing bush is possible if
- the visible bronze portion is less than 35% of the running surface.
- the bearing bushes are otherwise in a good condition, i.e. there are
neither scratches nor scores which penetrate the grey-green slide layer
down to the bronze layer.
- the next maintenance interval corresponds to the operatingt time of the
preceding maintenance interval.
3.3 Bearing bush assessment based on the measurement of the

bearing clearance
A Inner diameter of the

bearing bush
B Outer diameter of the
bearing journal
Figure 5. Diameter for determining the bearing clearance
If there is uncertainty concerning the assessment of the wear condition

based on visible indicators, the measurement of the bearing clearance can
6682
300.02--01 E
06.00
32/40, 40/45, 40/54, 48/60, 58/64
104/ 05
provide more precise information regarding the condition of the bush.

For this purpose, the inner diameter (A) of the bearing bushes and the
outer diameter (B) of the appertaining bearing journals (4) have to be
mesasured.
Further use of the bearing bush is possible if
- in case of a shaft diameter of 60 mm: A -- B < 0.36 mm
- in case of a shaft diameter of 50 mm: A -- B < 0.34 mm
C,D Measuring level

Figure 6. Measuring levels for determining the bearing clearance
Important! Measuring the diameter has to be carried out at both

measuring levels (C, D) of the bearing bush and bearing journal. In case
the limiting value for further use is exceeded, even if this is only the case
on one of the two front surfaces, the bush has to be replaced.
3.4 Evaluation of the bearing bushes regarding scores or scratches
Individual scores and scratches, which are located within the grey-green
slide layer, permit the further use of the bearing bushes, unless the
assessment criterion mentioned under 3.2 is not complied with.
In case, however, there are scores or scratches in the internal face of the
bush which distinctly extend into the bronze layer or into the steel jacket,
the bushes have to be replaced.
6682
300.02--01 E
06.00
32/40, 40/45, 40/54, 48/60, 58/64
105/ 05
Cooling water pump

350.01

Brief description
Cooling water pumps are, to a large extent, maintenance free. Should,
however, operating problems occur, it is necessary to check the individual
components for damage and to replace them, if necessary.
Qty Designation
No.
Availability
350.011
Optional
1 Forcing--off bolt
350.011--1
Optional
1 Forcing--off disk
350.011--3
Optional
009.331
Optional
009.331--3
Optional
1 Pipe
009.331--6
Optional
1 Forcing--off disk
009.331--8
Optional
1 Forcing--off bolt
009.331--9
Optional
1 Torque wrench
008.011
Standard
002.162
Standard
001.911
Standard
001.758
Standard
001.757
Standard
--
Standard
--
Standard
1 Securing compound
(Loctite 243)
--
Inventory
1 Sealing compound
--
Inventory
--
Inventory
6629
350.01--07 E
01.02
32/40
101/ 05
Related work cards
Work card
Work card
Work card
000.30
Operating sequence 1 -- Removal and disassembly of the cooling water pump
Starting condition
The cooling water has been cut off and drained from the cooling water
pump, the engine has been secured against inadvertent starting.
3
4
5
6
8
10
11
12
13
15
16
Shaft
Bearing casing
Roller bearing
Snap ring
Roller bearing
Seal
Screw plug
Hexagon nut
Washer
Wheel nut
Impeller
17
18
19
20
21
22
33
34
35
36
A
Seal
Flange
Volute casing
Screw plug
Hexagon nut
Washer
Gearwheel
Washer
Hexagon bolt
Hexagon bolt
Gap dimension
Figure 1. Cooling water pump
Steps
1. Loosen oil and water pipes from the cooling water pump and remove
them, paying attention to the seals.
2. Attach cooling water pump to lifting tackle by means of rope, and
tighten the rope.
3. Loosen the hexagon bolts (36) and screw them out.
4. Force off the cooling water pump by means of two hexagon bolts with
pin (M16), take it off carefully and place it onto wooden pad.
6629
350.01--07 E
01.02
32/40
102/ 05
5. Loosen the hexagon nuts (12), screw them off and take off the inlet
flange (18), paying attention to the washers (13) and sealing ring
(17).
6. Loosen the hexagon nuts (21), screw them off, and take off the volute
casing (19). Pay attention to the seal (10) and the washer (22).
7. Loosen the wheel nut (15), holding up at the gearwheel (33) by
means of the forcing-off device (009.331-3) - refer to Figure 3 .
Tip! Depending on the sense of rotation of the cooling water pump, the
wheel nut has a right-hand or a left-hand thread.
8. Using the forcing-off device (350.011), pull off the impeller (16) refer to Figure 3 .
9. Remove the slide seal ring (25 - 27), paying attention to the individual
parts.
3
4
16
25
26
27
30
Shaft
Bearing casing
Impeller
Slide seal ring
Thrust ring
Seat ring
Shaft seal
Figure 2. Set of shaft seals
4 Bearing casing
16 Impeller
and/or M10x90
32 Hexagon bolt
M10x120/M16x100/
M10x90
33 Gearwheel
Figure 3. Removal of the impeller
10. Loosen the hexagon bolt (35), holding up by means of the forcing-off
device (009.331-3) - refer to Figure 4 .
11. Force off the gearwheel (33) - refer to Figure 4 .
12. Take off the snap ring (6) and remove shaft (3) including roller bearing (5).
13. Remove the shaft seal (30), if necessary.
14. Check ball bearings (8 and 5), replace them if necessary.
15. Clean all parts, check them for wear, renew damaged or worn parts.
6629
350.01--07 E
01.02
32/40
103/ 05
3 Shaft
4 Bearing casing
32 Hexagon bolt
33 Gearwheel
34 Washer
35 Hexagon bolt
Figure 4. Removal of the gearwheel
Operating sequence 2 -- Assembly and mounting of the cooling water pump
Starting condition
For assembly resp. mounting, proceed in the reverse order followed for
removal resp. disassembly, observing the following items:
1. Install the shaft (3) prior to fitting the shaft seal (30), in case it had
been removed.
2. When installing the shaft seal, observe the following items (3 - 5):
3. Check the sealing lip for damage, remove any impurities.
4. Grease the shaft seal and knead it somewhat by hand.
5. Install the shaft seal correctly (the sealing lip must point towards the
ball bearing). Make sure that the sealing lip is not damaged.
6. Mount the gearwheel (33) as follows (items 7 - 11):
7. Slightly oil the shaft cone and push the gearwheel on so that it fits
snugly.
Important! Use light oil! The gearwheel will only fit firmly on the
shaft cone after displacement of the oil film.
8. Oil the hexagon bolt (35), slip on the washer (34), screw them in together and tighten to the specified preliminary torque (see work card
000.30).
000.30
9. Measure the gap (A) between gearwheel and bearing casing (4), and
note down the value.
Important! During measuring, the axial clearance must always be
on the same side, pull the shaft out to contact!
10. Tighten the hexagon bolt to the specified final torque (see work card
000.30).
000.30
11. Repeat the measurement according to item 9, and compare both
values. Gap (A) must have been reduced by 0.8 to 0.9 mm.
12. Apply Hylomar sealing compound to the sealing face between volute
casing (19) and bearing casing (4), and mount the volute casing.
13. Check shaft running surface and seat of sealing ring in the bearing
casing for cleanliness, and install the slide seal ring (25 - 27) as described below (items 14 - 15):
6629
350.01--07 E
01.02
32/40
104/ 05
14. Press the seat ring (27) into the slightly oiled seat in the bearing casing.
15. Apply vegetable oil to the shaft and the bore hole of the slide seal
ring (25), and slip the thrust ring (26) together with the slide seal ring
onto the shaft (refer to Figure 4 ) until the thrust ring contacts the
seat ring.
Important! Do not damage or scratch the sealing faces. Do not let
the shaft seal run dry. Fill the pump with water prior to taking it into operation!
16. Mount the impeller (16) as follows (items 17, 18):
17. Clean and dry shaft and impeller cone, do not oil them! Slip on the
impeller.
18. Apply Loctite 242 to thread and nut contact face, screw on the wheel
nut (15), and tighten to the specified torque and angle of torsion (see
000.30).
work card 000.30
19. Check shaft for ease of motion.
20. Apply Hylomar sealing compound to the sealing face between bearing casing (4) and cylinder crankcase prior to attachment to the engine.
21. Prior to connecting the water pipe, fill the cooling water pump with
water.
22. After a short period of operation, check cooling water pump and pipe
connections for tightness.
6629
350.01--07 E
01.02
32/40
105/ 05
Charge air cooler
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
322--03 E
05.98
101/ 01
Charge air cooler

Checking, cleaning on the air-- side
322.01

Brief description
The charge air cooler has a decisive influence on the operating values and
thus the performance of the engine. It is, therefore, necessary to check
and clean the charge air cooler at regular intervals.
The work/work steps comprise:
checking of the operating values,
mounting of the blind flanges,
restoring after cleaning and discharge of the cut--off room.
Safety requirements
Qty Denomination
No.
Availability
1 Cleaning device
322.048
Standard
1 Blind flange
322.049
Standard
1 Flange with seal
322.040
Standard
1 Flange with seal
322.038
Standard
1 Cleaning device
322.052
Standard
1 Flange with seal
322.053
Standard
5 Screw plug DIN 910--M22 x 1.5
--
Standard
5 Seal DIN 7603--A22 x 27
--
Standard
--
Standard
--
Inventory
1 Sealing compound
--
Inventory
Operating sequence 1 -- Checking the operating values
Check cooling water inlet and outlet temperatures during operation. At the
same time, record charge air temperature upstream and downstream of
the cooler, note down differential pressure for the same load point in the
upper load range regularly in order to have the output of the cooler under
control at all times.
6629
322.01--03 E
11.98
L 32/40
101/ 04
Cleaning on the air side of the charge air cooler is necessary whenever
the differential pressure in the upper load range reaches 800 mm water
column. This value applies to one-stage and two-stage charge-air coolers.
Connections for a differential pressure measuring device are available
upstream and downstream of the charge air cooler. Instead of the screw
plugs, quick-acting clutches can be provided.
Operating sequence 2 -- Mounting of the blind flanges
1
2
3
4
5
6
7
8
9
Turbocharger
Hexagon head bolt
Hexagon nut
Axial compensator
Diffuser
Air inlet casing
Charge air cooler
Hexagon head bolt
Connection plate
9298* Ventilation
* Connection numbers
corresponding to
charge air cooler
cleaning system
Figure 1. Cutting off the charge air cooler (illustration shows in-line engine)
Starting condition
For the execution of the cleaning process, refer to proper system and
operation descriptions.
Attention! Secure engine against inadvertent starting.
Steps
1. Remove all connections from the terminal plate (9) and lock threads
with screw plugs M22 x 1.5 resp. G 1/2 and seal.
Attention! If this point is omitted, cleaning fluid passes to the
turbocharger during the cleaning process. This would necessitate
disassembly of the turbocharger.
2. Remove hexagon head bolts (2) with hexagon nuts (3) and insert
blind flange (322.049) between axial compressor (4) and connecting
flange of the turbocharger (1) (seal is situated at the axial
compensator) and screw-connect the flange connection again.
3. Loosen pipe coupling (11) and shift it laterally (in the opposite
direction to the charge air cooler).
6629
322.01--03 E
11.98
L 32/40
102/ 04
4. Remove connection piece (10) downstream of the charge air cooler

and screw flange (322.038) with seal and hexagon head bolt (8) onto
charge air cooler (see Figures 1 and 3).
5. Remove air blow-by pipe resp. blind flange, on engines without air
blow-by pipe, from connection (9271) and mount flange (322.040)
with seal (see Figure 2).
6. On engines with charge air blow-off device, the flange (322.053) with
seal has to be mounted in addition (see Figure 1).
7. Remove condensed water drainage pot (13) from connection (9299)
and place a suitable receptacle underneath the connection (9299).
1
6
7
13
Turbocharger
Air inlet casing
Charge-air cooler
Condensed water
drainage pot
9271*Connection for air

blow-by pipe
9299* Drain for cleaning fluid
* Connection numbers
corresponding to the
charge air cooler
cleaning system
Figure 2. Mounting of the blind flanges (illustration shows in-line engine)
7
8
10
11
12
Charge air cooler

Hexagon head bolt
Connecting piece
Pipe coupling
Charge-air pipe
Figure 3. Loosening of the connection charge air cooler - charge air pipe (illustration shows in-line engine)
6629
322.01--03 E
11.98
L 32/40
103/ 04
Operating sequence 3 -- Re-equipment after cleaning and discharge of the cut-off room
For re-equipment, proceed in the reverse order followed for mounting the
blind flanges, paying attention to the following points:
1. After removal of the flanges (322.049 and 322.038) inclusive seals,
apply sealing compound Hylomar SQ 32/M to flange faces between
connecting piece and charge air cooler (7).
2. Prior to tightening the hexagon head bolts (8), align connecting piece
(10) so that it is in line with charge air pipe (12).
3. Push pipe coupling over parting line charge air pipe - connecting
piece and tighten. Check for tightness and retighten, if necessary.
000.30).
(For tightening torque, please refer to work card 000.30
4. Check all connections for tightness.
6629
322.01--03 E
11.98
L 32/40
104/ 04
Charge air cooler

322.01

Brief description
The charge air cooler has a decisive influence on the operating data and
thus the performance of the engine. It is, therefore, necessary to check
and clean the charge air cooler at regular intervals.
The work/steps concern:
checking the operating data,
chemical/mechanical cleaning of components,
Safety requirements
- Operating media systems closed/depressurised
Qty Designation
No.
Availability
322.057
Optional
1 Bracket
322.057--1
Optional
1 Shackle A1.6
002.454
Standard
1 Lifting eye bolt M24
000.156
Standard
--
Standard
--
Inventory
1 Pipe brush
--
Inventory
--
Inventory
1 Cleaning agent
--
Inventory
Technical details
Term
Information
Charge air cooler
6629
322.01--04 E
04.03
200 kg
L 32/40
101/ 04
Operating sequence 1 - Checking the operating values
Check cooling water inlet and outlet temperatures during operation. At the
same time, record charge air temperature upstream and downstream of
the cooler, note down differential pressure for the same load point in the
upper load range regularly in order to have the output of the cooler under
control at all times.
Note: Cleaning on the air side of the charge air cooler is necessary
whenever the differential pressure in the upper load range reaches
800 mm water column. This value applies to one-stage and two-stage
charge air coolers. Connections for a differential pressure measuring
device are available upstream and downstream of the charge air cooler.
Instead of the screw plugs, quick-acting clutches can be provided.
Operating sequence 2 - Removal of the charge air cooler
1 Turbocharger
2 Air blow-by connection
3 Air inlet casing

5 Hexagon head bolt

10 Charge air cooler
Figure 1. Charge air cooler
Steps
1. Block cooling water supply and discharge and remove the cooling
water pipes.
2. Remove air blow-by pipe as well as other connections from the air
inlet casing (3) and charge air cooler (10) resp.
3. Screw eye bolt (000.156) into threaded bore on the air inlet casing.
Attach rope to eye bolt by means of shackle (002.454) and suspend
rope in lifting tackle. Slightly tension the rope.
6629
322.01--04 E
04.03
L 32/40
102/ 04
4. Screw out hexagon socket screws (4). Remove air inlet casing and
put down onto support.
5. Attach rope on fitting/unfitting tool (322.057) by means of shackle
(002.454) and suspend rope in lifting tackle.
6. Lift fitting/unfitting tool and fasten to charge air cooler (10) using
hexagon head bolts (8) - Figure 2.
7. Screw out hexagon socket screws (9) and remove charge air cooler,
setting it down in the cleaning trough.
1 Turbocharger
8 Hexagon head bolt

M16x35

10 Charge air cooler
Figure 2. Attached fitting/unfitting tool
Operating sequence 3 - Cleaning of the charge air cooler (on the air side)
Steps
1. Brush finned tubes with cleaning fluid or spray them with undiluted
solvent (see table).
Important! In case of severe contamination or incrustation of the
finned tubes, the deposits must soak in the cleaning fluid for several
hours.
Attention! Some cleaning agents have an etching effect on the
skin if undiluted, therefore please wear safety goggles and safety
gloves during application. Pay attention to the instructions of the
manufacturer.
2. When using a water-soluble cleaning agent, rinse charge air cooler
with water abundantly, otherwise, blow off by means of compressed
air.
6629
322.01--04 E
04.03
L 32/40
103/ 04
Among others, the following cleaning agents can be recommended:

Designation
Air Cooler Cleaner
ACC Plus
Air Cooler Cleaner

Air Cooler Cleaner ACC-9
Air Cooler Cleaner ACC/ME
Atlas D.G. Cleaner
Air Cooler Cleaner

Sea Shield ACC 79101
Norus Degreaser
Manufacturer
Unitor Ship Service AS
Mastemyr
N-1410 Kolbotn/Norway
Unitor Ship Service AS
Mastemyr
N-1410 Kolbotn/Norway
Vecom B.V.
Maassluis/Holland
Drew Chemical Corp.
Boonton
New Jersey/USA
Drew Chemical Corp.
Boonton
New Jersey/USA
Atlas Mc Alpine LTD
Erith
Kent/England
Nalfleet Marine Chemicals
Northwich, Cheshire
CW8 4DX/U.K.
Norus Sales Co.
Stabekk/Norway
Table 1. Cleaning agents/manufacturers
Operating sequence 4 - Cleaning the charge air cooler (on the water side)
Steps
1. Remove water tanks from the charge air cooler element.

2. Loosen deposits in the finned tubes by means of pipe brush and flush
with a strong water jet. For removal of calcareous deposits, refer to
work card 000.08.
000.08
Operating sequence 5 - Installation of the charge air cooler
For installation of the charge air cooler, proceed in the reverse order
followed for removal, paying attention to the following points:
1. Perfect condition of the gaskets.
2. After taking into operation, check all pipe connections for tightness.
6629
322.01--04 E
04.03
L 32/40
104/ 04
Fuel injection pipe
009...
012
020
021
027
030
034
050
055...
071
073
100
101...
101
111
112
113...
120
125
140...
171
200...
221
280...
300...
322
434
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Charge air cooler
Fuel injection pipe
6682
434--03 E
05.98
101/ 01
Fuel injection pipe

434.01

Brief description
Fuel injection pipes are to be dismounted for maintenance and repair work
on injection valves or injection pumps.
Safety requirements
- Engine shut down
- Operating media systems closed/depressurised
Numb Qualification
Time [h]
0.5
Qty Designation
No.
Availability
1 Plate--type spanner, 32 mm
009.088
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Adapter 20x12.5
001.923
Standard
1 Extension piece
001.913
Inventory
--
Standard
--
Inventory
--
Inventory
--
Inventory
Related work cards
6629
434.01--02 E
Work card
Work card
Work card
000.30
221.01
434.02
02.01
32/40
101/ 04
1
2
3
4
5
6
7
Cylinder head
Threaded piece
O-ring seal
Adapter
Nut
Set screw
Hexagon nut
8
9
10
11
12
13
14
Delivery pipe
Injection pump
Covering (bottom)
Hexagon bolt
Hexagon nut
Charge-air pipe
Covering (top)
15
16
17
18
Leaked fuel drain pipe

Hexagon bolt
Washer
Nut (left-handed
thread)
Figure 1. Fuel injection pipe (illustration shows covering without socket for engine diagnosis system)
Operating sequence 1 -- Remove the fuel injection pipe
Starting condition
Covering on the exhaust counterside removed, shut-off valves on the fuel

pipes closed, cylinder head cover dismounted.
Steps
1. Loosen hexagon nuts on the injection valve and screw them off
221.01).
2. Remove the leaked fuel drain pipe (15) from the lower part of the covering (10).
3. In case of engines provided with an engine diagnosis system
(MODIS), pull the plug off the covering.
4. Slacken hexagon nuts (7) and screw set screws (6) half out.
5. Loosen hexagon bolts (16).
6. Slacken nuts (5), screw them off and push back.
7. Pull the delivery pipe (8) off the threaded piece (2) by slightly lifting,
resp. pressing down the adapter (4) and the threaded piece, depending on the tolerance.
6629
434.01--02 E
02.01
32/40
102/ 04
Important! If more than one fuel injection pipe has to be dismounted, they have to be appropriately marked so that each of the pipes
can be refitted to the same cylinder.
8. Screw out hexagon bolts, remove washers (17) and adpater.
9. Clean the fuel injection pipe on the outside.
10. Clean the sealing faces on the delivery pipe (8), check for damage
and recondition, if necessary (cf. work card 434.03).
434.03
11. Protect the connection socket on the injection pump (9) against damage and dirt.
Operating sequence 2 -- Mount the fuel injection pipe
Starting condition
Fuel injection pipe cleaned.
Steps
1. Clean the sealing faces on the threaded piece (2) and the fuel injection pump (9), check them for damage and recondition, if necessary
221.06) .
2. Place new O-ring seal, which has been coated with acid-free grease,
into ring groove, taking care that it is not twisted.
3. Place adapter (4) on threaded piece (2) and loosely screw in hexagon
bolts (16) together with washers (17).
Important! Before fitting the fuel injection pipe, verify that the nuts
434.02).
(18) on the delivery pipe (8) are on tightly (cf. work card 434.02
4. Coat thread of nuts (5) with MoS2 lubricant.
5. Put delivery pipe (8) together with covering on injection pump (9) and
screw on nuts by two or three turns.
Attention! It is important to fit the delivery pipe to the injection
pump first.
6. Insert delivery pipe into the connection on the threaded piece by
slightly lifting, resp. pressing down the adapter and the threaded
piece, depending on the tolerance.
7. Screw nut onto threaded piece.
000.30).
8. Tighten both nuts (5) to the specified torque (cf. work card 000.30
9. Tighten hexagon nuts (16).
10. Coat threads and seating surfaces of hexagon nuts on the fuel injection valve with MoS2 lubricant, screw the nuts onto the studs handtight, and tighten them alternately in several steps to the specified
000.30).
torque (cf. work card 000.30
Important! If the fuel injection valve has been installed in a cylinder
head at operating temperature, initially fasten the hexagon nuts only handtight, and tighten them to the specified torque after temperature equalisation.
11. Initially tighten both set screws (6) so that covering can still be
moved.
12. Check if the tops of the set screws are located in the groove of the
nuts.
Important! Special attention has to be paid to this point, as otherwise the covering will not be tight at the ends because of inclined fastening.
13. Tighten the set screws, and screw on hexagon nuts (7) until seated.
6629
434.01--02 E
02.01
32/40
103/ 04
Important! The covering has to fit snugly!

14. In case of engines provided with an engine diagnosis system
(MODIS), insert plug into socket.
15. Mount the leaked fuel drain pipe to the covering.
16. Mount the covering on the exhaust counterside.
17. Remount the cylinder head cover.
6629
434.01--02 E
02.01
32/40
104/ 04
Fuel injection pipe

434.02

Brief description
Fuel injection pipes are to be disassembled for checking and
reconditioning the sealing faces of the delivery pipe.
Quant Denomination
No.
Availability
1 Spanner
434.041
Standard
--
Standard
--
Inventory
Related work cards
Work card
Work card
434.01
434.03
Work card
Operating sequence 1 - Disassemble the fuel injection pipe
Starting condition
Injection pipe dismounted
Steps
1. Push the nuts (5) back until nuts (18) are accessible.
2. Unscrew the nuts (18) using the spanner (434.041) - left-handed
thread! Pull the nuts (5) off.
Attention! The jacking (10 and 14) must not be disassembled
(points 3 and 4) on engines equipped with the engine diagnosis
(MODIS) to avoid that the line connecting the strain guage with the
socket is damaged or broken.
3. Unscrew the hexagon nuts (12) and remove the hexagon head bolts
(11).
4. Take the jacketing pieces (10 and 14) off the delivery pipe (8).
5. Clean all the parts and check them for damage, replace them if
necessary.
6629
434.02--02 E
07.97
32/40
101/ 02
Attention! When cleaning the parts, take care that on engines

equipped with the engine diagnosis system (MODIS) the line
connecting the strain gauge with the socket is not damaged or
broken.
6. Remachine the sealing faces on the delivery pipe, if necessary (cf.
work card 434.03).
434.03
5
8
10
11
12
14
18
Nut
Delivery pipe
Lower part of jacketing
Hexagon head bolt
Hexagon nut
Upper part of jacketing
Nut (left-handed
thread)
19 O-ring seal
20 O-ring seal
Figure 1. Fuel injection pipe (jacketing without socket for the engine deagnosis system being shown in the figure).
Operating sequence 2 - Reassemble the fuel injection pipe
Starting condition
All the parts cleaned, sealing faces on the delivery pipe, if damaged,
remachined.
On engines equipped with the engine diagnosis system (MODIS) the
jacketing (10 and 14) not disassembled.
Steps
Important! On engine equipped with the engine diagnosis system

(MODIS), start with reassembly at point 4.
1. Apply acid-free grease to a new O-ring seal (20) and insert it into the
ring groove, taking care not to distort it.
2. Push th jacketing parts (10 and 14) over the delivery pipe (8) and fit
them togehter, insert hexagon head bolts (11) and loosely screw the
hexagon head nuts (12) in place.
3. Align the jacketing parts and tighten the hexagon nuts.
4. Apply acid-free grease to new O-ring seals (19) and insert these into
the ring groove, taking care not to distort them.
5. Put the nuts (5) onto the delivery pipe.
6. Using the spanner (434.041), screw the nuts (18) onto the delivery
pipe down to contact (left-handed thread!) - refer to FIgure 1,
detail Y.
Important! If the fuel injection pipe is to be mounted at a later time,
pull the nuts (5) over the delivery pipe ends as aprotection for the sealing
faces on the delivery pipe.
6629
434.02--02 E
07.97
32/40
102/ 02
Fuel injection pipe

Sealing faces on the delivery pipe
Grinding
434.03

Brief description
The sealing faces on the delivery pipe of the fuel injection pipe are to be
checked for damage and, if necessary, remachined every time it is
removed.
The work concerns:
Qty Denomination
No.
Availability
1 Grinding device for delivery pipe
434.042
Optional
1 Locating plate
434.042--1
Optional
1 Threaded ring
434.042--2
Optional
1 Bearing ring
434.042--3
Optional
1 Bearing flange
434.042--4
Optional
1 Adapter flange (delivery pipe)
434.042--5
Optional
1 Counter flange (delivery pipe)
434.042--6
Optional
1 Spacer ring
434.042--7
Optional
1 Spacer ring
434.042--8
Optional
2 Bearing block
434.042--10
Optional
1 Swivel arm
434.042--11
Optional
1 Bracket
434.042--12
Optional
1 Stop
434.042--13
Optional
1 Stop gauge (delivery pipe)
434.042--14
Optional
1 Grinding wheel
434.042--16
Optional
1 Base plate
434.042--17
Optional
1 Sliding carriage
434.042--18
Optional
1 Shaft
434.042--19
Optional
1 Stop
434.042--20
Optional
2 Ball bearing
434.042--24
Optional
2 Ball bearing
434.042--25
Optional
1 Hook spanner
434.042--37
Optional
1 Face spanner
434.042--38
Optional
2 Clamping lever
434.042--41
Optional
6629
434.03--02 E
04.98
32/40
101/ 05
Qty Denomination
No.
Availability
5 Emery paper
434.042--44
Optional
000.294
Standard
000.293
Standard
1 Tommy bar 8
000.262
Standard
1 Cleaning agent
--
Inventory
1 Safety goggles
--
Inventory
Related work cards
Work card
Work card
434.01
434.02
Work card

M5x10
3 Grinding device
4 Support adjusting
crank
Figure 1. Grinding device for delivery pipe with attached fuel injection pipe
6629
434.03--02 E
04.98
32/40
102/ 05

M5x10
5 Stop
Figure 2. Grinding device for delivery pipe
Operating sequence 1 -- Attaching the fuel injection pipe to the grinding device for the delivery pipe
434.02) and
Fuel delivery pipe partly disassembled (see work card 434.02
cleaned.
Starting condition
Important! The grinding device for the delivery pipe must be

installed and operated on a solid support. Vibrations of the grinding device
have an influence on the surface quality of the sealing faces to be ground.
The fuel injection pipes to be ground must be absolutely free from lube oils
and greases. Any kind of contamination, especially lubricants, reduce the
service time of the grinding wheel considerably.
Steps
1. Loosen both clamping levers (434.042-41) and swivel out the grinding
device (3) together with the bracket (434.042-12) up to the stop.
2. Screw the adapter flange (434.042-5) onto the threaded ring
(434.042-2) by means of the hexagon socket bolts (2) and tighten.
3. Attach the stop gauge (434.042-14) to the adapter flange using two
hexagon socket bolts (6).
Tip! When fastening the stop gauge to the adapter flange by means of
the tommy bar (000.262), hold up at the threaded ring.
4. Screw the counter flange (434.042-6) onto the fuel injection pipe (1).
Tip! The delivery pipe of the fuel injection pipe has a left-handed
thread.
5. Screw fuel injection pipe together with counter flange into adapter
flange until cone of delivery pipe contacts the stop gauge.
6629
434.03--02 E
04.98
32/40
103/ 05
6. Screw the counter flange onto the adapter flange and tighten it using
the face spanner (434.042-38) and hook spanner (434.042-37).
7. Remove stop gauge (434.042-14).
8. Push the tommy bar (000.262) radially into the threaded ring
(434.042-2), screwing the ring in until it contacts the locating plate
(434.042-1).
9. Press the yellow stop knob on the grinding device, put the grinding
wheel (434.042-16) together with the emery paper (434.042-44) onto
the grinding device and tighten by means of mounting nut.
10. Pull the sliding carriage (434.042-18) back by means of the support
adjusting crank (4).
11. Swivel the bracket (434.042-12) back in again until it contacts the
stop, blocking it on the sliding carriage by means of the two clamping
levers (434.042-41).

M6x35
Figure 3. Attaching the fuel injection pipe on the grinding device for delivery pipe
Operating sequence 2 -- Regrinding the sealing faces on the delivery pipe
Starting condition
Fuel injection pipe correctly attached to the grinding device for delivery
pipe. Grinding wheel with new emery paper mounted on the grinding
device.
Attention! Remachining the sealing faces is difficult and requires
particular care. It is recommended to have this work carried out in a
service centre or by personnel of MAN B&W Diesel.
Steps
1. Swing the swivel arm (434.042-11) with the grinding device to the
right-hand stop (5).
2. Move the grinding wheel (434.042-16) towards the sealing face of the
fuel injection pipe by means of the support adjusting crank until the
grinding wheel touches the sealing face.
3. Move the swivel arm to the left-hand stop (434.042-13) so that the
front side of the grinding wheel faces the fuel injection pipe.
Caution! Wear safety goggles when grinding delivery pipes!
4. Establish the voltage supply for the grinding device and switch the
device on.
5. Turn the fuel injection pipe evenly, and, at the same time, move the
swivel arm with the grinding device around the sealing face contour.
Attention! The grinding wheel must not contact the adapter
flange.
6. The feed is effected at the threaded ring (434.042-2) by means of the
tommy bar (000.262). Maximum feed per operation is a scale mark
at the threaded ring.
6629
434.03--02 E
04.98
32/40
104/ 05
Attention! The feed is not effected at the support adjusting

crank. The adjusted position remains unchanged during the whole
grinding process.
Sealing faces are to be slightly remachined only, merely to be
smoothed, removing as little of the material as possible.
7. Move the swivel arm to the left-hand stop so that the front face of the
grinding wheel faces the fuel injection pipe and turn off the grinding
device.
8. Evaluate the result of the grinding process. Repeat the grinding
process until the sealing face has been ground evenly bright.
Important! In case the required contact pattern can no longer be
realised by means of the grinding device for delivery pipe, the grinding
device is to be sent to an MAN service centre for repair.
Tip! Remove used up emery paper immediately and replace by new
emery paper.
9. Remove the fuel injection pipe from the grinding device for delivery
pipe and take off the counter flange.
6629
434.03--02 E
04.98
32/40
105/ 05
Buffer piston
Checking
434.04

Brief description
Buffer pistons are to be dismantled at regular intervals. In this connection,
the set of piston sealing rings is to be renewed.
Qty Denomination
No.
Availability
000.451
Standard
--
Standard
--
Standard
--
Inventory
1 Lubricant (copa slip)
--
Inventory
1 Locking wire
--
Inventory
1 Pliers for locking wire
--
Inventory
2 Flat strip (nylon)
--
Inventory
Qty Denomination
No.
434.20.018
434.20
1 Set of piston sealing rings
Preliminary remarks
Knocking noises of the buffer piston during operation are an indication of
compression spring fracture. Undamped relief pressure waves of the fuel
injection pumps in the fuel admission and discharge system may also
result from a seized piston. An increased leakage fuel amount may be
caused by a damaged set of OMEGAT piston sealing rings (2) or by wear
on piston (1) and bush (3). Disassembly of the buffer pistons is to be
carried out immediately upon such findings.
6629
434.04--01 E
11.99
General
101/ 03
1 Piston
2 Set of OMEGAT piston
sealing rings
3 Bush
4 Cover
5 Stop screw
6 Inner spring
7 Outer spring
8 Hexagon nut
10 Locking wire
11 Seal
12 Connection for leakage
fuel pipe
Figure 1. Sectional drawing of the buffer piston
Operating sequence 1 -- Checking of the buffer piston (during operation)
Starting condition
Engine is running at operating temperature.
Steps
1. For the operational check of the piston (1), remove the locking wire
(10) and cautiously screw out the stop screw (5).
2. Insert the test pin (e.g. a long screw driver) into the cover (4) and
ascertain whether the piston carries out pulsating motions.
3. Screw the stop screw back in and secure it by means of the locking
wire (refer to Figure 1).
4. For checking the set of OMEGAT piston sealing rings (2), cautiously
remove the leakage fuel pipe from connection (12).
5. In case of leakage fuel, the set of piston sealing rings is to be
replaced as described under operating sequence 3.
Operating sequence 2 -- Disassembly and checking of the buffer piston components
Starting condition
Engine stopped, fuel pipe shut off.
Steps
1. Loosen the hexagon nuts (8) evenly and screw them off.
Take off the cover (4), paying attention to the seal (11).
Attention! Normally, the springs (6 and 7) have been released
before the hexagon nuts (8) are removed. In case the piston (1)
seized in its end position, however, there are still spring forces
acting on the cover when unscrewing the hexagon nuts. Avoid
staying in the axial direction of the buffer piston on opening, danger
of injury!
Piston
Bush
Dimension
when new
90 f7
90 H7
Process tolerance
0.036 ... 0.106 mm
Maximum
clearance
0.250 mm
Table 1. Dimensions and clearances of the buffer piston components
2. Take out the springs (6 and 7), checking them for incipient cracks
and/or fractures.
6629
434.04--01 E
11.99
General
102/ 03
3. Screw hexagon head bolt M10x200 into the thread on the piston
crown and pull the piston out.
4. Take off the set of OMEGAT piston sealing rings (2), check piston
and bush for free movement, measure wear by means of the feeler
gauge (000.451).
Important! In case the maximum piston clearance is exceeded,
use new parts. Scored bushes should be replaced, since they cause an
increase in leakage fuel. The set of OMEGAT piston sealing rings is to be
renewed every time the buffer piston is checked.
Operating sequence 3 -- Renewal of the OMEGAT piston sealing ring set
Starting condition
Old sealing ring set removed. Ring groove of the piston cleaned.
Steps
1. Screw the hexagon head bolt M10x200 into the piston crown and
chuck the hexagon head bolt into the vise, paying attention to the
piston (1) and ensuring that the piston is not damaged.
2. Insert the set of OMEGAT piston sealing rings (2) into the ring groove
as far as possible.
Lay two nylon tapes around the set of OMEGAT piston sealing rings
at a distance of approx. 120 (refer to Figure 2). Using the tapes,
pull the set of OMEGAT piston rings cautiously over the piston edge
into the groove. Afterwards remove the tapes carefully, paying
attention that the set of seals is not twisted.
1 Piston
2 Set of OMEGAT piston
sealing rings
9 Nylon tape
Figure 2. Installation of a new set of OMEGAT piston sealing rings
Operating sequence 4 -- Assembly of the buffer piston
For assembly, proceed in the reverse order followed for removal,

observing the following points:
1. Treat the running face of piston and bush with copa slip prior to
assembly.
2. When introducing the piston, do not damage the set of OMEGAT
piston sealing rings.
3. Secure the stop screw (5) by means of the locking wire (refer to
Figure 1).
4. Attach the leakage fuel pipe to the connection (12).
6629
434.04--01 E
11.99
General
103/ 03

MAN L32/40 DF (Technical Documentation - Engine Working Instructions)

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MAN L32/40 DF (Technical Documentation - Engine Working Instructions)

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Technical Documentation

: Telex 5 37 96-0 man d

. 1998 MAN B&W Diesel AG

Work cards, arranged by subjects/key words

Work cards, arranged by subassembly groups

Work cards and maintenace

The working instructions/work cards are closely related to the maintenance

How the working instructions/work cards

Work cards contain the following information as a rule:

- Notes on the purpose of the jobs to be done,

- on the necessary tools and appliances,

How to find the work cards

Danger! Imminent danger.

Clearances and tolerances

Clearances and tolerances, temperatures and pressures are contained in

In the opening paragraphs of the work cards, the tools/appliances required

1 Open--jaw and ring wrenches (Set)

1 Hexagon screw drivers (Set)

1 Lifting tackle with rope

Table 1. Example:: List of required tools/appliances

- Inventory . . . means that a tool/appliance is not part of the standard

Set of basic tools, complete

Double ended open-jaw wrench DIN 895

Single ended open-jaw wrench DIN 894

Double ended ring spanner DIN 837 -- 24x27

Double ended ring spanner, cranked DIN 838

Screw driver with hexagon DIN 5265D -- 0.8x5.5

Tommy bar DIN 900A

Hexagon screw driver DIN 911

Crow bar S550A -- 15

Feeler gauge DIN 2275C -- 0.05-1

Socket wrench insert DIN 3124

Adapter DIN 3123A -- 20x12.5

Extension DIN 3123B -- 12.5x125

Universal joint DIN 3123C -- 12.5

Cross handle DIN 3122A -- 12.5

Ratchet DIN 3122C -- 12.5

Pliers for retaining rings DIN 5254A -- 10-25

Pliers for retaining rings DIN 5256C -- 19-60

Grease gun M1550 H270

Screw driver for recessed-head screws DIN 5262B -- 1

Table 2. Basic tools

Operating media systems/Pipes

Operating media/Auxiliary agents

Hydraulic tensioning tools/ High--pressure pump

Seals made from elastomer

Operating data/Operating results

Charge air cooler/crankcase

Operating media systems/Pipes

Operating media systems/pipes

Operating media/auxiliary agents

Operating media systems

Purpose of jobs to be done

1. Lube oil system

Flushing the engine lubricating oil system

For the flushing process, we recommend using a special flushing oil of a

Automatic filter with continuous

Oil circuit with indicator filter

Oil circuit without indicator filter

Draining and cleaning of system components

If necessary, a run-in filter is mounted directly on the engine. The inserts in

2. Fuel delivery system

Flushing the fuel oil system