Barclay S-1272 6l23-30h Manual

Instruction book for :
STX/BARCLAY
S-1272
6L23/30H
MAN B&W Diesel Identification No. for Instruction Book.
Identification No for Description: 000.00
Function
Section No
Identification No for Working Card: 000 - 00.00
Sub-function
Function
Section No
Identification No for Plates: 00000 - 00 H
H for Holeby
Edition
Section No and Function
For ordering of spare parts, see page 600.50.
This book must not, either wholly or partly, be copied, reproduced, made public or in any other way made
available to any third party without the written consent to this effect from MAN B&W A/S, Holeby.
MAN B&W Diesel A/S, STX Engine Co., Ltd.

Holeby 80, Seongsan-dong, Changwon, Kyungnam
stervej 2, DK-4960 Holeby Republic of Korea
Denmark
Technical Service
Telephone + 45 54 69 31 00 Telephone : + 82 55 280 0590
Telefax : + 82 55 282 6907
Marketing
Telefax : + 45 54 69 30 30 Part Sales
Cables : oildiesel maribo Telephone : + 82 55 280 0550~6
Telex : 40646 hodiel dk Telefax : + 82 55 282 1388
Reg. No. : 24231
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1) Engine Data 500
L23/30H
Description
Main data for gensets ---------------------------------------------------------------------------500. 00

Introduction ----------------------------------------------------------------------------------------500. 01 (01H)
Safety -----------------------------------------------------------------------------------------------500. 02 (01H)
Cross section ------------------------------------------------------------------------------------- 500. 05 (06H)
Key for engine designation --------------------------------------------------------------------500. 10 (01H)
Designation of cylinders ------------------------------------------------------------------------500. 11 (01H)
Engine rotation clockwise ----------------------------------------------------------------------500. 12 (02H)
Code identification for instruments ---------------------------------------------------------- 500. 20 (01H)
Introduction to planned maintenance programme ---------------------------------------500. 24 (02H)
Planned maintenance programme ---------------------------------------------------------- 500. 25 (03S)
Maintenance Schedule - NICO ---------------------------------------------------------------500. 25 (07H)
Operation data and set points ---------------------------------------------------------------- 500. 30 (35H)
Data for pressure and tolerance ------------------------------------------------------------- 500. 35 (15H)
Data for torque moments ---------------------------------------------------------------------- 500. 40 (08S)
Declaration of weight --------------------------------------------------------------------------- 500. 45 (01H)
Ordering of spare parts -------------------------------------------------------------------------500. 50 (01H)
Service letters ------------------------------------------------------------------------------------ 500. 55 (01H)
Conversion table ---------------------------------------------------------------------------------500. 60 (01H)
Basic symbols for piping ----------------------------------------------------------------------- 500. 65 (01H)
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Page 1 (1) Warning 000.00
General
Warning !
(Marine engines only)
It is important that all MAN B&W Diesel A/S engines

are operated within the given specifications and
performance tolerances specified in the engines'
Technical Files and are maintained according to the
MAN B&W Diesel A/S maintenance instructions in
order to comply with given emissions regulations.
In accordance with Chapter I of the Code of Federal

Regulations, Part 94, Subpart C, 94.211 NOTICE is
hereby given that Chapter I of the Code of Federal
Regulations, Part 94, Subpart K, 94.1004 requires
that the emissions related maintenance of the diesel
engine shall be performed as specified in MAN B&W
Diesel A/S instructions including, but not limited to,
the instructions to that effect included in the
Technical File.
08028-0D/H5250/94.08.12
03.38 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Main Data for GenSets 500.00
Page 1(1)
6L23/30H
Main Data for Engine Type L23/30H

Engine Nos 3
(SB6L23-7447/48/49)
Number of cylinders 6
Cycle 4 stroke
Cylinder bore 225 mm
Stroke 300 mm
Engine speed 900 rpm
Engine outpur (on flywheel) 960 kW
Compression ratio 13 : 1
Max. combustion pressure 132.5 kg/cm2
Firing order 1-4-2-6-3-5
Rotation C.W view from flywheel
Main Data for Alternator Make HYUNDAI

Type HFC6 508-84K
Serial No for engine No.1 200880607RAL15801
Serial No for engine No.
Capacity 1125.0 kVA
Rating 900 rpm
Voltage 450 V
Frequency 60 Hz
Power factor 0.8
Main Data for Turbocharger Make ENPACO-MAN

Type NR20/R172
Serial No for engine No.1 SEL 0680
Main Data for Governor Make WOODWARD

Type UG8D
Serial No for engine No.1 16210094
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Introduction 500.01
Page 1 (1)
Edition 01H
L23/30H
Description
This instruction book serves the purpose of providing Reliability and operation economy of the plant will to
general information for operation and maintenance, a great extent depend on correct operation and
to describe the design and to be used for reference proper maintenance.
when ordering spare parts.
Therefore, it is essential that the engine room per-
sonnel, in addition to basic knowledge of diesel
engine machinery installations, is fully acquainted
with the contents of the instructions.
The book is a basic instruction manual for the

particular engine supplied with plant-adapted infor-
Section 505-519 mation such as principle media-system drawings,
electric wiring diagrams and test bed reports.
Spare parts plates
The first five sections (500-504) of the book serve as

a guide to engine operation, and the next fifteen
Working card
sections (505-519) contain technical descriptions,
spare parts illustrations with pertaining parts lists as
well as working cards.
Description
The last section (520) comprises tools.
The engine is divided into a number of main compo-

nents/assemblies, each of which is described in a
section of this book (section 505-519).
Each of these sections starts with technical de-

scriptions of the systems/components, followed by
Fig. 1. Structuring of instruction book.
working cards. Later, the spare parts illustration
plates and parts lists are to be found.
08028-0D/H5250/94.08.12
96.02 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Safety 500.02
Page 1 (2)
Edition 01H
L23/30H
General Spares
Proper maintenance, which is the aim of this book, Large spare parts should, as far as possible, be
constitutes the crucial point in obtaining optimum placed well strapped near the area of application and
safety in the engine room. The general measures accessible by crane. The spare parts should be well-
mentioned here should, therefore, be a natural rou- preserved against corrosion and protected against
tine to the entire engine room staff. mechanical damage. The stock should be checked
at intervals and replenished in time.
Cleanliness
Light
The engine room should be kept clean above and
below the floor plates. If grit or sand blows into the Ample working light should be permanently installed
engine room when the ship is in port, the ventilation at appropriate places in the engine room, and port-
should be stopped and ventilating ducts, skylights, able working light in explosion-proof fittings should
and doors in the engine room should be closed. be obtainable everywhere.
In particular, welding or work which causes spread-

ing of grit and chips must be avoided near the engine, Freezing
unless this is closed or covered, and the turbochar-
ger air intake filters are covered. If there is a risk of damage due to freezing when the
plant is out of service, engines, pumps, coolers and
The exterior of the engine should be kept clean and pipe systems should be emptied of cooling water.
the paintwork maintained, so that leakages can
easily be detected.
Warning
Fire The opening of cocks may cause discharge of hot

liquids or gases. The dismantling of parts may cause
If the crankcase is opened before the engine is cold, springs to be released.
welding and the use of naked light will involve the risk
of explosions and fire. The same applies to inspec- The removal of fuel valves (or other valves in the
tion of oil tanks and the space below the cooler. cylinder head) may cause oil to run down to the
Attention should furthermore be drawn to the danger piston crown, and if the piston is hot, an explosion
of fire when using paint and solvents with a low flash may then blow out the valve.
point. Porous insulating material drenched with oil
from leakages is easily inflammable and should be When testing fuel valves with the hand pump do not
renewed. See also: "Ignition in crankcase" in section touch the spray holes, as the jet may pierce the skin.
503. Think out beforehand which way the liquids, gases or
flames will move, and keep clear.
08028-0D/H5250/94.08.12
Order
Crankcase Work
Hand tools should be placed easily accessible on
tool boards. Special tools should be fastened to tool Check beforehand that the starting air supply to the
panels (if supplied) in the engine room close to the engine is shut off.
area of application. No major objects must be left
unfastened, and the floor and passages should be
kept clear.
96.02 - ES0U-G
500.02 Safety Description
Edition 01H Page 2 (2)
L23/30H
Feeling over Turning with Air
Whenever repairs or alterations have been made to After prolonged out-of-service periods or overhaul
the running gear, apply the "feel-over sequence" work which may involve a risk of accumulation of
until ensured that there is no undue heating, oil-mist liquid in the combustion spaces, turning with open
formation, blow-by, or failure of cooling water or indicator cocks should always be effected, through
lubricating oil systems. at least two complete revolutions.
Feel-over Sequence Check and Maintain
Feel-over after 5-15 and 30 minutes' idle running and Lubricating oil condition, filter elements and
finally when the engine is running at full load. See measuring equipment.
also "Starting-up sequence" in the section 502.
08028-0D/H5250/94.08.12
96.02 - ES0U-G
Description
Cross Section 500.05
Page 1 (1)
Edition 06H
L23/30H
08028-0D/H5250/94.08.12
99.40 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description 500.10
Page 1 (1) Key for Engine Designation Edition 01H
L23/30H
Engine Type Identification
The engine types of the MAN B&W Holeby programme are identified by the following figures:
6 L 23/30 H MCR
No of cylinders
5, 6, 7, 8, 9
12, 16, 18
Engine Type
L : In-line
V : V-built
Cyl. diam/stroke
23/30 : 225/300
28/32 : 280/320
Design Variant
Rating
MCR : Maximum continuous rating

08028-0D/H5250/94.08.12
ECR : Economy continuous rating
90.38 - ES1U-G
Your Notes :
08031-0D/H5250/94.09.07
Description 500.11
Page 1 (1) Designation of Cylinders Edition 01H
L23/30H
Front End Flywheel End
Exhaust Side / Right Side
Control Side / Camshaft Side / Left Side

08028-0D/H5250/94.08.12
89.17 - ES1S-L
Your Notes :
08031-0D/H5250/94.09.07
Description 500.12
Page 1 (1) Engine Rotation Clockwise Edition 02H
General
08028-0D/H5250/94.08.12
98.18 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description
Code Identification for Instruments 500.20
Page 1 (3) Edition 01H
L23/30H
Symbol explanation:
Measuring device
TI
Local reading
40
Temperature Indicator
No 40 *
Measuring device
PI Sensor mounted on engine/unit
22 Reading/identification mounted in a panel on the engine/unit
Pressure Indicator
No 22 *
Measuring device
TAH Sensor mounted on engine/unit
12 Reading/identification outside the engine/unit
Temperature Alarm High

No. 12 *
* Refer to standard location and text for instruments on the following pages.
Specification of letter code for measuring devices
1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed H High
08028-0D/H5250/94.08.12
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
96.02 - ES1U-G
500.20 Code Identification for Instruments Description
L23/30H
Standard Text for Instruments
Diesel engine/Alternator
LT Water System
01 inlet to air cooler 05 outlet from alternator

02 outlet from air cooler 06 outlet from fresh water cooler (SW)
03 outlet from lub. oil cooler 07 inlet to lub. oil cooler
04 inlet to alternator 08 inlet to fresh water cooler (SW)
09
HT Water System
10 inlet to engine 14B FW outlet air cooler

10A FW inlet to engine 15 outlet HT system
11 outlet each cylinder 16 outlet turbocharger
12 outlet from engine 17 outlet fresh water cooler
13 inlet to HT pump 18 inlet fresh water cooler
14 inlet HT air cooler 19A inlet prechamber
14A FW inlet air cooler 19B outlet prechamber
Lubricating Oil System
20 inlet to cooler 25 prelubricating

21 outlet from cooler / inlet to filter 26 inlet rocker arms and roller guides
22 outlet from filter / inlet to engine 27 intermediate bearing / alternator bearing
23 inlet to turbocharger 28 level in base frame
24 sealing oil - inlet engine 29 main bearings
Charging Air System
30 inlet to cooler 35 surplus air inlet

31 outlet from cooler 36 inlet to turbocharger
32 jet assist system 37 charge air from mixer
33 outlet from TC filter / inlet to TC compressor 38
34 39
08028-0D/H5250/94.08.12
Fuel Oil System
40 inlet to engine 45 fuel-rack position

41 outlet from engine 46 inlet prechamber
42 leakage 47
43 inlet to filter 48
44 outlet sealing oil pump 49
96.02 - ES1U-G
Description
Code Identification for Instruments 500.20
L23/30H
Cooling Oil System
50 inlet to fuel valves 55

51 outlet from fuel valves 56
52 57
53 58
54 59
Exhaust Gas System
60 outlet cylinder 65
61 outlet turbocharger 66
62 inlet turbocharger 67
63 68
64 69
Compressed Air System
70 inlet to engine 75 microswitch for turning gear

71 inlet to stop cylinder 76 inlet turning gear
72 inlet to balance arm unit 77 waste gate pressure
73 control air 78 inlet to sealing oil system
74 inlet to reduction valve 79
Load Speed
80 85 microswitch for overload

81 overspeed 86
82 87
83 88 index - fuel pump
84 89 turbocharger speed
90 engine speed
Miscellaneous
91 natural gas - inlet to engine 95 voltage

92 oil mist detector 96 switch for operating location
08028-0D/H5250/94.08.12
93 knocking sensor 97
94 cylinder lubricating 98
99
96.02 - ES1U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Introduction to Planned Maintenance Programme 500.24
Page 1 (1)
Edition 02H
L23/30H
General 4. Related procedures - indicates other works,

depending on this work - or works which would be
The overhaul intervals are based on operation on a expedient to carry out.
specified fuel oil quality at normal service output,
which means 70-100% of MCR. 5. Indicates x number of men in x number of hours
for accomplishing the work.
In the long run, it is not possible to obtain a secure and
optimal economical running without an effective main- The stated consumption of hours is only intended as
tenance system. a guide.
With the structure and amount of information in the Experience with the specific station/crew may lead to
maintenance programme, it can be integrated in the a bringing up-to-date.
entire ship's/power station's maintenance system or
it can be used separately. 6. Refers to data, which are required for carrying
out the work.
The crux of the maintenance system is the key
diagram, see page 500.25, indicating the inspection 7. Special tools, which must be used. Please note
intervals for the components/systems, so that the that not all tools are standard equipment.
crew can make the necessary overhauls, based on
the engines' condition and/or the time criteria. 8. Various requisite hand tools.
The stated recommended intervals are only for 9. Indicates the components/parts, which it is
guidance as different service conditions, the quality advisible to replace during the maintenance work.
of the fuel oil and the lubricating oil, treatment of the Please note, that this is a condition for the intervals
cooling water, etc, will decisively influence the actual stated.
service results and thus the intervals between
necessary overhauls.
Experience with the specific plant/crew is to be used

for adjustment of time between overhaul. Further it is
to be used for adjusting the timetable stated for
guidance in the working cards.
1
7
Working Cards
2
Each of the working cards can be divided into two: a
front page and one or several pages, describing and
illustrating the maintenance work. 3
8
The front page indicates the following:
08028-0D/H5250/94.08.12
1. Safety regulations, which MUST be carried out

before the maintenance work can start.
5
9
2. A brief description of the work.
6
3. Reference to work, which must be carried out,

if any, before the maintenance work can start.
Fig 1. Guidance instruction for working cards.
96.02 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Planned Maintenance Programme 500.25
Page 1 (4) Edition 03S
L23/30H
900 RPM
Time Between Overhaul
overhauled parts
Working
Observations
l = Overhaul to be carried out
Description
3rd month
Check new/
Card
12000
24000
200
6000
Weekly
Monthly
50
2000
after hours
n
Daily
= Check the condition
No
Operating of Engine:
Readings of data for engine and alternor, with refe-

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

spindel and valve seat .................................................... l 505-01.10
Inspection of inlet, exhaust valves and valve guide ........ n 505-01.05
Check of valve rotators' rotation during engine rotation .... n 505-01.05
Sleeve for fuel injector .................................................... n 505-01.30
Safety valve - overhaul and adjustment of opening
pressure .......................................................................... n 505-01.25
Indicator valve ................................................................ n n 505-01.26
Cylinder head cooling water space - inspection ............... n 505-01.45

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

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

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

l
08028-0D/H5250/94.08.12
Cylinder liner - cleaning, honing and measuring ............... 506-01.35

Cylinder liner removed - check the water space and
wear ring in frame ........................................................... n 506-01.40
Camshaft and Camshaft Drive:
Camshaft - inspection of gear wheels, bolts, connections

etc. ................................................................................. 200 n 507-01.00
Camshaft bearing - inspection of clearance ..................... n 507-01.05
Camshaft adjustment - check the condition .................... n 507-01.20
Lubrication of camshaft bearing - check .......................... n 507-01.00
03.05-STX
500.25 Planned Maintenance Programme Description
Editiong 03S Page 2 (4)
L23/30H
900 RPM
overhauled parts
Working
Ovservations
Description l = Overhaul to be carried out
3rd month
Card
Check new/
50
2000
8000
200
32000
16000
Weekly
Monthy
after hours
n = Check the condition
Daily
No
Operating Gear for Inlet Valves, Exhaust Valves and

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

Valve gear - valve bridge, spring, push rod, etc .............. n 508-01.10
Roller guide for fuel injection pump ................................. n 508.01.05
Roller guide housing ....................................................... n 508-01.10

Inlet and exhaust valve - check and adjustment of valve
clearance ............................................................................ n 508.01.10
Lubricating of operating gear - check .............................. n 508.01.00

508.01.05
Mounting bolts - houshing for valve gear - retightening,
see page 500.40 ............................................................. 200 n
Control and Safety System, Automatics and

Instruments:
Safety, alarm and monitoring equipment ......................... n 509-01.00
Lambda controller - adjustment ....................................... n 509-10.00
Governor - check oil level, see governor instruction

book, section 509 ........................................................... n
Crankshaft and Main Bearing:
Checking of main bearings alignment, (autolog) .............. n 510-01.00

Inspection of main bearing .............................................. n 510-01.05
08028-0D/H5250/94.08.12
Inspection of guide bearing ............................................. n 510-01.10
Vibration damper - check the condition ........................... n 510-04.00
Lubricating of gear wheel for lub. oil pump and cooling

water pump etc. .............................................................. n
Counterweight - retightening , see page 500.40 ................ 200 n
Main - and guide bearing cap - retightening ...................... 200 n

510-01.05
510-01.10
03.05 - STX
Description
Planned Maintenance Programme 500.25
L23/30H
900 RPM
overhauled parts
Working
Observations
Description
3rd month
Check new/
50
2000
6000
Card
200
24000
12000
Weekly
Monthly
after hours
n
Daily
No
Engine Frame and Baseframe:
Holding down bolts - retightening, see page 500.40 ......... 200 n

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

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

Water washing of compressor side .................................. l 512-05.00
Cleaning of air filter - compressor side (see turbo-

charger instruction book) .................................................
Turbocharger complete - dismantling, cleaning, inspec-
tion etc. (see turbocharger instruction book) ....................
Charging air cooler - cleaning and inspection ................... n 512-01.00
Charging air cooler housing - draining .............................. l

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

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

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

Compressed air system - check of the system ............... n 513-01.90
03.05-STX
500.25 Planned Maintenance Programme Description
Edition 03S Page 4 (4)
L23/30H
900 RPM
overhauled parts
Working
Observations
Description
3rd month
Check new/
Card
Monthly
50
2000
6000
200
24000
12000
Weekly
after hours
n
Daily
No
Fuel Oil System and Injection Equipment:
Fuel oil filter - dismantling and cleaning ........................... l 514-01.15

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

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

Nozzle cooling system - check the system if installed .... n 514-01.90
Fuel oil - oil samples after every bunkering, see sec.504
Lubricating Oil System:
Lubricating oil pump - engine driven ................................ n 515-01.00

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

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

Lubricating oil - oil samples, see section 504 .................. n
Lubricating oil system - check the system ...................... n 515-01.90
Cooling Water System:

08028-0D/H5250/94.08.12
Cooling water pump - engine-driven (sea water and

fresh water) ..................................................................... n 516-04.00
Thermostatic valve ......................................................... n 516-04.00
Cooling water system - check the system ....................... n 516-01.90
Cooling water system - water samples, see sec. 504 ...... n n
03.05-STX
Description
Maintenance Schedule - NICO 500.25
L23/30H
08028-0D/H5250/94.08.12
98-31-ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Operation Data & Set Points 500.30
L23/30H
Normal Value at Full load Alarm Set point Autostop of engine
Temp. before cooler SAE 30 TI 20 60-75 C TAH 20 90 C

(outlet engine) SAE 40 TI 20 65-82 C TAH 20 100 C
Temp. after cooler SAE 30 TI 22 45-65 C TAH 22 75 C TSH 22 85 C

(inlet engine) SAE 40 TI 22 50-72 C TAH 22 85 C TSH 22 95 C
Pressure after filter (inlet eng) PI 22 3-4 bar PAL 22 3 bar PSL 22 2.5 bar
Elevated pressure i.g. when

centrifugal filter installed PI 22 4-5 bar PAL 22 4 bar PSL 22 2.5 bar
Pressure drop across filter PDAH 21-22 0.5-1 bar PDAH 21-22 1.5 bar
Prelubricating pressure PI 25 0.1-0.5 bar LAL 25 level switch
Pressure inlet turbocharger PI 23 1.5 0.2 bar
Lub. oil, level in base frame LAL 28/LAH 28 low/high level
Temp. main bearings TE 29 75-85 C TAH 29 95 C
Fuel Oil System

Pressure after filter MDO PI 40 2-3 bar PAL 40 1.5 bar
HFO PI 40 (A) PAL 40 4 bar
Leaking oil LAH 42 leakage
Press. nozz. cool. oil, inlet eng. PI 50 2-3 bar PAL 50 1.5 bar (C)
Temp. nozz. cool. oil, outlet eng. TI 51 80-90 C (C)
Cooling Water System
Press. LT-system, inlet engine PI 01 1-2.5 bar PAL 01 0.4 bar + (B)
Press. HT-system, inlet engine PI 10 1-3.0 bar PAL 10 0.4 bar + (B)
Temp. HT-system, inlet engine TI 10 60-75 C

Temp. HT-system, outl. cyl.units TI 11 70-85 C
Temp. HT-system, outlet engine TAH 12 90 C TSH 12 95 C

TAH 12-2 93 C
Temp. raise across cyl. units max. 10 C
Exhaust Gas and Charge Air
Exh. gas temp. before TC TI 62 425-475 C TAH 62 550 C

TAH 62-2 600 C
Exh. gas temp. outlet cyl. TI 60 280-390 C TAH 60 420 C
Diff. between individual cyl. TAD 60 average 50 C
Exh. gas temp. after TC TI 61 275-350 C* TAH 61 500 C
TI 61 320-390 C**
Ch. air press. after cooler PI 31 2-2.5 bar
08028-0D/H5250/94.08.12
Ch. air temp. after cooler TI 31 35-55 C TAH 31 65 C

Compressed Air System
Press. inlet engine PI 70 7-9 bar PAL 70 7 bar
Speed Control System

Engine speed
Mechanical
Elec. SI 90 720 rpm SAH 81 815 rpm SSH 81 825 rpm
Mechanical SSH 81 815 rpm
Mechanical SSH 81 850 rpm
SSH 81 1015 rpm
Turbocharger speed SI 89 SAH 89 (D)
Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameters
can be included. For remarks to some parameters, see overleaf.
* for 720/750 rpm ** for 900 rpm.
03.46 - ES1
500.30 Operation Data & Set Points Description
L23/30H
Remarks to individual Parameters C. Nozzle Cooling Oil System
The nozzle cooling oil system is only applied for

A. Fuel Oil Pressure, HFO-operation stationary engines.
When operating on HFO, the system pressure must

be sufficient to depress any tendency to gasification D. Limits for Turbocharger Overspeed Alarm
of the hot fuel. (SAH 89)
The system pressure has to be adjusted according to

Engine type 720 rpm 750 rpm 900 rpm
the fuel oil preheating temperature.
5L23/30H 55,290 55,290
6L23/30H 55,290 55,290 42,680
7L23/30H 42,680 42,680 42,680
B. Cooling Water Pressure, Alarm Set Points 8L23/30H 42,680 42,680 42,680
As the system pressure in case of pump failure will

depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to
0.4 bar plus the static pressure.
08028-0D/H5250/94.08.12
03.46 - ES1
Description 500.35
Page 1 (1) Data for Pressure and Tolerance Edition 15H
L23/30H
Section Description mm. / bar
505 Maximum inner diameter, valve guide 14.25 mm.

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

Maximum clearance between camshaft and camshaft bearing 0.35 mm
Clearance between teeth on intermediate wheel 0.2-0.3 mm.
508 Valve clearance, Inlet valve (cold engine 15 - 55C) 0.50 mm.
Valve clearance, Exhaust valve (cold engine 15 - 55C) 0.90 mm.
Maximum clearance between rocker arm bush and rocker arm shaft 0.30 mm.
509 Clearance between pick-up and impulse wheel 1 0.3 mm
510 Deflection of crankchaft (autolog) (see working card 510-01.00)

Clearance between crankshaft and sealing ring, (upper and lower part) 0.30 - 0.40 mm.
Clearance in main bearing 0,2-0,3 mm
Clearance in guide bearing (axial) 0.15 - 0.44 mm
Maximum clearance in guide bearing (axial) 0.8 mm
514 Maximum combustion pressure at full load 130 3 bar

Individual cylinders; admissible deviation from average 3 bar
A change of the height of the thrust piece spacer ring of 0.10 mm

will change the maximum pressure by 1 bar
08028-0D/H5250/94.08.12
1 turning of camshaft gear wheel changes max. pressure by approx 3 bar
Measurement "X" between thrust piece and roller guide housing 5.5 2.5 mm
1.5 mm
For L23/30H 900 rpm version a pressure of 135 bar measured at the
indicator cock correspond to 130 bar in the combustion chamber
Opening pressure of fuel valve 320 bar
03.36 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description 500.40
Page 1 (1) Data for Torque Moment Edition 08S
L23/30H
900 rpm
Tightening
Section Description Thread Torque Pressure Lubricant
Nm bar
505 Cylinder cover stud (in frame) Stud M48 200 Loctite 243
Nut for cylinder cover stud Nut M45 750 Oil / Molykote
(Unimol gl 82)
Cooling jacket cylinder cover Screw 22
506 Connecting rod (see section 506) Molykote

Connecting rod screw Stud M 33 x 2 (Unimol gl 82)
(hydraulic tightening) Nut M 33 x 2 700
507 Camshaft assembly Nut M12 85

Intermediate wheel shaft Nut M 20 x 1.5 250
Intermediate wheel gear Nut M 12 40
Gear wheel on camshaft Screw M 12 50
508 Housing for valve gear Screw M 12 60

Valve gear bracket rocker arm Nut M 16 150
510 Main bearing stud (in frame) Stud M 48 200 Loctite 243
Nut for main bearing stud Nut M 45 x 3 750 Molykote
(Unimol gl 82)
Main bearing side screw Screw M 24 300
Counterweight on crankshaft Screw M 30 x 2 200
+ 60 turn
Vibrationdamper on crankshaft Nut M 27 400

Frame / baseframe Nut M 24 500
Flywheel mounting (fitted bolt) Nut M 20 x 1.5 140
Gear rim on flywheel Screw 34
Gear wheel on crankshaft Nut M 10 40
514 Fuel pump distribution piece Screw M8 25 - 30

Fuel pump top flange (barrel) Screw M 10 55 - 65
Fuel pump caviation plugs Plug M 20 x 1.5 100-120
Fuel pump mounting
(bottom flange) Screw M 16 150
08028-0D/H5250/94.08.12
Fuel valve (nozzle nut) Nut M 26 x 1.5 100 - 120

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

Upper mounting Screw M 20 150 -
Lower mounting Nut M 20 320
02.15 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description
Declaration of Weight 500.45
L23/30H
Section Component Plate No. Item No. Weight in Kg.
505 Cylinder Head, complete 50501-50502 250

50508-50510
506 Piston, complete 50601 081 45

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

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

instruction
Intermediate piece 51202 181 9
Air Cooler 51203 054 450
Inlet Bend 51203 138 93
513 Air Starter 51309 756 40
514 Fuel Injection Pump 51401 381 15

Fuel Injection Valve 51402 177 5
Fuel Oil Feed Pump 51410 290 22
515 Lubricating Oil Pump 51501 330 45

Thermostatic Valve 51503 115 29
Prelubricating Oil Pump, incl. el-motor 51504 242 20
08028-0D/H5250/94.08.12
Centrifugal Filter 51515 337 24
516 Thermostatic Valve 51604 114 29

Cooling Water Pump 51610 201 30
97.06 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description
Ordering of Spare Parts 500.50
Page 1 (2)
Edition 01H
L23/30H
Whenever spare parts are ordered (or reference is These data are used by us to ensure supply of the
made in correspondence etc.) the following data must correct spare parts for the individual engines, even
be indicated for the particular engine: though the spare part illustrations contained in this
book may not always be in complete accordance with
1. Name of plant the individual components of a specific engine.
2. Engine type and engine No ----, built by
3. Illustration plate number (complete with ed. Note: For ordering of spare parts for governor,
figures) turbocharger and alternator, please see special in-
4. Item No struction book for these components.
5. Quantity required (and description)
Information found on page 500.15 or on the nameplate on the engine(s):
Example: Name of plant Eng. type Eng. No. Built by

DANYARD 5L28/32H 20433 MAN B&W Holeby
Information found on each plate:
Plate No. Edition Item No. Qty. (and description)

50601 13H 10 10 pcs (Piston ring)
Pla
Page te
1 (2)
Piston
and Conn
ecting
Rod
60601-
13H
L/V28/
08
32H
09
10
11
12
01
02
03
04
05
607
608
08028-0D/H5250/94.08.12
609
06
610
611
13
612
07
3
61
4
91.4
61
6 - ES
0S
14
5
61
6
61
7
61
8
61
9
61
0
62
96.02 - ES2S-G
Description
Ordering of Spare Parts 500.50
L23/30H
Name of Plant:
Engine type: Engine Number: Built by:
Plate No Ed. No Item No Description Qty

08028-0D/H5250/94.08.12
96.02 - ES2S-G
Description
Service Letters 500.55
Page 1 (1)
Edition 01H
L23/30H
Description
In order to ensure the most efficient, economical, and importance to the operation of the plant, we recommend
up-to-date operation of our engines, we regularly send that engine staff to file them to supple-ment the
out "Service Letters", containing first-hand informa- relevant chapters of this instruction book.
tion regarding accumulated service experience.
The service letters can either deal with specific

engine types, or contain general instructions and
recommendations for all engine types, and are used
as a reference when we prepare up-dated instruction
book editions.
Therefore, since new service letters could be of great

08028-0D/H5250/94.08.12
96.02 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description 500.60
Page 1 (3) Conversion Table Edition 01H
L23/30H
SI Base Units Length (m)
Quantity Name Symbol 1 in (inch) 25.40 mm = 0.0254 m
1 ft (foot) = 12 inches 0.3048 m
lenght metre m 1 yd (yard) = 3 ft = 36 inches 0.9144 m
mass kilogram kg 1 statute mile = 1760 yds 1609 m
time second s 1 n mile (international nautical mile) 1852 m
electric current ampere A
absolute temperature* kelvin K
amount of substance mole mol SI Prefixes

luminous intensity candela cd
Factor Prefix Symbol Factor Prefix Symbol
* Also named "Thermodynamic temperature"
1018 exa E 10-1 deci d

15
10 peta P 10-2 centi c
Supplementary SI Units
1012 tera T 10-3 milli m
Quantity Name Symbol 109 giga G 10-6 micro m
106 mega M 10-9 nano n

plane angle radian rad 103
kilo k 10-12 pico p
solid angle steradian sr 102 hecto h 10-15 femto f
10 deca da 10-18 atto a
Derived Si Units with Special Names

Quantity Name Symbol Expressed in base, Area (m2)
supplementary or
derived SI units 1 sq. in (square inch) 0.6452 x 10-3 m2
1 sq. ft (square foot) 92.90 x 10-3 m2

frequency hertz Hz 1 Hz = 1 s-1
force newton N 1N = 1 kg m/s2
pressure, stress pascal Pa 1 Pa = 1 N/m2* Volume (1 m3 = 1000 l)

energy, work quantity of heat joule J 1J = 1 Nm
1 cub. in (cubic inch) 16.39 x 10-6 m3
power watt W 1W = 1 J/s
1 cub. ft (cubic foot) 28.32 x 10-3 m3 = 28.32 l
electric potential volt V 1V = 1 W/A
1 gallon* (imperial, UK) 4.546 x 10-3 m3 = 4.546 l
temperature Celcius C 1C = 1 k**
1 gallon* (US) 3.785 x 10-3 m3 = 3.785 l
* For mechanical stresses N/mm2 is widely used. 1 N/mm2 = 106 N/m2
1 barrel (US petroleum barrel) =
** t (C) = T(K) - T0(K), where T0 = 273.15 K
42 gallon (US) 0.1590 m3
1 bbl (dry barrel, US) 0.1156 m3
Additional SU Units 1 register ton = 100 cub. ft 2.832 m3
* 1 gallon = 4 quarts = 8 pints

Quantity Name Symbol Definition
time minute min 1 min = 60 s Velocity, Speed (m/s) (3.6 km/h = 1 m/s)
time hour h 1h = 60 min
1 kn (knot) = 1 nautical mile/h 1.852 km/h = 05144 m/s
plane angle degree 1 = (p/180) rad
For other conversions, see table for length
volume litre l 1l = 1 dm3
pressure bar bar 1 bar = 105 Pa
92.16 - ES0U
500.60 Conversion Table Description
L23/30H
Mass (kg) Dynamic viscosity (N s/m2)
1 lb (pound mass) = 16 ozs (ounces) 0.4536 kg 1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)
1 cwt (UK) (hundredweight) = 112 lbs 50.80 kg 1 poundal s/sq.ft 1.488 N s/m2
1 long ton (UK) = 20 cwt = 2240 lbs 1.016 metric tons = 1016 kg 1 lbf/sq.ft 47.88 N s/m2
1 short ton (UK) = 2000 lbs 0.907 metric tons = 907 kg poise is a special name taken from the CGS system. 1 P = 0.1 Pa s
1 slug* 14.59 kg 1 cP = 1 mPa s = 10-3 Pa s
* Unit and mass in the ft-lb-s system
Kinematic viscosity (m2/s)

Density
1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103 cSt *
1 lb/cub. ft 16.02 kg/m3 * 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special name taken from the
CGS system. 1 St = 10-4 m2/s
Force (1 kg m/s2 = 1 N)
Energy, Work (1 Nm = 1 J, Wh)
1 kp (kilopound)* 9.807 N
1 poundal** 138.3 x 10-3 N 1 cal I.T* 4.187 J*

1 lbf (pound force) 4.448 N 1 kpm 9.807 J
* Can occasionally be found stated as kgf (kilogram force). 1 hph (metric) 2.648 x 106 J = 0.7355 kWh
Standard acceleration of free fall gn = 9.80665 m/s2 1 ft. lbf 1.356 J
** Unit of force in the ft-lb-s system 1 hph (UK, US) 2.685 x 106J = 0.7457 kWh
1 BTU (UK, US) 1.055 x 103J = 1.055 KJ
* Exact value: 4.1868 J

Pressure I.T. = International Steam Table
(1 N/M2 = 1 Pa, 1 bar = 105 Pa, 1 mbar = 10-3 bar)
1 kp/cm2 = 1 at = 0.9678 atm 98.07 x 103 Pa = 0.9807 bar
1 at = 735.5 mm Hg* = 10 m H2O** (T = 277 K) Power (1 kg m2/s3 = 1 N m/s = 1 J/s = 1 W)

750 mm Hg* 105 Pa = 1 bar
1 kpm/s 9.807 W
1 mm Hg* (T = 273 K) 133.3 Pa = 1.333 mbar
1 hp (metric) = 75 kpm/s 735.5 W = 0.7355 kW
1 mm H2O** (T = 277 K) 10-4 at = 9.807 Pa = 98.07 x 10-3 mbar
1 kcalI.T./h 1.163 W
1 in Hg* (T = 273 K) 3386 Pa = 33.86 mbar
1 ft lbf/s 1.356 W
1 in H2O** (T = 277 K) 249.1 Pa = 2.491 mbar
1 hp (UK, US) = 550 ft.lbf/s 745.7 W
1 atm (standard atmosphere) = 760 mm Hg, 1.013 x 105 Pa = 1013 mbar
1 BTU/h 0.2931 W
1 atm = 1.033 at
1 lbf/sq.in (psi) 6895 Pa = 68.95 mbar
* Mercury. 1 mm Hg = 1 Torr
Moment of Force, Torque (kg m2/s2 = Nm)
Values in Table provided gn = 9.80665 m/s2
** Water column (WC) Can easily be derived from the above tables.
Stress ( 1 N/m2 = 10 -6 N/mm2) Moment of Inertia (kg m2)
1 kp/mm2 = 100 kp/cm2 9.807 N/mm2 1 GD2 (old notation) = 4 x I* kg m2
1 lbf/sq. in (psi) = 0.07031 at 6.895 x 10-3 N/mm2 1 WR2 (old notation)* = 1 x I* kg m2
*I = dmr x r2 mr = mass at the radius r

G = W = mass in kg D = Diameter of gyration
R = Radius of gyration
92.16 - ES0S
Description 500.60
Page 3 (3) Conversion Table Edition 01H
L23/30H
Specific fuel consumption* (g/kWh) Some physical data in SI units

1 g/hph (metric) 1.360 g/kWh
Nomenciature
* See also table for specific fuel oil consumption values t = temp. in C DK = temperature difference
r = density in kg/m3 Cp = heat capacity in J/(kg DK)
Temperature difference (K) t

r Cp t Cp
range
1 C (Celsius) 1K
1 F (Fahrenheit) 5/9 K Water 18 999 4.18 x 103
Lubricating oil (approx.)* 15 900 1.96 x 103
Atmosphereric air (dry) (p= 1 bar) 0 1.276 998 0-150 1005
Exhaust gas 200-400 1080
Temperature levels (K) (see "Derived SI Units with special
Names) * Viscosity: 100-140 cSt at 40C
750 mm Hg = 1 bar = 105 Pa
t C (Celsius) tc + 273.15 = K 1 atm (standard pressure at sealevel) = 760 mm Hg = 1013 mbar
tF (Fahrenheit) 5/9(tf - 32) + 273.15 = K Gas constant for air and exhaust gas = 287 J/(kg x K)
Celsius from Fahrenheit: tc = 5/9(tf - 32) Water, heat of evaporation 100C 1.013 bar 2.256 x 106 J/kg
Fahrenheit from Celcius: tf = 9/5 x tc + 32 Fuel oil. Lower caloric value 41-43 x 106 J/kg
ISO 3046/1-1986 standard reference fuel 43 x 106 J/kg
Diesel engine reference fuel (see below)
Specific heat capacity (J/(kg K))

1 kcalI.T./(kg x C) 4.187 x 103 J/(kg K)
1 BTU*/(lb x F) = 1 kcalI.T. /(kg C) 4.187 x 103 J/(kg K) Specific fuel oil consumption (SFOC)
* British Thermal Unit (see table for energy conversions)
Reference conditions
Specific fuel oil consumption values refer to brake power, and the following
Heat conductance (W/(m K)) reference conditions:
1 calI.T./(cm x s x C) 418.7 W/(m K) Reference Conditions (ISO)

1 kcalI.T./(m x h x C) 1.163 W/(m K)
1 BTU*/(ft x h x F) 1.731 W/(m K) Blower inlet temperature 25C 298 K
* British Thermal Unit (see table for energy conversions) Blower inlet pressure 1000 mbar
Charge air coolant temperature 25C 298 K
Fuel oil lower calorific value (10200 kcal/kg) 42707 kJ/kgk
Heat transmittion (W/(m2 K))

1 calI.T./(cm x s x C) 41.87 x 103 W/(m2 K)
1 kcalI.T./(m" x h x C) 1.163 W/(m2 K)
1 BTU*/(ft2 x h x F 5.678 W/(m2 K)
92.16 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description
Basic Symbols for Piping 500.65
L23/30H
No. Symbol Symbol designation No. Symbol Symbol designation
1. GENERAL CONVENTIONAL SYMBOLS 2.14 Spectacle flange
1.1 Pipe 2.15 Orifice
1.2 Pipe with indication of direction of flow 2.16 Orifice
1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint
1.4 Appliances 2.18. Snap-coupling
1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere
1.6 High pressured pipe 3. VALVES, GATE VALVES, COCKS AND FLAPS
1.7 Tracing 3.1 Valve, straight through
Enclosure for several components as-

1.8 sembled in one unit 3.2 Valve, angle
2. PIPES AND PIPE JOINT 3.3 Valve, three-way
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.2 Crossing pipe, connected 3.5 Non-return valve (flap), angle
2.3 Tee pipe 3.6 Non-return valve (flap), straight screw
2.4 Flexible pipe 3.7 down
2.5 Expansion pipe (corrugated) general 3.8 Non-return valve (flap), angle, screw
2.6 Joint, screwed 3.9 down
2.7 Joint, flanged 3.10 Safety valve
2.8 Joint, sleeve 3.11 Angle safety valve
2.9 Joint, quick-releasing 3.12 Self-closing valve
2.10 Expansion joint with gland 3.13 Quick-opening valve
2.11 Expansion pipe 3.14 Quick-closing valve
2.12 Cap nut 3.15 Regulating valve
2.13 Blank flange 3.16 Ball valve (-cock)
96.02 - ES0S-G
500.65 Basic Symbols for Piping Description
L23/30H
3.17 Butterfly valve 4. CONTROL AND REGULATION PARTS
3.18 Gate valve 4.1 Han-operated
3.19 Double-seated change-over valve 4.2 Remote control
3.20 Suction valve chest 4.3 Spring
3.21 Suction valve chest with non-return 4.4 Mass
3.22 valves 4.5 Float
3.23 Double-seated change-over valve, 4.6 Piston
3.24 straight 4.7 Membrane
3.25 Double-seated change-over valve, angle 4.8 Electric motor
3.26 Cock, straight through 4.9 Electro-magnetic
3.27 Cock, angle 4.10 Manual (at pneumatic valves)
3.28 Cock, three-way, L-port in plug 4.11 Push button
3.29 Cock, three-way T-port in plug 4.12 Spring
3.30 Cock, four-way, straight through in plug 4.13 Solenoid
3.31 Cock with bottom connection 4.14 Solenoid and pilot directional valve
3.32 Cock, straight through, with bottom conn. 4.15 By plunger or tracer
3.33 Cock, angle, with bottom connection 5. APPLIANCES
3.34 Cock, three-way with bottom connection 5.1 Mudbox
3.35 Thermostatic valve 5.2 Filter or strainer
3.36 Valve with test flange 5.3 Magnetic filter
3.37 3-way valve with remote control 5.4 Separator
3.38 (actuator) 5.5 Steam trap
On/off valve controlled by solenoid and

3.39 Non-return valve (air) 5.6 Centrifugal pump
pilot directional valve and with spring
return
3/2 spring return valve, normally closed
2/2 spring return valve, normally closed 96.02 - ES0S-G

Description
Basic Symbols for Piping 500.65
L23/30H
5.7 Gear or screw pump 6. FITTINGS
5.8 Hand pump (bucket) 6.1 Funnel / waste tray
5.9 Ejector 6.2 Drain
5.10 Various accessories (text to be added) 6.3 Waste tray
5.11 Piston pump 6.4 Waste tray with plug
5.12 Heat exchanger 6.5 Turbocharger
5.13 Electric preheater 6.6 Fuel oil pump
5.14 Air filter 6.7 Bearing
5.15 Air filter with manual control 6.8 Water Jacket
5.16 Air filter with automatic drain 6.9 Overspeed device
5.17 Water trap with manual control 7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.18 Air lubricator 7.1 Sight flow indicator
5.19 Silencer 7.2 Observation glass
Fixed capacity pneumatic motor with on

5.20 7.3 Level indicator
direction of flow
5.21 Single acting cylinder with spring returned 7.4 Distance level indicator
5.22 Double acting cylinder with spring 7.5 Recorder
5.23 returned
Steam trap
96.02 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1) Operation of Engine 501
L23/30H
Description
Operating ------------------------------------------------------------------------------------------ 501. 01 (01H)

Out of service -------------------------------------------------------------------------------------501. 05 (01H)
Starting-up after out of service periods ---------------------------------------------------- 501. 10 (01H)
Guidelines for longterm low-load operation on HFO ------------------------------------501. 15 (02H)
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Operating 501.01
Page 1 (2)
Edition 01H
L23/30H
Preparations for Starting 4. Check the pressure in the starting air receiver(s)
and open the starting air supply (blow-off water, if any,
The following describes what to do before starting, and drain the starting air system before opening.
when the engine has been out of service for a longer
period of time, or if major overhauls have been made. 5. Regulating gear - please check:
1. Check the oil level in the base frame (or in the - that all fuel pumps are set at index "0" when the
lub. oil tank, if the engine is with dry sump), air regulating shaft are in STOP position.
lubricator and in the govenor.
- that each fuel pump can be pressed by hand to
Start-up the prelubricating pump. full index when the regulating shaft are in STOP
position, and that the pumps return automatically to
The engine shall be prelubricated at least 2 minutes the "0" index when the hand is removed.
prior to start.
- that the spring-loaded pull rod is working
Check oil pressures before and after the filter. correctly.
2. Open the cooling water supply, start separate - that the stop cylinder for regulating the shaft
cooling water pumps where installed, and check the works properly, both when stopping normally and at
cooling water pressure. overspeed and shut down.
Note: To avoid shock effects owing to large tempe- - that testing is made by simulating these
rature fluctuations just after the start, it is recom- situations.
mended:
6. Open the indicator valves and turn the engine
a) to preheat the engine. Cooling water of at least some few revolutions, check that no liquid is flowing
60 C should be circulated through the frame and out from any of the indicator valves during the turning.
cylinder head for at least 2 hours before start:
Slow-turning must always be carried out, before the
- either by means of cooling water from engines engine is started after prolonged out of-service pe-
which are running or by means of a built-in preheater riods and after overhauls, which may involve a risk of
(if installed). liquid having collected in the cylinders.
or 7. Close the indicator valves.
b) When starting without preheated cooling water, 8. Disengage the turning gear, if fitted. Check that
the engine must only be started on MDO (Ma-rine it is locked in the "OUT" position.
Diesel Oil).
08028-0D/H5250/94.08.12
The engine should not be run up to more than 50% Starting

load to begin with, and the increase to 100% should
take place gradually over 5 to 10 minutes. 1. Start the engine by activating the start buttom.
Note: When starting on HFO (Heavy Fuel Oil), only 2. Check the lubricating oil pressure, cooling water
item "a" applies. pressure, fuel oil feed pressure. Check that the
prelubricating oil pump is stopped.
3. Open the fuel oil supply to the feed pump.
3. Check that all alarms are connected.
Starting on HFO: circulate preheated fuel through the
pumps until correct working temperatures have been See also "checks after starting-up".
obtained. This normally takes 30-60 minutes.
96.02 - ES0U-G
501.01 Description
Edition 01H
Operating Page 2 (2)
L23/30H
Testing during Running 9. To ensure full operational liability, the condition

of the engine should be continuously observed in
When the engine is running, the planned maintenance order for preventive maintenance work to be carried
programme and the following should be checked: out before serious breakdowns occur.
1. The lubricating oil pressure must be within the

stated limits and must not fall below the stated Stopping
minimum pressure. The paper filter cartridges must
be replaced before the pressure drop across the filter 1. Before stopping, it is recommended to run the
reaches the stated maximum value, or the pressure engine at reduced load, or to idle for about 5 minutes
after the filter has fallen below the stated minimum for cooling-down purposes.
value. Dirty filter cartridges cannot be cleaned for re-
use. 2. The engine is stopped by keeping the fuel pump
delivery rate at "0", by turning the "load- limit" knob on
2. The lubricating oil temperature must be kept the governor to "0", or by activating the remote
within the stated limits indicated on the data sheet. stopping device.
3. The fuel oil pressure must be kept at the stated

value, and the filter must be cleaned before the Start and Stop on HFO
pressure drop across the filter reaches the stated
maximum value. Start and stop of the engine should take place on HFO
in order to prevent any incompatibility problems by
4. The cylinder cooling water temperature must be change-over to MDO.
kept within the limits indicated and the temperature
rise across the engine should not exceed 10C. MDO should only be used in connection with main-
tenance work on the engine or longer periods of engine
5. The cooling water temperature at the charging standstill.
air cooler inlet should be kept as low as possible;
however, not as low as to produce condensation water Before starting on HFO the engine must be properly
in the charging air space. preheated as described in "Preparations for Starting"
and as described below.
Adjustment takes place in the external system out-
side the engine, and the amount of cooling water must Stopping the engine on HFO is no problem, but it
be adjusted so that the temperature rise across the should be ensured that the temperature of fuel pipes
charging air cooler is 3 - 5 C. are not reduced to a level below the pour point of the
fuel, otherwise, reestabilishing of the circulation might
6. The exhaust gases should be free from smoke cause problems.
at all loads. For normal exhaust temperatures, see the
test report from shop and sea trials.
08028-0D/H5250/94.08.12
Starting on MDO
7. Keep the charging air pressure and tempera-
ture under control. For normal values, see the test For starting on MDO there are no restrictions except
report from shop and sea trials. lubricating oil viscosity may not be higher than 1500
cSt (5 C SAE 30, or 10 C SAE 40).
8. Recharge the starting air receivers when the
pressure has dropped to about 20 bar. Stop rechar- Initial ignition may be difficult if the engine and
ging at 30 bar. ambient temperatures are lower than 5 C and 15 C
cooling water temperature.
96.02 - ES0U-G
Description
Out of Service 501.05
L23/30H
1. Stand-by Engines 4.3. Open up all filters to check that filter elements
are intact. Filter cartridges in the lub. oil filter is to be
During engine standstill in stand-by position the me- replaced before start, after repair, or after excessive
dia cooling water and fuel oil should be continuously differential pressure. After removal, dirty elements
circulated at temperatures similar to the operation can be examined for particles of bearing metal at the
conditions. bottom of the paper lamella. (the elements can not be
used again).
The engine shall be prelubricated 2 minutes prior to
start, if there is not intermittent or continuous prelub- 4.4. Check the cylinder walls.
ricating installed. intermittent prelub. is 2 min every 10
minutes. 4.5. Take deflection measurements of the crank-
shaft.
2. Maintenance during Standstill 4.6. A lubricating oil sample should be sent to a

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

Clean the sump very thoroughly and subsequently
After overhaul of pistons, bearings, etc. this check coat with clean lubricating oil.
should be repeated before starting the engine.
4.2. After stopping the prelub. pump, check the 6. Work after Repairs
bottom of the oil sump for fragments of babbitt from
bearings 6.1. If an opening-up of engine or lubricating oil
system may have caused ingress of impurities,
cleaning should be carried out very carefully before
starting the engine.
96.02 - ES0U-G
501.05 Description
Edition 01H
Out of Service Page 2 (2)
L23/30H
The differential pressure across the lub. oil filter must 6.7 b) Adjustment speed: Switch-in the alternator
be watched very carefully after cleaning and starting- on the switchboard and set the load to about 40%. On
up the engine. Be sure to replace filter cartridges in reaching normal oil temperatures in governor and
due time. engine, increase the load instantly to about 80% (by
starting the major pump or compressor). This must
6.2. After restoring normal lubricating oil circulation, not cause the frequency to fall by more than some
turn the engine at least two revolutions by means of 8%, and the engine must return to a constant no rpm
the turning rod to check the movability of the relevant after about 3 seconds (although this rpm will be a little
parts of the engine. lower than before owing to the speed droop of
the governor). If the engine is operated in parallel with
6.3. Close the drain cocks in the turbocharger (or in other engines, an even sharing of load shall be
the exhaust gas system, if mounted). established within about 3 seconds. If the governor
reacts too slowly, compensating adjustment is ef-
6.4. Lubricate thebearings and rod connections in fected as indicated in Woodward's instruction manual
the manoeuvring gear. Disconnect the governor and (Compensating Adjustment).
move the rod connections by hand to check that the
friction in bearings and fuel pumps is sufficiently low. Note: It is a condition for this test that the engine and
If repair of bearings or alignment of engine has been turbocharger are in perfect operating condition, so
made, check no 1, 2, and 5 should be repated. that possible sources of error immediately can be
eliminated
6.5. Checks to be made just before starting of the
engine are mentioned under 501.01. 6.7 c) Hunting: Run the engine at synchronous
rpm, and without load. Provided the governor oil is
6.6. Add cooling water and check the leakage pres- warm, the regulating lever must not perform any major
sure system on at the upper and lower cy-linder liner periodical movments, and neither must there be any
sealings and at cooling water connections. variation in the engine speed. If that is the case,
repeat the compensating adjustment according to
6.7. Check the governor as follows: Woodward's instruction manual.
Start up the engine and run it at the synchronous
number of revolutions. 6.7 d) Speed droop: in case of unsatisfactory load
sharing between two ore more engines this can be
6.7 a) Speed-setting: Before switching-in the al- rectified by increasing the speed droop of the engine
ternator on the switchboard please check that the that is subject to the greatest load (or by reducing the
servomotor adjusts the rpm with a suitable quickness setting of the other engines).
after actuation of the synchronizer knob on the switch-
board. The range from - 5% to + 5% from the syn- The setting should not normally be increased beyond
chronous rpm should be tested. 70 on the scale, and satisfactory parallel operation
can generally be obtained at settings between 40 and
60.
08028-0D/H5250/94.08.12
96.02 - ES0U-G
Description
Starting-up after Out of Service Periods 501.10
Page 1 (1)
Edition 01H
L23/30H
The following enumerate checks are to be made After the last feel-over, repeat check 4 page 501.05,
immediately after starting, during load increase, and see also Ignition in Crankcase page 503.04 in
during normal running. section 503.
In the following it is assumed that the engine has After repair or renewal of cylinder liners, piston rings
been out of service for some time, for instance due or bearings, allowance must be made for a running-
to repairs and that checks during out of service in period, i.e. the engine load should be increased
periods have been carried out as described in the gradually as indicated in the tables below. The
previous chapter. engine output is determined on the basis of the fuel
index and the load on the electric switchboard. The
When starting after such an out-of-service period, turbocharger speed gives some indication of the
the following checks must be made in the stated engine output, but is not directly proportional to the
order in addition to normal surveillance and recor- output throughout the service period.
ding.
Begin the starting-up sequence at a reduced engine
speed, e.g. 400 rpm, until it can be known for certain
1. To be Checked immediately after Starting: that there are no hot spots in the engine. Then,
increase the speed to the normal rpm and connect to
1.1. Check that the turbocharger is running. the switchboard and put on load.
1.2. Check that the lubricating oil pressure is in The load increase during the starting-up sequence
order. may, for instance, be:
1.3. Check that all cylinders are firing (see exhaust 25 % load for 2 hours
temperatures). 50 % load for 2 hours
75 % load for 2 hours
1.4. Check that everyting is normal for the engine 100 % load may be put on.
speed, fuel oil, cooling water and system oil.
The pump index indicated in the tables has been
1.5. Check by simulation of the overspeed shut- given as a percentage of the index at full load. To
down device that the engine stops. The overspeed enable the index to be read directly off the fuel
setting should be according to " Set Points and pumps, the following formula can be employed:
Operation Data " section 500.
I = I% x IF
100
2. To be Checked during Starting-up, but
only if Required after Repairs or Alterations: IF = Index at full load (from testbed table)
2.1. If the condition of the machinery is not well- I% = Index expressed as % of full load index
known, especially after repairs or alterations, the (stated in the preceding starting-up
08028-0D/H5250/94.08.12
"feel-over sequence" should always be followed, sequence).

i.e.:
Following the alteration of the pump index of the one
After 5-15 and 30 minutes' idle running, open the or two cylinders concerned it must be checked that
crankcase and the camshaft housing and perform when in STOP position the governor is able to move
feel-over on the surfaces of all moving parts where all the fuel pumps to an average pump index not
friction may arise and cause undue heating. exceeding 2 or 3.
Feel: Main, crankpin, (alternator), and camshaft After completing the starting-up sequence, make
bearings, piston pins, cylinder liners, roller guides sure that all fuel pumps are set at the same index and
and gear wheels. that the governor can cause all fuel pumps to move
to "0" index.
96.30 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Guidelines for Longterm Low-Load Operation on HFO 501.15
General
Part load/low load operation HFO-operation at loads lower than 20% MCR should
therefore only take place within certain time limita-
In certain ship operation situations the diesel-gen- tions according to the curves.
erator sets are sometimes exposed to part load/low
load operation. After a certain period of HFO-operation at a load
lower than 20% MCR, a change to MDO should take
During manoeuvring all diesel-generator sets are place in order to prevent further retardation of the
often started up for safety reasons, resulting in low engine performance condition, or the engine load
load conditions for all sets. should over a period of 15 minutes be raised to 70%
MCR and maintained here for a certain period of time
During harbour stay even one diesel-generator run- in order to burn off the carbon deposits, thus reestab-
ning could be lowloaded when hotel purposes are lishing adequate performance condition. After such
the only electricity consumers. "cleanburning period" low-load operation on HFO
can be continued.
At part load/low load it is important to maintain
constant media temperatures, i.e. for cooling water, However the operator must be aware of the fact that
lubricating oil and fuel oil, in order to ensure ad- fouwling in the air inlet channels, if any, will not be
equate combustion chamber temperature and thus cleaned with high load running. Extensive low-load
complete combustion. running can therefore result in necessity off manual
cleaning of the inlet channels.
At loads lower than 20% MCR there is risk of timede-
pendant retardation of the engine performance con- If special application conditions demand continuous
dition due to fouling of gas- and air channels, com- HFO-operation at loads lower than 20% MCR. and
bustion chambers and the turbocharger. occasionally performed "clean-burning" periods are
inconvenient or impossible, special equipment and
arrangements must be established.
Load %
20
Admissible low-load operation Necessary operating period
(load percent/period) on HFO. with min. 70% load after low-
load operation on HFO.
15
Running-up period to 70%
load: approx. 15 min.
a b 70% load
10 HFO or MDO
08028-0D\H5250\94.08.12
5
a b
Operating period (h) Operating period (h)

Example: a) with 10% load 19 hours maximum operation on HFO admissible, then change-over to MDO
or b) operate engine for approx. 1.2 hours with 70% rating minimum, in order to burn off residues.
Afterwards low load operation on HFO can be continued.
Fig 1 Low-load operation.
00.11 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1) Engine Performance and Condition 502
L23/30H
Description
Engine performance and condition ----------------------------------------------------------502. 01 (01H)

Evaluation of readings regarding combustion condition ------------------------------- 502. 02 (01H)
Condensate amount ---------------------------------------------------------------------------- 502. 05 (01H)
Working Card
Engine performance data ----------------------------------------------------------------------502- 01 .00 (01H)
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description Engine Performance and Condition 502.01
L23/30H
Performance Data and Engine Condition An increase of charge air temperature involves a
corresponding increase of the exhaust gas temperature
During operation small alterations of the engine level in a ratio of about 1:1.5, i.e. 1C higher charge air
condition continuously take place as a result of temperature causes about 1.5C higher exhaust gas
combustion, including fouling of airways and gasways, temperature.
formation of deposits, wear, corrosion, etc. If
continuously recorded, these alterations of the Reduction of the charge air pressure results in a
condition can give valuable information about the corresponding reduction of the compression pressure
operational and maintenance condition of the engine. and max. combustion pressure. When checking the
Continual observations can contribute to forming a max. pressure adjustment of the engine, it is therefore
precise and valuable basis for evaluation of the to be ensured that the existing charge air pressure is
optimal operation and maintenance programmes for correct.
the individual plant.
The injected amount of fuel is equivalent to supplied
We recommend taking weekly records of the most energy and is thus an expression of the load and mean
important performance data of the engine plant. During pressure of the engine. The fuel pump index can
recording (working card 502-01.00 can be used), the therefore be assumed to be proportional to the mean
observations are to be continually compared in order pressure. Consequently, it can be assumed that the
to ascertain alterations at an early stage and before connected values of the pump index are proportional
these exert any appreciable influence on the operation to the load.
of the plant.
The specific fuel consumption, SFOC (measured by
As a reference condition for the performance data, the weight) will, on the whole, remain unaltered whether
testbed measurements of the engine or possibly the the engine is operating on HFO or on MDO, when
measurements taken during the sea trial at the delivery considering the difference in calorimetric combustion
of the ship can be used. If considerable deviations value. However, when operation on HFO, the
from the normal condition are observed, it will, in a combination of density and calorific value may result
majority of cases, be possible to diagnose the cause in an alteration of up to 6% in the volumetric
of such deviations by means of a total evaluation and consumption at a given load. This will result in a
a set of measurements, after which possible corresponding alteration in the fuel pump index, and
adjustment/overhauls can be decided and planned. regard should be paid to this when adjusting the
overload preventative device of the engine.
Evaluation of Performance Data Abrasive particles in the fuel oil result in wear of fuel
pumps and fuel valve nozzles. Effective treatment of
For example, fouling of the air side of the air cooler will the fuel oil in the purifier can limit the content of
manifest itself in an increasing pressure drop, lower abrasive particles to a minimum. Worn fuel pumps will
charge air pressure and an increased exhaust result in an increase of the index on account of an
temperature level (with consequential influence on increased loss in the pumps due to leakage.
08028-0D/H5250/94.08.12
the overhaul intervals for the exhaust valves).

When evaluating operational results, a distinction is
Fouling of the turbine side of the turbocharger will, in to be made between alterations which affect the whole
its first phase, manifest itself in increasing turbocharger engine (all cylinder units) and alterations which occur
revolutions on account of increased gas velocity in only one or a few cylinders. Deviations occuring for
through the narrowed nozzle ring area. In the long run, a few cylinders are, as a rule, caused by malfunctioning
the charging air quantity will decrease on account of of individual components, for example, a fuel valve
the greater flow resistance through the nozzle ring, with a too low opening pressure, blocked nozzle
resulting in higher wall temperatures in the combustion holes, wear, or other defects, an inlet or exhaust valve
chambers. with wrongly adjusted clearance, burned valve seat
etc.
96.20 - ES0U-G
502.01 Engine Performance and Condition Description
L23/30H
The operational observations supplemented by the Normally, the fuel nozzle temperature will be higher
daily routine monitoring contribute to ensuring that than the approx. 180C, at which cold corrosion starts
faulty adjustments and other deviations in the to occur.
performance of individual components are observed
in time to avoid operational disturbances and so that Abrasive particles in the fuel oil involve a heavier wear
normal routine overhauls can be carried out as of the fuel valve needle, seat, and fuel nozzle holes.
scheduled. Therefore, abrasive particles are, to the greatest
possible extent, to be removed at the purification.
If abnormal or incomprehensible deviations in the
operation are recorded, expert assistance for the
evaluation of these should be obtained. Exhaust Valves
The overhaul intervals of exhaust valves is one of the

Turbochargers key parameters when reliability of the entire engine is
to be judged. Operation on HFO has a negative effect
Service experience has shown that the turbine side is on these intervals. The performance of the exhaust
exposed to increased fouling when operating on HFO. valves is therefore extremely informative.
The rate of fouling and thereby the influence on the Especially under favourable conditions, fuel qualities
operation of the engine is greatest for small with a high vanadium and sodium content will promote
turbochargers where the flow openings between the burning of the valve seats. Combinations of vanadium
guide vanes of the nozzle ring are relatively small. and sodium oxides with a corrosive effect will be
Deposits especially occur on the guide vanes of the formed during the combustion. This adhesive ash
nozzle ring and on the rotor blades. In the long run, may, especially in the case of increased valve
fouling will reduce the efficiency of the turbocharger temperatures, form deposits on the seats. An
and thereby also the quantity of air supplied for the increasing sodium content will reduce the melting
combustion of the engine. A reduced quantity of air point and thereby the adhesive temperature for the
will result in higher wall temperatures in the combustion ash, which will involve a greater risk for deposits. This
spaces of the engine. condition will be especially unfavourable when the
weight ratio Na increases beyond 1:3.
Detailed information and instructions regarding water Va
washing of the turbocharger are given in the section
512. The exhaust valve temperature depends on the actual
maintenance condition and the load of the engine.
With correct maintenance, the valve temperature is
Fuel Valves kept at a satisfactory low level at all loads. The air
supply to the engine (turbocharger/air cooler) and the
Assuming that the fuel oil is effectively purified and maximum pressure adjustment are key parameters in
that the engine is well maintained, the operational this connection.
08028-0D/H5250/94.08.12
conditions for the fuel valves and the overhaul intervals

will not normally be essentially altered when operating It is important for the functioning of the valves that the
on HFO. valve seats are overhauled correctly in accordance
with our instructions.
If, for any reason, the surface temperature of the fuel
valve nozzle is lower than the condensation The use of rotocaps ensures a uniform distribution of
temperature of sulphuric acid, sulphuric acid temperature on the valves.
condensate can form and corrosion take place (cold
corrosion). The formation of sulphuric acid further
depends on the sulphur content in the fuel oil.
96.20 - ES0U-G
Description Engine Performance and Condition 502.01
L23/30H
Air Inlet Valves Engine Room Ventilation, Exhaust System
The operational conditions of the air inlet valves are Good ventilation of the engine room and a suitable
not substantially altered when using residual fuel. location of the fresh air intake on the deck are
important. Seawater in the intake air might involve
corrosive attack and influence the overhaul intervals
Fuel Pumps for the exhaust valves.
Assuming effective purification of the fuel oil, the The fresh air supply (ventilation) to the engine room is
operation of the fuel pumps will not be very much to correspond to approximately 1.5 times the air
affected. consumption of the engines and possible boilers in
operation. Sub-pressure in the engine room will involve
The occurrence of increasing abrasive wear of plunger an increased exhaust temperature level.
and barrel can be a consequence of insufficient
purification of the fuel oil, especially if using a fuel The exhaust back-pressure measured after the
which contains residues from catalytic cracking. turbochargers at full load should not exceed 250-300
Water in the fuel oil involves an increased risk of mm water gauge. An increase of the exhaust back-
cavitation in connection with pressure impulses pressure will also involve an increased exhaust valve
occurring at the cutting-off of the fuel pump. A fuel temperature level.
with a high asphalt content has deteriorating lubricating
properties and can, in extreme cases, result in sticking
of the fuel pump plungers.
08028-0D/H5250/94.08.12
96.20 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description Evaluation of Readings Regarding 502.02
Page 1 (1) Combustion Condition Edition 01H
L23/30H
PRESSURE DROP
INCREASING
(limit 50%)
Air filters
fouled.
PRESSURE DROP
INCREASING
(limit 50%)
Air side of
cooler fouled.
ALL CYLINDERS
Exhaust temp. increasing:
Air system fouled TEMP. DIFFERENCE
(Air filter-blower-cooler). TOO LARGE
Exhaust system fouled Water flow too small
(nozzle ring, turbine wheel).
TEMP. DIFFERENCE
TOO LARGE
Air cooler fouled.
ONE CYLINDER DECREASING CHARGE AIR

Exhaust temp. in- PRESSURE:
creasing: Fuel valve Decreasing air amount.
needs overhaul. Fouled turbocharger,
Compression too low air filter or charge
owing to leakage of air cooler (air side).
08028-0D/H5250/94.08.12
exhaust valve or piston

ring blow-by.
Pcomp and Pmax are measured by means
of max. pressure gauge.
Pcomp too low: Leaky combustion chamber,
charging air pressure too low.
See also:
Pmax too low:
P comp too low, ignition too late. Engine Performance
and condition 501.01
92.03 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Condensate Amount 502.05
L23/30H
Ambient air temperature (1 bar)
10 20 30 40 50 60 70
0.10
Charge air pressure (Above atmospheric)

r
ba
1.0
Water content of air in kg water / kg air
0.08
r
ba
0
2.
0.06
r
Max. water content
ba
0
of atmosphere
3.
%
%
0%
%
%
60
70
80
90
10
0.04
A B
in air tank
Pressure
0.02
30 bar

Relative 0
air humidity 30 40 50 60 70
Charge air temperature after cooler.

Air temperature in tank.
Fig. 1. Nomogram for calculation of condensate amount.
General Condensation of water in the engine's charge air

receiver is consequently dependent on the humidity
There is always a certain amount of water in air. When and the temperature of the ambient air. To find out if
the air is saturated with aqueous vapour, the humidity condensation in the charge air receiver will occur the
is said to be 100% and there is as much water in the diagram can be used.
air as it can absorb without condensing. The amount
08028-0D/H5250/94.08.12
of water in kg/kg air can be found from the diagram. Example:

The ability to absorb the water depends on the
pressure and temperature of the air. 6L23/30H, 720 rpm (P) 780 kW
Ambient air condition:
air temperature 35 C
Amount of Condensation Water in The Charge Air relative air humidity 90 %
Receiver Charge air temperature 50 C
Charge air pressure 2.6 bar
Both higher pressure and lower temperature reduce
the ability to absorb water. A turbocharged diesel As a guidance, an air consumption of 8.2 kg/kWh (Le)
engine takes air from outside, compresses and cools at full load can be used for MAN B&W Diesel
the air. Then, normally, the air cannot absorb the A/S, Holeby engines.
same amount of water as before.
96.02 - ES1S-G
502.05 Condensate Amount Description
L23/30H
Solution according to diagram:
The volume of condensate in the air tank is determin-
Water content of air (l) 0.033 kg/kg ed by means of the curve at the bottom to the right of
Max. water cont. of air (ll) 0.021 kg/kg the diagram, representing an operating pressure of 30
bar.
Amount of condensate in charge air receiver.
Example:
= (l - ll) x le x P
= (0.033 - 0.021) x 8.2 x 780 = 76,8 kg/h Amount of condensate in air tank.
Volumetric capacity of tank(V) 4000 dm

Draining of Condensation Water Temperature in tank (T) 40 C=313K
Internal press. of tank (p) 30 bar
This phenomenon will occur on all turbocharged = 31 x 105 N/m(abs.)
engines. For MAN B&W Holeby 4-stroke engines, Gas constant for air (R) 287 Nm/kg.K
there is no risk with a small amount of water in the Ambient air temperature 35 C
charge air receiver. But if the charge air receiver is Relative air humidity 90 %
filled with water, there is a risk of getting water into the Weight of air in tank
cylinder. This water has to be drained away. As
standard a valve is mounted on the charge air receiv-
er/cooler on the engine. This valve is to be used for m= = = 138 kg
pxV 31 x 105 x 4
draining of the water. If there is a great amount, the
valve can be left half-open. If the amount is small, the RxT 287 x 313
charge air receiver can be drained periodically. Solution acc. to above diagram:
Water content of air (l) 0.033 kg/kg

Amount of Condensate Water in Air Tanks Max. water cont. of air (lll) 0.0015 kg/kg
Amount of condensate in air tank
= (I - III) x m.
= (0.033 - 0.0015) x 138 = 4.35 kg.
08028-0D/H5250/94.08.12
96.02 - ES1S-G
Working Card 502-01.00
Page 1 (4) Engine Performance Data Edition 01H
L23/30H
Safety precautions: Special tools:
Stopped engine Plate no. Item no. Note.

Shut-off starting air
Shut-off cooling water 52005-01 109 Max. pressure
Shut-off fuel oil indicator
Shut-off cooling oil
Stopped lub. oil circul.
Description: Hand tools:
Measuring of engine performance data.
Starting position:
Engine is running.
Related procedure:
08028-0D/H5250/94.08.12
Man power: Replacement and wearing parts:
Working time : hour Plate no. Item no. Qty. /

Capacity : 1 man
Data:
Data for pressure and tolerance (Page 500.35)

Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)
96.37 - ES0U-G
502-01.00 Engine Performance Data Working Card
L23/30H
Engine Performance Data
M/V Engine Type Engine No Date/Year Hour Total Engine
1 2 3 4 5 6 Running Hours
Engine RPM Fuel Type Turbocharger Turbocharger

7 8 Visc. Density 9 Type Serial No 10 RPM
Switchboard
Effect (kW) Voltage (V) Current (A) cos j /kVAr
11 12 13 14
Cylinder Data
Ave-
15 Cylinder No. 1 2 3 4 5 6 7 8 9 16 rage
17 Fuel Pump Index A

B
18 Maximum Pressure (bar) A

B
19 Compress. Pressure (bar) A

B
20 Exhaust Temp. ( C) A
B
21 Cooling Water (C) A

B
Turbocharger
Temp. inlet blower ( C) Pressure before blower (mmWC) Temp. after blower ( C)
22 23 24

Press. air cooler (mmWC) Temp. charge air ( C) Press. charge air (bar)
25 26 27
Temp. exhaust gas before TC ( C) Temp. exhaust gas after TC ( C) Press. exhaust gas after TC (mmWC)
28 29 30

Temp. after engine ( C) Press. before filter (bar) Press. after filter (bar)
31 32 33
Temp. inlet engine ( C) Press. before TC (bar)
34 35 36
08028-0D/H5250/94.08.12
Cooling Water System

LT temp. inlet air cooler ( C) LT temp. outlet air cooler ( C) LT press. inlet air cooler (bar)
37 38 39
LT temp. inlet lub. oil cooler ( C) LT temp. outlet lub. oil cooler ( C) LT temp. inlet alternator ( C)
40 41 42
LT temp. outlet alternator ( C) HT FW temp. inlet engine ( C) HT FW press. inlet engine (bar)
43 44 45
Fuel Oil System

Fuel oil temp. inlet engine ( C) Fuel oil press. before engine (bar)
46 47
Sign.
48 49 50
96.37 - ES0U-G
Working Card
Engine Performance Data 502-01.00
L23/30H
Instruction for Filling in the Diagram "Engine 14. Cos j/kVAr - can be read on the switchboard.
Performance Data"
The numbers in the instruction are commensurate Cylinder Data

with the numbers in the diagram.
15. Cylinder No. - can be read on engine plate.
The automatic symbols mentioned in the instruction A/B is used for V-engines.
(TI 01, TI 03, PI 01 etc) refer to the diagrams printed
in the instruction books for specified plants and page 16. Average for all engine cylinders for point: 17-
500.20. 18-19-20-21.
17. Fuel pump index - can be read on each of the

Engine Performance Data high pressure fuel oil injection pumps.
1. Name of ship, if stationary name of plant. 18. Max pressure (bar) can be read for each
cylinder by means of indicator or Pmax gauge.
2. Engine type.
19. Compression pressure (bar) - can be read for
3. Engine No. each cylinder by means of the indicator measure-
ment, which is carried out during idling by nominal
4. Date/year of observations. RPM.
5. Hour, time of observations. 20. Exhaust temperature (C)

- thermometer TI 60.
6. Total engine running hours - engineer's log-
book. 21. Water outlet cylinder (C) (jacket cooling)
7. Engine revolutions per minute (RPM) - can be
read on tachometer SI 90.
Turbocharger
8. Fuel oil type: the viscosity must be stated (in
cSt) and the temperature by which the viscosity has 22. Thermometer inlet blower (C) can be read
been measured, f.inst. 180 cSt/50C. Density must by means of a thermometer placed in the engine
be stated: g/cm. room near the air filter of the TC.
9. Turbocharger: type and serial number are 23. Pressure before blower (mmWC) - can be
stated on the rating plate of turbocharger and page read by means of a mmWC instrument placed in
500.00. the engine room near the TC.
10. Turbocharger revolutions per minute (RPM) - 24. Temperature after blower (C) - can be read
08028-0D/H5250/94.08.12
can be read on the tachometer SI 89. by means of a thermometer TI 30.
25. D Pressure air cooler (mm/WC).

Switchboard.
26. Charge air temperature (C). Temperature of
11. Alternator output (kW) - can be read on the the charge air in the charge air receiver.
main switchboard. - thermometer TI 31.
12. Voltage (V) - can be read on the switchboard. 27. Pressure charge air (bar). Pressure of the
charge air in the charge air receiver.
13. Current (A) - can be read on the switchboard. - pressure gauge PI 31.
96.37 - ES0U-G
502-01.00 Engine Performance Data Working Card
L23/30H
28. Gas before temperature exhaust TC (C) ture (sea, raw or fresh) at inlet lub. oil cooler (C)
- thermometer TI 62. - thermometer TI 07.
29. Exhaust gas temperature after TC (C) 41. Low temperature (LT) cooling water tempera-
- thermometer TI 61. ture (sea, raw or fresh) at outlet lub. oil cooler C)
30. Exhaust gas pressure after the TC (bar)
- pressure gauge PI 61. 42. Low temperature (LT) cooling water tempera-
ture (sea, raw or fresh) at inlet alternator (C)
43. Low temperature (LT) cooling water tempera-
31. Lub. oil inlet cooler temperature (C) ture (sea, raw or fresh) at outlet alternator (C)
- thermometer TI 20. - thermometer TI 05.
32. Lub. oil pressure before the filter (bar) 44. High temperature (HT) fresh water tempera-
- pressure gauge PI 21. ture (FW) at inlet engine (C)
33. Pressure of the lub. oil after the filter (bar)
- Pressure gauge PI 22. 45. High temperature (HT) fresh water tempera-
ture (FW) of outlet engine (C)
The filter element should be replaced with a pressure - thermometer TI 10.
drop across the filter of 1.5 bar (see section 615).
34. Lub. oil inlet engine temperature (C) Fuel Oil System
46. Fuel oil temperature at inlet engine (C)
35. Lub. oil pressure before the turbocharger - thermometer TI 40.
(bar).
- pressure gauge PI 23. 47. Fuel oil pressure before engine (bar)
- pressure gauge PI 40.
Cooling Water System 48.

ture (sea, raw or fresh) at inlet charge air cooler (C) 49.
38. Low temperature (LT) cooling water tempera- 50. Signature.

ture (sea, raw or fresh) at outlet charge air cooler (C)
08028-0D/H5250/94.08.12
39. Low temperature (LT) cooling water pressure

(sea, raw or fresh) at inlet charge air cooler (bar)
- pressure gauge PI 01.
96.37 - ES0U-G
Index
Page 1(1) Trouble Tracing 503
L23/30H
Description
Starting failures -----------------------------------------------------------------------------------503. 01 (02H)

Faults in fuel oil system ------------------------------------------------------------------------ 503. 02 (01H)
Disturbances during running ------------------------------------------------------------------503. 03 (01H)
Ignition in crankcase ----------------------------------------------------------------------------503. 04 (01H)
Trouble shooting guide for centrifugal by-pass filter ------------------------------------503. 05 (01H)
Trouble shooting guide for turbine starter ------------------------------------------------- 503. 06 (01H)
Trouble shooting for cooling water system ------------------------------------------------503. 09 (01H)
Trouble shooting for lubricating oil cooler ------------------------------------------------- 503. 10 (01H)
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Starting Failures 503.01
General
Trouble Possible cause Troubleshooting
Engine turns as soon as shut- Faults in electrical system. Check electrical parts.
off valve is opened, without
start button being activated.
Engine does not turn when start Air pressure in starting air re- Start compressors, re-charge
button is activated. ceiver too low. air receiver.
Main valve(s) closed. Open valve at receiver and

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

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

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

sure.
Air starter works, but the drive Clutch or drive shaft broken. Dismantle the air starter and
shaft does not rotate. repair it.
08028-0D/H5250/94.08.12
00.12 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Faults in Fuel Oil System 503.02
Page 1 (3)
Edition 01H
L23/30H
Trouble Possible Cause Trouble Shooting
Engine turns on starting air, but Sluggish movement of manoeuvering Lubricate and mobilize rod con-
ignition fails. Fuel pumps are not gear. nections in manoeuvering gear.
actuated.
Governor setting incorrect. Adjust governor, see special in-
struction manual.
Overspeed stop tripped. Cancel overspeed stop.
Piston in stop cylinder is actuated. Check that piston is not sticking.

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

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

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

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

cylinder.
Engine turns on starting air, but no

fuel is injected owing to failures in Fuel oil service tank empty. Pump oil into the tank.
fuel system.
Air in fuel pumps and fuel injection Vent the fuel pumps with fuel with-
valves (2). out air bubbles appears. If ignition
fails in just one cyl., vent the re-
spective fuel injection valve. If igni-
tion still fails, install a spare valve
before attempting to start the engi-
ne again.
Worn-out fuel pump. Change fuel pumps.

08028-0D/H5250/94.08.12
Defective fuel injection valves or Change defective fuel valves.

valve nozzles (4).
Too low pressure before fuel injection Increase the fuel oil feed pump
pumps (3). pressure.
Engine turns on starting air, fuel is

injected, but ignition fails. Water in the fuel. Drain off water and repeat venting
of fuel pumps.
Fuel valves or nozzles defective (4). Change defective fuel valves,

see Working Card 514-01.10.
Cont.
96.37 - ES0U-G
503.02 Faults in Fuel Oil System Description
L23/30H
Check intake and exhaust valve

Compression during start too low (5). for tight closing. Check cyl. wear
and piston rings.
Check fuel pump timing advance,

Incorrect timing of camshaft (6). and fuel valve opening pressure as
well as camshaft adjustment.
First ignitions are too violent Slow turning with open indicator
(safety valves are opening). Oil has collected on piston crown (7). valves. To locate defective fuel
Engine runs erratically. val-ve, remove oil.
Lubricate and mobilize rod

Sluggish movement of manoeuvering connections and bearings in
gear. manoeuvering gear.
Check rod connection is manoeu-

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

should be cheked that no oil has collected on the
piston crown. Air in the fuel oil system may also be 6) Major alterations of the combustion charac-
the result of the fuel oil feed pump suckingin air teristics of the fuel may demand adjustment of the
through a defective stuffing box or a leaky seal. timing of the fuel pumps. One or more camshaft
sections may be incorrectly fitted (after dismantling).
Too high opening pressure of the fuel valves will also
3) If the fuel oil pressure drops, the filter may be delay the injection.
clogged up, or the by-pass at the feed pump may
have opened.
96.37 - ES0U-G
Description
Faults in Fuel Oil System 503.02
L23/30H
7) Oil on the piston crown will in most cases have If a repair cannot be made on the spot, it is decided
leaked down from a defective fuel valve. As these oil if running may continue, with or without the defective
accumulations are dangerous, the leakage should charger blanked off.
be found and remedied before the engine is started
again. When continuing the running with the turbocharger
out of operation, the engine output must be reduced.
The exhaust temperature must not exceed the nor-
Turbocharger Failure mal valve, for full load running with an intact turbo-
charger. For further details see the separate turbo-
If heavy vibrations, bearing failure or other trouble charger instr. manual.
arise in a turbocharger, the engine load must be
reduced until the vibrations cease. When possible,
the engine is stopped in order to locate and remedy
the fault (see turbocharger instr. manual).
08028-0D/H5250/94.08.12
96.27- ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Disturbances during Running 503.03
Page 1 (3)
Edition 01H
L23/30H
Exhaust temperature(s) (All cyls.) Increased charging air See Working Card 512-01.00.
increase(s) temperature due to ineffective air
coolers.
Reduce load and water-wash tur-
(All cyls.) Fouling or air and gas bine. Clean air filters and coolers.
passages.
(All cyls.) Insufficient cleaning of See Description 504.25.

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

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

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

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

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

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

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

(5). Cont.
96.37 - ES0U-G
503.03 Disturbances during Running Description
Page 2 (3)
Edition 01H
L23/30H
Engine stops. Shutdown. Check pressure and temperatures.

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

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

of cooling (especially during hea-
vy-oil operation) (6).
Exhaust valve knocking. Adjusting screw for valve setting Inspect and replace defective parts
loose. Push rod thrust disc da- as necessary.
maged.
Rising cooling water temperature. Pump stopped. Increased friction Stop the engine. Check the cooling
(7). water. Find cause of increased
friction and remedy fault.
Lubricating oil pressure fails. Lubricating oil pump defective. Stop the engine. For further details,
Filters/cooler fouled. see "Ignition in crankcase". See
also Working Card 515-01.00 for
lub. oil pump and Working Card
515-01.10 for the lub. oil filter
Remarks
08028-0D/H5250/94.08.12
1) This manifests itself by the exhaust 2) Blow-by means a serious danger of piston
temperature rising and falling of the compression seizure, and the engine must, if possible, be stopped
and maximum combustion pressure of the respective and the piston in question pulled. If this is not
cylinder dropping. possible, the fuel pump index must, as described
above, be moved to stop. Leaky piston rings will
To limit the damage to the valves these should be normally result in a heavy excess pressure in the
changed immediately, if possible, or the fuel pump of crankcase.
the cylinder concerned should be put out of opera-
tion by moving the index to stop and locking it in this
position.
96.37 - ES0U-G
Description
L23/30H
3) If this happens the fuel pump barrel and plunger 6) If the cooling water temperature for the entire
must be changed, and if, it is necessary to increase engine has risen to 90-100 C, it should be checked
the fuel pump index by more than 10 index degrees, whether steam has developed by opening the test
to obtain full load of the respective cylinder, the fuel cocks, if fitted on the discharge from cylinders. If this
pump is worn out in most cases. Usually this is is the case, there is no water on the cooling surfaces,
confirmed by inspection of the fuel pump plunger on which may therefore be heated unduly. To avoid
which the helical cut-off edge will show a pitted and heat stresses arising in cylinder liners and cylinder
corroded area where material is plucked out. In that heads, if the water returns too early, the engine
case the pump can be provided with a new barrel and should be stopped and left to cool, while the discharge
plunger. valve is closed. After 15 minutes it is opened a little
to allow the water to rise slowly in the cooling jackets.
Check filling at test cocks. Make crankcase inspection
4) The governor will not reduce the fuel pump to ascertain that internal water leakage has not
delivery to zero in case of, for instance, failure of the arisen. Remember slow turning with open indicator
governor oil pump, but the engine speed will start valves at subsequent starting-up.
fluctuating.
When the governor is defective the engine is pro- 7) If the lubricating oil pressure drops below the
tected against racing by the overspeed trip, i.e. the minimum mentioned in "Data" find the cause of the
engine is stopped automatically in case of excessive pressure drop and remedy the defect before re-
speed. It is therefore, essential, that the overspeed starting the engine. Feel over 5-15-30 minutes after
trip is kept in perfect order. Regarding governor starting, and again when full load is obtained. See
failure, see special instruction book. section 502.
5) Usually a bearing failure will not slow down the

engine appreciably, but the seizure of a piston in the
cylinder liner might do so. Repair is necessary before
starting the engine again. Feelover and look out for
oil mist.
08028-0D/H5250/94.08.12
96.37 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Page 1 (3) Edition 01 H
L23/30H
Exhaust temperature(s) (All cyls.) Increased charging air See section 501; Operational Observat-
Increase (s) temperature due to ineffective air coolers. ions, item e.
(All cyls.) Fouling or air and gas passages. Reduce load and water-wash turbine.
Clean air filters and coolers.
(All cyls.) Insufficient cleaning of fuel oil or See section 501; Operational Observat-
changed combustion characteristics. ions, item c.
(All cyls.) Wrong position of camshaft Check Pmax. Check camshaft adjustment.
(maladjustment).
(single cyls.) Fuel valve or valve nozzle See section 501; Operational Observat-
defective. ions.
(Single cyls.) Leaky exhaust valves (1). Check the valve clearance. Replace cyl.
head with defective valve.
(Single cyls.) Blow-byleaky combustion See section 501; Operational Observat-

chamber (2). ions.
(Single cyls.) Damaged fuel pump cam. Replace the single camshaft section.
Exhaust temperature(s) (All cyls.) Decreased charging air Check that thermostatic valve (bypass
decrease(s) temperature. valve) in cold water system is working
properly and correctly set.
(Single cyls.) Air in fuel pump(s) and fuel Venting of fuel pump(s) until fuel without air
injection valve(s). bubbles appears.
Check feed pump pressure.
(Single cyls.) Spindle in fuel valve sticking Change and overhaul defective fuel valve.
(3).
(Single cyls.) Fuel pump plunger sticking or Change fuel pump plunger/barrel
leaking. assembly.
Engine RPM decreases Pressure before fuel pumps too low. Raise fuel oil feed pump pressure to
normal. Check filter.
Fuel valve or fuel pump defective. Change defective valve or pump.
Water in the fuel. Drain off water and vent the fuel pumps.
Governor detective (4). Replace detective governor.

08028-0D/H5250/94.08.12
Increased internal friction in engine (5). See "Ignition in Crankcase".
Cont
96.02-ES0U-G
503.03 Disturbances during Running Description
Page 2 (3)
Edition 01 H
L23/30H
Engine stops. Shutdown. Check pressure and temperatures.

If OK, check for faults in shutdown
devices. See also Starting Failures.
Smoky exhaust. Turbine RPM lagging behind engine Reasonably smoke is normal when RPM
RPM. increases; no measures called for. If
smoky exhaust during normal running,
dean turbine(s) and check valves.
Air supply too low. Fouling of air and gas passages, see
section 501;Operational Observations.
Fuel valves or nozzles defective. See section 501; Operation Observations.
"Trumpets" at nozzle holes. Failure of Overhaul fuel valves.

cooling (especially during heavy-oil
operation) (6).
Exhaust valve knocking. Adjusting screw for valve setting loose. Inspect and replace defective parts as
Push rod thrust disc damaged. necessary.
Rising cooling water Pump stopped. Increased friction (7). Stop the engine. Check the cooling water.
temperature. Find cause Of Increased friction and
remedy fault.
Lubricating oil pressure fails. Lubricating oil pump defective. (8) Stop the engine. For further details, see
Filters/cooler fouled. "Ignition in crankcase".
Remarks
1) This manifests itself by the exhaust 2) Blow-by means a serious danger of piston
temperature rising and falling of the compression seizure, and the engine must, if possible, be
and maximum combustion pressure of the stopped and the piston in question pulled. If this is
respective cylinder dropping. not possible, the fuel pump index must, as
described above, be moved to stop. Leaky piston
To limit the damage to the valves these should be rings will normally result in a heavy excess
changed immediately, if possible, or the fuel pump pressure in the crankcase.
of the cylinder concerned should be put out of
operation by moving the index to stop and locking
08028-0D/H5250/94.08.12
it in this position.
96.02-ES0U-G
Description
Page 3 (3) Edition 01 H
L23/30H
3) If this happens the fuel pump barrel and 6) If the cooling water temperature for the entire
plunger must be changed, and if, it is necessary to engine has risen to 90-100 C, it should be
increase the fuel pump index by more than 10 checked whether steam has developed by opening
index degrees, to obtain full load of the respective the test cocks, if fitted on the discharge from
cylinder, the fuel pump is worn out in most cases. cylinders. If this is the case, there is no water on
Usually this is confirmed by inspection of the fuel the cooling surfaces, which may therefore be
pump plunger on which the helical cut-off edge will heated unduly. To avoid heat stresses arising in
show a pitted and corroded area where material is cylinder liners and cylinder heads, if the water
plucked out. In that case the pump can be returns too early, the engine should be stopped
provided with a new barrel and plunger. and left to cool, while the discharge valve is
closed. After 15 minutes it is opened a little to
allow the water to rise slowly in the cooling jackets.
4) The governor will not reduce the fuel pump Check filling attest cocks. Make crankcase
delivery to zero in case of, for instance, failure of inspection to ascertain that internal water leakage
the governor oil pump, but the engine speed will has not arisen. Remember slow turning with open
start fluctuating. indicator valves at subsequent starting-up.
When the governor is defective the engine is pro-

tected against racing by the overspeed trip, i.e. the 7) If the lubricating oil pressure drops below the
engine is stopped automatically in case of minimum mentioned in "Data" find the cause of the
excessive speed. It is therefore, essential, that the pressure drop and remedy the defect before
overspeed trip is kept in perfect order. Regarding restarting the engine. Feel over 5-15-30 minutes
governor failure, see special instruction book. after starting, and again when full load is obtained.
See section 502.
5) Usually a bearing failure will not slow down the

engine appreciably, but the seizure of a piston in
the cylinder liner might do so. Repair is necessary
before starting the engine again. Feelover and
look out for oil mist.
08028-0D/H5250/94.08.12
96.02-ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description 503.04
Page 1 (1) Ignition in Crankcase Edition 01H
L23/30H
Cause 1. Stop the Engine
During running the atmosphere in the crankcase 2. Leave the engine room. Shut doors and keep
contains the same gases (N2-O2-CO2) in the same away from them. Make ready fire-fighting equip-
proportions as in the ambient air, but an intense ment.
spray of coarse oil drops is flung around everywhere.
If undue friction, and thus heating, arise between Warning: Do not open crankcase until 10 minutes
sliding surfaces, or heat is transmitted otherwise to after stopping the engine. When opening up, keep
the crankcase, the heated surface will cause eva- clear of possible flames. Do not use naked light and
poration of the lubricating oil splashed onto it. When do not smoke.
the oil vapours condense they form a multitude of
minute drops suspended in the atmosphere, i.e. a 3. Take off all doors on one side of the crankcase.
milky white oil mist is formed, able to nourish and Cut off starting air. Engage turning gear, if fitted.
spread a flame if ignited. Such ignition may be
caused by the same "hot spot" which produced the 4. Locate the hot spot. Powerful lamps should be
oil mist. If a large quantity of oil mist has developed employed at once (in explosion-proof fittings). Feel
before ignition, the burning may cause considerable over all sliding surfaces (bearings, liners, pistons,
pressure rise in the crankcase, forcing the relief roller guides, etc.).
valves to open. In a few cases, presumably when the
whole crankcase has been filled with oil mist, a Look for squeezed-out bearing metal and discolo-
subsequent explosion has thrown off crankcase ration by heat (blistered paint, burnt oil, heated
doors and caused fire in the engine room. steel).
Every precaution should therefore be taken to (A) 5. Prevent further heating, preferably by making
avoid "hot spots" and (B) discover oil mist in time. a permanent repair. Special attention should be
given to ensure lubricating oil supply and satisfactory
condition of the frictional surfaces involved. It is
A. "Hot spots" in Crankcase equally important to replace filter elements in time.
Overheating of bearings is a result of too bad or 6. Start electrically driven lubricating oil pump
failing lubrication possibly caused by pullution of the and check oil flow from all bearings and splash pipes
lubricating oil. in crankcase while turning the engine through at
least two revolutions. Section 502, Check 1.
It is therefore important that the lubricating oil filtra-
tion equipment is in perfect condition. Filter cartrid- 7. Stop and feel over. Look out for oil mist.
ges must not be used again, if they have been
removed from the filter. Check of the oil condition by Especially the frictional surfaces that caused the
analysis is recommended. heating should be felt over (5-15-30 minutes after
starting, and again when full load is obtained). Sec-
tion 501.10, Point 2.
08028-0D/H5250/94.08.12
B Oil Mist in Crankcase

8. In case it has not been possible to locate the
Presence of oil mist may by noted at the vent pipe, hot spot, point 8 should be intensified and repeated
which is usually fitted to the top of the engine frame. until the cause of the oil mist has been found and
remedied. In very rare cases oil mist could be due to
Measures (in case of white oil mist). "atomization" of lubricating oil by the action of an air
jet (for instance blow-by, or blow-by through cracked
Warning: Keep away from doors and relief valves on piston).
crankcase. Do not stay unnecessarily in doorways
near doors of the engine room casing.
96.37 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Trouble Shooting Guide for Centrifugal By-pass Filter 503.05
Page 1 (1)
Edition 01H
L23/30H
Tabulated below are the corresponding remedial

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

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

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

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

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

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

maltreatment.
Rotor assembly components fitted Follow sequence in Working Card

in wrong sequence. 515-15.00 in section 515.
Fit new bearing tube assembly.

Bushes loose or worn in tube as-
sembly.
08028-0D/H5250/94.08.12
96.30 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Description 503.06
Page 1 (2) Trouble Shooting Guide for Turbine Starter Edition 01H
L23/30H
Trouble Possible Cause, see working card Trouble Shooting
Motor will not run. No air supply. Check for blockage or damage to air
supply lines or tank.
Damaged motor assembly (12). Inspect motor assembly and power

train and repair power train or
replace motor assembly, if
necessary.
Foreign material in motor and/or Remove motor assembly and piping

piping. and remove the blockage.
Blocked exhaust system. Remove housing exhaust cover (1)

and check for blockage.
Defective control or relay valve. Replace control valve or relay valve.
Loss of power. Low air pressure to starter. Check air supply.
Restricted air supply line. Check for blockage or damage to air

lines.
Relay valve malfunctioning. Clean or replace lines or relay valve.

Lubricate relay valve.
Exhaust flow restricted. Check for blocked or damaged

piping. Clean or replace piping.
Check for dirt or foreign material and
clean or remove. Check for ice build-
up. Melt ice and reduce moisture
build-up to starter.
Damaged motor assembly. Replace motor assembly.
Drive (57) will not engage. No pressure to drive housing port. Check air supply.
Internal drive housing ports blocked. Remove blockage.
Fluid in drive unit components.

Remove fluid.
Damaged or worn piston assembly
(54), O-rings or seals. Replace damaged or worn parts.
08028-0D/H5250/94.08.12
O-rings and seals dry. Relubricate O-rings and seals.
Motor runs, pinion engages, but Damaged or broken drive train. Disassemble drive train and replace
does not rotate flywheel. worn or damaged parts.
Excessive butt engagement. Damaged drive pinion (63) or Inspect drive pinion and flywheel
flywheel. and replace, if necessary.
Damaged starter drive (57) Inspect drive components and

components. replace worn or damaged parts.
Cont. ....
96.38 - ES0U-G
503.06 Description
Edition 01H
Trouble Shooting Guide for Turbine Starter Page 2 (2)
L23/30H
Trouble Possible Cause, see working card Trouble Shooting
Low air pressure. Check air supply.
Wrong drive pinion. Replace with proper drive pinion.
Oil blowing out of exhaust. Oil in air supply line. Inspect air line and remove source
of oil.
Splash deflector retaining screw (5) Install splash deflector retaining

or pipe plug missing. screw or pipe plug.
Worn or damaged rotor seals or Replace static seals on outside of

static O-rings. motor or send motor to Ingersoll
Rand to be rebuilt.
Oil leaking from gear case (28). Worn or damaged O-rings. Replace O-rings.
Loose joints. Make sure that joints fit properly and

starter assembly cap screws are
tightened to 60 ft-lb (81 Nm) torque.
Make sure all seals and O-rings fit
and seal properly at their perimeters.
If they do not replace with new seals
and O-rings.
Excessive high-speed operation. Operate according to recommen-

dations.
High number of start cycles. Replace worn components.
Loose or leaking pipe plugs (10) or Tighten or replace pipe plugs using
(11). Ingersoll-Rand No SMB-441 pipe
sealant.
Splash deflector retaining screw Tighten splash deflector retaining

loose or pipe plug missing. screw or replace pipe plug.
Air or gas leakage. Loose joints. Make sure that joints fit properly and
starter assembly cap screws are
tightened to 60 ft-lb (81 Nm) torque.
Make sure all seals and O-rings fit
and seal properly at their perimeters.
If they do not, replace with new
08028-0D/H5250/94.08.12
seals and O-rings.
Excessive high-speed operation. Operate according to recommen-

dations.
High number of start cycles. Replace worn components.
Loose or leaking pipe plugs. Tighten or replace pipe plugs.
Splash deflector retaining screw Tighten splash deflector retaining

loose or pipe plug missing. screw or replace pipe plug.
96.38 - ES0U-G
Description
Trouble Shooting for Cooling Water System 503.09
Page 1 (1)
Edition 01H
L23/30H
Description The pump bearings are lubricated automatically with

oil from the lubricating oil system of the engine.
The built-on fresh water pump in the high tempera-ture
(HT) circuit is of the centrifugal type and is mounted If the pump leaks and the shaft sealing rings are worn,
on the front cover of the engine and is driven through it is recommended to replace the shaft seal, see
a gearing. working card 516-02.00.
The pump does not work after Pump draws in air at suction side. Check packings and pipes for
start. tightness.
The system is not filled-up. Check the level in the expansion

tank.
Air cannot escape on delivery side. Vent the system.
Leaking shaft seal. Check the shaft seal.
Pump capacity drops after Air leakages of shaft seal. Overhaul the shaft seal.
normal operation.
Fouled impeller. Clean the impeller.
Pump does not give maximum Suction valve not fully open. Open the suction valve.
delivery.
Defective seals. Replace the seals.
Worn impeller and worn wear rings. Overhaul the pump.
Note! Running troubles with the pump, apart from

mechanical faults, are most often due to leaks in the
suction line. It is essential, therefore, that all packings
and gaskets are in order and that they are renewed
08028-0D/H5250/94.08.12
when necessary. Even a tiny hole in the suction line

will reduce the pump capacity.
96.02 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description 503.10
Page 1 (2) Trouble Shooting for Lubricating Oil Cooler Edition 01H
L23/30H
Trouble Shooting In case of fatigue fracture, this will normally
necessitate a replacement of all plates and gaskets
In case of damage to plates or gaskets, it will often as there may be a risk of fatigue fracture in all the
be necessary to replace these. material.
In case of corrosion, all plates must be examined
First examine the external conditions around the carefully!
plate heat exchanger in order to localize the cause of For work to be carried out see working card 515-
the damage! very carefully. 06.00.
Visible Leakage
Leakage. Too high pressure. Reduce the pressure to the correct work-
ing pressure, see page 500.30 "Operat-
ing Data & Set Points".
Leakage. Insufficient tightening Tighten up the plate heat exchanger -

(Phase 1) however, not under the minimum dimen-
sion and never, when the plate heat
exchanger is under pressure or over
40C.
If the plate heat exchanger is still leaky,

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

08028-0D/H5250/94.08.12
Leakage. Gaskets. Clean the plates very carefully.

(Even after tightening of the plate heat Replace the gaskets.
exchanger to minimum dimension) Assemble the plate heat exchanger and
start it up again.
Leakage. Separate the plate heat exchanger.

(Through the drain holes of the gas- Defective gasket or badly corroded Replace defective plates and gaskets, if
kets) plate. any.
start it up again.
96.30 - ESOU-G
503.10 Trouble Shooting for Lubricating Oil Cooler Description
L23/30H
Non-Visible Leakage
Reduced heat transmission and/or in- Fouled plates or choked plate Separate the plate heat exchanger and
creasing pressure drop. channels. check if the plates are fouled.
Clean the plates very carefully.
start it up again.
Leakage. Holes in plates. A suspected leakage can be localized in

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

(The fluids get mixed) Corrosion or fatigue fracture. Separate the plate heat exchanger.
(Phase 2) Put all plates to dry. Suspend the plates
in the plate heat exchanger again and
tighten it.
Circulate medium at full capacity on one
plate side (every second plate channel).
Keep the other plate channels unpres-
surised and free from liquid!
Stop the circulation after a few minutes
of operation and open the plate heat
08028-0D/H5250/94.08.12
exchanger again. Take care to avoid

water spraying onto the dry plate side!
By a careful study of the plates it will be
possible to find moist areas, if any, on
the otherwise dry plate sides.
Check these areas with a dye penetrant!
Replace defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
check to find more defective plates, if
any, by putting one side under pressure.
Start up again.
If the unit is still leaking, check all plates
with a dye penetrant!
96.30 - ES0U-G
Index Specification and Treatment
Page 1(1) 504
Lubricating Oil, Fuel Oil and Cooling Water
L23/30H
Description
Lubricating oil specification --------------------------------------------------------------------504. 01 (05H)

Maintenance of lubricating oil condition ----------------------------------------------------504. 03 (04H)
Criteria for cleaning/exchange of lubricating oil-------------------------------------------504. 04 (03H)
Lubricating points --------------------------------------------------------------------------------504. 05 (01H)
Lubricating oil in base frame ------------------------------------------------------------------504. 06 (04H)
Specific Lube Oil Consumption SLOC ----------------------------------------------------- 504. 07 (01H)
Fuel oil specification ---------------------------------------------------------------------------- 504. 20 (04H)
Fuel oil quality ------------------------------------------------------------------------------------ 504. 25 (02H)
Nomogram for determination of CCAI ------------------------------------------------------504. 26 (02H)
Analysis data --------------------------------------------------------------------------------------504. 27 (02H)
Fuel oil cleaning ----------------------------------------------------------------------------------504. 30 (01H)
Fresh water system treatment ----------------------------------------------------------------504. 40 (02H)
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Lubricating Oil Specification 504.01
General
Requirement Guiding Values
This document is valid for the following engine types: Based on typical load profile for marine GenSet (50-
L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/ 60% of rated power)
32H, V28/32S
Oil type TBN TBN TBN
For the engines, a HD-lub. oil (heavy duty) corre- (initial) (equilibrium) (min. level)
sponding to at least type CD Comercial Class D after
API service system (meets MIL-L-2104 C and D) has Gas oil 8-12 6-8 6
to be used.
Marine diesel 10-15 8-10 8
The oil should be rust and oxidation inhibited. Heavy fuel (S<1.5) 10-15 8-10 8
When selecting a lubricating oil, attention must be Heavy fuel (1.5<S<2.5) 15-20 10-14 8
paid to the fuel oil sulphur content.
Heavy fuel (2.5<S<3.5) 20-25 10-14 8
Due to generating running mode for HOLEBY's Heavy fuel (3.5<S<4.5) 20-25 10-14 8
engines, where the lub. oil consumption depends on
running time and the fuel oil consumption and follow-
ing the sulphur input to the lub. oil depends on the Based on typical load profile for stationary GenSets
load, a lower TBN-value (Total Base Number) than (50-100% of rated power)
normal for main engines is needed.
(initial) (equilibrium) (min. level)
Viscosity
Gas oil 8-12 6-8 6
Marine
Engine SAE class Heavy fuel (S<1.5) 15-20 8-10 8

L23/30H, L+V28/32H
30* 105 mm2/sec at 40 C Heavy fuel (1.5<S<2.5) 20-25 10-14 8
L16/24, L21/31, L27/38
Heavy fuel (2.5<S<3.5) 20-30 10-14 8
40 145 mm2/sec at 40 C
Heavy fuel (3.5<S<4.5) 20-30 10-14 8
Stationary
L16/24, L21/31, L27/38 Based on typical load profile for variable speed
L23/30H, L+V28/32H, V28/32S engine, pumps (10-100% of rated power)
08028-0D/H5250/94.08.12
40 145 mm2/sec at 40 C
* At cooling water temperatures above 32 C SAE 40 (initial) (equilibrium) (min. level)
oil can be used. In this case, please contact MAN
B&W, Holeby. Gas oil 10-14 6-8 6

If load profile is different, this should be taken in
consideration. Heavy fuel (S<1.5) 15-20 8-10 8
In the long run though, the operation results are the Heavy fuel (1.5<S<2.5) 20-30 10-14 8
criteria that prove which TBN is the most economical
Heavy fuel (2.5<S<3.5) 20-30 10-14 8
one for efficient engine operation.
Heavy fuel (3.5<S<4.5) 25-30 10-14 8
01.24 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description
Maintenance of Lubricating Oil Condition 504.03
Page 1 (2)
Edition 04H
General
General A more economical solution is to maintain the condi-
tion by continuous treatment. Experience has proved
During operation of trunk engines the lubricating oil that centrifuging is superior to other methods of
will be contaminated slowly by small particles origi- cleaning lubricating oils.
nating from the combustion.
The optimum cleaning effect is achieved by keeping
The burning of heavy fuels will normally increase this the lubricating oil in a state of low viscosity for a long
contamination due to the increased content of car- period in the centrifuge bowl.
bon residues and other impurities.
Low viscosity is obtained by preheating the lubricat-
Contamination of lubricating oil with water, fresh or ing oil to a temperature of 85C - 95C.
salt, can also take place.
Slow passage of the lubricating oil through the
A certain amount of contaminants can be kept sus- centrifugal separator is obtained by using a reduced
pended in the lubricating oil without affecting the flow rate and by operating the separator 24 hours a
lubricating properties. day, stopping only when cleaning of the bowl is
necessary.
But the condition of the lubricating oil should be kept
under observation by analyzing oil samples. See When treating detergent type lubricating oil, the flow
also 504.04 "Criteria for Cleaning/Exchange of rate is usually recommended to be reduced to 15-
Lubricating Oil". 25% of the rated flow of the separator.
The engine bearings are protected by the full-flow In order to keep the amount of lubricating oil in the
lubricating oil filter built onto the engine, the filter engine in good condition, it is necessary to treat 0.3-
cartridges having a fineness of 15 micron and the 0.4 l/kw per hour.
safety filter a fineness of 60 micron.
A centrifuge for treating this amount of lubricating oil
The condition of the lubricating oil can be main- under the aforementioned derated flow conditions
tained/reestablished by exchanging the oil at fixed should have a rated capacity of 1.5-2.5 l/kw per hour,
intervals or based on analysis results. but in each case the separator manufacturer's rec-
ommendations for capacity and operating in-
structions should be followed.
Operation on Marine Diesel Oil (MDO)
For engines with cartridge-type oil filters (depth
The built-on full-flow dept filter cleans the oil thor- filters), continuous and efficient purification of the oil
oughly. For operation on MDO we recommend to in the separator is essential to ensure a long service
install a built-on centrifugal by-pass filter too. life for the cartridge filters.
08028-0D/H5250/94.08.12
For cleaning of the lubricating oil system after over-

Operation on Heavy Fuel Oil (HFO) hauls and inspection of the lubricating oil piping
system, see section 515.
For engines operating on HFO a lub. oil centrifugal
unit is required.
Deterioration of Oil
Continuous lub. oil centrifugation plus a built-on full-
flow depth filter clean the oil in a sufficient and safe Oil seldom loses its ability to lubricate, i.e. to form a
way. Any other filter system is not necessary, but not friction-decreasing oil film, but it may become cor-
wasted. rosive to the steel journals of the bearings in such a
way that the surface of these journals becomes too
rough and wipes the bearing surface.
02.16 - ES0 - G
504.03 Maintenance of Lubricating Oil Condition Description
General
In that case not only must the bearings be renewed, These may be some or all of the following:
but the journals must also be polished. The corro-
siveness of the lubricating oil is either due to far - Sludge precipitation in purifier multiplies.
advanced oxidation of the oil itself (TAN) or to the
presence of inorganic acids (SAN). In both cases the - Smell of oil becomes acrid or pungent.
presence of water will multiply the effect, especially
an influx of sea water as the chloride ions act as an - Machined surfaces in crankcase become cof-
inorganic acid. fee brown with a thin layer of lacquer.
- Paint in crankcase peels off or blisters.

Oxidation of Oils
- Excessive carbon is formed in the piston cool-
At normal service temperature the rate of oxidation ing chamber.
is insignificant, but the following factors will accele-
rate the process: In a grave case of oil deterioration, the system
should be cleaned thoroughly and refilled with new
oil.
High Temperature
If the coolers are ineffective the temperature level Water Washing

will generally rise.
Water washing of HD oils must not be carried out.
A high temperature will also arise in electrical preheat-
ers if circulation is not continued for 5 minutes after
the heating has been stopped, or if the heater is only Water in the Oil
partly filled with oil.
If the TAN is low, a minor increase in the fresh water
content of the oil is not immediately detrimental while
Catalytic Action the engine is running. Naturally, it should be brought
down again as quickly as possible (below 0.2%
Oxidation of the oil will be accelerated considerably water content, which is permissible). If the engine is
if catalytic particles are present in the oil. Wear stopped while corrosion conditions are unsatisfac-
particles of copper are especially harmful, but also tory it should be turned just over 1/2 revolution once
ferrous particles and rust are active. Furthermore, every hour (i.e. stop in different positions) while the
the lacquer and varnish-like oxidation products of oil circulation and purifying at a high preheating
the oil itself have an accelerating effect. Continuous temperature continue to remove water. Water in the
cleaning of the oil is therefore important to keep the oil may be noted by steam formation on the sight
sludge content low. glasses, by appearance, or ascertained by immers-
08028-0D/H5250/94.08.12
ing a piece of glass or a soldering iron heated to 200-

300C in an oil sample. If there is a hissing sound,
Signs of Deterioration water is present. If a large quantity of water has
entered the oil system, it may be profitable to suck up
If circulating oil of inferior quality is used and the sedimented water from the bottom of the tank. Taste
oxidative influence becomes grave, prompt action is the water for salt. If salty, an oil sample should be
necessary as the last stages in the deterioration may analysed immediately for chloride ions.
develop surprisingly quickly, i.e. within one or two
weeks. Even if this seldom happens, it is wise to be
acquainted with the signs of deterioration.
02.16 - ES0 - G
Description
Criteria for Cleaning/Exchange of Lubricating Oil 504.04
General
Replacement of Lubricating Oil 3. Water Content
It is not possible to predict the expected life time for Limit value : < 0.5
lubricating oil, as it is not possible for the engine preferred < 0.2 (higher value is
manufacturer to know which fuel and lubricating oil permissible in a shorter period)
qualities will be used and under which operation
conditions the engine will be operated. Possible test
method : Patable test unit or gas chrom-
A replacement of lubricating oil is required when the atography (or infra red distil).
oil's identification values have changed no that the If the limit value is exceeded, a
lubricating cleaning and neutralization properties no supplementary test for chlorides
longer are sufficient. (ASTM D-878) can be made.
Exchange of the lub. oil has to be based on the oil

suppliers evaluation of samples of oil in service. 4. Total Base Number (TBN-Number)
Samples should be forwarded at appropriate inter-
vals at least once every three months depending of Limit value : Ref. to fresh-oil TBN% : > 70%
running-mode and results of last analysis.
Unit : mg KOH/g
The oil sample should be taken after the filter and, if
possible, while the engine is running as this will Possible test
ensure that the test will be representative for the method : ASTM D-2896
whole change in the engine.
Due to the generating running mode for HOLE-
BY's engines, where the lub. oil consumption
Evaluation of the Lubricating Oil Condition depends on running time and the fuel oil con-
sumption and following the sulphur input to the
For evaluating the conditions of a used oil, the lub. oil depends on the load, a lower TBN-value
following guidance conditions are normally suffi- than normal for main engines is needed.
cient. Anyway, all parameters have to be evaluated
as a whole, and no single can be taken as a criterion Following guiding values can be given:
for changing oil.
Oil type TBN TBN (equi-
(initial) librium)
1. Viscosity
Gas oil 10 7
Limit value : < 1 viscosity grade
Marine diesel 15 10
Heavy fuel (S>2.5) 15 10
Units : SAE-units
Heavy fuel (S>4) 20 14
08028-0D/H5250/94.08.12
Possible test
method : ASTM D-445 (modified) The TBN is normally reduced gradually with the
time of operation. The influential elements are the
sulphur content in the fuel oil, the lubricating oil
2. Flash Point amount and the amount of re-filling due to normal
consumption. After a certain time of ope-ration,
Limit value : > 185 C the TBN will stabilize at a lower value, the TBN
equilibrium.
Possible test
method : Setaflash tests (cut of point cor
relates with 204 C i ASTM D-92
(coc)
96.44 - ES1
504.04 Criteria for Cleaning/Exchange of Lubricating Oil Description
General
Re-filling should be carried out with lubricating oil of Unit : Weight %

the initial TBN.
Possible test
method : ASTM D-893 procedure B in n-
5. Neutralization Number Heptane.
Limit value : 0.4-1.0 above typical level Additionally

test : If the level in n-Heptane insolub-
Unit : mg KOH/g les is considered high for the ty-
pe of oil and application, the test
Possible test could be followed by a supple-
method : ASTM D-974 mentary determination in Tolu-
ene.
6. The Total Contamination (insolubles Con- Also infra red test can be used.
tent) Heptane insolubles
Limit value : < 1.5 generally, depending upon

actual dispersant value and the
increase in viscosity.
08028-0D/H5250/94.08.12
96.44 - ES1
Description 504.05
Page 1 (1) Lubricating Points Edition 01H
L23/30H
Lubricating Oil Types Used in the Engine.
Description Lub. Oil Type
Engine system lubricating oil SAE 30 oil according to lubricating oil specification on page 504.01.
Turbocharger Engine system lubricating oil.
Governor See governor instruction in section 509.
Air lubricator SAE 10W non-detergent oil.
Alternator See special instructions in section 518 or separate instruction.
Hydraulic tools Hydraulic oil or turbine oil (with a viscocity of about SAE 20).
08028-0D/H5250/94.08.12
96.02 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Lubricating Oil in Base Frame 504.06
L23/30H
900 rpm
Type L23/30H 6 cyl. 7 cyl. 8 cyl.
Min. level H1 (mm) 275 275 275
Max. level H2 (mm) 325 325 325
Min. litre 540 685 706
Max. litre 657 814 859
98.44 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description
Specific Lube Oil Consumption SLOC 504.07
General
In order to determine the engine condition, the lube In order to evaluate the correct engine SLOC, the
oil consumption needs to be recorded. To secure a following circumstances must be noticed and
uniform method to evaluate the SLOC, the following subtracted from the engine SLOC:
method should be used as guidance:
A1) Desludging interval and sludge amount from
During the routinely engine inspections the lube oil the lube oil separator (or automatic lube oil filters).
level in the base frame must be observed. The The expected lube oil content of the sludge amount
engine must be in operation or the pre-lubricating is 30%.
pump must be running during this inspection!
The following does also have an influence on the
The lube oil volume between maximum and minimum SLOC and must be considered in the SLOC
level at the dipstick is described in the Instruction evaluation:
Manual or in the Product Manual. If the lube oil level
is at the minimum, lube oil is added until the max level A2)
is reached at the dipstick. Lube oil evaporation
Lube oil leakages
The lube oil volume added, the lube oil temperature Lube oil losses at lube oil filter exchange
and the engine running hours are recorded and the
readings could be filled in the attached data sheet.
The engine maximum continuous rating (PMCR) must
The lube oil density, @ 15C must be known in always be used in order to be able to compare the
order to convert to the present lube oil temperature individual measurements, and the running hours
in the base frame. The following formula is used to since the last lube oil adding must be used in the
calculate : calculation. Due to inaccuracy *) at adding lube oil,
the SLOC can only be evaluated after 1,000 running
lube oil [kg/m3] = hours or more, where only the average values of a
number of lube oil addings are representative.
lube oil @15C [kg/m3] 0,64 * (tlube oil [C] 15)
If the SLOC deviates from the nominal value stated
in the Instruction Manual or in the Product Manual,
The following formula is used to calculate the SLOC: the engine cylinder condition should be inspected.
SLOC [g/kWh] =
(lube oil added A1 A2 [dm3]) * lube oil [kg/m3] Note *)

run.hrs period * PMCR [kW] A deviation of 1 mm with the dipstick measurement
must be expected, witch corresponds 5 dm3,
depending on the engine type.
08028-0D/H5250/94.08.12
03.14 - ES0
Description
Specific Lube Oil Consumption SLOC 504.07
General
Plant / Ship
Lube oil consumption
Engine type:___________________ Engine # :__________________
Lube oil brand/type:__________________________________________
Density @15C:_____________ [kg/m3]

Date Run. hrs Add. Lube oil A1 + A2 L.O.Temperature SLOC Remarks
[h] [dm] [dm] [C] [g/kWh]
08028-0D/H5250/94.08.12
03.14 - ES0
Description
Fuel Oil Specification 504.20
General
Commercially available fuel oils with a viscosity up to The data refer to the fuel as supplied, i.e. before
700 cSt at 50 C corresponding to 55 cSt at 100 C any on-board cleaning.
can be used for MAN B&W Holeby 4-stroke medium
speed diesel engines.
For guidance on purchase, reference is made to ISO Property Units Value

8216/17, BS 6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel Density at 15C kg/m3 991*
engines, third edition 1990. From these maximum
accepted grades are RMH 55 and K55. The mention- Kinematic
ed ISO and BS standards supersedes BS MA 100 in viscosity
which the limit is M9. at100C cSt 55
at 50 C cSt 700
It means that engines can be operated on the same
fuel oils as MAN B&W 2-stroke low-speed diesel Flash point C > 60
engines.
Pour point C 30
The data in the above HFO standards and specifica-
tions refer to the same fuel type as delivered to the Carbon residue % (m/m) 22
ship, i.e. before on-board cleaning.
Ash % (m/m) 0.15
In order to ensure effective and sufficient cleaning of
the HFO, i.e. removal of water and solid contaminants, Total sediment
the fuel oil specific gravity at 15 C (60 F) should be after ageing % (m/m) 0.10
below 0.991. Higher densities can be allowed if
special treatment systems are installed. Water % (v/v) 1.0
Current analysis information is not sufficient for Sulphur % (m/m) 5.0

estimating the combustion properties of the oil.
This means that service results depend on oil pro- Vanadium mg/kg 600
perties which cannot be known beforehand. This
especially applies to the tendency of the oil to form Aluminium +
deposits in combustion chambers, gas passages Silicium mg/kg 80
and turbines. It may, therefore, be necessary to rule
out some oils that cause difficulties.
m/m = mass V/V = volume
Guiding Heavy Fuel Oil Specification *) May be increased to 1.010 provided adequate
cleaning equipment is installed, and modern
Based on our general service experience we have, type of centrifuges.
08028-0D/H5250/94.08.12
as a supplement to the above-mentioned standards,

drawn up the guiding HFO-specification shown below.
If heavy fuel oils, with analysis data exceeding the
Heavy fuel oils limited by this specification have, to above figures, are to be used, especially with regard
the extent of the commercial availability, been used to viscosity and specific gravity, the engine builder
with satisfactory results on MAN B&W GenSets. should be contacted for advice regarding possible
changes in the fuel oil system.
01.34 - ES1
504.20 Fuel Oil Specification Description
General
Fuel Oil Condition, when Entering the Engine
As practically all fuel oil specifications including the For fuels above 180 cSt/50 C a pressurerized fuel
above standards refer to the same fuel type as oil system is necessary to avoid boiling and foaming
supplied, the fuel supplied to a ship has to be treated of the fuel.
on board before use. For running on the oil quality
mentioned above it is necessary that equipment The viscosity leaving the heaters should be 10-15
exists on board, which can treat, viz clean and cSt and approx. 12-18 cSt entering the engine. The
preheat, the fuel oil with optimum efficiency. maximum temperature of oil after preheater should
be 150 C to avoid to rapid fouling of preheater.
In B 11 00 0 "Cleaning Recommendations" our
recommendations are outlined. The preheating chart on page 3 illustrates the expect-
ed preheating temperature as function of the specific
For economical HFO operation the fuel oil condition fuel oil viscosity.
at engine inlet should be as recommended below.
Property Units Max. value
Water % by volume max. 0.2
Solid
particles ppm (mg/kg) max. 20
Particle size Micron max. 5
Viscosity cSt Range 12-18
08028-0D/H5250/94.08.12
01.34 - ES1
Description
Fuel Oil Specification 504.20
General
Fuel oil - preheating chart
Approx. viscosity
after preheater
Temperature sec.
cSt
after preheater C Rw.
7 43
170
160 10 52
Normal preheating limit 12 59

150
15 69
140
20 87
130
120
30 125
110
100
90
80
70
60
Approx. pumping limit
50
40
30
Log scales 10 15 25 35 45 55 cSt/100 C
30 60 100 180 380 700 cSt/50 C

200 400 800 1500 3500 7000 sec. Rw/100 F
08028-0D/H5250/94.08.12
Viscosity of fuel
This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.
Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,
dependent on the viscosity and viscosity index of the fuel.
01.34 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description
Fuel Oil Quality 504.25
General
General Considerations Combustion Quality
The quality of a fuel oil is stated, in analysis data, in Combustion quality is the ability of the fuel oil to ignite
terms of physical and chemical properties, which are and burn in a proper way. The ignition quality,
decisive to the suitability of the fuel oil for different combustion intensity, and length and completeness
applications. For diesel engine fuels the combustion of combustion are properties influenced by the
quality, the content of impurities and the handling chemical combustion and structure of the fuel oil.
properties are the main quality criteria.
Ignition quality relates to ignition delay, i.e. the time
Since residual fuels are traded and designated elapsed between the start of injection and the start of
according to viscosity, it has become common combustion.
practice to associate viscosity with quality. This
practice can be very misleading, especially with Ignition quality is expressed by the cetane number,
modern residual fuels, as a fuel oil of low viscosity diesel index or cetane index. In all cases the higher
can often be just as bad, or even worse, than other the value, the better the ignition quality. For diesel oil
fuel oils of very high viscosity. the ignition quality is expressed by the cetane number
determined by a specified method in a standard
The quality of refinery residues is dependent on the engine running under standard conditions.
origin of the crude oil, the grade of utilization when
refining the crude oil, and the refinery technique For residual fuels the ignition quality can be expressed
used. by the diesel index or cetane index, both to be
calculated from physical properties such as the
Some of the residues used in fuel oil production are aniline point, specific gravity and mid-distillation
of a viscosity requiring visbreaking, a process which temperature. The cetane number, diesel index or
will reduce the viscosity without improving the quality cetane index of a certain fuel oil will show reasonable
at all. correlation between the numerical values.
When producing residual fuels from visbreaked, A FIA cetane number test is also good for evaluation
cracked residues and from "straight run" residues, of the combustion quality.
the final adjustment of viscosity to fulfil the
requirements of the different grades of intermediate The combustion condition of the fuel oils is normally
fuels is achieved by adding gas oil. evaluated from Conradson Carbon residue and the
asphaltene contents.
However, it must be noted that considerable reduction
of the viscosity is achieved by adding a relatively
small amount of gas oil, which will give only a minor Content of Impurities
improvement of the quality of the blend. This means
that the quality to a major extent depends on residues The content of impurities of diesel engine fuels
present in the blend. Therefore the quality also should be kept as low as possible, and harmful and
depends on the density, see 504.26. unwanted impurities should, to the greatest possible
08028-0D/H5250/94.08.12
extent, be removed in the pre-treatment system in

As a consequence of the possible variations in the order to minimize wear and corrosion of engine
quality of residues and the influence of adding gas components. Impurities derive from the crude oil
oil, the quality of blended fuels can vary, even for fuel itself, from refinery processes and from handling and
oils of equal nominal viscosity. storage of oils. Some impurities, such as sulphur and
vanadium, are oil soluble and therefore impossible
to remove in a conventional mechanical fuel oil
treatment system, while the amount of water and
solid impurities can be reduced by centrifuging and
filtration.
02.16 - ESO - G
504.25 Fuel Oil Quality Description
General
Sand, rust, metal oxides and catalyst particles can The flash point is related to the volatility of the
be found as solid particles in fuel oil. amount and nature of lighter fractions in the fuel oil,
and might thus be used to estimate the propensity of
Fuel-related wear and corrosion in diesel engines gasification in non-pressurized parts of the fuel
take the form of mechanical wear and chemically system.
induced corrosion, the latter in the form of high and
low temperature corrosion. The pour point defines the temperature at which wax
crystallization will take place and prevent the fuel oil
The solid impurities and particles produced during from flowing and from being pumped.
combustion, collectively known as ash, cause
mechanical wear of engine components. Therefore, the pour point must be taken into account
when deciding the presence and capacity of heating
Especially catalyst particles, silicone and aluminium coils in bunker tanks.
oxides and silicates in the form of sand are very
abrasive. From vanadium and sodium corrosive ash
in the form of oxides, carbonates and sulphates, is Quality Fuel Oil Main Effects
created during combustion. Criteria Characteristics
Combustion Conradson carbon Ignition ability.

The sulphur content of a fuel oil may lead to low quality asphaltenes + Combustion condition.
temperature corrosion of combustion chamber FIA test Fouling of gasways.
components and the formation of deposits on these.
The corrosive effect is due to the formation of sulphuric Sulphur Corrosive wear. Cold
acid. corrosion.
Vanadium Formation of deposits on

Water in the fuel oil may lead to several detrimental Sodium exhaust valves and turbo-
effects to the fuel system and to the diesel engine in chargers.
general by giving rise to mechanical and corrosive High temperature corrosion.
wear, as well as fouling.
Water Disturbance of combustion
process.
Increased heat-load of com-
Handling Properties Content of bustion chamber compo-
impurities nents, fouling of gas ways,
mechanical wear and cavita-
Handling of the fuel, i.e. storage, pumping and
tion of fuel injection system.
treatment, is affected mainly by physical properties
such as viscosity, density, flash point and pour point, Ash Mechanical and corrosive
but other fuel oil properties such as stability, emul- wear of combustion
sification tendency, viscosity index and the nature chamber components.
Formation of deposits.
and amount of water and solid impurities will also
Catalyst fines Mechanical wear of fuel in-
influence the handling system. jection system, cylinder
liners and piston rings.
08028-0D/H5250/94.08.12
The nominal viscosity is decisive for the preheating

temperature necessary to achieve adequate viscosity Viscosity Temperatures, pressures,
Density and capacities of fuel oil
for pumping, settling, centrifuging and injection.
Handling Pour point systems for storage,
properties pumping and pre-treatment.
The density influences the gravitational settling of
water and solid contaminants in settling tanks. Flash point Safety requirements.
Specific gravity is also an important parameter in the
centrifuging process. The flash point is, for safety Table 1. Fuel properties affecting diesel engine and fuel systems.
reasons, limited to a minimum of 60C (140F) by
classification societies and other authorities.
02.16 - ES0 - G
Description
Nomogram for Determination of CCAI 504.26
General
08028-0D/H5250/94.08.12
Fig 1 Nomogram for determination of CCAI.
01.34 - ES1
504.26 Nomogram for Determination of CCAI Description
General
Example: Ignition quality is an important fuel parameter. The

reason why it does not appear in the international
Viscosity: 180 cSt at 50C specifications is that there are no standardized testing
Density: 990 kg/m at 15C method is non-existent. Therefore, parameters such
as the Calculated Carbon Aromaticity Index (CCAI)
The combining straight line across density (990 kg/ are resorted to as an aid which is derived from
m) and viscosity (180 cSt) of a heavy fuel oil results determinable fuel parameters. According to our
in CCAI (859). From CCAI, conclusions may be experience, only a rough assessment of the ignition
derived with regard to the ignition qualities. quality of the heavy fuel oil is possible with the help
of this method.
CCAI may be calculated with the aid of the following
formula: However, the CCAI has become so well-known in
widespread publications that, in spite of the
CCAI = D - 141 log (log (v + 0.85)) - 81 reservations mentioned above. We were compelled
to classify the respective MAN B&W Diesel A/S,
Holeby engines according to CCAI-rating, too.
08028-0D/H5250/94.08.12
01.34 - ES1
Description
Analysis Data 504.27
General
Comments on Analysis Data for Fuel Oils Asphaltenes also influences the lubricating proper-
ties of the fuel oil and, in extreme cases, high
Carbon Residue asphalteness content may lead to fuel injection
pump sticking.
The carbon residue of a fuel oil indicates its coke-
forming tendency and can be used to determine the Fuel oils with a high asphalteness content will have
tendency to form deposits in the combustion cham- a tendency to form sludge, especially if the water
ber and gasways. The higher the carbon residue content is also high. The asphaltenes content of a
value, the higher the fouling tendency. fuel oil is influenced by pre-treatment. The heaviest
semi-solid asphaltenes, and asphaltenes bound to
Some changes in the combustion process, requiring water as sludge, can be separated by centrifuging.
adjustment of the maximum pressure, may also be
attributed to a high carbon residue content. The
value is measured by standardized tests, such as Diesel Index
the Conradson or Ramsbottom tests which give
similar results. Diesel index is a calculated value to determine the
ignition quality of a fuel oil. The ignition quality is
The non-vaporized residue from the carbonizing test related to the hydrocarbon composition, paraffin
consists of carbonaceous material and inorganic being of high quality, n-heptanes of moderate quality
impurities and is expressed as percentage weight of and aromatics of low quality.
the fuel sample tested. Carbon residue and
asphaltenes content generally move in parallel, both With certain exceptions the properties of the aniline
in relation to the carbon-to-hydrogen ratio, with in- point and the specific gravity reflect the hydrocarbon
creasing values for a higher ratio. composition of a fuel oil, and are therefore used in
the following simple formula as an expression of
The carbon-to-hydrogen ratio and thus also the ignition quality:
carbon residue depends on the source of the crude
oil and the type of refinery processing used. Diesel index = (aniline point F x API gravity) x 0.01.
The effect of carbon residue is impossible to coun- The aniline point is the lowest temperature at which
teract by pre-treatment of the fuel oil, as centrifuging equal volumes of the fuel and aniline become just
only influences solid inorganic contaminants and miscible. The test relies on the fact that aromatic
hard asphalts, which are only small amounts of the hydrocarbons mix completely with aniline at com-
percentage weight called carbon residue. paratively low temperatures, whereas paraffins re-
quire considerably higher temperatures before they
are completely miscible.
Asphaltenes
A high aniline point thus indicates a highly paraffinic
Asphaltenes is defined as the part of a fuel oil sample fuel, and consequently a fuel oil of good ignition
which is insoluble in heptane. The content of quality. Similarly, a high API gravity number denotes
08028-0D/H5250/94.08.12
asphalteness is expressed as percentage weight of a low specific gravity and high paraffinicity, and
the fuel oil sample tested. again a good ignition quality.
Asphaltenes, which is aromatic, slow-burning, semi- The diesel index provides a reasonable idea of the
solid hydrocarbon compounds dispersed in the fuel ignition quality, but generally gives figures slightly
oil, has a similar effect on the combustion process to above the cetane number.
the carbon residue, the main impact being fouling of
gasways. The stability of the fuel oil is related to the Fuel oils with poor ignition quality and a low diesel
asphaltenes content. index might in particular cause problems in starting
diesel engines and running at low load.
02.16 - ES0 - G
504.27 Analysis Data Description
General
In addition to starting difficulties, a prolonged ignition Especially if the weight ratio of sodium to vanadium
delay may give rise to alternations in the maximum exceeds 1:3, ash with a very low melting point and
pressure, leading to increased mechanical or ther- stiction temperature is formed, giving rise to high
mal load. temperature corrosion of exhaust valves and de-
posit formation in turbochargers.
Furthermore, fuel oils with poor ignition quality may
cause retarded combustion and subsequent fouling It is possible to reduce the tendency for formation of
of gasways. detrimental vanadium-sodium ash by effective cen-
trifuging, which will remove sodium salts together
with water. If a very low content of sodium is ensured,
Sulphur a relatively high vanadium content might be accept-
able.
Sulphur is present in fuel oil, mainly as organic
compounds, the amount present being expressed
as percentage weight of an oil sample tested. If free Water
sulphur is present it may cause corrosion in the fuel
system. The main problem caused by sulphur is low The water content of fuel oil is measured by a
temperature corrosion. During combustion, sulphur standardized distillation test and is expressed as
oxides are produced in the form of gases. Since percentage volume of the sample tested. Water in
humidity is also present sulphur and sulphuric acid the fuel oil may lead to several detrimental effects on
may be formed on components in the combustion the fuel oil system, and corrosion and cavitation of
chamber and in the gasways, where the temperature fuel injection pumps and fuel valves, and cause
is below that of the dew point for sulphuric acid. fouling of exhaust systems and turbochargers.
The detrimental effect of sulphur in fuel oil is counter- Due to its content of sodium, salt water in combina-
acted by maintaining an adequate temperature of tion with vanadium contributes to the formation of
the combustion chamber components and by using low-melting corrosive ash, which attacks exhaust
alkaline lubricating oil to neutralize the sulphuric acid valves and turbochargers. When it disturbs the fuel
produced during combustion. atomization, water will lead to poor combustion,
resulting in higher heat load on the combustion
chamber components.
Vanadium and Sodium
It is possible to reduce the water content of a fuel oil
Vanadium and sodium are constituents of the ash primarily by centrifuging, and this should be done to
content. The amounts of these are measured by the widest possible extent in order to avoid the
analyzing the residue from the combustion test used detrimental effects of water in the fuel oil.
for determination of the ash content. The amount of
vanadium and sodium present is expressed in ppm,
parts per million, by weight in relation to the fuel oil Ash
sample being tested for ash content. Vanadium
08028-0D/H5250/94.08.12
derives from the crude oil itself and, being oil soluble, Ash content is a measure of the non-combustible
cannot be removed from the fuel oil by conventional material present in the fuel oil. The ash content is
pre-treatment. Sodium derives from the crude oil, determined by a combustion test and it is expressed
and also from contamination with salt water during as a percentage weight residue from complete com-
storage and transport of the fuel oil. Sodium is water- bustion of the oil sample tested.
soluble and, regardless of derivation, tends to com-
bine with the water present in the fuel oil. Ash-forming materials are present in the fuel oil as
natural components of crude oil and due to external
Owing to its water solubility, it is possible to remove contamination of the fuel oil.
or reduce the amount of sodium present in the fuel
oil. During combustion, corrosive ash is formed from
vanadium and sodium.
02.16 - ES0 - G
Description
Analysis Data 504.27
General
Ash-forming materials exist both as solid contami- Viscosity of Marine Gas Oil (MGO) and Marine
nants and in soluble compounds. The solid contami- Diesel Oil (MDO) are expressed in centistokes (cSt)
nants may lead to abrasive wear in the fuel injection at 40 C.
system. Ash formed during combustion may lead to
abrasive as well as corrosive wear of combustion Viscosity is an important parameter in connection
chamber components and give rise to formation of with pumping, pre-treatment and injection of fuel oil,
detrimental deposits. It is therefore essential, to the since the possibility and efficiency of these processes
greatest possible extent, to reduce the amount of to a large extent depend on adequate viscosity.
ash-forming materials by centrifuging.
Adjustment of viscosity to adequate values is possible
Solid contaminants such as sand, rust, certain metal by taking advantage of the interdependence between
oxides and catalyst fines can be removed by centri- the temperature and viscosity index of the fuel oil.
fuging, and the same goes for water-soluble salts
such as sodium. The nominal viscosity of a fuel oil is the factor
determining the preheating temperatures necessary
Some of the components included in the ash content to obtain adequate viscosity for pumping, centrifug-
have been found to be particularly harmful and are ing and injection of the fuel oil, and thus also the
therefore stated individually in the analysis data. factor determining the capacity of the preheating
equipment in the fuel oil system.
Silicium and Aluminium Oxides

Density
Residual fuels produced by refineries using fluid
catalytic cracking may be contaminated by catalyst Density is defined as the mass of a unit volume and
particles in the form of silicium and aluminium ox- is expressed in g/cm at a temperature of 15C
ides. Any catalyst particles are shown by the ash (59F).
content value. Separate values for silicium oxide
content and aluminium oxide content are measured Specific gravity is the ratio of the mass of a given
by analyzing the ash content. volume of liquid at 60F (15.6C) and the mass of an
equal volume of water at the same temperature. For
The amount of silicium and aluminium oxides is a given liquid, the specific gravity will generally give
expressed in ppm in relation to the weight of the the same numerical value as the density.
original fuel oil sample being tested for ash content.
API gravity is an arbitrary scale calibrated in degrees
As catalyst particles are very hard and abrasive, they and related to specific gravity by the following for-
can cause extreme mechanical wear of the fuel mula:
injection system, cylinder liners and piston rings. 141.5
API gravity = specific gravity/50F + 131.5
Catalyst particles, being solid and insoluble, can be
removed from the fuel oil. The guidelines for
08028-0D/H5250/94.08.12
dimensioning the centrifuge size are based on the As the formula indicates, the API gravity is in inverse
fact that approx. 1/3 of the catalyst particles in terms proportion to density and specific gravity.
of weight is removed.
Density is an important parameter in the centrifuging
process, where separating water and water-dis-
Viscosity solved impurities from the fuel oil is based on the
difference in densities. If the density of the fuel oil
Basically viscosity is a measure of the internal fric- approaches that of water, centrifuging thus becomes
tion or resistance of a liquid to flow. less effective, necessitating a reduced flow rate and
therefore increased centrifuge capacity.
02.16 - ES0 - G
504.27 Analysis Data Description
General
The water separation ability of fuel oil is increased by Pour Point

preheating the fuel oil prior to centrifuging since the
densities of fuel oil and water change with the The pour point is the lowest temperature at which an
temperature at different rates, thus making it possi- oil will flow or can be poured. The pour point is
ble to optimize density differences. measured under specific test conditions. Fuel oil
must be stored, handled and pumped at tempera-
To some extent the quality of a fuel oil can be judged tures above the pour point to avoid wax crystalliza-
by the density, since this is directly proportional to tion, which may result in precipitation in storage
the carbon-to-hydrogen ratio, which again is in direct tanks, blocking of filters and pipe lines and preven-
proportion to aromativity, carbon residue and tion of pumpability. Normally, the pour point of re-
asphaltene content, but in reverse ratio to calorific sidual fuel oil does not create any problems, since
value. the temperature needed to reduce the viscosity to
pumpable levels will be adequately in excess of the
pour point.
Analysis Data for Fuel Oils
Carbon Residue % weight Flash Point

Asphaltenes % weight
Diesel Index The flash point of an oil is defined as the temperature
Engine- FIA
at which it gives off sufficient vapour to create an
Relevant Ash % weight
Properties Sulphur % weight inflammable mixture with air. This mixture will ignite
Water % volume or flash under the influence of an open flame, but will
Vanadium ppm not support combustion itself. The flash point of fuel
Sodium ppm oil is normally tested by the Pensky-Martens closed-
Silicium Oxide ppm
up method.
Aluminium Oxide ppm
Viscosity cSt/50C In order to provide a sufficient margin of safety from

Installation- Density g/ml fire risk during storage, handling and transportation,
Relevant Flash Point C fuel oils for shipboard use must meet the classifica-
Properties Pour Point C
tion societies' requirements of flash point, limited to
a minimum of 60C (140F).
Table 2 Analysis data for fuels.
08028-0D/H5250/94.08.12
02.16- ES0 - G
Description
Fuel Oil Cleaning 504.30
L23/30H
Purification Recommendations RW/100F) the highest possible temperature 98C
(208F) should be maintained in the centrifuge oil
Fuel oils are always contaminated and should therefore preheater.
be thoroughly cleaned for solid as well as liquid
contaminants before use. The solid contami-nants in The fuel is kept in the centrifuge as long as possible
the fuel are mainly rust, sand, dust and re-finery by adjusting the flow rate through the centrifuge so
catalysts. Liquid contaminants are mainly water, i.e. that it corresponds to the amount of fuel required by
either fresh water or seat water. the engine without excessive re-circulating.
Consequently, the centrifuge should operate for 24
The impurities can cause damage to fuel pumps and hours a day except during necessary cleaning.
fuel valves, can result in increased cylinder liner wear
and deteriorate the exhaust valve seats. Also increased Taking today's fuel qualities into consideration the
fouling of gas ways and turbocharger blends may need for cleaning centrifuges ("shooting frequency")
result from the use of inadequately cleaned fuel oils. should not be underestimated. Correct choice and
adjustment of the regulating screws and/or the gravity
Effective cleaning can only be ensured by means of discs are of special importance for efficient water
a centrifuge. We recommend the capacity of the removal. The centrifuge manual states the disc or
installed centrifuges to be at least according to the screw adjustment which should be chosen on the
centrifuging maker's recommendations. To obtain basis of the specific gravity of the fuel.
optimum cleaning it is of the utmost importance to
operate the centrifuge with as low a viscosity of the Normal practice is to have at least two centrifuges
fuel oil as possible and allow the fuel oil to remain in available for fuel cleaning. Results from experimental
the centrifuge bowl as long time as possible. work on centrifuges, treating today's qualities of
residual fuel, have shown that the best cleaning
Especially for fuels above 180 cST/50C (1500 sec. effect, especially as regards removal of catalyst fines
is achieved when the centrifuges are operated in
series, in purifier/clarifier mode.
Cleaning of HFO by Centrifuging
Therefore series operation of centrifuges ensuring a

Operating Single centrifuge as purifier.
maximum of safety is a fully accepted alternative to
Options Two centrifuges in parallel.
the previously recommended parallel operation,
Two centrifuges in series.
provided the operating capacity of each individual
Optimum Operating Configurations centrifuge can handle the total amount of fuel required
by the engine, without exceeding the flow rate
Water content Parallel operation recommended by the centrifuge maker for the operating
below 1 % Purifier / Purifier mode in question.
Normal
Conditions or
Density at 15C Series operation If the installed centrifuge capacity is on the low side
below 0.991 Purifier + Clarifier corresponding to the specific viscosity of the used
08028-0D/H5250/94.08.12
fuel oil and if more than one centrifuge is available,

Water content parallel operation may be considered in order to obtain
below 1 % Parallel operation an even lower flow rate. However, in view of the above
results and recommendations serious considerations
Extreme Density at 15C Purifier / Purifier should be given to installing new equipment in
Conditions below 0.991 correspondence with today's fuel qualities and flow
recommendations.
High content Series operation
of catalyst fines Purifier + Clarifier For the determination of centrifuging capacity, we
Table 1. Cleaning of HFO.
96.02 - ES0S-G
504.30 Fuel Oil Cleaning Description
L23/30H
generally advise to follow the recommendations of the

centrifuge maker, but the curves on fig. 1, can be used Flow Rate
as a guidance. Related to Rated Capacity of Centrifuge
%
100
A homogenizer may be installed in the fuel oil system
as a supplement to the centrifuges to homogenize 80
possible water and sludge still present in the fuel after 60
centrifuging. 40
20
Separation Temperature
F C
212 100
194 90
176 80
158 70
140 60
122 50
104 40
100
15 25 45 75 130 cSt/80C
Log scales 30 60 80 180 380 600 cST/50C
200 400 600 1500 3500 6000 sec. RI/100F
Fig. 1. Flow rate through centrifuge related to nominal

capacity of centrifuge.
08028-0D/H5250/94.08.12
96.02 - ES0S-G
Description
Freshwater System Treatment 504.40
General
Protection against Corrosion in Freshwater Cleaning agents emulsified in water as well as
Cooling System slightly alkaline cleaning agents can be used for the
degreasing process, whereas ready-mixed cleaning
The engine fresh water must be carefully treated, agents which involve the risk of fire must obviously
maintained and monitored so as to avoid corrosion not be used. For descaling with acid, especially
or the formation of deposits which can result in products based on amino-sulphonic acid, citric acid,
insufficient heat transfer, it is necessary to treat the and tartaric acid are recommendable, as these acids
cooling water. MAN B&W recommend that this treat- are usually obtainable as solid substances, easily
ment is carried out according to the following proce- soluble in water, and do not emit poisonous vapours.
dure:
The cleaning agents should not be directly admixed,
but should be dissolved in water and then added to
Clean the cooling water system. the cooling water system.
Fill up with deionized or distilled cooling water Normally, cleaning can be executed without any
(for example from the freshwater generator) dismantling of the engine. We point out that the water
with corrosion inhibitor added. should be circulated in the engine to achieve the best
possible result.
Carry out regular checks of the cooling water
system and the condition of the cooling water. As cleaning can cause leaks to become apparent in
poorly assembled joints or partly defective gaskets,
inspection should be carried out during the cleaning
Observance of these precautions, and correct ven- process. The acid content of the system oil should
ting of the system, will reduce service difficulties also be checked immediately after cleaning, and 24
caused by the cooling water to a minimum. hours afterwards.
Cleaning of the Cooling Water System Cooling Water - Inhibitors
Before starting the inhibition process, any existing The filling-up with cooling water and the admixture of
deposits of lime or rust, or any oil sludge, should be the inhibitor is to be carried out directly after the
removed in order to improve the heat transfer and to cleaning in order to prevent formation of rust on the
ensure uniform protection of the surface by means of cleaned surfaces.
the inhibitor.
Raw Water
The cleaning should comprise degreasing to remove
oil sludge, and descaling with acid afterwards to The formation of lime stone on cylinder liners and in
remove rust and lime deposits. cylinder heads may reduce the heat transfer, which
will result in unacceptably high temperatures in the
Ready-mixed cleaning agents, specially made for material.
08028-0D/H5250/94.08.12
cleaning the cooling water system, can be obtained

from companies specializing in cooling water treat- Therefore, it is recommended that deionized or
ment. These companies offer assistance and control distilled water (for example from the freshwater
of the treatment in all major ports. A number of these generator) is used as cooling water. However, on
companies are mentioned on the enclosed list. We account of its lack of hardness, this water will be
point out that the directions given by them should be relatively corrosive, and a corrosion inhibitor should
closely followed. It is of particular importance to flush therefore always be added.
the system completely after cleaning.
00.11- ES1
504.40 Freshwater System Treatment Description
General
If deionized or distilled water cannot be obtained, Checking of the Cooling Water System and
normal drinking water can be used in exceptional the Sooling Water during Service
cases. If so, the total hardness of the water must not
exceed 9 dH (German hardness degrees). The If the cooling water is contaminated during service,
chloride, chlorine, sulphate, and silicate contents are sludge or deposits may form. The condition of the
also to be checked. These contents should not cooling water system should therefore be regularly
exceed the following values: checked, especially if deionized or distilled water is
not used. If deposits are found in the cooling spaces,
Chloride 50 ppm (50 mg/litre) these spaces or, if necessary, the entire system
Chlorine 10 ppm (10 mg/litre) should be cleaned.
Sulphate 100 ppm (100 mg/litre)
Silicate 150 ppm (150 mg/litre) According to experience, a zinc galvanized coating
in the freshwater cooling system is often very sus-
There should be no sulphide and ammonia content. ceptible to corrosion, which results in heavy for-
Rain water must not be used, as it may be heavily mation of sludge, even if the cooling water is cor-
contaminated. rectly inhibited. The initial descaling with acid will, to
a great extent, remove the galvanized coating. Gen-
It should be noted that softening of water does not erally, therefore, we advise against the use of galva-
reduce its sulphate and chloride contents. nized piping in the freshwater cooling system.
Corrosion Inhibitors The quality of the cooling water is to be checked

regularly, if possible once a week. Basically the
To protect freshwater cooling systems in marine inhibitor concentration, the pH value and the chloride
diesel engines against corrosion, various types of concentration should be in accordance with limits
inhibitors are available. stated by inhibitor manufacturer. For this purpose
the inhibitor manifactures normally supply simple
Generally, only nitrite-borate based inhibitors test kits.
are recommended.
As a general guidance values the pH value should be
A number of the products marketed by major compa- 7-10 measured at 20 C and the chloride concentra-
nies are specified on the enclosed list, together with tion should not exceed 50 ppm (50 mg/litre).
the necessary dosages and admixing procedures.
We recommend that these directions are strictly The water sample for these tests is to be taken from
observed. the circulating system, and not from the expansion
tank or the pipe leading to it.
Treatment of the cooling water with inhibting oils is
not recommended, as such treatment involves the The concentration of inhibitor must under no
risk of oil adhering to the heat transmitting surfaces. circumstances be allowed to fall below that re-
commended by the producer, as this would in-
Chromate inhibitors must not be used in plants crease the risk of corrosion.
08028-0D/H5250/94.08.12
connected to a freshwater generator.

A clear record of all measuring results should be
Evaporated cooling water is to be replaced with kept, so that the actual condition and trend of the
noninhibited water, whereas a loss of water through system may be currently ascertained and evaluated.
leakage must be replaced with inhibited water.
A sudden or gradual increase in the chloride content
When overhauling individual cylinders, a new dos- of the cooling water may be indicative of salt water
age of inhibitor must, if necessary, be added im- leakages. Such leakages are to be traced and repai-
mediately after completing the job. red at the first opportunity.
00.11- ES1
Description
General
A chloride content in the cooling water higher than The cooling water system must not be kept
the 50 ppm specified might, in exceptional cases be under pressure.
tolerated. However, in that case the upper limit
specified by the individual inhibitor supplier must not Check, and repair any leaks.
be exceed.
Drain the system and fill up completely with clean tap
A clear record of all measuring results should be water, in order to flush out any oil or grease from the
kept, so that the actual condition and trend of the tank.
system may be currently ascertained and evaluated.
Circulate the water for 2 hours, and drain again.
A sudden or gradual degrease in pH value, or an
increase of the sulphate content, may indicate ex-
haust gas leakage. The pH value can be increased Descaling with Acid Solution
by adding inhibtor; however, if major quantities are
necessary, the water should be replaced. Fill up with clean tap water and heat to 70-75 C.
Every third month a cooling water sample should be Dissolve the necessary dosage of acid compound in
sent ashore for laboratory analysis, in particular to a clean iron drum with hot water.
ascertain the contents of inhibtor, sulphate, and iron,
as well as the total salinity of the water. Fill the drum half up with water and slowly add the
acid compound, while stirring vigorously. Then fill
the drum up completely with hot water while conti-
Cleaning and Inhibiting Procedure nuing to stir (e.g. using a steam hose).
The engine must not be running during the cleaning Be careful - use protective spectacles and gloves.
procedure, as this may involve the risk of overhea-
ting when draining. For engines which have been treated before the trial
trip, the lowest concentration recommended by the
supplier will normally be sufficient.
Degreasing
For untreated engines, a higher concentration -
Use clean tap water for filling-up. The cooling water depending on the condition of the cooling system -
in the system can be used, if it does not contain will normally be necessary.
inhibitors.
Drain some water from the system and add the acid
Heat the water to 60 C and circulate the water solution via the expansion tank.
continuously.
The cooling water system must not be put under
Drain to lowest water level in expansion tank. pressure.
08028-0D/H5250/94.08.12
Add the amount of degreasing chemical specified by Keep the temperature of the water between 70 C
the supplier, preferably from the suction side of the and 75 C, and circulate it constantly. The duration
freshwater pump. of the treatment will depend on the degree of fouling.
Normally, the shortest time recommended by the
Drain to lowest water level in the expansion tank supplier will be sufficient for engines which are
directly afterwards. treated before the trial trip. For untreated engines, a
longer time must be reckoned with. Check every
Circulate the cleaning chemical for the period speci- hour, for example with pH-paper, that the acid in the
fied by the supplier. solution has not been used up.
00.11- ES1
504.40 Freshwater System Treatment Description
General
A number of descaling preparations contain colour Adding of Inhibitors

indicators which show the state of the acid solution.
If the acid content is exhausted, a new acid solution Fill up the cooling water system with water from the
can be added, in which case, the weakest recom- evaporator to the lowest water level in the expansion
mended concentration should be used. tank.
The solubility of acids in water is often limited. Weight out the quantity of inhibitors specified by the
Therefore if, in exceptional cases, a large amount is supplier and dissolve in a clean iron drum with hot
required, descaling can be carried out in two stages water from the evaporator.
with a new solution of compound and clean water.
Normally the supplier will specify the maximum Add the solution via the expansion tank to the
solubility. system. Then fill up to normal water level with water
from the evaporator.
After completing the descaling, drain the system and
flush with water. Acid residues can be neutralized Allow the engine to run for not less than 24 hours to
with clean tap water containing 10 kg soda per ton of ensure that a stable protection of the cooling surfa-
water. Circulate the mixture for 30 minutes, then ces is formed.
drain and flush the system.
Subsequently, test the cooling water with a test kit
The cooling water system must not be put under (available from the inhibitor supplier) to ensure that
pressure. an adequate inhibitor concentration has been obtai-
ned.
Continue to flush until water used is neutral (pH
approx. 7). This should be checked every week.
The acid content of the system oil is to be checked

directly after the descaling with acid, and again 24
hours afterwards.
08028-0D/H5250/94.08.12
00.11- ES1
Description
General
Nitrite-borate corrosion inhibitors

for cooling water treatment
Maker's minimum
Company Name of Inhibitor Delivery Form Recommended
Dosage*
Castrol Limited Castrol Powder 3 kg/1000 l

Swindon Solvex WT4
Wiltshire, England Castrol Liquid 20 l/1000 l
Solvex WT2
Drew Ameriod DEWT-NC Powder 3.2 kg/1000 l

Marine Liquidewt Liquid 8 l/1000 l
Boonton, N.J./U.S.A Maxiguard Liquid 16 l/1000 l
Houseman Scandinavia Cooltreat 651 Liquid 5 l/1000 l

3660 Stenlse
Denmark Cooltreat 652 Liquid 5 l/1000 l
Nalfleet Marine Chemicals Nalfleet EWT Liq

Northwich, (9-108) Liquid 3 l/1000 l
Cheshire CW8DX, England Nalfleet EWT 9-131C Liquid 10 l/1000 l
Nalfleet EWT 9-111 Liquid 10 l/1000 l
Nalcool 2000 Liquid 10 l/1000 l
Rohm & Haas RD11 DIA PROSIM Powder 3 kg/1000 l

(ex Duolite) RD25 DIA PROSIM Liquid 50 l/1000 l
Paris, France
Unitor Rochem Dieselguard NB Powder 3 kg/1000 l

Marine Chemicals Rocor NB Liquid Liquid 10 l/1000 l
Oslo, Norway
* Initial dosage may be larger
The list is for guidance only and must not be The suppliers are listed in alpabetical order.
08028-0D/H5250/94.08.12
considered complete. We undertake no responsi-

bility for difficulties that might be caused by these or Suitable cleaners can normally be supplied by
other water inhibitos/chemicals. these firms.
00.11- ES1
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1) Cylinder Head 505
L23/30H
Description
Cylinder head -------------------------------------------------------------------------------------505 01 (01H)
Working Card
Dismantling of cylinder head ------------------------------------------------------------------505- 01 .00 (01H)

Inspection of inlet valve, exhaust valve and valve guide ------------------------------ 505- 01 .05 (01H)
Reconditioning of valve spindle seat and valve seat ring ----------------------------- 505- 01 .10 (01H)
Valve rotator -------------------------------------------------------------------------------------- 505- 01 .15 (01H)
Replacement of valve guide ------------------------------------------------------------------ 505- 01 .20 (01H)
Indicator valve ------------------------------------------------------------------------------------505- 01 .26 (01H)
Replacement of sleeve for fuel injector ---------------------------------------------------- 505- 01 .30 (01H)
Replacement of valve seat ring --------------------------------------------------------------505- 01 .35 (01H)
Mounting of cylinder head ---------------------------------------------------------------------505- 01 .40 (01H)
Inspection of cylinder head cooling water space ---------------------------------------- 505- 01 .45 (01H)
Plates
Cylinder head --------------------------------------------------------------------------------------------50501- 01H

Valve spindles and valve gear ---------------------------------------------------------------------- 50502- 01H
Indicator valve -------------------------------------------------------------------------------------------50508- 01H
Cylinder head, top cover ------------------------------------------------------------------------------50510- 01H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Cylinder Head 505.01
Page 1 (1)
Edition 01H
L23/30H
Cylinder Head Inlet and Exhaust Valves
The individual cast-iron cylinder heads, one for each The inlet and exhaust valve spindles are identical and
cylinder unit, are equipped with a centrally situated therefore interchangeable.
fuel injection valve, two inlet valves, two exhaust
valves and one indicator cock. The valve spindles are made of heat-resistant material.
Hard metal is welded on to the valve spindle seats.
The head has a thick, bore-cooled flame plate for
satisfactory control of mechanical and thermal loads The valve spindles are fitted with valve rotators which
and stress. turn the spindles a little each time the valves open.
The cylinder head is attached by means of 4 nuts and The cylinder head is equipped with replaceable seat
4 studs screwed into deep bosses in the engine frame rings for inlet and exhaust valves.
top plate. The nuts are tightened by means of hydraulic
tools. The seating surfaces are hardened in order to minimize
wear and prevent dent marks, on the inlet seat by
induction hardening, on the exhaust seat by hard
metal armouring.
08028-0D/H5250/94.08.12
95.50 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Dismantling of Cylinder Head 505-01.00
L23/30H
Stopped engine Plate no Item no Note

Shut-off cooling water 52021 011 Oil injector,
Shut-off fuel oil 52021 011 (Complete)
Shut-off cooling oil 52021 501 4 pieces
Stopped lub. oil circul. 52021 513 1 piece
52021 155
52005 014
52021 251 Hydraulic tools
Description:
Dismantling of cylinder head for inspection and/or

overhaul.
Hand tools:
Starting position: Ring and open-end spanner, 17 mm.

Ring and open-end spanner, 19 mm.
Cooling water has been drained from engine. Ring and open-end spanner, 27 mm.
Allen key, 8 mm.
Related procedure:
Dismounting of piston and connecting

rod 506-01.00
Dismounting and inspection of inlet valve,
exhaust valve and valve guide 505-01.05
Dismantling, overhaul and test
pressure of fuel oil valve 514-01.10
Manpower:
Replacement and wearing parts:
08028-0D/H5250/94.08.12
Working time : 1 hour

Capacity : 2 men Plate no Item no Qty/
Data:

95.50 - ES0S
505-01.00 Working Card
Edition 01H
Dismantling of Cylinder Head Page 2 (2)
L23/30H
Draining of cooling water, disconnection of pipes

etc.
1) Open the drain cock and vent cock for cooling

water.
2) Take off the top cover.
3) Take off the front cover which gives access to

the injection pump.
4) Disconnect the fuel oil high-pressure pipe.
5) Disconnect the rocker arm lubricating oil pipe.
6) Remove the thermometer attachment branch

(cooling water outlet pipe).
Fig 2
7) Remove the exhaust pipe flange screws.
8) Remove the cylinder head nuts, see Fig 1, Mounting of Lifting Tool with the Fuel Injection
by means of hydraulic jacks. See working card 520- Valve is Removed from the Cylinder Head.
01.05.
12)Mount the two-distance pieces to the studs.
13)Mount the lifting tool by means of the two nuts. See

Fig 3.
Fig 1
08028-0D/H5250/94.08.12
Mounting of Lifting Tool while the Fuel Injection

Valve is Placed in the Cylinder Head.
9) Disconnect the two nuts which is holding down

the fuel injection valve. Fig 3
10) Remove the two distance pieces.

14)Attach the hook to the lifting tool and lift the
11)Mount the lifting tool by means of the two nuts. See cylinder head away.
Fig 2.
95.50 - ES0S
Page 1 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide Edition 01H
L23/30H

Shut-off cooling water 52005 014
Shut-off fuel oil 52005 051
Shut-off cooling oil 52005 254/301 Extra tools
Stopped lub. oil circul. 52005 553
Description:
Dismounting of inlet and exhaust valve, inspec-

tion of valve guide and mounting of inlet and
exhaust valve. Hand tools:

Small screwdriver.
Starting position: Measuring tools.
Cylinder head, dismantled from

engine 505-01.00
Related procedure:
Reconditioning of valve spindle seat

and valve seat ring 505-01.10
Valve rotator 505-01.15
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35
Mounting of cylinder head 505-01.45
Manpower: Replacement and wearing parts:

08028-0D/H5250/94.08.12
Working time : 1 hour Plate no Item no Qty/

Capacity : 1 man
60501 363 4/cyl.
Data:

95.50 - ES0S
505-01.05 Inspection of Inlet Valve, Exhaust Valve and Valve Guide Working Card
L23/30H
Dismantling of Inlet and Exhaust Valve Spindles
1) Land and fasten the cylinder head upon the

special work table and remove the lifting tool.
Or as an Alternative:
Land the cylinder head on the floor upon wooden

supports and remove the lifting tool.
2) Mount the supporting devices for the valve

spindle heads on the work table.
Or as an alternative:
Fig 2.
Place wooden blocks under the valve spindle heads.
table and take out the valve spindle.
3) Turn back the rocker arm and remove the
spring-loaded valve bridge over the valve spindles. 11) Repeat point 4 - 10 to remove the two other
valve spindles.
Inspection of Valves/Valve Seats

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

A, see fig 1.
08028-0D/H5250/94.08.12
6) Remove the cone rings, see fig 2.
7) Release the springs again.
8) Remove nut A and traverse B, see fig 1.
9) Remove valve rotator and springs. Fig 3.
10) Remove the supporting devices under the work
95.50 - ES0S
Working Card
Page 3 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide 505-01.05
Edition 01H
L23/30H
Too much clearance between valve spindle and

spindle guide may cause:
Max inner diameter,
- increased lub. oil consumption. see page 500.35.
- fouling up of the spindle guide and thus give the
risk of a sticking valve spindle.
Too much clearance also means insufficient guid-

ance of the valve spindle, and thus bad alignment
between spindle head and valve seat ring.
In connection with overhaul of the cylinder head, the

valve spindle guides should be cleaned, inspected
and measured for wear.
If the inner diameter of the valve spindle guide

exceeds the tolerance, see page 500.35, the valve
spindle guide must be replaced. See working card
505-01.20.
Mounting of Valve Spindle
12) For mounting of valve spindle follow the

Fig 4.
instructions in point 4 - 10 in reversed order.
08028-0D/H5250/94.08.12
95.50 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card Reconditioning of Valve Spindle Seat 505-01.10
Page 1 (3)
and Valve Seat Ring Edition 01H
L23/30H

Shut-off cooling water 52005 408 Grinding machine
Shut-off fuel oil for valve spindle.
Shut-off cooling oil 52005 350 Grinding machine
Stopped lub. oil circul. for valve seat ring
(extra tools).
Description:
Reconditioning of valve spindle seat and valve

seat ring, with special grinding machine.
Hand tools:
All the hand tools and new stones are included in

the tools box for grinding machine.
Starting position:
Valve spindle has been removed 505-01.05
Related procedure:
Mounting of valve spindle 505-01.05

08028-0D/H5250/94.08.12
Working time : 6 hours Plate no Item no Qty/

Capacity : 1 man
Data:

95.50 - ES0S
505-01.10 Reconditioning of Valve Spindle Seat Working Card
Edition 01H and Valve Seat Ring Page 2 (3)
L23/30H
Reconditioning of Valve Seat Ring However, when the seat "S" has been ground to such
an extent that the recess "R" disappears, see fig 1,
Reconditioning of valve seat rings by machining is the valve seat ring has to be scrapped and a new one
carried out by means of a grinding machine, the pilot must be installed, see working card 505-01.35
spindle of which is to be mounted in the valve spindle
guide. For operation of the grinding machine, see
separate instructions. Reconditioning of Valve Spindle
Reconditioning by machining is carried out with the

Grinding of Valve Seats valve spindle being rotated in a turning lathe and a
special grinding machine mounted on the tool post of
Grinding of valve seat rings should be carried out the turning latch.
according to the following sequence:
1) Grind the seating surface with a feed at an Grinding of Valve Spindle

angle "A" of 30 0,10.
0.
For operation of the grinding machine, see separated
2) Continue the grinding until a clean and uniform instructions.
surface condition has been obtained.
1) Grind the seating surface with a feed at an angel
3) Carry out the final grinding with a feed in the "A" of 30 0.
direction inside and outwards. Normally, the best 0,25.
surface quality is obtained this way. 2) Continue the grinding until a clean and uniform
surface condition has been obtained.
3) Check the height "H"1 after completing the

grinding, see fig 2.
"A" 30 0,10
0
"R" "H"1 has as a minimum to be as indicated on page

500.35.
"S"
If measured to be less, the spindle has to be scrap-

ped.
4) After assembling the valves, check - on account

08028-0D/H5250/94.08.12
Fig 1. Valve Seat Ring
"H"1
Scrapping of Valve Seat Rings
0
"A" 30 0,25
Normally, the valve seat ring can be reconditioned
several times.
Fig 2. Valve Spindle
95.50 - ES0S
Working Card Reconditioning of Valve Spindle Seat 505-01.10
Page 3 (3)
and Valve Seat Ring Edition 01H
L23/30H
of the valve motion - that distance "H"2 between the

upper edge of the cylinder head and the upper edge of
the valve spindle, see fig 3, does not exceed the
maximum value, see page 500.35.
"H"2
Fig 3.
08028-0D/H5250/94.08.12
95.50 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Valve Rotator 505-01.15
L23/30H

Shut-off fuel oil
Description:
Dismantling, inspection and mounting of valve

rotator. Hand tools:
Small screwdriver.
Ring and open-end spanner 24 mm.
Starting position:
Related procedure:
Mounting of valve spindles 505-01.05

08028-0D/H5250/94.08.12
Working time : 1/2 hour Plate no Item no Qty/

Capacity : 1 man
Data:

95.50 - ES0S
5 05-01.15 Valve Rotator Working Card
L23/30H
Inspection of Rotocap Note! Having assembled the valve rotator in dry

condition it should be placed in clean lubricating oil
Dirt especially in the ball pockets due to residues in for a short period of time.
the oil (abrasives, combustion products), can cause
the individual parts to become stuck, and hinders the
movement of the balls.
Rotocap valve rotators need no servicing under

normal operating conditions.
Rotator performance is satisfactory when the valve

rotates visibly and evenly.
Dismantling of Rotocap
See working card 505-01.05, point 3 to 9. Fig 1.
Overhaul of Rotator Mounting of Rotocap
1) Clean the valve rotator. See working card 505-01.05, point 3 to 9, opposite
direction.
2) Inspect for wear and ball impressions.
3) Remove the retaining ring and disassemble

the individual parts.
4) Replace parts showing wear grooves or de-

pressions formed by the balls.
5) Insert the balls and the tangential springs.
Note! All balls on the inclined races of the ball

pockets must point in the same direction, see fig. 1.
The inner ring of the spring washer should rest on the

retainer body.
08028-0D/H5250/94.08.12
95.50 - ESOS
Working Card
Replacement of Valve Guide 505-01.20
L23/30H

Shut-off cooling water
Shut-off fuel oil
Description:
Dismantling and mounting of valve guide for inlet

and exhaust valve. Hand tools:
Hammer.
Nitrogen (N2), or similar.
Mandrel for knocking out the valve guide.
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time : 3/4 hour Plate no. Item no. Qty/

Capacity : 1 man
50501 363 4/cyl
Data: 50501 218 4/cyl

95.50 - ES0S
505-01.20 Replacement of Valve Guide
Working Card
L23/30H
When to Replace the Valve Guide 4) Before mounting - cool down the new valve
guide to approx. -70C with nitrogen or similar.
If the clearance exceeds the max. limit, see page
500.35, the valve guide must be replaced. 5) Insert the valve guide into the bore.
6) Knock slightly with the mandrel and a hammer.

Dismounting of Valve Guide Note! The shoulder of the valve guide must bear
against the cylinder head, by knocking slightly with
1) Knock the valve guide out from the bottom of the mandrel and a hammer.
the cylinder head, by means of a mandrel, which has
a shoulder turning that fits into the valve guide, see
fig 1.
Valve seat ring
Mandrel
Fig 2.
7) Before mounting of the valve spindle insert a

Valve guide
new O-ring in the valve guide.
08028-0D/H5250/94.08.12
Correct mounting can easily be done by the use of

two valve spindles as mounting tool, one spindle to
Fig 1. be used as support and the other spindle to be used
for pushing the O-ring downwards.
2) Clean the bore of the cylinder head carefully. Screw-drivers or other sharp tools should never be
used for this purpose.
3) Inspect for marks that can prevent mounting
of new valve guide. 8) For mounting of valve spindle, see working
card 505-01.05.
95.50 - ESOS
Working Card
Indicator Valve 505-01.26
L23/30H
Stopped engine Plate No Item No Note

Shut-off fuel oil
Dismounting, inspection and mounting of indicator Ring and open-end spanner 10 mm

valve. Ring and open-end spanner 27 mm
Steel brush
Copaslip
Starting position:
Related procedure:
Working time : 1/2 hour Plate No Item No Qty./

Capacity : 1 man
50508 037 1/Cyl.
Data:

95.50 - ES0S-G
505-01.26 Indicator Valve Working Card
L23/30H
Maintenance
Under normal working conditions the indicator valve

requires very little maintenance except inspection in
connection with the normal cylinder cover overhaul.
Inspection of the Indicator Valve
1. Disassemble the indicator valve.
2. Check the valve seat and the cone for "burning

through".
If the valve seat in the housing is "burned", the entire

valve is to be replaced.
1. Indicator valve, complete
3. Clean and lubricate all components before 2. Connecting piece
remounting.
4. Ensure that the spindle is in "OPEN" position

when assembling the valve. Fig 1 Indicator valve.
NOTE: Otherwise, cone and seat may be damaged.
95.50 - ES0S-G
Working Card
Replacement of Sleeve for Fuel Injector 505-01.30
L23/30H

Shut-off fuel oil
Description:
Dismounting, inspection and mounting of sleeve

for fuel injector. Hand tools:
Brass mandrel.
Hammer.
Lub. oil.
Starting position: Two small screw-drivers.
Loctite 572.
The cylinder head has been dis-
mounted from engine 505-01.00
The fuel injector has been removed 514-01.10
Related procedure:
Mounting of fuel valve 514-01.10
Working time : 1 hour Plate No Item No Qty/

Capacity : 1 man
50501 039 1/cyl.
Data: 50501 040 1/cyl.
50501 052 1/cyl.
96.19 - ES0S
505-01.30 Replacement of Sleeve for Fuel Injector Working Card
L23/30H
Dismounting of Sleeve for Fuel Injector 4) Coat the sealing ring zone in the bore with
grease or lub. oil.
1) Remove the snap ring by means of two screw-
drivers.
2) The sleeve can now be driven out of the bore by

Snap ring
use of a brass mandrel and a hammer.
O-ring
Sleeve
Loctite 572
Brass mandrel
Fig 2.
5) Install new sealing rings on the sleeve.
6) Coat the sealing surfaces on the sleeve with

Fig 1. loctite 572.
7) Insert the sleeve in the bore.

Inspection of Bore in Cylinder Head and Mounting
of the Sleeve: 8) Mount the snap ring.
3) Clean and inspect the bore in the cylinder head.

Any marks which could prevent mounting of the
sleeve, should be gently smoothed.
96.19 - ES0S
Working Card
Replacement of Valve Seat Ring 505-01.35
Page 1 (4)
Edition 01H
L23/30H

Shut-off fuel oil 52021 501 1 piece
Shut-off cooling oil 52005 457 Extra tools
Stopped lub. oil circul. 52005 504 Extra tools
52021 466 1 piece
Description:
Replacement of valve seat ring for inlet and

exhaust valve.
Starting position:
Inlet and exhaust valves have been Hand tools:

removed 505-01.05
Ring and open-end spanner, 36 mm
Hammer.
Loctite, 572.
Lub. oil.
Related procedure:

08028-0D/H5250/94.08.12
Working time : 1 1/2 hours Plate no Item no Qty. /

Capacity : 1 man
50501 351 4/cyl.
Data: 50501 064 2/cyl.
50501 076 2/cyl.
05.02 - ES0
505-01.35 Replacement of Valve Seat Ring Working Card
Page 2 (4)
Edition 01H
L23/30H
Dismounting of Valve Seat Rings Dismounting of a Valve Seat Ring is Carried out
According to the Following Procedure
When reconditioning of a valve seat ring no longer is
possible due to dimensions exceeding the scrapping 1) By means of the guide pin (7) the guide disc (5)
criteria, the seat ring has to be replaced. is led vertically through the valve seat ring. Then the
guide disc (5) is lifted with the guide pin (7) until the
Dismounting of a valve seat ring is carried out by latter is guided by the valve seat ring. The stud (1) is
means of a special extractor tool set comprising the then screwed in until it rests in the valve guide.
components, see fig 1.
08028-0D/H5250/94.08.12
1 Stud 6 Eye screw Fig 2.

2 Collar nut hexagon 7 Guide pin
3 Guide disc 8 Valve guide
4 Disc 9 Hydraulic jack
5 Guide disc 10 Valve seat ring 2) The guide disc (3) is positioned so that it bears
against the bottom of the cylinder head, and the
hydraulic jack is clamped with the disc (4) and the
Fig 1. collar nut hexagon (2), see fig 1. The hydraulic jack
is the one used for main bearing caps.
05.02 - ESO
Working Card
Replacement of Valve Seat Ring 505-01.35
L23/30H
3) By pumping up the pack, see working card 3) To facilitate mounting the valve seat ring is it
520-01.05 for the use of hydraulic tools, the valve cooled down, however, a min. of -25C otherwise,
seat is pressed out max. 6 mm, and the pressure is the o-ring can be damaged.
released again. The collar nut hexagon is tightened
and the operation is continued until the valve seat 4) Place the o-ring on the valve seat ring and coat
ring can be removed. with oil/loctite as shown in fig 4, just before positioning
it in the bore.
Mounting of Valve Seat Rings
1) Prior to mounting of a new valve seat ring, the

bore must be cleaned thoroughly and inspected for Coat with
marks. Marks that can hinder mounting of the valve loctite 572
seat ring must be removed.
Valve seat ring
2) Tools for mounting of valve seat rings are

shown in fig 3. O-ring
Coat with oil
Fig 4.
5) The valve seat ring is positioned in the bore,

the handle with stud is inserted as shown in fig 5, and
1 the washer with screw is screwed tight.
2
08028-0D/H5250/94.08.12
1 Handle 2 Stud
Fig 3. Fig 5.
05.02 - ES0
505-01.35 Replacement of Valve Seat Ring Working Card
L23/30H
6) By knocking on the handle and at the same

time tightening the nut (4), the valve seat ring slides
in place in the bore and it is felt on the knocks when
it bears in the bore.
7) Prior to mounting of the valve spindle the valve

seat ring must be ground, to ensure correct centering
af the valve guide and the valve seat ring. This can
be done according to working card 505-01.05 or 505-
01.10.
08028-0D/H5250/94.08.12
05.02 - ESO
Working Card
Mounting of Cylinder Head 505-01.40
L23/30H

Shut-off fuel oil 52021 501 4 Pieces
Shut-off cooling oil 52021 155
52010 011
52021 251
Description:
Mounting of cylinder head after inspection and/or

overhaul.
Hand tools:

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

08028-0D/H5250/94.08.12
Working time : 1 1/2 hour Plate no Item no Qty/

Capacity : 2 men
50501 338 2/cyl
Data: 50510 075 1/cyl
50610 079 8/cyl
Data for pressure and tolerance (Page 500.35) 51202 024 2/cyl
Data for torque moment (Page 500.40) 51625 097 1/cyl
Declaration of weight (Page 500.45) 51625 132 1/cyl
95.50 - ES0S
505-01.40 Mounting of Cylinder Head Working Card
L23/30H
Check to be Done before Lifting Place the spacer ring around the nuts with the slot in
such a position that the tommy bar can be used.
1) Check the jointing surfaces of the cylinder
head/cylinder liner to see that they are clean and Tighten the hydraulic jacks and make sure that the
without damage marks, see working card 506-01.45. cylinder of the jacks bears firmly against the spacer
Fit new O-rings on the water passage, lubricate the O- ring. Tighten up all the nuts, see page 500.40. For
rings with a little oil. using the hydraulic tools, see working card 520-01.05.
2) Check all contact faces on the cylinder head 7) If new studs or nuts have been fitted, the nuts
and nuts, including threads, and make sure that these
are level and smooth and absolutely free from foreign
particles.
Mounting of Cylinder Head
3) Attach the lifting tool, see fig 1, to the cylinder

head that has been made ready for installation, and
position it carefully on the cylinder liner.
Fig 2.
must be tightened and loosened three times, in order

to compensate for deformation of the thread and in
order to ensure a safe minimum load of the studs
through the tightening.
Adjustment of Valve Clearance
Fig 1. 8) Adjust the valve clearance, see working card

508-01.10.
Tightening of Cylinder Head Nuts 9) Fit the pipes for fuel oil, lub. oil, cooling water
and the flange for exhaust pipe.
08028-0D/H5250/94.08.12
4) Make sure that the nuts run easily on the

threads and that they bear on their entire contact
surfaces. Before Starting
5) Coat threads and contact faces with copaslip 10) Prior to starting up check for leakages. After
before fitting the nuts. starting up check for leakages and oil flow.
6) Screw nuts onto the studs and tighten lightly 11) Mount the cover for rocker arm and the front
with the tommy bar. cover for fuel pump.
95.50 - ES0S
Working Card
Inspection of Cylinder Head Cooling Water Space 505-01.45
L23/30H

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

Hand tools:
Steel brush
Starting position:
The cylinder head dismantled

from engine 505-01.00
Related procedure:
Working time : hour Plate no Item no Qty/

Capacity : 1 man
Data:

95.50 - ES0S
505-01.45 Inspection of Cylinder Head Cooling Water Space
Working Card
L23/30H
Inspection of Cylinder Head Cool. Water Space
1) Inspect the cooling water inlet at the bottom and

the cooling water outlet at the top of the cylinder head,
see fig 1.
2) Remove all possible deposits.
3) Pour water into the cooling water outlet and

make sure that water is coming out of all the cooling
water inlet bores at the bottom of the cylinder head.
4) If necessary, clean the cooling water inlet and

outlet by means of a steel brush. Flush the cooling
water space after cleaning.
5) Should the cylinder head cooling water space,

contrary to expectation, be blocked with deposits,
please contact MAN B&W Diesel, Holeby for further
instructions.
Fig 1. Cylinder Head
95.50 - ES0S
Plate
50501-01H Cylinder Head Page 2 (2)
L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse
015 1/C Cylinder head Cylinderdksel

as plate 50501 som plate 50501
039 1/C Sleeve Foring
040 1/C O-ring O-ring
052 1/C Snap ring Lsering
064 2/C Valve seat ring, Ventilsdering,

(inlet) (indstrmning)
076 2/C Valve seat ring, Ventilsdering,

(exhaust) (udstdning)
111 2/C Plug screw Propskrue
123 2/C Sealing ring Ttningsring
159 2/C Spring pin Fjederstift
160 1/C Water guide jacket Klekappe
172 4/C Screw Skrue
196 4/C Cooling water con- Klevandsovergang

nection
218 4/C Valve Guide Ventilstyr
231 2/C Stud Tap
243 2/C Distance pipe Afstandsstykke
255 2/C Nut Mtrik
267 2/C Stud Tap
279 2/C Nut Mtrik
292 3/C Stud Tap
302 2/C Thrust piece Trykstykke

08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.
* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
98.34 - ES0S
Plate
Page 1 (2) Cylinder Head 50501-01H
L23/30H
302
363
255 052
218
243 039 279
231 040 267
292
280
135
147
015
159
111
123 351
351
076
064
338
08028-0D/H5250/94.08.12
160
172
184
196
184
98.34 - ES0S
Plate
Page 1 (2) Valve Spindles and Valve Gear 50502-01H
L23/30H
573
249 237 095
286 262
See plate
50501
453
178 441
095 129 262

201 010
345
357 095 298
130 130
262 083
022 071
286 117
034
117
105 465 046
105
262 465
573
477 477
441 298
453 489 489
490 490
See plate
50501
524/536
548
08028-0D/H5250/94.08.12
585
512
512
98.34 - ES0S
Plate
50502-01H Valve Spindles and Valve Gear Page 2 (2)
L23/30H
Item Item
no. Qty. Designation Benvnelse no. Qty. Designation Benvnelse
010 2/C Valve bridge, compl. Ventilbro, komplet 490 4/C Outer spring Udvendig fjeder
incl. item 022, 034, 046, inkl. item 022, 034, 046,
071, 083, 095, 105, 117, 071, 083, 095, 105, 117, 512 4/C Valve spindle, inlet Ventilspindel, inds.
129 and 130 129 og 130 and outlet og uds.
022 2/C Valve bridge Ventilbro 524 28/C Spring Fjeder
034 2/C Spring Fjeder 536 28/C Ball Kugle
046 2/C Ball guide Kuglestyr 548 4/C Spring washer Fjederskive
071 2/C Thrust piece Trykstykke 573 2/C Bearing bush Lejebsning
083 2/C Thrust screw Trykskrue 585 4/C Retainer ring Lsering
095 4/C Nut Mtrik
117 4/C Circlip Fjederring
178 1/C Rocker arm Buk for vippearm

bracket
201 1/C Plug Prop
237 1/C Rocker arm, exhaust, Vippearm udst, komplet

compl. incl. item 095, inkl. item 095, 249, 262,
249, 262, 286, 298, 585 286, 298, 585
249 1/C Rocker arm, exhaust Vippearm, udstdning
262 4/C Plug Prop
286 2/C Thrust piece Trykstrykke
298 2/C Thrust screw Trykskrue
345 1/C Rocker arm inlet, Vippearm inds., komp-

complete incl. item let inkl. item 095, 249,
095, 249, 262, 286, 298, 262, 286, 298, 585
585
357 1/C Rocker arm, inlet Vippearm, indsugning
441 2/C Disc Skive
453 2/C Securing ring Sikringsring

08028-0D/H5250/94.08.12
465 4/C Conical ring in 2/2 Konisk ring 2/2
477 4/C Rotocap, compl. Rotationsgiver, kompl.
489 4/C Inner spring Indvendig fjeder
Qty./ = Qty./Individual Antal/I = Antal/Individuelt
98.34 - ES0S
Plate
Page 1 (2) Indicator Valve 50508-01H
L23/30H
049
037
013
025
08028-0D/H5250/94.08.12
95.50 - ES0S
Plate
50508-01H Indicator Valve Page 2 (2)
L23/30H
Item Item
013 1/C Connecting piece Forbindelsesstykke
025 3/C Gasket Gasket
037 1/C Gasket Gasket
049 1/C Indicator valve Indikatorventil
08028-0D/H5250/94.08.12
95.50 - ES0S
Plate
Page 1 (2) Cylinder Head, Top Cover 50510-01H
L23/30H
087
099
063
075 110
051
038
122
014
026
08028-0D/H5250/94.08.12
94.22 - ES0S
Plate
50510-01H Cylinder Head, Top Cover Page 2 (2)
L23/30H
Item Item
014 1/C Coaming Karm
026 1/C Gasket Pakning
038 13/C Screw Skrue
063 1/C Top cover Topdksel
087 3/C Handle Hndtag
110 3/C Nut Mtrik
122 13/C Washer Skive
08028-0D/H5250/94.08.12
94.22 - ES0S
Index
Page 1(1) Piston, Connecting Rod and Cylinder Liner 506
L23/30H
Description
Piston, connecting rod and cylinder liner -------------------------------------------------- 506. 01 (01H)
Working Card
Dismounting of piston and connecting rod ------------------------------------------------ 506- 01 .00 (01H)

Separation of piston and connecting rod -------------------------------------------------- 506- 01 .05 (01H)
Piston -----------------------------------------------------------------------------------------------506- 01 .10 (01H)
Connecting rod -----------------------------------------------------------------------------------506- 01 .15 (01H)
Criteria for replacement of connecting rod big-end and main bearing shells -----506- 01 .16 (01H)
Mounting of piston and connecting rod ---------------------------------------------------- 506- 01 .20 (01H)
Hydraulic tightening of connecting rod screws -------------------------------------------506- 01 .25 (04H)
In-situ inspection of connecting rod big-end bearing ----------------------------------- 506- 01 .30 (01H)
Inspection and honing of cylinder liner -----------------------------------------------------506- 01 .35 (01H)
Replacement of cylinder liner ---------------------------------------------------------------- 506- 01 .40 (01H)
Grinding of seal face on cylinder liner and cylinder head ----------------------------- 506- 01 .45 (01H)
Dismounting of piston and cylinder liner at low overhaul height ---------------------506- 01 .50 (01H)
Plates
Piston and connecting rod (hydraulic tightened) ------------------------------------------------50601- 06H

Cylinder liner ---------------------------------------------------------------------------------------------50610- 02H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Piston, Connecting Rod and Cylinder Liner 506.01
Page 1 (1)
Edition 01H
L23/30H
Piston Connecting Rod
The piston, which is oil-cooled and of the monobloc The connecting rod is die-forged. The big-end has an
type made of nodular cast iron, is equipped with 3 inclined joint in order to facilitate the piston and
compression rings and 1 scraper ring. connecting rod assembly to be withdrawn up through
the cylinder liner. The joint faces on the connecting
By use of a combination of compression rings with rod and the bearing cap are serrated to ensure precise
different barrel-shaped profiles and chrome-plated location and to prevent relative movement of the
running surface on all rings, the piston ring pack is parts.
optimized for maximum sealing effect and minimum
wear rate. The big-end bearing is of the trimetal type, i.e. steel
shells lined with tin-aluminium or lead-bronze coated
The piston has a cooling oil space close to the piston with a running layer. Designed as plain type or
crown and the piston ring zone. The heat transport, rillentype. The bearing shells are of the precision type
and thus the cooling effect are based on the shaker and are therefore to be fitted without scraping or any
effect arising during the piston movement. Oil from other kind of adaption.
the engine's lubricating oil system is used as cooling
oil. The small-end bearing is of the trimetal type and is
pressed into the connecting rod.
The piston is provided with a turned edge at the top
due to the flame ring mounted in the cylinder liner.
Cylinder Liner
Piston Pin The cylinder liner is made of fine-grained, pearlite cast

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

type, provided with flame ring inserted in the top of the
liner.
08028-0D/H5250/94.08.12
96.19 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Dismounting of Piston and Connecting Rod 506-01.00
L23/30H

52006 273 80-360 Nm
52010 011
Description: Tool combination for dismounting of connecting rod

screw, see working card 520-01.20.
Dismounting of piston and connecting rod as-
sembly, for inspection and/or overhaul.
Starting position: Hand tools:
Cylinder head has been dismounted Threaded pin M12.

from engine 505-01.00 Open-end spanner 24 mm.
Crankcase open. Wire.
Scraper or similar.
Small adjustable spanner.
Related procedure:
Separation of piston and connecting

rod 506-01.05
Inspection and honing of cylinder
liner 506-01.35

08028-0D/H5250/94.08.12

Capacity : 2 men
Data:

96.20 - ES0S
506-01.00 Dismounting of Piston and Connecting Rod Working Card
L23/30H
Preparations before Dismounting 2) Remove the gangway, if any installed, in order

to improve the access conditions.
1) Clean the upper part of the cylinder. If not, the
piston may get stuck during removal in the carbon 3) Turn the crankshaft to bring the crank throw
deposited in this area. concerned into a position of approx. 50 degrees
before TDC.
a) Turn the piston to the buttom.
This position is identifiable by the connecting rod
b) Place a used piston ring on top of the piston. shaft being very close to the cylinder liner shirt, see
fig. 1.
c) Mount the tube (for holding down the cylinder
liner during the piston withdrawal) on one of the 4) Clean the threaded hole in the piston top, and
cylinder head studs, screw on the nut and tighten it mount the eye screw.
slightly.
5) Mount the tube (for holding down the cylinder
d) Turn the piston in top, in order to push the flame liner during the piston withdrawal) on one of the
ring out of the cylinder by means of the piston ring. cylinder head studs, screw on the nut and tighten it
slightly.
Info: It is the used piston ring which pushes the flame
ring out of the cylinder. 6) Attach a wire rope to the eye bolt by means of
a shackle, hook the wire on to a tackle and pull the wire
rope tight.
Note! If minor adjustments of the crank throw position

appear necessary for access to the connecting rod
screws, the wire rope must be slackened before
turning of the crankshaft and tightened up again in the
new crank throw position.
08028-0D/H5250/94.08.12
Fig 1. Mounting of tools (placing). Fig 2. Removal of bearing cap.
96.20 - ES0S
Working Card
Dismounting of Piston and Connecting Rod 506-01.00
L23/30H
Fig 3. Removal of upper big-end bearing shell.
Dismounting of Bearing Cap
7) Unload the connecting rod screws and unscrew

one of the upper screws.
8) Mount the guide pin for the bearing cap in one

of the threaded holes and fit a screwdriver or similar
in the hole in the guide pin, and unscrew the screws.
Fig 4. Lift of piston and connecting rod assembly.
Note! The purpose of the guide pin is to prevent any
damage of crank journal, joint faces or bearing sur-
face to occur during dismounting of the bearing cap,
and to facilitate easy handling when removing the Dismounting of Upper Big-end Bearing Shell
bearing cap from the crankcase.
11)Pull the piston and connecting rod assembly
9) Remove the screwdriver from the guide pin, and upwards and remove the upper big-end bearing shell,
dismount the bearing cap by sliding it along the guide see fig 3.
pin, see fig 2.
12) Lift the piston and connecting rod assembly up
10) Remove the guide pin from the connecting rod. through the cylinder liner and out of the engine, see fig
08028-0D/H5250/94.08.12
4.
96.20 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Separation of Piston and Connecting Rod 506-01.05
L23/30H

Description:
Separation of piston and connecting rod for

inspection or/and overhaul.
Assembly of piston and connecting rod after
inspection or/and overhaul.
Piston and connecting rod are dismounted Open-end spanner, 24 mm.

from engine 506-01.00 Wooden wedge, 2 pieces.
Wooden support.
Wire.
Related procedure:
Inspection or/and overhaul of piston 506-01.10

Inspection or/and overhaul of
connecting rod 506-01.15
Inspection of connecting rod
big-end bearing 506-01.16

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

95.50 - ES0S
506-01.05 Separation of Piston and Connecting Rod Working Card
L23/30H
Landing of Piston and Connecting Rod

6) Take out the securing ring, (seeger circlips),
1) Land the piston and connecting rod carefully on push out the piston pin and lift the connecting rod
wooden supports to prevent damage of piston and away.
scraper ring, see fig 1.
Assembly of Piston and Connecting Rod
7) For assembly of piston and connecting rod, see

point 1-6 in reversed order.
8) Lubricate the piston pin before assembling.
Fig 1. Landing of Piston and Connecting Rod.
2) The bearing cap should be mounted with the

screws tightened only by hand, in order to protect the
serrated joint faces during handling of the assembly,
see fig 1.
3) Remove the shackle and eye screw from the

piston crown, see fig 1.
4) Place the piston and connecting rod assembly

in upright position resting on the top face of the piston
crown, see fig 2.
Note: Wooden wedges should be used to prevent the

connecting rod from swinging out and thus impact the
piston skirt during the lifting into upright position.
5) Place a wire around the big-end of the connec-

ting rod. Attach a tackle and tighten the wire rope, see
Fig 2. Removal of Connecting Rod and Piston Pin.
fig 2.
08028-0D/H5250/94.08.12
Separation of Piston and Connecting Rod
95.50 - ES0S
Working Card
Piston 506-01.10
L23/30H

Cleaning and inspection of piston. Control of Tools for cleaning of piston, steel brush,
piston ring, scraper ring and ring grooves. scraper etc.
Starting position:
Piston has been dismantled from

Related procedure:
Mounting of piston and


08028-0d/H5250/94.08.12

Capacity : 1 man
Data:

95.50 - ES0S
506-01.10 Piston
Working Card
L23/30H
Removal of Piston Ring Inspection of Piston
For removal of piston rings, which are to be used 1) Remove the piston and scraper rings.
again, and for all mounting of rings, only the special
ring opener which prevents local over stressing of 2) Clean and examine the piston rings to determine
the rings should be used. if reuse is acceptable, see page 3.
Straps to expand the ring gap or tools working on the 3) Clean the piston on the outside and on the
same principle must not be used, as this would result inside.
in permanent deformation which might cause blow-
by or broken rings. 4) Inspect the piston ring and scraper ring grooves
for wear, see page 3.
08028-0d/H5250/94.08.12
95.50 - ES0S
Working Card
Piston 506-01.10
L23/30H
The piston has to be scrapped if:
Piston and oil New ring
Ring grooves.
scraper ring. grooves.
Max. wear limit.
Nominal size. Tolerances.
A) The wear limit on the testing mandrel is
exceeded, see fig 1A
Piston ring New +0.14
4.0 mm 4.43 mm
1 4.0 mm +0.12
or
B) The clearance between the new piston/scraper 4.0 mm 4.43 mm
2 4.0 mm +0.09
ring and ring groove is exceeded, see fig 1B.
4.0 mm 4.43 mm
3 4.0 mm +0.09
Note! At each piston overhaul:
- The piston and scraper ring must be New +0.10
Scraper ring 7.0 mm 7.43 mm
exchanged. 7.0 mm +0.08
- The cylinder liner must be honed according Table 1. Nominal size, new ring groove tolerance and wear
to the instructions. limit for ring grooves.
A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove
If the wear limit (2 mm mark) on the testing

mandrel is exceeded, the specified max. wear
limits are exceeded, and the piston must be
scrapped.
0.45 mm
Wear limit line.
Maximum vertical clearance

between new piston ring/scraper
ring and ring groove: 0.45 mm.
The handle is marked

with the nominal size.
08028-0d/H5250/94.08.12
Fig 1. Wear limits for ring grooves.
95.50 - ES0S
Edition 01H
Piston Page 4 (4)
L23/30H
Position of Piston and Scraper Rings
Piston Ring No 1:
marked with ident.
No "top 881500-3"
or "0946".
Piston Ring No 2:
marked with ident.
No "top 881502-7"
or "0947".
Piston Ring No 3:
marked with ident.
No "top 881501-5"
or "0945".
Scraper ring:
marked with ident.
No "top 881503-9"
or "0120".
Marking of Piston and Scraper Rings

08028-0d/H5250/94.08.12
Marking
Identification marks to face upwards against the piston crown when mounted.
Note! The marking may include other figures than mentioned above, for instance trade mark and
production codes.
95.50 - ES0S
Working Card
Connecting Rod 506-01.15
L23/30H

Shut-off cooling water 52006 273 80-360 Nm
Shut-off fuel oil 52006 618 225-250 Nm
Description:
Cleaning, inspection and test measurement of

connecting rod.
Hand tools:
Starting position: Inside micrometer (195 mm).

Feeler gauge 0.15 - 0.20 mm.
Connecting rod has been
dismantled from piston 506-01.05
Related procedure:


08028-0D/H5250/94.08.12
Working time : 1/2 hour Plate no Item no Qty /

Capacity : 1 man
Data:

95.50 - ES0S
506-01.15 Connecting Rod Working Card
L23/30H
Cleaning of Connecting Rod Measurement of Big-end Bore
1. Clean all machined surfaces on the connecting For check of ovalness the bearing cap has to be
rod. mounted onto the big-end bore without bearing shells.
2. Degrease the serrated joint faces, tapped holes Note !! The ident. No on the connecting rod and the
and connecting rod screws with a volatile solvent and bearing cap must always be the same, see fig 3.
blow dry with working air.
8. Mount the bearing cap onto the connecting rod
Visual Inspection of Serrated Faces
3. Inspect the serrated joint faces.
Damages, in the form of visible wear marks and

pittings or even cracks, may be in the serration due to
relative movements between the surfaces.
Wear marks and cracks are visible, but not perceptible

with a fingernail. Pittings and impact marks are both
visible and perceptible.
Note!! Handle the connecting rod with care. In case of

damaged serration caused by improper handling, the
bearing cap can no longer be tightened to the connecting
rod without ovalness of the big-end bore.
4. Register observed damages in the scheme

"Connecting Rod Inspection" for historic use only.
See page 4.
Fig. 1. Point of measurement
5. Carefully smooth single raised spots in the

serration caused by pitting and impact marks with a by means of the connecting rod screws.
filesmall.
9. Tighten the screws with the prescribed torque,
see working card 506-01.25.
Inspection of Connecting Rod Screws
10. Measure five different diameters in the middle
6. Inspect the connecting rod screws for seizures of the boring, see fig 1.
in the threads and pittings on the contact surfaces of
the screwheads. 11. Register the measurements in the scheme
"Connecting Rod Inspection". See page 4.
08028-0D/H5250/94.08.12
7. Turn the connecting rod screws into bottom

position in the threaded screw holes by hand. 12. Calculate the maximum ovalness as the diffe-
rence between biggest and smallest diameter
If screws Then measured.
have seizures in Renew the screws 13. Check if maximum ovalness is exceeded, see
threads or pittings on page 500.35.
contact surface
cannot be turned into Renew the screws

bottom position by hand If Then
95.50 - ES0S
Working Card
Connecting Rod 506-01.15
L23/30H
0.125 mm and therefore the connecting rod is rejected.

maximum ovalness is Renew the complete
exceeded connecting rod, screws
and bearing shells. Inspection of Connecting Rod Bush
maximum ovalness is Reuse the connecting rod 1. Inspect the surface of the piston pin and the
not exceeded connecting rod bush.
2. Measure the clearance between the piston pin

Example of Measurement Results and bush.
3. Check if max clearance is exceeded, see page

Connecting Rod Inspection for L23/30H
500.35.
Cylinder no. 1 2 If the specified clearance is exceeded, contact MAN

Connecting rod ident no.
Running hours for connecting rod B&W Diesel A/S, Holeby for replacement.
A - 0,5 - 3,0
0,01 mm
1/100 mm B - 2,0 - 7,0
C - 1,5 - 5,0
Nominal D + 5,0 + 5,5
diameter
195 mm E + 3,0 + 3,5 Inspection of Bearing Shells for Big-end
Ovalness: Diff. between min./max. 7,0 12,5
Condition of serration Serration OK Serration OK Serration OK
Tightening for measurement see

instruction.
Criteria for replacement of connecting rod big-end
Wear Wear Wear
bearing, see working card 506-01.16.
Cracks Cracks Cracks
Corrosion/ Corrosion/ Corrosion/

Pitting Pitting Pitting
Serration
Impact mark Impact mark Impact mark
A B
C
Remarks: Remarks: Remarks:

D
to be to be
+
++ ++
E reused rejected
+
Connecting rod
Ident no.
Note ! The ident no. on the con-

necting rod and on the bearing
cap, must always be the same.
Fig 2. "Connecting Rod Inspection".
The example, see fig 2, shows measurements and

damage observations for two connecting rods on the
scheme "Connecting Rod Inspection" (in case the
08028-0D/H5250/94.08.12
Connecting rod
specified maximum ovalness is exceeded, contact Ident No
MAN B&W Diesel A/S, Holeby for overhaul).
For connecting rod No 1 the maximum ovalness is

0.07 mm and thus reuse is acceptable.
Fig 3.
For connecting rod No 2 the maximum ovalness is
95.50 - ES0S
506-01.15 Connecting Rod Working Card
L23/30H
08028-0D/H5250/94.08.12
95.50 - ES0S
Working Card
Mounting of Piston and Connecting Rod 506-01.20
L23/30H

52006 224
Description:
Mounting of piston and connecting rod assembly,

after overhaul and/or inspection.
Piston mounted on the connecting rod, crank- Open-end spanner 24 mm.

shaft turned in the right position and the cylinder Clean lubricating oil.
liner is OK, see working card 506-01.35.
Related procedure:
Tightening of connecting rod screws 506-01.25


08028-0D/H5250/94.08.12
Working time : 1 1/2 hours Plate no Item no Qty/

Capacity : 2 men
50601 093 1/cyl
Data: 50601 103 1/cyl
50601 115 1/cyl
95.50 - ES0S
506-01.20 Mounting of Piston and Connecting Rod Working Card
L23/30H
Mounting of Tools Note: A crank throw position of approx 50 degrees

before TDC will ensure this and also be suitable for the
1) Mount the lifting device comprising eye screw, further mounting procedure.
shackle and wire rope on the piston.
2) Lift up the piston and connecting rod and mount Mounting of Big-end Bearing
the piston and scraper rings, see point 14, and
working card 506-01.10. 6) Lower the piston further down, lubricate the
ends of the bearing shells (as in fig. 2) with copaslip,
3) Remove the backstop for cylinder liner and molycote pasta or similar and mount the upper shell
place the piston guide ring on top of the cylinder liner, of the big-end bearing.
see fig 1.
Fig 1.
Fig 2.
Lowering of Piston and Connecting Rod

7) Coat the crank journal with clean lubricating oil.
08028-0D/H5250/94.08.12
4) When the piston approaches the guide ring,

stop the lowering, coat guide ring, piston, piston rings 8) Lower the piston and connecting rod slowly into
and scraper ring, with clean lubricating oil in order to correct landing on the journal.
minimize friction during the subsequent lowering of
the assembly. During this the connecting rod must be guided by hand
to ensure correct approach and landing on the journal,
5) Make sure that the crank throw is in a position see fig 3.
allowing the connecting rod to go clear of both crank
journal and cylinder liner skirt during further lowering.
95.50 - ES0S
Page 3 (4) Mounting of Piston and Connecting Rod Edition 01H
L23/30H
Note: The ident. No. on the connecting rod and on the

bearing cap must always be the same, see fig 4.
10) Lubricate threads and contact face of the

connecting rod screws with copaslip, molycote pasta
or similar.
11) Mount the screws and tighten them slightly

using an open end spanner.
12) Slacken the tackle and dismount the eye screw/

shackle from the piston.
Fig 3.
Mounting of Bearing Cap
9) Mount the bearing cap with inserted lower shell

of the big-end bearing, using the guide pin, see fig 4.
Fig 5.
Tightening of Connecting Rod Screws
13) Tighten the screws according to "Tightening

Procedure for Connecting Rod Screws", see working
08028-0D/H5250/94.08.12
card 506-01.25.
Fitting of Piston and Scraper Rings
14) Piston rings should only be removed from and

fitted to the piston by the use of a special tool, the
Con. Rod - Ident No. socalled piston ring opener.
Fig 4.
95.50 - ES0S
Edition 01H
Mounting of Piston and Connecting Rod Page 4 (4)
L23/30H
If the rings are opened further than necessary there is Before fitting the coil spring loaded scraper ring, the
a risk of overstressing, which means that rings will coil spring is dismantled from the ring by removal of
become permanently distorted and will not confirm to the joint pin. The coil spring is placed and assembled
the inner running surface of the cylinder. in the ring groove. Then the scraper ring is fitted in the
groove in such a way that the ring joint is approxima-
The piston rings should be installed with the identifi- tely 180 offset to the spring joint.
cation mark, which is stamped into the ring close to
the ring joints, facing upwords, see working card 506- Ascertain correct assembling by checking the back
01.10 "Piston". clearance.The back clearance is sufficient when the
face of the ring is below the groove edge when the ring
is pressed against the bottom of the groove.
When installed on the piston the rings should be

Joint pin for pushed back and forth in the grooves to make sure
coil spring Joint coil spring to be
placed opposite to ring joint that they can move freely. It is also advisable to insert
a feeler gauge of adequate thickness between ring
and groove.
Adequate clearance is present so the feeler gauge

can be moved all the way round.
Ring joint
To prevent gas leakage through coinciding ring joints
the piston rings should be turned into positions offset-
ting the ring joint 180 to each other.
Fig 6.
08028-0D/H5250/94.08.12
95.50 - ES0S
Working Card
Hydraulic Tightening of Connecting Rod Screws 506-01.25
L23/30H
Safety Precautions: Special Tools:

Shut-off cooling water 52021
Shut-off fuel oil
Description:
Tightening procedure for connecting rod screws.

Check of connecting rod screws, tightening con- Hand Tools:
dition.
Starting Position:
Piston, connecting rod, bearing shells and bearing

cap preassembled. 506-01.20
Related Procedure:
Man Power: Replacement and Wearing Parts:

08028-0D/H5250/94.08.12
Working time : 1/2 Hour Plate No Item No Qty./

Capacity : 2 men
Data:

00.28 -ES0
506-01.25 Hydraulic Tightening of Connecting Rod Screws Working Card
Edition 04H Edition 2 (2)
L23/30H
1) Screw the studs pos. 3 down by hand into the

connecting rod body pos. 1.
2) Fit the upper part of the connecting rod pos. 2

and hold it with nuts pos. 4.
Note. Remember to fit the bearing shells (unless the

mounting is carried out for finish-machining).
3) Screw the studs to the bottom. Check the

distance 81 from surface of upper part pos. 2 to the
end of the studs pos. 3 and hand-tighten the nuts pos.
4.
4) Mount the hydraulic jacks pos. 5.
Note. Turn the thrust piece of the jack so that the

slots for the ball handle pos. 6 are unloaded when
pressurizing the jack.
5) Connect the jacks to the hydraulic system/

pumpby using the angle piece pos. 7.
6) Load the studs with the hydraulic pressure and

tighten the nuts with the ball handle pos. 6
7) Relieve the tool pressure.
8) Re-apply the tool pressure.
9) Tighten the nuts again.
Note. Item 8 and 9 are carried out in order to

eleminate any harmful stresses.
10) If any clearance is still visible and the nut can

be turned, then repeat item 7, 8 and 9.
Fig. 1 Hydraulic tightening of connecting rod.
11) The pressure to be relieved and the tool to be
dismantled.
08028-0D/H5250/94.08.12
00.28 - ES0
Working Card
In-situ Inspection of Connecting Rod Big-end Bearing 506-01.30
L23/30H

Shut-off cooling oil 52006 273 80-360 Nm
Tool combination for tightening of connecting
rod screw, see working card 520-01.20.
Description:
In-situ inspection and/or replacement of connec-

ting rod big-end bearing, dismounting and moun-
ting. Hand tools:
Open-end spanner 24 mm.
Starting position:
Fuel injection valve dismounted, 514-01.10

Crankcase open.
Top cover for cylinder head removed.
Related procedure:
Inspection of connecting rod

big-end bearing 506-01.16
Tightening and check of connecting
rod screws 506-01.25

Manpower:
08028-0D/H5250/94.08.12
Plate no Item no Qty/

Working time : 1 1/2 hours
Capacity : 1 man
Data:

96.30 - ES0S
506-01.30 In-situ Inspection of Connecting Rod Big-end Bearing Working Card
L23/30H
Turning the Piston in Correct Position
1) Turn the crankshaft into a position allowing the

connecting rod to be losened.
2) Turn the crankshaft in a position allowing the

connecting rod bearing cap to be dismounted, see fig
1.
Fig 1. Fig 2.
Dismounting of Bearing Cap 7) Lift the piston/connecting rod from the bearing
journal.
3) Remove the fuel injector.
Note: the piston/connecting rod should be lifted
4) Insert the long-eye bolt and screw it into the further then, just to allow dismounting of the upper
thread hole in the piston, see fig 2. bearing shell, see fig 2.
08028-0D/H5250/94.08.12
5) Tighten it slightly by means of a tackle, see fig

2. Inspection of Bearing Shells
8) Inspect the bearing shells, see working card

Removal of Bearing Shells 506-01.16.
6) Dismount the bearing cap and bearing shell.

For use of guide pin, see working card 506-01.00.
96.30 - ES0S
Working Card
In-situ Inspection of Connecting Rod Big-end Bearing 506-01.30
L23/30H
11) Ascertain that the crank throw concerned is in

a position of approx 50 degrees before TDC.
12) Coat the journal with clean lubricating oil and

lower the piston and connecting rod assembly slowly
into correct landing on the journal.
While lowering the connecting rod, it must be guided

by hand to ensure a correct approach and landing on
the journal, see fig 4.
13) Lubricate the ends of the bearing shells (as in

fig 2) with copaslip, molycote or simular.
Mounting of Bearing Cap
14) Mount the bearing cap with inserted lower big-

end bearing shell, using the guide pin.
15) Lubricate threads and contact face of the

connecting rod screws with copaslip or similar.
16) Mount the screws and tighten them slightly

using an open-end spanner.
Fig 3.
17) Slacken the tackle and dismount the eye screw

from the piston crown.
Cleaning of Components before Mounting.
9) Clean all components, see working card 506- Tightening of Connecting Rod Screws
01.20.
18) Tighten the screws according to "Tightening
Procedure for Connecting Rod Screw", see working
Mounting of Upper Bearing Shells card 506-01.25.
10) The bearing shell is placed in the bore, the

contact surfaces of the shells to be in parallel to the
contact surface of the connecting rod and the bearing
cap respectively.
08028-0D/H5250/94.08.12
96.30 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Inspection and Honing of Cylinder Liner 506-01.35
L23/30H

Shut-off cooling oil 52006 606 275-300 mm
Description:
Inspection and honing of cylinder liner with ho-ning

brush.
Hand tools:
Drilling machine 60-180 rpm.

Honing oil.
Starting position: Gas oil.
Piston and connecting rod is

removed 506-01.00
Related procedure:

Replacement of cylinder liner 506-01.40
Grinding of seal face on cylinder
head and cylinder liner 506-01.45

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.04 - ES0S
506-01.35 Inspection and Honing of Cylinder Liner Working Card
L23/30H
Measurement of Cylinder Diameter Prior to honing, deposits of coke and possible wear
edges in the top of the liner must be removed by
While the piston is removed from the cylinder, the scraping.
latter is measured to record the wear. The measure-
ments are taken by means of an inside micrometer, If the cylinder is of the flame ring type, the used flame
with measuring points at TDC-position for uppermost ring has to be cleaned in water. Subsequently, the
piston ring, halfway down and at the bottom of the flame ring is remounted in the cylinder before carrying
cylinder liner, see fig 1 and page 4. out the honing process.
Note: After the honing process has taken place the

used flame ring is discarded. A new flame ring is
always mounted in the cylinder when replacing a
piston ring.
80-160 rpm.
Fig 1.
The measurements should normally be taken in

transverse as well as in longitudinal direction.
When measuring, take care that the measuring tool

has the approximately same temperature as the liner.
When the wear of a cylinder liner exceeds the value
indicated on page 500.35, i.e. when it becomes too
08028-0D/H5250/94.08.12
troublesome to maintain satisfactory service condit-

ions, the cylinder liner in question should be exchanged.
Fig 2.
Honing the Cylinder Liner
The renovation can be made either with dismantled The honing is made by means of a flex-honer with
liner in the workshop or with liner mounted in the fineness grains 80-120. A revolution speed between
engine frame and by the use of the belonging funnel. 80 and 160 rpm is chosen.
96.04 - ES0S
Working Card
Inspection and Honing of Cylinder Liner 506-01.35
page 3 (4) Edition 01H
L23/30H
In order to achieve the required angle between the

honing grooves, see fig 2, the vertical speed is
adjusted to about 1 m/sec. which corresponds to
about 2 sec. for one double movement (the flex- honer
is led from below up and down in 2 sec.)
The procedure is to be continued until the cylinder wall 60

is covered by honing grooves and the surface has a
slight matt appearance without any signs of glaze.
During the honing it is important to lubricate freely with

honing oil or cutting oil.
After the honing, the liner is carefully cleaned with gas Fig 3.
oil. Make sure that all abrasive particles have been
removed.
08028-0D/H5250/94.08.12
96.04 - ES0S
08028-0D/H5250/94.08.12
96.04 - ES0S
Working Card
Page 4 (4)
Engine type Report No.

Measurement of Cylinder Liner Engine No. Encl. No.
Running hours Insp. date
Plant Fuel Sign.
Cyl. No. 1 2 3 4 5 6 7 8
Cyl.liner ident.No.
Running hours
Inspection and Honing of Cylinder Liner
L A
e
n B
g
t C
h
63
w
A i
s
194
e
C A
r
362
B
B o
s C
s
w
i
s
e
C Liner
temp.
C
Remarks...
506-01.35
L23/30H
Edition 01H
Working Card
Replacement of Cylinder Liner 506-01.40
L23/30H

Shut-off fuel oil
Description:
Replacement of cylinder liner.

Hand tools:
Adjustable spanner.
Starting position:
Cylinder head and piston/connecting rod dis-

mantled,working card 505-01.00 and 506-01.00.
Related procedure:

Grinding of seal face on cylinder
head and cylinder liner 506-01.45
Manpower:
Working time : 11/2 hours
08028-0D/H5250/94.08.12
Data: 50610 079 8/cyl

50610 031 1/cyl
Declaration of weight (Page 500.45) See also plate 50610.
96.27 - ES0S
506-01.40 Replacement of Cylinder Liner Working Card
L23/30H
Dismounting of Cylinder Liner
1) Prior to mounting of the lifting tool and dis-

mounting from the frame, it must be ensured that the
liner and frame have been marked to match, for the
sake of a possible remounting of the liner, see fig 1.
Hole for charging air
Fig 2.
Hole for roller guide house Mounting of Cylinder Liner
Marking scratch frame 6) Check that the sealing surfaces on engine

frame, cylinder liner, and sealing rings are perfectly
Marking scratch liner clean.
7) Mount the lifting tool, attach a tackle hook to

Fig 1. the eye nut or to the wire in the cross bar and lift the
liner.
2) Mount the lifting tool as shown, see fig 2.
8) Check that the O-ring grooves are clean. Mount
the O-rings and lubricate with a little oil.
3) Turn the lifting eye nut to pull out the liner until
the upper edge of the liner lie aligned against the
9) Lower the cylinder liner carefully into the en-
copper protecting pieces of the cross bar.
gine frame.
4) Attach a tackle hook to the eye nut or the wire
When the first O-ring touches the sealing face, align
and the cross bar, and lift the liner out from the
the liner so that the scratch mark on the liner flange
08028-0D/H5250/94.08.12
engine frame and put it down onto wooden supports.

points to the scratch mark on the frame as illustrated.
5) Clean all parts and inspect for damage and
10) Mount the piston/connecting rod and cylinder
wear according to the description. For measurement
head according to working card 506-01.20 and 505-
of cylinder liner, see working card 506-01.35.
01.40.
96.27 - ES0S
Working Card Grinding of Seal Face on 506-01.45
Page 1 (2) Cylinder Liner and Cylinder Head Edition 01H
L23/30H

Shut-off fuel oil
Description:
Grinding of seal face on cylinder liner and cylinder

head by hand with grinding tools and grinding Hand tools:
pasta.
Grinding pasta.
Starting position:
Cylinder head has been removed

from the engine 505-01.00
Cooling water guide jacket removed.
Related procedure:
Working time : 1 hour Plate no. Item no. Qty. /

Capacity : 1 man
50610 031 1/cyl.
Data:

95.50 - ES0S-G
506-01.45 Grinding of Seal Face on Working Card
Edition 01H Cylinder Liner and Cylinder Head Page 2 (2)
L23/30H
Note! The grinding tool is used for both grinding the

groove in the liner flange (1) and the sealing surface
on the cylinder head (2), see Fig 1.
Fig 3.
Fig 1.
3) After grinding, remove all traces of abrasives

Grinding and grinding compound.
1) Loosen the sealing ring in liner flange and take 4) When having ground the contact faces, it must
it out. be observed that the gap between cylinder head and
liner is no less than 0.5 mm, i.e. the difference
2) Face-grind the sealing grooves in the cylinder between measurements y and z must not be less than
liner flange, see Fig 2, and the sealing surface on the 0.5 mm, see Fig 4.
cylinder head, see Fig 3, with the use of grinding pasta
and the grinding tool.
y - z = min. 0.5 mm
Fig 2.
To do so, move the tool back and forth and lift it out
from time to time to allow the grinding compound to Fig 4.
distribute evenly.
95.50 - ES0S-G
Working Card Dismantling of Piston and Cylinder Liner 506-01.50
Page 1 (2)
at Low Overhaul Heights Edition 01H
L23/30H

Shut-off cooling water 52050
52006 285
52010 011 If necessary
Description: Tool combination for dismounting of connecting

rod screw, 520-01.20
Dismounting of piston, connecting rod and cylin-
der liner for inspection and/or overhaul.
Cylinder head has been dismounting from the Inside micrometer (195 mm).
engine. Feeler gauge 0.15 - 0.20 mm.
Crankcase open.
Related procedure:
Separation of piston and connecting rod.

Inspection and honing of cylinder liner.

08028-0D/H5250/94.08.12
Working time : 2 hours Plate no Item no Qty /

Capacity : 2 men
Data:

95.50 - ES0S-G
506-01.50 Dismantling of Piston and Cylinder Liner Working Card
Edition 01H at Low Overhaul Heights Page 2 (2)
L23/30H
Dismantling of Piston at Low Overhaul Heights Dismantling of Cylinder Liner at Low Overhaul
Heights
1) Lift up the piston and the connecting rod through
the cylinder liner until the piston is clear of the liner. 1) Mount the normal lifting tool for cylinder liners.
2) Mount the collar on the connecting rod, see 2) Carefully pull the cylinder liner half-way out of
plate 52050, item no 045. the frame.
3) Place the piston with the collar on the cylinder 3) Mount a special lifting tool for cylinder liners at
liner. low overhaul heights, see plate 52050, item no 033.
4) Mount pull-lifts on the collar. 4) Attach pull-lifts on the lifting tool for the cylinder
liner, see plate 52050, item no 033.
If Then
5) Take out the liner over the camshaft side.
the overhaul height is dismount the piston from
too low to pull out piston the connecting rod, re-
and connecting rod in move the piston and pull
one piece. out the connecting rod by
the pull-lifts.
the overhaul height is remove the piston and

sufficient to pull out the connecting rod by means
piston and the connect- of the pull-lifts.
ing rod in one piece.
08028-0D/H5250/94.08.12
95.50 - ES0S-G
Plate
Page 1 (2) Piston and Connecting Rod (Hydraulic Tightened) 50601-06H
L23/30H
900 RPM
08028-0D/H5250/94.08.12
00.27 - ES0
Plate
50601-06H Piston and Connecting Rod (Hydraulic Tightened) Page 2 (2)
L23/30H
900 RPM
Item Item
019 1/C Piston pin incl. Stempelpind inkl.

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

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

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

bearing 2/2 leje 2/2
140* 1/C Plug screw Propskrue
152 2/C Connecting rod Plejlstangs-

stud bolt
164 2/C Nut Mtrik
08028-0D/H5250/94.08.12
00.27 - ES0
Plate
Page 1 (2) Cylinder Liner 50610-02H
L23/30H
900 RPM
08028-0D/H5250/94.08.12
97.05 - ES0S
Plate
50610-02H Cylinder Liner Page 2 (2)
L23/30H
900 RPM
Item Item
018 1/C Cylinder liner Cylinderforing
092 1/C Flame ring Flammering
08028-0D/H5250/94.08.12
97.05 - ES0S
Index
Page 1(1) Camshaft and Camshaft Drive 507
L23/30H
Description
Camshaft and Camshaft Drive --------------------------------------------------------------- 507. 01 (01H)
Working Card
Check of Camshaft and Camshaft Drive -------------------------------------------------- 507- 01 .00 (01H)

Inspection and Replacement of Camshaft Bearing -------------------------------------507- 01 .05 (01H)
Adjustment of Camshaft ----------------------------------------------------------------------- 507- 01 .20 (01H)
Plates
Intermediate wheel -------------------------------------------------------------------------------------50701- 01H

Camshaft and Camshaft Bearing -------------------------------------------------------------------50705- 07H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Camshaft and Camshaft Drive 507.01
Page 1 (1)
Edition 01H
L23/30H
General The lubricating oil pipes for the gear wheels are
equipped with nozzles which are adjusted to apply the
The camshaft which controls the actuation of inlet oil at the points where the gear wheels are in mesh.
valves, exhaust valves and fuel injection pumps is The position of the nozzles is determined by direction
driven by a gear wheel on the crankshaft through an of rotation of the engine.
intermediate wheel, and rotated by a speed which is
half of that of the crankshaft, see fig. 1.
The camshaft is located in a high level housing in the Engine seen from aft - fly wheel end
engine frame.
The camshaft runs in replaceable, identical, steel-
backed bronze bushings fitted into borings of the
transverse girders in the housing.
The camshaft is built-up of sections, one for each

cylinder unit. Each section is equipped with fixed
cams for operation of fuel injection pump, air inlet
valve and exhaust valve. The sections are assem-
bled by bolting of the ample dimensioned and pre-
cision made flange connections, which also act as
bearing journals.
Except for the foremost and the aftmost ones, the

sections are identical and therefore interchangeable.
The foremost section is equipped with a clutch for
driving the fuel oil feed pump (if mounted). The gear
wheel for driving the camshaft as well as a gear wheel
connection of governor are screwed on the aftmost
section. Clockwise rotation direction
Fig. 1. Intermediate wheel

08028-0D/H5250/94.08.12
94.26 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Check of Camshaft and Camshaft Drive 507-01.00
L23/30H
Stopped engine Plate no Item no Note.

Shut-off cooling water 52006 261 20 - 120 Nm.
Shut-off fuel oil
Description:
Checking of gear wheels, bolted connections and

lubricating system. Hand tools:
Allen key, 12 mm.

Ring and open end spanner, 19 mm.
Socket spanner, 19 mm.
Starting position:
Related procedure:
Man power: Plate no Item no Qty./

08028-0D/H5250/94.08.12
Working time : 3 Hours 50705 099 10/eng.

Capacity : 1 man 50705 146 6/eng.
50705 195 1/eng.
Data: 50705 183 2/eng.
50705 205 2/eng.
Data for pressure and tolerance (Page 500.35) 51106 237 1/cyl.
Data for torque moment (Page 500.40) 51106 058 1/cyl.
Declaration of weight (Page 500.45) 51106 693
97.06 - ES0U-G
507-01.00 Check of Camshaft and Camshaft Drive Working Card
L23/30H
1) Dismount the covers which give access to the 3) Examine all lubricating oil spray pipe nozzles.
gear wheels, camshaft and crankcase.
4) Start the electrical lubricating oil pump and
Examine all gear wheels for cracks, wear and defor- check the oil flow everywhere. Be particularly careful
mations. While turning the engine to enable inspec- to check that the oil jet hits the gear wheels correctly
tion allover the circumference of the gear wheels. at the points where the wheels mesh.
2) Check all screws, nuts and bolted connec-

tions, including locking devices everywhere in the
gear wheel housing, camshaft housing and crank-
case to check that they have not worked loose.
Tightening torques, see page 500.40.
08028-0D/H5250/94.08.12
97.06 - ES0U-G
Working Card
Inspection and Replacement of Camshaft Bearing 507-01.05
L23/30H

Shut-off fuel oil
Description:
Check of roller path of cams and check of cam-

shaft bearing. Hand tools:
Replacement of camshaft bearing.
Feeler gauge.
Starting position: Big screw driver.
Cover for camshaft and gear wheel has been

removed.
Related procedure:
Camshaft and camshaft drive, 507-01.00

08028-0D/H5250/94.08.12
Working time : 2 Hours Plate no Item no Qty. /

Capacity : 2 men
50705 038 1/eng.
Data: 50705 051 1/eng.

95.02 - ES0S-G
507-01.05 Inspection and Replacement of Camshaft Bearing Working Card
L23/30H
To Check Roller Path of Cams.
1) While turning the engine, examine the cam Camshaft bearing

discs and in particular, check the roller path of all Hole for lubricating oil
cams for cracks, crackles and ruffle. Also examine
the rollers of the roller guides.
Note: if there are flat spots on the roller and if some

of the rollers may be blocked, the roller must be
replaced by a new one, see working card 508-01.00.
To Check Camshaft Bearings.
2) The wearing surface of the camshaft bearings

cannot be checked without dismounting the cam- Locating screw
shaft. However, ab-normal wear of one or more
Frame
bearings will become apparent in the form of burrs of
white metal at the circumference of the camshaft
journal, and in that case the bearing will in no doubt be
discoloured, as well. Fig 1.
The bearing clearance is measured with a feeler

gauge, see data sheet 500.35. Mount a new camshaft bearing in the bore and make
sure that the hole for insertion of the locating screw in
the bearing is in a correct position. Lock the bearing
To Replace Camshaft Bearing. by means of the locating screw, which is to be
provided with a new gasket. To facilitate the fitting of
3) If one or several of the camshaft bearings the bearing it can be cooled down with Co2.
should be replaced, the camshaft must be wholly or
partly dismantled. Inspect the camshaft journal for seizures.
Dismount the fuel oil feed pump, if mounted, and If necessary, the camshaft section must be entirely
check that the camshaft sections are marked in removed from the engine, and the journal concerned
relation to each other. Disassemble the camshaft aft must be polished.
(toward flywheel) of the bearing that is to be replaced.
Dismount all roller guides that are located forward of Coat all the journals of the camshaft section with
the disassembling position, see working card clean lubricating oil and push the camshaft into
508-01.00 and 508-01.05. position, making sure that the marks on the flanges
coincide.
Pull the disconnected sections of the camshaft so far
a head that the bearing which is to be replaced is free. Assemble the sections and fit the bolts (coated with
08028-0D/H5250/94.08.12
copaslip or similar).
Take out the locating screw of the camshaft bearing
concerned and push the bearing out of the bore in the Tighten the nuts with a torque spanner, see data sheet
engine frame, see fig 1. 500.40.
Check the lubricating oil ducts to the bearing for free Mount all roller guides as well as the fuel oil feed
flow. pump.
95.02 - ES0S-G
Working Card
Adjustment of Camshaft 507-01.20
L23/30H

Shut-off fuel oil
Description:
Nominal adjustment of camshaft. (Adjustment of

camshaft in relation to crankshaft). Hand tools:
Depth gauge.
Starting position:
Camshaft assembled as per timing order, moun-

ted in frame and roller gear house.
Related procedure:
Adjustment of the maximum

combustion pressure, 514-05.01

08028-0D/H5250/94.08.12
Working time : 3 hours Plate no Item no Qty. /

Capacity : 1 man
Data:

96.30 - ES0S-L
507-01.20 Adjustment of Camshaft Working Card
L23/30H
If the intermediate wheel has been dismantled a

nominal adjustment of the camshaft compared to the
crankshaft (timing) must be made as follows: "Nominal size"
1) The crankshaft is turned to TDC (top dead

centre) for cylinder no 1.
Cylinder numbering, see page 500.11.
2) Roller guide for fuel oil pump cylinder no. 1 is

mounted and the camshaft is turned in a position
where the roller guide rests on the cicular part af the
cam, see fig 1.
Roller guide
Cam for
exhaust valve
Cam for fuel Fig 2.
oil pump
4) The camshaft is turned - in the engines direc-

tion of rotation (see page 500.12) - until the "nominal
size" (as described in item 3) is reduced with the
lead, mentioned in "Lead of Fuel Pump".
Seen from front edge
Note: "Lead of fuel pump" is shown in the table
"Adjusment after the trail" in the Shop Test Protocol.
Fig 1. 5) When items 1 - 4 are completed and correct

the intermediate wheel can be mounted and tighte-
ned up again (torque moment, see page 500.40).
3) The "nominal size" is measured with a depth
gauge, i.e. the distance from the upper edge of the For adjustment of the single fuel oil pumps (separa-
roller guide house to the thrust gauge pressed into tely and assembled), see working card 514-05.01.
the roller guide, see fig 2.
08028-0D/H5250/94.08.12
96.30 - ES0S-L
Plate
Page 1 (2) Intermediate Wheel 50701-01H
L23/30H
288
073+
181
144
048
168
132
264
227
024
120 215
193 203
239
156
240
119
215
08028-0D/H5250/94.08.12
276
252
061+
193
94.22 - ES0S
Plate
50701-01H Intermediate Wheel Page 2 (2)
L23/30H
Item Item
024 1/E Gear wheel, complete Tandhjul, komplet

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

require an individual krver en individuel til-
matching, before pasning, fr montering
mounting, contact kontakt MAN B&W,
MAN B&W, Holeby Holeby
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Antal/E = Antal/Motor
94.22 - ES0S
Plate
Page 1 (2) Camshaft and Camshaft Bearing 50705-07H
L23/30H
08028-0D/H5250/94.08.12
99.41 - ES0
Plate
50705-07H Camshaft and Camshaft Bearing Page 2 (2)
L23/30H
Item Item
no Qty. Designation Benvnelse no Qty. Designation Benvnelse
026 4/E Camshaft , aft/inter- Styreaksel agter/mel- 230 1/E Camshaft "aft" Styreaksel, agter
mediate, 5 cyl. engine lem, 5 cyl. motor 7 cyl. engine 7 cyl. motor
038 1/E Camshaft "fore" Styreaksel "for" 242 1/E Camshaft "aft" Styreaksel, agter
5 cyl. engine 5 cyl. motor 8 cyl. engine 8 cyl. motor
051 1/E Camshaft bearing Styreakselleje 254 4/E Camshaft , intermed- Styreaksel mellem
iate, 6 cyl. engine 6 cyl. motor
063 Camshaft bearing Styreakselleje
5/E 5 cyl. engine 5 cyl. motor 266 5/E Camshaft , intermed- Styreaksel mellem
6/E 6 cyl. engine 6 cyl. motor iate, 7 cyl. engine 7 cyl. motor
7/E 7 cyl. engine 7 cyl. motor
8/E 8 cyl. engine 8 cyl. motor 278 6/E Camshaft , intermed- Styreaksel mellem
iate, 8 cyl. engine 8 cyl. motor
291 1/E Camshaft "fore" Styreaksel "for"
087 10/E Screw Skrue 6 cyl. engine 6 cyl. motor
099 10/E Spring washer Fjederskive 301 1/E Camshaft "fore" Styreaksel "for"
7 cyl. engine 7 cyl. motor
109 10/E Screw Skrue
313 1/E Camshaft "fore" Styreaksel "for"
110 Self locking nut Selvlsende mtrik 8 cyl. engine 8 cyl. motor
40/E 6 cyl. engine 6 cyl. motor 325 1/E Camshaft complete, Styreaksel komplet,
52/E 7 cyl. engine 7 cyl. motor 6 cyl. eng. incl. item 6 cyl. motor inkl. item
66/E 8 cyl. engine 8 cyl. motor 109, 110, 122, 134, 146, 109, 110, 122, 134, 146,
158, 171, 183, 195, 205, 158, 171, 183, 195, 205,
122 1/E Hub Nav 229, 254, 291, 374 229, 254, 291, 374
134 6/E Screw Skrue 337 1/E Camshaft complete, Styreaksel komplet,
7 cyl. eng. incl. item 7 cyl. motor inkl. item
146 6/E Disc spring Fjederskive 109, 110, 122, 134, 146, 109, 110, 122, 134, 146,
158, 171, 183, 195, 205, 158, 171, 183, 195, 205,
158 1/E Guide ring Sikringsring 230, 266, 301, 374 230, 266, 301, 374
171 Screw Skrue 349 1/E Camshaft complete, Styreaksel komplet,

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

195 1/E Coupling Kobling 7/E 6 cyl. engine 6 cyl. motor
205 2/E Screw Skrue 9/E 8 cyl. engine 8 cyl. motor
217 1/E Camshaft, complete Styreaksel komplet, 362 Packing ring Pakningsring
for 5 cyl. engine, incl. 5 cyl. motor, inkl. item 6/E 5 cyl. engine 5 cyl. motor
08028-0D/H5250/94.08.12
item 026, 038, 109, 110, 026, 038, 109, 110, 122, 7/E 6 cyl. engine 6 cyl. motor
122, 134, 146, 158, 171, 134, 146, 158, 171, 183, 8/E 7 cyl. engine 7 cyl. motor
183, 195, 205, 374 195, 205, 374 9/E 8 cyl. engine 8 cyl. motor
229 1/E Camshaft "aft" Styreaksel, agter 374 1/E Shaft Aksel
99.41 - ES0S
Index Operating Gear for Inlet Valves,
Page 1(1) 508
Exhaust Valves and Fuel Injection Pumps
L23/30H
Description
Operating gear for valves and fuel injection pumps ------------------------------------ 508. 01 (01H)
Working Card
Inspection of valve roller guide ---------------------------------------------------------------508- 01 .00 (01S)

Inspection of fuel injector pump roller guide ----------------------------------------------508- 01 .05 (01S)
Control and adjustment of valve clearance ----------------------------------------------- 508- 01 .10 (01H)
Plates
Roller guide and push rods -------------------------------------------------------------------------- 50801- 01H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Operating Gear for Valve and Fuel Injection Pumps 508.01
Page 1(1)
Edition 01H
L23/30H
Roller Guides
The fuel injection pumps and the rocker arms for inlet
and exhaust valves are operated by the cams, on the
camshaft through roller guides. The roller guides for Valve bridge Rocker arm
fuel pump, inlet and exhaust valves are located in
bores in a common housing for each cylinder, this
housing is bolted to the engine frame.
The roller runs on a bush fitted on a pin that is pressed

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

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

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

shoe on the rocker arm and at the bottom by a guide
which rests in a spherical socket in the cylinder head.
08028-0D/H5250/94.08.12
96.03 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Inspection of Valve Roller Guides 508-01.00
L23/30H

Shut-off cooling water 52006 261 20 120 Nm
Shut-off fuel oil
Dismounting. inspection and/or overhaul, and Ring and open end spanner, 19mm.
mounting of valve roller guides. Ring and open end spanner, 24mm.
Inspection of roller guide housing. Socket spanner, 19 mm.
Allen key, 3 mm.
Allen key, 10 mm.
Starting position: Ratchet spanner.
Hammer.
Top cover for cylinder head and cover for fuel in- Drift.
jection pump removed.
Related procedure:
Inspection of fuel injection pump

roller guide, 508-01.05
Control and adjusting of valve
clearance, 508-01.10
08028-0D/H5250/94.08.12

Man power:
Working time : 2 hours
Capacity : 1 man 50801 185 4/cyl
50801 220 2/cyl
50801 232 1/cyl
Data:

96.03-ES0S
508-01.00 Inspection of Valve Roller Guides Working Card
L23/30H
Dismounting of Roller Guide. 5) Dismount the screws (3) which secure the
roller guide top cover, take off the cover, the
1) Turn the engine so that the roller, rests on the spring (7) and lift out the roller guide (5).
circular part of the cam.
Disconnect any pipes that may be in the way (lub.
2) Unscrew the nuts which secure the rocket arm oil and fuel oil pipes).
brackets, and lift off the rocker arm with brack-
ets. 6) If the roller guide housing is to be dismantled,
the fuel injection pump and the fuel injection
3) Remove the push rods (1), see fig 1. pump roller guide are to be dismounted, see
working card 514-01.05 and a number af lubri-
cating oil and fuel oil pipes are also to be dis-
connected.
The roller guide housing (6) cannot be dismantled

with the roller guides fitted.
7) If the event of any marks or scores from sei-

zure, these must be polished away.
8) Inspect the spherical stud for deformations (re-

place as necessary).
Examine the surface of the roller for marks and

other deformations.
Make sure that there is free ply between the roller

and the bush and the shaft pin, and replace the
bush, if necessary.
Replacement of Roller, Bush and Shaft Pin.
9) Remove the lock screw which secures the

roller guide shaft pin and push out the shaft
pin.
The roller, shaft pin, and bush can now be re-

placed as required.
Fig 1.
10) Blow through the lubricating ducts in roller
guide and roller guide housing, and clean the
08028-0D/H5250/94.08.12
4) Loosen the lock screw for the push rod pro- lubricating grooves.
tecting tube, see plate 50801, item 207, on the
roller guide top cover and lift up and remove Mounting of Roller Guide.
the protecting tube (2).
11) When assembling the parts, which is carried
out in the reverse order to the above care
must be exercised not to damage the o-rings
when mounting the protecting tube.
12) Adjusting of valve clearance, see working card

508-01.10.
96.03-ES0S
Working Card
Inspection of Valve Roller Guides 508-01.00
L23/30H
13) When the roller guide housing(6) to be re-

placed into a new part, special care should be
done at the mounting checking the contact
surface between each cam & roller to give a
smooth rolling motion. especially for the
alignment of center line between cam shaft
and roller guide housing.
08028-0D/H5250/94.08.12
96.03-ES0S
1999.11.16-S.H.B(No. 13) note to be added by S S H1
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Inspection of Fuel Injection Pump Roller Guide 508-01.05
L23/30H

Shut-off fuel oil
Description:
Dismounting. inspection and/or overhaul, and

mounting of roller guide for fuel injection pump. Hand tools:
Allen key, 3 mm.

Hammer.
Drift.
Starting position:
Cover for fuel injection pump removed.

Fuel injection pump has been
removed, 514-01.05
Related procedure:
Adjustment and/or check of max.

combustion pressure, 514-01.20

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:
Data for pressure and tolerance (Page

500.35)
Data for torque moment (Page
500.40)
Declaration of weight (Page
500.45)
96.03-ES0S
508-01.05 Inspection of Fuel Injection Pump Roller Guide Working Card
L23/30H
Dismounting of Roller Guide. 3) Inspect he spherical stud for deformations (re-

place as necessary).
1) Remove the support ring (1) and spring (2)
and take up the roller guide (3), see fig 1. Examine the surface of the roller for marks and
other deformations.
Make sure that there is free ply between the roller

and the bush and the shaft pin, and replace the
bush if necessary.
Replacement of Roller, Bush and Shaft Pin.
4) Remove the lock screw which secures the

roller guide shaft pin anti push out the shaft
pin.
The roller, shaft pin, and bush can now be re-

placed as required.
5) Blow through the lubricating ducts in roller

guide and roller guide housing, and clean the
lubricating grooves.
Mounting of Roller Guide.
6) When assembling the parts which is carried

Fig 1.
out in the reverse order.
7) For adaption of the thrust piece of the roller

Inspection of Roller Guide.
guide, see working card 514-01.20.
2) If the event of any marks or scores from sei-
zures, these must be polished away. 8) When the roller guide housing(6) to be re-
placed into a new part, special care should
be done at the mounting checking the contact
surface between each cam & roller to give a
smooth rolling motion, especially for the
alignment of center line between cam shaft
and roller guide housing.
08028-0D/H5250/94.08.12
96.03-ES0S
1999.11.16-S.H.B(No. 8) note to be added by S S H1
Working Card
Control and Adjusting of Valve Clearance 508-01.10
L23/30H
Stopped engine Plate no Item no. Note

Shut-off cooling water 52008 022 Exhaust
Shut-off fuel oil 52008 010 Inlet
Description:
Control and/or adjusting of valve clearance.

Hand tols:

Big screw driver.
Starting position:
Cover for rocker arm are removed.

All indicator valves open.
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:
Data for pressure and tolerance (Page 500.35) See also plate 50502.
96.38 - ES0S
508-01.10 Control and Adjusting of Valve Clearance Working Card
L23/30H
Adjusting of Inlet Valve Clearance.
1) Turn the engine so that the roller, rests on the

circular part of the cam, i.e. the inlet valves and the
exhaust valves are closed.
2) Loosen the adjustment screws on valve bridge

and rocker arm, see fig 1.
Fig 2.
The feeler gauge is to remain in this position when

adjusting the clearance of the other valve.
6) Place another feeler gauge, at the same size

0,50 mm above the other valve spindle, see fig 2.
Fig. 1. 7) Adjust the clearance between valve bridge and

valve spindle by means of the adjusment screw on
the valve bridge, and tighten the lock nut, see fig 2.
3) Clearance between valve bridge and valve
spindle, see page 500.40. 8) Check that the clearance is correct simulta-
neously at both valve spindles.
4) Place the feeler gauge marked with "correct"
0,50 mm above the valve spindle nearest to the
rocker arm bracket, see fig 1. Adjusting af Exhaust Valve Clearance.
5) Adjust the clearance between valve bridge and

valve spindle by means of the adjustment screw on
the rocker arm (above the push rod) and tighten the
lock nut.
08028-0D/H5250/94.08.12
96.38 - ES0S
Working Card
Control and Adjusting of Valve Clearance 508-01.10
L23/30H
9) Carry out adjustment in the same way as

described for the inlet valves, but using the feeler
gauge for exhaust valve clearance 0,90 mm.
10) The feeler gauges for checking the clearance

have two gauges which are marked "incorrect" and
"correct", the latter to be used when adjusting the
valve clearance, see fig 3.
After tightening up the counter nuts on rocker arms

and valves bridge, be sure that the feeler gauges
marked "correct" can be inserted into the two clear-
ances simultaneously as where it must not be pos-
sible to insert the gauges marked "incorrect".
Fig 3.
08028-0D/H5250/94.08.12
96.38 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Roller Guide and Push Rods 50801-01H
L23/30H
268
293 303
268
185
173
185
090
219
112
197
124
207
089
148
100
281
028
077
077
041
053
220
041
053
065 065
08028-0D/H5250/94.08.12
256 244
161 016+
136 232
94.32 - ES0S
Plate
50801-01H Roller Guide and Push Rods Page 2 (2)
L23/30H
Item Item
016+ 1/C Housing for Hus for 315 1/C Valve gear complete, Ventilbevgelse
roller guides rullestyr as shown on plate komplet, som vist p
50801 except item 303 plate 50801 undtagen
028 1/C Roller guide for Rullestyr for pumpe item 303
pump
041 3/C Pin Foring + Item No. 016 require + Item nr. 016 krver
an individual match- en individuel tilpasning
053 3/C Bush Tap ing before mounting, fr montering, kontakt
con-tact MAN B&W, MAN B&W, Holeby
065 3/C Roller Rulle Holeby
089 1/C Thrust pin Tryktap
090 1/C Washer for spring Skive for fjeder
100 1/C Spring Fjeder
136 2/C Screw Skrue
148 2/C Ball pin Kugletap
173 2/C Protecting tube Skrmrr
197 2/C Cover Dksel
219 4/C Screw Skrue
244 2/C Guide pin Styrestift
256 8/C Screw Skrue
281 2/C Roller guide for Rullestyr for ventil

valve
08028-0D/H5250/94.08.12
293 2/C Push rod Stdstang
303 2/C Push rod complete, Stdstang komplet, inkl.

incl. item 268 and 293 item 268 og 293
94.32 - ES0S
Index Control and Safety Systems
Page 1(1) 509
Automatics and Instruments
L23/30H
Description
Control and safety systems ------------------------------------------------------------------- 509. 01 (01H)

Instrument and automatics --------------------------------------------------------------------509. 05 (01H)
Lambda controller ------------------------------------------------------------------------------- 509. 10 (02H)
Starting box --------------------------------------------------------------------------------------- 509. 35 (01S)
Converter for engine- and turbocharger RPM signal ----------------------------------- 509. 40 (01H)
Working Card
Functional test and adjustment of safety, alarm and monitoring equipment ----- 509- 01 .00 (01H)
Function test and adjustment of overspeed trip ----------------------------------------- 509- 01 .05 (01H)
Adjustment and test of ON/OFF pressostate ---------------------------------------------509- 05 .00 (01S)
Adjustment and test of ON/OFF thermostate -------------------------------------------- 509- 05 .01 (01S)
Function and test of level switch (LAL 25) ------------------------------------------------ 509- 05 .02 (01H)
Adjustment and test of analogous pressure transmitter ------------------------------- 509- 05 .03 (01S)
Adjustment and test of analogous temperature transmitter ---------------------------509- 05 .04 (01H)
Adjustment of lambda controller ------------------------------------------------------------- 509- 10 .00 (08H)
Plates
Governor and governor drive ------------------------------------------------------------------------ 50901- 01H

Regulating device ---------------------------------------------------------------------------------------50902- 01H
Overspeed device -------------------------------------------------------------------------------------- 50903- 01H
Fuel oil leakage alarm (LAH 42) -------------------------------------------------------------------- 50905- 02H
Prelubricating oil alarm (LAL 25) ------------------------------------------------------------------- 50905- 03H
Instrument panel ---------------------------------------------------------------------------------------- 50905- 04H
Level switch in oil sump (LAL/LAH 28) ------------------------------------------------------------50905- 09H
Pressostate, thermostate, difference pressostate and pressure transmitter ------------ 50907- 01S
Thermometer -------------------------------------------------------------------------------------------- 50907- 03S
Pick-up ---------------------------------------------------------------------------------------------------- 50908- 01H
Temperature Transmitter ----------------------------------------------------------------------------- 50908- 03H
Lambda controller -------------------------------------------------------------------------------------- 50910- 02H
Starting box ---------------------------------------------------------------------------------------------- 50935- 01H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description 509.01
Page 1 (2) Control and Safety Systems Edition 01H
L23/30H
Governor Should a fuel pump plunger seize in its barrel, thus

blocking the regulating guide, governing of the
The engine speed is controlled by a hydraulic go- remaining fuel pumps may continue unimpede owing
vernor. The purpose of the governor is to regulate to the spring-loaded linkage between the blocked
the rate of delivery from the fuel pumps, so that the pump and the regulating shaft.
engine speed is kept within certain limits, indepen-
ding on the load.
Stop Screw for Max. Delivery Rate
Information about the design, function and operation
of the governor is found in the special governor The bracket for stop cylinder/limiting cylinder is fitted
instruction book. with a stop screw which prevents the fuel pumps
from being set to a higher delivery rate than what
The governor is mounted on the flywheel end of the corresponds to the permissible overload rating.
engine and is driven from the camshaft via a cy-
lindrical gear wheel and a set of bevel gears. This is effected by the arm on the regulating shaft
being stopped by the stop screw, see fig. 1.
Pick-up for Engine RPM

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

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

down the button (7), see fig. 1, which will activate the
spring-loaded fly weight (1) through the lever (8).
If the overspeed has been activated the overspeed

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

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

08028-0D/H5250/94.08.12
96.38 - ES0S-G
Description 509.05
Page 1 (3) Instruments and Automatics Edition 01H
L23/30H
Main Instrument Panel
As standard the engine is equipped with an instrument The instrument panel is mounted flexibly on rubber
panel, comprising instruments for visual indication of elements and all manometer connections are connec-
the most essential pressures. ted to the panel by means of flexible hoses, as shown
Illustrated on fig. 1. on fig. 2.
Flexible hose
Rubber element
Valves
Push button
On the engine is as standard mounted an instrument

panel.
The following incorporating pressure gauges for the most Fig. 2. Cross section of instrument panel
essential pressures.
08028-0D/H5250/94.08.12
Pressure gauge for:
PI 01 LT fresh water, inlet to air cooler

The connecting pipes to the manometers are equip-
PI 10 HT fresh water, inlet engine ped with valves which make it possible to replace the
PI 21/22 Lubricating oil, inlet/outlet to filter manometers during operation.
PI 23 Lub. oil, inlet to turbocharger
PI 31 Charge air, outlet from cooler
PI 40 Fuel oil, inlet to engine
Fig. 1. Lay-out of instrument panel
96.03 - ES0S
509.05 Description
Edition 01H
Instruments and Automatics Page 2 (3)
L23/30H
Instrumentation - too high press. drop across lub. oil filter

- too high HT FW temperature - outlet engine
As standard the engine is supplied with the following - too low starting air pressure - inlet engine
instrumentation mounted local on the engine: - too high engine speed (overspeed)
Thermometer TI 01 LT water - inlet air cooler The actual number and type of the alarm- and shut-
Thermometer TI 02 LT water - outlet from air cooler down switches for the plant can be seen in the list
Thermometer TI 03 LT water - outlet from lub. oil cooler "Engine Automatic part list" in this section.
Thermometer TI 10 HT fresh water - inlet to engine
Thermometer TI 11 HT fresh water - outlet each cylinder
Thermometer TI 20 Lubricating oil - inlet to cooler Leakage Alarm (LAH 42)
Thermometer TI 22 Lubricating oil - outlet from filter
Thermometer TI 30 Charge air - inlet to cooler Waste and leak oil from the comparement, for the
Thermometer TI 31 Charge air - outlet from cooler injection equipment, fuel valves, high-pressure pipes
Thermometer TI 40 Fuel oil - inlet to engine and engine feed pump (if mounted) is led to a fuel
Thermometer TI 60 Exhaust gas - outlet each cylinder leakage alarm unit.
Thermometer TI 61 Exhaust gas - outlet turbocharger
The actual number of the instrumentation for the plant

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

Leak alarm
The engine is supplied with a number of alarm- and Normal level
shut-down functions. The alarms shall via the alarm
panel worn against an abnormal working condition,
which can lead to break down and the shut-down
functions shall stop the engine before a break down.
I.e. a shut-down is "worse" than an alarm because a A
shut-down is given if the engine could be severe
damage by running on these conditions.
High level
As standard the engine is equipped with:
Leakoil
Shut-down Switches for
08028-0D/H5250/94.08.12
- too low lubricating oil pressure - inlet engine Alarm

- too high HT FW temperature - outlet engine Normal
- too high engine speed (over speed)
Alarm Switches for
- leaking fuel oil

- too low lubricating oil pressure - inlet engine
- too low prelubricating oil pressure (level alarm)
Waste oil outlet
Fig. 4. Fuel oil leakage alarm.
96.03 - ES0S
Description 509.05
Page 3 (3) Instruments and Automatics Edition 01H
L23/30H
The alarm unit consists of a box with a float switch for Alarm for Prelubricating (LAL 25)
level monitoring, see fig. 4.
Alarm for missing prelubricating, when the engine is
The supply fuel oil to the engine is led through the unit stopped is given by means of a level switch (LAL 25)
in order to keep heated up, thereby ensuring free mounted in the main lubricating oil pipe.
drainage passage even for high-viscous waste/leak
oil.
Alarm and Shut-down for Overspeed
Under normal conditions there will always be a smaller
amount of waste/leak oil from the comparement, this When the mechanical overspeed is activated, see
will be led out through the bore "A" in the pipe "B" as 509.01 fig. 2, a micro-switch will release the alarm for
illustrated. overspeed (SAH 81) and activate the shut-down
solenoid in the governor.
In case of a larger than normal leakage, the level in the
box will rise and the level switch "C" will be activated. The latter function is a back-up for the mechanical
The larger amount of leak oil will be lead out through overspeed.
the top of the pipe "B".
08028-0D/H5250/94.08.12
96.03 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Description
Lambda Controller 509.10
L23/30H
Purpose If the system is activated more than 10 seconds, the

solenoid valve will be shut off and there will be a
The purpose with the lambda controller is to prevent remote signal for "system failure".
injection of more fuel in the combustion chamber than
can be burned during a momentary load in-crease.
This is carried out by controlling the relation between Fuel oil limiting during start procedure
the fuel index and the charge air pressure.
During the start procedure the lambda controller is
The Lambda controller is also used as stop cylinder. used as an index limiter.
Hereby heavy smoke formation is prevented during

Advantages start procedure and further the regulating device
cannot over-react.
The lambda controller has the following advantages:
The jet system is blocked during the starting proce-
- Reduction of visible smoke in case of sudden dure until the engine has reached 110 RPM.
momentary load increases.
- Improved load ability.
- Less fouling of the engine's exhaust gas ways.
- Limitation of fuel oil index during starting

procedure.
Principles for functioning
Figure 1 illustrates the controller's operation mode. In

case of a momentary load increase, the regulating
device will increase the index on the injection pumps
and hereby the regulator arm (1) is turned, the switch
(2) will touch the piston arm (3) and be pushed
downwards, whereby the electrical circuit will be
closed.
Thus the solenoid valve (4) opens. The jet system is

activated, the turbocharger accelerates and increases
the charge air pressure, thereby pressing the piston
(3) backwards in the lambda cylinder (5). When the
08028-0D/H5250/94.08.12
lambda ratio is satisfactory, the jet system will be de-

activated.
At a 50% load change the system will be activated for

about 3-8 seconds. Fig 1 Principle drawing of lambda controller.
00.11 - ES0-G
Your Notes :
08031-0D/H5250/94.09.07
Description 509.35
Page 1 (1) Starting Box Edition 01S
L23/30H
Description Engine / Turbocharger RPM
The starting box is mounted on the engine's control By activating the "Engine RPM/TC RPM" button, the
side. On front of the box there are the following indication is changed.
indications/pushbuttons:
Engine RPM indication is green light-emitting diodes
- Indication of engine or turbocharger RPM and turbocharger RPM indication is red light-emitting
- Indication of electronic overspeed diodes.
- Pushbutton for "Manual Start"
- Pushbutton for "Manual Stop" External Indications
- Pushbutton for "Remote" *
- Pushbutton for "Local" * There are output signals for engine RPM and
- Pushbutton for "Blocking" * turbocharger RPM.
- Pushbutton for change-over between engine Engine: 0 - 1200 RPM ~ 4-20 mA
and turbocharger RPM TC: 0 - 60000 RPM ~ 4-20 mA
* The function chosen is indicated in the pushbutton. The pushbuttons for "Remote", "Local" and "Blocking"
See fig 1. have potential free switches for external indication.
Manual Start All components in the starting box are wired to the
built-on terminal box.
The engine can be started by means of the start
button, but only if the button "Local" is activated.
The manual, local start is an electrical, pneumatic

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

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

08028-0D/H5250/94.08.12
"Remote" is activated.
Manual Stop
The "Manual Stop" button is connected to the stop

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

diesel engine.
Fig 1. Starting box
94.26 - ES2S-G
Your Notes :
08031-0D/H5250/94.09.07
Description 509.40
Page 1 (1) Converter for Engine- and Turbocharger RPM Signal Edition 01H
L23/30H
Engine RPM signal The "engine run" signals will be given through a
relay. One for synchronizing and one for start/stop of
For measuring the engine's RPM, a pick-up mounted pre. lub. oil pump or alarm blocking at start/stop.
on the engine is used giving a frequency depending
on the RPM. To be able to show the engine's RPM
on an analogue tachometer, the frequency signal is Safe start
sent through an f/I converter (frequency/current
converter), where the signal is transformed into a When the safe start signal is activated the engine
proportional 4-20 mA ~ 0-1200 RPM signal. can start. When the engine reach 140 RPM the air
starter will be shut-off.
Further, the converter has following signals:
Further, the safe start signal is a blocking function for
- overspeed the air starter during rotation.
- engine run
- safe start
- tacho fail Tacho fail
The tacho fail signal will be on when everything is

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

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

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

+ 10 seconds the converter gives a "engine run"
signal.
Fig 2. Converter for TC RPM.
The engine run signal will be deactivated when the
speed is 640 RPM. If the engine speed haven't been The converter is mounted in the terminal box on
over 710 RPM the signal will be deactivated at 200 engine.
RPM.
96.30 - ES2S-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card Functional Test and Adjustment of Safety, 509-01.00
Page 1 (2) Alarm and Monitoring Equipment Edition 01H
L23/30H

Shut-off cooling water See Related Procedure
Shut-off fuel oil
Description:
Function test and adjustment of safety, alarm and

monitoring equipment. Hand tools:
See Related Procedure
Starting position:
Related procedure:
Overspeed trip 509-01.05

Pressostate 509-05.00
Thermostate 509-05.01
Level switch (LAL 25) 509-05.02
Analog pressure transmitter 509-05.03
Analog temperature transmitter 509-05.04

08028-0D/H5250/94.08.12
Working time : hours Plate no Item no Qty. /

Capacity : man
Data:

96.03 - ES0U-G
509-01.00 Functional Test and Adjustment of Safety, Working Card
Edition 01H Alarm and Monitoring Equipment Page 2 (2)
L23/30H
Maintenance of monitoring and safety systems. It is recommended that all functions are tested every
three months according to the mentioned working
One of the most important parameters in the pre- cards.
ventive work is that the alarm system as well as the
shutdown and overspeed devices are functioning The extent of the alarm and safety functions is vari-
100%. able from plant to plant.
If some of these functions are out of operation, they For check of these functions use the working cards
have to be repaired immediately. If this is not pos- mentioned under related procedure on page 1.
sible because of the present working situation, the
engine has to be under constant observation until it
can be stopped.
08028-0D/H5250/94.08.12
96.03 - ES0U-G
Working Card
Functional Test and Adjustment of Overspeed Trip 509-01.05
L23/30H

Shut-off fuel oil
Description:
Functional test and adjustment of overspeed trip.

Hand tools:
Allen key, 4 mm.

Allen key, 2 mm.
Starting position:
Functional test and adjustment of safety

alarm and monitoring equipment, 509-01.00
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.03 - ES0S-G
509-01.05 Functional Test and Adjustment of Overspeed Trip Working Card
L23/30H
1) The engine is run up manually, (on governor Turn the engine until the adjusting screw is opposite
"synchronizer") and at no load, while watching the the opening on the side of the housing. Now loosen the
tachometer. lock screw and turn the adjusting screw, using the
tubular pin spanner supplied, see fig 2.
On reaching the revolution number indicated on page
500.30 or in "Test Report", the overspeed tripping
device must function, thus actuating the stop cylinders.
The fuel injection pump control rods are now moved
to zero index, and the engine stops.
2) If the overspeed device trip at a revolution

number different from that stated on page 500.30 or in
the "Test Report" the overspeed device must be
adjusted.
Fig 2.
Turn the adjusting screw outwards (slacken flyweight

spring) to reduce the revolution number. Be careful
not to screw the adjusting screw so far out that it may
touch the release arm. Tighten the lock screw and test
the overspeed device again.
4) Refit the covers when the overspeed device

functions at correct revolution number.
5) The overspeed device can be tested manually

Fig 1. by depressing the button on top af the housing, see fig
1. This will activate the flyweight and the arm for
release of the air valve for the stop cylinders and the
Adjustment of Overspeed Trip. engine should thus stop. (This test must also be
carried out without load).
3) Remove both covers on the housing of the
6) It is recommended now and then, while the
08028-0D/H5250/94.08.12
overspeed tripping device, see fig 1.

engine is at a standstill, to move the flyweight by
means of the push button to ensure that the flyweight
can always move with sufficient ease.
96.03 - ES0S-G
Working Card
Adjustment and Test of On/Off Pressostate 509-05.00
L23/30H
08028-0D/H5250/94.08.12
91.45-ES0S-G
509-05.00 Adjustment and Test of On/Off Pressostate Working Card
L23/30H
08028-0D/H5250/94.08.12
91.45-ES0S-G
Working Card
Adjustment and Test of On/Off Thermostate 509-05.01
L23/30H
08028-0D/H5250/94.08.12
96.26-ES0S-G
509-05.01 Adjustment and Test of On/Off Thermostate Working Card
L23/30H
08028-0D/H5250/94.08.12
96.26-ES0S-G
Working Card
Function and Test of Level Switch (LAL 25) 509-05.02
L23/30H
Stopped engine Plate no. Item no. Note

Shut-off fuel oil
Description:
Function and test of level switch, LAL 25, in

lubricating oil system. Hand tools:
Starting position:

Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

91.03 - ES0S-G
509-05.02 Function and Test of Level Switch (LAL 25) Working Card
L23/30H
The level switch LAL 25, which is mounted on the

main lubricating oil pipe of the engine, gives alarm for
missing prelubricating oil. Vent pipe
Function.
1) By starting the prelubricating oil pump the main

lubricating oil pipe will be filled with lubricating oil,
which means that the level switch is lifted and the
alarm is disconnected.
Level switch
2) When the prelubricating is interrupted, the lub.
oil will run out of the system through the bearings, Main lubricating oil pipe
which means that level switch is lowered and the
alarm starts.
Fig 1.
Test:
The test is carried out when the engine is stopped.
3) Start the lubricating oil pump, and let the pump

run about 5 min.
4) Stop the prelubricating oil pump. The alarm

must be released after 0 - 5 min., depending of the oil
viscosity.
08028-0D/H5250/94.08.12
91.03 - ES0S-G
Working Card Adjustment and Test of Analogous Pressure 509-05.03
Page 1 (2)
Transmitter Edition 01S
L23/30H
08028-0D/H5250/94.08.12
91.45-ES0S-G
509-05.03 Adjustment and Test of Analogous Pressure Working Card
Page 2 (2)
Edition 01S Transmitter
L23/30H
08028-0D/H5250/94.08.12
91.45-ES0S-G
Working Card Adjustment and Test of 509-05.04
Page 1 (2) Analogous Temperature Transmitter Edition 01H
L23/30H

Shut-off fuel oil
Description:
Adjustment and test of analogous temperature

transmitter, (PT 100 sensor). Hand tools:
Special testing devices.
Starting position:

Related procedure:
Mampower: Replacement and wearing parts:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.26 - ES0S-G
509-05.04 Adjustment and Test of Working Card
Edition 01H Analogous Temperature Transmitter Page 2 (2)
L23/30H
The PT 100 sensor consists of a resistance wire Otherwise the test can be carried out by watching if
which changes resistance depending on the tempe- the alarm plant gives any alarm, when the alarm limit
rature. which is stated on page 500.30 is exceeded (if the
alarm plant is adjusted).
Look and design varify depending on the place of
measurement and manufacture. 5) The sensor is mounted again.
Adjustment:
1) The PT 100 sensor cannot be adjusted, but the

alarm limit must be set on the alarm plant.
Set point, see page 500.30.
Test:
2) The functional trial of the PT 100 sensor can be

carried out according to the following procedure.
3) Take out the sensor of the pocket.
4) Test the sensor by diving the sensor in the

water. Compare the signal from the sensor with the
water temperature.
If the alarm plant has an instrument unit, the tempe- Fig 1.

rature can be read on this.
08028-0D/H5250/94.08.12
96.26 - ES0S-G
Working Card
Lambda Controller 509-10.00
Page 1 (2)
Edition 08H
L23/30H
Safety precautions Special tools

Shut off starting air
Shut off cooling water
Shut off fuel oil
Shut off cooling oil
Description Hand tools
Adjustment of lambda controller. Allen key.
Starting position
Related procedure
Manpower Replacement and wearing parts

08028-0D/H5250/94.08.12
Working time : 1 hour Plate no Item no Qty /

Capacity : 1 man
Data

99.28 - ES0
Edition 08H
Lambda Controller Page 2 (2)
L23/30H
Lambda Controller
Normally the lambda controller does not need ad-

justment. The only time adjustment is needed, is
when the controller or the governor has been dis-
mantled. The adjustment is to be carried out in
standstill position.
1. Check that the free space between the pick-up

and the band steel on the regulating arm is min 1 mm,
see fig 1.
Fig 3.
1. Band steel
1 2. Pick-up
3. Regulating arm
2. Set the index of the fuel pumps at 17 by means

of the governor arm, see plate 50902, item 039.
Min 1 mm free space
Note: Set the "load limit" control knob at max in order

across pick-up
to protect the governor.
3
3. Fit the adjustment screw (4), fig 2, until the
2 piston has contact with the spring without com-
pressing the spring.
Fig 1.
4. Fasten the adjustment screw.
5. Adjustment finished.
Adjustment of the stop screw
6. Remove pipe for charge air pressure, see fig 3.

08028-0D/H5250/94.08.12
7. Supply air pressure until the piston rod reaches

its upper position.
8. Adjust the stop screw, see fig 2, to 110% load

according to the test bed, plus 1.5 index.
Use the index arm on the fuel pump nearest to the
lambda controller as control for the index.
9. Adjustment finished.
Fig 2.
99.28 - ES0
Plate
Page 1 (2) Governor and Governor Drive 50901-01H
L23/30H
08028-0D/H5250/94.08.12
91.43 - ES0S-L
Plate
50901-01H Governor and Governor Drive Page 2 (2)
L23/30H
Item Item
021 1/E Synchronnizing Synchroniserings- 320 1/E Wear disc Slidskive

motor motor
332 1/E Key Feder
033 1/E Plug screw Propskrue
045 1/E Gasket Pakning + Item No. 212 require + Item nr. 212 krver en
an individual matching individual tilpasning
057 4/E Nut Mtrik (by shims) before (med shims) fr monte-
mounting, contact, ring, kontakt MAN B&W,
069 2/E Stud Tap MAN B&W, Holeby Holeby.
070 1/E O-ring O-ring
082 1/E Castle nut Kronemtrik
094 1/E Split pin Split
104 1/E Shut down Shut-down

solenoid spole
116 1/E Governor Regulator
128 4/E Screw Skrue
141 1/E Shim (set 0,1 - Mellemlg (st 0,1 -

0,3 - 0,5 - 1,0 mm) 0,3 - 0,5 - 1,0 mm)
153 1/E Disc Skive
165 1/E Ball bearing Kugleleje
177 1/E Bevel gear wheel Konisk tandhjul
189 1/E Key Feder
190 1/E Castle nut Kronemtrik
200 1/E Split pin Split
212+ 1/E Housing Hus
224 2/E Stud Tap
236 2/E Pin Stift
248 1/E Plug Prop
261 1/E Plug Prop
273 1/E Axle journal Akseltap
285 1/E Bush Bsning

08028-0D/H5250/94.08.12
297 1/E Bevel gear wheel Konisk tandhjul
319 1/E Pointed screw Pinolskrue
91.43 - ES0S-L
Plate
Page 1 (2) Regulating Device 50902-01H
L23/30H
08028-0D/H5250/94.08.12
94.46 - ES0S
Plate
50902-01H Regulating Device Page 2 (2)
L23/30H
Item Item
015 1/R Screw Skrue 338 1/E Stop ring Stopring
027 3/R Locking plate Lseblik 351 1/E Screw Skrue
039 1/R Governor arm Regulatorarm 363 1/C Linkage Lnkeled
040 2/R Split pin Split 375 1/C Split pin Split
052 2/R Self locking nut Selvlsende mtrik 387 1/C Pin Stift
064 2/R Screw for ball head Skrue for kuglehoved 399 1/C Pin Stift
076 1/R Spring loaded pull rod, Fjederbelastet trk- 409 1/C Spring arm Fjederarm
complete stang, komplet
410 1/C Spring Fjeder
088 2/R Pull rod head Trkstangshoved
111 1/R Split pin Split
434 1/C Armholder Armholder
123 1/R Pull rod end Trkstangsende
446 1/C Screw Skrue
135 1/R Cylindrical pin Cylindrisk stift
458 1/C Bushing Bsning
147 1/R Spring housing Fjederhus
471 1/C Bearing bracket Lejeblik
159 1/R Pointed screw Pinolskrue
160 1/R Spring Fjeder
495 2/C Screw Skrue
172 1/R Cylindrical pin Cylindrisk stift
505 1/R Screw Skrue
184 1/R Guide ring Styrering
517 1/R Guide pin Styrestift
196 1/R Guide ring Styrering
529 1/R Stop arm Stoparm
206 1/R Pull rod Trkstang
530 2/E Screw Skrue
218 1/R Nut Mtrik
542 2/E Screw Skrue
231 1/R Locking plate Lseblik
554 2/E Washer Skive
243 1/R Arm Arm
566 2/E Nut Mtrik
255 1/R Spring pin Fjederstift
578 1/E Bracket Konsol
267 1/R Screw Skrue
279 1/R Guide pin Styrestift
280 1/R Screw Skrue
292 1/R Bearing Leje

08028-0D/H5250/94.08.12
302 1/R Bushing Bsning
314 1/E Regulating shaft Reguleringsaksel
* = Only available as part of a spare part kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./R = Qty./Regulating device Antal/R = Antal/Reguleringsmekanisme
94.46 - ES0S
Plate
Page 1 (2) Overspeed Device 50903-01H
L23/30H
08028-0D/H5250/94.08.12
94.01 - ES0S-V
Plate
50903-01H Overspeed Device Page 2 (2)
L23/30H
Item Item
010 1/E Socket Muffe 357 1/E Button Knap
022 1/E Button Knap 369 1/E Nipple Nippel
034 1/E Spring pin Fjederstift 370 1/E Spindle Spindel
046 1/E Spring Fjeder 382 1/E Spring (left) Fjeder (venstre)
058 4/E Screw Skrue 394 1/E Spindle Spindel
071 1/E Screw Skrue 404 2/E Washer Skive
083 1/E Cover Dksel 416 2/E Screw Skrue
095 1/E Spindle Spindel 428 1/E Ball bearing Kugleleje
105 1/E Spring pin Fjederstift 441 1/E Elastic coupling Elastisk kobling
117 1/E Cylindrical pin Cylindrisk stift 453 1/E Spring (right) Fjeder (hjre)
129 1/E Lever Arm 465 1/E Valve attachment Ventilholder
130 1/E Screw Skrue 477 4/E Screw Skrue
142 1/E Flyweight housing Hus for svingvgt 489 1/E Pneumatic valve Pneumatisk ventil
154 1/E Adjusting screw Justeringsskrue 490 1/E Silencer Lyddmper
166 1/E Spring Fjeder 500 1/E Overspeed device, Overspeed anordning,
complete komplet
178 1/E Circlip Sikringsring
191 1/E Flyweight Svingvgt
201 1/E Key Not
213 1/E Ball bearing Kugleleje
225 1/E Housing Hus
237 1/E Cover Dksel
250 4/E Screw Skrue
262 1/E Pin Stift
274 1/E Lever Arm
286 1/E Nut Mtrik

08028-0D/H5250/94.08.12
333 1/E Spindle Spindel
345 1/E Spring Fjeder
94.01 - ES0S-V
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50905-02H
L23/30H
08028-0D/H5250/94.08.12
98.35 - ES0S
Plate
50905-02H Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)
L23/30H
Item Item
011 1/E Cable union Kabelunion
035 1/E Packing ring Ttningsring
047 1/E Level switch Niveaukontakt
060 1/E Packing ring Ttningsring
072 1/E Fuel leakage alarm, Brndolie lkage-

complete alarm, komplet
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50
Qty./E = Qty./Engine. Qty./E = Antal/Motor
98.35 - ES0S
Plate
Page 1 (2) Prelubricating Oil Alarm (LAL 25) 50905-03H
L23/30H
08028-0D/H5250/94.08.12
98.35 - ES0S-G
Plate
50905-03H Prelubricating Oil Alarm (LAL 25) Page 2 (2)
L23/30H
Qty. Designation Benvnelse Qty. Designation Benvnelse
106 1/E Packing ring Pakningsring
118 1/E Loctite 577 Loctite 577
131 1/E Level switch Niveauafbryder
08028-0D/H5250/94.08.12
98.35 - ES0S-G
Plate
Page 1 (2) Instrument Panel 50905-04H
L23/30H
322
310
309
299
287
08028-0D/H5250/94.08.12
93.04 - ES0S-L
Plate
50905-04H Instrument Panel Page 2 (2)
L23/30H
143 1/E Housing for instru- Hus for instrument 405 4/E Nut Mtrik
ment panel panel
417 1/E Instrument panel, Instrument panel,
155 1/E Bracket for instru- Konsol for instrument complete, L23/30H komplet, L23/30H
ment panel , L23/30H panel, L23/30H
167 4/E Rubber clutch Gummikobling
179 8/E Nut Mtrik
180 8/E Spring locks Fjedrende skive
192 2/E Pressure gauge 0-3 Manometer 0-3 bar

bar (PI 31 and PI 23) (PI 31 og PI 23)
202 3/E Pressure gauge 0-6 Manometer 0-3 bar,

bar, PI 01, PI 10, PI 21- PI 01, PI 10, PI 21-22
22
214 1/E Pressure gauge 0-10 Manometer 0-10 bar

bar (PI 40) (PI 40)
226 6/E Needle valve Nleventil
238 1/E 3-way valve for 3-vejsventil for

PI 21-22 PI 21-22
263 1/E Steel pipe Stlrr
275 1/E Screwed connection Forskruning
287 2/E Union Forskruning
299 2/E Pressure gauge hose Manometer slange

140 mm 140 mm

195 mm 195 mm

340 mm 340 mm
334 2/E Reduction adapter Reduktionsforskruning
346 1/E Damper (fuel oil) Dmper (fuel oil)
358 2/E Coupling for mano- Kobling for manometer

meter
08028-0D/H5250/94.08.12
371 1/E Damper (charging air) Dmper (ladeluft)
383 4/E Screw Skrue
395 4/E Lock washer Lseskive
93.04 - ES0S-L
Plate
Page 1 (2) Level Switch in Oil Sump (LAL/LAH 28) 50905-09H
L23/30H
08028-0D/H5250/94.08.12
98.13 - ES0
Plate
50905-09H Level Switch in Oil Sump (LAL/LAH 28) Page 2 (2)
L23/30H
430 2/E Nut Mtrik
442 1/E Pipe for level Rr for niveau-

switch alarm
454 1/E Level switch Niveaualarm med

with cabel kabel
478 1/E Packing Pakningsring
491 1/E Red. adaptor Red. adapter
501 4/E Screw Skrue
513 1/E Flange Flange
537 1/E Box for level Boks for

switch niveaualarm
549 1/E Level switch, Niveaualarm,

complete komplet
579 1/E Pipe Rr
580 1/E Level switch incl. Niveauafbryder incl.

cable kabel
777 1/E Dipstick, complete Pejlestok, komplet
789 /I Loctite 577 Loctite 577
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Antal/Motor
Qty./I = Qty./Individual Qty./I = Antal/Individuel
98.13 - ES0
Plate Pressostate, Thermostate
Page 1 (2) 50907-01S
Difference Pressostate and Pressure Transmitter
L23/30H
08028-0D/H5250/94.08.12
91.44-ES0S-G
Pressostate, Thermostate Plate
50907-01S Page 2(2)
Difference Pressostate and Pressure Transmitter
L23/30H
08028-0D/H5250/94.08.12
91.44-ES0S-G
Index
Page 1 (2) Thermometer 50907-03S
L23/30H
Liquid Filled Type
Scale Size Item

Fig Code
L No.
40-240 0-120 69 TI31 101S
90-480 30-250 69 TI30 111S
Pocket 100 112S
40-240 0-120 69 TI01 121S

TI02
TI03
TI10
TI20
TI22
40-400 0-200 69 TI40 131S
Pocket 63 132S
40-240 0-120 69 TI11 141S
Pocket 100 142S

Index
50907-03S Thermometer Page 2 (2)
L23/30H
Liquid Filled Type
Scale Size Item

Fig Code
No.
L L1
100-1300 50-650 155 115 TI 60 323S
Pocket 100 335S
100-1300 50-650 65 215 TI 61 347S
Pocket 200 359S

Plate
Page 1 (1) Pick-up 50908-01H
L23/30H
Fig. and Description Range Item No.
Working temp. 018

-25C - 70C
08028-0D/H5250/94.08.12
95.28 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Temperature Transmitter 50908-03H
L23/30H
08028-0D/H5250/94.08.12
91.44-ES0S-G
Plate
50908-03H Temperature Transmitter Page 1 (2)
L23/30H
08028-0D/H5250/94.08.12
91.44-ES0S-G
Plate
Page 1 (2) Lambda Controller 50910-02H
L23/30H
08028-0D/H5250/94.08.12
97.14 - ES0S
Plate
50910-02H Lambda Controller Page 2 (2)
L23/30H
Item Item
019 1/E Regulating arm, Reguleringsarm,

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

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

complete komplet
08028-0D/H5250/94.08.12
97.14 - ES0S
Plate
Page 1 (2) Starting Box 50935-01H
L23/30H
017
029
030
94.36 - ES0S-G
Plate
50935-01H Starting Box Page 2 (2)
L23/30H
Item Item
017 1/E Starting box Startboks
029 1/E Terminal box Terminalboks
030 1/E Starting box, complete Startboks, komplet
Qty./E = Qty./Enigne. Qty./E = Qty./Motor
94.36 - ES0S-G
Index
Page 1(1) Crankshaft and Main Bearings 510
L23/30H
Description
Crankshaft and main bearings --------------------------------------------------------------- 510. 01 (01H)
Working Card
Checking of main bearing alignment (deflection) --------------------------------------- 510- 01 .00 (04H)

(hydraulic tightened connecting rod)
Inspection of main bearing shells ------------------------------------------------------------510- 01 .05 (01H)
Inspection of guide bearing shells -----------------------------------------------------------510- 10 .10 (01H)
Vibration damper -------------------------------------------------------------------------------- 510- 40 .00 (01H)
Plates
Crankshaft ------------------------------------------------------------------------------------------------51001- 04H

Resilient gear wheel ----------------------------------------------------------------------------------- 51002- 02H
Flywheel with gear rim ---------------------------------------------------------------------------------51003- 02H
Torsional vibration damper ---------------------------------------------------------------------------51004-01H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Crankshaft and Main Bearings 510.01
Page 1 (1)
Edition 01H
L23/30H
Crankshaft Vibration Damper
The crankshaft, which is a one-piece forging with In special cases a vibration damper is mounted on the
ground main bearing and crankpin journals, is sus- crankshaft to limit torsional vibrations. The damper
pended in inderslung bearings. The main bearings are consists essentially of a heavy flywheel totally en-
equipped with insertion-type shells, which are coated closed in a light casing. A small clearance is allowed
with a wearing surface. To attain a suitable bearing between the casing and the flywheel, and this space
pressure the crankshaft is provided with is filled with a highly viscous fluid. The casing is rigidly
counterweights, which are attached to the crankshaft connected to the front end of the engine crankshaft
by means of two screws. and the only connection between the crankshaft and
the damper flywheel is through the fluid. Under condit-
At the flywheel end the crankshaft is fitted with a gear ions of no vibration, the casing and damper flywheel
wheel which through an intermediate wheel drives the tend to rotate as one unit, since the force required to
camshaft. Also fitted here is the flywheel and a shear the viscous film is consi-derable. As the torsional
coupling flange for connection of a reduction gear or vibration amplitudes increase, the casing follows the
an alternator. At the opposite end there is a claw-type movement of the crankshaft but the flywheel tends to
coupling for the lub. oil pump or a flexible gear wheel rotate uniformly by virtue of its inertia, and relative
connection for lub. oil and water pumps. motion occurs between the flywheel and the casing.
The viscous fluid film therefore undergoes a shearing
action, and vibration energy is absorbed and appears
as heat.
08028-0D/H5250/94.08.12
96.03 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Working Card Checking of Main Bearings Alignment (Deflection) 510-01.00
Page 1 (7)
(Hydraulic Tightened Connecting Rod) Edition 04H
L23/30H
Stopped engine Plate no. Item no. Note

Checking of main bearings alignment (autolog).
Starting position:
Turning gear in engagement. (If mounted).

Cover for crankshaft has been removed from
frame.
All indicator valves open.
Related procedure:

08028-0D/H5250/94.08.12
Working time : 1 1/2 hours Plate no Item no Qty /

Capacity : 2 men
Data:

00.27 - ES0
510-01.00 Checking of Main Bearings Alignment (Deflection) Working Card
Edition 04H (Hydraulic Tightened Connecting Rod) Page 2 (7)
L23/30H
Alignment of Main Bearings. As the crankshafts of medium speed engines are very
stiff, any great deviations in the alignment will result
The lower main bearing shells should be positioned in clearance at the bottom shell of the bearings.
so that they keep the main bearing journals of the
crankshaft centered in a straight (ashore horizontal) The cause of incorrect main bearing position may be
line. Deviations from this centre line cause the wear of the bearings or misalignmnet of the engine.
crankshaft to bend and increase the load on some
main bearings.
Effecting The Deflection Measurement.
If two adjacent main bearings are placed too low, the
crankshaft centre line will in this place be lowered to The deflection measurement is effected by placing a
form an arc, causing the intermediate crank throw to springloaded dial gauge in the centre punch marks
bend in such a way that it "closes" when turned into provided for this purpose, see fig. 1.
bottom position and "opens" in top position.
"Closing" of the throw in top dead centre is regarded
As the magnitude of such axial lengthening and as negative, (compression of the gauge).
shortening during the turning of the throw increases in
proportion to the difference in the height of the In the example, page 3, the deflection reading is
bearing, it is measured as a check on the alignment therefore negative.
and condition of the bearing.
08028-0D/H5250/94.08.12
Not for measuring (autolog)
Existing centre punch marks for

measuring (autolog)
Fig. 1 Placing of dial gauge
00.27 - ES0
Page 3 (7)
L23/30H
As during the turning of the throw, the gauge and the The total deflection ("opening-closing") of the throw
connecting rod will meet near the bottom position of during the turning from bottom to top position is
the throw, the measurement for the bottom position is entered in fig. 4.
to be replaced by the average of the two near by
positions on either side. These figures are due to vertical misalignment of the
main bearings.
The dial gauge is set to zero, when the crank throw is
in the near-bottom (x in fig. 8) and during the turning Similarly, horizontal misalignment procedures the
the throw is stopped in the position horizontal-top- figures in the table fig. 5.
horizontal-near bottom (P-T-S-Y in fig. 8) for reading
of the gauge. Besides misalignment of the bearings, the readings
can be influenced by ovality or eccentricity of the
journals.
Checking The Deflection Measurement.
The reading is entered in the table page 6, see Engines Equipped with Turning Gear.
example in fig. 2 - 6.
When taking these deflection readings for the three
As "bottom" reading is used the mean value of the two aftmost cylinders, the turning gear should at each
"near bottom" readings X and Y, fig. 3. stoppage be turned a little backwards to ease off the
tangential pressure on the teeth of the turning wheel
as this pressure may otherwise falsify the readings.
08028-0D/H5250/94.08.12
00.27 - ES0
Edition 04H (Hydraulic Tightened Connecting Rod) Page 4 (7)
L23/30H
Deflection of crankshaft in 1/100 mm. (0.01 mm).

Deflection from vertical
misalignment
Cyl. No.
top - bottom
Crank position 1 2 3 4 5 6
or T - B = V 2 -1.5 4 4.5 -2 2
Bottom start X 0 0 0 0 0 0
Fig. 4.
Left side P 2 0 2 0 -1 2
Top T 3 -2 4 5 -2 3
Deflection from hori-
Right side S 3 -2 2 0 0 1 zontal misalignment
Bottom stop Y 2 -1 0 1 0 2 Right side - left side

or P - S = H -1 2 0 0 -1 1
Fig. 2. Fig. 5.
Bottom (0,5 x Y) = B 1 -0.5 0 -0.5 0 1 Check on T+B= C 4 -2.5 4 5.5 -2 4

gauge
readings P+S= D 5 -2 4 0 -1 3
Fig. 3.
Fig. 6.
C and D should be nearly the same, reading for cylinder 4 to be repeated.
S P
Y X
08028-0D/H5250/94.08.12
Front end view.

"Closing" of the crankthrow is considered ne- Start in position X.
gative. Turn anti clockwise
Fig. 7. Fig. 8.
00.27 - ES0
Page 5 (7)
L23/30H
Measurement of Crank Throw Deflections by Means of Dial Indicator (Autolog)
Crank throw deflection = Difference in dial indicator readings in two diametrically

opposite crank throw positions, i.e. two positions dis-
placed 180.
Vertical deflection = Difference in top-bottom readings.
Horizontal deflection = Difference in side-side readings.
Vertical of Horizontal Deflections of Crank Throws
Unless otherwise stated the values refer to cold engine.
For new or realigned aggregate Aim for + or - 3/100 mm

Acceptable + or - 5/100 mm
For aggregate in service realignment

is recommended if deflections exceed + or - 9/100 mm
Vertical Deflection of Crank Throw at Flywheel
Unless otherwise stated the values refer to cold engine.
Rigid coupling between Flexible coupling between

diesel engine and driven machine diesel engine and driven machine
For new or realigned For new or realigned

08028-0D/H5250/94.08.12
aggregate 0 to + 3/100 mm aggregate Aim for - 9/100 mm

Acceptable - 11/100 mm
For aggregate in service realignment is For aggregate in service

recommended if deflection measured realignment recommendable
on warm engine exceeds - 9/100 mm if deflection exceeds - 16/100 mm
00.27 - ES0
(Hydraulic Tightened Connecting Rod) Page 6 (7)
Edition 04H
L23/30H
Process/Proces I.D. no.
Plant/Anlg Page of/Side af
Engine Type/Motortype Engineer/Operatr Date/Dato
Instruction/Instruktion
Top
Right side Left side
1/100 mm
Bottom end/ Bottom start/
Bund slut Bund start
Right side Right side
Cyl. no 1 2 3 Cyl. no 1 2 3
Left side Cyl. no 1 2 3
Left side
Remarks/Bemrkninger
08028-0D/H5250/94.08.12
00.27 - ES0
Page 7 (7)
L23/30H
Component/Komponent Type I.D. no.
Process/Proces Page of/Side af
Test place/ Test bed/prvehal Cold/Kold

Condition
On board/Om bord Warm/Varm
Teststed/
Tilstand Plant/Maskinhal
Engine no.:
Motornr.:
Cyl. no. 1 2 3 4 5 6 7 8 9
Bottom X 0 0 0 0 0 0 0 0 0
Left side P
Top T
Right side S
Bottom Y
Bottom
(0.5xY)=B
Deflection from
vertical misalign-
ment.
Top - bottom
or T - B = V
Deflection from
horizontal mis-
alignment.
Left side - Right
side or P - S = H
08028-0D/H5250/94.08.12
Check on gauge
readings.
T+B= C
P+S= D
00.27 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Inspection of Main Bearing Shells 510-01.05
L23/30H

Shut-off cooling water 52010 106 2 pieces
Stopped lub. oil circul. 52010 155 2 pieces
52021 501 2 pieces
52021 513
Description: 52021 202
Dismantling, inspection and/or replacement and

mounting of main bearing shells. Hand tools:
Allen key, 12 mm.

Lead hammer.
Starting position: Silastene.
Copaslip.
Related procedure:
Inspection of guide bearing shell, 510-01.10

Criteria for replacement of bearings, 506-01.16

08028-0D/H5250/94.08.12

Capacity : 2 men
Data:

96.30 - ES0S-G
Working Card
Inspection of Main Bearing Shells 510.01-05
L23/30H
Cleaning
16) Lubricate the end of the bearing shells with
12) Clean all machined surfaces, on frame, bearing molycote pasta or similar.
cap, stud, nuts and bearing shells.
17) Insert the lower bearing shell in the bearing cap
and mount the locking piece.
Inspection of Main Bearing Shells
Lubricate the bearing shell and journal with clean
13) Inspect the main bearing shells according to lubricating oil.
working card 506-01.16.
Note: The bearing is marked according to size and Mounting of the Main Bearing Cap
when replaced it must be by a new bearing of the
same size. 18) Raise the bearing cap into position, dismount
the guide tubes, coat the bearing studs with molycote
pasta or similar and fit the bearing stud nuts.
Mounting of the Main Bearing Shells
Make sure that the bearing cap and bearing shell are
14) Push the upper bearing shell as far into posi- in their correct position.
tion as possible.
19) Dismantle the wire straps.
15) Fit the tool for upper main bearing in the
lubricating hole in the crankshaft and turn in the 20) Mount the hydraulic tools, see working card
upper bearing shell by turning the crankshaft. 520-01.05, and tighten the nuts as prescribed on
page 500-40.
Make sure that the shell enters its correct position
then remove the tool for upper main bearing. 21) Coat the back side of the bracing screws' (side
screws') hexagonal head with a thin coat of silastene
or similar.
22) Mount the screws and tighten with a torque

spanner as indicated on page 500.40.
08028-0D/H5250/94.08.12
96.30 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Inspection of Guide Bearing Shells 510-01.10
L23/30H

Shut-off cooling water 52006 273 80 - 360 Nm
Shut-off fuel oil 52010 106 2 pieces
52010 155 2 pieces
52021 501 2 pieces
52021 202
mounting of guide bearing shells and thrust washer.
Hand tools:
Starting position:
Allen key, 12 mm.
Lead hammer.
Silastene.
Copaslip.
Related procedure:
Inspection of main bearing shells. 510-01.05

Criteria for replacement of bearing
shells. 506-01.16
Manpower:
08028-0D/H5250/94.08.12

Data:

96.20 - ES0S
510-01.10 Inspection of Guide Bearing Shells
Working Card
L23/30H
Make Ready for Dismantling of the Guide Bearing
1) Dismount the crankcase covers opposite the

bearing concerned.
2) Turn the engine until the crank is in a convenient

position for carrying out the work.
3) Dismount the bracing screw (side screw).
4) Mount the hydraulic tools, see fig 1, and loosen

the guide bearing stud nuts. For operation of the
hydraulic tools, see working card 520-01.05.
Fig 2. Mounting of Wire Straps.
9) Fit guide tubes on the threads of the bearing

studs and lower the bearing cap to make it rest on the
collar of the guide tubes.
Dismantling of the Guide Bearing Shells
10) Remove the locking piece from the bearing cap

and take out the bearing shell.
The thrust washer of the guide bearing is partially

countersunk into the engine frame and attached by
means of four screwed-on clamps which are visible
after lowering the bearing cap, see fig 3.
Fig 1. Mounting of Hydraulic Tools.
5) Dismount the hydraulic tools and slacken the

nuts somewhat. Thrust washer
Dismantling of the Guide Bearing Cap
6) Fit the eye screws, diagonally, in the threaded

08028-0D/H5250/94.08.12
holes in the guide bearing cap, see fig 2.
Pass the wire supplied through the eye screw and

attach it as shown, so as to keep the bearing cap in
place when the guide bearing stud nuts are removed.
Fig 3. Guide Bearing with Thrust Washer.
7) Work the guide bearing cap loose from the
engine frame with a lead hammer or similar.
11) Unscrew the clamps and push out the thrust
8) Lift the guide bearing cap a little and unscrew washers.
the bearing stud nut.
96.20 - ES0S
Page 3 (3) Inspection of Guide Bearing Shells Edition 01H
L23/30H
Guide for mounting of upper shell.
Fig 5. Mounting of Upper Shell in Guide Bearing.

Fig 4. Dismounting of Upper Shell.
Note: Clearance in guide bearing axially, see page

12) The upper bearing shell is dismounted by means 500.35.
of special tool see fig 4.
molycote pasta or similar.
Cleaning of Components
18) Insert the lower bearing shell in the bearing cap,
13) Clean all machined surfaces, on frame, bearing and mount the locking piece.
cap, stud, nuts and bearing shells.
Mounting of Guide Bearing Cap

Inspection of Guide Bearing Shells
Lubricate the bearing shell and journal with clean
14) Inspect the guide bearing shells according to lubricating oil.
19) Raise the bearing cap into position, dismount
the guide tubes, coat the bearing stud with molycote
Mounting of the Guide Bearing Shells pasta or similar and fit the bearing stud nuts.
The bearing shells of the guide bearing, which are Make sure that the thrust washers, bearing shell and
identical to those of the main bearings, are narrower bearing cap are in their correct position.
than the bore for the guide bearing and it is therefore
essential that the shells are positioned perfectly 20) Dismantle the wire straps.
correct in the bore.
08028-0D/H5250/94.08.12
21) Mount the hydraulic tools, see working card

For this purpose a guide tool is supplied for positioning 520-01.05, and tighten the nuts as prescribed on page
on the engine frame when the upper bearing shell is to 500-40.
be fitted, see fig 5.
22) Coat the back side of the bracing screws' (side
15) Push the bearing shell into correct position screws') hexagonal head with a thin coat of silastene
through this guide tool, by using tool item 202, if or similar.
necessary use a plastic hammer.
23)Mount the screws and tighten with a torque spanner
16) Fit the thrust washers and clamps. as indicated on page 500.40.
96.20 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
L23/30H

Shut-off cooling water 52006 273 80 360 Nm
52010 106 2 pieces
Shut-off fuel oil
52010 202
Stopped lub. oil circul. 52010 155 2 pieces
52021 501 2 pieces
52021 513

mounting of guide bearing shells and thrust
washer.
Hand tools:
Allen key, 12 mm.

Starting position: Socket spanner, 36 mm.
Lead hammer.
Silastene.
Copaslip.
Related procedure:
Inspection of main bearing shells. 510-01.05

Criteria for replacement of bearing shells.

08028-0D/H5250/94.08.12
Manpower:
Capacity : 2 man
Data:

96.03-ES0S-G
510-01.10 Inspection of Guide Bearing Shells Working Card
L23/30H
Make Ready for Dismantling of the Guide

Bearing
1) Dismount the crankcase covers opposite

the bearing concerned.
2) Turn the engine until the crank is in a con-

venient position for carrying out the work.
3) Dismount the bracing screw (side screw).
4) Mount the hydraulic tools, see fig 1, and

loosen the guide bearing stud nuts. For Fig 2. Mounting of Wire Straps.
operation of the hydraulic tools, see work-
ing card 520-01.05.
8) Lift the guide bearing cap a little and un-
screw the bearing stud nut.
9) Fit guide tubes on the threads of the bear-

ing studs and lower the bearing cap to
make it rest on the collar of the guide
tubes.
Dismantling of the Guide Bearing Shells
10) Remove the locking piece from the bearing

cap and take out the bearing shell.
Fig 1. Mounting of Hydraulic Tools.
5) Dismount the hydraulic tools and slacken

the nuts somewhat.
Dismantling of the Guide Bearing Cap
6) Fit the eye screws, diagonally, in the

08028-0D/H5250/94.08.12
threaded holes in the guide bearing cap, Fig 3. Guide Bearing with Thrust Washer.
see fig 2.
Pass the wire supplied through the eye screw The thrust washer of the guide bearing is par-
and attach it as shown, so as to keep the bear- tially countersunk into the engine frame and at-
ing cap in place when the tached by means of four screwed-on clamps
guide bearing stud nuts are removed. which are visible after lowering the bearing cap,
see fig 3.
7) Work the guide bearing cap loose from the
engine frame with a lead hammer or simi-
lar.
96.03-ES0S-G
Working Card
L23/30H
In case the guide shell tool is locked between

guide bearing and bearing studs, use the bolt on
the back of the guide shell tool to dislodge it.
Cleaning of Components
14) Clean all machined surfaces, on frame, bear-

ing cap, stud, nuts and bearing shells.
Inspection of Guide Bearing Shells
15) Inspect the guide bearing shells according to

Fig 4. Dismounting of Upper Shell.

Fig 5. Mounting of Upper Shell in Guide Bearing.
11) Unscrew the clamps and push out the thrust

washers. Mounting of the Guide Bearing Shells
12) Fit the tools for dismantling of upper guide The bearing shells of the guide bearing, which are
bearing shell, see fig 4, in the bearing cap and identical to those of the main bearings, are nar-
raise the bearing cap into position, making rower than the bore for the guide bearing and it is
sure that the guide shell is not being dam- therefore essential that the shells are positioned
aged. perfectly correct in the bore.
08028-0D/H5250/94.08.12
After that, dismount the guide tubes, fit and tighten For this purpose a guide tool is supplied for posi-
the nuts slightly. tioning on the engine frame when the upper bear-
ing shell is to be fitted, see fig 5.
13) With the guide shell tool, which is guided by
the bearing cap, the upper bearing shell is 16) Push the bearing shell as far as possible into
carefully turned out into the bearing cap. Then position through this guide tool.
dismount the nuts and lower the bearing cap
on the collar of the guide tubes. Take out the 17) Insert the guide shell tool in the bearing cap,
bearing shell and the guide shell tool. which is resting on the collar of the guide
tubes.
96.03-ES0S-G
510-01.10 Inspection of Guide Bearing Shells Working Card
L23/30H
18) Raise the bearing cap with the guide shell Mounting of Guide Bearing Cap
tool into its correct position, dismount the
guide tubes, fit and tighten the bearing stud Lubricate the bearing shell and journal with clean
nuts slightly. lubricating oil.
19) Now push the bearing shell into its correct 24) Raise the bearing cap into position, dis-
position with the guide shell tool. Make sure mount the guide tubes, coat the bearing
that the shell enters its correct position. stud with molycote pasta or similar and fit
the bearing stud nuts.
20) Then unscrew the bearing stud nuts, fit the
guide tubes and lower the bearing cap Make sure that the thrust washers, bearing shell
again. and bearing cap are in their correct position.
21) Fit the thrust washers and clamps. 25) Dismantle the wire straps.
Note: Clearance in guide bearing axially, see 26) Mount the hydraulic tools, see working card
page 500.35. 520-01.05, and tighten the nuts as pre-
scribed on page 500-40.
molycote pasta or similar. 27) Coat the back side of the bracing screws'
(side screws') hexagonal head with a thin
23) Insert the lower bearing shell in the bearing coat of silastene or similar.
cap, and mount the locking piece.
28) Mount the screws and tighten with a torque
spanner as indicated on page 500.40.
08028-0D/H5250/94.08.12
96.03-ES0S-G
Working Card
Vibration Damper 510-04.00
L23/30H

Shut-off fuel oil
Description:
Taking a silicone oil sample

Hand tools:
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time : 2-4 hours Plate no Item no Qty /

Capacity : 1 man
See plate 51004
Data:

96.03 - ES0S-G
510-04.00 Vibration Damper Working Card
L23/30H
The vibration damper is equipped with extraction 3) Rotate the engine in order to bring the extraction
plugs which provide the opportunity of testing the plugs (6) of the damper in optimal position, see fig
viscosity of the silicone oil inside the damper without 2A.
having to dismantle it.
Corresponding to the condition of the silicone oil an

approximate assessment of the damper efficiency is
possible. A
6
A silicone oil sample should be extracted as follows
by means of a special tube that can be required from
MAN B&W Holeby, see plate 51004.
1) After the engine is stopped let damper cool

down to nearly 40C.
2) For access to the damper remove the blank

flange (A) on the front end cover (B) see fig 1. 6
In some cases it is necessary to dismount the lub. oil B

pump or the cooling water pump, for access to the
damper. 5
C
E
F
C
D
10 5 11
B
A
3
08028-0D/H5250/94.08.12
A. Blank flange or cooling water pump.

B. Front end cover.
C. Damper.
D. Gearwheel (if mounted) Fig 2. Vibration Damper
E. Main bearing (Frame)
F. Crankshaft.
4) Prepare the sample container (10) by removing

Fig 1. Mounting of Vibration Damper. one of its caps (11), see fig 2 C.
96.03 - ES0S-G
Working Card
Vibration Damper 510-04.00
L23/30H
5) Unscrew and remove one of the extraction forefinger then turn them further 45 (about 20 Nm).
plugs (6) and replace it with the sample container (10). Seal both plugs by caulking their grooves.
If meeting the inertia ring (3) unscrew the container 9) Send the sample container to MAN B&W Ho-
one revolution. leby, att.: Service Department, together with the label
filled in with:
6) Remove the second cap from the sample con-
tainer and wait until silicone fluid (5) begins to flow out - Name of ship.
from the free end. Depending on the silicone viscosity - Engine type.
the process needs a certain amount of time. If - Engine no.
possible it, can be speeded up by means of: - Running hours.
- Data for vibration damper.
A Turning the damper until the sample contai-
ner is underneath the crankshaft. 10) For hours between taking new samples, see
B Temporarily removing the second extraction page 500.25.
plug too.
The quantity of silicone oil removed it so small that up
7) As soon as the silicone fluid begins to flow, shut to 10 such samples can be taken without risk.
the sample container by the cap. Remove the contai-
ner from the damper casing, wipe off the sealing jace
round the extraction hole and screw in the plugs
together with new sealing washers (7). Now close the
second side of the container.
8) Tighten both extraction plugs with thumb and

08028-0D/H5250/94.08.12
96.03 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Crankshaft 51001-04H
L23/30H
08028-0D/H5250/94.08.12
98.34 - ES0S
Plate
51001-04H Crankshaft Page 2 (2)
L23/30H
Item Item
021+ 2/C Counterweight Kontravgt
069 2/W Screw for Skrue for

counterweight kontravgt
128 1/E Oil throw ring Olieafslyngningsring
153 1/W Cylindrical pin Cylindrisk stift
165 1/E Crankshaft, Krumtapaksel


(crankshaft) (krumtap)
189 1/E Crankshaft Krumtapaksel

190 1/E Crankshaft Krumtapaksel

200 1/E Crankshaft Krumtapaksel,

+ Item No. 021 require + Item nr. 021 krver

an individual match- en individuel tilpasning
ing before mounting fr montering, kontakt
contact MAN B&W, MAN B&W, Holeby
Holeby
08028-0D/H5250/94.08.12
Qty./W = Qty./Counterweight Antal/W= Antal/Kontravgt
98.34 - ES0S
Plate
Page 1 (2) Resilient Gear Wheel 51002-02H
L23/30H
243
135
123
111
206
088
135
052
160
196
218 147
172 111
111 159
08028-0D/H5250/94.08.12
231
172
040 184
111 064
172 076
94.24 - ES0S
Plate
51002-02H Resilient Gear Wheel Page 2 (2)
L23/30H
Item Item
040 3/E Distance piece Afstandsstykke
052 3/E Distance piece Afstandsstykke
064 6/E Spring Fjeder
076 6/E Spring guide Fjederstyr
088 6/E slide shoe Glidesko
111 12/E Nut Mtrik
123 1/E Axle journal Akseltap
135 4/E Screw Skrue
159 2/E Hexagon soc. screw Stteskrue

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

complete komplet
08028-0D/H5250/94.08.12
94.24 - ES0S
Plate
Page 1 (2) Flywheel with Gear Rim 51003-02H
L23/30H
105
046+
058
Crankshaft
(Plate 51001)
034
010
022
08028-0D/H5250/94.08.12
96.03 - ES0S
Plate
51003-02H Flywheel with Gear Rim Page 2 (2)
L23/30H
Item Item
010 1/E Gear rim Tandkrans
034 12/E Self locking nut, for Selvlsende mtrik for

item no. 046 item nr. 046
046+ 12/E Fitted bolt Pasbolt
058 1/E Flywheel Svinghjul
105 2/E Screw Skrue
+ Item 046 require an + Item nr. 046 krver

individual matching en individuel tilpasning
before mounting. fr montering.
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Antal/Motor
96.03 - ES0S
Plate
Page 1 (2) Torsional Vibration Damper 51004-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S
Plate
51004-01H Torsional Vibration Damper Page 2 (2)
L23/30H
Item Item
016 1/E Torsional vibration Svingningsdmper

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

beholder
053+ 1/E Sampling kit for tor- Prvest for sving-

sional vibration dam- ningsdmper
per
+ See also working + Se ogs arbejdskort

card 510-04.00 510-04.00
08028-0D/H5250/94.08.12
94.23 - ES0S
Index
Page 1(1) Engine Frame and Base Frame 511
L23/30H
Description
Engine frame and base frame ----------------------------------------------------------------511. 01 (01H)
Working Card
Functional test of crankcase safety relief valves ------------------------------------------511- 01 .00 (01H)
Plates
Frame with main bearings ----------------------------------------------------------------------------51101- 02H

Front cover for lubricating oil pump ---------------------------------------------------------------- 51102- 02H
Covers on frame ---------------------------------------------------------------------------------------- 51106- 02H
Covers on frame ---------------------------------------------------------------------------------------- 51106- 17S
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Engine Frame and Base Frame 511.01
Page 1 (1)
Edition 01H
L23/30H
Frame
On the sides of the frame there are covers for acces
The engine frame is made of cast iron, and is attached to the camshaft, the charge air receiver and crank-
to the top of the base frame by means of bolts. The case. Some of the covers are fitted with relief valves
cross girders of the frame are provided with bores for which will act, should oil vapours in the crankcase be
the main bearings in which the crankshaft is underslung, ignited, for instance in the event of a hot bearing.
i.e. it is carried by the main bearing caps.
The charge air cooler housing is a integrated part of
The main bearing caps are attached by means of the frame.
studs and nuts, which are loosened and tightened with
the aid of hydraulic tools. After mounting, the main
bearing caps are further secured by means of bracing Base Frame
screws, which are screwed horizontally into the sides
of the caps and tightened against the sides of the Engine and alternator (gear, pump) are mounted on a
engine frame. The main bearings are equipped with common base frame which is in welded design.
replaceable shells which are fitted without scraping.
The base frame is used as lubricating oil reservoir
The crankshaft guide bearing is located at the fly- "wet sump".
wheel end of the engine.
94.26 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Functional Test of Crankcase Safety Relief Valves 511-01.00
L23/30H

Shut-off fuel oil
Description:
Functional test of crankcase safety relief valves.

Hand tools:
Allen key, 12 mm.

Loctite 243
Starting position:
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
51106 034 1/cyl.
Data: 51106 058 1/cyl.
51106 071 1/cyl.
97.06 - ES0S-G
511-01.00 Functional Test of Crankcase Safety Relief Valves Working Card
L23/30H
Functional testing of the crankcase safety relief

valves cannot be effected during operation of the
engine, but it must be checked during overhauls that
the valve flap is movable.
Take care when painting the engine, not to block up

the safety relief valves with paint.
The safety relief valves have been set to open at an

excess pressure in the crankcase of, see page
500.35.
If the safety relief valves are actuated, the engine

must be stopped immediately, and it must not be
restarted until the cause has been found and the fault
has been rectified, see also description 503.04,
ignition in crankcase. Fig 1.
08028-0D/H5250/94.08.12
97.06 - ES0S-G
Plate
Page 1 (2)
Frame with Main Bearings 51101-02H
L23/30H
08028-0D/H5250/94.08.12
96.51 - ES0S
Plate
51101-02H Frame with Main Bearings Page 2 (2)
L23/30H
Item Item
013 1/E Frame Stativ 373 1/B Guide screw Styreskrue
025 5/E Bracing bolt Sideskrue 385 1/B Packing ring Pakningsring
049 4/C Nut for cylinder Mtrik for cylinder- 397 1/E Frame complete, incl. Stativ komplet, inkl.
head stud dkseltap item 049, 062, 108, 133, item 049, 062, 108, 133,
145, 169, 170, 216, 241, 145, 169, 170, 216, 241,
050 4/C Protective cap Beskyttelseshtte 290, 300, 324, 348, 361, 290, 300, 324, 348, 361,
373, 385, plate 50701 373, 385, plate 50701
062 4/C Stud for cylinder head Tap for cylinderdksel item 048, 061, 073, 276 item 048, 061, 073, 276
074 1/E Plug Prop
086 1/E Coupling Kobling + Item No 108, 300 + Item nr. 108, 300 kr-
require an individual ver en individuel
098 2/E Plug Prop matching before tilpasning fr montering,
mounting, contact kontakt MAN B&W,
108+ 1/C Main bearing cap Hovedlejedksel MAN B&W, Holeby Holeby
121 1/B Screw Skrue
133 1/B Securing piece Sikringstykke
145 1/B Spring pin Fjederstift
157 1/C Main bearing shell 2/2 Hovedlejeskaller 2/2
169 2/B Main bearing stud Hovedlejetap
170 2/B Nut for main Mtrik for

bearing stud hovedlejetap
228 1/E Plug Prop
241 2/B Bracing bolt Sideskrue
253 2/E Thrust washer Trykskive
265 4/E Locking piece Lsestykke
290 4/E Screw Skrue
300+ 1/E Guide bearing cap Styrelejedksel
336 /I Molykote paste Molykote

08028-0D/H5250/94.08.12
348 1/E Camshaft bearing Styreakselleje
361 1/C Camshaft bearing Styreakselleje
Qty./B = Qty./Bearing Antal/B = Antal/Leje
Qty./I = Qty./Individual Antal/I = Antal/Individuelt
96.51 - ES0S
Plate
Page 1 (2) Mounting of Pumps 51102-02H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S
Plate
51102-02H Mounting of Pumps Page 2 (2)
L23/30H
Item Item
093 1/E Guard end, fore Endedksel, for
103 1/E Cover Dksel
115 2/E Cover Dksel
164 2/E Guide pin Styrestift
176 2/E Spray pipe Sprjterr
188 4/E Locking plate Lseplade
211 4/E Screw Skrue
235 2/E Sealing ring Ttningsring
247 2/E Nut Mtrik
08028-0D/H5250/94.08.12
94.23 - ES0S
Plate
Page 1 (2) Covers on Frame 51106-02H
L23/30H
08028-0D/H5250/94.08.12
96.51 - ES0S
Plate
51106-02H Covers on Frame Page 2 (2)
L23/30H
Item Item
512 1/E Cover 2/2 Dksel 2/2
548 4/E Nut Mtrik
573 4/E Screw Skrue
585 1/E Sealing ring 2/2 Ttningsring 2/2
619 2/E Nut Mtrik
632 1/E Cover Dksel
644 8/E Screw Skrue
668 2/E Screw Skrue
681 4/E Screw Skrue
693 /I Packing Silicone

silicone paste
08028-0D/H5250/94.08.12
96.51 - ES0S
Plate
Page 1 (3) Covers on Frame 51106-17S
L23/30H
S
08028-0D/H5250/94.08.12
04.09 - ES0
Plate
51106-17S Covers on Frame Page 2 (3)
L23/30H
Item Item
No Qty. Designation Benvnelse No Qty. Designation Benvnelse
010 6/D Screw Skrue 298 Handle Hndtag

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

only for 900 rpm kun for 900 omdr.
191 2/C Stud Tap
404 2/E Screw Skrue
201 2/E Stud Tap
416S Cover for crankcase Dksel for krumtaphus
213 4/C Screw Skrue 7/E 5 cyl. engine 5 cyl. motor
225 1/C Cover for camshaft Dksel for kamaksel- 10/E 7 cyl. engine 7 cyl. motor
housing hus 11/E 8 cyl. engine 8 cyl. motor
237 1/C O-ring O-ring 428 4/E Screw Skrue
249 5/E Screw Skrue 441 2/E Tapered dowel Styrestift
250 5/E Washer Skive 453 2/E Washer Skive
262 1/E Guard end aft Skrm, agter 465 2/E Nut Mtrik
274 1/E Guard end aft Skrm, agter 477 6/C Nut Mtrik
only for 720/750 rpm kun for 720/750 omdr.
08028-0D/H5250/94.08.12
286 Spring pin Fjederstift

22/E 5 cyl. engine 5 cyl. motor 489 6/C Screw Skrue
26/E 6 cyl. engine 6 cyl. motor only for 720/750 rpm kun for 720/750 omdr.
Qty./D = Qty./Safety cover Antal/D = Antal/sikkerhedsdksel
04.09 - ES0
Plate
Page 3 (3) Covers on Frame 51106-17S
L23/30H
Item Item
No Qty. Designation Benvnelse No Qty. Designation Benvnelse
490S Cover with safety Dksel med sikker-

valve, complete hedsventil, komplet
500 Guard intermediate Mellemskrm, komplet

complete, incl. item inkl. item 191, 286, 298,
191, 286, 298, 308, 308, 321, 333
321, 333

silicone paste
703 1/E Cover Dksel
715 6/E Screw Skrue
752S Safety valve, Sikkerhedsventil,

complete komplet
764 1/D Flange Flange

08028-0D/H5250/94.08.12
Qty./D = Qty./Safety cover Antal/D = Antal/sikkerhedsdksel
04.09 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1) Turbocharger System 512
L23/30H
Description
Turbocharger system -------------------------------------------------------------------------512. 01 (01H)

Cleaning the turbocharger in service, water washing of compressor ------------512. 05 (01H)
Cleaning the turbocharger in service, water washing - turbine side --------------512. 15 (01H)
Working Card
Overhaul of charging air cooler ---------------------------------------------------------- 512- 01 .00 (01H)

Water washing of compressor side - turbocharger type NR20/R ----------------- 512- 05 .05 (02H)
Water washing of turbine side ------------------------------------------------------------- 512- 15 .00 (01H)
Plates
Charging air cooler -----------------------------------------------------------------------------------51201- 05H

Exhaust pipe arrangement -------------------------------------------------------------------------51202- 02S
Turbocharging Arrangement ---------------------------------------------------------------------- 51203- 04H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Turbocharger System 512.01
L23/30H
Water washing, turbine side, inlet P7 Exhaust gas, outlet P2 M1 Charge air, inlet
P8 Water washing,
compressor side with
quick coupling, inlet
Exhaust gas to TC
Water washing
compressor side
Charging air from TC
Lambda Cylinder P6 Drain from turbocharger, outlet
Fig. 1. Diagram for Turbocharger System
Turbocharger System The charging air cooler is a compact tube-type cooler

with a large cooling surface. The cooling wa-ter is
The turbocharger system of the engine, which is a passed twice through the cooler, the end covers being
constant pressure system, consists of an exhaust designed with partitions which cause the cooling
gas receiver, a turbocharger, a charging air cooler and water to turn.
a charging air receiver, the latter being integrated in
the engine frame. The cooling water tubes are fixed to the tube plates by
expansion.
The turbine wheel of the turbocharger is driven by the
engine exhaust gas, and the turbine wheel dri-ves the From the exhaust valves, the exhaust is led through
turbocharger compressor, which is moun-ted on the a water cooled intermediate piece to the exhaust gas
same shaft. The compressor sucks air from the receiver where the pulsatory pressure from the indi-
engine room, through the air filters. vidual exhaust valves is equalized and passed to the
turbocharger as a constant pressure, and further to
Turbocharger, see separate manual. the exhaust outlet and silencer arrangement.
The turbocharger pumps the air through the charging The exhaust gas receiver is made of pipe sections,
air cooler to the charging air receiver. From the one for each cylinder, connected to each other, by
charging air receiver, the air flows to each cylinder, means of compensators, to prevent excessive stress
through the inlet valves. in the pipes due to heat expansion.
95.26 - ES0S
512.01 Turbocharger System Description
L23/30H
In the cooled intermediate piece a thermometer for To avoid excessive thermal loss and to ensure a
reading the exhaust gas temperature is fitted and reasonably low surface temperature the exhaust gas
there is also possibility of fitting a sensor for remote receiver is insulated.
reading.
95.26 - ES0S
Description Cleaning the Turbocharger In Service 512.05
Page 1 (1) Water Washing of Compressor Edition 01H
L23/30H
Compressor Chemical cleaning will not improve the cleaning

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

before the compressor wheel will reduce the fouling
rate considerably, and consequently prolong the
intervals between dismantling necessary for
mechanical cleaning.
94.26 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description Cleaning the Turbocharger in Service 512.15
Page 1 (1) Water Washing - Turbine Side Edition 01H
L23/30H
Description
The tendency to fouling on the gas side of turbo- Heavily contaminated turbines, which where not
chargers depends on the combustion conditions, cleaned periodically from the very beginning or after
which are a result of the load on and the maintenance an overhaul, cannot be cleaned by this method.
condition of the engine as well as the quality of the
fuel oil used. If vibration in the turbocharger occur after water-
washing has been carried out, the washing should be
Fouling of the gas ways will cause higher exhaust repeated. If unbalance still exists, this is presumably
gas temperatures and higher surface temperatures due to heavy fouling, and the engine must be stopped
of the combustion chamber components and will and the turbocharger dismantled and manually
also lead to a lower performance. cleaned.
Tests and practical experience have shown that The washing water should be taken from the fresh
radial-flow turbines can be successfully cleaned by water system and not from the fresh cooling water
injection water into the inlet pipe of the turbine. The system or salt water system. No cleaning agents and
cleaning effect is based on the water solubility of the solvents need to be added to the water.
deposits and on the mechanical action of the im-
pinging water droplets and the water flow rate. To avoid corrosion during standstill, the engine
must, upon completing of water washing run for at
The necessary water flow is dependent on the gas least 1 hour before stop so that all parts are dry.
flow and the gas temperature. Enough water must
be injected per time unit so that, not the entire flow
will evaporate, but about 0.25 l/min. will flow off Water Washing System
through the drainage opening in the gas outlet. Thus
ensuring that sufficient water has been injected. The water washing system consists of a pipe system
equipped with a regulating valve, a manoeuvring
Service experience has shown that the above valve, a 3-way cock and a drain pipe with a drain
mentioned water flow gives the optimal cleaning valve from the gas outlet, see illustration on working
effect. If the water flow is reduced the cleaning effect card 512-15.00.
will be reduced or disappear. If the recommended
water flow is exceed, there is a certain risk of a The water for washing the turbine, is supplied from
accumulation of water in the turbine casing, which the external fresh water system through a flexible
can result in damage on the turbocharger. hose with couplings. The flexible hose must be
disconnected after water washing.
The best cleaning effect is obtained by cleaning at
low engine load approx. 20% MCR. Cleaning at low By activating the manoeuvring valve and the regu-
load will also reduce temperature shocks. lating valve, water is led through the 3-way cock to
the exhaust pipe intermediate flange, equipped with
Experience has shown, that washing at regular a channel to lead the water to the gas inlet of the
intervals is essential to successful cleaning, as turbocharger.
excessive fouling is thus avoided. Washing at inter-
vals of 100 hours is therefore recommended. De- The water which is not evaporated, is led out through
pending on the fuel quality these intervals can be the drain pipe in the gas outlet.
shorter or longer. However, the turbine must be
washed at the latest when the exhaust gas tempe-
rature upstream of the turbine has risen about 20 C
above the normal temperature.
96.39 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Overhaul of Charging Air Cooler 512-01.00
L23/30H

Shut-off fuel oil
Description:
Overhaul of charging air cooler.

Hand tools:

Starting position: Allen key, 10 mm.
Wire rope.
Tackle.
Related procedure:

08028-0D/H5250/94.08.12
Working time : 3-4 hours Plate no Item no Qty/

Capacity : 2 men
51201 113 6/cooler
Data: 51201 029 1/cooler
51201 066 1/cooler
Data for pressure and tolerance (Page 500.35) 61203 035 1/cooler
96.20 - ES0S
512-01.00 Overhaul of Charging Air Cooler Working Card
L23/30H
The charging air cooler is normally cleaned and 4) Clean the cooler element of the water and air
overhauled at the intervals indicated in the "Planned sides.
Maintenance Program", or if observations prove that
the cooler does not work satisfactory, see section After using cleaning agents the manufacting recom-
502. mendation must be followed.
The greatest care must be exercised when dismant-

Overhaul of Charging Air Cooler. ling cleaning and mounting the cooler element, as the
thin fins of the tubes cannot stand impacts and
1) Close the cooling water inlet and outlet valves pressure.
and disconnect the pipes.
If nevertheless, the metal is bended, it should be
2) Remove the screw (1), fig 1, which secure the carefully straightened, as bent fins will increase the
end cover of the cooler element to the cooler housing, pressure drop across the cooler considerably.
and pull the cooler element half-way out.
Should one ore more cooler tubes become leaky it/
Place a wire rope round the cooler element and attach they must immediately be made tight, either by
a tackle hook, after which the elements are lifted and expending the tube ends into the tube plates or by
pulled out of the cooler housing and landed on a blanking of the tube(s) concerned with plugs.
couple of wooden planks on the floor.
It is important that the charging air cooler is not leaky
as any sea water that leaks in will be carried along with
the air to the cylinders where the salt contained in the
water will damage valves, piston rings, and cylinder
liners.
5) Also clean end cover and coat it on the inside

with an anti-corrosion blocks agent. Inspect the anti-
corrosion (6) and renew if necessary.
Note: That paint or similar must not be applied to

these blocks.
6) Fouling and deposite in the pipes can be remo-

ved by using a hand or machine operated circular
steel brush. The pipe inner diameter is 13 mm.
7) When mounting the air cooler, renew all gas-

kets.
Out of Service Periods.

08028-0D/H5250/94.08.12
At longer periods out of service the air cooler is

Fig 1. drained if the coolant is sea water followed by flushing
with fresh water and left with drain and venting cocks
open.
3) Remove screws (2) and end cover (3) reversal
chamber (4) and side plates (5). At fresh water coolant systems recommendations for
the entire system is followed.
96.20 - ES0S
Working Card Water Washing of Compressor Side 512-05.05
Page 1 (2)
Turbocharger Type NR20/R Edition 02H
7, 8L23/30H

Shut-off fuel oil
Description:
Water washing of compressor side.

Turbocharger cleaning with engine in service. Hand tools:
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time : 1/4 hour Plate no Item no Qty /

Capacity : 1 man
See the special instructions for turbocharger.
Data:

91.45 - ES0S
512-05.05 Water Washing of Compressor Side Working Card
Edition 02H Turbocharger Type NR20/R Page 2 (2)
7, 8L23/30H
Cleaning Procedure. If necessary, carry out the washing once more, but
with 10 minutes interval from the initial washing.
The cleaning process is only to be carried out, when
the engine is at operating temperature and when it is Compressor cleaning by injection of water is suffici-
loaded as close as possible to full load. ent if a normal degree of fouling is present.
The engine must not be shut off immediately after In case of severe dirt being deposited in the compres-
cleaning but should be allowed to operate continuous- sor, dismantling of the compressor components for
ly for some time to ensure drying out of the charge air manual cleaning is necessary.
system.
For manual cleaning of compressor side , see special
instruction.
Sequence of Operations.
For water washing of compressor side, see also
1) Run the engine with as high a load as possible. description for water washing.
2) Remove the filling plug (6), see fig 1 on the

dosage container (5) and fill the container with water.
Screw on the filling plug.
8
3) Activate the push buttom of the manoeuvring 7
valve (3) for approx. 20 sec.
Air from the compressor outlet casing will now be

supplied via the pipe connection (2) to the dosage
container, and will force the water through the hose (7)
6 4 2
to the injection tube (8).
The water will enter the compressor in atomized

condition, impinge the vanes of the compressor wheel
with high velocity and thus wash of the dirt deposited.
4) Run the engine for about 10 minutes at unalter- 5 3 1

ed high load.
1 Charge air line 2 Pipe
5) Make comparative measurement of the opera- 3 Manoeuvring valve 4 Hose or pipe
ting data. 5 Dosage container 6 Filling plug
7 Hose or pipe 8 Injection tube
This comparison will indicate the success or lack of
same of the washing procedure.
08028-0D/H5250/94.08.12
Fig 1. Arrangement for water washing.
91.45 - ES0S
Working Card
Water Washing of Turbine Side 512-15.00
L23/30H

Shut-off fuel oil
Description:
Water washing of turbine side, cleaning with

engine in service. Hand tools:
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time : 1/2 hour Plate no. Item no. Qty. /

Capacity : 1 man
See the special instruction for turbocharger.
Data:

91.04 - ES0S
512-15.00 Water Washing of Turbine Side Working Card
L23/30H
Cleaning Procedure. 3) Turn the 3-way cock to position 2 "Open", see

fig. 2 and check for free passage. If ok turn to the
1) Adjust the engine load to approx. 20 % and let water wash position 3 "Wash".
the engine stabilize for 10 min.
4) Connect the water supply to the water wash
2) Open the drain cock at the turbocharger outlet system.
and check for free passage, see fig 1.
5) Activate the manoeuvring valve, see fig 1.
Then open the regulating valve and adjust the water

flow until the drain flow is approx. 0,25 l/min.
3-way cock
6) Continue the water washing 5 - 10 min. or until
the drain water is free of particles.
Plate with clean-
ing instruction 7) Release the manoeuvring valve and discon-
nect the water supply.
Manoeuvering
valve
Turn the 3-way cock to position 1, "Closed" and
Regulating valve check that the water drain flow has stopped.
Cleaning water
inlet
8) Continue at this load at least 5 min. before
Drain cock increasing the load to the normal condition.
9) After the water washing, the engine should run

for at least 1 hour before stop.
Fig 1. Arrangement for water washing. Note: The regulating valve has to be opened slowly.
The manoeuvring valve must not be locked in open

position.
The water injection time mentioned in item 6 must be

not exceeded.
For water washing of turbine side, see also descrip-

tion for water washing.
08028-0D/H5250/94.08.12
Fig 2. 3-way cock.
91.04 - ES0S
Plate
Page 1 (2) Charging Air Cooler - Freshwater 51201-05H
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
08028-0D/H5250/94.08.12
97.06 - ES0S
Plate
51201-05H Charging Air Cooler - Freshwater Page 2 (2)
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
Item Item
017 1/K Crossmember Travers
029 1/K Crossmember Travers
030 2/K Pipe Rr
042 1/K Cooler block Klerblok
054 1/K Gasket end cover Pakning endedksel
066 4/K Plug screw Propskrue
078 4/K Cu-washer Cu-skive
091 1/K End cover Endedksel
101 4/K Nut Mtrik
113 8/K Screw Skrue
125 1/K Top plate Toplade
137 1/K Gasket reversing Pakning vendekammer

cover
149 1/K Reversing cover Vendekammer
150 29/K Screw Skrue
174 3/K Screw Skrue
186 3/K Cu-washer Cu-skive
198 5/K Screw Skrue
208 1/K Bottom plate Bundplade
221 8/K Screw Skrue
233 1/K O-ring O-ring
257 1/K Gasket Pakning
269 1/K Ring Ring
270 1/K Drain pipe for WMC Drnrr for WMC
294 1/K Water mist catcher Vandudskiller
304 1/E Charging air cooler, Ladeluftkler, komplet,

complete, incl. item inkl. item 017, 029, 030,
08028-0D/H5250/94.08.12
017, 029, 030, 042, 054, 042, 054, 066, 078, 091,
066, 078, 091, 101, 113, 101, 113, 125, 137, 149,
125, 137, 149, 150, 174, 150, 174, 186, 198, 208,
186, 198, 208, 221, 233, 221, 233, 269, 270 og
269, 270 and 294 294
Qty./E = Qty./Engine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = Kler
97.06 - ES0S
Plate
Page 1 (2) Turbocharging Arrangement 51203-04H
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
08028-0D/H5250/94.08.12
96.51 - ES0S
Plate
51203-04H Turbocharging Arrangement Page 2 (2)
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
Item Item
018 1/E Gas outlet Gasudlb 317 2/E Packing ring Pakningsring
031 16/E Screw Skrue 329 1/E Plug screw Propskrue
043 1/E Bracket for Konsol for 330 1/E Packing ring Pakningsring
tubocharger turbolader
055 5/E Screw Skrue
354 16/E Nut Mtrik
067 5/E Spring lock Lseskive
079 6/E Screw Skrue
080 1/E Inlet bend Indstrmningsbjning silicone paste
092 1/E Gasket Pakning 391 4/E Nut Mtrik
102 14/E Screw Skrue 401 8/E Screw Skrue
114 1/E Shield Skrm 413 2/E Support Holder
126 18/E Screw Skrue 425 2/E Support Holder
138 1/E Cooler box for Klerboks for ladeluft 437 4/E Screw Skrue
charge air
151 1/E Compensator Kompensator
163 1/E Flange Flange
187 4/E Screw Skrue
199 1/E Sealing ring Ttningsring
209 1/C Inlet pipe Indstrmningsrr
222 4/C Screw Skrue
258 16/E Nut Mtrik

08028-0D/H5250/94.08.12
Qty./C = Qty./Cylinder Antal/E = Antal/Cylinder
96.51 - ES0S
Index
Page 1(1) Compressed Air System 513
L23/30H
Description
Compressed air system --------------------------------------------------------------------- 513. 01 (05H)
Working Card
Air filter -------------------------------------------------------------------------------------------513- 01 .21 (01H)

Overhaul, test and inspection of turbine starter-------------------------------------- 513- 01 .30 (01H)
Main starting valve ---------------------------------------------------------------------------- 513- 01 .40 (01H)
Check of compressed air piping system -------------------------------------------------512- 01 .90 (01H)
Plates
Turbine starter ---------------------------------------------------------------------------------------- 51309- 01H

Main starting valve------------------------------------------------------------------------------------51310- 01H
Starting valve ------------------------------------------------------------------------------------------51314- 01S

Main stop valve --------------------------------------------------------------------------------------- 51315- 03H
Air strainer --------------------------------------------------------------------------------------------- 51316- 03H
Safety valve --------------------------------------------------------------------------------------------51319- 01H
ON-OFF valve for jet system ----------------------------------------------------------------------51320- 01H
Air filter --------------------------------------------------------------------------------------------------51321- 01H
Pressure reduction valve --------------------------------------------------------------------------- 51322- 02H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Compressed Air System 513.01
L23/30H
Fig 1 Diagram for compressed air system.
General Control System
The compressed air system on the engine contains a The air starter is activated electrically with a pneu-
starting system, starting control system and safety matic 3/2 way solenoid valve. The valve can be
system. Further, the system supplies air to the jet activated manually from the starting box on the
system. engine, and it can be arranged for remote control,
manual or automatic.
The compressed air is supplied from the starting air
receivers (30 bar) through a reduction station, where For remote activation, the starting spool is connected
from compressed air at 7-9 bar is supplied to the so that every starting signal to the starting spool goes
engine. through the safe start function, which is connected to
the converter for engine RPM.
To avoid dirt particles in the internal system, a strainer
is mounted in the inlet line to the engine. Further, the system is equipped with an emergency
starting valve which makes it possible to activate the
air starter manually in case of a power failure.
Starting System
The engine is started by means of a built-on air starter,

which is a turbine motor with gear box, safety clutch
and drive shaft with pinion. Further, there is a main
starting valve.
00.11 - ES0
513.01 Compressed Air System Description
L23/30H
Safety System When the maximum permissible RPM is exceeded,

the overspeed device will activate a pneumatically
As standard the engine is equipped with a pneumati- controlled lambda controller, which will bring the fuel
cally/mechanically overspeed device, which starts to index to zero and stop the engine.
operate if the maximum permissible RPM is ex-
ceeded. This device is fitted to the end cover of the
engine driven lubricating pump and is driven from the Emergency Starting Valve
pump through a resilient coupling.
The emergency starting valve is activated by means
of a screw-driver or similar as illustrated in fig 2.
Pneumatic Start Sequence
When the starting valve is opened, air will be supplied

to the drive shaft housing of the air starter.
Press down Emergency
start valve The air supply will - by activating a piston - bring the

drive pinion into engagement with the gear rim on the
engine fly wheel.
When the pinion is fully engaged, the pilot air will flow
to, and open the main starting valve, whereby air will
be led to the air starter, which will start to turn the
engine.
When the RPM exceeds approx. 140, at which firing

Fig 2 Emergency start valve.
has taken place, the starting valve is closed whereby
the air starter is disengaged.
00.11 - ES0
Working Card
Air Filter 513-01.21
General

Shut-off fuel oil
Shut-off nozzle cooling oil
Press Blocking - Reset
Cleaning and/or maintenance of air filter.
Starting position
Related procedure
08028-0D/H5250/94.08.12
Working time : hours Plate no Item no Qty/

Capacity : man
Data

02.46 - ES0
513-01.21 Air Filter Working Card
General
Cleaning Air Filter To replace filter element
1) Depressurize unit. 7) Depressurize unit.
2) Remove bowl and bowl guard assembly by 8) Remove bowl and bowl assembly by turning
turning counter-clockwise. counter-clockwise.
3) Inspect bowl for damage seals and replace, if 9) Unscrew baffle by turning counter-clockwise.
nessesary.
10) Remove filter element and discard.
4) If bowl becomes dirty clean it by wiping the
bowl with a soft dry cloth or mild detergent. 11) Install new filter element and reassemble in
reverse order.
5) Before returning to service, insure that all
seals have been reinstalled or replaced. 12) Before returning to service, insure that all
seals have been reinstalled or replaced.
6) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in 13) Reinstall bowl and bowl guard assembly and
place. Align arrow on bowl guard with arrow on filter rotate bowl guard clockwise to securely lock in
body. place. Align arrow on bowl guard with arrow on filter
body.
08028-0D/H5250/94.08.12
Fig 1 Air Filter
02.46 - ES0
Working Card
Overhaul, Test and Inspection of Turbine Starter 513-01.30
L23/30H

Shut-off fuel oil
Description:
Disassembly, overhaul and assembly of the air

starter. Hand tools:
Allen key, 4 mm.

Allen key (long), 8 mm.
Screwdriver.
Starting position: Big screwdriver.
Chisel.
All connections to the air starter have been re- Retaining ring pliers.
moved, and air starter is removed. Plastic hammer.
Lubricating oil.
Copaslip or similar.
Sleeve.
Bearing puller.
Related procedure: Impact Wrench
Bearing pressing tool.

08028-0D/H5250/94.08.12

Capacity : 1 man
See plate 51309.
Data:

96.38 - ES0S-G
513-01.30 Overhaul, Test and Inspection of Turbine Starter
Working Card
L23/30H
General Information
1) Always mark adjacent parts on the housing

exhaust cover (1), motor housing (8), intermediate
gear case (13), gear case (28) and drive housing
(40) so these members can be located in the same
relative position when the starter is reassembled.
Note: Do not disassemble the starter any further

than necessary to replace worn or damaged parts.
Never reuse old seals or O-rings.
Never wash the inertia drive in a solvent.
2) Do not remove any part which is a press fit in

or on a subassembly unless the removal of that part
is necessary for replacement or repairs.
3) Always have a complete set of seals and O-

rings on hand before starting any overhaul of the Fig 1.
turbine starter.
4) When grasping a part in a vice, always use 5) Remove the deflector retaining screw (5),
copper-covered vice jaws to protect the surface of deflector retaining spring (4) and the splash deflec-
the part and help prevent distortion. This is particu- tor (3) from the housing exhaust cover (1), See fig
larly true of threaded members. 2.
Housing Exhaust Cover, Motor Assembly, and

Motor Housing
1) If replacing the motor assembly (12), remove

both housing plugs (10) and drain the oil from the
gearing before beginning disassembly of the starter.
Inspect the magnetic housing plugs (10) for metal
particles. Very fine metal particles are normal. Re-
move particles and reinstall plugs. Large particles or
chips are an indication of a problem. Disassemble
gear case (28) and inspect.
2) Using a screw driver, unscrew the exhaust

cover (67) from the housing exhaust cover (1).
Fig 2.
08028-0D/H5250/94.08.12
3) Using an 8 mm hex-head wrench, unscrew

and remove the starter assembly cap screws (6)
and washers (7), See fig 1. 6) Tap the motor housing with a plastic hammer
to dislodge it from the intermediate gear case (13).
4) Pull the housing exhaust cover (1) from the
motor housing (8). To dislodge the housing exhaust 7) Grasp the rear of the motor assembly (12) and
cover, rotate it until the ears clear the motor hous- pull it from the rear of the motor housing (8).
ing. Using a plastic hammer, tap the ears alternately If the motor assembly (12) is difficult to remove,
until the housing cover can be removed from the lightly push the motor pinion which is on the front of
motor housing. the motor assembly toward the exhaust side of the
motor housing in order to free the motor assembly.
96.38 - ES0S-G
Working Card
L23/30H
gear case (13), See fig 3.
8) Tap the intermediate gear case (13) with a
plastic hammer to dislodge it from the gear case 13) Remove the planet gear frame assembly from
(28). the intermediate gear case. Using a sleeve that
contacts the outer race of the front gear frame
9) Position the intermediate gear case (13) on a bearing (17), press the planet gear frame shaft seal
bench in a copperfaced vice so that the intermediate (16) and the front gear frame bearing (17) from the
pinion (26) is secured in the jaws of the vise. Tighten front end and out of the rear of the intermediate gear
the vice only enough to hold the intermediate pinion case.
securely.
14) Remove the rear gear frame bearing (24) from
10) Loosen the intermediate pinion retaining screw the planet gear frame (18), using a bearing puller
(27) 1-1/2 turns only. Do not remove. and remove the gear shaft retaining washer (23),
see fig 4.
Warning: If the intermediate gear case is not sup- Remove the planet gear shafts (22), planet gears
ported on a bench and if the intermediate pinion (19), planet gear bearings (20) and bearing spacers
retaining screw is completely removed, the interme- (21).
diate gear case and compoments could fall causing
injury. 15) Remove the front bearing spacer (25), using a
bearing puller and the gear shaft retaining washer
11) Tap the intermediate pinion lightly to back the (23) from the front of the planet gear frame by
planet gear frame assembly out of the intermediate
gear case.
12) Remove the intermediate gear case assembly

from the vice and remove the intermediate pinion
(26). Remove the rear gear case O-ring (14) and
front gear case O-ring (15) from the intermediate
Fig 4.
pressing on the front of the planet gear frame shaft.

08028-0D/H5250/94.08.12
Remove the gear shaft retaining washer only if the

washer or front bearing spacer is damaged.
Drive Housing
Fig 3.
1) Grasp the drive pinion (63) in a copper-faced
96.38 - ES0S-G
513-01.30 Overhaul, Test and Inspection of Turbine Starter Working Card
L23/30H
vice with the starter supported on the workbench. Note: Do not remove the front drive shaft bearing
(42) or the drive housing seal (43) unless replace-
2) Remove the drive pinion retaining screw (61) ment is necessary and new parts are available. The
which has a right-hand thread. bearing and/or the seal will always be damaged
when removed from the drive housing.
3) Remove the starter from the vice.
15) Remove the piston ring (55) from the piston
4) Remove the drive pinion washer (62) and the (54).
drive pinion (63).
16) Press the clutch spring cup (50) down and
5) Slide the pinion spring sleeve (64) and the remove the clutch spring cup retainer (49).
pinion spring (65) off the drive shaft (57).
17) Remove the clutch spring cup and clutch
6) Unscrew the drive gear screw (34). Using an spring (51).
impact wrench with a 5/16" (8 mm) x 8" (203 mm) log
hex inserted into the end of the drive shaft. 18) Remove the two clutch jaws (52).
7) Unscrew and remove the drive housing cap 19) Remove the front drive gear bearing (30),
screws (38) and lock washers (39). drive gear cup (36), drive gear lock washer (35),
drive gear screw ring (37) and drive gear screw (34).
8) Tap the drive housing (40) with a plastic
hammer to help dislodge it from the gear case (28). 20) Remove the large drive shaft bearing retainer
(53) using a screwdriver.
Warning: Failure to follow this procedure could
result in injury to personnel. 21) Press the rear drive shaft bearing and drive
shaft (57) out of the piston. If the rear drive shaft
9) Place the drive housing (40) in an arbor press, bearing needs to be replaced, proceed as follows:
piston end up. Apply a load to the piston (54) using
the arbor press to compress the piston return spring a. Cut and remove the small drive shaft bear-
(59) before removing the bulkhead retainer (45). Do ing retained in the drive shaft, using a small
not use compressed air to load the piston. chisel.
b. Press the rear drive shaft bearing (58) off
10) Remove the bulkhead retainer (45). Using a the drive shaft.
screwdriver and the arbor press.
22) Place the gear case (28) on a workbench.
Caution: Make sure the tension of the spring pushes
the bulkhead out of the drive housing before remov- 23) Remove the drive gear bearing retainer (32),
ing the drive housing from the arbor press. using retaining ring pliers and working through the
access holes in the gear web, See fig 5.
11) Remove the bulkhead (46) from the piston
(54). 24) Pull the drive gear (29) out of the gear case.
08028-0D/H5250/94.08.12
12) Remove the outer bulkhead ring (47) and the Note: Do not disassemble the drive gear and clutch
inner bulkhead ring (48). parts of the turbine powered starters. If the drive
shaft is defective, install a new or factory-rebuilt
13) Slide the drive shaft (57) from the drive hous- unit.
ing (40).
25) Remove the drive gear shaft bearing retainer
14) Pull the piston return spring (59) off the drive (33), using retaining ring pliers.
shaft.
26) Remove the rear drive gear bearing (31) from
the drive gear.
96.38 - ES0S-G
Working Card
L23/30H
5) Install the drive gear bearing retainer, using

retaining ring pliers and working through the access
holes in the gear web.
6) Lubricate the drive gear with approximately

240 ml of Ingersoll-Rand No. 28 lubricant.
7) Press the rear drive shaft bearing (58) onto

the drive shaft.
8) Slide the small bearing retainer, convex side

first, onto the drive shaft. Press it into position in
accordance with the instructions packaged with the
new retainer.
9) Assemble the drive gear Schrew (34), drive

Fig 5. gear lock washer (35), drive gear cup (36) and drive
gear screw O-ring (37).
Assembly of the Starter 10) Grasp the drive shaft (57) in a vice, external
splined end down. Place assembled drive shaft
1) Always press on the inner ring of a ball bearing screw Unit into the drive shaft, screwhead down.
when installing the bearing on a shaft. Lubricate the inside diameter of the drive shaft with
Ingersoll-Rand No. 28 lubricant.
2) Always press on the outer ring of a ball bearing
when pressing the bearing in a bearing recess. 11) Slide the drive gear bearing (30) into the drive
shaft.
3) Whenever grasping a part in a vice, always
use leather-covered, copper-covered vice jaws to 12) Lubricate with Ingersoll-Rand No. 28 lubricant
protect the surface of the part and help prevent and install the driving clutch jaw teeth facing up and
distortion. This is particularly true of threaded mem- driven clutch jaw teeth facing down into the drive
bers. shaft.
4) Always clean every part, and wipe every part 13) Insert the clutch spring (51) into the drive
with a thin film of oil before installation. shaft.
14) Insert the clutch spring cup (50) into the drive
Gear Case shaft.
1) Place the drive gear bearing retainer over the 15) Press the inserted parts into the drive shaft,
rear end of the drive gear. and install the clutch spring cup retainer (49).
08028-0D/H5250/94.08.12
2) Press the rear drive gear bearing (31) onto the

rear end of the drive gear, using an arbor press.
3) Seat the rear drive gear bearing into the gear

case by tapping the opposite end of the drive gear,
using a plastic hammer.
4) Install the drive gear shaft bearing retainer

(33), using retaining ring pliers.
96.38 - ES0S-G
513-01.30 Overhaul, Test and Inspection of Turbine Starter Working Card
L23/30H
Note: If it is necessary to replace the drive housing 25) With the drive housing in the arbor press,
(40) and drive components, make sure that the press down on the rear face of the piston.
piston seal has been removed from the rear of the
new piston (54).The piston seal must be removed to Note: Feel the underside of the drive housing to
prevent pressure build-up which will cause move- make sure the drive shaft passes through the bear-
ment of the planet gear frame shaft seal (16). If this ing.
conditions occurs, the piston cannot retract and the
drive pinion (63) will remain in engagement with the 26) Install the bulkhead retainer (45), using a
flywheel, causing damage to the starter drive train screwdriver.
and/or starter motor. To remove the piston seal,
insert a screwdriver inside the lip of the seal and pry Warning: Make sure the bulkhead retainer is prop-
it loose from the piston. erly seated in the motor housing groove before
easing off the arbor press. Failure to do so will allow
16) Install the piston (54) onto the drive shaft until improperly retained parts to separate when re-
the rear drive shaft bearing seats into the piston. moved from the arbor press resulting in injury to
personnel.
17) Coil the large drive shaft bearing retainer (53)
into the groove of the piston to retain the outer race 27) Remove the drive housing from the arbor
of the drive shaft bearing, using a thin flat blade press.
screwdriver to assist in this operation.
28) Lubricate and install the drive housing O-ring
18) Lubricate the piston O-ring (55) and install it in (41) in the groove of the drive housing.
the groove of the piston.
29) Position the assembled gear case on a work-
19) Position the drive housing in an arbor press, bench. The as-sembled unit must be upright to
pinion-end down and install the drive housing seal accept the drive housing.
(43) into the drive housing. Using a pressing sleeve Carefully position the assembled drive housing (40)
of the proper size, press the seal into the drive onto the gear case so as not to damage the piston
housing so that the lip of the seal faces away from seal. Align the punch marks of the gear case and
the drive pinion. drive housing.
20) Press the bearing into the drive housing until 30) Install the drive housing cap screw lock wash-
it seats, using a sleeve that contacts the outer race ers (39) and the drive housing cap screws (38) and
of the front drive shaft bearing (42). Drop the piston tighten to 28 Nm torque.
return spring seat (60) on top of front drive shaft
bearing. 31) Tighten the drive gear screw (34) 77.3 Nm
torque, using an impact wrench with a 8 mm x 203
21) Slide the piston return spring (59) onto the mm long hex inserted into the end of drive shaft.
drive shaft and snap it into the front of the piston so
that it is against the large drive shaft bearing retainer 32) Grease and slide the pinion spring (65) and
(53). the pinion spring sleeve (64) over the pinion end of
the drive shaft.
08028-0D/H5250/94.08.12
22) Lubricate and insert the assembled drive shaft

into the drive housing. 33) Grease the pinion end of the drive shaft and
install the drive pinion (63).
23) Lubricate and install the outer bulkhead O-
ring (47) and the Inner bulkhead O-ring (48) on the 34) Grasp the drive pinion in a copper-covered
bulkhead (46). vice with the starter supported on a workbench.
24) Slide the bulkhead onto the piston. 35) Place the drive pinion washer (62) onto drive
pinion retaining screw (61).
96.38 - ES0S-G
Working Card
L23/30H
Note: The thread on the drive pinion retaining screw Note: Do not move or turn over the planet gear
is right-hand thread. frame until step 6 and 7 have been completed.
Movement of the planet gear frame assembly could
36) Install the drive pinion retaining screw into the dislodge assembled components, making it neces-
end of the drive shaft and tighten it to 108.5 Nm sary to repeat step 5.
torque.
6) Install the other planet gear shaft retaining
washer over the shaft at the rear of the planet gear.
Intermediate Gear Case, Motor Housing, Motor
Assembly and Housing Exhaust Cover 7) Press the rear gear frame bearing (24) on the
shaft at the rear of the planet gear frame, using the
1) Press the front gear frame bearing (17) into proper size bearing inserting tool.
the rear of the intermediate gear case (13), using a
bearing pressing tool of the proper size. 8) Slide the planet gear frame assembly, cou-
pling end first, into the rear of the intermediate gear
2) Press the planet gear frame shaft seal (16) case (13), making sure that the planet gears mesh
into the rear of the intermediate gear case over the with the ring gear. Use care so as to not damage the
front gear frame bearing, using a sleeve which seal.
contacts the outer ring of the seal.
9) Install the intermediate pinion (26), making
Note: Make sure the flat side of the seal is installed sure that the notches at the rear of the pinion align
against the bearing. with the notches and tangs in the shaft of the planet
gear frame.
3) Install the rear gear case O-ring (14) in the
groove at the rear of the intermediated gear case 10) Clean the threads of the intermediate pinion
and the front gear case O-ring (15) in the groove at retaining screw (27) and apply 2-3 drops of
the front of the intermediate gear case. Coat both O- Permabond HM 118 to the threads approximately 3
rings. mm from the end of the screw. Install screw and
tighten enough to hold assembly together.
4) Install one gear shaft retaining washer (23) on
the front of the planet gear frame (18). Press the 11) For final tightening, position the intermediate
front bearing spacer (25) on the front shaft of the gear case so the intermediate pinion is secured in
planet gear frame to hold the gear shaft retaining the jaws of the copperfaced vice. Tighten the inter-
washer snugly in position. mediate pinion retaining screw to 122 Nm torque.
Note: Coat the front bearing spacer with gear Lube 12) Remove the intermediate gear case from the
before installing it. Be careful not to gouge or scratch vice and set it on a bench.
the front bearing spacer during installation as this
could result in leakage between the planet gear Note: The intermediate gear case will work in only
frame and gear case. one orientation.
5) Place planet gear frame on a bench, shaft side Align the punch marks on the intermediate gear
08028-0D/H5250/94.08.12
down. Place the planet gear bearing (20) inside of case and gear case and tap the intermediate gear
planet gear (19). Place bearing spacers (21) on top case with a plastic hammer until it seats in the rear
and bottom of bearing and gear. Slide the compo- of the gear case. Make sure the intermediate pinion
nents into the slots in the side of the planet gear meshes with the drive gear.
frame. Align holes in spacers and bearing with holes
in planet gear frame and insert planet gear shaft Coat the O-rings on the motor assembly and the
(22), integral keyed end down, through the spacers inside of the cylinder before installing the motor
and bearing so that the larger portion of the keyed assembly.
end of the shaft contacts the planet gear shaft
retaining washer (23). Repeat the procedure for the
two remaining planet gears and components.
96.38 - ES0S-G
513-01.30 Overhaul, Test and Inspection of Turbine Starter
Working Card
L23/30H
Fig 6. Turbine Starter.
13) Install the motor assembly through the rear of 16) Coat the exhaust cover seal (2) and install it in
the motor housing with the geared end of the rotor the groove on the housing exhaust cover.
toward the front.
17) Align the punch marks on the housing exhaust
Note: Turn the intermediate pinion so that the gear cover with the punch marks on the motor housing
on the rotor meshes with the planet gears. Make and tap the housing exhaust cover with a plastic
sure that the rear of the motor assembly is installed hammer until it seats.
flush with the rear of the cylinder.
18) Install the housing exhaust cover on the rear
14) Align the punch marks on the motor housing of the motor housing using the starter assembly cap
with the punch marks on the intermediate gear case screws (6) and cap screw washers (7). Use an 8 mm
and tap the motor housing with a plastic hammer hex-head wrench to tighten each a little at a time to
until it seats on the rear of the intermediate gear a final torque of 61 to 68 Nm increments.
08028-0D/H5250/94.08.12
case.
19) Mount the exhaust cover (68) on the housing
15) Install the splash deflector (3), deflector re- exhaust cover (1).
taining spring (4) and deflector retaining screw (5) in
the rear of the housing exhaust cover. Note: Use Intersoll-Rand SMB-441 pipe sealant on
all plugs.
Note: Coat the threads of the deflector retaining
screw with Ingersoll-Rand SMB-441 sealant.
96.38 - ES0S-G
Working Card
Page 9 (9)
Edition 01H
L23/30H
20) Install the bottom housing plug (10) and the Measure the dimension from the face of the drive
housing plug inlet boss (11). Put the starter on its shaft pinion (63) to the face of the mounting flange.
side with the side plug hole upward. Add 175 ml It should be 69.0 +2.0 mm).
automatic transmission fluid through the side plug
hole. Remove the pressure from the IN port. Measure
the distance form the face of the drive shaft pinion
Caution: Do not overfill. to the the face of the mounting flange. It should be
Install the side housing plug (10) and tighten all 45.0 +2.0 mm.
plugs to 6.8 to 13.6 Nm torque.
4) Motor Action: Secure starter in a vise and
apply 90 psig (6.2 bar/620 kPa) pressure using a 3/
Test and Inspection Procedure 8" (9 mm) supply line to the inlet of the motor. starter
should run smoothly.
1) Clutch Ratcheting: Turn the drive shaft pin-
ion (63) by hand in the direction of the starter 5) Motor Seals: Plug the exhaust and slowly
rotation. The clutch should rachet smoothly with a apply 20 psig (1.38 bar/138 kPa) pressure to the
slight clicking action. inlet of the motor. Immerse the starter for 30 sec-
onds in o non-flammable, bubble-producing liquid. If
2) Motor and Gearing Freeness: Turn the drive the starter is properly sealed, no bobbles will ap-
shaft pinion (63) opposite the direction of the starter pear.
rotation. The drive shaft pinion should turn by hand.
6) Gear Case Seals: Plug the exhaust and slowly
Note: Inadvertent application of air pressure to the apply 20 psig (1.38 bar/138 kPa) pressure to the
OUT port will result in drive malfunction (pinion will inlet of the motor. Immerse the starter for 30 sec-
fail to retract). If this condition occurs, loosen the onds in o non-flammable, bubble-producing liquid.
drive housing cap screws (38) to vent gear case
(28). Also, loosen housing plugs (10) and (11) to There should be no leakage in the housing joints in
vent motor. the gear case area or in the shaft seal in the
intermediate gear system. If the starter is properly
3) Pinion Engagement: Apply 50 psig (3.4 bar/ sealed, no bubbles will appear.
345 kPa) pressure to the engagement IN port.
drive shaft pinion (63) should move outward and air 7) Confirm Drive Rotation: Apply low pressure
should escape from the OUT port. to the motor and observe rotation. Drive pinion (63)
must rotate in the direction stamped on the name-
Plug the OUT port and apply 150 psig (10.3 bar/ plate. Chamfer on pinion teeth should be on the
1034 kPa) pressure to the IN port. Check and trailing edge of the gear tooth.
make sure that no air is escaping.
08028-0D/H5250/94.08.12
96.38 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Main Starting Valve 513-01.40
L23/30H

Shut-off fuel oil
Description:
Lubricating, disassembly and reassembly of main

starting valve in starting system. Hand tools:
Soft hammer.
Locking ring plier.
Allen key, 1/4".
Starting position:
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
51310 104 1/eng
Data:

94.22 - ES0S-G
513-01.40 Main Starting Valve Working Card
Page 2 (2)
Edition 01H
L23/30H
Warning:
4) Clamp the main starting valve, in a vice with the
Do not attempt any maintenance on the main starting locking ring (9) end up.
valve before the starting air system has been bled off.
5) Carefully remove the locking ring (9). The end
plug (3) should spring out. If it does not, tap the valve
Important: housing (1) lightly with a soft hammer until it does.
The main starting valve should be periodically lubri- 6) Remove the end plug (3), spring (8) and piston
cated as follows: (2) assembly.
1) Blend off the air pressure. 7) Remove and discard all used O-rings, O-rings
retainer (5), bumper (7) and spring (8).
2) Remove the plug screw (A), see fig 1 and squirt
about 30 g of 10 w oil into the valve through the plug 8) Wash all other parts in a clean, nonflammable
opening. solvent.
3) Reinstall the plug.

Reassembly:
Disassembly: 9) Using O-ring lubricant, lubricate and install the

new piston O-ring (4) and the new upper piston O-ring
(6) on the piston (2).
B
6
Note: The upper piston O-ring (6) is slightly larger in
diameter than the end plug O-ring (11).
1
10) Turn the piston over and insert the new bumber
2 C
(7).
4
11)Using O-ring lubricant, lubricate and install the new
D end plug seal O-ring (10) and the new end plug O-ring
7 5 (11) on the end plug (3).
8
11
12) Lubricate the lower small bore of the valve
A
housing (1) with O-ring lubricant.
9
10 13) Insert the piston assembly into the valve hous-
3
ing. Push on the piston until the piston O-ring seats
against the bevelied face.
A Plug screw B Pilot air
C Starting air outlet D Starting air inlet 14) Install the new O-ring retainer (5) with the large
08028-0D/H5250/94.08.12
opening over the piston O-ring.

1 Valve housing 2 Piston
3 End plug 4 Piston o-ring
15) Place the new piston spring (8) on the piston.
5 O-ring retainer 6 Piston o-ring
7 Bumper 8 Spring
9 Retaining ring 10 O-ring 16) Place the end plug assembly on the piston
11 O-ring spring.
17) Using a press to hold down the end plug

assembly, install the end plug locking ring (9).
Fig 1. Main starting valve.
94.22 - ES0S-G
Working Card
Check of Compressed Air Piping System 513-01.90
L23/30H

Shut-off fuel oil
Check of compressed oil piping system. Screwdriver.
Starting position:
Compressed air connected to the engine.
Related procedure:

08028-0D/H5250/94.08.12
Working time: hour Plate no Item no Qty /

Capacity : 1 man
Data:

94.21 - ES0U-G
513-01.90 Check of Compressed Air Piping System Working Card
L23/30H
With air connected. With air disconnected and stopped engine.
1) Examine the piping system for leaks. 6) Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
2) Retighten all bolts and nuts in the piping system.
7) Connect the air supply and make a function test of
3) Drain the system for condensed water. - This the emergency valve. See description 513.01.
should be based on observations.
4) Check flexible connections for leaks and damages.
5) Check manometers.
08028-0D/H5250/94.08.12
94.21 - ES0U-G
Plate
Page 1 (3) Turbine Starter 51309-01H
L23/30H
08028-0D/H5250/94.08.12
96.26 - ES0S-G
Plate
51309-01H Turbine Starter Page 2 (3)
L23/30H
Item Item
014 1/S Housing exhaust Hus for udstds- 254 1/S Bearing spacer Ligemellemstykke
cover dksel
266 1/S Planet gear shaft Planetgearaksel
026 1/S Exhaust cover seal Ttningsring for
udstdsdksel 278 2/S Gear shaft retainer Spnderingsskive for
washer gearaksel
038 1/S Splash deflector Stnk deflektor
291 1/S Rear gear frame Bagerste gearstelleje
051 1/S Deflector return Returfjeder for deflektor bearing
spring
301 1/S Front bearing spacer Forreste gearstelleje
063 1/S Deflector retaining Spndeskive for
screw deflektor 313 1/S Intermediate pinion Mellemtandhjul
075 4/S Starter assembly cap Dkselskrue for 325 1/S Intermediate pinion Spndeskrue for
screw montage af starter retaining screw mellemtandhjul
087 4/S Cap screw washer Skive for dkselskrue 337 1/S Gear case Gearkasse
099 1/S Motor housing Motorhus 349 1/S Drive gear Drivgear
109 1/S Housing plug Prop til motorhus 350 1/S Front drive gear Forreste drivgearleje
bearing
110 1/S Housing plug inlet Tilgangsknast for prop
boss til motorhus 362 1/S Rear drive gear Bagerste drivgearleje
bearing
122 1/S Motor assembly Motor samling
374 1/S Drive gear bearing Spndskrue for
134 2/S Cylinder o-ring seal. O-ringsttning for retainer drivgearleje
cylinder
386 1/S Drive gear shaft Spndskrue for
146 2/S Housing o-ring seal. O-ringsttning for bearing retainer drivgearakselleje
motorhus
398 1/S Drive gear screw Drivgearskrue
158 1/S Intermediate gear Mellem gearkasse
case 408 1/S Drive gear lock Skive for drivgear
washer
171 1/S Rear gear case o-ring Bagerste gearkasse o-
ring 421 1/S Drive gear cup Dksel for drivgear
183 1/S Front gear case o- Forreste gearkasse o- 433 1/S Drive gear screw o- O-ring for drivgearskrue
ring ring ring
195 1/S Planet gear frame Ttningsring for 445 8/S Drive housing cap Dkselskrue for
shaft seal. planetgearakselstel screw drivgear
205 1/S Spacer ring Afstandsring 457 8/S Drive housing cap Skive for dkselskrue til
screw lock washer drivgearhus
217 1/S Front gear frame Forreste gearstelleje
bearing 469 1/S Drive housing kit Drivgearhus
229 1/S Planet gear frame Planetgearstel 470 1/S Drive housing o-ring O-ring for drivgearhus
08028-0D/H5250/94.08.12
230 1/S Planet gear Planetgear 482 1/S Front shaft bearing Forreste akselleje
242 1/S Planet gear needle Nlevalse for planet- 494 1/S Drive housing seal. Ttningsring for
roller gear drivgearhus
Qty.//E = Qty./Engine Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
Plate
Page 3 (3) Turbine Starter 51309-01H
L23/30H
Item Item
504 1/S Drive housing vent Afluftningsprop for 768 Spare parts kit, incl. Reservedelsst inkl.
plug drivgearhus item 026, 134, 146, item 026, 134, 146, 171,
171, 183, 195, 205, 183, 195, 205, 217, 254,
516 1/S Bulkhead retainer Skotholder 217, 254, 278, 291, 278, 291, 301, 470, 516,
301, 470, 516, 541, 541, 553, 624, 685 og
528 1/S Bulkhead kit Skotst 553, 624, 685 and 697 697
541 1//S Outer bulkhead o- Ydre skot o-ring

ring
553 1/S Inner bulkhead o-ring Indre skot o-ring
565 1/S Clutch spring cup Fjedertallerken holder

retainer
577 1/S Clutch spring cup Fjedertallerken
589 1/S Clutch spring Koblingsfjeder
590 1/S Clutch jaw kit Koblingsst
600 1/S Large drive shaft Stor lejespndering for

bearing retainer drivaksel
612 1/S Piston kit Stempelst
624 1/S Piston o-ring Stempel o-ring
636 1/S Drive shaft kit Drivakselst
648 1/S Rear drive shaft Bagerste drivakselleje

bearing
661 1/S Piston return spring Stempel returfjeder
673 1/S Seat Sdering
685 1/S Drive pinion retain- Tandhjulsspnde-

ing screw skrue
697 1/S Drive pinion washer Tandhjulsskive
781 1/S Drive pinion Tandhjul
707 1/S Pinion spring sleeve Tandhjulsbsning
719 1/S Pinion spring Tandhjulsfjeder
720 1/S Inlet flange kit Tilgangsflangest
732 3/S Cover Dksel
744 1/S Self drilling screws Selvborende skruer

08028-0D/H5250/94.08.12
756 1/E Turbine starter, Turbinestarter, komplet

complete
Qty./E = Qty./Motor Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Plate
51310-01H Main Starting Valve Page 2 (2)
L23/30H
Item Item
021* 1/V O-ring O-ring
033* 1/V O-ring retainer O-ring holder
057* 1/V Bumper Stdfanger
069* 1/V Spring Fjeder
094 1/E Main starting valve, Hovedstartventil,

complete komplet
104 1/V Spare part kit Reservedelsst

Item No. 021, 033, 045, Item nr. 021, 033, 045,
057, 069, 070 and 082. 057, 069, 070 and 082.
08028-0D/H5250/94.08.12
Qty./V = Qty./Valve Antal/V = Antal/Ventil
94.22 - ES0S-G
Plate
Page 1 (2) Main Starting Valve 51310-01H
L23/30H
045*
021*
057* 033*
069*
082*
094
070*
08028-0D/H5250/94.08.12
94.22 - ES0S-G
Plate
Page 1 (2) Starting Valve 51314-01S
L23/30H
08028-0D/H5250/94.08.12
91.40-ES0S-G
Plate
51314-01S Starting Valve Page 2(2)
L23/30H
Item Item
Qty Designation Qty Designation
No. No.
1 1/V Body
7 1/V Solenoid
11 1/V Solenoid fixture
21 1/V Pilot valve
31 1/V Bolt
38 2/V Spool assy
50 1/E Main starting valve, complete
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 600.50.
* = Only available as part of a spare parts kit.

Qty./E = Qty./Engine
Qty./V = Qty./Valve
91.40-ES0S-G
Plate
Page 1 (2) Main Stop Valve 51315-03H
L23/30H
08028-0D/H5250/94.08.12
94.22-ES0S-G
Plate
51315-03H Main Stop Valve Page 2 (2)
L23/30H
Item Item
Qty. Designation Qty. Designation
No. No.
1 1/V Body
2 1/V Bonnet
3 1/V Disc
4 1/V Valve disc nut
5 1/V Packing gland
6 1/V Gland nut
7 1/V Stem
8 1/V Cross recessed pan head machine
screw
9 1/V Hand wheel
10 1/V Hexagon nut
11 1/V Split pin
12 1/V Lock plate
13 1/V Disc lock washer
14 1/V Packing gland
15 1/V Name plate
16 1/V Seat ring
17 1/V Stop valve complete
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50

Qty./E = Qty ./Engine
Qty./V = Qty./Valve
94.22-ES0S-G
Plate
Page 1 (2) Air Strainer 51316-03H
L23/30H
08028-0D/H5250/94.08.12
94.22-ES0S-G
Plate
51316-03H Air Strainer Page 2 (2)
L23/30H
Item Item
No. No.
01 1/F Body
02 1/F Bonnet
03 1/F Strainer wire gauze
04 4/F Stud
05 4/F Hexagon nut
06 1/F Plug
07 1/F Gasket
08 1/F Gasket
09 1/E Air strainer, complete
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50

Qty./E = Qty ./Engine
Qty./F = Qty ./Filter
94.22-ES0S-G
Plate
Page 1 (2) Safety Valve 51319-01H
L23/30H
08028-0D/H5250/94.08.12
94.22 - ES0S-G
Plate
51319-01H Safety Valve Page 2 (2)
L23/30H
Item Item
019 1/E Safety valve, Sikkerhedsventil,

(10 bar) (10 bar)
020 1/E Safety valve, Sikkerhedsventil,

(15 bar) (15 bar)
032 1/E Protective device Beskyttelseshtte
044 3/E Screw Skrue
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
94.22 - ES0S-G
Plate
Page 1 (2) ON-OFF Valve for Jet System 51320-01H
L23/30H
08028-0D/H5250/94.08.12
94.22 - ES0S-G
Plate
51320-01H ON-OFF Valve for Jet System Page 2 (2)
L23/30H
Item Item
014 1/V Coil Spole
026 1/V Housing Hus
038 1/E Valve, complete " Ventil, komplet "

connecting branch tilslutningsstuds
051 1/E Valve, complete 1" Ventil, komplet 1"

Connecting branch Tilslutningsstuds
063 1/E Valve, complete 1 " Ventil, komplet 1 "

075 1/E Valve, complete 1 " Ventil, komplet 1 "

087 1/E Valve, complete 2" Ventil, komplet 2"

08028-0D/H5250/94.08.12
Qty./V = Qty./Valve. Antal/V = Antal/Ventil.
94.22 - ES0S-G
Plate
Page 1 (2) Air Filter 51321-01H
L23/30H
08028-0D/H5250/94.08.12
95.03 - ES0S-G
Plate
51321-01H Air Filter Page 2 (2)
L23/30H
Item Item
021 1/F Turbine disc Turbineskive
033* 1/F Upper gasket vre pakning
045* 1/F Filter element Fiilterelement
057* 1/F Lower gasket Nedre pakning
069 1/F Center screw Centerskrue
070* 1/F Drain valve Drnventil
082* 1/F Insert Indsats
094* 1/F O-ring O-ring
104* 1/F O-ring O-ring
116 1/F Metal bowl Metalbeholder
128 1/F Lock nut Lsemtrik
141 1/E Air filter, complete Luftfilter, komplet
153 1/F Repair kit incl. Reservedelsst inkl.

item 033, 045, 057, 070, item 033, 045, 057, 070,
082, 094, 104 and 165 082, 094, 104 and 165
165* 1/F Drain valve Drnventil
08028-0D/H5250/94.08.12
96.03 - ES0S-G
Plate
Page 1 (2) Pressure Reduction Valve 51322-02H
L23/30H
08028-0D/H5250/94.08.12
99.03 - ES0-G
Plate
51322-02H Pressure Reduction Valve Page 2 (2)
L23/30H
Item Item
no Qty. Designation Benvnelse no Qty. Designation Benvnelse
015 1/V Cover Dksel
027 10/V Screw Skrue
039* 2/V Filter Filter
040 1/V Tube incl. o-ring Rr, inkl. o-ring
064* 1/V Diaphragh Membran
111 1/V Valve, complete Ventil, komplet
135* 1/V Valve spring Ventilfjeder
160 1/V Bottom plug, incl. Bundprop, inkl.

o-ring o-ring
172 2/V Pipe plug Rrprop
196 1/V Repair kit, incl. item Reparationsst, inkl.

039, 052, 064, 076, 088, item 039, 052, 064, 076,
123, 135, 147, 159, and 088, 123, 135, 147, 159,
184 and 184
206 1/E Reduction valve, Reduktionsventil,

complete komplet
218 1/E Pilot valve, complete Styreventil, komplet
231 1/V Repair kit for item 218 Reparationsst for

item 218
243 2/V Screw Skrue
255 1/V Manometer Manometer

0-25 bar - PI 70 0-25 bar - PI 70
267 1/E Pressure reduction Trykreduktionsventil,

valve, complete komplet
08028-0D/H5250/94.08.12
Qty/E = Qty/Engine Antal/E = Antal/Motor
Qty/V = Qty/Valve Antal/V = Antal/Ventil
99.03 - ES0-G
Index
Page 1(1) Fuel Oil System 514
L23/30H
Description
Internal fuel oil system ------------------------------------------------------------------------- 514. 01 (01H)

Fuel Injection System - NICO -------------------------------------------------------------------------514. 01 (04H)
Working Card
Fuel injection pump and fuel injection pump -----------------------------------------------514- 01 .05 (03H)
Fuel injection valve ------------------------------------------------------------------------------514- 01 .10 (04H)
Fuel oil split filter ---------------------------------------------------------------------------------514- 01 .15 (01H)
Check of fuel oil piping system ---------------------------------------------------------------514- 01 .90 (01H)
Adjustment of the maximim combustion pressure -------------------------------------- 514- 05 .01 (01H)
Plates
Fuel injection pump ------------------------------------------------------------------------------------ 51401- 03H

Fuel injection valve -------------------------------------------------------------------------------------51402- 03H
Fuel oil filter duplex -------------------------------------------------------------------------------------51403- 02H
Fuel injection pipe -------------------------------------------------------------------------------------- 51404- 01H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description 514.01
Page 1 (3) Internal Fuel Oil System Edition 01H
L23/30H
Flywheel end
Cyl. 1 Leak from

Fuel oil fuel valve
feed
pump
Fuel oil
return
Waste tray
Fuel oil
Drain High pump
from cyl. pressure
head pipe Fuel oil
inlet
Fuel leakage alarm Leak from

Fuel oil fuel pump
filter
A3 A2 A1
Waste oil, Fuel oil, Fuel oil,
inlet outlet inlet
Fig. 1. Diagram for Fuel Oil System
General
The internal built-on fuel oil system consists of the The safety filter is a duplex filter of the split type with
following parts: a filter fineness of 50 my. The filter is equipped with
a common three-way cock for manual change of
- the fuel oil feed system both the inlet and outlet side.
- the high-pressure injection equipment,
comprising fuel oil injection pumps, fuel oil During normal operation both filters should be in
injection valve and fuel oil high pressure operation. Single operation only to be used when
pipe dismantling one of the filters for manual cleaning or
- the waste oil system inspection.
The feed pump (if part of the delivery,) which is of the

Internal Fuel Oil Feed System gear wheel type, is equipped with a spring-loaded
adjustable by-pass valve.
The fuel oil is led to the injection pumps through a
safety filter by means of the engine driven feed pump The outlet pressure of the feed pump can be ad-
(if part of the delivery). justed by means of an adjusting screw in the by-pass
valve assembly.
94.26 - ES0S
514.01 Description
Edition 01H
Internal Fuel Oil System Page 2 (3)
L23/30H
For circulation of fuel during stand-still of the engine, The injection valve is for "deep" building-in to the
a by-pass line is mounted with a non-return valve centre of the cylinder head.
parallel to the feed pump.
Fuel Oil Injection Valve

Fuel Injection Equipment
The fuel oil injection valve consists of a nozzle holder
Each cylinder unit has its own set of injection equip- and a nozzle connected by a union nut. The nozzle
ment, comprising injection pump, high-pressure pipe holder includes a threaded pipe stub for mounting
and injection valve. the high-pressure pipe. It is led through a boring in
the cylinder head, together with an adjusting screw,
The injection equipment and the distribution supply a spring and spring spindle for the initial tensioning
pipes are housed in a fully enclosed compartment of the nozzle needle.
thus minimizing heat losses from the preheated fuel.
The initial tension of the spring, which determines
This arrangement reduces external surface tempe- the opening pressure of the nozzle, can be adjusted
ratures and the risk of fire caused by fuel leakage. by means of the centrally-mounted adjusting screw.
On the uppermost thick part of the holder, there are

Fuel Oil Injection Pump three sealing O-rings.
The fuel oil injection pump is installed on the roller Between the two lowest O-rings, the leak oil from the
guide housing directly above the camshaft, and it is nozzle needle is led out into the space between the
activated by the cam on the camshaft through roller high-pressure pipe and the protection tube.
guides fitted in the roller guide housing.
The nozzle and needle are lapped together as a pair,
The injection amount of the pump is regulated by and cannot be replaced individually. The nozzle is
transversal displacement of a toothed rack in the controlled by two pins attached to the bottom of the
side of the pump housing. holder.
By means of a gear ring, the pump plunger with the The joint surface between the nozzle and holder is
two helical millings, the cutting-off edges, is turned. machine-lapped to make it oil-tight.
Hereby the length of the pump stroke is reckoned The fuel injector is mounted in the cylinder head by
from when the plunger closes the inlet holes until the means of the integral flange in the holder and two
cutting-off edges again uncover the holes. studs with distance pieces and nuts.
The release of high pressure through the cutting-off A bore in the cylinder head vents the space below the
edges presses the oil with great force against the bottom rubber sealing ring on the injection valve,
wall of the pump housing. At the spot, two exchange- thus preventing any pressure build-up due to gas
able plug screws are mounted. leakage, but also unveiling any malfunction of the
bottom rubber sealing ring for leak oil.
The amount of fuel injected into each cylinder unit is
adjusted by means of the governor.
It maintains the engine speed at the preset value by

a continuous positioning of the fuel pump racks, via
a common regulating shaft and spring-loaded link-
ages for each pump.
94.26 - ES0S
Description 514.01
Page 3 (3) Internal Fuel Oil System Edition 01H
L23/30H
Fuel Oil High Pressure Pipe Waste Oil System
The connection between injection pump and fuel Waste leak oil from the compartment, fuel valve and
injector is a shielded high pressure pipe. The high engine feed pump is led to a fuel leakage alarm unit.
pressure pipe is equipped with connection tapers
matching to simiular taper facings on the threaded The alarm unit consists of a box with a float switch for
connectors on the injection pump and the fuel injec- level monitoring. In case of a larger leakage than
tor. normal leakage, the float switch will initiate alarm.
The supply fuel oil to the engine is led through the
unit in order to keep this heated up, thereby ensuring
free drainage passage even for high-viscous waste/
leak oil.
94.26 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Description
Fuel Injection System - NICO 514.01
L23/30H
The fuel injection system is responsible for supply-

ing the diesel engine with fuel.
The injection pump generates the pressure re-
quired for fuel injection.
The fuel under pressure is forced through the high
pressure fuel injection tubing to the injection noz-
zle which injects it into combustion chamber.
Fuel Injection Pump
The fuel oil injection pump is installed on roller

guide housing directly above the camshaft, and it
is activated by the cam on the camshaft through
roller guide fitted in the roller guide housing as in-
dicated in the Fig. 1.
The fuel injection amount is determined by plunger

lift from the plunger start to the finish (discharge
Fig. 1 Fuel injection pump
end). Fig.2.
08028-0D/H5250/94.08.12
Fig.2
98.28-EO0
514.01 Fuel Injection System - NICO Description
L23/30H
And the fuel injection quantity is changed by rota-

tion of plunger.
The plunger is rotated by means of a toothed con-
trol sleeve, which engages in a control rack mount
in the pump housing. Fig.3.
Fig. 4
Fig.3
The release of the high-pressure through the cut-

ting-off edges presses the oil with great force
against the wall of the pump housing. At the spot,
two exchangeable deflectors are mounted. Fig.4.
The amount of fuel oil injected into each cylinder

unit is adjusted by means of the governor. It main-
tains the engine speed at the preset value by a
continuous position of the full pump racks, via a
common regulating shaft and spring-loaded link-
ages for each pump.
08028-0D/H5250/94.08.12
Fuel Injection Valve
The fuel injection valve consists of fuel valve body,

nozzle and nozzle nut etc and is installed into the
Fig. 5
cylinder head. Fig.5.
98.28-EO0
Description
Fuel Injection System - NICO 514.01
L23/30H
In the fuel injection system of diesel engine, the

nozzles in nozzle holders are important link be-
tween injection pump and engine, which measure
the inject fuel, manages the fuel spray, defines the
rate of discharge curve and seals off the injection
system from the combustion chamber.
Diesel fuel is injected at high pressure. The high
pressure causes the injection system to expand at
certain points, whereby the nozzle cross section
defines the quantity of fuel that is injected into the
combustion chamber.
The nozzle spray-hole length and diameter, and Fig. 6

orifice shape have an influence upon fuel man-
agement and as a result, upon the engines power,
its fuel consumption and its exhaust emissions.
Fig.6
The nozzle also seals off the fuel injection system

against the hot, highly compressed gasses from
the combustion chamber.
In order to avoid blowback of these gasses when
the injection nozzle opens, the pressure in the
nozzles pressure chamber must always be higher
than combustion chamber.
The opening pressure of the nozzle can be ad-
justed by means of the centrally mounted adjusting
nut.
08028-0D/H5250/94.08.12
98.28-EO0
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Fuel Injection Pump and Fuel Injection Pipe (NICO) 514-01.05
L23/30H

52014 025
Shut-off fuel oil
52014 204
Stopped lub. oil circul. 52006 261 20 120 Nm
52006 273 80 360 Nm
Description:
Dismounting, inspection/overhaul and mounting of

fuel injection pump. Inspection of fuel injection Hand tools:
pipe.
Ring and open end spanner 13mm
Starting position : Ring and open end spanner 19mm
Allen key 6 mm, 8mm, 10 mm
Cover in front of fuel injection pump has been re- Piler for lock ring.
moved. Tools for cleaning.
Clean kerosene or gas oil.
Clean lubricating oil.
Anti seize product (Copaslip, Molykote GN Plus or
Related procedure : similar).
Inspection of roller guide for

Fuel injection pump, 508-01.05
Spare and wearing parts:

08028-0D/H5250/94.08.12
Manpower:
Capacity : 1 Man 51401 577 1/pump
51401 590 1/pump
51401 589 1/pump
51401 852 1/pump
Data:

98.28-ES0
514-01.05 Fuel Injection Pump and Fuel Injection Pipe (NICO) Working Card
L23/30H
Dismounting of fuel injection pump 7. Press the guide: plunger (N) fig.2 downwards
and remove the snap ring (P). remove the
1. Dismount the fuel injection pipe pos. 1 fig 1 guide: plunger (N) with lower spring seat (O)
and the fuel inlet pipe pos 2. and plunger (M). Be sure not to damage the
plunger.
2. Separate the spring loaded lever from the
control rack on the fuel injection pump.
Fig 1 View from Control Side
3. Remove the pipe for lub.oil and drain.
4. Remove the screws in the bottom flange (2

pieces) and take the fuel injection pump
away.
Separation of fuel injection pump.
5. If necessary, clean the exterior of the injec-

08028-0D/H5250/94.08.12
tion pump.
6. Mount the injection pump in the clamping

bracket PYO-W020 (see plate 52014 item
037), on the test pump.
Fig 2 Cross Section of Fuel Injection Pump
98.28-ES0
Working Card
Fuel Injection Pump and Fuel Injection Pipe (NICO) 514-01.05
L23/30H
8. Take out the plunger spring (L), upper spring 14. The axial cleranance between lower spring
seat (K) and control sleeve (J). If necessary seat and plunger foot must not exceed 0.25
remove the snap ring (R) and rack stopper (I) mm. The clearance between lower spring
and dismount the control rack (H) aswell as seat and lunger foot is 0.05 to 0.1 mm when
the plug in the opposite end of the control new. See fig 3.
rack (H) .
15. Check the deflectors (G) for wear and renew
9. Unscrew the four bolts (A) and remove the if necessary.
case : delivery valve (B). Take out the spring :
delivery valve (D) and the delivery valve (F). 16. Monoblock cylinder (E), plunger (M) and
delivery valve (F) are manufactured to very
10. Loosen and remove the four bolts (C) and close tolerances.
take out the monoblock cylinder. Any attempt to refinish these parts causes
alterations of the tolerances and must therefore
11. Rmove all the O-ring from the injection pump. NOT be carried out.
If during the visual inspection of the parts, heavy
12. All parts must be cleaned, using kerosene or abrasion symptoms or damage can be observed,
gas oil and a hand brash (not a steal the part in question must be replaced.
brush).Blow through the holes for sealing oil
in the pump houses and the monoblock
cylinder(E). Assembling of fuel injection pump:
17. When assembling the injection pump,

proceed in the reverse order to
Inspection of fuel injection pump: disassembling. Pay attetion to the following:
13. Insert plunger (M) and delivery valve (F) into

the monoblock cylinder (E) after wetting with
clean gas oil. Plunger and delivery valve
must slide into the monoblock cylinder by
their own weight.
08028-0D/H5250/94.08.12
Fig 4 Mounting of control Rack Mechanism
Fig 3 Clearance between Lower Spring Seat and

A. At initial tightening up of new parts the
Plunger following (c) for monoblock cylinder (E).
Tighten bolts to 55 Nm, loosen and tighten again
to 55 Nm and then tighten to 55 Nm + 10 Nm.
Employ the same procedure when tightening the
other pump components for the first time.
98.28-ES0
514-01.05 Fuel Injection Pump and Fuel Injection Pipe (NICO) Working Card
L23/30H
B. Renew all sealing and back-up rings. For Mounting of fuel injection pump:
placing of the rings,see fig 1.
19. Before mounting the fuel injection pump,
C. Coat all the threads with an anti seize clean the roller guide spring and washer for
product. spring in the roller guide housing.
D. Wipe dry with paper plane sealing surface on 20. Reconnect the control rack (H) to the spring
monoblock cylinder (E) and case : delivery loaded lever and all the pipes to the fuel
valve (B). pump.
E. Before inserting the control sleeve (J), the

easy motion of the plunger (M) in the Fuel injection pipe:
monoblock cylinder (E) must be checked.
By normal working conditions the fuel injection
F. When assembling the control sleeve (J), pipe require very little maintenance except
ascertain that the tooth (recognizable bythe replacement of O-rings and gasket in connection
chamfer) will enter the space of the control with the normal overhaul of fuel injection
rack (H ) marked by two sings, see fig 4. equipment.
G. The marking on the guide cam of the plunger

(M), must be in line with the marking in the
slots of the control sleeve (J). (Not shown on
fig 4).
18. After assembling, the easy motion of the

control rack (H) , must be checked and the
plunger (M) must be moved from the no-load
stop to full-load stop.
08028-0D/H5250/94.08.12
98.28-ES0
Working Card
Fuel Injection Valve-NICO 514-01.10
L23/30H
Safety precautions : Special tools:

Shut-off cooling water 52006 261 20 120 NM
52014 013
Shut-off fuel oil
52014 108
Stopped lub. oil circul. 52014 300 Extra tools
52014 361
52014 407
Description:
Dismounting, overhaul, pressure testing and

mounting of fuel injection valve.
Hand tools:
Starting position:
Top cover on the cylinder head and front cover on Ring and open end spanner 22mm
the fuel injection pump has been dismounted. Ring and open end spanner 24mm
Fuel injection pipe dismounted 514-01.05 Socket spanner 24mm
Socket spanner 30mm
Tools for cleaning.
Clean kerosene or gas oil.
Anti seize product
(Copaslip, Molykote GN Plus or similar).
Related procedure:

08028-0D/H5250/94.08.12
Manpower:
Capacity : 1 man 51402 224 3/valve
Data:

98.28-EO0
514-01.10 Fuel Injection Valve-NICO Working Card
L23/30H
The fuel injection valve is the single component 3. Clean the lower par of the atomizer complete
that has the greatest influence on the diesel en- (J) from carbonized oil deposits before dis-
gine condition. Various forms of operation and mantling the nozzle nut (H). Remove the
quality of fuel oil affect the overhaul intervals. In nozzle nut (H) and the atomizer complete
some cases it may be necessary to shorten the (J).
prescribed intervals.
Dismounting and cleaning:
1. Dismount the fuel injection valve from the

cylinder head by means of the special tool
as shown in fig. 1.
Fig 2 Fuel injection valve.
Attention!
Do not damage the lapped surface.
Fig 1 Dismounting of fuel injection valve from cylinder head. 4. The spring (F) and the spindle (G), are to be
taken out by loosening the adjusting screw
(D), completely.
2. Mount the fuel injection valve into the clamp-
5. All parts must be cleaned with kerosene or
08028-0D/H5250/94.08.12
ing bracket VTO-W020 (see plate 52014,

item 025) on the pressure testing pump, and gas oil and a hard brush (not a steel brush).
loosen the nut (B) fig2.
Unstress the spring by turning the adjusting 6. Clean the nozzle holes of charred coke by
screw(D). means of the supplied special drill (see plate
52014-011H item 108) with holder.
7. Clean the cooling chamber and the cooling

ducts in the nozzle body and injector body
by placing these in a cleaning liquid and then
blow through the parts with dry working air.
98.28-EO0
Working Card
Fuel Injection Valve-NICO 514-01.10
L23/30H
Inspection of the parts: Pressure testing of fuel injection valve:
8. Atomizer complete are matched by lapping 14. The most effective checking of the fuel
and are therefore only interchangeable as valves is obtained through pressure testing,
units. Insert nozzle needle with gas oil in the preferably carried out after each overhaul
nozzle body. and also in case of irregularities in operation.
A. It must be controlled whether the nozzle The pressure testing is carried out in the fol-
needle slides down by its dead weight lowing way by means of the pressure testing
on its seat. apparatus supplied.
9. If the holes are oval worn, which is checked 15. Mount the fuel injection valve in the bracket
with of a magnifing glass, the atomizer VTO-W020 (see plate52014 item no.25)
complete mast be scrapped. again. The bracket to be in such a position
that the nozzle of the injector is pointing
10. The best way, however, to check if the holes downwards.
are worn out is to control the flow rate of the
atomizer which, in general, only can be 16. Fortest of the injection pressure and
made at the manufacturer's works on a atomizing mount the test pipe VTO-W021
special test stand. (see plate 52014 item 049), increase
pressure by means of the lever on the test
11. Every effort to refinish will result in pump, and adiust the opening pressure to
alterations of these values and malfunction 320 bar, by the adjusting screw (D),see fig 2,
of the atomizer complete. If heavy abrasion then tighten nut (B) and check opening
symptoms, respectively damages are pressure again.
observed at the visual inspection of the
parts, the parts in question must be Do not expect chattering, but make sure that the
replaced. nozzle spray from all holes in the same angle, The
nozzle might chatter if the lever is worked very
Reassembling: fast, actually by hitting it.
Do not expect a nozzle tip with more than 1000
12. When all parts have been overhauled, found running hours to perform like a new nozzle in the
in good order and carefully cleaned, test pump.
assemble the fuel injection valve again. Then increase the pressure to 300 bar and keep
the pressure by working the lever slowly
13. When assembling the injection valve, downwards. When the pressure is kept at 300 bar,
proceed in the opposite order compared to there should be no more than one drip from the
the disassembly. nozzle tip for approx.3-5 sec.
Pay attention to the following:
WARNING: Keep out of the fuel jets as they will
A. Lubricate the threads on the adjusting penetrate the skin. Fuel which has penertated
screw (D) with lub. oil, and the threads of the skin can cause painful inflammations
08028-0D/H5250/94.08.12
the injector body for the nozzle nut. The (blood poisoning).
shoulder of the atomizer complete which
is in contact with the noble nut, must be
lubricated with an antiseizure product.
B. The sealing plane surface of body and

nozzle must be wiped dry with paper.
C. Renew the O-rings (C) and (E).
D. Tighten torque for nozzle nut (see page

500.40.)
98.28-EO0
514-01.10 Fuel Injection Valve-NICO Working Card
L23/30H
Mounting of the fuel injection valve in cylinder 19. Mount the high pressure pipe before tighten-
head: ing the nuts then it is easier to fit the threads.
20. Put on the distance pieces, fit the nuts and

tighten up with a torque spanner (for torque
moment, see page 500.40).
Fig 3 Grinding tools for seat and liner for fuel injection valve.
17. Before mounting the fuel valve, clean and

inspect the valve sleeve in the cylinder head.
If necessary, grind the seating face with the
grinding tool (see fig 3).
18. Coat the O-rings and the lower part of the

valve with an antiseizure product, place the
Fig 4 Grinding tools for fuel injection valve (extra tools).
valve in the cylinder head and press it down
to the seat.
08028-0D/H5250/94.08.12
98.28-EO0
Working Card
Fuel Oil Split Filter 514-01.15
L23/30H

Shut-off fuel oil
Description:
Disassembly, cleaning and assembly of fuel oil

split filter. Hand tools:

Kerosene, gas oil or similar.
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time : 1/2 hour Plate no Item no Qty. /

Capacity : 1 man
Data:

91.08 - ES0S-G
514-01.15 Fuel Oil Split Filter Working Card
L23/30H
1) During normal operation both filters should be in 3) Position of three way cock, see fig 2.
operation, single operation only to be used when
dismantling one of the filters for manual cleaning or
inspection.
2) Normally the filters are cleaned during operation

4 5
by turning the handle, (1) see fig 1, on the filter housing
top a couple of turns. (clockwise).
Simultaneously with turning of the handle, the drain

cock, (2) in bottom of the filter housing should be
opened in order to drain of the dirt being scraped of the
filter element, (3).
Left Filter Both filters in Right Filter

1 This position is operation. This position is
only for cleaning only for cleaning
of the right filter, of the left filter,
not for continu- not for continu-
ous operating. ous operating.
5
Fig 2. Fuel oil split filter (top view).
3
Note: Shut-off fuel oil, before dismantling filter ele-
ment.
4) If no drainage occurs when the drain cock is

opened, the filter housing should be dismantled for
manual cleaning. Remove the nuts (5), and take out
the filter element (3).
2
5) Clean the filter element in kerosene gas oil or
similar and blow it dry with working air.
Fig 1 Fuel oil split filter 6) Mount the filter element again.
7) The filter element itself should never be dis-

mantled, but has to be replaced if damage or mal
08028-0D/H5250/94.08.12
function is experienced.
91.08 - ES0S-G
Working Card
Check of Fuel Oil Piping System 514-01.90
L23/30H

Shut-off fuel oil
Description:
Check of fuel oil piping system.

Hand tools:
Starting position:
Engine is running.
Related procedure:

08028-0D/H5250/94.08.12
Working time: hour Plate no Item no Qty /

Capacity : 1 man
Data:

92.04 - ES0S-G
514-01.90 Check of Fuel Oil Piping System Working Card
L23/30H
Fuel Oil System. 4) Move all valves and cocks in the piping system.
1) Dismount the covers to the injection pumps. Blow-
through drain pipes. 5) Check flexible connections for leaks and damages.
2) Examine the piping system for leaks. 6) Check the condition of the lower O-ring for the fuel
injecting valves by means of the venting pipe.
3) Retighten all bolts and nuts in the piping system.
For fuel oil condition, see section 504.
Venting pipe
Fig 1. Cross section of cylinder head

08028-0D/H5250/94.08.12
92.04 - ES0S-G
Working Card
Adjustment of The Maximum Combustion Pressure 514-05.01
L23/30H

Description:
Adjustment of the maximum combustion pressure

for the cylinders one by one and for all cylinders in
total.
Hand tools:
Starting position: Ring and open end spanner, 19 mm.

Camshaft mounted and adjusted in Depth gauge.
relation to the crankshaft (lead), 507-01.20 Plastic hammer.
Intermediate wheel mounted.
Related procedure:

08028-0D/H5250/94.08.12
Working time : 2-5 hours Plate no Item no Qty /

Capacity : 1 man
50801 124 1 set/cyl
Data:

91.45 - ES0S-G
514-05.01 Adjustment of The Maximum Combustion Pressure Working Card
L23/30H
If fuel oil valve, piston, inlet and exhaust valves as Thinner and/or fewer shims (increase of the distance
well as turbocharger and charge air cooler are working X) results in a delayed injection timing and a lower
correct and the compression pressure Pcomp is normal Pmax.
the maximum combustion pressure will indicate the
injection timing for the fuel oil pump. Thicker and/or more shims (reduction of the distance
X) results in an advanced injection timing and a
If Pmax is too low it indicates that the injection timing higher Pmax.
is delayed.
If the distance X is to be changed the trigger (1) is
If Pmax is too high it indicates that the injection timing used for dismantling of the thrust piece (2), whereafter
is advanced. the thickness and/or the number of shims (3) can be
changed.
The injection timing can be altered by inserting or
removing shims under the thrust piece on the roller By changing X with 0.10 mm the maximum combus-
guide, thus changing the measure X, see fig 1. tion pressure is changed with - see page 500.35.
After replacement of shims the thrust piece is re-

mounted in the roller guide (4) with a soft hammer (5).
Measure "x" When changing X it must be ensured that the
1 5
1
2 2
3 2
Total height 3
3
4
4 4
1 Extractor 2 Thrust piece

3 Shims 4 Roller guide
5 Soft hammer
Fig 1
Fig 3
08028-0D/H5250/94.08.12
Action Results
Total height Distance Injection Max. combustion

on roller guide "x" timing pressure
increased Reduced Advanced increased
Reduced increased Delayed Reduced
Fig 2
91.45 - ES0S-G
Working Card
Adjustment of The Maximum Combustion Pressure 514-05.01
L23/30H
distance between the upper edge of the roller guide

housing and the thrust piece on the roller guide is not
exceeded, when the roller is resting on the circular
part of the fuel cam, see page 500.35.
In all cases X must be checked and adjusted, if

necessary, when fuel oil pump, roller guide, roller
guide housing and/or camshaft section have been
replaced/dismantled.
Note: If several fuel oil pumps, roller guides, roller

guide housings and/or camshaft sections are dis-
mantled at the same time it is advisable to number the
parts in order to facilitate remounting and adjustment.
If the maximum combustion pressure differs from the

test bed records after adjustment of each individual
pump the camshafts placement can be changed, as
the camshafts gear wheels are provided with oblonged
holes so that they can be turned in relation to the hub.
The gear wheel is provided with an engraved scale,

see fig 4, and the hub of the cam shaft is provided with Fig. 4
a mark.
When the screws, which fasten the gear wheel, are If the crankshaft is turned against the engines normal
loosened the gear wheel is turned (by turning the direction of rotation the maximum combustion pres-
crankshaft) in relation to the camshaft. By reading the sure P-max. is increased.
angle in which the gear wheel is displaced in relation
to the camshaft the altered Pmax can be calculated. A After the adjustment the screws are fastened with a
line on the scale corresponds to: see page 500.35. torque wrench, see page 500.40, and secured.
If the crankshaft is turned in the engines normal

direction of rotation the maximum combustion pres-
sure P-max. is reduced.
08028-0D/H5250/94.08.12
91.45 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Fuel lnjection Pump - NICO 51401-03H
L23/30H
08028-0D/H5250/94.08.12
98.28-EO0
Plate
51401-03H Fuel lnjection Pump - NICO Page 2 (2)
L23/30H
Item Item
No. No.
577 1/P O-ring
589 1/P O-ring
590 1/P O-ring
600 2/P Deflector
612 2/P Gasket
624 1/P Washer
636 1/P Pointer
648 1/P Nut
661 1/P Control rack
673 1/P Pump housing, complete
685 1/P Gasket
697 1/P Plug
707 1/P Snap ring
719 1/P Rack stopper
720 1/P Control sleeve
732 1/P Spring seat
744 1/P Spring: Plunger
756 1/P Spring seat
768 1/P Guide: Plunger
781 1/P Snap ring
793 4/P Bolt
803 1/P Case: Delivery valve
815 1/P Ring
827 1/P Spring: Delivery valve
839 4/P Bolt
840 1/P Plunger, complete
852 1/P O-ring
08028-0D/H5250/94.08.12

Qty./P = Qty./Pump
Qty./C = Qty./Cylinder
98.28-EO0
Plate
Page 1 (2) Fuel Injection Valve - NICO 51402-03H
L23/30H
08028-0D/H5250/94.08.12
98.28-EO0
Plate
51402-03H Fuel Injection Valve - NICO Page 2 (2)
L23/30H
Item Item
Oty. Designation Oty. Designation
No. No.
190 1/V Plug screw
200 1/V Gasket
221 1/V Injector body
224 3/V O-ring
236 2/V Dowel pin
248 1/V Atomizer, complete
261 1/V Nozzle nut
273 3/V Cap nut
285 1/V Nut
297 1/V Adjusting screw
307 1/V O-ring
319 I/O Spring
320 1/V Spindle
08028-0D/H5250/94.08.12

Qty./V = Qty./Valve
Qty./C = Qty./Cylinder.
98.28-EO0
Plate
Page 1 (2) Fuel Oil Filter Duplex 51403-02H
L23/30H
08028-0D/H5250/94.08.12
98.27 - ES0
Plate
51403-02H Fuel Oil Filter Duplex Page 2 (2)
L23/30H
Item Item
015 1/E Fuel oil filter duplex, Brndselsoliespalte-

complete filter, komplet
027 2/F Filter element, Filterelement, komplet

complete
052 8/F Nut Mtrik
064 2/F O-ring O-ring
088 2/F Plug screw Propskrue
111 2/F Gasket Pakning
123 2/F Drain cock, Aftapningshane,

complete komplet
147 1/F Fixing screw Fastspndingsskrue
159 2/F Disc Skive
172 2/F Counter nut Omlbsmtrik
184 2/F Sealing screw Ttningsskrue
196 2/F Handle Hndtag
206 2/F Split pin Split
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine. Qty./E = Qty./Engine.
Qty./F = Qty./Filter Qty./F = Qty./Filter.
98.27 - ES0
Plate
Page 1 (2) Fuel Injection Pipe 51404-01H
L23/30H
130
237
010
178 250
262
142
130
178
166
154 262
142
154
166
095
08028-0D/H5250/94.08.12
201
213
225
94.22 - ES0S
Plate
51404-01H Fuel Injection Pipe Page 2 (2)
L23/30H
Item Item
010 1/C Fuel injection pipe, Hjtryksrr,

complete komplet
095 1/C Sleeve Styrebsning
142 2/C Flange Flange
154 4/C Screw Skrue
201 2/C Sleeve in 2/2 Bsning 2-delt
213 2/C Wire lock ring Wire lsering
225 1/C Nut Mtrik
237 1/C Screwed socket Gevindmuffe
250 1/C Nut Mtrik
262 4/C Locking washer Lseskive
08028-0D/H5250/94.08.12
Qty./C = Qty./Cylinder. Qty./C = Qty./Cylinder.
94.22 - ES0S
Index
Page 1(1) Lubricating Oil System 515
L23/30H
Description
Internal lubricating oil system -----------------------------------------------------------------515. 01 (01H)

Lubricating oil cooler ------------------------------------------------------------------------------------ 515. 06 (01H)
Centrifugal by-pass filter ------------------------------------------------------------------------------- 515. 15. (01H)
Working Card
Lubricating oil pump, engine driven ----------------------------------------------------------515- 01 .00 (01H)

Prelubricating pump -----------------------------------------------------------------------------515- 01 .05 (01H)
Lubricating oil filter ------------------------------------------------------------------------------ 515- 01 .10 (01H)
Lubricating oil, thermostatic valve -----------------------------------------------------------515- 01 .20 (01H)
Check of lubricating oil piping system ------------------------------------------------------515- 01 .90 (01H)
Lubricating oil cooler ----------------------------------------------------------------------------515- 06 .00 (02H)
Centrifugal by-pass filter -----------------------------------------------------------------------515- 15 .00 (01H)
Plates
Lubricating oil pump (gear driven) ------------------------------------------------------------------51501- 03H

Lubricating oil filter (type A) -------------------------------------------------------------------------- 51502- 01H
Lubricating oil filter (suppl. for Plate 51502-06H/07H) ---------------------------------------- 51502- 02H
Lubricating oil thermostatic valve -------------------------------------------------------------------51503- 01H
Prelubricating pump ------------------------------------------------------------------------------------51504- 01H
Lubricating oil cooler -----------------------------------------------------------------------------------51506- 01H
Centrifugal bypass filter -------------------------------------------------------------------------------51515- 01H
Lubricating oil separator ------------------------------------------------------------------------------ 51530- 01H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description 515.01
Page 1 (3) Internal Lubricating Oil System Edition 01H
L23/30H
C3
PDAH PAL TAH PSL TI LAL

21-22 22 22 22 22 25
Filter
Pre. lub.
Pre.lub. oil oil pump
inlet TC
Oil vapour
Lub. oil cooler PI discharge
23
To main bearing
C13
To camshaft
Cyl. 1
To pump To
drive piston
drive
TI Governor
20
drive
To rocker arms
Forced oil
Boring in camshaft
Eng. driven
lub. oil pump
To camshaft bearing PI
21-22
C4
Fig. 1. Diagram for Internal Lubricating Oil System
General
The lubricating oil system is based on wet sump 2 - Main bearings, big-end bearing ect.
lubrication. All moving parts of the engine are 3 - Camshaft drive
lubricated with oil circulating under pressure in a
closed built-on system. 4 - Governor drive
5 - Rocker arms
The lubricating oil is furthermore used for the pur-
pose of cooling the pistons. 6 - Camshaft
ad 1) For priming and during operation, the tur-

System Flow bocharger is connected to the lub. oil circuit of the
engine, the oil serves for bearing lubrication.
The lubricating oil pump draws oil from the oil sump
and presses the oil through the cooler and filter to the The inlet line to the turbocharger is equipped with a
main lubricating oil pipe, from where the oil is distri- fixed throttle in order to adjust the oil flow and a non-
buted to the individual lubricating points. From the return valve to prevent draining during stand-still.
lubricating points the oil returns by gravity to the oil
sump. The non-return valve has back-pressure function
requiring a pressure slightly above the priming pres-
The main groups of components to be lubricated sure to open in normal flow direction. In this way
are: overflooding of the turbocharger is prevented during
stand-still periods, where the prelubricating pump is
1 - Turbocharger running.
96.30 - ES0S
515.01 Internal Lubricating Oil System Description
Page 2 (3)
Edition 01H
L23/30H
ad 2) Lubricating oil for the main bearings is Operating of Pre-lubricating Pump

supplied through holes drilled in the engine frame.
From the main bearings it passes through bores in As standard the engine is equipped with an electric-
the crankshaft to the connecting rod big-end bea- driven prelub. pump mounted parallel to the main
rings. pump. The pump must be arranged for automatic
operation, ensuring stand-still of the prelubricating
The connecting rods have bored channels for supply pump when the engine is running, and running dur-
of oil from the big-end bearings to the small-end ing engine stand-still in stand-by position.
bearings, which has an inner circumferential groove,
and a pocket for distribution of oil in the bush itself Running period of the prelubricating pump is
and for supply of oil to the pin bosses and the piston preferably to be continuous. If intermittent running is
cooling through holes and channels in the piston pin. required for energy saving purpose, the timing
equipment should be set for shortest possible
From the front main bearings channels are bored in intervals, say 2 minutes of running, 10 minutes of
the crankshaft for lubricating of the pump drive. stand-still, etc. Further, it is recommended that the
prelub. pump is led from the emergency switch board
ad 3) The lubricating oil pipes, for the camshaft thus securing that the engine is not started without
drive gear wheels, are equipped with nozzles which prelubrication.
are adjusted to apply the oil at the points where the
gear wheels are in mesh.
Lubricating Oil Filter
ad 4) The lubricating oil pipe, and the gear wheels
for the governor drive are adjusted to apply the oil at The lubricating oil filter is a double filter which is
the points where the gear wheels are in mesh. generally used with only one filter chamber being in
operation, the other filter chamber being stand-by.
ad 5) The lubricating oil to the rocker arms is led
through pipes to each cylinder head. It continues If the filter chamber in operation needs to be serviced,
through bores in the cylinder head and rocker arm to the operation can be switched to the other filter
the movable parts to be lubricated at rocker arms chamber without any interruption in lubricating oil
and valve bridge. Further, lub. oil is led to the supply to the engine.
movable parts in need of lubrication.
Servicing is generally restricted to replacing of the
ad 6) Through a bore in the frame lub. oil is led to paper cartridges, cleaning of the radial mesh insert
the first camshaft bearing and through bores in the and inspection of sealings, the latter to be replaced
camshaft from where it is distributed to the other if damages observed.
camshaft bearings.
Each filter chamber is equipped with 1 or 2 replaceable
paper cartridges of fineness 10-15 microns.
Lubricating Oil Pump
In the centre of each filter chamber a filter basket
The lubricating oil pump, which is of the gear wheel (central element) is situated. This filter basket is
type, is mounted on the front end of the engine and acting as a safety filter, having a fineness of about 60
is driven by means of the crankshaft through a microns.
coupling or a gear wheel.
During operation an increased pressure drop across
The pressure regulator forms part of the lubricating the filter will be observed as dirt particles will deposit
oil pump. Adjustment of the oil pressure is done by on the filtration surfaces of the paper cartridges and
removing the cap nut and turning the adjusting screw thus increase the flow resistance through the filter.
until reading the pressure stated in description
500.30.
96.30 - ES0S
Description
Internal Lubricating Oil System 515.01
L23/30H
If the pressure drop across the filter exceeds 2.0 bar, The outlet to the engine (by-passing cooler) is mar-
a release valve will open and by-pass the 10-15 ked (B) and outlet to the cooler is marked (C). In the
microns filter element, and the engine will run with warming up period, the oil is by-passing the cooler.
only the 60 microns safety filter. When the oil from the engine reaches the normal
temperature (see section 500, data 500.30) a
To ensure safe filtering of the lubricating oil, none of controlled amount af oil passes through the cooler.
the by-pass valves must open during normal service
and the elements should be replaced at a pressure The thermostatic elements must be replaced if the
drop across the filter of 1.5 bar. temperature during normal operation deviates
essential from the one stated in the test report.
Servicing is essential the exchange of the paper
cartridges. The valve cannot be set or adjusted, and it requires
no maintenance.
When exchanging cartridges, it is advisable to release
any old oil remaining in the filter housing by means
of the drain plug provided for this purpose, and to
wipe out the housing with a cloth.
A
The filter chambers can be serviced successively
during operation or when the engine is at standstill.
It is essential to follow the instructions in work card

515-01.10 closely when replacing filter cartridges.
Filter cartridges must under no circumstances be

cleaned and used again.
C B
Thermostatic Valve
The thermostatic valve is designed as a T-piece with

the inlet in the cover (A) under which the thermostatic
elements are located. Fig. 1. Thermostatic Valve
96.30 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Description
Lubricating Oil Cooler 515.06
Page 1 (1)
Edition 01H
L23/30H
Principle of the Plate Heat Exchanger Plates
The built-on lubricating oil cooler is a plate heat After clamping of the plate pack, the plates - which
exchanger. are fitted gaskets - ensure an effective seal between
fluids and atmosphere. In addition, intermixing of the
The plate heat exchanger consist of a number of cold fluids is eliminated by a double gasket seal around
pressed plates which are compressed between a the inlet ports.
frame plate (head) and the pressure plate (follow) by
means of tie bolts. Every second plate is turned through 180. This
means that the double gasket seal occurs around
The plates are made with special corrugations, every second inlet to the channels between the
which ensures turbolent flow and high heat transfer plates.
cofficients.
The plate pack now forms a series of parallel flow
channels in which the fluids flow in a counter current
regime.
96.26 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Centrifugal By-Pass Filter 515.15
Page 1 (1)
Edition 01H
L23/30H
Description
The centrifugal filter is a by-pass filter mounted always correctly balanced.

directly at the engine base frame. The centrifugal filter
is a supplement to the main filter. An out-of-balance condition can occur as a result of
an uneven built-up of sludge or as a result of ex-
During service, a part of the lubricating oil supplied cessive bearing or spindle wear.
from the engine driven lubricating oil pump enters the
centrifugal filter and returns to the oil sump in the base
frame.
The centrifugal filter relies on the centrifugal force and

can therefore remove high density, sub-micron partic-
les.
Principle of Operation
D
Oil enters the base of the filter and depresses the cut-
B
off valve (A) which has a pre-set pressure valve. The
cut-off valve is fitted to ensure that at low pressure E
and flow conditions the entire oil pump output is
C
supplied to the engine working parts. Having depressed
the cut-off valve the oil travels up the centre of the
spindle. Through holes at the top (B) and enters the
rotor (C) at the maximum height above the stand tube.
F
The oil completely fills the cleaning chamber (D) and
travels through the strainer (E) into the drive chamber
(F), leaving under pressure via diametrically opposed A
tangential nozzles in the bottom of the rotor.
The reaction of the oil leaving the nozzles provides

the driving force causing the rotor to spin about the
spindle at high speed. The oil leaving the nozzles is A Cut-off valve D Cleaning chamber
B Top E Strainer
then allowed to drain back to the sump, by gravity at C Rotor F Drive chamber
atmospheric pressure.
The centrifugal force field within the spinning rotor Fig. 1. Diagram showing Principle of Operation.
forces the contaminants to travel to the inner wall of
the rotor, where they form a dense rubber-like sludge
which is easily removed.
For proper filtration, it is important that the rotor is
96.03 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Lubricating Oil Pump, Engine Driven 515-01.00
L23/30H

Shut-off fuel oil
Description:
Disassembly, overhaul and assembly of lubrica-

ting oil pump, engine driven.
Adjusment of lub. oil pressure. Hand tools:

Starting position: Ring and open end spanner, 46 mm.
(Socket spanner, 46 mm).
All pipe connections to the lub. oil pump have Allen key, 8 mm, 4 mm.
been disconnected, and the lub. oil pump is re- Plier for locking ring.
moved from the engine. Soft hammer.
Big screw driver.
Adjustable spanner.
Puller.
Related procedure: Silastene or similar.
Hard brush.

08028-0D/H5250/94.08.12
Working time : 6-8 hours Plate no Item no Qty/

Capacity : 1 man
51501 234 1/pump
51501 055 5/pump
Data: 51501 151 1/pump

96.26 - ES0S-G
515-01.00 Lubricating Oil Pump, Engine Driven Working Card
L23/30H
Disassembly: Before the gear wheels (7 and 8) can be mounted the

bearing bush must be adjusted with a reamer or a
1) Remove the coupling part or gear wheel (1), bearing scraper, so that the gear wheel can run
see fig. 2, by means of a puller or a soft hammer. easily when the pump is assembled.
2) Remove screws (2) and dismount the cover 8) Inspect all other parts for wear and damage,
(3). and renew, if necessary.
3) Dismount the locking ring (4), screws (5) and

remove the cover (6) with the overspeed device.
4) Remove the gear wheel (7 and 8).
5) Dismounting of the spring loaded adjustable

by-pass valve.
Remove the cap nut (9), nut (10), spring housing

(11), spring (12) and the cylinder (13). If the piston
(14) cannot be pulled out from the same side, the
plug screw (15) can be removed and the piston can
be pressed out from this side with a screw driver or
the like.
Fig. 2.
Assembly:
9) Mount the gear wheel (7 and 8).
Coat the sealing lip with silastene or similar and

Fig. 1. mount the cover (6) with gear wheel and locking ring
(4).
08028-0D/H5250/94.08.12
Overhaul. 10) Mount the cover (3) with gasket.
6) Clean all the parts with gas oil and a hard 11) Mount the gear wheel or coupling part (1).
brush, (never use a steel brush). The parts are blown
clean with working air. For tightening the nut for gear wheel, see page
500.40.
7) If the bearing bush is to be removed the
existing bearing bush is plugged out by means of a 12) Mount the spring loaded by-pass valve, nut
mandrel, the bores are cleaned and new bearing (10) with gasket, cap nut (9) and plug screw (15).
bush is mounted, see fig. 1.
96.26 - ES0S-G
Working Card
Lubricating Oil Pump, Engine Driven 515-01.00
L23/30H
Adjusting of Lub. Oil Pressure. By turning the spring housing clockwise the pressure
is raised and reverse the pressure is lowered by
13) The outlet pressure of the lub. oil pump, can be turning the spring housing (11) anti-clockwise. When
adjusted by means of a adjusting screw in the by- the correct pressure is reached , see page 500.30,
pass valve. the spring housing (11) is locked with nut (10) and
finally the gasket and cap nut (9) are mounted.
Remove the cap nut (9) and loosen the nut (10).
08028-0D/H5250/94.08.12
96.26 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Prelubricating Pump 515-01.05
L23/30H

Shut-off cooling water Wheel puller for bearing bush.
Shut-off fuel oil Compressed pin.
Shut-off cooling oil Protection cover for shaft seal.
Stopped lub. oil circul. Compressed pin for shaft seal.
(The special tools must be ordered separately

from MAN B&W Diesel A/S, Holeby)
Description:
Dismounting, replacement of the rotary shaft seal

and assembly of prelubricating pump.
Hand tools:
Bench vice.
Spanner.
Starting position: Torque spanner.
Plier for lock ring.
Soft hammer.
Related procedure:
08028-0D/H5250/94.08.12
Man power:
Working time : 2-3 Hours
Capacity : 1 man Plate no Item no Qty. /
Data: See plate 51504.

96.03 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Lubricating Oil Filter 515-01.10
L23/30H

Shut-off fuel oil
Description:
Replacement of paper filter element(s).

Cleaning of safety filter and filter housing. Hand tools:

Starting position: Adjustable spanner.
Related procedure:
08028-0D/H5250/94.08.12
Working time : 2 hours Plate no Item no Qty. /

Capacity : 1 man
51502 013 See plate 51502
Data: 51502 290 1/Filter.

91.45 - ES0S-G
Edition 01H
Lubricating Oil Filter Page 2 (3)
L23/30H
The lubricating oil filter is dimensioned so that each of
the two filter parts has sufficent capacity to treat the 5) Remove the inner safety element. Clean the
amount of lubricating oil delivered by the pump. element with detergent. Check that it is intact.
The three-way valve positioned is determining whether 6) Remove the outer element(s). Filter element is
the left hand or the right hand filter chamber is in of disposable type. It change always to new original
operation, and also gives the possibility of having filter.
both filter chambers in operation simultaneously.
7) Clean the filter housing and the cap. Be careful
The three-way valve is marked with flow directions of not to let the oil from the dirty side to go into the
and the figure indicates the operation modes accor- clean oil channel in the middle of bottom.
ding to valve positions.
8) Check the seal on the bottom of the filter
Three-way valve positions 5 6 5
Left hand filter Right hand filter

camber in operation. camber in opera-
tion. 8 1 2 8
7
4
Both filter camber in 3

operation.
1 Left hand filter camber 2 Right hand filter chamber

Fig 1. Three-way valve positions. 3 Inlet 4 Outlet
5 Vent screw 6 Three-way valve/
switch valve
Service Procedure. 7 Fill-up valve 8 Drain plug
08028-0D/H5250/94.08.12
1) Turn the three-way valve, see fig 2, into the

position setting the stand-by filter chamber in opera-
Fig 2.
tion and the filter chamber requiring service out of
operation.
2) Open the vent screw (5) on the top of the filter housing and in the cap. Change if needed.
to get the pressure out of the filter half.
9) Assemble the filter in opposite order.
3) Open the drain plug (8) under the filter housing
and drain off oil. 10) Let the air valve be open and fill the filter
4) Filter housing cap is dismantled.

91.45 - ES0S-G
Working Card
Lubricating Oil Filter 515-01.10
L23/30H
housing with oil by means of the slow fill-up valve (7)
in position FILL, see fig 3. This valve is inside the
Fill-up valve positions
three-way valve and by using it, the filling can be
made so slowly that the pressure on the other part of
Operation Changing over the filter does not drop too much.
11) Close the vent screw (5) after the housing is

filled up with oil.
12) Open the three-way valve (6) and close the fill-
up valve (7) by turning it to position CLOSED, see fig.
Switch in normal Switch in fill 3.
operation position position
13) The filter just serviced is now ready to be set in
operation.
Fig 3. Fill-up valve position. Inspect for oil leakages in order to ascertain all
sealings to be tight.
Check that pressure drop across filter is correct.
Clean the other side of the filter correspondingly.

08028-0D/H5250/94.08.12
91.45 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Lubricating Oil, Thermostatic Valve 515-01.20
L23/30H

Shut-off fuel oil
Description:
Inspection of thermostatic valve and replacement

of elements. Hand tools:
Ring and open end spanner 24 mm

Copaslip
Tools and cleaning preparation for cleaning.
Starting position:
Lubricating oil drained from engine (if necessary).
Related procedure:
Manpower:
08028-0D/H5250/94.08.12

Capacity : 1 Man Replacement and wearing parts:
Data: Plate No Item No Qty/
Data for pressure and tolerance (Page 500.35) 51503 020 2/engine
Data for torque moment (Page 500.40) 51503 044 2 /engine
Declaration of weight (Page 500.45) 51503 093 3/engine
92.05 - ES0S-G
515-01.20 Lubricating Oil, Thermostatic Valve Working Card
L23/30H
The thermostatic valve cannot be adjusted and under Replacement of elements:

normal working conditions maintenance is not required.
However, in some cases it is necessary to replace the 1) Remove nuts (1) and washers (2), 4 or 6 pcs.
elements in the thermostatic valve. See fig 1.
2) Disconnect upper and lower part of the housing.
1 3) Remove the assembled elements (3) and the

2 elements O-ring sealing.
3
4) Remove the gaskets between the upper and
5 lower part of the housing.
4 5) The upper and lower part of the housing are

thoroughly cleaned inside and on the gasket surfaces.
6) The sealing rings (4) for the elements in the

housing are replaced and lubricated with a thin layer
of copaslip.
7) Remount the assembled elements in the housing

by wriggling these somewhat over side.
8) Upper and lower part of the housing are

assembled with a new gasket (5), the nuts (1) are
mounted and tightened "cross-wise".
1. Nut Note:
2. Washer
3. Element After inspection or replacement of the elements the
4. O-rings sealing lub. oil temperature is checked to ensure that the
5. Gasket elements are working correctly.
Fig 1 Thermostatic valve

08028-0D/H5250/94.08.12
92.05 - ES0S-G
Working Card
Check of Lubricating Oil Piping System 515-01.90
L23/30H

Shut-off fuel oil
Description:
Check and examination of the lubricating oil piping

system. Hand tools:
Starting position:
Engine running.
Related procedure:
08028-0D/H5250/94.08.12
Working time : hour Plate no Item no Qty /

Capacity : 1 man
Data:

92.04 - ES0U-G
515-01.90 Check of Lubricating Oil Piping System Working Card
L23/30H
Checks to be carried out. 4) Blow-through drain pipes.
1) Examine the piping system for leaks. 5) Check flexible connections for leaks and damages.
2) Retighten all bolts and nuts in the piping system. 6) Check manometers and thermometers for possible
damages.
3) Move all valves and cocks in the piping system. For lubricating oil condition, see section 504.
08028-0D/H5250/94.08.12
92.04 - ES0U-G
Working Card
Lubricating Oil Cooler 515-06.00
L23/30H

Shut-off fuel oil
Description:
Separation, cleaning and assembling.

Replacement of plates and gaskets. Hand tools:

Starting position: Adjustable spanner
Cooling water and lub. oil have been drained from

cooler/engine. All pipes are disconnected.
Related procedure:
Manpower:
08028-0D/H5250/94.08.12
Working time : 4 hours Replacement and wearing parts:

Capacity : 1 man
Plate No Item No Qty./
Data:
51506 111/279 4/cooler
96.39 - ES0S
515-06.00 Lubricating Oil Cooler Working Card
L23/30H
Introduction Manual Cleaning
Cleaning of the cooler has to take place, when the Clean the plates with a soft brush and a suitable
pressure drop on the oil and water side is larger than detergent. In case of dense coating of scale or
allowable and/or if the oil cannot be sufficiently organic materials, the plates must be put in a bath of
cooled. detergent.
Note: Never use a steel brush, metal scraper or the

Separation like.
Cooling and Pressure Relief A high-pressure cleaner can be used with care,
however, never with sand or other abrasives added.
Before opening the plate heat exchanger, it has to be
cooled down to below 40o C and be without pressure!
Detergents
The cooling must not exceed 10o C per minute.
The pressure drop must not exceed 10 bar per A detergent is suitable, if it will remove any coating
minute. on the plates without causing any damage to plates
and gaskets.
Note: If these norms are exceeded, the guarantee
will cease to be valid. Note: It is of great importance that decomposition of
the protective film on the stainless steel does
not take place - the film preserves the corrosion
Separation of Edge-clamped Frame resistancy of the steel.
Upon completion of the procedure Cooling and Do not use chlorine-containing agents such
Pressure Relief, separate the frame by retaining as hydrochloricacid (HCI)!
two or four diagonally placed bolts.
Oil and fats are removed by using a water
Note: Take care that the pressure plate does not tilt! emulsifying oil solvent, e.g. BP-system cleaner.
Loosen the bolts uniformly and diagonally (max. 10 Organic and greasy coatings are removed by using
mm at a time), then push the pressure plate towards sodium hydroxide (NaOH):
the end support. When the pressure plate is not tight
anymore, the plates can be removed. - max. concentration 1.5%
(1.5% concentration corresponds to 3.75 l
Note: When using plate heat exchangers on board 30% NaOH per 100 l water).
ships, the pressure plate have to be secured - max. temperature 85o C.
in order to avoid danger due to the movements
of the ship. Stone and lime/calcareous deposits are removed by
08028-0D/H5250/94.08.12
using nitric acid (HNO3):
Cleaning - max. concentration 1.5%

(1.5% concentration corresponds to 1.75 l
The capacity and corrosion resistance of the plate 62% HNO3 per 100 l water).
heat exchangers depend on the purity of the plates. - max. temperature 65o C.
Any coating on the plates can be removed manually.
Note: The nitric acid has an important constructive
effect on the protective film of stainless steel.
96.39 - ES0S
Working Card
Lubricating Oil Cooler 515-06.00
L23/30H
Control of Cleaning Fluid Concentrations Replacement of Glued Gaskets
Sodium hydroxide (NaOH) solution is tritrated with On Plate 51506 are stated gasket and glue quantity.
0.1 n hydro-chloric acid (HCI) with methyl orange or
methyl red as indicator. Please use a degreasing agent on the new gaskets.
Nitric acid (HNO3) solution is titrated with 0.1 n The first plate after the end cover and the connector
sodium hydroxide (NaOH) with phenolphtalin as grid must have gaskets in all grooves. The gaskets
indicator. are to be cut according to the existing gaskets.
The concentration of the cleaning fluid in % can be Loosen the glued gaskets by heating the plate in
calculated from the titration result by means of the water at 100o C. Clean the plates and remove the
following formula: coatings, if any.
Concentration = bxnxm %
a x 10 Cleaning of New Gaskets and Plates
a : ml cleaning fluid taken out for titration New gaskets and gasket grooves of the plates are
b : ml titration fluid used as cover cleaned with a cloth moistened with degreasing
n : the molecular concentration of titration fluid agent. The glue surfaces must be absolutely clean
m : The molecular weight of the cleaning fluid - without finger prints etc.
(NaOH) molecular weight 40, HNO3 molecular
weight 63) Please use our cleaning fluid, which is according to
suppliers recommendations.
Replacement of Plates and Gaskets Alternatively, please use:
Marking - Trichloroethylene
- Chlorothene VG
The plates are marked with material codes and - Acetone
reference numbers at each end, plus codes for non- - Methyl ethyl ketone
glue gaskets, if any, and stamped with the letter V - Ethylacetat
and H at either end (Fig 1).
It is important that all degreasing agent has
Looking towards the gasket side, the plate is evaporated, before the glue is applied. This will
designated as a left plate, when the letter V is turning normally take approx. 15 min. at 20o C.
upwards - and a right plate when the letter H is
turning upwards. Inlets and outlets of the V-plates Clean the new gaskets on the glue surfaces with
are taking place through the corner holes Nos 1 and fine-grain sandpaper instead of the degreasing agent
4. Inlets and outlets of the H-plates are taking place supplied.
08028-0D/H5250/94.08.12
through the corner holes Nos 2 and 3.
Replacement of Plates
Before mounting a spare plate in the plate stack,

please make su-re that the spare plate is identical
with the defective plate.
Note: The same corner holes must be open and the

letters V and H must be placed correctly.
96.39 - ES0S
515-06.00 Lubricating Oil Cooler Working Card
L23/30H
Gluing Assembling
Pliobond 25, which is a nitrile rubber glue on solvent If the plates have been dismounted, they have to be
basis (25% solids). The glue is applied with a brush correctly assembled according to the plate item
in a thin layer on the backs of the gaskets and the numbers.
gaskets are to dry in a clean place free of dust.
The fixed cover has number 1 and the serial numbers
Apply a thin layer of glue on the gasket grooves of the for the subsequent plates and intermediate frames,
plates and press the gaskets down into the gasket if any, have the numbers 2, 3, 4, 5 etc.
grooves.
The serial number are stamped in the right top corner
The insertion of gaskets starts at both ends of the of the plates. Further, please note that the gasket
plate - and continues with the straight sections along side must face the fixed cover.
the edges.
The gluing process is most easily effected by placing

the gaskets and the plates on a table. After having Serial number
pressed the gaskets into the grooves of a plate, it is (please state when
stacked. Material Code ordering single plates)
The plates with the gaskets are now mounted in the

frame which is lightly clamped. In case of use of 1 2
rubber grooves, they are assembled to the minimum
measure stated on the engine sign plus 0.2 mm per
plate.
Heat up the plate heat exchanger to 90-100o C by

means of water or steam.
Four last digits Four last digits are the
H ref. number of the plate.
are the ref.
Please note: number of plate
or (only on plates for non-
V glue gasket)
- The temperature must be kept for 1-2 hours.
- The liquid pressure must be kept as low as Fig. 1.
possible.
If there is no possibility of heating the plate heat Fastening

exchanger, it must be placed in a spot as warm as
possible with dismounted connections. Fasten the plate heat exchanger until the movable
cover touches the duct spacers.
The drying time will at 20o C be approx. 48 hours. At
08028-0D/H5250/94.08.12
for instance 40o C, the drying time is reduced to

approx. 24 hours.
96.39 - ES0S
Working Card
Centrifugal Bypass Filter 515-15.00
L23/30H

Shut-off fuel oil
Description:
Cleaning procedure, cleaning intervals.

Maintenance intervals and procedures. Hand tools:
Big adjustable spanner.

Tools for cleaning.
Starting position:
Isolate the filter for lub. oil inlet
Related procedure:
08028-0D/H5250/94.08.12
Manpower:

Capacity : 1 man Replacement and wearing parts:
Data: Plate no Item no Qty/
Data for pressure and tolerance (Page 500.35) 51515 398 1/Filter
Data for torque moment (Page 500.40) 51515 408 1/Filter
Declaration of weight (Page 500.45) 51515 421 1/Filter
96.03 - ES0S
515-15.00 Centrifugal Bypass Filter Working Card
Edition 01H Page 2 (3 )
L23/30H
Cleaning Procedure, see Plate 51515 Note: Failure to do so could cause an out-of-
balance condition which will accelerate bearing
and spindle wear.
1) Isolate the filter by closing the valve for
lubricating oil inlet to the filter. 7) Clean nozzle with brass wire. Examine top and
bottom bearings in tube assembly. If damaged or
2) Slacken cover clamp ring (266). Unscrew co- worn - replace tube assembly complete. Examine O-
ver fixing nut and lift off cover. ring (063) and renew if damaged.
3) Lift off rotor assembly having allowed oil to 8) Reassemble rotor complete and tighten top
drain from nozzles. The rotor should be removed and nut.
replaced on the spindle with extreme care in order to
ensure that the bearings are not damaged. 9) Examine spindle journals. If damaged or worn
- replace with body assembly complete.
4) Unscrew rotor cover nut (026) and separate
cover (038) from body. 10) Reassemble filter complete checking that ro-
tor revolves freely. Then replace filter body cover.
Tighten cover nut and secure safety clamp. The
clamp ring should be securely fitted at all times and
026 the filter should not be run without the clamp ring
fitted.
038
11) Open for lubricating oil.
12) With filter running check all joints for leakage.

Check for excessive vibration.
075
Maintenance - Bearings and Spindle
266 All rotors are correctly balanced before leaving the

factory. An out-of-balance condition can occur as a
result of an uneven build up of sludge in the rotor or
as a result of excessive bearing or spindle wear.
Dependent on the conditions, wear will eventually

take place on the spindle and bearings and these
should be replaced with factory fitted assemblies
Fig 1 Centrifugal Bypass Filter only.
08028-0D/H5250/94.08.12
5) Remove stand tube (075) and clean.
6) Remove sludge from inside the rotor by means

of a spatula and wipe clean. Ensure that all rotor
components are throughly cleaned and free from
deposits of dirt before reassembling the rotor.
96.03 - ES0S
Page 3 (3 ) Centrifugal Bypass Filter Edition 01H
L23/30H
To Check Bearing Clearances The maximum clearances when new are 0,08 mm at
top and 0,06 mm at bottom bearing. If the clearance
This is most easily done by applying a dial gauge to exceeds 0,25 mm top or 0,2 mm bottom then check
the outside of the rotor opposite each bearing in turn the sizes of the individual components and replace
and measuring the total play thus: as necessary.
1) Apply dial gauge and measure play. Spindle top journal diameter 14,98 mm Min.
Spindle bottom journal diameter 21,63 mm Min.
2) Turn rotor 90 and repeat measurement. Top bearing bore diameter 15,06 mm Max.
Bottom bearing bore diameter 21,69 mm Max.
3) Re-apply dial gauge at 90 to previous position
and repeat. The spindle and body assembly and the rotor bearing
tube assembly are factory assembled items and
4) Turn rotor 90 and repeat. should only be replaced with complete assemblies.
The highest reading is the play in the bearing.

08028-0D/H5250/94.08.12
96.03 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Lubricating Oil Pump (Gear driven) 51501-03H
5-6L23/30H-720/750 RPM
L23/30H-900 RPM
08028-0D/H5250/94.08.12
01.37 - ES0S
Plate
51501-03H Lubricating Oil Pump (Gear driven) Page 2 (2)
5-6L23/30H-720/750 RPM
L23/30H-900 RPM
Item Item
018 1/P Pump housing Pumpehus 317 6/P Screw Skrue
031 1/P Shaft with gear Aksel med tand- 329 2/P Nut Mtrik
wheel, long hjul, lang
330 1/E Lub. oil pump, Smreoliepumpe,
043 1/P Shaft with gear Aksel med tand- complete komplet
wheel, short hjul, kort
342 1/P End cover Endedksel
055 5/P Bush Bsning
354 1/P Cover Dksel
067 1/P Gear wheel Tandhjul
366 1/P Key Feder
079 1/P Nut Mtrik
391 1/P Gasket Pakning
080 1/P Cog wheel Konisk tandhjul
092 1/P Cog wheel Konisk tandhjul
102 1/P Circlip Sikringsring
114 1/P Circlip Sikringsring
126 2/P Ball bearing Kugleleje
138 1/P Socket Muffe
163 1/P Cap nut Httemtrik
175 1/P Nut Mtrik
187 1/P Adjusting screw Justerskrue
199 1/P Spring Fjeder
209 1/P Piston Stempel
210 1/P Cylinder Propskrue
222 1/P Plug screw Pakning
234 3/P Gasket Cylindrisk stift
246 2/P Cylindrical pin Stift
258 1/P Pin Feder
271 1/P Key Skrue
283 10/P Screw Skrue

08028-0D/H5250/94.08.12
295 6/P Screw Cylinder
305 2/P Guide pin Styrestift
Qty./P = Qty./Pump Antal/P = Antal/Pumpe
01.37 - ES0S
Plate
Page 1 (2) Lubricating Oil Filter (Type A) 51502-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S-G
Plate
51502-01H Lubricating Oil Filter (Type A) Page 2 (2)
L23/30H
Item Item
013 2/F Paper element Papirelement 289 2/F Drain plug Drnskrue
025 2/F Safety element Sikkerhedselement 290 1/F Seal kit, not shown on Pakningsst, ikke vist
the front side of the p forsiden af platen
037+ 1/F Valve housing, incl. Ventilhus, inkl. plate
item 074 and 216 item 074 og 216
300 1/E Lub. oil filter, Smreoliefilter, komplet
049 2/F Housing, incl. O-ring Hus, inkl. O-ring complete
050+ 2/F Cap, complete, incl. Dksel , komplet, inkl.

item 133, 348, 361, 373 item 133, 348, 361, 373
and 407 og 407
062 1/F Spindle, incl. item 121, Spindel, inkl. item 121,
312 and 444 312 og 444
074 2/F Thrust ring Trykring
086+ 2/F By-pass code, incl. By-passventil, inkl. item

item 324, 336, 385, 432 324, 336, 385, 432 og
and 493 493
098 1/F Plug to indicator hole, Propskrue til indikator

incl. O-rings hul, inkl. O-ringe
108 2/F Vent screw, incl. item Luftskrue, inkl. item 228
228 and 241 og 241
121 1/F Fill-up valve Opfyldningsventil
133 4/F Sealing ring Ttningsring
145 12/F Stud Stttetap
157 12/F Screw Skrue
169 4/F Screw Skrue
170 12/F Nut Mtrik
182 4/F Washer Skive
216 5/F Pin Tap
228 6/F Pin Tap

08028-0D/H5250/94.08.12
277 2/F Opening guard, incl. bningsbeskyttelses-

vent screw skrm, inkl. luftskrue
Qty./F = Qty./Filter Antal/F = Antal/Filter
94.23 - ES0S-G
Plate
Page 1 (2) Lubricating Oil Filter (Suppl. for Plate 51502-01H) 51502-02H
L23/30H
312
444 51502/037+
468
456
397
51502/050+
348
361 385
419 324
420
373
336
407
51502/086+
493 432
481
08028-0D/H5250/94.08.12
+ se/see Plate 51502-01H (Type A)
94.23 - ES0S-G
Plate
51502-02H Lubricating Oil Filter (Suppl. for Plate 51502-01H) Page 2 (2)
L23/30H
Item Item
312 1/F Cap Dksel
324 2/F By-pass valve seat By-passventilsde
336 2/F By-pass valve spool By-passvnetilspindel
348 2/F Flange Flange
373 2/F Screw Skrue
385 2/F By-pass valve spring By-passventilfjeder
397 8/F Seal Ttningsring
407 2/F Spring Fjeder
419 2/F Spring Fjeder
420 6/F Pin Stift
08028-0D/H5250/94.08.12
94.23 - ES0S-G
Plate
Page 1 (2) Lubricating Oil Thermostatic Valve 51503-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S-L
Plate
51503-01H Lubricating Oil Thermostatic Valve Page 2 (2)
L23/30H
Item Item
019 4/T Screw Skrue
020 2/T O-ring O-ring
032 2/T Thermostatic Flerelement

element
056 2/T Sleeve Bsning
068 4/T Washer Skive
081 16/T Nut Mtrik
093 3/T Gasket Pakning
103 12/T Screw Skrue
115 1/E Thermostatic Termostatventil,

08028-0D/H5250/94.08.12
Qty./T = Qty./Thermostatic valve Antal/T = Antal/Termostatsventil
94.23 - ES0S-L
Plate
Page 1 (2) Prelubricating Pump 51504-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S-L
Plate
51504-01H Prelubricating Pump Page 2 (2)
L23/30H
Item Item
014 1/P Front cover Fordksel
026 1/P Joint Pakning
038 1/P Pump casing Pumpehus
051 8/P Screw Skrue
063 1/P Socket Muffe
075 1/P Set screw Stskrue
087 2/P Counter flange, Modtryksflange,

complete komplet
110 1/P Rear cover Endedksel
122 2/P Idler rotor, only Frilbsrotor, kun tilgn-

available together gelig sammen med item
with item 217 217
134 1/P Regulating Regulerings-

screw skrue
146 1/P Retaining ring Lsering
158 1/P Valve cover Ventildksel
171 1/P Sealing washer Pakning
183 1/P O-ring O-ring
195 1/P Valve spring Ventilfjeder
205 1/P Valve piston Ventilstempel
217 1/P Power rotor, only Drivrotor, kun tilgnge-

available together lig sammen med item
with item 122 122
229 1/P Drip ring Drn
230 1/P Shaft seal, complete Akselttning, komplet
242 1/E Prelubricating pump, Forsmrepumpe,

complete komplet
08028-0D/H5250/94.08.12
94.23 - ES0S-L
Plate
Page 1 (2) Lubricating Oil Cooler 51506-01H
L23/30H
027 015
040
039
Note: When ordering

plates, please state
the serial numbers of
the plates. The serial
numbers of the plates
can be found in the
top right-hand corner 052
of the plates. (See
Working Card 515-
06.00)
B
064
Husk: Ved bestilling
af plader angives
serienummeret p
pladen. Serienum-
meret er stemplet i
toppen af pladen til
hjre. (Se arbejdskort 076
515-06.00)
088
172 111
123
08028-0D/H5250/94.08.12
160 147
159
135
351
00.37 - ES0S-G
Plate
51506-01H Lubricating Oil Cooler Page 2 (2)
L23/30H
Item Item
015 4/K Hexagon screw Bolt
027 4/K Washer Skive
039 4/K Washer Skive
040 1/K Pressure plate Trykplade
052 /I Gasket Pakning
064 2/K Guide bar Styrepind
076 4/K Distance piece Afstandsstykke
088 1/K Frame plate Stativplade
111 4/K Gasket Pakning
123 2/K Screw Skrue
135 1/K Glue Lim
147 2/K Guide bar Styrepind

(for dismantling) (for demontering)
160 1/E Lubricating oil cooler, Smreoliekler,

complete komplet
172 /I Plates Plader
351 /I Cleaning fluid Rensevske
08028-0D/H5250/94.08.12
Qty./K = Qty./Cooler Antal/K = Antal/Kler
Qty./I = Qty./Individual Antal/I = Antal/Individuel
00.37 - ES0S-G
Plate
Page 1 (2) Centrifugal By-Pass Filter 51515-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S
Plate
51515-01H Centrifugal By-Pass Filter Page 2 (2)
L23/30H
Item Item
014 1/F Rotor, complete incl. Rotor, komplet inkl. item 301 1/F Circlip Lsering
item 026, 038, 063, 075, 026, 038, 063, 075, 109,
109, 110, 171, 195 and 110, 171, 195 og 205 313 1/F Cover Dksel
205
325 1/F Body cover, complete Dksel, komplet inkl.
026 1/F Cover nut Dkselmtrik incl. item 087, 266, 278, item 087, 266, 278, 291,
291, 301 and 313 301 and 313
038 1/F Rotor cover Rotordksel
337 Centrifugal by-pass Centrifugal by-pass
051 1/F Body Sokkel filter, complete filter, komplet
1/E 5-6 cyl. 5-6 cyl.
063 1/F O-ring O-ring 2/E 7-8 cyl. 7-8 cyl.
075 1/F Stand tube Standrr 349 4/F Nut Mtrik
087 1/F Pin Stift 350 4/F Screw Skrue
099 1/F Paper insert Papirindsats 362 1/F Bracket for mounting Konsol for montering
109 1/F Rotor body Rotorsokkel 374 4/F Screw Skrue
110 2/F Nozzle Dyse 386 1/F Gasket Pakning
122 1/F Plug (cut off valve) Prop (modtryksventil) 398 1/F Spare parts kit, incl. Reservedelsst, inkl.
item 087, 278, 291 and item 087, 278, 291 og
134 1/F Spring (cut off valve) Feder (modtryksventil) 301 301
146 1/F Gasket (cut Pakning (modtryks-ven- 408 1/F Spare parts kit, incl. Reservedelsst, inkl.
off valve) til) item 122, 134, 146 and item 122, 134, 146 og
158 158
158 1/F Shuttle (cut Ventilkegle (modtryks-
off valve) ventil) 421 1/F Spare parts kit, incl. Reservedelsst, inkl.
item 063, 146, 229, 230 item 063, 146, 229, 230
171 1/F Bearing, complete Lejemontering, komplet and 291 og 291
incl. item 195 and 205 inkl. item 195 og 205
195 1/F Circlip Lsering
205 1/F Pin Stift
242 1/F Spindle Spindel
254 1/F Body, complete incl. Sokkel, komplet inkl.

item 051, 122, 134, 146, item 051, 122, 134, 146,
158, 229, 230 and 242 158, 229, 230 og 242
266 1/F Cover clamp ring Dkselspndering

08028-0D/H5250/94.08.12
278 1/F Cover fixing nut Dkselmtrik
94.23 - ES0S
Plate
Page 1 (2) Lubricating Oil Separator 51530-01H
L23/30H
08028-0D/H5250/94.08.12
94.24 - ES0S-L
Plate
51530-01H Lubricating Oil Separator Page 2 (2)
L23/30H
Item Item
028 1/F Pipe with Rr med

flange flange
041 1/F Breather with nderr med

flange flange
065 4/F Screw Skrue
077 8/F Screw Skrue
089 1/F Cover Dksel
100 1/F Insert for oil Indsats for

separator olieudskiller
112 1/F Housing for Hus for

oil separator olieudskiller
124 4/F Screw Skrue
148 1/F Bend Bjning
161 4/F Nut Mtrik
173 1/F Oil trap Oliels
185 1/F Union Forskruning
207 1/F Union Forskruning
219 4/F Screw Skrue
220 1/E Oil separator, com- Olieseparator, komplet

plete, incl item 077, inkl. item 077, 089,
089, 090, 100, and 090, 100 og 112
112

08028-0D/H5250/94.08.12
94.24 - ES0S-L
Index
Page 1(1) Cooling Water System 516
L23/30H
Description
Cooling water system ---------------------------------------------------------------------------516. 01 (01H)

Cooling water thermostatic valve -------------------------------------------------------------------- 516. 04 (01H)
Working Card
Check of cooling water system ---------------------------------------------------------------516- 01 .90 (01H)

Cooling water, thermostatic valve ----------------------------------------------------------- 516- 04 .00 (01H)
Plates
Cooling water thermostatic valve ------------------------------------------------------------------- 51604- 01H

High temperature fresh water pump --------------------------------------------------------------- 51610- 02H
Pipes on cylinder head -------------------------------------------------------------------------------- 51625- 01H

Preheater - fresh water --------------------------------------------------------------------------------51635- 04H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description 516.01
Page 1 (1) Cooling Water System Edition 01H
L23/30H
Description High Temperature Circuit
The cooling water system consists of two separate The high temperature circuit is used for cooling of the
systems. The low temperature (LT) and the high cylinder units.
temperature (HT) circuits.
Cooling water is led through a distributing pipe to the
bottom of the cooling water space between the liner
Low Temperature Circuit and the frame of each cylinder unit. The water is led
out through bores in the top of the frame via the
The low temperature circuit is used for cooling of the cooling water guide jacket to the bore.
charge air and the lubricating oil, and the alternator if
the latter is water cooled.
96.03 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Cooling Water Thermostatic Valve 516.04
L23/30H
Thermostatic Valve The thermostatic valve cannot be set or adjusted, and

requires no maintenance.
The thermostatic valve in the high temperature circuit
is mainly located imediately after the outlet of the In some plants a corresponding thermostatic valve is
engine, but alternatively in the external cooling sy- installed in the low temperature circuit. The ther-
stem near the fresh water cooler. mostatic elements of this valve have an other tem-
perature range.
The cooling water enters through the cover (A) under
which the thermostatic elements are located.
The number of elements depends on the size of the

A
valve.
The outlet to the suction side of the pump is marked

(B) and outlet to the cooler is marked (C).
In the warming-up period the cooling water is by-

passing the cooler. When the outlet water from the
cylinder heads reaches the normal temperature (75-
85 C) a controlled amount of water passes through C B
the cooler.
The thermostatic elements must be replaced if the

cooling water temperature during normal operation
deviates essentially from the one stated in the test
report. Fig. 1. Thermostatic Valve
94.26 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Check of Cooling Water System 516-01.90
L23/30H

Shut-off fuel oil
Description:
Check of cooling water system.

Hand tools:
Starting position:
Engine is running
Related procedure:
08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

92.04 - ES0U-G
516-01.90 Check of Cooling Water System Working Card
L23/30H
Checks to be carried out. 5) Check manometers and thermometers for possible

damages.
1) Examine the piping system for leaks.
6) Check the condition of the uppermost of the two O-
2) Retighten all bolts and nuts in the piping system. rings (which makes up the tightening between the
jacket cooling water space in the frame and the
3) Move all valves and cocks in the piping system. crankcase) by means of the inspection holes in the
Lubricate valve spindles with graphite or similar. engine frame - see also Working Card 506-01.40.
4) Check flexible connections for leaks. For check of the fresh water condition, see section
504.
08028-0D/H5250/94.08.12
92.04 - ES0U-G
Working Card
Cooling Water, Thermostatic Valve 516-04.00
L23/30H

Shut-off fuel oil
Description:
Inspection of thermostatic valve and replacement

of elements. Hand tools:

Copaslip
Tools and cleaning preparation for cleaning.
Starting position:
Cooling water drained from engine (if necessary).
Related procedure:
Manpower:
08028-0D/H5250/94.08.12

Capacity : 1 Man Replacement and wearing parts:
Data: Plate No Item No Qty/
Data for pressure and tolerance (Page 500.35) 51604 031 1/engine
Data for torque moment (Page 500.40) 51604 055 2 or 4/engine
Declaration of weight (Page 500.45) 51604 092 3/engine
94.29 - ES0S-G
516-04.00 Cooling Water, Thermostatic Valve Working Card
L23/30H
The thermostatic valve cannot be adjusted and under Replacement of elements:

normal working conditions maintenance is not required.
However, in some cases it is necessary to replace the 1) Remove nuts (1) and washers (2), 4 or 6 pcs.
elements in the thermostatic valve. See fig. 1.
2) Disconnect upper and lower part of the housing.
1 3) Remove the assembled elements (3) and the

2 elements O-ring sealing.
3
4) Remove the gaskets between the upper and
5 lower part of the housing.
4 5) The upper and lower part of the housing are

thoroughly cleaned inside and on the gasket surfaces.
6) The sealing rings (4) for the elements in the

housing are replaced and lubricated with a thin layer
of copaslip.
7) Remount the assembled elements in the housing

by wriggling these somewhat over side.
8) Upper and lower part of the housing are

assembled with a new gasket (5), the nuts (1) are
mounted and tightened "cross-wise".
1. Nut Note:
2. Washer
3. Element After inspection or replacement of the elements the
4. O-rings sealing cooling water temperature is checked to ensure that
5. Gasket the elements are working correctly.
Fig. 1 Thermostatic valve

08028-0D/H5250/94.08.12
94.29 - ES0S-G
Plate
Page 1 (2) Cooling Water Thermostatic Valve 51604-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S
Plate
51604-01H Cooling Water Thermostatic Valve Page 2 (2)
L23/30H
Item Item
018 4/T Screw Skrue
043 2/T Thermostatic Flerelement

element
067 2/T Sleeve Bsning
079 4/T Washer Skive
080 16/T Nut Mtrik
092 3/T Gasket Pakning
102 12/T Screw Skrue
114 1/E Thermostatic Termostatventil,

08028-0D/H5250/94.08.12
Qty./T = Qty./Thermostatic valve Antal/T = Antal/Termostatsventil
94.23 - ES0S
Plate
Page 1 (2) High Temperature Fresh Water Pump 51610-02H
L23/30H
900 RPM
083 191 095 022 034 105 058 130
178
154-166
010
046
071
129
117 129 142
201
08028-0D/H5250/94.08.12
93.05 - ES0S
Plate
51610-02H High Temperature Fresh Water Pump Page 2 (2)
L23/30H
900 RPM
Item Item
010 1/P Pump housing Pumpehus
022 1/P Bearing housing Lejehus
034 1/P Shaft Aksel
046 1/P Impeller Lbehjul
058 1/P Gear wheel Tandhjul
071 1/P Self locking nut Selvlsende mtrik
083 1/P Rotating sealing Roterende pakdse
095 1/P Sealing ring Ttningsring
105 2/P Ball bearing Kugleleje
117 1/P Retaining ring Sikringsring
129 2/P Key Feder
130 1/P Locking washer Lseskive
142 1/P Self locking nut Selvlsende mtrik
154 2/P Plug screw Propskrue
178 1/P Ball valve Kugleventil
191 8/P Screw Skrue
201 1/E Fresh water pump, Ferskvandspumpe,

complete komplet
08028-0D/H5250/94.08.12
93.05 - ES0S
Plate
Page 1 (2)
Pipes on Cylinder Head 51625-01H
L23/30H
08028-0D/H5250/94.08.12
94.25 - ES0S
Plate
51625-01H Pipes on Cylinder Head Page 2 (2)
L23/30H
Item Item
012 1/E H.T. collecting pipe, H.T. samlerr,

5 cyl. 5 cyl.

6 cyl. 6 cyl.

7 cyl. 7 cyl.

8 cyl. 8 cyl.
061 1/C Packing, oval Pakning, oval
073 2/C Screw Skrue
085 1/C Thermometer piece Termometerstykke
107 2/C Screw Skrue
119 2/C Screw Skrue
120 2/C Nut Mtrik
144 1/C Thermometer Termometer
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Qty./Motor
Qty./E = Qty./Cylinder Qty./C = Qty./Cylinder
94.25 - ES0S
Plate
Page 1 (2) Preheater - Fresh Water 51635-04H
L23/30H
V28/32S
08028-0D/H5250/94.08.12
03.04 - ES0
Plate
51635-04H Preheater - Fresh Water Page 2 (2)
L23/30H
V28/32S
Item Item
353 1/E Pipe for preheater Rr for forvarmer
365 1/E Preheater Forvarmer

5 L23/30H, 5 L23/30H,
stationary stationr

6, 7 L23/30H, 6, 7 L23/30H,
stationary stationr

8 L23/30H, 8 L23/30H,
stationary stationr

5 L23/30H, 5 L23/30H,
marine marine
400 1/E Preheater Forvarme

6, 7 L23/30H, 6, 7 L23/30H,
marine marine

8 L23/30H, 8 L23/30H,
marine marine

12 V28/32S 12 V28/32S

16, 18 V28/32S 16, 18 V28/32S
08028-0D/H5250/94.08.12
03.04 - ES0
Index
Page 1(1) Special Equipment 517
L23/30H
Description
Governor (UG8D) --------------------------------------------------------------------------------517. 01

Governor shutdown Solenoid ------------------------------------------------------------------------- 517. 02
Synchronizing Motor ------------------------------------------------------------------------------------ 517. 03
APM controller ------------------------------------------------------------------------------------------ 517. 04
Turbocharger (NR20/R) -------------------------------------------------------------------------------- 517. 05
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
03040D
UG Dial
Governor
UG-5.7/UG-8/UG-10 Dial
Installation and Operation Manual
Manual 03040D
! WARNING
Read this entire manual and all other publications pertaining to the work to
be performed before installing, operating, or servicing this equipment.
Practice all plant and safety instructions and precautions. Failure to follow
instructions can cause personal injury and/or property damage.
The engine, turbine, or other type of prime mover should be equipped with
an overspeed (overtemperature, or overpressure, where applicable)
shutdown device(s), that operates totally independently of the prime mover
control device(s) to protect against runaway or damage to the engine,
turbine, or other type of prime mover with possible personal injury or loss
of life should the mechanical-hydraulic governor(s) or electric control(s),
the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or
the controlled device(s) fail.
! IMPORTANT DEFINITIONS
WARNINGindicates a potentially hazardous situation which, if not
avoided, could result in death or serious injury.
CAUTIONindicates a potentially hazardous situation which, if not

avoided, could result in damage to equipment.
NOTEprovides other helpful information that does not fall under the
warning or caution categories.
Woodward Governor Company reserves the right to update any portion of this publication at any time. Information
provided by Woodward Governor Company is believed to be correct and reliable. However, no responsibility is
assumed by Woodward Governor Company unless otherwise expressly undertaken.
1982 by Woodward Governor Company
All Rights Reserved
Manual 03040 UG Dial Governor
Contents
CHAPTER 1. GENERAL INFORMATION ............................................................. 1

Introduction............................................................................................................. 1
Description ............................................................................................................. 1
References ............................................................................................................. 2
CHAPTER 2. INSTALLATION PROCEDURES .................................................... 5

Introduction............................................................................................................. 5
Receiving................................................................................................................ 5
Storage ................................................................................................................... 5
Mounting Requirements ......................................................................................... 5
Linkage Attachments.............................................................................................. 6
Oil Supply ............................................................................................................... 8
CHAPTER 3. PRINCIPLES OF OPERATION ..................................................... 13

Introduction........................................................................................................... 13
Component Description........................................................................................ 13
Oil Pump....................................................................................................... 13
Accumulator.................................................................................................. 13
Power Piston................................................................................................. 14
Pilot Valve System........................................................................................ 14
Ballhead System........................................................................................... 16
Compensation System ................................................................................. 16
Load Limit Control ........................................................................................ 17
Synchronizer................................................................................................. 18
Speed Droop ................................................................................................ 18
Operation of the UG Dial Governor ...................................................................... 19
General Information...................................................................................... 19
Decrease in Load ......................................................................................... 20
Increase in Load ........................................................................................... 21
CHAPTER 4. GOVERNOR OPERATION AND ADJUSTMENTS ....................... 23

Introduction........................................................................................................... 23
Initial Operation for a New Governor .................................................................... 23
Adjustments.......................................................................................................... 23
Compensation Adjustments ................................................................................. 24
Initial Operation for a Repaired or Reassembled Governor ................................. 26
Test Procedures ................................................................................................... 27
Test Completion ................................................................................................... 31
CHAPTER 5. TROUBLESHOOTING .................................................................. 33

Introduction........................................................................................................... 33
Troubleshooting.................................................................................................... 33
Oil ................................................................................................................. 33
Compensating Adjustment and Needle Valve .............................................. 33
Definitions ..................................................................................................... 34
Preliminary Inspection .................................................................................. 34
Additional Information for Steam Turbines, Gas and Gasoline Engines .............. 39
Governor Field Repairs ........................................................................................ 40
Removal of Governor from Engine....................................................................... 40
Woodward i
UG Dial Governor Manual 03040
Contents
CHAPTER 6. REPLACEMENT PARTS...............................................................43

Replacement Parts Information............................................................................43
Parts List for Figure 6-1 (Sheet 1 of 5) .................................................................44
CHAPTER 7 AUXILIARY EQUIPMENT ..............................................................55

Introduction...........................................................................................................55
Synchronizer Motor and Solenoid Shutdown........................................................55
PM Synchronizer Motor with Housing...................................................................57
Low Lube Oil Pressure Shutdown ........................................................................58
Magnetic Speed Pickup........................................................................................59
Micro Switches and Wiring Harness.....................................................................60
CHAPTER 8. SERVICE OPTIONS ......................................................................61

Product Service Options.......................................................................................61
Replacement/Exchange ...............................................................................61
Flat Rate Repair............................................................................................62
Flat Rate Remanufacture .............................................................................62
Returning Equipment for Repair ...........................................................................62
Packing a Control .........................................................................................63
Return Authorization Number .......................................................................63
Replacement Parts ...............................................................................................63
How to Contact Woodward...................................................................................63
Additional Aftermarket Product Support Services ................................................64
Technical Assistance............................................................................................66
ii Woodward
Illustrations
1-1. UG-8 Dial Governor ............................................................................... iv

1-2. Recommended Output Shaft Travel Adjustment.................................... 2
1-3. UG Dial Governor Outline Drawing......................................................... 3
2-1. Linkage Arrangement ............................................................................. 8
3-1. UG Dial Governor Schematic Diagram................................................. 15
4-1. Maximum/Minimum Speed Stop Adjustment on the
UG Dial Governor....................................................................... 29
5-1. Common Bench Tools .......................................................................... 41
5-2. Normal Field Repair Tools .................................................................... 42
6-1. Parts Illustration for the UG Dial Governor ...................................... 45/53
7-1. UG Cover with Bodine Motor and Shutdown Solenoid ......................... 55
7-2. Installing Cover with Bodine Synchronizer Motor ................................. 56
7-3. UG8 Dial Governor Equipped with Bodine Synchronizer Motor ........... 57
7-4. Top View of Weatherproof Housing with PM Synchronizer
Motor and Shutdown Solenoid ................................................... 57
7-5. UG8 Governor with PM Motor, Shutdown Weatherproof Housing ....... 58
7-6. Low Lube Oil Pressure Shutdown ........................................................ 59
7-7. Magnetic Speed Pickup ........................................................................ 59
7-8. Micro Switches and Wiring ................................................................... 60
7-9. Wiring Harness on Cover ..................................................................... 60
Tables
2-1. Oil Chart.................................................................................................. 9

2-2. Viscosity Comparisons ........................................................................... 9
4-1. Test Stand Tools................................................................................... 26
5-1. Troubleshooting Chart ..................................................................... 35/39
5-2. Governor Output Shaft Travel vs Butterfly Valve Travel....................... 40
5-3. List of Common Bench Tools ............................................................... 41
5-4. List of Normal Field Repair Tools ......................................................... 42
Woodward iii
Figure 1-1. UG-8 Dial Governor
iv Woodward
Chapter 1
General Information
Introduction
The UG Dial governor is available in three different work outputs:
UG-5.77.1 Nxm (5.2 lb-ft)
UG-813.2 Nxm (9.7 lb-ft)
UG-1015.9 Nxm (11.7 lb-ft)
The UG-5.7 and UG-8 both use 827 kPa (120 psi) oil pressure, and the UG-10
uses 1034 kPa (150 psi).
Basic operation, adjustment, troubleshooting, and replacement of parts are

similar for the UG-5.7, UG-8, and UG-10.
Description
The UG is a mechanical-hydraulic governor for controlling diesel, gas, or dual
fuel engines, or steam turbines. The UG is mechanically linked to the fuel racks
or to the fuel valves, depending on the system.
The maximum travel of the output (terminal) shaft is 42.The recommended

travel of the output shaft is 28 from no load to full load, which allows sufficient
overtravel at each end so that the governor can shut down the prime mover and
also give maximum fuel when required. See Figure 1-2 for recommended output
shaft travel adjustment.
Normally, the UG operates isochronously (constant speed) regardless of load on

the engine, except as described in Chapter 3, Principles of Operation.
Speed droop is incorporated in the UG Dial governor to divide and balance load
between units driving the same shaft or paralleled in an electrical system.
A load limit control is also a standard feature on the UG Dial governor. It limits
the amount of fuel supplied by restricting the travel of the governor output shaft.
An indicator dial shows the governor output shaft limit position.
The load limit control may also be used for shutting down the prime mover by
turning it to zero.
Woodward 1
* UG-5.77.1 Nxm (5.2 lb-ft)

* UG-813.2 Nxm (9.7 lb-ft)
* UG-1015.9 Nxm (11.7 lb-ft)
Figure 1-2. Recommended Output Shaft Travel Adjustment
References
Sales, Service and Product Information are available through the offices listed on
the back cover of this manual. Some of the manuals listed below are briefly
covered in Chapter 7, Auxiliary Equipment.
Pub. Pub.
Type Number Title
Manual 03013 Shutdown Solenoid for UG Governors
Manual 03016 Low Lube Oil Pressure Shutdown for UG Governors
Product Spec. 03029 UG-5.7/8/10 Governor
Manual 03035 PM Speed Adjusting Motor
Manual 03505 Speed Adjusting (Synchronizing) Motor Parts Catalog
and Lubrication Guide
Manual 25071 Oils for Hydraulic Controls
Manual 25075 Commercial Preservation Packaging for Storage of
Mechanical-Hydraulic Controls
Manual 36052 Magnetic Speed Pickup for PG, UG8, and UG40
Governors
Manual 36684 Booster Servomotor
Application Note 50516 Governor Linkage for Butterfly Throttle Valves
Repair Manual 56103 UG Dial Governor Repair Procedure
2 Woodward
Figure 1-3. UG Dial Governor Outline Drawing
Woodward 3
4 Woodward
Chapter 2
Installation Procedures
Introduction
This chapter provides information necessary for receiving, storage, mounting,
and start-up adjustments.
Receiving
When you receive your UG governor, it will be bolted to a wooden platform in a
vertical position. After testing the governor at the factory, it is drained of oil.
This leaves a light film of oil covering the internal parts, preventing rust. No
internal cleaning is required before installation.
Some drive shafts are sprayed with a light film of oil while others (depending on
customer requirements) are covered with soft seal. Before installation, remove
the soft seal with a rag saturated with mineral spirits.
Storage
If a governor is being stored for any period of time, please refer to Woodward
manual 25075, Commercial Preservation Packaging for Storage of Mechanical-
Hydraulic Controls.
Mounting Requirements
1. Make sure the drive shaft rotates freely.
2. Select the correct length of coupling between the governor and the prime
mover drive.
3. Mount the governor squarely on its mounting pad.
4. Make sure there is no force pushing the drive shaft into the governor.
5. See the outline drawing (Figure 1-3) for mounting hole sizes and governor
dimensions.
6. Make sure the coupling rotates freely but without backlash. Incorrect
alignment of the governor shaft to the coupling, or not enough clearance
between any of the parts, can result in excessive wear and/or seizure of
parts. It can also cause an undesirable high frequency vibration or jiggle
in the governor output shaft (see Definitions in Chapter 5 for more
information).
Woodward 5
The standard UG governor drive gives few installation problems if the alignment
of the governor shaft to the drive coupling is kept.
! WARNING
In the event of a misaligned or broken drive shaft, an overspeed
condition or runaway engine can develop. An overspeeding or
runaway engine can result in extensive damage to the equipment,
personal injury and/or loss of life.
If an optional keyed drive is used when installing the governor, take care to
avoid the following undesirable conditions:
a. Rough gear teeth:

Rough gear teeth, or shaft out of round, can cause vibrations which can be
transmitted to the governor and cause a jiggle in the governor output shaft.
The jiggle can be transmitted to the fuel control resulting in an undesirable
condition. Replace gears if necessary.
b. Incorrect shimming:
Check backlash and re-adjust if necessary to obtain proper mesh without
binding or excessive backlash. Refer to the prime mover manufacturers
specifications for the correct amount of backlash.
7. Mount the governor flush with the engine drive pad. If the engine drive pad
is at an angle (from 0 to 45 maximum), the UG must be installed with the
front panel in the upper position. Use a gasket between the governor and the
engine drive pad.
Be sure there is adequate space available around the governor to provide

easy access for installing the control linkage, filling the governor with oil,
and adjusting the speed and compensation system. See the outline drawing
(Figure 1-3) for mounting hole sizes and governor dimensions.
The recommended rated speed range for the governor drive is 1000 to 1500 rpm.
The drive power requirement is 249 W (1/3 hp) at normal speed and operating
temperature. The UG governor may be driven either clockwise or
counterclockwise.
Operating temperature range for the UG governor is 29 to +99 C (20 to +210

F).
Linkage Attachments
Adjustment of the fuel linkage must provide for control of fuel from OFF to
FULL FUEL within the limits of the 42 of governor output shaft travel. It
must also provide for approximately 30 output shaft travel between NO
LOAD and FULL LOAD.
6 Woodward
Attach the fuel rack linkage to the governor output shaft. There must be no lost
motion or binding in this linkage. Adequate locking methods must be employed
on the linkage connections.
! WARNING
Be sure to allow sufficient overtravel at each end of the terminal
shaft. Failure to provide sufficient overtravel at maximum fuel
position can prevent the prime mover from giving maximum fuel
when required. Failure to provide sufficient overtravel at minimum
fuel position can prevent the governor from shutting down the prime
mover and result in possible damage to equipment and personal
injury.
A linear linkage arrangement is used in applications where the governor output

shaft positioning is directly proportional to the torque output of the prime mover.
Thus, the governor output shaft travel will be directly proportional to the amount
of fuel delivered to the prime mover.
A linear linkage is a linkage arrangement which provides as much movement of

the governor output shaft per increment of valve movement at light loads as it
does at heavy loads.
In applications where a governor is controlling a butterfly valve, such as on a gas

engine, a linear linkage should not be used.
This is due to the inherent design of the butterfly valve which requires only a
small amount of valve travel (for example, 10) to bring an engine from no load
to half load. By contrast, this design requires a much greater movement of valve
travel (for example, 30) to bring the engine from half load to full load.
In order to improve governing control at light loads, a compensating linkage is

devised (non-linear linkage). This linkage provides greater movement of the
governor per increment of valve movement at light loads than it does at heavy
loads. Figure 2-1 illustrates the relationship between governor output shaft and
butterfly positions obtained with simple linkage of maximum non-linearity.
When installing this linkage, make sure that the two following conditions are
obtained when the linkage is in the no-load position:
1. The lever which is attached to the governor and the connecting link is in
line with the governor output shaft and the point of attachment of the
connecting link to the butterfly lever.
2. The butterfly lever must be at 90 with the connecting link.
See also Table 5-2 for a satisfactory relationship between governor output shaft
travel and butterfly valve travel in a non-linear system.
For more information on non-linear linkage, please refer to Woodward

Application Note 50516, Governor Linkage for Butterfly Throttle Valves.
Woodward 7
Figure 2-1. Linkage Arrangement (for non-linear fuel systems)
Oil Supply
Use an oil depending on operating temperature for the governor (see Table 2-1).
NOTE
Primary concern is for the oil properties in the governor.
Fill the governor with approximately two quarts of oil to the mark on the oil
sight glass. After the engine is started and the governor is at operating
temperature, add oil if necessary. Oil must be visible in the glass under all
operating conditions.
Use the information given in Tables 2-1 and 2-2 as a guide in the selection of a
suitable lubricating/hydraulic oil. Oil grade selection is based on the operating
temperature range of the governor. Also, use this information to aid in
recognizing and correcting common problems associated with oils used in
governors.
For applications where the governor shares the oil supply with the engine, use
the oil recommended by the engine manufacturer.
Governor oil is both a lubricating oil and a hydraulic oil. It must have a viscosity
index that allows it to perform over the operating temperature range, and it must
have the proper blending of additives that cause it to remain stable and
predictable throughout this range.
8 Woodward
Table 2-1. Oil Chart
Table 2-2. Viscosity Comparisons
Woodward 9
Governor oil must be compatible with seal materials (particularly nitrile,
polyacrylic, and fluorocarbon). Many automotive and gas engine oils, industrial
lubricating oils, and other oils of mineral or synthetic origin meet these
requirements. Woodward governors are designed to give stable operation with
most oils with the viscosity, at the operating temperature, between 50 and 3000
SUS (Saybolt Universal Seconds). At the normal operating temperature, the
viscosity should be between 100 to 300 SUS. Poor actuator response or
instability may be an indication that the oil viscosity is outside this range.
Excessive component wear or seizure in a governor indicates the possibility of:
1. Insufficient lubrication caused by:

a. An oil that flows slowly when it is cold, especially during start-up.
b. No oil in the governor.
2. Contaminated oil caused by:

a. Dirty oil containers.
b. A governor exposed to heating up and cooling down cycles, which
creates condensation of water in the oil.
3. Oil not suitable for the operating conditions caused by:

a. Changes in ambient temperature.
b. An improper oil level which creates foamy, aerated oil.
Operating a governor continuously beyond the high limit temperature of the oil
will result in oil oxidation. This is identified by varnish or sludge deposits on the
governor parts. To reduce oil oxidation, lower the actuator operating temperature
with a heat exchanger or other means, or change to an oil more oxidation-
resistant at the operating temperature.
! WARNING
A loss of stable governor control and possible prime mover
overspeed may result if the viscosity exceeds the 50 to 3000 SUS
range. An overspeeding and/or runaway prime mover can result in
extensive damage to the equipment, personal injury and/or loss of
life.
Specific oil viscosity recommendations are given on the oil chart (Table 2-1).
Select a readily available good brand of oil, either mineral or synthetic, and
continue using that same brand. Do NOT mix the different classes of oils. Oil
that meets the API (American Petroleum Institute) engine service classification
in either the S group or the C group, starting with SA or CA through
SF and CD is suitable for governor service. Oils meeting performance
requirements of the following specifications are also suitable: MIL-L-2104A,
MIL-L-2104B, MIL-L-2104C, MIL-L-46152, MIL-L-46152A, MIL-L-46152B,
MIL-L-45199B.
10 Woodward
Replace the governor oil if it is contaminated, also change it if it is suspected of
contributing to the governor instability. Drain the oil while it is still hot and
agitated; flush the governor with a clean solvent having some lubricating quality
(such as fuel oil or kerosene) before refilling with new oil. If drain time is
insufficient for the solvent to completely drain or evaporate, flush the governor
with the same oil it is being refilled with to avoid dilution and possible
contamination of the new oil. To avoid recontamination, the replacement oil
should be free of dirt, water, and other foreign material. Use clean containers to
store and transfer oil.
! WARNING
Observe the manufacturers instructions or restrictions regarding the
use of solvents. If no instructions are available, handle with care. Use
the cleaning solvent In a well ventilated area away from fires or
sparks.
Failure to follow above safety instructions can result in dangerous

fires, extensive damage to equipment, personal injury and/or loss of
life.
Oil that has been carefully selected to match the operating conditions and is
compatible with governor components should give long service between oil
changes. For governors operating under ideal conditions (minimum exposure to
dust and water and within the temperature limits of the oil), oil changes can be
extended. If available, a regularly scheduled oil analysis is helpful in
determining the frequency of oil changes.
Any persistent or recurring oil problems should be referred to a qualified oil

specialist for solution.
The recommended continuous operating temperature of the oil is 60 to 93 C

(140 to 200 F). The ambient temperature limits are 29 to +93 C (20 to +200
F). Measure the temperature of the governor on the outside lower part of the
case. The actual oil temperature will be slightly warmer, approximately 6 C (10
F).
Woodward 11
12 Woodward
Chapter 3
Principles of Operation
Introduction
Basic UG operation is similar for all types. The only difference is in the method
of setting the speed. Auxiliary devices provide different functions but do not
alter the basic operation of the governor.
Along with the text, a schematic diagram (Figure 3-1) is provided for visual
means of understanding the operation of the UG Dial governor. This schematic
shows a basic design and does not include any auxiliary equipment.
Component Description
Before getting into the operation of the UG, a brief description of the
components will facilitate understanding the operation.
Oil Pump
The purpose of the oil pump (14) is to provide oil pressure for the governor.
The pump gets its oil from the self-contained sump (15). The oil pump is a
positive displacement gear pump with four check valves (13) for either direction
of rotation. One pump gear is part of the rotating bushing, and the other is part of
the laminated drive. The rotating bushing is driven by the governor drive shaft
which is driven by the prime mover. As the bushing rotates, it rotates the
laminated drive. The oil pump gears can be driven either clockwise or
counterclockwise.
Oil flow is directed through the check valve system into the accumulator system
(11).
Accumulator
The purpose of the accumulator (11) is to store oil under pressure for the
operation of the UG governor. The accumulator (two cylinders) also acts as a
pressure relief valve if oil pressure increases above 827 kPa/120 psi (UG-5.7 and
UG-8) or 1034 kPa/150 psi (UG-10).
The accumulator (11) consists of two spring loaded pistons. Oil is pumped into
the cylinders and pressure is increased as the accumulator springs are
compressed. When the oil pressure exceeds 827 kPa/120 psi (UG-5.7 and UG-8),
or 1034 kPa/150 psi (UG-10), oil is released back to sump through a relief port
(12) in each cylinder.
Woodward 13
Oil flows from the accumulator through passages to the top of the power piston
and to the pilot valve system.
Power Piston
The purpose of the power piston (9) is to rotate the governor output shaft to the
increase or decrease fuel position.
The power piston is a differential type with oil pressure on both sides of the
piston. The top end of the power piston is connected to the governor output shaft
(6) through a power lever and link assembly.
The bottom of the power piston has a larger area than the top of the piston.
Therefore, less oil pressure is needed on the bottom than on the top to maintain
the piston stationary. If the oil pressure is the same on both the top and bottom of
the piston, the piston moves up to rotate the governor output shaft in the increase
fuel direction. The piston moves down only when oil under the piston is released
to sump.
Oil to and from the bottom of the power piston is regulated by the pilot valve
system.
Pilot Valve System

The purpose of the pilot valve plunger and bushing is to control the flow of oil to
or from the bottom of the power piston.
The pilot valve system includes the rotating bushing (38) and the pilot valve
plunger (39). The bushing (38) is rotated by the drive shaft (36) while the pilot
valve plunger is held stationary. Through this rotation, friction between the pilot
valve and bushing is reduced. The pilot valve plunger has a control land that
regulates oil flow through ports in the bushing.
When the pilot valve plunger (39) is lowered, high pressure oil flows under the
power piston (9), raising it. When the pilot valve plunger is raised, oil is released
to sump from under the power piston (9), lowering it. The higher pressure on top
of the power piston(9) forces the piston down. When the pilot valve plunger (39)
is in its centered position, the control land covers the control port as shown in
the schematic (Figure 3-1), and there is no movement of the power piston.
The movement of the pilot valve plunger (39) is controlled by the ballhead
system (23) and the dashpot compensation pistons (34) and (35).
14 Woodward
Figure 3-1. UG Dial Governor Schematic Diagram
Woodward 15
Ballhead System
The purpose of the ballhead system (23) is to sense speed changes of the prime
mover as compared to the speed setting reference given by the speeder spring
(25) and to position the pilot valve plunger (39).
The ballhead system includes a ballhead (23), flyweights (24), a speeder spring
(25), a thrust bearing (30), a speeder plug (29),and a speed setting rod (21).
As the governor drive shaft (36) rotates, the gear on the laminated drive (32)
turns and rotates the ballhead gears (23). The flyweights (24) are attached to the
ballhead with pivot pins, and a thrust bearing (30) rides on the toes of the
flyweights (24). The speeder spring (25) is held in position against the thrust
bearing (30) by the speeder plug (29). The speeder plug (29) is used to set a
pressure on the speeder spring (25).
As the ballhead (23) rotates, the flyweights (24) pivot outward due to the
centrifugal force. At the same time the speeder spring (25) forces the thrust
bearing (30) downward on the flyweight toes. This downward force opposes the
centrifugal force of the flyweights. Increasing the drive speed increases the
centrifugal force. Compressing the speeder spring (25) with the speeder plug
(29) increases the downward force applied to the flyweight toes, and in turn,
increases the governor speed setting. The prime mover must run faster to
generate a centrifugal force greater than the speeder spring force to balance the
system again.
Speeder spring force or speed setting (25) is controlled manually through the
synchronizer (speed setting) adjusting knob (5). It can also be controlled from a
remote area if the governor is equipped with a speed setting motor (1).
Compensation System
The purpose of the compensation system is to give stability to the governor and
obtain steady state speed control. Also, when correctly adjusted, the
compensation system effectively regulates the amount of fuel necessary to bring
the engine to the required output to adjust to a decrease or increase in load.
The compensation system creates a small temporary change of speed setting with
governor output shaft movement to produce a stabilizing speed droop
characteristic in the governor. The change of speed setting is followed by a slow
return of speed setting to its original value. Compensation is simply another
word for temporary speed droop characteristic.
The compensation system includes a large dashpot compensation piston (34), a

small dashpot compensation piston (35), a floating lever (31), a compensation
adjusting lever (22) with a pivotable fulcrum (18), and a needle valve (33). See
Figure 3-1.
16 Woodward
The large dashpot compensation piston (34) is connected to the governor output
shaft (6) by a compensation adjusting lever (22). A pivotable fulcrum (18) rides
on the compensation adjusting lever (22). Changing the fulcrums (18) position
allows the compensation lever (22) to control the amount of stroke available for
the large dashpot compensation piston (34).
The small dashpot compensation piston (35) is connected through a floating

lever (31) to the pilot valve plunger (39) and the speeder rod (21).
Moving the large dashpot compensation piston (34) down forces oil under the
small dashpot compensation piston (35). As the small dashpot compensation
piston (35) is forced upward, it lifts the pilot valve plunger (39) to close off the
control port which stops the flow of oil to the bottom of the power piston (9).
The needle valve (33) is a variable orifice which controls the flow of oil between
both the large (34) and the small dashpot compensation (35) pistons, and the oil
sump.
NOTE
Compensation must be properly adjusted to the particular engine and
load to provide stable operation (see Chapter 4, Compensation
Adjustments).
Load Limit Control

The purpose of the load limit control is to hydraulically and mechanically limit
the load that can be placed on the engine by restricting the travel of the governor
output shaft in the increase fuel direction, and consequently the amount of fuel
supplied to the engine.
The load limit control may also be used for shutting down the engine by turning
it to zero.
! CAUTION
Do not manually force prime mover linkage to increase fuel without
first turning the load limit control knob to maximum position (10).
Failure to do so may cause damage and/or failure of governor
internal parts.
The load limit control consists of an indicator disc (7) geared to a load limit rack
(8). The control knob is also attached to the load limit cam (16).
Load is limited mechanically by positioning the load limit knob (cam 16). When
the load indicator reaches the preset point, the pilot valve plunger (39) is lifted,
stopping any further increase in fuel.
Woodward 17
Turning the load limit control to zero to shut down the engine turns the cam (16)
forcing the load limit (shutdown) lever (20) and shutdown strap (17) down. As
the right end of the load limit (shutdown) lever (20) is forced downward, it
pivots about its fulcrum and lifts the pilot valve plunger (39), releasing oil from
under the power piston (9). Pressure oil acting on top of the power piston (9)
forces it downward, rotating the governor output shaft (6) to minimum fuel and
causing the prime mover to shut down.
Synchronizer
The synchronizer is the speed adjusting control, and is used to change engine
speed for a single unit. On engines paralleled with other units, it is used to
change engine load.
The upper knob (called SYNCHRONIZER on most models or SPEED

SETTING KNOB on later models) is the control knob.
The lower knob (SYN. INDICATOR) has no function of its own but has an
indicator disc which shows the number of revolutions of the synchronizer (speed
setting) control knob.
Speed Droop
Speed droop, or simply droop, is one method of creating stability in a governor.
Droop is also used to divide and balance load between units driving the same
shaft or paralleled in the electrical system.
Droop is the decrease in speed that occurs when the governor output shaft moves
from the minimum to the maximum fuel position in response to a load increase,
expressed as a percentage of rated speed.
If instead of a decrease in speed, an increase takes place, the governor shows a

negative droop. Negative droop will cause instability in a governor.
Too little droop can cause instability in the form of hunting, surging, or difficulty
in response to a load change. Too much droop can result in slow governor
response in picking up or dropping off a load.
Using an example where the governor speed is 1500 rpm at no load and 1450
rpm at full load, droop can be calculated with the formula:
No load speed full load speed

%Droop = x 100
full load speed
1500 rpm 1450 rpm

%Droop = x 100 = 3.5%
1450 rpm
18 Woodward
If the decrease in speed is greater than 50 rpm when the governor output shaft
moves from the minimum to the maximum fuel position, droop greater that 3.5%
is shown by the governor. If the decrease in speed is less than 50 rpm, droop less
than 3.5% is shown by the governor.
NOTE
If the governor output shaft does not use the full 30 of available
travel from NO LOAD to FULL LOAD, droop will also be reduced
proportionately.
Marks on the droop adjustment scale on the dial panel are reference numbers
only, and do not represent droop percentages. Thus the 100 mark does not
represent 100% droop. It represents the maximum droop percentage available on
that particular UG governor model.
Speed droop consists of a control knob, cam, and linkage, which when preset,
varies the compression of the speeder spring as the output shaft rotates.
Increasing the fuel reduces speeder spring compression and, in turn, the governor
speed setting. The unit gradually reduces its speed as load is applied. This
relationship between load and speed acts as a resistance to load changes when
the unit is interconnected with other units either mechanically or electrically.
Reducing droop to zero allows the unit to change load without changing speed.
Normally, set zero droop on units running alone. On interconnected units, set the
least amount of droop possible to provide satisfactory load division.
For ac generating units tied in with other units, set droop sufficiently high
(reference numbers 30 to 50 on the dial) to prevent interchange of load between
units. If one unit in the system has enough capacity, set its governor on zero
droop, and it will regulate the frequency of the prime mover system. If its
capacity is not exceeded, this unit will handle all load changes.
Operate the SYNCHRONIZER knob of the governor with zero droop to adjust
the systems frequency. Operate the SYNCHRONIZER knobs of the governors
that have speed droop to distribute load between units.
Operation of the UG Dial Governor
General Information
Refer to Figure 3-1 with the text to better understand the operation of the UG
Dial governor. This schematic diagram is of a basic design and does not include
any auxiliary equipment.
Changes in governor speed setting produce the same governor movements as do

changes in load on the engine. The description that follows is based upon speed
changes caused by load changes.
Woodward 19
Decrease in Load
When the prime mover is running on speed, the flyweights (24) are in a vertical
position for normal steady state operation. The pilot valve plunger (39) is
centered over the control port of the rotating bushing, and the control land stops
the flow of pressure oil through the bushing (38) control port. There is no
movement of the power piston (9), and no movement of the governor output
shaft (6).
When a decrease in load occurs and the same fuel setting is maintained, speed
increases. This generates the following sequence of governor movements:
1. As speed increases, the centrifugal force of the flyweights (24) increases

and becomes stronger than the force of the speeder spring (25).
2. The flyweights (24) tip outward and raise the speeder rod (21) and the right
end of the floating lever (31).
3. This raises the pilot valve plunger (39), opening the control port in the
rotating bushing (38). Oil is released from the bottom of the power piston
(9) to sump.
4. Pressure oil on the top side of the power piston (9) moves it downward,
rotating the governor output shaft in the decrease fuel direction.
5. Linkage from the governor output shaft (6) lowers the compensation
adjusting lever (22), which rotates at the fulcrum (18), raising the large
dashpot compensation piston (34).
6. Suction is thus applied to the chamber of the small dashpot compensation

piston (35), lowering the left end of the floating lever (31).
7. This lowers the pilot valve plunger (39) closing the control port (37).
8. As sump oil flows through the needle valve (33) from the sump into the
dashpot compensation piston assembly (34 and 35), the small dashpot
compensation piston (35) is returned to its normal centered position by the
compensation spring at the same rate as the speeder rod (21). This keeps the
pilot valve plunger (39) in its centered position.
9. The control port in the rotating bushing (38) is kept closed by the land on
the pilot valve plunger (39).
10. This stops the governor output shaft and power piston movement in the new
decreased fuel position. This is the position needed to run the prime mover
at the selected speed setting with the new load.
20 Woodward
Increase in Load
When an increase in load occurs and the same fuel setting is maintained, speed
decreases. This generates the following sequence of governor movements:
1. As speed decreases, the centrifugal force of the flyweights (24) decreases

and the opposing speeder spring (25) force is now greater than the
centrifugal force of the flyweights (24).
2. The flyweights (24) tip inward and lower the speeder rod (21) and the right
end of the floating lever (31).
3. This lowers the pilot valve plunger (39), opening the control port in the
rotating bushing (38). Pressure oil is released through the control port into
the lower cylinder of the power piston (9).
4. The power piston is forced upward by the pressure oil acting on the larger
lower surface area of the power piston, and the governor output shaft is
rotated in the increase fuel direction.
5. Linkage from the governor output shaft (6) lifts the compensating adjusting
lever (22), which rotates at the fulcrum (18), lowering the large dashpot
compensation piston (34).
6. Pressure oil is applied to the bottom side of the small dashpot compensation
piston (35), raising the left end of the floating lever (31).
7. This raises the pilot valve plunger (39) closing the control port (37).
8. As pressure oil flows through the needle valve (33) from the dashpot
compensation piston assembly (34 and 35), the small dashpot compensation
piston (35) is returned to its normal centered position by the compensation
spring, at the same rate as the speeder rod (21). This keeps the pilot valve
plunger (39) in its centered position.
9. The control port in the rotating bushing (38) is kept closed by the land on
the pilot valve plunger (39).
10. This stops the governor output shaft and power piston movement in the new
increased fuel position. This is the position needed to run the prime mover
at the selected speed setting with the new load.
In both cases, a decrease or increase in load, the compensation system operates

in opposite directions. The compensation or amount of movement of the large
dashpot compensation piston (34) is controlled by the compensation adjustment,
that is, the position of the fulcrum (18).
The rate at which the small dashpot compensation piston (35) is returned to
normal is controlled by the needle valve adjustment, that is, the rate of flow of
oil through the needle valve (33).
Woodward 21
22 Woodward
Chapter 4
Governor Operation and Adjustments
Introduction
This chapter describes initial operation and basic adjustments of the UG Dial
governor when placing a new or repaired governor into service.
Initial Operation for a New Governor

Before initial operation of the UG Dial governor, check that all previous
installation steps have been correctly accomplished and that all linkages are
secure and properly attached. See Chapter 2, Installation Procedures. Also, read
all of Chapter 4.
Fill the governor with oil to the top mark on the oil sight glass. Close the needle
valve carefully (clockwise) using a Phillips screwdriver and open it
(counterclockwise) 1/2 to 3/4 turn. Loosen the nut holding the compensation
adjusting pointer enough to move the pointer and set the pointer in the center of
the scale. Tighten the nut.
If replacing a governor, the initial compensation setting can be the same as the
governor just removed.
! WARNING
TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF
LIFE, and/or PROPERTY DAMAGE WHEN STARTING THE ENGINE, BE
PREPARED TO MAKE AN EMERGENCY SHUTDOWN to protect
against runaway or overspeed should the mechanical-hydraulic
governor(s), or electric control(s), the actuator(s), fuel control(s), the
driving mechanism(s), the linkage(s), or the controlled device(s) fail.
Use the prime mover manufacturers instructions to start the engine.
Adjustments
Normally, the only adjustments for putting a new governor into service are
bleeding entrapped air and adjusting compensation to obtain satisfactory stability
and response. All other operating adjustments were made during factory
calibration in accordance with the manufacturers specifications and should not
require further adjustments.
NOTE
Do not attempt internal adjustment of the governor unless you are
thoroughly familiar with the proper procedures.
Woodward 23
Compensation Adjustments
The compensation needle valve and pointer are adjustable parts of the
compensation system. Their settings directly affect governor stability.
Compensation must be properly adjusted to the particular engine and load to

provide stable operation.
When the prime mover is started for the first time after the governor has been
filled with oil, the governor may be stable at constant speed, yet may need
adjustment. High overspeeds and underspeeds after load changes and slow return
to normal speed indicate the need for compensation adjustment.
NOTE
Maximum compensation settings generally provide stable steady
state operation, but result in greater offspeeds on load changes.
After the oil in the governor has reached its normal operating temperature, make
the following compensation adjustments without load on the prime mover to be
certain that the governor gives optimum control. See Figure 1-1 for location of
the adjustment parts.
1. To bleed trapped air from the governor oil passages, first loosen the nut
holding the compensation adjusting pointer and set the pointer at its
extreme upward position for maximum compensation. Tighten the nut.
Next, remove the needle valve access plug and open the needle valve two
turns counterclockwise. Use a Phillips screwdriver to avoid damage to the
threads inside the bore and to the needle valve.
Damage to the threads or to the needle valve will cause the governor to
change fuel rhythmically. This is called governor hunt. See Chapter 5 for
more information on hunting.
There are two screwdriver slots in the needle valve, a shallow and a deep
slot, located at right angles to each other. The deeper slot is used to expand
the head of the needle valve and increase friction to prevent vibrations from
changing the needle valve setting. If a plain screwdriver must be used, be
sure to use the shallow slot of the needle valve.
Allow the prime mover to hunt for approximately 30 seconds to bleed

trapped air from the governor oil passages.
2. Loosen the nut holding the compensation pointer and set the pointer as far
as it will go towards minimum compensation. Tighten the nut.
3. Gradually close the needle valve until hunting just stops. If hunting does not
stop, open the needle valve one turn and move the compensation pointer up
by one mark on the front panel indicator scale. Again gradually close the
needle valve until hunting stops.
24 Woodward
If hunting does not stop, set the needle valve 1/4 turn open and repeat
setting the compensation pointer up by one mark. Retest the governor until
hunting stops.
NOTE
The objective of the compensation adjustment procedure is to find
the particular settings for the compensation needle valve and
compensation adjustment pointer at which the prime mover will
return quickly to speed (needle valve adjustment) after a speed
disturbance with only a slight over- or undershoot (compensation
pointer adjustment).
4. From this setting, open the needle valve one turn and momentarily disturb
governor stability by turning the load limit knob to increase the load slightly
and bringing it back quickly to its original position. Gradually close the
needle valve until the governor returns to speed with only a small overshoot
or undershoot and:
a. The needle valve is between 1/8 to 1/4 turn open on a governor with an
oil sight glass located in the center of the dial panel.
b. The needle valve is between 3/8 and 3/4 turn open on a governor with
an oil sight glass located on the side of the governor.
Compensation adjustment determines offspeed and needle valve adjustment

determines recovery time.
NOTE
For most responsive governor control, use as little compensation as
possible. Too much compensation causes excessive speed
overshoots and undershoots upon load changes.
NOTE
Closing the needle valve more than indicated in (a) and (b) above
makes the governor slow to return to normal speed after a load
change.
Opening the needle valve more than indicated above decreases

governor stability and can cause hunting.
Once the needle valve adjustment is correct, it is not necessary to change the
setting except for large, permanent changes in temperature which affect governor
oil viscosity.
When the compensation adjustment is correct, tighten the compensation pointer

nut and install the needle valve access plug with a copper washer. The plug and
the washer will seal oil seepage around the needle valve.
Woodward 25
Initial Operation for a Repaired or Reassembled

Governor
After disassembly or repair, it is very important to test the governor on a test
stand. If a test stand is not available, testing of the governor can be done on the
engine.
! WARNING
If testing of the governor is done on the engine, the operator must be
careful to manually control engine speed until he has proven that the
governor will control engine speed.
Attach a serration wrench to the output shaft in addition to the

normal linkage to manually control engine speed with the serration
wrench.
When satisfied that the governing system is fully operational, remove

the serration wrench.
If accurate tests and adjustments are to be made, it is best to use a test stand
since it is difficult to make them when the governor is mounted on an engine.
Write or phone Woodward for a test specification for the governor part number
shown on the nameplate fastened to the governor.
Table 4-1 is a list of tools that are necessary only if a large number of governors
is being tested. For a small number of governors, only the pressure gauge is
needed to check oil pressure during testing.
Table 4-1. Test Stand Tools

Tool Description Woodward Number Application
Woodward Test Engine simulator. Drives governor.
Stand Supplies pressure oil. Includes gauges for
testing.
Electronic Counter Indicates governor drive speed. Must have
and Frequency an output of at least 60 cycles per
Pickup revolution on a one second time base.
Must indicate speed to within 1 rpm.
Readouts of display time must not exceed
5 seconds.
Pressure Gauge To check governor oil pressure.
(01380 kPa/0200
psi)
Dial Indicator 8995-037 To check and adjust droop setting.
Before installation, be sure speed droop is not negative. To check droop, first set
the speed droop control knob to zero.
1. Put a dial indicator (tool 8995-037) on the governor with the indicator rod
touching the top of the speed setting gear.
2. Place the serration wrench on the governor output shaft.
26 Woodward
3. Rotate the governor output shaft from minimum to maximum fuel position,
and check the dial indicator.
4. No movement of the indicator is zero droop. If movement is greater than

0.05 mm (0.002 inch), adjustment is needed (Clockwise movement of the
indicator is positive droop. Counterclockwise movement of the indicator is
negative droop).
Loosen the locknut (190) on the speed droop screw (189) and turn the screw
counterclockwise to reduce droop. Turn the screw clockwise to increase droop.
When zero droop is obtained (0.05 mm/0.002 inch or less counterclockwise

movement), tighten the locknut again (190).
Check the adjustment again by moving the governor output shaft from minimum
to maximum fuel position. Droop can be zero or positive, it must not be negative.
Check the final droop setting with the governor operating on the prime mover as
shown in Test Procedures in this chapter.
Before operating a repaired governor for the first time, check that all installation
steps have been correctly completed. See Chapter 2, Installation Procedures.
Also, read all of Chapter 4.
! WARNING
Test Procedures
1. Remove the pipe plug (33) in the base of the governor on the side to the left
of the needle valve plug (30), and attach a 01380 kPa/0200 psi pressure
gauge. (See Figure 1-3 for Pressure Test Point.)
2. Install the governor on a test stand or on the engine pad. See Chapter 2,
Installation Procedures.
3. Fill the governor with oil. See Chapter 2, Oil Supply. The oil level must be
to the mark on the oil sight glass.
4. If the governor is being tested on the engine, start the prime mover
according to the instructions from the manufacturer.
Run the governor until it is at operating temperature.
Woodward 27
5. Check that the governor has a 758827 kPa (110120 psi) oil pressure
(UG-5.7/UG-8) or 9651034 kPa (140150 psi) oil pressure (UG-10) at
normal operating speed.
6. Close the needle valve (32) and open it just enough to cause a small hunt,
using a Phillips screwdriver. If a plain screwdriver must be used, make sure
to use only the shallow slot of the needle valve to avoid damage to the
threads inside the bore and to the needle valve.
Let the prime mover hunt for approximately 30 seconds to remove trapped
air from the governor oil passages.
7. Close the needle valve and open it again one half turn. If the governor
continues to hunt, repeat step 6.
8. Adjust the compensation system. See Compensation Adjustments in this

chapter.
NOTE
Maximum speed for constant operation of the UG Dial governor is
1500 rpm.
9. While the engine is running, re-check the governor for zero droop. Turn the
speed droop knob to zero and run the governor at normal operating speed
near 0% load. Then load the engine near 100% load. Speed must be within
0 to 3 rpm lower.
If the engine cannot be run at full load and must be run at partial load only,
the rpm decrease must be proportional to the partial load.
10. If adjustment is needed to obtain zero droop, follow this procedure:
Loosen the locknut (190) on the speed droop screw (189) and turn the screw
(189) counterclockwise to reduce droop. Turn the screw clockwise to
increase droop. Tighten the locknut.
Repeat the above procedure until speed is within 0 to 3 rpm lower when
running the engine from no load to full load positions.
11. To prevent speed setting changes because of engine vibrations, a friction

drive (255) is installed in the speed setting mechanical drive of the UG
governor.
The friction drive (255) must be tight enough to avoid a speed setting
change due to vibrations, and also tight enough to permit the speed setting
motor, if used, to turn the speed setting gear.
If the friction drive is too tight, the synchronizer (speed setting) knob can no
longer be turned manually.
28 Woodward
To adjust the friction on the friction drive, first remove the governor cover
(214), then the retaining ring (250) on the friction drive using a No. 1
Truarc pliers. Do not let the cover (214) or the spring (252) fall into the
governor as the friction drive cover is under spring compression.
Check the torque of the friction drive and set it at 0.17 to 0.28 Nxm (1.5 to
2.5 lb-in) with manual speed setting or 0.45 to 0.62 Nxm (4.0 to 5.5 lb-in)
with speed setting motor. To increase friction, turn the nut on the shaft
clockwise while holding the speed setting knob. To decrease friction, turn
the nut counterclockwise.
12. Reassemble the friction drive.
13. Set the maximum and/or minimum speed limit on the governor. This
adjustment can also be made with the prime mover running. To make the
adjustment, first remove the governor dial plate (see Figure 4-1).
Figure 4-1. Maximum/Minimum Speed Stop Adjustment on the UG Dial

Governor
Turn the synchronizer (speed setting) knob clockwise to increase the speed
setting of the governor from its specified maximum plus 10 rpm.
Woodward 29
If the friction drive slips before reaching the required high speed setting,
mark the intermediate (278) and the synchronizer (269) (speed setting)
indicator gears, disengage the synchronizer (speed setting) gear (269), index
it one tooth counterclockwise to allow a higher speed setting, and engage
gear again.
The amount of rpm change is not the same if the speeder screw (177) has a
coarse thread (0.7 threads/mm or 18 threads/inch) or a fine thread (1.3
threads/mm or 32 threads/inch).
Re-engage the synchronizer indicator gear (269) with the high-speed stop
pin, engaging the intermediate gear (278) to prevent further increase in
speed. The high-speed stop pin is the pin closest to the gear center.
On governors equipped with an electric speed adjusting motor, be sure the

motor can run the governor up to its maximum-speed stop and down to its
minimum speed. Reset the torque on the friction drive, if necessary, as in
step 11 above.
On governors equipped with a two-position high-speed stop (overspeed test

device), set the overspeed-test speed as described above, then the lever
catch will provide the normal high-speed stop for the governor. If necessary,
set the high-speed stop to the lever engaged position and then disengage the
lever and advance to the normal high-speed stop position to achieve the
overspeed-test speed.
14. To set the minimum speed limit, turn the synchronizer (speed setting knob)
counterclockwise to decrease the speed setting of the governor to its
minimum speed position.
15. Set the synchronizer knob at zero on the dial.
16. Set the synchronizer indicator dial panel pointer at zero.
17. Position the synchronizer indicator knob about 1.6 mm (0.06 inch) from the
surface of the dial. This prevents the knob from binding the synchronizer
system gear train.
18. On governors equipped with micro switches, operate the governor at the
required high and low speeds to verify correct positioning of the cams that
operate the micro switches.
Adjust the cams by loosening the screws and turning the cams on the shaft.
Tighten the screws again.
19. On governors equipped with solenoid shutdown, please refer to Woodward

manual 03013 for set-up procedures.
20. Turn the load limit knob to zero. The load limit indicator must move to
zero. The governor output shaft will move to its minimum fuel position.
Reset the load limit knob to maximum load.
30 Woodward
21. Shut down the engine. Remove the pressure gauge and install a 1/8" socket
pipe plug. Apply a pipe sealer to the threads, and torque the pipe plug to 10
Nxm (90 lb-in).
22. Install the governor cover and dial plate.
Test Completion
For operation of units running alone, set droop at zero. Reducing droop to zero
allows the unit to change load without changing speed (zero droop operation is
also called isochronous operation).
On units connected in parallel or to a single shaft, set the least amount of droop
possible to provide satisfactory load division. Droop allows load division
between two or more prime movers that drive the same shaft or are paralleled in
an electrical system.
For ac generating units tied in with other units, set droop sufficiently high
(reference number 30 to 50 or more on the dial) to prevent interchange of load
between units.
If one unit in the system has enough generating capacity, set its governor on zero
droop, and it will regulate the frequency of the prime mover system. If its
capacity is not exceeded, this unit will handle all load changes.
Operate the SYNCHRONIZER knob of the governor with zero droop to adjust
the systems frequency. Operate the SYNCHRONIZER knobs of the governors
that have speed droop to distribute load between units.
When two units are set up for optimum single unit performance, paralleling
problems can be encountered. For example, governor response can be too fast on
one governor, requiring too high a speed droop setting to prevent a constant load
interchange between the two governors. When this occurs, the compensation
setting should be moved towards maximum, reducing the single unit transient
performance capability but allowing stable parallel operation within the
allowable speed droop range. Also, check the amount of output shaft travel on
each governor. Too little output shaft travel on a governor can require too high a
droop setting on that governor to obtain steady state control.
NOTE
Compensation must be properly adjusted to the particular engine and
load to provide stable operation (see Compensation Adjustments).
When UG governors are used on generator sets operating in parallel and the lead
unit is shifted to slave and vice versa, zero droop must be set on the lead unit to
maintain the frequency for which it is set, and droop must be set on the slave unit
for load distribution between the two units.
For more information on load sharing, please refer to manual 25195, Governing
Fundamentals.
Woodward 31
32 Woodward
Chapter 5
Troubleshooting
Introduction
This section provides instructions for troubleshooting.
It is impossible to anticipate every kind of problem that is encountered in the

field. This manual covers the most common problems experienced. Poor
governing may be due to faulty governor performance, or it may be due to the
governor attempting to correct for faulty operation of the prime mover or the
equipment driven. The effect of any auxiliary equipment on the overall control
required of the governor must also be considered.
! WARNING
Troubleshooting
Oil
Keep the governor oil level to-the mark on the oil sight glass with the unit
operating. The correct oil level is 19 to 32 mm (0.75 to 1.25 inch) below the top
of the governor case.
Dirty oil causes most governor problems. Use clean new or filtered oil. Oil
containers used must be perfectly clean. Oil contaminated with water breaks
down rapidly, causing foaming, and corrodes internal governor parts.
Compensating Adjustment and Needle Valve

The compensating adjustment and needle valve must be correctly adjusted with
the governor controlling the engine or turbine, even though the compensation
may have been previously adjusted at the factory or on governor test equipment.
Although the governor may appear to be operating satisfactorily because the unit
runs at constant speed without load, the governor still may not be correctly
adjusted to the load and to the engine it is to control.
Woodward 33
High overspeeds and low underspeeds, or slow return to speed, after a load
change or speed setting change, are some of the results of an incorrect setting of
the compensating adjustment and needle valve.
Definitions
Use the troubleshooting chart (Table 5-1) on the following pages to determine
the probable causes of faulty operation and to correct these problems.
Terms used in the chart are defined as follows:
HuntA rhythmic variation of speed which can originate in the governor or in

the prime mover. (See Table 5-1, Par. 1A, for troubleshooting information.) A
hunt usually has a frequency of less than 5 cycles per minute.
SurgeA sudden variation of speed occurring at periodic intervals which can

also originate in the governor or in the prime mover. (See Table 5-1, Par. 1A, for
troubleshooting information.)
JiggleA high frequency vibration of the governor output shaft and fuel
linkage. Do not confuse this with normal controlling action of the governor. A
jiggle has a frequency of more than 50 cycles per minute.
Preliminary Inspection
Governor problems are usually revealed in speed variations of the prime mover,
but it does not necessarily follow that such variations are caused by the
governor. When improper speed variations appear, the following procedure
should be performed:
1. Check the load to be sure the speed changes are not the result of load
changes beyond the capacity of the prime mover.
2. Check engine operation to be sure all cylinders are firing properly and that
the fuel injectors are in good operating condition and properly calibrated.
3. Check the linkage between the governor and fuel racks or valve. There must
be no binding or lost motion.
4. Check the setting of the needle valve and compensation adjustment. (See
Chapter 4, Compensation Adjustments.)
5. Check that the oil is clean and oil level is correct at operating temperature.
The source of most problems in any hydraulic governor stems from dirty
oil. Grit and other impurities can be introduced into the governor with the
oil, or form when the oil begins to break down (oxidize) or becomes sludgy.
34 Woodward
The internal moving parts are continually lubricated by the oil within the
unit. Valves, pistons, and plungers will stick and even freeze in their
bores, due to grit and impurities in the oil.
If this is the case, erratic operation and poor response can be corrected (if
wear is not excessive) by flushing the unit with fuel oil or kerosene.
The use of commercial solvents is not recommended as they may damage

seals or gaskets.
Change the oil and flush the governor twice a year if possible.
To change oil, remove the drain plug and drain out the old oil. Flush the
governor by filling it with fuel oil, and with the prime mover running at low
speed, cycle the governor by opening the needle valve two or three turns.
Let the governor hunt for a minute or two, then stop the engine and drain
the governor. Flush the governor once again. Refill the governor with oil
(see Chapter 2, Oil Supply).
Restart the engine and reset the compensation adjustment and needle valve.
6. Check that the drive to the governor is correctly aligned and free of
roughness, side loading, and excessive backlash.
Table 5-1. Troubleshooting Chart

Problem Possible Cause Correction
1. The prime A. The problem may be Block the throttle, fuel racks or steam
mover hunts or originating in the valve in the direction of increase fuel.
surges. governor or prime (Never block the governor output shaft
mover. in the direction that would prevent a
complete shutdown.) The same
blocking action can be performed by
using the load limit knob on the
governor panel.
If hunting and/or surging continues

while the governor output shaft is
blocked, the problem is in the prime
mover.
If, after removing the block, hunting

and/or surging starts again, the problem
can be in the governor or in the prime
mover. Go through the compensation
adjustment procedure for the governor
(see Chapter 4, Compensation
Adjustments). If the problem is still
there, replace the governor with a
replacement governor. Go through the
compensation adjustment procedure for
the replacement governor. If the hunting
and/or surging continues, the problem is
in the prime mover.
Woodward 35

1. The prime B. Compensation Adjust needle valve and compensation
mover hunts or adjustments incorrect. adjusting pointer.
surges. C. Dirty oil (sludge) in Drain oil, clean governor, and refill.
(continued) governor.
D. Oil varnish, which Add oil to the mark on oil sight glass. If
causes sticking of parts. oil level decreases and no external oil
leaks can be seen on the governor,
check the drive shaft for oil leak.
If foaming continues, drain oil and refill

using a different type oil.
E. Lost motion in Repair governor.
engine linkage or fuel
pumps.
F. Lost motion in engine Repair linkage and/or pumps.
linkage or fuel pumps.
G. Binding in engine-to- Repair and realign linkage and/or
governor linkage or fuel pumps.
pumps.
H. Governor output Adjust travel until proper travel is
shaft travel too short to obtained.
provide full fuel.
I. Spring on yield Install heavier spring.
linkage to fuel racks too
weak.
J. Low oil pressure. Return governor to factory for repair.
Normal operating
pressure is 758 to 827
kPa (110 to 120 psi) for
the UG-5.7 and UG-8;
965 to 1034 kPa (140 to
150 psi) for the UG-10.
(See outline drawing,
Figure 1-3, for pressure
test point location.)
Pump check valves are

not seating or
accumulator springs
weak.
K. Power piston is Check for side play or binding of output
sticking. shaft.
L. Voltage regulator not Check voltage regulator. Operate in
operating properly. voltage droop or manual. Do not
disconnect voltage regulator. Adjust,
repair, or replace voltage regulator.
M. Fuel linkage Rework or reset the linkage from
incorrectly set. This governor to unit to obtain the linear
might occur if the relationship.
governor has been
changed or removed
and replaced.
Relationship of
governor travel to
power output of engine
should be linear.
36 Woodward

1. The prime N. Faulty linkage. Linkage should be free of binding and
mover hunts or lost motion throughout service life of
surges. unit. Check yield links, shutdown
(continued) arrangements, etc, to be sure that prime
mover torque changes for very small
increments of governor output shaft
travel. Stability and good steady-state
performance will suffer unless this
condition is met.
O. Incorrect non-linear Adjust linkage from governor to gas
relationship between valve to obtain linear relationship
governor travel and between governor travel and engine
power output of the output. See Figure 2-1. Also, see
prime mover. Engine application Note 50516.
may hunt with light
loads and be stable with
a heavy load.
P. Gas or steam Adjust gas or steam pressure.
pressure too high.
Q. Engine misfiring (bad Check pyrometer readings of each
fuel injector or low pilot cylinder and make necessary repairs or
fuel on dual-fuel adjustments.
engine).
R. Load limit indicator Damaged indicator disc or nameplate
binding on nameplate must be corrected or replaced. Load
or load limit shaft bent. limit shaft must be replaced if bent.
S. Negative droop when Droop calibration out of adjustment.
speed droop knob at Reset (see Chapter 4, Governor
zero. Operation and Adjustments).
T. Governor worn. Return governor to factory for repairs.
2. Fuel racks do A. Low oil pressure in See Item 1J.
not open quickly governor.
when cranking B. Cranking speed too May be necessary to use a booster
prime mover. low. servomotor. See manual 36684,
Booster Servomotor.
C. Booster servomotor Check action of automatic air starting
(if used) not functioning valve. See manual 36684, Booster
properly. Servomotor.
3. Jiggle at A. Rough engine drive Inspect drive mechanism.
governor output or governor drive. a. Check alignment of gears.
shaft. b. Inspect for rough gear teeth,
eccentric gears, or excessive backlash
in gear train.
c. Check gear keys and nuts or set
screws holding drive gears to shafts.
d. Check for bent drive shaft.
e. Check serrated or spline coupling
for wear and alignment.
f. Tighten chain between crankshaft
and camshaft (if used).
g. Check engine vibration damper (if
used).
Woodward 37

3. Jiggle at NOTE
governor output If a keyed drive is used, backlash must be checked and the
shaft. gear shimmed so that there is no binding and the backlash is
(continued) not too great. This should be done each time a new or
replacement governor is installed.
If a serrated drive is used, concentricity of shaft to coupling

should be maintained. Coupling should be as long as possible
to permit greater flexibility.
B. Governor is not Loosen governor mounting screws and
aligned properly. move the governor slightly on its
mounting pad to align the drive shaft
with its coupling.
C. Failure of flexible Return governor to factory for repairs.
drive in flyweight head.
D. Other possible Return governor to factory for repairs.
causes are:
dirty or worn ballhead
bearing
rough or worn gear
teeth
bent speeder spring
damaged drive shaft Replace seal retainer.
seal retainer
E. Air in governor Bleed air (see Chapter 4, Test
system can cause a Procedures).
jiggle during start-ups
or transients.
4. Load does not A. Speed droop Readjust droop to divide load properly.
divide properly adjustment incorrect.
on Increase droop to resist picking up (or
interconnected dropping off) load.
prime movers.
Decrease droop to increase picking up
(or dropping off) load.
B. Speed settings of the Adjust speed setting so both prime
governors are not the movers run at the same speed.
same.
5. The prime A. Needle valve Readjust compensating needle valve.
mover is slow to adjustment incorrect. Open further if possible to do so without
respond to a causing instability when running without
speed change or load. Compensation pointer may be too
a load change. far toward maximum.
B. Governor is not Friction or wear on flyweight toes
sensitive in measuring sludge in governor, return to factory.
speed change
(deadband).
C. Low oil pressure in Return governor to factory to inspect
governor. pump and check valves if oil pressure is
low.
D. Engine may be Reduce load.
overloaded.
E. Restricted fuel Clean fuel supply filters.
supply.
F. Load limit knob set to Increase load limit setting.
restrict fuel.
38 Woodward

6. The prime A. Fuel racks will not Adjust engine-to-governor fuel linkage.
mover will not open far enough, or Adjust load limiting device or fuel pump
pick up rated full governor at end of its stops.
load. stroke and the load
indicator is set at 10. Check compression of load limit friction
spring. Low compression may permit
load limit cam to gradually work toward
reduced load position.
B. Restricted fuel Clean fuel supply filters. Gas pressure
supply. low. Gas with different calorific value.
C. Voltage regulator (if Readjust or repair.
used) not functioning.
D. Engine misfiring. Check pyrometer readings of each
cylinder and make necessary repairs or
adjustments.
E. Slipping clutch or Make adjustments.
belts between engine
and driven load.
F. Load limit knob set to Increase load limit setting.
restrict fuel.
7. Governor Slipping clutch. Binding Increase compression on clutch spring.
does not or worn bevel gears. Repair or return governor to factory.
respond to
synchronizer
motor switch.
8. The speed of Droop is negative when Reset droop. See Chapter 4, Governor
the prime mover adjustment is zero on Operation and Adjustments.
increases with the panel. Droop
an increase in calibration out of
load. adjustment.
Additional Information for Steam Turbines, Gas and

Gasoline Engines
The engine torque versus throttle position for a steam turbine gives a wide
variety of non linear relations. Each type must be compensated for with the
correct compensating linkage to bring the error output shaft movement back into
a near linear relation with the prime mover torque output. Please refer to the
prime mover manufacturer's handbook for the correct linkage selection and
installation.
The torque vs throttle position curve for a gas and gasoline engine which is
controlled through a butterfly valve is always very non-linear. When adapting a
governor to this type of engine, if the linkage is made linear, operation at idle
and light loads is never very stable.
The proper procedure for adapting a governor to this engine with the butterfly
valve is to make the linkage so that it requires greater movement of the governor
per increment of butterfly movement at light load than it does at high load.
This linkage tends to linearize the relation between engine-developed torque and
governor output shaft position (see Figure 2-1).
Woodward 39
The table below shows a satisfactory angular position of the governor output
shaft for different openings of the butterfly valve in order to have a more stable
operation at idle and at light loads.
Table 5-2. Governor Output Shaft Travel vs Butterfly Valve Travel

Governor Output Butterfly Valve
Shaft Travel Shaft Travel
0 0
6 3
12 9
15 20
18 30
24 82
Governor Field Repairs

Seals and bearings of the governor output shaft and drive shaft can be replaced
in the field.
Seals and bearing replacement require only a partial disassembly of the

governor. See Figures 5-1 and 5-2, and tables 5-3 and 5-4, for a list of common
bench tools and normal field repair tools.
Seals and bearings can be replaced without these tools, however replacement of
parts is made easier if these tools are available.
Order tools from Woodward (see Chapter 8, Service Options). Include in order:
1. The tool description
2. The tool number or part number of the tool required
3. The manual number (this manual 03040)
Removal of Governor from Engine

To replace a governor on the engine, or to replace seals or bearings on the
governor, remove the governor from the engine as follows:
! CAUTION
Use care in handling and resting of the governor on the work area.
Do not strike or rest the governor on the end of the drive shaft as
damage may result to the drive shaft, oil seal, bearing, or other
internal parts or surfaces. Set the governor on wooden block(s) to
protect the drive shaft when performing maintenance operations.
1. Drain the oil from the governor and install the drain plug again. Some
governors are equipped with a drain cock for draining.
2. Clean exterior surfaces using a cloth moistened with cleaning solvent.
3. Disconnect auxiliary device wiring, and pneumatic or hydraulic tubing

connections if applicable.
40 Woodward
4. Before detaching the output shaft and speed setting linkages, mark both
shaft and lever so they may be easily reinstalled at their original positions.
5. Remove the four stud nuts holding the governor to the mounting pad and lift
the governor off. Remove the gasket between the governor and governor
mounting pad.
6. Set the governor on wooden blocks to protect the drive shaft. Be very
careful to avoid striking the end of the drive shaft. Damage to internal parts
of the governor may result.
Table 5-3. List of Common Bench Tools

Ref. Tool
Tool Description Number Number Application
T-handle hex wrench 7/16 1 189440 Various bolts on UG
T-handle allen wrench 3/16 2 8995-047 To install 1/8 pipe plugs
Standard allen wrench 5/64 3 8995-048 For No. 8:32 headless set screw
Bench block 4 011971 To press out small bearings and
bushings
No. 2 Phillips head screwdriver 5 8995-049 Various screws on UG
Hooked scribe 6 189792 Removing and installing cotter
pins
Figure 5-1. Common Bench Tools
Woodward 41
Table 5-4. List of Normal Field Repair Tools
Ref. Tool
Tool Description Num Number Application
ber
William pliers 7 8995-023 Replace retaining ring on drive shaft
Bearing seater 8 8995-024 Replace drive shaft bearing
Seal protector (use with 030952) 9 030951 Fit on output shaft to protect seal
Dial indicator w/ base 10 8995-017 To check droop adjustment
Seal installing tool (Micarta type) 11 030952 Install output shaft seals (for extra long
shafts only)
Bushing driver 12 8995-028 To adjust output shaft bushings
Serration wrench 13 030943 Turning output shaft or drive shaft
Torque wrench w/ 7/16 socket 14 8995-038 25 lb-in torque on drive shaft bearing
retainer plate screws
Figure 5-2. Normal Field Repair Tools
42 Woodward
Chapter 6
Replacement Parts
Replacement Parts Information

When ordering replacement parts, include the following information:
1. Governor serial number and part number shown on nameplate.

2. Manual number (this is manual 03040).
3. Parts reference number in parts list and description of part or part name.
! WARNING
Refer to repair manual 56103 for correct and safe procedures when
disassembly and assembly are required. Personal injury may result if
accumulator springs are released suddenly. Use an arbor press to
release or to install the compressed accumulator spring.
Woodward 43
Parts List for Figure 6-1 (Sheet 1 of 5)

Ref. No. Part Name ................................................ Quantity
03040-1 Retainer ring, 1.283" OD .......................................2
03040-2 Washer, 1.185" OD ...............................................2
03040-3 Accumulator spring................................................2
03040-3A Accumulator spring (used in UG-10 only)..............2
03040-4 Accumulator piston ................................................2
03040-5 Soc hd pipe plug, 1/8"............................................1
03040-6 Soc hd pipe plug, 1/8"............................................1
03040-7 Cotter pin, .060 x 1/2" ............................................1
03040-8 Laminated drive shaft assembly ............................1
03040-9 Sleeve retainer.......................................................1
03040-10 Spirol pin................................................................1
03040-11 Retainer ring .671 ID..............................................1
03040-12 Washer ..................................................................1
03040-13 Driver assembly.....................................................1
03040-14 Laminated drive spring ........................................12
03040-15 Pump gear assembly.............................................1
03040-16 Straight pin.............................................................1
03040-17 Large dashpot compensation piston......................1
03040-18 Large dashpot compensation spring .....................1
03040-19 Large dashpot compensation link..........................1
03040-20 Oilite bushing .........................................................2
03040-21 Retainer ring, 1.283" OD .......................................2
03040-22 Pilot valve bushing.................................................1
03040-23 Check valve ...........................................................4
03040-24 Dowel pin ...............................................................2
03040-25 Dowel pin ...............................................................2
03040-26 Base.......................................................................1
03040-27 Washer ..................................................................5
03040-28 Cap screw, 1/4-28 x 1.000 ...................................5
03040-29 Pipe plug, 1/8" soc hd ............................................1
03040-30 Needle valve plug ..................................................1
03040-31 Washer ..................................................................1
03040-32 Needle Valve .........................................................1
03040-33 Pipe plug, 1/8" soc hd ............................................1
03040-34 Power piston ..........................................................1
03040-35 Controlet ................................................................1
03040-36 Soc hd pipe plug, 1/8"............................................1
03040-37 Soc hd pipe plug, 1/8"............................................1
03040-38 Ballhead drive gear................................................1
03040-39 Connecting lever....................................................1
03040-40 Straight pin.............................................................1
03040-41 Cotter pin, .030 x 3/8" ............................................2
03040-42 through 49 .......................................................Not Used
44 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 1 of 5)
Woodward 45

03040-50 Plug........................................................................1
03040-51 Output shaft (optional) ...........................................1
03040-52 Set screw, 1/4-28 x 5/16".......................................2
03040-53 Output shaft bushing .............................................2
03040-54 Oil seal, 1.128 OD .................................................2
03040-54A Compensation adjustment lever pin stop ..............2
03040-55 Washer, 7/16 x 5/8 x 1/32" ....................................1
03040-56 Compensation adj. pointer.....................................1
03040-57 Washer, .328 x .562 x .064 thick ...........................1
03040-58 Elastic stop nut 5/16-24 .........................................1
03040-59 Keyed drive shaft ...................................................1
03040-60 Key .188 x .190 x 1.062"........................................1
03040-61 Spacer ...................................................................1
03040-62 Nut, 5/8-18 castle...................................................1
03040-63 Cotter pin, 1/8 x 1-1/2"...........................................1
03040-64 Pilot valve plunger .................................................1
03040-65 Spring seat.............................................................1
03040-66 Pilot valve spring....................................................1
03040-67 Drive shaft..............................................................1
03040-68 Ball bearing............................................................1
03040-69 Snap ring ...............................................................1
03040-70 Bearing retainer plate ............................................1
03040-71 Dr hd cap screw, 1/4-28 x 5/8" ..............................3
03040-72 Oil seal, 1.379" OD ................................................1
03040-73 Oil seal retainer......................................................1
03040-74 Seal retainer gasket...............................................1
03040-75 Small dashpot compensation piston assembly......1
03040-76 Small dashpot compensation spring......................2
03040-77 Small dashpot spring seat (not shown) .................1
03040-78 Small dashpot compensation piston guide ............1
03040-79 Hex lock nut, 1/4-28...............................................1
03040-80 Dashpot nut ...........................................................1
03040-81 Shutdown lever bracket .........................................1
03040-82 Spring ....................................................................1
03040-83 Washer, .178 ID.....................................................1
03040-84 Cotter pin ...............................................................1
03040-85 Headed pin ............................................................1
03040-86 Shutdown lever ......................................................1
03040-87 Washer ..................................................................2
03040-88 Screw.....................................................................2
03040-89 Cotter pin ...............................................................1
03040-90 Washer ..................................................................1
03040-91 Power piston link....................................................1
03040-92 Cotter pin ...............................................................1
03040-93 Power lever............................................................1
03040-94 Taper pin, No.3 x 1-1/4".........................................2
03040-95 Pin..........................................................................1
03040-96 Cotter pin, .060 x 3/4" ............................................1
03040-97 Compensation lever...............................................1
03040-98 Straight pin.............................................................1
03040-99 Drilled straight pin ..................................................1
03040-100 Cotter pin, .060 x 3/4" ............................................1
03040-101 Straight pin.............................................................1
46 Woodward
03040-102 Compensation link .................................................1
03040-103 Compensation lever fulcrum..................................1
03040-104 Compensation lever assembly ..............................1
03040-105 Preformed Packing Ring, .301 1 D x .070"............1
03040-106 Case ......................................................................1
03040-107 Output shaft ...........................................................1
03040-108 through 149 ...................................................Not Used
Woodward 47

03040-150 Friction spring pin ..................................................1
03040-151 Load limit speed droop spring ...............................1
03040-152 Load limit cam .......................................................1
03040-153 Speed droop cam assembly ..................................1
03040-153A Washer, .265 ID x .438 OD x .207-.197 thick........1
03040-154 Rack pin.................................................................6
03040-155 Load indicator gear (includes items 285 and 286).1
03040-156 Load limit lever.......................................................1
03040-157 Load limit strap ......................................................1
03040-158 Load limit rack .......................................................1
03040-159 Dial panel...............................................................1
03040-160 Ballhead cover .......................................................1
03040-161 Flyweight................................................................2
03040-162 Flyweight bearing...................................................4
03040-163 Flyweight pin ..........................................................2
03040-164 Torsion spring........................................................1
03040-165 Torsion spring (early model) ..................................1
03040-166 Ball bearing............................................................1
03040-167 Ballhead gear assembly ........................................1
03040-168 Spirol pin................................................................4
03040-169 Spring damped ballhead........................................1
03040-170 Speeder rod ...........................................................1
03040-171 Ballhead assembly.................................................1
03040-172 Speeder rod spring ................................................1
03040-173 Thrust bearing .......................................................1
03040-174 Flexloc stop nut......................................................1
03040-175 Speeder spring assembly ......................................1
03040-176 Speeder gear .........................................................1
03040-177 Speeder screw.......................................................1
03040-178 Shakeproof washer, No.8 ......................................2
03040-179 Phil. hd screw, 8-32 x .375 ....................................2
03040-180 Speed setting screw pin.........................................1
03040-181 Cotter pin, .030 x .375 ...........................................1
03040-182 Washer, .375 OD...................................................1
03040-183 Speed droop link....................................................1
03040-184 Cotter pin, .030 x .375 ...........................................2
03040-185 Drilled straight pin ..................................................1
03040-186 Speed droop lever .................................................1
03040-187 Speed droop fulcrum .............................................1
03040-188 Speed setting screw guide.....................................1
03040-189 Speed droop screw................................................1
03040-190 Nut, 8-32 ................................................................1
03040-191 Extension spring ....................................................1
03040-192 Speed droop lever screw .......................................1
03040-193 Washer, .500 OD...................................................1
03040-194 Cotter pin, .060 x .500 ...........................................1
03040-195 Speed droop lever .................................................1
03040-196 through 199 ...................................................Not Used
48 Woodward
Woodward 49

03040-200 115 Vac/dc Bodine motor ......................................1
03040-201 Motor seal spring ...................................................1
03040-202 Phil fl hd screw, 10-32 x .375.................................4
03040-203 Oil Cup...................................................................1
03040-204 Phillips hd screw, 10-32 x 1/2"...............................8
03040-205 Lock washer, No.10...............................................8
03040-206 Cover gasket .........................................................1
03040-207 Soc hd pipe plug, 1/8"............................................1
03040-208 Base gasket...........................................................1
03040-209 Washer ..................................................................4
03040-210 Cap screw, 1/4-28 x 1.000 ...................................4
03040-211 Front panel gasket.................................................1
03040-212 Elbow, 1/8".............................................................1
03040-213 Oil sight glass ........................................................1
03040-214 Cover .....................................................................1
03040-215 Motor bracket.........................................................1
03040-216 Shakeproof washer, No.8 ......................................4
03040-217 Phil rd hd screw, 8-32 x .312 .................................4
03040-218 Oil filler cap (optional) ............................................1
03040-219 Cover (optional) .....................................................1
03040-220 through 249 ...................................................Not Used
50 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 4of 5)
Woodward 51

03040-250 Retainer .................................................................1
03040-251 Friction drive cover ................................................1
03040-252 Friction drive spring ...............................................1
03040-253 Elastic stop nut, .250-28 ........................................1
03040-254 Friction drive spring ...............................................1
03040-255 Friction drive case..................................................1
03040-256 Drive plate..............................................................1
03040-257 Roll pin, .094 dia. x.500 .........................................1
03040-258 Needle bearing ......................................................1
03040-259 Needle bearing ......................................................1
03040-260 Needle bearing ......................................................1
03040-261 Horiz. synch. adj. gear ...........................................1
03040-262 Taper pin, 6/0.........................................................1
03040-263 Needle bearing ......................................................1
03040-264 Synch. adj. shaft ....................................................1
03040-265 Lock washer, No.10...............................................8
03040-266 Socket hd screw 10-32 x 5/8" ................................8
03040-267 Synchronizer indicator shaft ..................................1
03040-268 Spring clip ..............................................................1
03040-269 Synchronizer indicator gear ...................................1
03040-270 Indicator pointer .....................................................2
03040-271 Set screw ...............................................................4
03040-272 Knob ......................................................................1
03040-273 Plug........................................................................1
03040-274 Dial plate................................................................1
03040-275 Knob ......................................................................1
03040-276 Taper pin, 6/0 x .750..............................................3
03040-277 Shaft ......................................................................1
03040-278 Idler shaft gear assembly ......................................1
03040-279 Straight pin.............................................................1
03040-280 Oil seal...................................................................1
03040-281 Knob ......................................................................1
03040-282 Load limit comp. spring..........................................1
03040-283 Washer, .365 OD...................................................1
03040-284 Preformed Packing Ring, .239 ID x.070 ................1
03040-285 Bushing included in item 209.................................1
03040-286 Bushing included in item 209.................................1
03040-287 Oil seal...................................................................1
03040-288 Knob ......................................................................1
03040-289 Roll pin, .094 dia. x.500 .........................................1
03040-290 Speed droop collar.................................................1
03040-291 Load limit speed droop spring ...............................1
03040-292 Oil seal...................................................................1
03040-293 Phillips hd screw, 8-32 x 3/81, ...............................6
03040-294 Set screw 6-32.......................................................1
03040-295 Cover-friction .........................................................1
03040-296 Friction disc............................................................1
03040-297 Washer.750 OD.....................................................1
03040-298 Friction washer spring............................................1
03040-299 Screw-speed adjust ...............................................1
52 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 5of 5)
Woodward 53
54 Woodward
Chapter 7
Auxiliary Equipment
Introduction
A number of optional auxiliary features and devices are available for use with
the UG Dial Governor. These devices permit the governor to perform other
secondary functions such as fuel limiting, low lube oil pressure shutdown, or
effect a shutdown through an electrical solenoid. Auxiliary equipment should be
supplied as original equipment on the governor. It Is recommended that the
customer contact Woodward if field installations are desired.
The following paragraphs provide a brief description of the auxiliary equipment

available and list the manuals where detailed information may be obtained.
Synchronizer Motor and Solenoid Shutdown

Early models of the synchronizer (speed setting) motor use an ac-dc Bodine
motor, externally mounted, and available in any of the following voltages: 12,
24, 32, 48, 64, 115, 125, 230, and 250. Late models use a PM (permanent
magnet) motor using a 115 Vac, or 24 and 32 Vdc, internally mounted.
Figure 7-1 shows a UG cover equipped with solenoid shutdown. It also shows
the synchronizer (speed setting) motor as used on the UG Dial governor.
Figure 7-1. UG Cover with Bodine Motor and Shutdown Solenoid
Two models of the shutdown solenoid are available. One provides shutdown
when energized, and the other when de-energized. Each can be equipped with or
without latch. See manual 03013 for set-up procedures and parts breakdown.
Woodward 55
! WARNING
The synchronizer (speed setting) motor is available separately or with the

solenoid shutdown. It provides the ability to remotely control the governor's
speed setting. Thus, alternator frequencies can be matched or, when operating in
droop mode, load distribution may be changed as required, remotely. Refer to
manual 03505 for the parts reference and lubrication guide.
Figure 7-2 shows the method for installing the cover (267) when equipped with a
motor. Turn the synchronizer knob to align the clutch with the motor's shaft as
the cover is lowered into position.
Figure 7-2. Installing Cover with Bodine Synchronizer Motor
56 Woodward
Figure 7-3 shows the completed UG8 Dial governor equipped with a Bodine
synchronizer motor.
Figure 7-3. UG8 Dial Governor Equipped with Bodine Synchronizer Motor
PM Synchronizer Motor with Housing

Figure 7-4 shows a UG8 Dial governor with a permanent magnet synchronizer
motor (speed setting motor) and a shutdown solenoid, enclosed in a
weatherproof housing.
At rest, the permanent magnet motor acts as a brake to resist speed changes due
to vibrations.
The weatherproof housing for the PM synchronizer motor can also be equipped
with a shutdown solenoid. There are several supply voltages available for the
solenoid. Contact Woodward for additional information. A conduit connection
and a pin-type connector are also available.
Figure 7-4. Top View of Weatherproof Housing with PM Synchronizer Motor

and Shutdown Solenoid
Woodward 57
Figure 7-5 shows the UG8 governor with PM motor and weatherproof housing.
Figure 7-5. UG8 Governor with PM Motor, Shutdown Weatherproof Housing
An explosion-proof housing (UL listed) is also available for use in hazardous

areas. The housing is equipped with a 24 Vdc permanent magnet motor and, as
an option, a 24 Vdc shutdown solenoid (energize-to-shutdown type only).
Low Lube Oil Pressure Shutdown

Figure 7-6 shows a low lube oil pressure shutdown. This device stops the prime
mover when engine oil pressure falls below a safe level. There is no additional
external linkage required.
For more information and parts illustration, see manual 03016.
58 Woodward
Figure 7-6. Low Lube Oil Pressure Shutdown
! WARNING
Any failure that would cause the governor to be inoperative would
also cause the shutdown solenoid to be Inoperative.
Magnetic Speed Pickup

The magnetic speed pickup monitors governor speed without having to provide
an additional drive pad on the engine. Figure 7-7 shows the assembly on a UG
governor.
For more information, see manual 36052.
Figure 7-7. Magnetic Speed Pickup
! WARNING
Woodward 59
Micro Switches and Wiring Harness

Micro switches are mounted on the synchronizer indicator shaft as shown in
Figures 7-8 and 7-9. Also shown are the wiring connections and terminal strip.
Figure 7-8. Micro Switches and Wiring Figure 7-9. Wiring Harness on Cover
The micro switches are used in one of two ways.
1. They energize a light which indicates the motor has reached its minimum or
maximum speed-setting position.
2. Instead of energizing a light, they may be used to shut off the electric motor
after reaching the minimum or the maximum speed-setting position.
When used to shut off the electric motor, micro switches also protect the
synchronizer (speed setting) motor should the operator run the speed adjustment
to its limit.
The external wiring to the governor is not provided by Woodward and should be
wired into the connector for the particular application as required.
60 Woodward
Chapter 8
Service Options
Product Service Options

The following are the factory options available for the service of Woodward
equipment under Woodwards standard Product and Service Warranty (25222),
in effect at the time the product is sold from Woodward or the service is
performed:
Replacement/Exchange (24-hour service)
Flat Rate Repair
Flat Rate Remanufacture
If you are experiencing problems with installation or unsatisfactory performance

of an installed system, the following options are available:
Consult the troubleshooting guide in the manual.
Contact Woodward technical assistance (see How to Contact Woodward
later in this chapter) and discuss your problem. In most cases, your problem
can be resolved over the phone. If not, you can select which course of action
you wish to pursue based on the available services listed in this section.
Replacement/Exchange
Replacement/Exchange is a premium program designed for the user who is in
need of immediate service. It allows you to request and receive a like-new
replacement unit in minimum time (usually within 24 hours of the request),
providing a suitable unit is available at the time of the request, thereby
minimizing costly downtime. This is also a Flat Rate structured program and
includes the full standard Woodward product warranty, pursuant to Woodwards
Product and Service Warranty (25222).
This option allows you to call in advance of a scheduled outage or an unexpected

outage and request a replacement control unit. If the unit is available at the time
of the call, it can usually be shipped out within 24 hours. You replace your field
control unit with the like-new replacement and return the field unit to the
Woodward facility as explained later in this chapter.
Charges for the Replacement/Exchange service are based on a flat rate plus
shipping expenses. You are invoiced the flat rate replacement/exchange charge
plus a core charge at the time the replacement unit is shipped. If the core (field
unit) is returned to Woodward within 60 days, Woodward will issue a credit for
the core charge. [The core charge is the average difference between the flat rate
replacement/exchange charge and the current list price of a new unit.]
Woodward 61
Return Shipment Authorization Label. To ensure prompt receipt of the core,
and avoid additional charges, the package must be properly marked. A return
authorization label is included with every Replacement/Exchange unit that
leaves Woodward. The core should be repackaged and the return authorization
label affixed to the outside of the package. Without the authorization label,
receipt of the returned core could be delayed and cause additional charges to be
applied.
Flat Rate Repair

Flat Rate Repair is available for the majority of standard products in the field.
This program offers you repair service for your products with the advantage of
knowing in advance what the cost will be. All repair work carries the standard
Woodward service warranty, pursuant to Woodwards Product and Service
Warranty (25222) on replaced parts and labor.

Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the
exception that the unit will be returned to you in like new condition and carry
with it the full standard Woodward product warranty, pursuant to Woodwards
Product and Service Warranty (25222). This option is applicable to mechanical
products only.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned to Woodward
for repair, please contact Woodward in advance to obtain a Return Authorization
Number. When shipping the item(s), attach a tag with the following information:
name and location where the control is installed;
name and phone number of contact person;
complete Woodward part number(s) and serial number(s);
description of the problem;
instructions describing the desired type of repair.
! CAUTION
To prevent damage to electronic components caused by improper
handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
62 Woodward
Packing a Control
Use the following materials when returning a complete control:
protective caps on any connectors;
antistatic protective bags on all electronic modules;
packing materials that will not damage the surface of the unit;
at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
a packing carton with double walls;
a strong tape around the outside of the carton for increased strength.
Return Authorization Number

When returning equipment to Woodward, please telephone and ask for the
Customer Service Department [(1)(800) 523-2831 in North America or
(1)(970) 482-5811]. They will help expedite the processing of your order
through our distributors or local service facility. To expedite the repair process,
contact Woodward in advance to obtain a Return Authorization Number, and
arrange for issue of a purchase order for the item(s) to be repaired. No work can
be started until a purchase order is received.
NOTE
We highly recommend you make arrangement in advance for return
shipments. Contact a Woodward customer service representative at
(1)(800) 523-2831 in North America or (1)(970) 482-5811 for
instructions and for a Return Authorization Number.
Replacement Parts
When ordering replacement parts for controls, include the following
information:
the part number(s) (XXXX-XXX) that is on the enclosure nameplate;
the unit serial number, which is also on the nameplate.
How to Contact Woodward

In North America use the following address when shipping or corresponding:
Woodward Governor Company
PO Box 1519
1000 East Drake Rd
Fort Collins CO 80522-1519, USA
TELEPHONE: (1)(970) 482-5811 (24 hours a day)

TOLL-FREE PHONE (in North America): (1)(800) 523-2831
FAX: (1)(970) 498-3058
Woodward 63
For assistance outside North America, call one of the following international
Woodward facilities to obtain the address and phone number of the facility
nearest your location where you will be able to get information and service.
FACILITY PHONE NUMBER

Australia (61)(2) 9758 2322
India (91)(129) 230419
Japan (81)(476) 93-4661
The Netherlands (31)(23) 56 61111
You can also contact the Woodward Customer Service Department or consult
our worldwide directory on Woodwards Internet website
(http://www.woodward.com) for the name of your nearest Woodward
distributor or service facility:
Additional Aftermarket Product Support Services

Woodward Aftermarket Services offers the following after-sale support for all
Woodward products:
Customer Training
Technical Assistance
Field Service
Specialized Services
Customer Training is offered at our facility in Loveland, Colorado, or at your

site. This training, conducted by experienced trainers, will assure that customer
personnel will be able to maintain system reliability and availability. For
information concerning training available, call the number above and ask for
customer training.
Technical Assistance is available using the Woodward toll-free number. The

Aftermarket application engineering group is available to assist customers with
technical questions or problem solving during normal business hours or as
emergency support 24 hours a day. This group can also provide engineering
support for changes or enhancements after the commissioning of your system.
For technical engineering assistance, call the number above and ask for technical
assistance.
64 Woodward
Field Service engineers are dispatched from the Woodward facility in Colorado,
or from one of many regional or worldwide offices located near the customer to
provide prompt response. Woodward field engineers are experienced and are
continually updated on all Woodward products as well as much of the non-
Woodward equipment they interface with. The field engineers ensure that all
documentation is updated, and all field engineers are well informed as to new
problems which might arise. Woodward field service engineers are on-call 24
hours a day. Call the number above and ask for field service.
Specialized Services can be tailored to your specific needs. These services can
be based on a particular aspect of a single service or a combination of services
and are covered under one low-cost service contract. A contract may be for
regularly scheduled training courses or possibly to have a field engineer visit
your site at pre-determined intervals to provide a system analysis, verify proper
operation, and make recommendations for maintenance improvements,
enhancements, or other needs. These contracts are usually custom-designed and
structured to allow ultimate flexibility, thereby allowing you to plan and budget
more accurately. For more details, contact the Woodward sales representative, or
call the number above and ask for sales support to discuss specific needs.
Woodward 65
If you need to telephone for technical assistance, you will need to provide the following information.
Please write it down here before phoning:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Engine/Turbine Model Number
Manufacturer
Number of Cylinders (if applicable)
Type of Fuel (gas, gaseous, steam, etc)
Rating
Application
Governor Information
Please list all Woodward governors, actuators, and electronic controls in your system:
Woodward Part Number and Revision Letter
Control Description or Governor Type
Serial Number
Serial Number
Serial Number
If you have an electronic or programmable control, please have the adjustment setting positions or
the menu settings written down and with you at the time of the call.
66 Woodward
We appreciate your comments about the content of our publications.
Please send comments to:
Attention: Technical Publications
PO Box 1519
Please include the manual number from the front cover of this publication.
Woodward Governor Company/Industrial Controls

PO Box 1519, Fort Collins CO 80522-1519, USA
1000 East Drake Road, Fort Collins CO 80525, USA
Phone (1)(970) 482-5811 Fax (1)(970) 498-3058
E-mail and World Wide Web Home Pagehttp://www.woodward.com
Registered Firm
ISO 9001:1994/Q9001-1994
Certificate QSR-36
Woodward has company-owned plants, subsidiaries, and branches,

as well as authorized distributors and other authorized service and sales facilities throughout the world.
Complete address/phone/fax/e-mail information for all locations is available on our website.
00/9/F
03013T
Shutdown Solenoid
for
UG Governor
Installation and Operation Manual
Manual 03013T
WARNING
Read this entire manual and all other publications pertaining to the work to
be performed before installing, operating, or servicing this equipment.
Practice all plant and safety instructions and precautions. Failure to follow
instructions can cause personal injury and/or property damage.
The engine, turbine, or other type of prime mover should be equipped with
an overspeed (overtemperature, or overpressure, where applicable)
shutdown device(s), that operates totally independently of the prime mover
control device(s) to protect against runaway or damage to the engine,
turbine, or other type of prime mover with possible personal injury or loss of
life should the mechanical-hydraulic governor(s) or electric control(s), the
actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the
controlled device(s) fail.
WARNING
This shutdown solenoid must not be used for overspeed shutdown because
overspeed could be caused by failure of the governor system. The
shutdown could be made inoperable by the same governor failure which
caused the overspeed. Engine overspeed can cause property damage,
personal injury, and death. Use the shutdown only for protection from low
oil pressure, high oil pressure, water temperature, or other system
protection.
IMPORTANT DEFINITIONS
WARNINGindicates a potentially hazardous situation which, if not
avoided, could result in death or serious injury.
CAUTIONindicates a potentially hazardous situation which, if not

avoided, could result in damage to equipment.
NOTEprovides other helpful information that does not fall under the
warning or caution categories.
RevisionsText changes are indicated by a black line alongside the text.
Woodward 1985
All Rights Reserved
Manual 03013 Shutdown Solenoid for UG Governor
Contents
CHAPTER 1. OPERATION AND ADJUSTMENT ................................................. 1

Description..............................................................................................................1
Operation................................................................................................................2
De-energize to Shut Down Model ..................................................................2
Energize to Shut Down Model ........................................................................2
AdjustmentsInstallation.......................................................................................3
De-Energize to Shut Down Model ..................................................................3
Vibration-Resistant De-Energize to Shut Down Model ..................................4
Energize to Shut Down Model ........................................................................6
Vibration-Resistant Energize to Shut Down Model, without Latch .................7
Solenoid Suppression Diodes ................................................................................8
CHAPTER 2. PARTS LISTS ........................................................................... 9
Parts Information ....................................................................................................9
CHAPTER 3. SERVICE OPTIONS ................................................................. 17
Product Service Options.......................................................................................17
Replacement/Exchange ...............................................................................17
Flat Rate Repair............................................................................................18
Flat Rate Remanufacture .............................................................................18
Returning Equipment for Repair...........................................................................18
Packing a Control .........................................................................................19
Return Authorization Number .......................................................................19
Replacement Parts ...............................................................................................19
How to Contact Woodward...................................................................................20
Engineering Services ...........................................................................................20
Technical Assistance............................................................................................22
Illustrations and Tables
Figure 1. De-Energize to Shut Down Models.........................................................3

Figure 2. Vibration-Resistant De-energize to Shut Down ......................................4
Figure 3. Energize to Shut Down Models...............................................................6
Figure 4. Vibration-Resistant Energize to Shut Down, without Latch ....................7
Figure 5. Solenoid Suppression Diode...................................................................8
Figure 6. Cover Assembly (with speed setting motor) .........................................10
Figure 6a. PM Motor Assembly (see manual 03035)...........................................11
Figure 7. Energize to Shut Down with Latch ........................................................12
Figure 8. De-Energize to Shut Down with Latch ..................................................13
Figure 9. Vibration Resistant Energize to Shut Down, without Latch ..................14
Figure 10. Vibration Resistant De-energize to Shut Down, with Latch ................15
Woodward i
Shutdown Solenoid for UG Governor Manual 03013
ii Woodward
Chapter 1.
Operation and Adjustment
Description
A shutdown solenoid is available for use on dial type UG8, UG32, and UG40
governors. Two basic models are available. One will cause shutdown when
energized, and the other will cause shutdown when de-energized.
Vibration-resistant models are available for both styles.
The energize and de-energize models are available with a latch that requires
manual resetting for restarting the engine. Vibration-resistant models are not built
with the latching feature.
WARNING
The shutdown solenoid must not be used as an overspeed protection
device. Overspeed protection must come from a unit entirely separate
from the UG governor. Failure of a governor or governor-related part
of the system control can cause a life- or engine-threatening
overspeed condition. In these cases, it is possible that the shutdown
solenoid could not stop the runaway condition.
If voltage is available, the engine may be started without manual reset of the
solenoid if the solenoid with latch is of the energize-to-run type.
All shutdown solenoids move the load-limit strap down to effect shutdown.
The solenoid can be supplied with various coils to accommodate the more
common dc voltages. If operation on ac is desired, rectifiers can be incorporated
in the cover assembly to rectify either 110 or 220 volts to dc. In addition, other ac
voltages can be adapted on special order.
The special governor cover, required for mounting the unit, is available with or
without accommodations for a speed-adjusting motor.
Woodward 1
Operation
De-energize to Shut Down Model

The de-energize to shut down models shown in Figures 1 and 2 will shut the
engine down on loss of current to the solenoid. The solenoid plunger moves up to
allow the engine to run. To start an engine when no current is available, lift the
solenoid plunger manually by means of the shutdown-latch knob (see Figure 1).
As it approaches the top of its stroke, the lock pin may be pressed in to latch the
shutdown-latch knob just below its upper position. This permits starting and
running the engine. Operating with the latch pin holding the solenoid at the top
of its stroke eliminates the possibility of using the solenoid to shut down the
engine.
When current is applied to the solenoid, it will move to its full upward position,
unloading the lock pin, which is moved outward by the circular latch spring.
With loss of current, the load spring will cause the solenoid plunger to move
down, lifting the governor pilot valve and closing off fuel.
WARNING
During start-up, if for any reason the solenoid has no current and the
lock-in is latched, the solenoid will be inoperative. This will eliminate
any safety systems which may use the solenoid to shut down the
engine.
A de-energize to shut down model can be supplied without the latching feature,
generally for operation in automatic plants. The vibration-resistant de-energize to
shut down model is available only in non-latching design. The non-latching
solenoids present an energize to run limitation on the engine, a condition which
is required in many plants.
Energize to Shut Down Model

The energize to shut down model shown in Figures 3 and 4 will shut the engine
down as current is applied (even momentarily in the case of the latching model).
The solenoid plunger moves downward through a tapered plunger stop, which
contains seven spring-loaded steel balls. The binding action of the steel balls
against the shutdown rod prevents the solenoid from returning. To restart the
engine, return the plunger to its original position by pressing the reset button,
which forces the steel balls away from the plunger and allows the spring force to
push the load-limit strap and the solenoid plunger to the uppermost positions.
The energize to shut down system is available in non-latching designs for both
the regular and the vibration-resistant models. The vibration-resistant model is
not available in the latching mode.
The non-latching model requires a shutdown current to the solenoid until

shutdown is complete.
2 Woodward
AdjustmentsInstallation
Solenoid shutdown devices supplied on governors as original equipment are
adjusted at the factory. It will be necessary to make the following adjustments on
units which are to be installed on governors already in service.
CAUTION
When assembling or adjusting a shutdown solenoid, ALWAYS
remove the cover and do the work away from the governor. IF ANY
PART OF THE SOLENOID DEVICE SHOULD DROP INTO THE
GOVERNOR, IT WILL REQUIRE EXTENSIVE DISASSEMBLY OF THE
GOVERNOR.
Figure 1. De-Energize to Shut Down Models
De-Energize to Shut Down Model

1. Position the shutdown rod assembly in the solenoid plunger with the end of
the plunger friction screw 3 mm (1/8 inch) inside the solenoid plunger nose
as shown in Figure 1. This adjustment is necessary only when the shutdown
device has been disassembled for cleaning or replacing parts. New
assemblies sent from the factory will have this adjustment completed.
2. Loosen the lock nut and, with the solenoid de-energized, turn the solenoid
plunger guide clockwise until it is tight against the plunger. The plunger
should now be seated against the governor cover. Back off the solenoid
plunger guide 3 to 4 turns and tighten the lock nut.
Woodward 3
3. Attach the cover assembly (including the shutdown device) to the governor
case.
4. Remove the set screw from the hole in the rod extension. With the engine
running and the governor in operation and controlling the speed, de-energize
the solenoid and use a screwdriver to turn the shutdown rod assembly
clockwise until the governor just starts to shut down, then screw the
shutdown rod down one additional turn.
Steps 5, 6, and 7 pertain to the latching model. Skip to step 8 if adjusting a

non-latching model.
5. De-energize the solenoid. Lift the shutdown latch knob and press in the latch
pin so the pin remains engaged when the knob is released.
6. With a screwdriver in the slot of the shutdown rod to prevent it from turning,
screw the rod extension clockwise until the solenoid plunger is pulled up
against the solenoid plunger guide.
7. Energize the solenoid. Back off the rod extension until the latch pin releases.
Then back off 1/4 turn more. Lock in place with the 10-32 set screw.
8. Check for normal operation with the solenoid energized and for shutdown
when the solenoid is de-energized. Check the latching device to verify that it
will latch up to allow starting and unlatch when the solenoid is energized.
Vibration-Resistant De-Energize to Shut Down Model
Figure 2. Vibration-Resistant De-energize to Shut Down
4 Woodward
1. Install the shutdown solenoid in the cover with the Plunger Guide Assembly
slightly below the surface of the inside of the cover. Thread the adjusting nut
onto the solenoid plunger rod as far as it will go. DO NOT LOCK WITH
THE ROLL PIN AT THIS TIME.
2. Turn the solenoid plunger guide down until the rod just moves a little farther
out of the bottom of the solenoid assembly. Then back off the plunger guide
four full turns and lock with the lock nut.
3. With the engine running and the governor controlling engine speed, place the
cover and gasket on the governor. If the engine does not shut down, remove
the cover, screw the adjusting nut out one full turn, and replace the cover
assembly on the governor.
4. Continue this procedure until the engine shuts down when then the cover is
placed on the governor.
CAUTION
Completely remove the cover from the governor and make the
adjustments in the adjusting nut away from the governor to prevent
accidentally dropping the adjusting nut into the operating governor.
Extensive damage to the governor can occur should the nut drop off
the end of the shaft. Should the adjusting nut thread out more than 5
turns before causing shutdown, loosen the set screw and thread the
entire shutdown solenoid farther into the governor cover, then start
the adjusting nut setting again.
5. When the governor shuts the engine down when the cover is placed on the
governor, remove the cover a final time and thread the adjusting nut until the
roll pin can be pressed into the shaft, locking the adjusting nut into place. Do
not risk dropping the roll pin into the governor while making this final
installation.
6. Complete the wiring to the plug on the cover and check that the application
of the required voltage causes the plunger to retract.
7. Install the cover-solenoid assembly onto the governor and check that the
engine shuts down when the solenoid is de-energized, and that the engine can
start and run with the solenoid energized. Check for normal operation with
the solenoid de-energized, making sure that the governor is not sluggish in
adding fuel to pick up load.
If the governor is sluggish in adding fuel to pick up load, check for

excessive drag in the movement of the solenoid plunger, a misaligned
shutdown rod, a bent plunger guide, or solidified preservative lubricant on
any of the moving parts.
Woodward 5
Energize to Shut Down Model
1. Position the shutdown rod assembly in the solenoid plunger with the end of
the plunger friction screw 3 mm (1/8 inch) inside the plunger nose as shown
in Figure 2. This adjustment is necessary only when the shutdown device has
been disassembled for cleaning or replacing parts. New assemblies from the
factory will have this adjustment completed.
2. Attach the cover assembly (including the shutdown device) to the governor
case.
3. Unscrew the knurled reset button retainer and remove the reset button and
spring. Loosen the lock nut. Turn the plunger stop down until the solenoid
plunger is tight against the solenoid plunger guide. Back off 3 to 4 turns.
Tighten the lock nut.
4. With the governor in operation and controlling engine speed, energize the
solenoid and turn the slotted shutdown rod clockwise until shutdown occurs.
Turn clockwise one more turn past the point of shutdown, and install the
spring, reset button, and reset button retainer.
5. Check for normal operation with the solenoid de-energized, making sure that
the governor is not sluggish in adding fuel to pick up load.
6. Energize the solenoid. After shutdown, check to see that the governor
remains inoperative until the latch is released by pressing the reset button.
Recheck for normal operation.
Figure 3. Energize to Shut Down Models
6 Woodward
The energize to shut down model without the latching feature is adjusted in the
following manner: Remove the plunger stop plug and, with the unit running,
energize the solenoid. With the governor in operation and controlling speed, turn
the slotted shutdown rod clockwise until shutdown occurs. Turn clockwise one
more turn past the point of shutdown. Replace the plunger stop plug and screw it
down until the solenoid plunger is tight against the solenoid plunger guide. Back
off 3 to 4 turns on UG5.7, UG8, and UG12.8 governors or 4 turns on UG32 or
UG40 governors. Lock in place with the lock nut. Make the final check as
described in steps 5 and 6 above.
Vibration-Resistant Energize to Shut Down Model,

without Latch
Figure 4. Vibration-Resistant Energize to Shut Down, without Latch
1. With the governor controlling and the governor cover removed: Loosen the
locknut. Turn the plunger stop all the way in to immobilize the plunger, and
run the adjusting nut all the way in to secure a starting position.
2. Install the cover and gasket on the governor.
CAUTION
Completely remove the cover from the governor and make the
adjustments in the adjusting nut away from the governor to prevent
accidentally dropping the adjusting nut into the operating governor.
Extensive damage to the governor can occur should the nut drop off
the end of the shaft. Should the adjusting nut thread out more than 5
turns before causing shutdown, loosen the set screw and thread the
entire shutdown solenoid farther into the governor cover, then start
the adjusting nut setting again.
Woodward 7
3. With the engine running and the governor controlling engine speed, place the
cover and gasket on the governor. If the engine does not shut down, remove
the cover, screw the adjusting nut out one full turn, and replace the cover
assembly on the governor.
4. Continue this procedure until the engine shuts down when then the cover is
placed on the governor.
5. When the governor shuts the engine down when the cover is placed on the
governor, remove the cover a final time and thread the adjusting nut until the
roll pin can be pressed into the shaft, locking the adjusting nut into place. Do
not risk dropping the roll pin into the governor while making this final
installation.
6. Back out the plunger stop four turns and lock in place with the lock nut.
7. Complete the wiring to the plug on the cover and check that the application
of the required voltage causes the plunger to extend from the solenoid.
8. Install the cover-solenoid assembly onto the governor and check that the
engine shuts down when the solenoid is energized, and that the engine can
start and run with the solenoid de-energized. Check for normal operation
with the solenoid energized, making sure that the governor is not sluggish in
adding fuel to pick up load. If the governor is sluggish in adding fuel to pick
up load, check for excessive drag in the movement of the solenoid plunger, a
misaligned shutdown rod, a bent plunger guide, or solidified preservative
lubricant on any of the moving parts.
Solenoid Suppression Diodes

Solenoid coils used by Woodward, whether operated on ac or dc, have two
diodes wired in the circuit as shown in Figure 5.
Diodes rectify ac to supply dc to the solenoid coils and also to provide shock
hazard protection when used on ac when the ac is disconnected at the peak of a
cycle (counter EMF is generated when the power is removed from the coil).
The diodes should be used on dc power solenoid coils because of the counter
EMF.
NOTE
Open or shorted diodes impair operation of the shutdown solenoid.
Figure 5. Solenoid Suppression Diode
8 Woodward
Chapter 2.
Parts Lists
Parts Information
1. Governor serial number and part number shown on the nameplate.
2. Manual number (this is manual 03013).
3. Part reference number and part name from parts list.
CAUTION
Damage may result if any parts are allowed to drop into the governor.
Use extreme caution when working on the shutdown solenoid. Any
part that should drop into the governor must be retrieved before
attempting to operate the governor.
Ref. Part Description Quantity Ref. Part Description Quantity
03013-1 Cable Clamp 1 03013-41 1/16 Pipe Plug 1

03013-2 Plug 1 03013-42 Jam Nut 1
03013-3 Screw, 4-40 x 5/16" Fil Hd 4 03013-43 Solenoid Plunger Guide 1
03013-4 Receptacle 1 03013-44 Shutdown Rod 1
03013-5 Cover 1 03013-45 Solenoid Case 1
03013-6 Set Screw, 10-32 x 1/4" 1 03013-46 Solenoid Plunger Guide 1
03013-7 Screw, 10-32 x 3/4" Fil Hd 4 03013-50 Ball Loading Spring 1
03013-8 Split Lock Washer, No. 10 4 03013-51 Washer 1
03013-9 Grommet 1 03013-52 Latch Spring 1
03013-10 Motor Seal Spring 1 03013-53 Shutdown Push Button 1
03013-11 Oil Cup 1 03013-54 Push button Retainer 1
03013-12 Bodine Motor 1 03013-55 Plunger Stop Plug 1
03013-13 Solenoid Case 1 03013-56 O Ring 2
03013-14 Load Spring 1 03013-57 Adjusting Screw 1
03013-15 Insulating Paper 1 03013-58 Snap Ring 1
03013-16 Solenoid Coil 1 03013-59 Shutdown Rod 1
03013-17 Parallel Connector 2 03013-60 Solenoid Plunger 1
03013-18 Wire, White Flamenol O.D. AR 03013-61 Soldering Shield Washer 2
03013-19 Wire Strap, 2 Wires 2 03013-62 Varnished Tubing 3/16" long 2
03013-20 Screw, Fil Hd 8-32 x 1/4" 2 03013-63 Shutdown Rod 1
03013-21 Clear Tubing 3/4" Long 2 03013-64 Latch Rod 1
03013-22 Air Gap Washer 1 03013-65 Snap Ring 1
03013-23 Solenoid Plunger 1 03013-66 Washer Assembly 1
03013-24 Solenoid Plunger Locking Pin 1 03013-67 Ball 7
03013-25 Not Used 03013-68 Bushing, Ball Release 1
03013-26 Solenoid Plunger Guide 1 03013-69 Plunger Stop 1
03013-27 Shutdown Spring 1 03013-70 Diodes (Figure 4) 2
03013-28 Washer, Shutdown Spring Ret. 1 (not shown in parts breakdown)
03013-29 Roll Pin, 1/16" x 1/4" 1 03013-71 Plunger Stop Assembly 1
03013-30 Plunger Friction Screw 1 03013-72 O-Ring, .739" ID x .070" 1
03013-31 Shutdown Rod 1 03013-73 Washer, .875" x 1.125"
03013-32 Roll Pin 1 x .047" 1
03013-33 Plunger Guide Bushing 2 03013-74 Plunger Assembly 1
03013-34 Solenoid Plunger Guide 1 03013-75 Roll Pin, .062" Dia. x
03013-35 Latch Spring 1 .312", S.S. 1
03013-36 Snap Ring 1 03013-76 Solenoid Coil Assembly 1
03013-37 Shutdown Latch Knob 1 03013-77 Solenoid Plunger Guide Assm. 1
03013-38 Lock Pin 1 03013-78 Adjusting Nut 1
03013-39 Rod Extension 1 03013-79 Not Used
03013-40 Lock Wire AR 03013-80 Not Used
Woodward 9
Ref. Part Description Quantity Ref. Part Description Quantity
03013-81 Socket Plug 1 03013-128 Cable Assembly 1

03013-82 Lock Nut 1 03013-129 Motor Gasket 1
03013-83 Solenoid Plunger Guide 1 03013-130 Motor 1
03013-87 Coil Assembly 1 03013-131 Lock Washer, No. 6 4
03013-85 Plunger Guide Assembly 1 03013-132 Cap Screw, 0.312-18 x 0.875 4
03013-86 Wire Splice 2 03013-133 Resistor Assembly 2
03013-87 Solenoid Nut 1 03013-134 Shakeproof Washer #4 2
03013-88 Solenoid Washer 1 03013-135 Soc. Hd. Screw, 4-40 x 0.750 2
03013-89 Plunger Assembly 1 03013-136 Gasket 1
03013-90 Roll Pin 2 03013-137 Cover 1
03013-91 Spring 1 03013-138 Oil Cup 1
03013-92 Spring Seat Washer 2 03013-139 Screw 4
03013-93 Adjusting Nut 1 03013-140 Screw, 10 4
03013-121 Motor Housing 1 03013-141 Pressure Pad 1
03013-122 Soc. Hd. Cap Screw, 10-32 8 03013-142 Printed Circuit Board 1
03013-123 Lock Washer, #10 8 03013-143 Housing Gasket 1
03013-124 Cable Assembly 1 03013-144 Cable Assembly 1
03013-125 Potting Stop 1 03013-145 Grommet 2
03013-126 Wire Protector Bushing 2 03013-146 Plug 1
03013-127 Potting Stop 1 03013-147 Wiring Harness 1
Figure 6. Cover Assembly (with speed setting motor)
10 Woodward
Figure 6a. PM Motor Assembly (see manual 03035)
Woodward 11
Figure 7. Energize to Shut Down with Latch
12 Woodward
Figure 8. De-Energize to Shut Down with Latch
Woodward 13
Figure 9. Vibration Resistant Energize to Shut Down, without Latch
14 Woodward
Figure 10. Vibration Resistant De-energize to Shut Down, with Latch
Woodward 15
16 Woodward
Chapter 3.
Service Options
Product Service Options

The following factory options are available for servicing Woodward equipment,
based on the standard Woodward Product and Service Warranty (5-01-1205) that
is in effect at the time the product is purchased from Woodward or the service is
performed:
Replacement/Exchange (24-hour service)
Flat Rate Repair
If you are experiencing problems with installation or unsatisfactory performance

of an installed system, the following options are available:
Consult the troubleshooting guide in the manual.
Contact Woodward technical assistance (see How to Contact Woodward
later in this chapter) and discuss your problem. In most cases, your problem
can be resolved over the phone. If not, you can select which course of action
you wish to pursue based on the available services listed in this section.
Replacement/Exchange
Replacement/Exchange is a premium program designed for the user who is in
need of immediate service. It allows you to request and receive a like-new
replacement unit in minimum time (usually within 24 hours of the request),
providing a suitable unit is available at the time of the request, thereby
minimizing costly downtime. This is also a flat rate structured program and
includes the full standard Woodward product warranty (Woodward Product and
Service Warranty 5-01-1205).
This option allows you to call in the event of an unexpected outage, or in

advance of a scheduled outage, to request a replacement control unit. If the unit is
available at the time of the call, it can usually be shipped out within 24 hours.
You replace your field control unit with the like-new replacement and return the
field unit to the Woodward facility as explained below (see Returning
Equipment for Repair later in this chapter).
Charges for the Replacement/Exchange service are based on a flat rate plus
shipping expenses. You are invoiced the flat rate replacement/exchange charge
plus a core charge at the time the replacement unit is shipped. If the core (field
unit) is returned to Woodward within 60 days, Woodward will issue a credit for
the core charge. [The core charge is the average difference between the flat rate
replacement/exchange charge and the current list price of a new unit.]
Woodward 17
Return Shipment Authorization Label. To ensure prompt receipt of the core,
and avoid additional charges, the package must be properly marked. A return
authorization label is included with every Replacement/Exchange unit that leaves
Woodward. The core should be repackaged and the return authorization label
affixed to the outside of the package. Without the authorization label, receipt of
the returned core could be delayed and cause additional charges to be applied.
Flat Rate Repair

Flat Rate Repair is available for the majority of standard products in the field.
This program offers you repair service for your products with the advantage of
knowing in advance what the cost will be. All repair work carries the standard
Woodward service warranty (Woodward Product and Service Warranty 5-01-
1205) on replaced parts and labor.

Flat Rate Remanufacture is very similar to the Flat Rate Repair option with the
exception that the unit will be returned to you in like-new condition and carry
with it the full standard Woodward product warranty (Woodward Product and
Service Warranty 5-01-1205). This option is applicable to mechanical products
only.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned to Woodward
for repair, please contact Woodward in advance to obtain a Return Authorization
Number. When shipping the item(s), attach a tag with the following information:
name and location where the control is installed;
name and phone number of contact person;
complete Woodward part number(s) and serial number(s);
description of the problem;
instructions describing the desired type of repair.
CAUTION
To prevent damage to electronic components caused by improper
handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
18 Woodward
Packing a Control
Use the following materials when returning a complete control:
protective caps on any connectors;
antistatic protective bags on all electronic modules;
packing materials that will not damage the surface of the unit;
at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
a packing carton with double walls;
a strong tape around the outside of the carton for increased strength.
Return Authorization Number

When returning equipment to Woodward, please telephone and ask for the
Customer Service Department [1 (800) 523-2831 in North America or
+1 (970) 482-5811]. They will help expedite the processing of your order
through our distributors or local service facility. To expedite the repair process,
contact Woodward in advance to obtain a Return Authorization Number, and
arrange for issue of a purchase order for the item(s) to be repaired. No work can
be started until a purchase order is received.
NOTE
We highly recommend that you make arrangement in advance for
return shipments. Contact a Woodward customer service
representative at 1 (800) 523-2831 in North America or
+1 (970) 482-5811 for instructions and for a Return Authorization
Number.
Replacement Parts
When ordering replacement parts for controls, include the following information:
the part number(s) (XXXX-XXX) that is on the enclosure nameplate;
the unit serial number, which is also on the nameplate.
Woodward 19
How to Contact Woodward
In North America use the following address when shipping or corresponding:
PO Box 1519
1000 East Drake Rd
Telephone+1 (970) 482-5811 (24 hours a day)

Toll-free Phone (in North America)1 (800) 523-2831
Fax+1 (970) 498-3058
For assistance outside North America, call one of the following international
Woodward facilities to obtain the address and phone number of the facility
nearest your location where you will be able to get information and service.
Facility Phone Number

Australia +61 (2) 9758 2322
Brazil +55 (19) 3708 4800
India +91 (129) 523 0419
Japan +81 (476) 93-4661
The Netherlands +31 (23) 5661111
You can also contact the Woodward Customer Service Department or consult our
worldwide directory on Woodwards website (www.woodward.com) for the
name of your nearest Woodward distributor or service facility. [For worldwide
directory information, go to www.woodward.com/ic/locations.]
Engineering Services
Woodward Industrial Controls Engineering Services offers the following after-
sales support for Woodward products. For these services, you can contact us by
telephone, by e-mail, or through the Woodward website.
Technical Support
Product Training
Field Service
Contact information:
Telephone+1 (970) 482-5811
Toll-free Phone (in North America)1 (800) 523-2831
E-mailicinfo@woodward.com
Websitewww.woodward.com/ic
20 Woodward
Technical Support is available through our many worldwide locations or our
authorized distributors, depending upon the product. This service can assist you
with technical questions or problem solving during normal business hours.
Emergency assistance is also available during non-business hours by phoning our
toll-free number and stating the urgency of your problem. For technical support,
please contact us via telephone, e-mail us, or use our website and reference
Customer Services and then Technical Support.
Product Training is available at many of our worldwide locations (standard

classes). We also offer customized classes, which can be tailored to your needs
and can be held at one of our locations or at your site. This training, conducted
by experienced personnel, will assure that you will be able to maintain system
reliability and availability. For information concerning training, please contact us
via telephone, e-mail us, or use our website and reference Customer Services and
then Product Training.
Field Service engineering on-site support is available, depending on the product

and location, from one of our many worldwide locations or from one of our
authorized distributors. The field engineers are experienced both on Woodward
products as well as on much of the non-Woodward equipment with which our
products interface. For field service engineering assistance, please contact us via
telephone, e-mail us, or use our website and reference Customer Services and
then Technical Support.
Woodward 21
If you need to telephone for technical assistance, you will need to provide the following information.
Please write it down here before phoning:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Engine/Turbine Model Number
Manufacturer
Number of Cylinders (if applicable)
Type of Fuel (gas, gaseous, steam, etc)
Rating
Application
Governor Information
Please list all Woodward governors, actuators, and electronic controls in your system:
Serial Number
Serial Number
Serial Number
If you have an electronic or programmable control, please have the adjustment setting positions or
the menu settings written down and with you at the time of the call.
22 Woodward
Send comments to: icinfo@woodward.com

Phone +1 (970) 482-5811 Fax +1 (970) 498-3058
E-mail and Home Pagewww.woodward.com
FM 57982
BS EN ISO 9001:1994
6 March 2001

Complete address/phone/fax/e-mail information for all locations is available on our website.
04/1/F
Operation Manual
Permanent Magnet Type Synchronizing

Motor for UG, PSG, and SG Governors
Manual 03026K
WARNING
Read this entire manual and all other publications pertaining to the work to be
performed before installing, operating, or servicing this equipment. Practice all
plant and safety instructions and precautions. Failure to follow instructions can
cause personal injury and/or property damage.
The engine, turbine, or other type of prime mover should be equipped with an
overspeed shutdown device to protect against runaway or damage to the prime
mover with possible personal injury, loss of life, or property damage.
The overspeed shutdown device must be totally independent of the prime mover
control system. An overtemperature or overpressure shutdown device may also be
needed for safety, as appropriate.
CAUTION
To prevent damage to a control system that uses an alternator or battery-charging
device, make sure the charging device is turned off before disconnecting the
battery from the system.
Electronic controls contain static-sensitive parts. Observe the following

precautions to prevent damage to these parts.
Discharge body static before handling the control (with power to the control
turned off, contact a grounded surface and maintain contact while handling the
control).
Avoid all plastic, vinyl, and Styrofoam (except antistatic versions) around
printed circuit boards.
Do not touch the components or conductors on a printed circuit board with
your hands or with conductive devices.
IMPORTANT DEFINITIONS
WARNINGindicates a potentially hazardous situation which, if not avoided, could
result in death or serious injury.
CAUTIONindicates a potentially hazardous situation which, if not avoided, could

result in damage to equipment.
NOTEprovides other helpful information that does not fall under the warning or
caution categories.
Woodward 1991
All Rights Reserved
Manual 03026 Permanent Magnet Synchronizing Motor
Permanent Magnet Synchronizing

Motor for UG, PSG, and SG Governors
Description
The permanent-magnet synchronizing motor is used to provide remote speed
adjustment for an SG, PSG, or UG governor. The motor allows a switchboard
operator to match the frequency of an alternator to that of other alternators or to
change load distribution with other units when operating in the droop mode.
The synchronizing motors run only on nominal 24 Vdc power, but models are
available with self-contained rectifiers which allow use of 110 Vac and 220 Vac
supply. A potentiometer is included in most models. This allows the installer to
match the motor with the type of supply available, and to set the motor speed
within an adjustable range.
Four different PM motors have been used to adjust the speed setting of the
governor. The S40, MM40, and MM4A have been used in the past. The current
model is the SMM40. The SMM40 is directly interchangeable with any former
speed-setting motor.
The SMM40 permanent-magnet motor operates on a nominal 24-Vdc supply.

Rectifiers are included in models built to operate with ac supply. In addition a
potentiometer is included with the unit which adjusts dc voltages to an
acceptable level. An adjustable speed is achieved when a PM or APM motor
control is added to the system.
SMM40 Speed
POWER RATED SPEED (RPM) ADJUSTABLE RANGE (RPM)*
24 Vdc 1 0.5 to 1.2
2 1.2 to 2.5
4 2.5 to 5
8 5 to 10
110V 0.5 0.5 to 1
AC/DC 3 1 to 4
6 4 to 9
220V 0.5 0.5 to 1
AC/DC 3 1 to 4
6 4 to 9
* An adjustable range is available when an APM or PM motor control is used. The
adjustment range is only for reference. Exact range depends on the controller used.
Product Specifications
82044 APM Motor Control
82499 Adjustable Voltage Converter for 24 Vdc PM Motor Control
Woodward 1
Permanent Magnet Synchronizing Motor Manual 03026
Adjustment
A friction-type slip clutch between the motor shaft and the governor allows speed
adjustment by the regular manual speed-setting method or by the electrically-
driven PM motor. If this coupling has too little friction the motor drive will slip.
With too great friction the manual speed adjustment will be too hard to turn or
set.
The slip clutch also prevents damage to the governor or the speed adjusting
motor when a maximum or minimum stop is attained. (The motor can continue to
run for a short period after a physical stop has been reached.)
The clutch should be adjusted for about 0.5 Nxm (4.5 lb-in) of friction. Individual
governor manuals contain instructions on the maintenance and setting of the
friction clutch.
Adjustment Procedure
(There are no adjustments on the MM4A.)
1. Unscrew the four round head screws (828, 515, 605) that hold the cover
plate (825, 519, 602) on the potentiometer portion of the unit.
2. Loosen the lock nut (866, 511, 603) on the potentiometer, turning it
counterclockwise. Turn the potentiometer adjusting shaft (865, 608, 530)
clockwise (toward F on the Bakelite board (834, 510, 601) to increase motor
speed, or counterclockwise (toward S) to decrease motor speed.
When the slot in the shaft points toward the white spot on the Bakelite board
the potentiometer adjustment will be at about the rated speed.
3. After the adjustment has been satisfactorily completed, lock the nut on the
shaft and replace the cover and four round-head screws removed in step 1
of this procedure. (Do not operate the engine for any extended period of
time with the potentiometer and wiring exposed.)
Power Connection
If ac power is used for speed adjustment connect one line from the ac source to
terminal "C" on the receptacle (831, 522, 609). The rectifiers (843, 518, 606) may
burn out if the unit is incorrectly wired. (Review the wiring diagram on the next
page and check against the wiring before applying power to the motor for the first
time.)
Terminals "A" and "B" are connected to the respective output poles of the speed-
control switch.
Bearing Lubrication
Ball bearings are permanently packed with a high-quality grease. Repacking or
periodic oiling is not required.
2 Woodward
Gear Lubrication
The speed reduction gear housing (846, 528, 640, 733) is filled with enough
lubricant to last about two years. Clean out the old grease every two years or as
required and refill with Alvania No. 2 grease or its equivalent.
Wiring Diagrams
Power Connection Diagram
Woodward 3
Troubleshooting
The speed setting motor is extremely long lived and reliable. Most problems
perceived as caused by the motor are in reality caused by either the power
supply to the motor or the friction clutch and speed-setting linkage in the
governor.
Do not disassemble the motor until after all other causes have been thoroughly
investigated. Make sure that the correct power is being delivered to the motor.
Check the connection between the motor and the power source.
Excess load or low supply voltage will slow the speed of the motor. Motor load
can be caused in the governor as well as in the sealed gears on the motor.
Always check for load in the governor by trying to turn the manual speed setting
knob before assuming that excess load is in the motor and attached gears.
Motor heat can be caused by low voltage, excess load, or internal wiring. Always
check causes outside of the motor before determining that the motor is at fault.
Applied voltage can cause motor overspeed. Overspeed conditions are seldom
caused by the motor itself.
Irregular motor speed can be caused by a slipping clutch, problems in the

voltage supply to the motor, of by the motor itself.
Trouble Cause Correction

Motor will No applied Power source or motor Adjust or exchange power
not voltage speed controller incorrect. source or controller.
operate Fuses are blown. Replace fuse, investigate
cause.
Wiring has intermittent Correct wiring.
open condition.
Applied voltage time is too Minimum signal time of
short. 0.2 seconds for motor
response.
Current off Brush spring or wire Replace spring or correct
disconnection. wire.
Brush incorrectly installed. Correctly install brush.
Overload, Speed-setting gear in Inspect and correct
Overcurrent governor is locked up. governor.
Excessive wear in speed- Replace bearings.
setting bearings.
Motor reduction gears. Adjust or replace
reduction gears.
4 Woodward

Low rpm Low Voltage Power source to motor- Adjust or exchange power
(motor speed controller incorrect. source or speed
speed) controller.
Low Voltage Voltage incorrect. Correct supply voltage.
Control
Low Motor Brush spring Replace brush and spring.
Torque disconnecting or shorting.
Insulation incorrect. Clean around brush
holder or replace motor
windings.
Overload Motor shaft has Inspect governor
overloaded. connection and speed
setting mechanism.
Reduction gear box Inspect reduction gear
troubles. box. Replace grease or
parts as necessary.
Bearing wear, lubrication, Replace bearings,
or adjustment. lubricate, and adjust as
necessary.
Low rpm Low Voltage Power source or motor Adjust or exchange power
speed controller incorrect. source.
Voltage incorrect. Check rated voltage,
adjust or exchange power
source.
Low motor Motor fault. Repair motor or exchange
torque motor.
Insulation incorrect. Clean around brush
holder and brush spring.
Overload Motor shaft has overload. Inspect governor.
Reduction gear box Inspect and repair
problem. reduction gear box.
Change lubrication in gear
box.
Bearings worn. Replace bearings.
High rpm High voltage Power source or motor Adjust or replace power
speed controller incorrect. source or motor speed
controller.
Voltage Check rated voltage. Provide correct voltage to
incorrect the motor.
Unstable Current is Load is changing. Inspect governor, inspect
motor changing gear box.
speed Speed controller is not Inspect and repair or
functioning correctly. replace controller.
Bearing trouble. Replace or adjust
bearings.
Brush spring Replace spring, inspect
disconnecting or shorting. installation of brush and
spring.
Dirt between brush and Inspect brush, clean
commutator. commutator.
Woodward 5

Motor is Overcurrent Overload. Repair governor, gear
over- box, or bearings.
heating Bearing problem. Replace bearing.
Excessive bearing thrust. Adjust bearing thrust.
Failed brush spring Replace brush spring,
insulation, short. check installation of spring
and brush.
Brush holder shorting. Clean around brush
holder.
Motor is High ambient temperature Improve ventilation,
overheating condition. reduce ambient
temperature.
Motor is dirty. Clean motor to improve
heat-exchange
capabilities.
Excessive Commutation Overload. Repair governor, gear
brush wear incorrect box, or bearing.
Abrasive gas in Ventilate with clean air.
atmosphere.
Damaged commutator. Polish commutator,
replace armature
assembly.
Brush spring tension Replace the spring, check
incorrect or brush spring the brush installation.
is shorting.
Excessive vibration. Improve mounting or
reduce governor vibration.
Brush Brush does not match Change brush
material motor characteristics or composition or change
incorrect installation conditions. operating conditions.
Motor Excessive Incorrect motor Correct installation.
operation vibration installation.
is noisy Motor drive alignment Correct alignment.
incorrect.
Dirt or debris in the gap Clean or repair motor.
between the commutator
and the brush.
Motor Bearings Lubrication error. Replace bearing and
operation causing correct lubrication.
is noisy vibration Damaged bearing Replace bearing and
cont. surface. correct lubrication and
adjustment.
Bearing seizure. Replace bearing and
correct lubrication and
adjustment.
Commutator Damaged or worn Repair commutator or
damaged, commutator. replace armature and
causing winding assembly.
damage to Abrasive atmosphere. Improve ventilation or
the brush change brush
components to match
demands of the
atmosphere.
6 Woodward
Replacement Parts
The following pages list replacement parts for the four speed-setting motors
included in this manual. The user must be careful that the illustration and parts
list correctly matches the motor being serviced. A number of parts are identified
in the drawings for information only. These parts are available only through the
purchase of larger assemblies, usually the complete motor assembly.

1. Serial number and part number shown on the mane plate.
2. Manual number (this is Manual 03026).
3. Part number from parts list and description or part name.
NOTE
Do not replace the motor until failure of the remote speed-setting adjustment
is clearly identified as failure of the motor. Check wiring to the motor and
power to the motor before assuming that the motor has failed. If the
electrical supply to the motor is determined to be correct, then carefully
check the slip-clutch setting to be sure that it has not changed. Check the
manual speed-setting gear train to be sure it is not presenting too great a
load for the motor to turn.
Woodward 7
Model S40
Specify Model S40 when ordering parts from this page. Note that the part
numbers are for identification only and are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name ............. Quantity
03026-501 Motor Brush........................ 2 03026-518 Rectifier...............................2
03026-502 Brush Spring ...................... 2 03026-519 Enclosing Cover..................1
03026-503 Ball Bearing ........................ 1 03026-520 Plug.....................................1
03026-504 Ball Bearing ........................ 1 03026-521 Cable Clamp .......................1
03026-505 End Housing....................... 1 03026-522 Receptacle ..........................1
03026-506 Armature ............................ 1 03026-523 Condenser ..........................1
03026-507 *Ferrite Magnet................... 1 03026-524 Worm Gear Shaft ................1
03026-508 Potentiometer ..................... 1 03026-525 Bakelite Gear ......................1
03026-509 *Frame ............................... 1 03026-526 Bronze Gear .......................1
03026-510 Bakelite Board .................... 1 03026-527 Output Shaft........................1
03026-511 Nut...................................... 1 03026-528 *Reduction Gear Box ..........1
03026-512 Cross Bar ........................... 1 03026-529 Sleeve.................................2
03026-513 Spring Washer.................... 4 03026-530 *Adjusting Shaft ..................1
03026-514 Screw ................................. 4 03026-531 Screw..................................3
03026-515 Screw ................................. 1 03026-532 Nut ......................................3
03026-516 Stop Ring ........................... 1 03026-533 Washer ...............................3
03026-517 Vinyl Washer ...................... 1
* Parts available only in connection with larger assembly.
8 Woodward
Model MM40
(Speed Setting serial numbers 21105 and after are model MM40. Note that the
part numbers are for identification only and are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name..............Quantity
03026-601 Bakelite Board .................... 1 03026-626 *Body.................................. 1
03026-602 Pot Cover............................ 1 03026-627 Ball Bearing ........................ 1
03026-603 Potentiometer ..................... 1 03026-628 Alum Washer...................... 1
03026-604 Rd Hd Screw..................... 12 03026-629 Bearing Cap ....................... 1
03026-605 Spring Washer .................. 14 03026-630 Retaining Ring.................... 1
03026-606 Rectifier .............................. 2 03026-631 Bearing Retaining Ring....... 1
03026-607 Flat Washer ........................ 6 03026-632 *Pot. Box ............................ 1
03026-608 Gasket ................................ 1 03026-633 Gasket................................ 1
03026-609 Receptacle.......................... 1 03026-634 Plate ................................... 1
03026-610 Plug .................................... 1 03026-635 Name Plate......................... 1
03026-611 Cable Clamp ....................... 1 03026-636 Grommet ............................ 1
03026-612 Condenser .......................... 1 03026-637 Worm Shaft ........................ 1
03026-613 Ball Bearing ........................ 1 03026-638 Helical Gear........................ 1
03026-614 Rd Hd Screw....................... 2 03026-639 Rd Hd Screw ........................
03026-615 Alum. Washer ..................... 1 03026-640 *Gear Housing.................... 1
03026-616 Retaining Ring .................... 1 03026-641 Oil Seal............................... 1
03026-617 Bearing Retainer................. 1 03026-642 Output Shaft ....................... 1
03026-618 Brush Holder Board ............ 1 03026-643 Helical Gear........................ 1
03026-619 End Cover........................... 1 03026-644 Fiber Washer...................... 3
03026-620 Motor Brush ........................ 2 03026-645 Lock Nut ............................. 3
03036-620A Brush Holder Assy. ............. 1 03026-646 Adjusting Plug .................... 3
03026-621 Brush Spring ....................... 2 03026-647 Ball ..................................... 3
03026-622 *Bracket .............................. 1 03026-648 Ball Seat ............................. 1
03026-623 Armature Assy .................... 1 03026-649 Damping Bushing ............... 1
03026-624 *Ferrite Magnet ................... 1 03026-650 Rd Hd Screw ...................... 4
03026-625 *Stator Assy........................ 1
NOTEUnits with the Damping Rubber Bushing use 8 parts 604 and 10 parts 607.
Woodward 9
Model MM4A
This model does not include built in rectifiers or a voltage adjustment
potentiometer. Note that the part numbers are for identification only and are not
Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name ............. Quantity
03026-701 *Front Housing ................... 1 03026-727 *Grommet ...........................1
03026-702 *Body.................................. 1 03026-728 Name Plate .........................1
03026-703 *Stator Assembly................ 1 03026-729 Brush Holder Board ............1
03026-704 *Ferrite Magnet................... 1 03026-730 Worm Shaft.........................1
03026-705 *Retaining Ring .................. 1 03026-731 Helical Gear ........................1
03026-706 *Rd Hd Screw..................... 2 03026-732 Rd Hd Screw.......................1
03026-707 *Spring Washer .................. 2 03026-733 Gear Housing......................1
03026-708 *Flat Washer ...................... 2 03026-734 Oil Seal ...............................1
03026-709 Bearing Cap ....................... 1 03026-735 Output Shaft........................1
03026-710 Retaining Ring.................... 1 03026-736 Helical Gear ........................1
03026-711 Alum Washer...................... 1 03026-737 Fiber Washer ......................3
03026-713 Alum Washer...................... 2 03026-738 Lock Nut..............................3
03026-714 Bearing Retainer ................ 1 03026-739 Adjusting Plug .....................3
03026-715 Bearing Retainer ................ 1 03026-740 Ball......................................3
03026-716 Ball Bearing ........................ 1 03026-741 Ball Seat .............................3
03026-717 Ball Bearing ........................ 1 03026-742 *Cover.................................1
03026-718 Condenser.......................... 1 03026-752 *Name Plate........................1
03026-719 *Insulator ............................ 1 03026-753 *Plate ..................................1
03026-720 *Motor Cover ...................... 1 03026-754 Rd Hd Screw.......................4
03026-721 *Rd Hd Screw..................... 2 03026-755 Gasket ................................1
03026-722 *Armature ........................... 1 03026-756 Rd Hd Screw.......................4
03026-723 Brush Holder Assy.............. 1 03026-757 Plug.....................................1
03026-724 Motor Brush........................ 2 03026-758 Cable Clamp .......................1
03026-725 Brush Spring ...................... 2 03026-759 Screw..................................4
03026-726 *Rd Hd Screw..................... 2 03026-760 *Box ....................................1
10 Woodward
Model SMM40
(This motor will replace any other speed-setting motor. Most parts, however, are
not interchangeable.) Note that the part numbers are for identification only and
are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name..............Quantity
03026-801 *Front Housing.................... 1 03026-834 Bakelite Board .................... 1
03026-802 *Body .................................. 1 03026-835 Potentiometer ..................... 1
03026-803 *Stator Assy........................ 1 03026-836 Damping Bushing ............... 8
03026-804 Rd Hd Screw....................... 2 03026-837 Rd Hd Screw ...................... 4
03026-805 Spring Washer .................... 2 03026-838 Flat Washer ........................ 4
03026-806 Retaining Ring .................... 1 03026-839 Spring Washer.................... 5
03026-807 Retaining Ring .................... 1 03026-840- Rd Hd Screw ...................... 5
03026-808 Cap ..................................... 1 03026-841 Spring Washer.................... 5
03026-809 Alum Washer ...................... 1 03026-842 Terminal ............................. 5
03026-810 Alum Washer ...................... 1 03026-843 Rectifier .............................. 2
03026-811 Bearing Retainer................. 1 03026-844 Plate ................................... 1
03026-812 Bearing Retainer................. 1 03026-845 *Grommet ........................... 1
03026-813 Ball Bearing ........................ 1 03026-846 *Gear Housing.................... 1
03026-814 Ball Bearing ........................ 1 03026-847 Oillite Bushing .................... 1
03026-815 Holder Cap.......................... 1 03026-848 Output Shaft ....................... 1
03026-816 Brush Assy.......................... 2 03026-849 Adj. Plug............................. 3
03026-817 *Brush Holder ..................... 2 03026-850 Nut...................................... 3
03026-818 *Grommet ........................... 1 03026-851 Thrust Disk ......................... 3
03026-819 Lead Wire ........................... 2 03026-852 Fiber Washer...................... 3
03026-820 Armature............................. 1 03026-853 Shaft................................... 1
03026-821 Rd Hd Screw....................... 2 03026-854 Helical Gear........................ 1
03026-822 Flat Washer ........................ 2 03026-855 Helical Gear........................ 1
03026-823 Flat Washer ........................ 2 03026-856 Seal .................................... 2
03026-824 *Potentiometer Box............. 1 03026-857 Screw ................................. 1
03026-825 Cover .................................. 1 03026-858 Screw ................................. 2
03026-826 Gasket ................................ 1 03026-859 Screw ................................. 1
03026-827 Gasket ................................ 1 03026-860 Washer............................... 3
03026-828 Rd Hd Screw....................... 4 03026-861 Adj. Washer........................ 1
03026-829 Rd Hd Screw....................... 4 03026-862 Adj. Washer........................ 1
03026-830 Rd Hd Screw....................... 4 03026-863 Retaining Ring.................... 1
03026-831 Receptacle.......................... 1 03026-864 Steel Ball ............................ 3
03026-832 Plug .................................... 1 03026-865 *Pot Adj Shaft ..................... 1
03026-833 Cable Clamp ....................... 1 03026-866 *Nut .................................... 1
Woodward 11
12 Woodward
Send comments to: icinfo@woodward.com

Phone +1 (970) 482-5811 Fax +1 (970) 498-3058
Email and Websitewww.woodward.com

Complete address / phone / fax / email information for all locations is available on our website.
04/9/F
Product Specification
82044
APM Motor Control

for governor speed-setting motors
INTRODUCTION
The APM (Advanced Permanent Magnet) Convenient
Motor Control is designed for the conversion of
Woodward 24 Vdc PM Motor. It converts most voltage
almost all types of input voltage to
variable dc voltage (typically 24 Vdc). The Alternating current
speed of the PM motor is set by this and direct current
variable dc voltage.
models
DESCRIPTION Direct current
output
With the combination of APM Motor
Control and PM Motor, the PM motor Provides
keeps a constant speed when the load of adjustable speed
the motor control cover is changed. setting change
Two types of APM Motor Control cover rate
most voltages and many applications with
24 Vdc type PM motor. Compact design
Outline Drawing
ADJUSTMENT (Do not use for construction)
Use the potentiometer on the APM Motor
Control to set the rate at which the PM INSTALLATION
motor changes the speed setting of the
governor. The APM Motor Control requires a
double-pole, double-throw switch in the
Adjust the potentiometer clockwise for a
output line. The rotational direction of the
faster rate of speed reference change.
PM motor must be set according to the
Adjust the potentiometer counterclockwise
type of governor being controlled.
for a slower rate of speed reference
Reverse the leads from the APM motor
change.
control to reverse the direction of the PM
The recommended output voltage of the motor.
APM Motor Control for the PM motor is
The metal mounting plate provides
1024 Vdc.
adequate cooling.
STANDARD ELECTRICAL SPECIFICATIONS

Input Voltage 100220 Vac/Vdc
24 Vdc 10%
Output Drive Voltage for Motor 024 V adjustable
04 V below input voltage
PO Box 1519
Fort Collins CO, USA
80522-1519
1000 East Drake Road
Fort Collins CO 80525
Ph: +1 (970) 482-5811
Fax: +1 (970) 498-3058
Distributors & Service

Woodward has an
international network of
distributors and service
facilities. For your nearest
representative, call the
Fort Collins plant or see
the Worldwide Directory
on our website.
Corporate Headquarters
Rockford IL, USA
Ph: +1 (815) 877-7441
www.woodward.com
NOTES
1Governor speed raise/lower corresponds to switch as follows:
Type UGLower = switch position A-A, Raise = switch position B-B
Type SG, PSG, 3161Lower = switch position B-B, Raise = switch position A-A
2Motor wire connections:
SawamuraRed to B-A, Black to A-B
PittmanRed to A-B, Black to B-A
3Maximum output voltage is 4 volts lower than input voltage.
CAUTIONDo not stall the motor for a long time, it could burn out the motor or a PM
Motor Control.
REPLACEMENT INFORMATION
When ordering a replacement, the part number shown on the nameplate must be
mentioned. The controller should not be replaced until the reason for its failure is clearly
known. Parts are not available separately. We recommend a complete replacement
when you find a controller failure.
This document is distributed

for informational purposes
only. It is not to be construed
For more information contact:
as creating or becoming part
of any Woodward Governor
Company contractual or
warranty obligation unless
expressly stated in a written
sales contract.
Woodward 1991
All Rights Reserved
04/7/F
Index
Page 1(1) Alternator 518
L27/38
Description
Generator ------------------------------------------------------------------------------------------518. 01
Working Card
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
CAUTION
The information contained in this book is intended to

assist operating personnel by providing information on
the general characteristics of the purchased equipment.
IT DOES NOT relieve the user of the responsibility of using
accepted engineering practices in the installation,
operation and maintenance of this equipment.
Contents
1. Construction of Brushless A.C Generator 3

1.1 Component
1.2 General
1.3 Composition
2. Excitation System (Operation) 15

2.1 Mode of Operation (SPRESY 15)
2.2 Operation (SPRESY 15)
2.3 Maintenance (SPRESY 15)
2.4 Mode of Operation (6 GA 2491)
2.5 Operation (6 GA 2491)
2.6 Maintenance (6 GA 2491)
3. Maintenance 26
3.1 Installation & Inspection Check List
3.2 Flange-Type Sleeve Bearing (for ring lubrication system)
3.3 Flange-Type Sleeve Bearing (forced lubrication system)
3.4 Rolling-Contact Bearings (series 02 and 03)
3.5 Coupling A-Type (single-bearing generators with flanged shaft and one-part fan wheel)
3.6 Coupling B-Type (single-bearing generators with lamination plate)
3.7 Coupling (double bearing generator)
3.8 Air Filters
3.9 Terminal Box
3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)
3.11 Cooler
3.12 Cooling-Water Failure Emergency Operation
4. Trouble Shooting 49
4.1 Excitation Part for SPRESY 15
4.2 Excitation Part for 6 GA 2491
4.3 Main Machines and Exciters (HF. 5 and 6)
4.4 Bearing Part
4.5 Operating Procedure & Check Sheet for Trouble Shooting
Safety Notes CAUTION

The warnings DANGER, WARNING, CAUTION, NOTICE, This warning is used when an operation, procedure, or
NOTE are used to draw the users attention different use may cause damage to or destruction of equipment
points: and a slight or serious injury.
DANGER NOTICE
This warning is used when an operation, procedure, or This warning is used when an operation, procedure, or
use may cause personal injury or loss of life. use may cause damage to or destruction of equipment.
WARNING NOTE
This Warning is used when an operation, procedure, or This warning is used when an operation, procedure, or
use may cause a latently dangerous state of personal delicate installation requires clarification.
injury or loss of life.
2 << Operating Instructions Synchronous Generator

Operating Instructions
Synchronous Generator
01 Construction of Brushless A.C Generator
1.1 Component Table 1-1. Type definition

The brushless A.C. generators, as shown in Figs. 8. 9. 10 Type Type of construction
and 11, (drip-proof type, totally-enclosed internal-cooling Machines with closed-circuit cooling and air-to
type) are composed of HFJ 5, 6, 7 water cooler with provisions for emergency
a synchronous generator operation in case of cooling water failure
an A.C. exciter
HFC 5, 6, 7 Machines with open-circuit cooling and air-to air
a Rotary rectifier
Medium & high voltage machines with closed-
static excitation devices.
circuit cooling and air-to water cooler with
HSR 7
provisions for emergency operation in case of
The brushless generator, as shown in Figs. 8, 9, 10 and
cooling water failure
11, has the exciter and the rotary rectifier mounted on
the generator's rotor shaft. The three-phase output of the Medium & high voltage machines with open-circuit
HSJ 7
A.C. exciter is rectified to D.C. by means of the rotary cooling and air-to air
rectifier, thus enabling the exciting current to be supplied,
not through sliding parts, but directly to the field coil of
the generator. 2) Specification & regulation
The machines comply with the applicable DIN standards
Fig. 1 Single line diagram for brushless generator
and with the requirements of VDE 0530.
They may have been adapted to different classification
requirements and foreign standards and regulations.
Unless otherwise stated, the rated output for continuous

operation applies to a frequency of 50 Hz, a cooling-air
temperature of 40 and a site altitude of up to 1000 m
above sea level.
3) Degree of protection
1.2 General The DIN 40050 or IEC 34-5 degree of protection of basic
design machines is IP 23. Such machines are suitable for
1) Type definition operation indoors and may be provided with filters or with
pipe connections.
The supply scope of the machine designs available is
Closed-circuit cooled machines comply with degree of
determined entirely by the data given in the catalogs or
protection IP44 and IP54.
offers. The machines of basic design are open-circuit
The degree of protection of the machine supplied is
cooled, brushless, low-voltage, synchronous machines
shown in the dimension drawing.
with top-mounted excitation control unit.
The machines have a shaft-mounted exciter on the

4) Type of construction
inboard side of the non-drive endshield.
The three-phase AC they generate is rectified and fed to The machines are normally provided with two bearings
the rotor winding of the main machine. (DIN 42950 types of construction B3 or B20) or with one
bearing (DIN 42950 types of construction B2 or B16).
The excitation current required for the shaft-mounted The type of construction of the machine supplied is
exciter is provided by the main machine via an excitation shown in the dimension drawing.
control unit placed in the top mounted housing, and via a
thyristor voltage regulator.
5) Cooling and ventilation
For further information, see the supplementary The basic design machines use self-ventilation by a shaft-
instructions entitled THYRIPART excitation system on mounted internal fan at the drive-end.
pages 15-25. Cooling air enters the top housing (at the non-drive-end)
Depending on the application, the machines may also be and cools the excitation control unit and, subsequently,
designed in accordance with the type variant defined in the windings and core packs of the exciter and of the main
the table 1-1. machine before leaving the top housing at the drive-end.
>>
Instruction Manual 3
On machines provided with air filters at the air inlet, Do not discontinue measurement before the final
the cleaning condition of the filter should be monitored. resistance value is indicated (with high-voltage machines,
this process may take up to 1minute).
In machines having closed-circuit cooling, the air-to-water The limit values for minimum insulation resistance and
cooler is placed transversely in the top-mounted box in critical insulation resistance (for measurement at a
transverse arrangement, in front of the excitation control winding temperature of 25) and for measuring voltage
unit. can be derived from the following table depending on the
The primary cooling air circulated by the internal fan is re- rated voltage for the machine.
cooled in the cooler and passed through the excitation
control unit, the exciter, and the main machine. Table 1-2. Insulation testing
Limit values at rated voltage
Given the necessary provisions, the machine can be Rated voltage Rated voltage
adapted for emergency operation with open-circuit < 2 kV > 2 kV
cooling in case of cooling water failure. See pages 46-48.
500 V DC 500 V DC
Measuring voltage
(min.100 V DC) (max.1000 V DC)
6) Connecting up Minimum insulation

resistance with new machine. 10 100
Check the system voltage against the data given on the Cleaned of repaired windings
rating plate. Select the size of the supply cables to match
the particular current rating. Critical specific insulation
resistance after long 0.5 /kV 5 /kV
period of operation
Connect the machines in accordance with the diagram in
the working drawing.
Dried windings have insulation resistance values between
Before closing the terminal box, check to see that 100 and 2000 or higher.
If the insulation resistance value is in the region of the
Its interior is clean and free from any cable chippings minimum value, dampness and/or dirt could be the cause.
All terminal screws or bolts are tight If the insulation resistance value falls below this minimum
The minimum clearances in air are maintained figure, the cause must be established and the winding
(>10 mm for 500 V, >14 mm for 1 kV and > 60 mm dried.
for 6 kV; check for any projecting wire ends)
Entry openings not in use are closed off by firmly In case of drying by warm air oven.
screwed-in plugs Remove bearing housings
For maintaining the particular degree of protection all Remove rotor
sealing surfaces of the terminal box are in order. Remove diode & varistor from excitation equipment part
The surfaces of metal-to-metal sealing joints must be
cleaned and thinly regreased. Bake in oven at temperatures per below table.
The heat should be applied slowly so the desired
Before starting a machine and during operation make temperature will not be obtained in less than six hours.
sure that all relevant safety regulations are complied with. Insulation resistance should be measured before the heat
is applied, and every six to eight hours thereafter.
7) Insulation testing Table 1-3. Insulation drying temperatures

Class B Class F Class H
DANGER
200F 245F* 275F*
Hazardous voltage 94C 118C 135C
Will cause death, serious injury, electrocution or property * Class F and H insulated units should be baked at 70% specified
damage. temperature (to avoid steam inside winding) for about six hours,
Disconnect all power before working on this equipment. before temperature is raised to drying temperature.
The insulation resistance for clean windings is largely

Before commissioning and after long periods of storage or dependent on temperature: for each 10K rise in
standstill the insulation resistance of the windings to the temperature it falls by half, i.e. with a temperature rise of
frame must be measured with D.C. voltage. 50K (e.g. from 25 to 75) it falls to about 1/30 of the
initial value.

Insulation resistance variation to temperature can be Insulation resistance measurements on low-voltage

referred to IEEE 43 as shown on fig. 2. machines with a measuring voltage of 1000 V are only
permissible if the insulation resistance has previously
Fig. 2 Insulation resistance variation to temperature been measured with a measuring voltage of a maximum
of 500 V and has not fallen below the permitted values.
100
50
8) Noise emission
The noise level of the generator will not exceed that
specified in Part 9. VDE 0530 (1981).
Insulation Resistance Coefficient, Kt
10
9) Vibration stability
Reciprocating engines used as prime mover impress
1 vibrations on the alternator because of the pulsating
torque output.
0.5
Permissible vibration stress measured at the bearing is:

0.1
To Convert Observed Insulation Resistance (Rt) to 40 < 10 Hz vibration amplitue S < 0.40 mm-peak
Multiply by the Temperature Coefficient Kt.
Rc = Kt x Rt 10-100 Hz vibration velocity Veff < 18 mm/s-rms
0.05
> 100 Hz acceleration b < 1.6 g
-10 0 10 20 30 40 50 60 70 80 90 100
Winding Temperature,
Please inquire if a higher vibration stress level is expected.
1. Rc : Insulation Resistance (in megaohms) corrected to 40
2. Rt : Measured Insulation Resistance (in megaohms) at Temperature t
3. Kt : Insulation Resistance Temperature Coefficient at Temperature t
10) Transport
During operation the insulation resistance of the windings WARNING

may decrease as result of environmental and operating Improper handling can cause severe injury or property
conditions. damage.
The critical value of the insulation resistance at a winding When lifting generator,
temperature of 25 can be calculated depending on the 1. Lift only at designated locations.
2. Use spreader for lifting.
rated voltage by multiplying the latter (kV) by the specific
3. Apply tension gradually to slings.
critical resistance value in the table ( /kV). 4. Do not jerk or attempt to move unit suddenly.
5. Do not use cover lugs when lifting.
For example: critical resistance for rated voltage
660 V: 0.66 kV x 0.5 /kV = 0.33
The rotor of machines with cylindrical roller bearings,
angular-contact ball bearings, or double sleeve bearing
If the measured insulation resistance value is above the
are locked in position for transport by a shaft block to
calculated critical figure during operation, the machine
protect the bearings.
can still operate further.
Do not remove this block until the transmission element

When the measured value reaches or falls below this
is fitted.
critical insulation resistance figure, however, the windings
Should the machine have to be transported after the
must either be dried, or the rotor must be removed and
transmission element is fitted, other suitable measures
the windings thoroughly cleaned and dried.
have to be taken.
If the machine is not put into service immediately after
If the measured value approaches the critical value, the
arrival, store it in a dry, vibration-free room.
resistance should subsequently be checked at
appropriate short intervals.
>>
11) Storage Install the machines so that the cooling air has free
access unobstructed.
WARNING Warm exhaust air must not be drawn in again.
Can cause severe injury or property damage.
When lifting generator, Louver openings must face downwards to maintain the
1. Lift only at designated locations. particular degree protection.
2. Use spreader for lifting. Remove the shaft block (where applicable).
3. Apply tension gradually to slings.
Follow the instructions attached to the shaft extension or
4. Do not jerk or attempt to move unit suddenly.
shown in the terminal box.
5. Do not use cover lugs when lifting.
The rotors are normally balanced dynamically by means

The location for storage should be dry and clean.
of a half feather key placed in the shaft extension.
There should be no heat that could attack the winding.
Align the machines carefully and accurately, and balance
The machined surfaces (coupling part, foots part, etc).
the elements to be fitted on the shaft to ensure smooth
are coated with rust-resistant grease.
and vibration-free running.
If the coating is broken, immediately remove the rust or
moisture and recoat with grease for rust prevention.
Place shims under the feet of the machines, if necessary,
to prevent them from being stressed mechanically.
If the machine is to be stored for some time, apply all
Transmission elements may be fitted and removed only
openings with waterproof paper, wooden, or metallic
by means of a suitable tool.
covers.
The feather keys in the shaft extensions are only secured
It is necessary to protect the machine from wind and rain
to prevent them from falling out during shipment.
during transportation and storage and to select less
A machine must not be commissioned without its
humid place for storage.
transmission element having been fitted.
For storage for a long-term or in the rainy season, it is
best to insert heaters to remove moisture or prevent its
condensation. 13) Operation
To keep the coil dry, maintain the coil temperature WARNING

several degrees above room temperature by arranging
heaters appropriately under the machine part to warm Do not operate equipment beyond design limitations.
Can cause personal injury or damage to equipment.
the coils.
Operate in accordance with instructions in the manual
and nameplate ratings.
For long time storage, a space heater is placed inside the
generator. Its specification is described in the generator
final specification and on the nameplate attached to the NOTICE
generator. In case of cooling system of IP44 (air to water), check the
flow of cooling water for sure before starting.
Internal temprature rise may cause fatal damage to the
12) Installation generator.
NOTE
NOTICE
Experience has shown that any base mounted assemblies Before starting, check if the bearing oil is filled to the
of generator and driven units temporarily aligned at the sufficient oil level.
factory, no matter how rugged or deep in section may
twist during shipment.
Therefore, alignment must be checked after mounting. Covers fitted to prevent access to rotating and current
carrying parts or to correct the air flow for better cooling
must not be open in operation.
The lubrication measures for normal bearings to be If machine application is abnormal (high temperature,
carried out before or during erection of the machines are extreme vibration, etc.), consult HHI for special
specified in the instructions "Rolling Contact Bearings and instructions.
Sleeve Bearings" on pages from 28-37.

14) Maintenance When a machine is dismantled, the following checks

Before starting any work on a machine, make sure that it should be made:
has been disconnected from the power supply and that Slot wedges in stator and rotor cores tight
unintentional starting is safely prevented. Windings, connection leads, and insulating parts in
satisfactory condition with no discoloration
Clean the cooling air passages at regular intervals,
After reassembly, again follow the instructions given for
matching the degree of pollution and using oil-free
installation.
compressed air, for example.
The inside of totally-enclosed fan-cooled machines need 16) Spare parts

only be cleaned during normal overhauls.
Spare parts shall be normally supplied in accordance with
the classification societies requirement.
If dust or moisture has penetrated into the terminal
compartment, it should be carefully cleaned and dried,
Independant of the classification societies requirements,
in particular the surfaces of the insulating parts.
we recommend the following sets of spares be ordered
Check the seals and eliminate the leak.
with the generators
1 set of bearings or bearing shells for sleeve bearing

15) Inspection 1 set of rotating rectifiers
The first inspection should be carried out after 1 set of rectifiers for the constant-voltage unit
approximately 500 hours. 1 regulator (AVR)
The following checks should also be carried out:
Running smoothness of machine satisfactory 1.3 Composition

Rotor alignment within tolerances
No subsidence or cracks in the foundation 1) Stator frame and winding
All fixing bolts of mechanical and electrical joints tight
The stator frame is of welded design.
Insulation resistance of windings satisfactory
The stator core is centred in the frame and locked against
(compare with previous reading and record)
rotation and shifting.
No bridging of any bearing insulation
The stator winding is of a two-layer coil design with
Any excessive deviations or changes ascertained during insulation class F.
the checks must be corrected immediately. This insulation is made in a special way and is comprised
Damaged or used locked elements from released bolted of integrated-mica & enamel coated insulating material
joints must be renewed. impregnated with cast resin.
It is characterized by high dielectric strength, resistance
The basic intervals between inspections are approximat- to moisture, aggressive gases and vapours, as well as
ely 4000 hours, 1000 switching operations or 1 year for rigidity and long life.
intermittent operation and approximately 16,000 hours
or 2 years for continuous operation, depending on which
occurs first. 2) Rotor and windings
The cleaning of all parts becoming fouled by the flow of The shaft for machines construction type B3 and B20
cooling air depends on the intervals decided after the first is designed with a normal cylindrical shaft extension for
inspection according to the rate of fouling which occurs two bearings. In the case of types B2 and B16, the shaft
locally. is fitted with a flange.
The rotor core of the main machine is mounted on the
Cleaning should be carried out with dry compressed air. shaft, tensioned axially, and supports the field and damper
Information on oil changes, regreasing, etc. is given on windings. The damper winding bars lie in the slots of the
the lubrication instruction plate on the machine or in the rotor core and are welded to the rings.
supplementary instructions for bearings. The rotor core of the exciter is mounted on the shaft and
The checks stated for the first inspection after 500 hours supports the three-phase exciter winding.
should be performed during these inspections also. The rectifier supporting wheel is mounted on the shaft
between the two laminated cores.
The rotor is balanced dynamically.
>>
3) AC exciter 5) Excitation system

The AC exciter is composed for revolving-armature type, The combination of an excitation unit with a thyrist and
three-phase, synchronous generators. voltage regulator is called a THYRIPART-excitation system.
In revolving-armature type generators, unlike ordinary The excitation unit supplies a load-dependent field current
ones, the stator and rotor are in reverse relation. slightly higher than would be required for producing the
rated voltage.
The armature is installed at the shaft end on the non-
connection side where AC power is generated, and the The regulator variably reduces the field current as
output of the static excitation device for control is necessary to obtain constant alternator voltage.
connected to the field winding installed on the fixed side This method of load-dependent excitation (compounding)
as shown in Fig. 3. results in excellent dynamic response to load switching
applications and short-circuits.
Fig. 3 Single line diagram for AC exciter A block diagram is shown in Figs. 15, 19, 20 & 21.
6) Shaft
Concerning the generator shaft, the ship's classification
certified forged steel should be applied and designed with
ample strength for coupling with the prime mover.
7) Bearing
Depending on the design and the operating conditions
specified in the order, the machines are fitted with
grease-lubricated rolling-contact bearings or with sleeve
4) Rotating rectifier bearings with or without forced-oil lubrication.
The rotating rectifier is a silicon rectifier which is For a full description and special instructions, reference
connected so as to compose a three-phase full-wave should be made to the supplementary instructions.
rectification circuit as shown in Fig. 4 and is mounted on
the rotor shaft of generator in Fig. 9-1.
8) Cooling fan
The mounting screws are between 4.5 Nm and 5.5 Nm To let the required amount of cooling air pass through, a
The contact screws are between 2.5 Nm and 3.5 Nm fan of either cast iron or welded steel plate construction
is provided.
CAUTION Concerning the site of its installation, in either case, it is
Fastening screws for the rotating diodes must be tightened to be arranged on the prime mover's side of the
with the recommended torque. generator.
Fig. 4 Single line diagram for rotating rectifier It is a one-way ventilating system which takes in air from
the opposite side of the prime mover and lets out exhaust
air at the prime mover's side.
We have taken into consideration that the engine's oil
vapor should not be sucked into the machine.
9) End shield Drive-end/Non-drive-end

Both end shields are designed as flat plates and can take
either a bearing or a shaft extension in accordance with
the particular type of machine construction.
The exciter yoke ring in which the exciter poles are bolted
in regular distribution, is welded to the non-drive-end
shield.

10) Rotor locking device <500 mV Harmless.

The following instructions supplementing and modifying
the basic operating instructions apply to single bearing 500 to 1,000 mV A detrimental shaft current may
generators of type of construction B2 or B16 which are possibly flow.
coupled with diesel engines or turbines.
See the instruction manual on pages 38-39. >1,000 mV Bearings may be damaged in a week
to a year
Fig. 5 Rotor locking device (unless insulation is provided).
Fig. 6 Insulation for the preventation of shaft current
End shield AS Flanged shaft

Retaining ring half Fixing screw for 1
Shaft supporting ring Fixing screw for 3
11) Insulation for the prevention of shaft current

(high voltage and large machines)
NOTE
Insulated Bearing
Any connection to this bearing must be insulated from it
12) Thermometer
to prevent bearing current.
For checking the bearing temperature, a thermometer is
provided for each bearing.
To prevent the shaft current caused by the unbalance of
magnetic resistance of magnetic circuits, the insulator is
provided at the non-drive-end shield as shown in Fig. 6.
13) Space heater
The shaft voltage is a high-frequency voltage of usually
1 volt or less and rarely several volts.
DANGER
When a shaft current flows, by this voltage the shaft and Hazardous voltage
journal part are tarnished. In the worst condition, sparking Will cause death, serious injury, electrocution or property
damage.
results in minute black spots.
Disconnect all power before working on this equipment.
There is a possibility that the oil film is broken locally,

developing burn-out trouble. In order to prevent the accumulation of moisture and
When disassembling or assembling, be sure to measure condensation while the generator is idle, space heaters
the insulation resistance. are provided within the stator frame.
The value of 1 to 3 will be satisfactory. The space heaters can be easily removed from outside
It is generally said that shaft voltage for bearings is limited the enclosure.
as follows. The heater is comprised of stainless-sheathed nichrome,
filled with insulators in the sheath and is U-shaped as
shown in Fig. 7.
>>
Fig. 7 Space heater Please provide the following information with any inquiry:
Alternate rated output

Classification society
Coolant temperature (air)
Cooling water inlet temperature
Fresh water or sea water
14) Air/water cooler 15) Terminal box
If required, HFC 5, 6, 7 and HSR 7 alternators can be

DANGER
supplied with a top-fitted air/water cooler as special
requirement. Hazardous voltage
Will cause death, serious injury, electrocution or property
damage.
The cooler can be used for either fresh water or sea
water with double tubes applied.
The type designation for the generators are is changed Cable entry to the 3 main connections, (U.V.W.) and to the
from HFC to HFJ, or from HSR to HSJ. 2 field terminals +F1, -F2 can be from the left or right, as
Due to the closed-circuit cooling system the degree of required.
protection has been upgraded from IP 23 to IP 44 and The cable entry plates are supplied undrilled or drilled
IP 54. with cable gland as required.
See Fig. 8.
The electrical version of the generator remains
unchanged.
The generators HFJ and HSJ can easily be converted for

emergency operation as an open-circuit aircooled
machine if the coolant system or the cooling element
fails.
In this case, the degree of protection is IP 23 with the

rated output as shown on pages 46-48.
Fig. 8 Internal arrangement for terminal box

Fig. 9 Sectional drawing for HF. 5, 7 & HS. 7 type generator (single sleeve bearing)
HFJ 5, 7 & HSJ 7 (air to water cooling)
HFC 5, 7 & HSR 7 (air to air cooling)
Stator and stator windings assembly

Rotor and windings assembly Fig. 9-1 Rectifier assembly
A.C exciter assembly
Rectifier assembly (Fig. 9-1)
Excitation equipment
Shaft
Bearing
Cooling fan
End shield DE/N-DE
Rotor lockage device
Insulation for prevention of shaft current (Fig. 6)
Thermometer
Space heater
Cooler
Terminal box
Varistor module Connector rings
Hub Rectifier module
>>
Fig. 10 Sectional drawing for HF. 5, 7 & HS. 7 type generator (double sleeve bearing)
Stator and stator windings assembly

AC exciter assembly
Shaft
Bearing
Cooling fan
End shield DE/N-DE
Terminal box
Thermometer
Space heater
Cooler


Fig. 11 Sectional drawing for HF. 6, 7 & HS. 7 type generator (single sleeve bearing)
Stator frame and stator windings assembly

AC exciter assembly
Shaft
Bearing
Cooling fan
End shield DE/N-DE
Rotor lockage device
Thermometer
Space heater
Cooler
Terminal box
>>
Fig. 12 Sectional drawing for HF. 6, 7 & HS. 7 type generator (double sleeve bearing)
Stator frame and stator windings assembly

AC exciter assembly
Rectifier assembly (Fig.12-1)
Shaft
Bearing
Cooling fan
End shield DE/N-DE
Terminal box
Thermometer
Space heater
Cooler


02 Excitation System (Operation)
2.1 Mode of Operation (SPRESY 15) Depending on the reference potential of terminal 16,
terminal 12 of the comparator point of the control
1) Description amplifier can be given an additional D.C. pulse, e.g for
Brushless synchronous generators consist of the main reactive power control in parallel operation.
and exciter machine.
The main machines field winding is powered from the For tuning to the signal level, a rheostat must be soldered
exciter rotor winding via a rotationary, three-phase bridge- onto the available soldering pins.
connected rectifier set. The power supply for the gate control module(s) is
The exciter is powered from THYRIPART excitation available from terminal 11.
equipment.
Fig. 13 Voltage regulator; SPRESY 15
Excitation equipment and thyristor voltage regulator are

combined in the THYRIPART excitation system.
The excitation current required is supplied to the main
machine via the excitation equipment which is
adjusted to deliver a field current resulting in a generator
output voltage above the maximum reference value over
the entire load range when the voltage controller is
inactive.
The actual function of the voltage regulator is to provide a

bypass for a variable portion of the current supplied by the
excitation equipment for controlling the generator voltage.
The thyristor regulator module consists of two assemblies:
the regulator module and the firing module with thyristor in
buck circuit.
The three-phase generator voltage, having been reduced In the control circuit of the firing module, a time
to 24V by the measuring-circuit transformers, is applied adjustable firing impulse for the thyristor is formed from
to teminals 17,18 and 19. the control voltage of terminal 15 in comparison with a
A direct voltage of approx. 30 V (teminal 20 to terminal 13 saw tooth voltage.
or 14) is produced at the output of the rectifier bridge The overvoltage protector operates at voltages over
under the rated voltage of the generator. 600 V between terminals 1 and 5, then switches the
This rectified voltage provides the actual pulse signal and thyristor through.
the supply voltage the control amplifier. The excitation current is normally bucked with a single
The regulator module supplies output terminal 15 with a pulse.
control voltage of approx. 1 to 10 V, which is proportional If higher excitation is required, two firing modules for two-
to the control deviation. pulse "buck" operation will be provided.
Fig. 14 Block diagram of voltage regulator; SPRESY 15
Six-pulse recifier bridge

Referance/actual value comparator
Power supply
Control amplifier
Firing pulse control
Thyristor in buck circuit
Overvoltage protector
Auxilary power thyristor
>>
Fig. 15 Connection diagram of generator (for generator top mounted AVR)
Fig. 15-1 Connection diagram of generator (for panel mounted AVR)

2) Installation 3) Direction of rotation of the generator

The excitation equipment, thyristor voltage regulator, The generators are generally suitable for clockwise and
main machine and exciter are all factory-wired. anti-clock-wise operation.
If necessary, the mains leads and the reference-value Generators must run only in the corresponding direction
selector should be connected to the terminals in the of rotation as on the data plate of rotating (arrow mark).
terminal box according to the connection diagram
supplied with the machine. To change the direction of rotation it is necesssry to
change the connections according to the connection
diagram e.g. phase rotation check and to check whether
only one definite direction of rotation is permissible for
2.2 Operation (SPRESY 15) mechanical reasons (e.g. fan with curved fan blades).
1) Thyristor voltage regulator

When the generator is operating by itself, the thyristor 4) Regulator gain setpoint of voltage integral
voltage regulator controls the generator voltage to the action
preset reference value. The regulator module includes the three potentiometers
Frequency changes due to the droop characteristics of Usoll, Vr and Tn.
the prime mover do not influence the accuracy of the The generator rated voltage is adjusted in the factory
generator output voltage. on potentiometer Usoll and the transient response
characteristic of the regulator on potentiometers Vr
Design and adjustment of the main machine, exciter, and Tn.
excitation equipment, thyristor voltage regulator and The regulator gain is adjusted on the potentiometer Vr,
reference-value selector permit gradual changes in the but the integral action time and the optimum transient
generator output voltage from 95% to 105% rated voltage response characteristic are adjusted on the
via potentiometer Usoll under steady-state conditions and potentiometer Tn.
at loads varying between no load to rated load and power
factors between 0.8 and unity, unless otherwise specified Turning the knob of Vr in the direction of descending
on the rating plate. numerals and that of Tn in the direction of ascending
If the generators are operated at less than 95% or more numerals normally stabilizes the control circuit and
than 105% rated voltage, their output must be reduced. reduces the control rate.
Unrestricted operation with no load (opened generator
breaker) and partial speeds is permissible. The setpoint of the generator voltage can be shifted via
potentiometer Usoll and via a supplementary external
During operation, the excitation circuit must not be reference-value selector (R = 1.5 , P 1 W) to be
interrupted since this would give rise to voltage surges. connected to auxillary terminals 20 and 21 (Fig. 14)
If the generator must be de-excited, this can be with the above potentiometer set to mid-position.
accomplished by short-circuiting secondary side of
rectifier transformer (T6) (Fig. 14). The new adjustment of the potentiometer must be fixed
with the aid of the set screw.
2) Transformer adjustment
The tappings used on the transfomers are recorded at
test report. It is strongly recommended that the original
adjustments be left unchanged.
No responsibility can be assumed by the supplier for any
damage or incorrect operation resulting from a change in
the original adjustments.
In the case of identical plants, the THYRIPART excitation
system or single parts may be interchanged if necessary;
those transformer tappings must always be used in
accordance with the original ones.
>>
5) Parallel operation, droop compensating 2.3 Maintenance (SPRESY 15)

equipment
When provided with droop compensation, a brushless DANGER
synchronous generator is suitable for operating in parallel Hazardous voltage

with other generators or with a supply system. Will cause death, serious injury, electrocution or property
The kW output is adjusted through the governor of the damage.
prime mover. Disconnect all power before working on this equipment.
The speed characteristic of the prime mover should be

linear and rise by a min. of 3% and a max. of 5% between No periodic maintenance inspections of the THYRIPART
rated load and no load. excitation equipment are required.
Excessive dust deposits should, however, be removed
The droop compensating equipment ensures uniform using dry, compressed air.
distribution of the reactive power and reduces the In the case of faults it is advisable to the check voltage
generator output voltage in linear with the increase in regulator, excitation equipment, and main machine with
reactive current. exciter separately.
The droop compensating circuit is adjusted to provide a
generator voltage droop of 4% at zero p.f. and no voltage For troubleshooting in the thyristor voltage regulator, all
droop at unity p.f. between no load and rated load as a the leads connecting excitation equipment and thyristor
function of the generator current. voltage regulator must be disconnected.
With this setting, a voltage droop of 2.4% is obtained at In this case the generator voltage must rise above the
0.8 p.f. maximum reference value as given under "Description"
below.
When operated by it self or in parallel with generators
having the same voltage characteristic, a voltage In this case the thyristor voltage regulator is defective.
regulation of 2.5% is thus obtained. Trouble shooting should be continued according to
With the generator operating by itself, no droop table 4-2 on page 50.
compensating equipment is required.
It can be deactivated by short-circuiting the secondary
side of the intermediate transformers.
2.4 Mode of Operation (6 GA 2491)
If the neutrals of alternators in a system are
interconnected and/or connected directly to those of 1) Description
transformers and loads, balancing currents of three times Brushless synchronus generators consist of the main
system frequency can occur. machine and the exciter.
The main machine field winding is powered from the
Their magnitude must be measured in the alternator exciter rotor winding via a rotating, three-phase bridge-
neutral conductors under all possible load conditions to connected rectifier set.
be met in service.
The exciter is powered from THYRIPART excitation
To prevent the alternators from overheating, these equipment.
currents of three times system frequency must not The excitation equipment and the thyristor voltage
exceed approximately 50% of the respective alternator regulator are combined in the THYRIPART excitation
current. system.
Excessive currents should be limited, e.g. by means of The field current required is supplied to the main machine
neutral reactors or similar fitted on the plant side. via the excitation unit.
A specific enquiry is necessary for these items.
This is adjusted in such a manner that the generator
voltage which is above the maximum setpoint value
develops over the entire load range when the voltage
regulator is inactive (opening the plug connection X).

The thyristor voltage regulator provides a bypass for a

variable portion of the current supplied by the excitation
unit for controlling the generator voltage.
The voltage regulator 6 GA 2492 is comprised of the
voltage regulator 6 GA 2491 and the power module
(rectifier, thyristor in "buck" circuit, and resistor in
"buck" circuit).
Fig. 16 Voltage regulator "6 GA 2491" Fig. 17 Voltage regulator "6 GA 2491"
(for generator top mounting) (for panel mounting)
Fig. 18 Block diagram of voltage regulator "6 GA 2491"
V29 Excitation rectifiers S Droop potentiometer Power supply Control amplifier

U Reference value potentiomete K Potentiometer, controller gain Pulse unit Overvoltage protector
T Potentiomenter, reset time R47 Potentiometer, disturbance feedforward External reference value setter
V28 Thyristor in "buck" circuit R48 Resistor in "buck" circuit
>>
Fig. 19 Connection diagram of generator (for generator top mounted AVR): 350 Fr~400 Fr
Generator control panel side 1 Connections are determined in the test field.
ACB 2 When reference value setter fitted
circuit breaker S1/3 off
A1
S T 2V 2W
+ Reference value
R setter (VR)
600V A3
1.25SQ -
Shield cable
U V W 2V 2W
3.1.W 3 400V
3.1.V 1 450V 3 3
3.1.U 5 3
1 230V
T1 T2 T3 T1 T2 T3 S1/1
5
X1 S1/2
S1/3
2
1.2 1.2 1.2 2.2
5
2.2 2.2
5 5 11 X7 A1 : Voltage regulator
3.1 3.1 3.1 1 4 4 4
1 10 A1 C1...C3 : Capacitor
3 3 3 7 G1 : Main machine
T2 1.3 1.3 1.3 2.1 2.1 2.1
T1 T3 2
2 20Vac
1.1 1.1 1.1 9 1.0SQ G2 : Exciter
3.2 3.2 3.2 5
1
A1 A1 L1 : Reactor
3
A3 A3 + T1...T3 : Current transformer
6
- T4 : Current transformer for droop comp.
L 12
l 4 X2
T4 k
4 8 V2 : Rotating rectifier
K X1...X4 : Plug connection
X3 X6...X7 : Terminal strip
U1 V1 W1
V29 : Rectifier module
5 3 6 R48 : By-pass resistor
L1 4 Current transformer for droop comp.
U1 V1 W1
U2 V2 W2 Necessary for parallel operation
G1 R48 U : Varistor
U V W
U2 V2 W2 V28 : Thyristor
C1 C3 A : Anode
V29 U K : Cathode
V28 G : Gate
C2 V
+ V2 +
W -
5
X4
G2
X4
F1 G2 F2 G
K A
G1 U X6 A
- K G
Generator side X7 G:Smaller pin size

+F1+F1 +F2 +F2
Fig. 19-1 Connection diagram of generator (for panel mounted AVR): 350 Fr~400 Fr
ACB
Generator control panel side 1 Connections are determined in the test field.
2 When reference value setter fitted
A1 eference value
600V
R S T 1.25SQ
Shield cable A3
tter (VR)
U V W
3.1.W 3 400V
1 450V 3 3
3.1.V
3.1.U 5 3
1 230V
T1 T2 T3 T1 T2 T3 S1/1
5
X1 S1/2
S1/3
2
1.2 1.2 1.2
11
X7 A1 : Voltage regulator
3.1 3.1
1 3.1
1
1 1 250Vac 10 A1 C1...C3 : Capacitor
1.25sq 7 G1 : Main machine
T1 T2 T3 1.3 1.3 2
9 2 20Vac G2 : Exciter
1.1 1.1 1.1
3.2
2 3.2
2 3.2
2 5
X2/5 1
1.0SQ L1 : Reactor
3 T1...T3 : Current transformer
X2/9
6
-
T4 : Current transformer for droop comp.
12
L
l 4 X2
T4 4 X2/5 8 V2 : Rotating rectifier
K k
X1...X4 : Plug connection
X3 X6...X7 : Terminal strip
V29 : Rectifier
ifi module
d
U1 V1 W1 5 3 6 R48 : By-pass resistor
L1 4 Current transformer for droop comp.
U1 V1 W1 Necessaryy ffor parallel
N ll l operation
ti
U2 V2 W2
U : Varistor
G1 U V W R48
X48/1 X48/1
U2 V2 W2 V28 : Thyristor
A : Anode
d
K : Cathode
C G : Gate
F2
5
250Vac
1.25sq G
K A
G1 X6
A
K G
Generator side X7 G:Smaller pin size

+F1 +F1 +F2 +F2

Fig. 20 Connection diagram of generator (for generator top mounted AVR): 450 Fr~
1 Connections are determined in the test field.

Main Generator control panel side 2 When reference value setter fitted
VCB Breaker circuit breaker S 1/3 off
A1
+ Reference value
R S T 2V 2W A3 setter(VR)
600V -
1.25SQ
Shield cable
U V W 2V 2W
3 3
1.1.W 3 400V 1 230V
1 450V 5
1.1.V
T1 T2 T3 5 3
1.1.U A1 : Voltage regulator
S1/1
2.1 2.1 2.1
3 3 3
X1 S1/2
S1/3
2
C1...C3 : Capacitor
4 4 4
1 11 G1 : Main machine
2.2
5 5
2.2 2.2
5 10
7
A1 G2 : Exciter
1.1 1.1 1.1 2 L1 : Reactor
1.1 2.1 5
9 2
T1...T3 : Current transformer
T1 T2 T3 4 T4 1 A1 A1 A1
+
1.2 2.2
3
A3 A3 A3
T6 : Rectifier transformer
1.2 1.2 1.2
6
12 - V2 : Rotating rectifier
4 X2 X1...X4 : Plug connection
(2N)
8 2 X6...X7 : Terminal strip
U1 V1 W1 8 1 20Vac V29 : Rectifier module
(1N) T6 7 X3 1.0SQ R48 : By-pass resistor
G1 6
5 4 Current transformer for droop comp.
U1 V1 W1 1 4 5 3 6
U2 V2 W2 3 3 3
3 Necessary for parallel operation
L1 1U1 1V1 1W1 2U1 2V1 2W1 U : Varistor G
K A
Short not in use
U2 V2 W2
C31 5 V28 : Thyristor A
C21 R48 A : Anode
C11 L l 1 6 K : Cathode K G
T10 T11 T12 187X1 187X1 187X G : Gate G:Smaller pin size
K k 187X2 187X2
C12 C12 2 C3 187X3 187X3
C22 2 Optional
C32 A 250Vac T10
1 C2 1 U 5 G 1.25sq T11 Differential protection C/T
+ V2 X4/F2 K T12
V29 V V28
G2 + W - 187X : D.E-Magnetizing contact
from panel side(150Vac, 10Aac)
G1 (Supplied by switch board maker)
U
G2 6 Note for 187X
If generator winding is faulty, the 187X relay
- X6 will be energized and exciting current of generator
will be shorted by "A" contact of 187X relay.
Generator side X7 Then terminal voltage of generator will be immediately
+F1 +F1 -F2 -F2 decreased by this short circuiting of exciting current.
Fig. 20-1 Connection diagram of generator (for panel mounted AVR): 450 Fr~

VCB breaker circuit breaker S 1/3 off
A1
+ Reference value
R S T 600V A3 setter (VR)
1.25SQ -
Shield cable
U V W 400V 3 3
1.1.W
3
1 450V 1 230V
1.1.V 5 3
5
T1 T2 T3 S1/1
1.1.U
X1 S1/2 2
A1 : Voltage regulator
2.1 2.1 2.1 S1/3
3 3 3
1
11 C1...C3 : Capacitor
4
5
4
5
4
5
10
7
A1 G1 : Main machine
2.2 2.2 2.2
X2/5 X2/5 2 G2 : Exciter
1.1 1.1 1.1 5 L1 : Reactor
1.1 2.1 9 2 A1
X2/9 X2/9 1 T1...T3 : Current transformer
T1 T2 T3 4 T4 250Vac 3
A3
+
1.25sq 6 T6 : Rectifier transformer
1.2 2.2 12 -
1.2 1.2 1.2 4 X2 V2 : Rotating rectifier
(2N)
8 2 X1...X4 : Plug connection
20Vac X6...X7 : Terminal strip
U1 V1 W1 8
7
1 X3 1.0SQ V29 : Rectifier module
G1 (1N) T6 6
5 3 6
R48 : By-pass resistor
U1 V1 W1 1 3 3 3
5
4 4 Current transformer for droop comp.
U2 V2 W2 3 Necessary for parallel operation
L1 1U1 1V1 1W1 2U1 2V1 2W1 U : Varistor G
5 V28 : Thyristor K A
Short not in use
U2 V2 W2
C31 A : Anode A
C21 R48
C11 L l 1
R48/1 R48/1 K : Cathode K G
6
187X G : Gate
T10 T11 T12 187X1 187X1 G:Smaller pin size
C12
K k C1 2 187X2 187X2
C22
2
2
C3 187X3 187X3 Optional
C32 A T10
1 C2 1 U 5 G
T11 Differential protection C/T
V2 V29 X4/F2 T12
+
V F2 K V28 187X : D.E-Magnetizing contact
G2 + W -
250Vac from panel side(150Vac, 10Aac)
G1 U 1.25sq (Supplied by switch board maker)
G2 6 Note for 187X
Generator side +F1 +F1
X7 -F2 -F2
Then terminal voltage of generator will be immediately
decreased by this short circuiting of exciting current.
>>
Fig. 21 Connection diagram of medium & high voltage generator (for generator top mounted AVR): HS. 7

Generator control panel side 2 When reference value setter fitted
Main
A1 Reference value
+
R S T A3 setter (VR)
-
U V W 3 3
1 230V
3 400V 5
1.1.W 1 450V
T9 T1 T2 T3 5 3
1.1.V
S1/1
A1 : Voltage regulator
1.1.U 2.1 2.1 2.1 X1 S1/2 2 C1...C3 : Capacitor
3 3 3
1
S1/3 G1 : Main machine
1N 2N 11
4
5
4
5
4
5
10 A1 G2 : Exciter
2.2 2.2 2.2 7 L1 : Reactor
5
1.1 1.1 1.1
1.1 2.1
9 2 A1 T4 : Current transformer for droop comp.
A1 A1 T6 : Rectifier transformer
4 T4 1
+
T1 T2 T3 1.2 2.2
3
6 A3 A3 A3 V2 : Rotating rectifier
12 - X1...X4 : Plug connection
1.2 1.2 1.2 4 X2 X6...X7 : Terminal strip
(2N) 2 V29 : Rectifier module
8
8 1 20Vac
1.0SQ
R48 : By-pass resistor
U1 V1 W1 (1N) T6 7
6 X3 4 Current transformer for droop comp.
G1 1
5
4 5 3 6 Necessary for parallel operation
U1 V1 W1 3 3 3
3 U : Varistor G
U2 V2 W2 L1 K A
1U1 1V1 1W1 2U1 2V1 2W1
A
U2 V2 W2 5 V28 : Thyristor
Short not in use
C31 R48 A : Anode K G

C21 K : Cathode
C11 L l 1 6 G : Gate G:Smaller pin size
T10 T11 T12 187X1 187X1 187X T9 : Control transformer
K k C1 187X2 187X2
C12 2 2
2 C3
187X3 187X3 Optional
C22
C32 A 250Vac
1 C2 1 U 5 G 1.25sq
T10
T11 Differential protection C/T
+ V2 X4/F2 T12
V29 V K V28
187X : D.E-Magnetizing contact
G2 + W -
from panel side(150Vac, 10Aac)
(Supplied by switch board maker)
G1 U
G2 6 Note for 187X
Generator side +F1 +F1
X7
-F2 -F2
Then terminal voltage of generator will be immediately
decreased by this short circuiting of exciting current.
Fig. 21-1 Connection diagram of medium & high voltage generator (for panel mounted AVR): HS. 7

A1 Reference value
+
R S T A3 setter (VR)
-
U V W 2W 2W 3 3
3 400V 1 230V
1 450V
2V 2V 5
5 3
1.1.W T9 T1 T2 T3
1.1.V 600V X1
S1/1
S1/2 2 A1 : Voltage regulator
2.1 2.1 2.1 1.25SQ S1/3 C1...C3 : Capacitor
1.1.U 3 3 3 Shield G1 : Main machine
11
1 cable
1N 2N 4
5
4
5
4
5
10
7
A1 G2 : Exciter
2.2 2.2 2.2 L1 : Reactor
X2/5 X2/5 2
1.1 2.1 9 2 A1 T4 : Current transformer for droop comp.
X2/9 X2/9 1
1.1 1.1 1.1
4 T4 250Vac 3
A3
+ T6 : Rectifier transformer
1.25sq 6 V2 : Rotating rectifier
T1 T2 T3 1.2 2.2 12
X2
-
X1...X4 : Plug connection
4
8 2 X6...X7 : Terminal strip
1.2 1.2 1.2 (2N)
20Vac V29 : Rectifier module
8 1 X3 1.0SQ R48 : By-pass resistor
U1 V1 W1 (1N) T6 7
6
5 3 6
4 Current transformer for droop comp.
1
5
4
Necessary for parallel operation
G1 U1 V1 W1 3 3 3
3 U : Varistor G
K A
U2 V2 W2 L1 1U1 1V1 1W1 2U1 2V1 2W1
A
5 V28 : Thyristor
Short not in use
U2 V2 W2
C31 R48 A : Anode K G
C21 R48/1 R48/1 K : Cathode
C11 L l 1 G : Gate G:Smaller pin size
6
T10 T11 T12 187X
187X1 187X1 T9 : Control transformer
K k C1 187X2 187X2
C12 2 2
2 C3
187X3 187X3 Optional
C22
C32 C2 A T10
1 1 5 G T11 Differential protection C/T
U
+ V2 X4/F2 T12
V29 V F2 K V28
187X : D.E-Magnetizing contact
G2 + W -
250Vac from panel side(150Vac, 10Aac)
G1 U 1.25sq (Supplied by switch board maker)
G2 6 Note for 187X
Generator side X7 Then terminal voltage of generator will be immediately
+F1 +F1 -F2 -F2 decreased by this short circuiting of exciting current.

2) Mode of operation of regulator 3) Installation

The generator voltage is fed to the regulator via plug The excitation equipment, thyristor voltage regulator,
connector X1 in a single-phase, two-circuit arrangement. main machine, and exciter are factory-wired.
Transformer T1 steps down the generator voltage which If necessary, the main leads and the reference-value
is then rectified by the load-side rectifier bridge V1, V4. selector must be connected to the terminals in the
This rectified voltage provides the actual pulse signal "Uist" terminal box according to the connecting diagram
the setpoint voltage Usoll and the supply voltage for supplied with the machine.
the regulator.
If the system uses a reactive current compensator,

current transformer T15 or interposing transformer T4 2.5 Operation (6 GA 2491)
of the excitation unit is connected to load resistor R1 via
plug-in contacts X2/5 and X2/9. 1) Thyristor voltage regulator
In this operating mode the actual voltage is composed The voltage regulates the voltage so that it complies
of the secondary voltage of transformer T1 and the with the setpoint selected.
voltage of load resistor R1. Frequency changes due to the droop characteristics of
the prime mover do not affect the voltage accuracy.
The magnitude of the resulting reduction in generator
voltage can be set with potentiometer S. The design and adjustment of the generator and the
If an external set point selector is used, this is connected excitation equipment permit continuous changes of the
by contacts X2/1 (A1) and X2/3 (A3). terminal voltage in the range of 5% rated voltage via
In this case microswitch S1/3 of the regulator must be the setpoint selector under steady-state conditions and
opened. at loads varying from no load to rated load, and power
factors from 0.8 to unity unless specified otherwise on
A DC voltage of 0 to 10 V can be fed in via plug-in the rating plate.
contacts X2/6 and X2/2. If several rated voltages and frequencies are indicated on
This voltage acts on the comparator point of the control the rating plate, the above data apply to each of the rated
amplifier. voltages stated.
The setpoint can thus, for instance, be preset by higher- If the generators are operated at voltages exceeding
level equipment. 5%, the generator output must be reduced.
Unrestricted operation at no load is permitted if the speed
Control amplifier (proportional again adjustable by is reduced.
potentiometer K and reset time by potentiometer T)
outputs a DC voltage which is converted into a time- During operation, the excitation circuit must not be
adjustable firing pulse for thyristor V18 or V28 via the interrupted since this would give rise to voltage surges.
loadside pulse unit . If the generator must be de-excited, this can be
accomplished by short-circuiting the secondary side of
The generator excitation circuit is fed from rectifier rectifier transformer (T6) (Fig. 14).
bridge V29.
Resistor R48 and thyristor V28 form a parallel bypass
circuit to the field winding through which part of the 2) Transformer adjustment
current supplied by the excitation unit flows. The tappings used on the transformers are shown in the
This method provides for generator voltage control. test report.
In order to optimize the correcting action, a disturbance It is strongly advised not to change the original
variable is injected into the control amplifier via resistor adjustments.
R47. No responsibility can be assumed by the supplier for any
damage or incorrect operation resulting from a change in
Overvoltages above DC 600 V in the excitation circuit the original adjustments.
cause the overvoltage protector to operate and
continuously fire the thyristor. In the case of identical plants, the THYRIPART excitation
Protection is thus provided for the stationary excitation system or the individual components can be interchanged
circuit of the generator. if necessary.
The transformer tappings, however, must be used in
accordance with the original ones.
>>
3) Regulator gain, setpoint voltage integral action The corresponding voltage reduction at 0.8 p.f. is 2.4%.
The control module comprises potentiometers U, K, T, In isolated operation and at any loading condition of the
R 47 and S. generator, the droop compensation provided for the
The rated generator voltage has been adjusted in the generator voltage can be checked with the following
factory on potentiometer U, and the dynamic behaviour relationship:
of the regulator on potentiometers K, T and R 47.
The settings are shown in the test report. Ust = 4% 1-cos2IB/IN (%)
Potentiometer K is used to adjust the controller gain and e. g. at 0.8 pf, IB/IN = 1,
potentiometer T is used to adjust the integral action time,
whereas potentiomter R 47 is used to inject a disturbance Ust = 4% 1-0.82 1 = 2.4 (%)
variable into the comparator point of the control amplifier
in order to adjust dynamic behaviour.
Turning the knob of K and R 47 in the direction of If the generator is to operate by it self, droop
descending numerals and that of T in the direction of compensation equipment is not required.
ascending numerals normally stabilizes the control circuit It can be deactivated by short-circuiting the secondary
and reduces the control rate. side of the associated current transformer or setting
The stability of the control circuit can also be improved by potentiometer S on the regulator to the left-hand stop.
increasing the bucking resistance, but the voltage setting
range of the regulator then is reduced at the lower band.
5) Parallel operation by cross-current
compensation
The setpoint of the generator voltage can be shifted via
potentiometer U or an additional external setpoint When provided with cross-current compensation,
selector (R = 4.7 , P greater than 1 W) can be connected brushless synchronous generators are suitable for the
to terminals A1 and A3. operation in parallel with other generators of the same
Potentiometer U should be set to the centre position, and capacity.
microswitch S 1/3 on the printed-circuit board should be
opened. This parallel operation by cross-current compensation has
the same voltage under all loads condition from no-load
to rated load.
4) Parallel operation by droop compensation
equipment If the neutral points of several generators are
When provided with droop compensation equipment, interconnected or connected direct with the neutral
brushless synchronous generators are suitable for points of transformers and loads, currents at 300%
operating in parallel with each other or with a supply frequency may occur.
system.
The KW output is adjusted by the governor of the prime Their magnitude should be checked by measurements in
mover. the neutral conductors of the generators under all load
The speed characteristic of the prime mover should be conditions occurring.
linear and rise by at least 3% and not more than 5%
between rated load and no load. To avoid overheating the generators, these currents must
not exceed a value equal to about 50% of the rated
Droop compensating equipment ensures uniform generator current.
distribution of the reactive power and reduces the Higher currents should be limited by installing neutral
generator output voltage in linear with the increase in reactors or similar means.
reactive current.
Regarding generators with current transformer for droop

compensaton, potentiometer S in the regulator is
adjusted so that there is no reduction in the generator
voltage at unity p.f. but a 4% reduction at zero p.f.

Fig. 22 Droop characteristic curve
2.6 Maintenance (6 GA 2491)
DANGER Excessive dust deposits should, however, be removed

using dry, compressed air.
Hazardous voltage
damage. For the maintenance of generator of its related parts,
Disconnect all power before working on this equipment. refer to trouble-shooting table 4-3, as shown on page 51.
When ordering spare parts, please state the type and

No periodic maintenance inspections of the THYRIPART
serial number of the generator as specified on the
excitation equipment are required.
rating plate.
Fig. 23 Position of potentiometers on the voltage regulator
>>
03 Maintenance
3.1 Installation & Inspection Check List The purpose of this checklist is to ensure that all
installation and inspection work is fully carried out.
DANGER
It is therefore essential for the list to be filled in carefully.
Hazardous voltage
Will cause death, serious injury, electrocution or property The number of relevant questions will depend on the
damage. scope of the work to be carried out,
In the "Answer" column, "yes" or "no" or "n/a" (for "not
applicable") should therefore be checked off in each case.
NOTICE
In some lines, additional data or information must be
Before the initial starting for in-sevice, check the items on entered or irrelevant items deleted.
table 3-1 for sure. If any further explanations are necessary, they should be
If not, may cause fatal damage in generator.
placed in the report or final spec of the generator.
Table 3-1. Installation & inspection check list
Condition of machines Answer Three-phase A.C. machines Answer

Installation Installation
before installation Yes N0 n/a Standard checks Yes N0 n/a
Packing of all machine Insulation resistance values

components undamaged? at winding temperature
Paintwork undamaged? 3 phases/earthed frame:

phase/phase:
Stator Measuring voltage: V
General (usually 500 V, DC)
Winding guards properly fixed

and locked? Rotor
All parts of the enclosure Insulation resistance values

properly assembled? at winding temperature
Stator foot bolts tightened Rotor winding/earthed shaft:

properly? Measuring voltage: V
(always 500 V, DC)
Stator dowel-pinned?
Earthing or protective conductor Electrical connections

connected?
HV machines must be connected Cables/bars properly connected?
to the earth bus
by a conductor of equal Cable strain-relief connected?
cross-section.
LV machines are to be included

in the protection
arrangements by the connection
of the green-yellow
protective conductor or the
concentric conductor of the
cable to the protective
conductor connecting terminal.

Table 3-2. Installation & inspection check list
Bearings Answer Oil flow rates reference Answer

Installation Installation
Yes N0 n/a Yes N0 n/a
Drive-end
Journal bearings journal bearing /min
(Lubricating oil used)
Non-drive-end
Oil grade journal bearing /min
Viscosity at
Condition of bearings and shaft The specified oil flow rates are
indicated on the bearing instruc-
Have any shipping bearing shells tion plate. With the specified
and/or shaft blocks been flow rates, about half the clear
removed? cross-sections of the oil drain
pipes are filled with oil.
Anti-rust coating removed?
shaft journals satisfactory? Rolling bearings
Oil rings fitted in the bearings?
Circularity of oil rings Grease lubrication
satistactory?
Oil-ring slots of bearings Type of grease
shells deburred and rounded
off?
Joint locked? General
Bearing sealing rings properly Check the flow of cooling water

fitted? (IP44):
Bearing thermometers fitted?
All bearing bolts properly Check the safety device in
tightened and locked? service, or not?
Bearing filled with oil to
centre marks of oil-level sight
glasses?
Running of oil rings checked?
Oil circulation system
Oil pipework cleaned and

pickled?
Pressure reducer fitted?
1) Inspection schedule
Daily Monthly
Check bearing. Check insulation resistance.
L.O. condition. Caution: Before checking insulation resistance,
Oil ring. disconnect and earthed the leads from A.V.R.
Noise. Bolts and nuts.
Vibration.
Temperature. Tighten all bolts and nuts.
Check electric circuit. Check ventilation openings.
Earth fault by earth lamp. Check air intake opening and its air filter, clean or
Check loading condition. replace the filter if necessary.
Voltage, output kW, current.
>>
03 Maintenance
Every 6 Before the machines are aligned and commissioned,

Monthly the bearings should be filled with lubricating oil since
Change lubrication oil and clean bearing. the machines are delivered without oil in the bearings
At the same time, check fitting or seating of bearing. (oil type is indicated on the name plate of the bearing).
Clean generator.
CAUTION 2) Operating description
Flying dirt, dust or other particles. NOTICE

May cause eye injury.
Wear safety glasses and dust mask when using Before starting, check if the bearing is filled with oil or not
compressed air. to the necessary oil level.
Upon stopping, the shaft rests on the lower bearing; there

Inspect generator winding and air filters for dirt, dust, oil,
is metal-to-metal contact.
and salt vapor accumulation.
Blow off contamination by dry and oil free compressed air.
During the start-up phase, the shaft rubs against the anti-
Wipe off accumulated vapor with lint-free cloth and
friction metal of the bearing. Oil lubrication is used.
adequate solvent.
Check electrical connection.
After having reached its transition speed, the shaft
creates its oil film.
DANGER
At this point, there is no further contact between the
Hazardous voltage shaft and bearing.
damage.
CAUTION
Prolonged operation at extremely slow rotation speeds
(several rpm) without lubrication could seriously damage
Inspect for loose electrical connection. for the service life of the bearing.
Inspect cracked, frayed or oil soaked insulation.
Tighten or replace if neccessary.
CAUTION
If the bearing temperature exceeds the normal operating
value of 15 K, stop the machine immediately.
Inspect the bearing and determine the causes.
3.2 Flange-Type Sleeve Bearing
Setting values of a safety device
(for ring lubrication system)
-Alarm: 90
-Trip: 95
1) Mounting
The flange-type sleeve bearings of electrical machines
are of the split type. 3) Oil change
They are ring-lubricated (Fig. 25) and are subject to the
Check the bearing temperature regularly.
following instructions supplementing and modifying the
The governing factor is not the temperature rise itself,
operating instructions of the machine:
but the temperature variations over a period of time.
If abrupt variations without apparent cause are noticed,
Corresponding to the operating conditions the sleeve
shut down the machine and renew the oil.
bearings of new machines have a favorable bearing
clearance which should not be changed.
The lubrication oil indicated on the data plate is used for
Scraping (spot-grinding) is not allowed not to make worse
starting up the machines at an ambient temperature of
the antifrictional qualities.
above +5.
It is recommended that the contour of the transmission

At lower temperatures (to about -20), it is necessary to
element remains within the hatched range (see Fig. 25)
preheat the oil.
to remove the upper part of the bearing housing for
If the ambient temperature is below -20 another type of
maintenance without removing the transmission element.
oil according to the special conditions is used.
Do not mix oils of different grades.

Recommended oil changing intervals are about 3000 4) Dismantling, assembling

and 6000 operating hours in the case of intermittent and
continuous duty. CAUTION
When cleaning, first flush the bearings with kerosene
When insulated shaft current is applied, the accessories in
and then with oil. contact with the bearing housing must be electrically
insulated.
NOTE
If the lubrication oil contains unusual residues or its color When dismantling the machine, the lower part of the
looks changed, bearings shall be inspected.
bearing housing need not be unscrewed from the end
shield. When opening the bearing housing, locate
Pour in the kerosene and oil through the top sight-glass which side of the machine the adjusting shims
hole. (upper and lower parts) are installed.
Leave the drain open until all the kerosene has been
removed and clean oil runs out. These shims must be installed in the same place when
Now, plug the drain and fill the bearing with oil up to the assembling the machine.
centre of the lateral inspection glass.
Exceptions are possible if the stator core was changed.
When the machine has run up to speed, check the oil ring Drain the oil, take off the upper part of the bearing
through the top inspection glass to see that it rotates housing and the upper bearing shell, lift the shaft very
correctly, and check the bearing temperature. slightly and turn out the lower bearing shell and the
sealing rings in a peripheral direction.
Should the bearing temperature not drop to the normal
value after the oil change, it is recommended that the The oil ring can be withdrawn by holding it at an inclined
surfaces of the bearing shells be inspected. position to the shaft.
If the bearings are fitted with thermometers for checking

the bearing temperature, fill the thermometer well in the
upper bearing shell for thermofeeler with oil to improve
heat transfer and top up with oil every time the
lubricating oil is changed.
Fig. 24 Oil pockets and oil grooves
flattened to running face
>>
03 Maintenance
If only slight damage has occurred to the bearing The replacement bearing shells are delivered by the
surface, it may be re-conditioned by scraping, as long as works with a finished inner diameter.
the cylindrical shape of the bore is maintained, so that a Oil rings which have become bent through careless
good oil film can form. handling will not turn evenly.
The lining must be renewed if more serious damage is
found. Straighten or replace such rings.
The oil pockets and grooves of the new lining or scraped Replace any damaged sealing rings.
shell should be cleaned and finished with
particular care (Fig. 24).
Fig. 25 Ring-lubricated flange-type sleeve bearings (examples, delivered design may deviate in details)
a 14
45
25 1
26 3
4
d1
18
d2
6
19
27
32
15
Limiting range for
transmission element 8
1. Screw plug 20
(thermometer mounting and oil filling point)
1 2. Inspection glass
2 3. Sealing ring for 2
3 4. Sealing ring for 1 21
4 14 5. Bearing housing, upper part, drive end
6. Cylindrical pin
5 7. Sealing ring, upper half, drive end
8. Guide pin to prevent twisting
6 9. Upper bearing shell, drive end 22
7 10. Oil ring, drive end
11. Lower bearing shell, drive end
8 12. Bearing ring, lower half, drive end
15 23
9 13. Sealing ring, lower half, drive end
14. Taper pin
15. Guide pin to fix bolted parts 24
16. Sealing ring for 17 3
17. Drain plug 2
10 18. Bearing housing, upper part, non-drive end 16
19. Sealing ring, upper half, non-drive end 17
20. Upper bearing shell, non-drive end
21. Oil ring, non-drive end
22. Lower bearing shell, non-drive end
23. Bearing housing, lower part, non-drive end 28
11 24. Sealing ring, lower half, non-drive end 29 31
25. Upper adjusting shim, drive end
26. Sealing cover, drive end
12 27. Lower adjusting shim, drive end
28. Upper adjusting shim, non-drive end
29. Sealing cover, non-drive end
13 30. Lower adjusting shim, non-drive end
3 30
2 31. Protective cap
32
32. Pressure compensation opening
16
17 d1 (mm) 80 100 120 150 180 215
d2 (mm) 140 160 170 190 210 245
a (mm) 8 8 10 15 18 22

3.3 Flange-Type Sleeve Bearing It is recommended to use a control system adjusted in

(forced lubrication system) such a manner to have an oil temperature of 15 to 20
in the tank and to have a preheated oil flow through the
1) Mounting cold bearings for 5 to10 minutes before starting up the
The flange bearings of these electrical machines are of machine.
the split type. Do not mix oils of different grades.
They are lubricated by an oil ring and provided
additionally for forced lubrication (Fig. 27) The necessary pressure of the oil entering the bearings
They are subject to the following instructions supple- and the oil flow rate are indicated on the data plate.
menting and modifying the operation instructions of the Adjust these values when starting up the machine for the
machine: first time and correct them when the bearing has attained
Corresponding to the operating conditions, the sleeve its normal running temperature.
bearings of new machines have a favorable bearing The oil in the bearing housing must not ascend over the
clearance which should not be changed. center of the lateral inspection glass.
Scraping (spot-grinding) is not allowed not to make worse
the antifrictional qualities. If the bearings are fitted with thermometers for checking
the bearing temperature, fill the thermometer well in the
It is recommended that the contour of the transmission upper bearing shell for the thermofeeler with oil to
element remains within the hatched range (see Fig. 27) improve heat transfer and top up with oil every time the
to remove the upper part of the bearing housing for lubricating oil is changed.
maintenance without removing the transmission element.
In the case of insulated bearings, make sure that the
Before the machines are aligned,the bearings should be insulation is not bridged by the tubes.
filled with lubricating oil (oil type is indicated on the name Interrupt the electrical conductivity of the tubes near the
plate of the bearing) since the machines are delivered bearings, e.g. by installing oil-resistant fittings of plastic
without oil in the bearings. material or hoses of rubber or plastic material.
Connect the bearings to the oil pump, oil tank and cooler
before commissioning the machines. 2) Operating description
No reducers must be fitted in the piping.
NOTE
Install a regulating orifice on the oil supply line to protect
the bearing from flooding. Before starting, check if the bearing is filled with oil or not
If the oil pump fails, the lubrication maintained by the oil to the sufficient oil level.
ring is effective for about 15 to 30 minutes, provided the

oil contained in the bearing does not drain away. Upon stopping, the shaft rests on the lower bearing; there
is metal-to-metal contact.
To prevent this, connect the oil discharge tube on that
side where the oil ring moves downward into the oil. During the start-up phase, the shaft rubs against the anti-
In addition to this, install a non-return valve in the oil friction metal of the bearing.
supply line. Oil lubrication is used.
As an alternative raise the level of the oil in the bearing
to 100 mm. After having reached its transition speed, the shaft
Oil discharge tubes must terminate flush with the inside creates its oil film.
surface of the bearing housing to prevent the oil rings At this point, there is no further contact between the
from rubbing against the tubes. shaft and bearing.
CAUTION
Fill the oil tank with the lubricating oil indicated on the
data plate. Prolonged operation at extremely slow rotation speeds
This oil is used for starting up the machine at an ambient (several rpm) without lubrication could seriously damage
temperature of above +5. for the service life of the bearing.
At lower temperatures, preheat the oil.
>>
03 Maintenance
CAUTION 4) Dismantling, assembling

If the bearing temperature exceeds the normal operating
value of 15 K, stop the machine immediately. CAUTION
Inspect the bearing and determine the causes.
When insulated shaft current is applied the accessories in
Setting values of a safety device
contact with the bearing housing must be electrically
-Alarm: 90
insulated.
-Trip: 95
When dismantling the machine, the lower part of the

Switch on the oil pump before starting up the machine.
bearing housing need not be unscrewed from the end
The use of a pump driven from the shaft of the main
shield.
machine is permitted only in special cases, such as when
When opening the bearing housing, locate on which side
the acceleration and coasting times are short.
of the machine the adjusting shims (upper and lower parts)
are installed.
3) Oil change
These shims must be installed in the same place when
Check the bearing temperature regularly.
assembling the machine.
The governing factor is not the temperature rise itself, but
Exceptions are possible, if the stator core was changed.
the temperature variations over a period of time.
Drain the oil, take off the upper part of the bearing housing
If abrupt variations without apparent cause are noticed,
and the upper bearing shell, lift the shaft very slightly and
shut down the machine and renew the oil.
turn out the lower bearing shell and the sealing rings in a
peripheral direction.
Recommended oil changing intervals are about 20,000
The oil ring can be withdrawn by holding it at an inclined
operating hours.
position to the shaft.
After the machine has come to a stand-still and the old oil
If only slight damage has occurred to the bearing surface,
is drained out of the bearings and oil tank operate the oil
it may be reconditioned by scraping as long as the
pump with kerosene for a short time and then with oil to
cylindrical shape of the bore is maintained, so that a good
clean the bearings.
oil film can form.
The lining must be renewed if more serious damage
For the oil pump, the oil tank, the cooler and the pipe
is found.
lines: Pour in the kerosene and then the oil through the
The oil pockets and grooves of the new lining or scraped
filling opening of the oil tank.
shell should be cleaned and finished with particular care
Leave the drains open from time to time until all the
(Fig. 26).
kerosene has been removed and clean oil runs out of the
bearings and oil tank.
The replacement bearing shells are delivered by the works
Then plug the drains and fill the tank with oil.
with a finished inner diameter.
Should the bearing temperature not drop to the normal
Oil rings which have become bent through careless
value after the oil change, it is recommended that the
handling will not turn evenly.
surfaces of the bearing shells be inspected.
Straighten or replace such rings.
Replace any damaged sealing rings.
Fig. 26 Oil pockets and oil grooves
flattened to running face

5) Lubrication oil cooler for generator bearings Front and rear chambers of lubrication oil cooler can be
Forced lubrication system may have lubrication oil cooler disassembled in case of water leakage.
for technical reason. However, lubrication oil cooler do not need any overhaul
works unless oil or water leakage happen because it
requires additional compression test when those
chambers are disassembled.
Fig. 27 Flange-type sleeve bearing for forced-oil lubrication (examples, delivered design may deviate in details)
1. Screw plug
(thermometer mounting and oil filling point)
2. Inspection glass
3. Sealing ring for 2
2 14
5. Bearing housing, upper part, drive end 1
1 6. Cylindrical pin 3
2 4
7. Sealing ring, upper half, drive end
3
4 8. Guide pin to prevent twisting
14 18
9. Upper bearing shell, drive end
10. Oil ring, drive end 6
5
11. Lower bearing shell, drive end 19
12. Bearing housing, lower part, drive end
6
13. Sealing ring, lower half, drive end 15
7
14. Taper pin
8
15. Guide pin to fix bolted parts
8 15 20
9
17. Drain plug
18. Bearing housing, upper part, non-drive end
19. Sealing ring, upper half, non-drive end 21
20. Upper bearing shell, non-drive end
10 21. Oil ring, non-drive end
22. Lower bearing shell, non-drive end
23. Bearing housing, lower part, non-drive end
24. Sealing ring, lower half, non-drive end 22
25. Upper adjusting shim, drive end
26. Sealing cover, drive end
11
27. Lower adjusting shim, drive end 23
28. Upper adjusting shim, non-drive end
29. Sealing cover, non-drive end
12 24
30. Lower adjusting shim, non-drive end 3
31. Protactive cap 2
13 32. Pressure compensation opening
3 16
33. Oil supply tube with orifice
2 17
34. Oil discharge tube with sight glass
35. Lubrication oil cooler
16
17 28
29 31
a
25
45
26
30
100mm
32
d1
d2
35
33
34 Cooling water discharge
27 Cooling water supply
32
Limiting range for

transmission element
d1 (mm) 80 100 120 150 180 215
d2 (mm) 140 160 170 190 210 245
a (mm) 8 8 10 15 18 22
>>
03 Maintenance
3.4 Rolling-Contact Bearing (series 02 and 03) Initial lubrication of the bearings is normally carried out in
the works with an Alvania #2 grease satisfying the
1) Mounting conditions of the running test at a test temperature of
Electrical machines fitted with rolling-contact bearings 120 to DIN 51 806.
mentioned above are subject to the following If a different type of grease is required, this is indicated on
instructions supplementing and modifying the operating the data plate, provided that the particular operating
instructions of the machine: conditions were given in the order.
CAUTION
The locating bearings are deep-groove ball bearings for
horizontally mounted machines. Do not mix grease of different soapbases.
These bearings may also be in pairs with cylindrical roller When changing the type of grease, clean the bearing
beforehand using a brush with solvent.
bearings in the case of bearings is not guided radially and
is prevented from rotating by compression springs.
NOTE
The locating bearings for vertically mounted machines are The most widely-used solvent is gasoline: white spirit is
angular-contact ball bearings of type range 72 or 73 (For acceptable.
angular-contact ball bearings with increased axial fixation,
see supplementary operating instructions).
DANGER
The floating bearings are deep-groove ball bearings or
The prohibited solvents are:
cylindrical roller bearings.
Chlorinated solvent (trichlorethylene, trichloroethane)
In the case of deep-groove ball bearings as floating which becomes acid.
bearings, the axial play is compensated by means of Fuel-oil (evaporates too slowly).
compression springs. Gasoline containing lead.
Benzine (toxic)
2) Regreasing For regreasing, clean the lubricating nipple and press in

the grease quantity indicated on a data plate, using a
NOTE grease gun.
A common mistake is over-lubrication of bearings. When Keep the new grease meticulously clean.
grease is added without removing the drain plug, the
excess grease must go somewhere and usually it is forced
into and through the inner bearing cap and is then thrown
into the windings. Proper lubrication is desired, but some
under-lubrication is less dangerous than over-lubrication.
Fig. 28 Examples for bearing combinations
Deep-groove ball bearing

Cylindrical roller bearing
Angular contact ball bearing

The shaft should rotate during regreasing, hence the 4) Dismantling, assembling
machines need not be stopped. For working on the locating bearing in the vertical
After regreasing, the bearing temperature will rise by a position of the machine, support or discharge the rotor.
few degrees and will drop to the normal value when the
grease has reached its normal service viscosity and the It is recommended that new rolling bearings be installed
excess grease has been forced out of the bearing. as follows: Heat the ball bearings or the inner ring of the
roller bearings in oil or air to a temperature of approx 80
It is recommended that the lubricating instructions be and slip them onto the shaft.
strictly followed. Heavy blows may damage the bearings and must be
Special cases may require lubrication according to special avoided.
instructions, e.g. where there is an extreme coolant
temperature or aggressive vapours. When installing single angular-contact ball bearings, make
sure that the broad shoulder of the inner ring (and the
The old grease from several regreasing operations gathers narrow shoulder of the outer ring) in operating
in the space inside the outer bearings caps. position points upwards, i.e. in a direction opposite to
Remove the old grease when overhauling the machines. that of the axial thrust.
The model of bearing is favorably chosen for direction and When assembling the machines, avoid damage to the
size of load (type of construction, forces acting on the sealing rings.
shaft) and therefore it should not be hung. Rubber sealing rings (V-rings) should be carefully fitted
The permissible values of axial and radial forces may be over the shaft as shown the illustration.
taken from the list of machine or may be inquired about.
New felt sealing rings should be so dimensioned that the
The machines should operate in only one type of shaft can run easily while proper sealing is still effected.
construction as shown on the rating plate, because Before fitting new rings, soak them thoroughly in highly
another type of construction requires perhaps further viscous oil (normal lubricating oil N68 to DIN 51 501)
measures in addition to a modification of the model of having a temperature of approx 80.
bearing.
In this case an inquiry is always necessary.
5) Locating faults
The trouble shooting table 4-6 helps to trace and remove
3) Lubrication
the causes of faults as shown on page 53.
Regrease the bearings if the machines have been Sometimes, it is difficult to assess damage to the
unused/stored for longer than 2 years. bearings. In this case, renew the bearings.
>>
03 Maintenance
Fig. 29 Floating bearings (examples, delivered design may deviate in details)

Cylindrical roller bearing

with compensation of
axial play


with compensation of
axial play, with bearing
housing brush and
intermediate ring
V-ring 1) Deep groove ball bearing (floating-bearing)

Outer bearing cap 1) Compression spring 1)
Circlip 1) Bearing housing ring
Grease slinger 1) Bearing housing brush
Bearing housing 1) Cylindrical pin
Lubricating nipple
Cylindrical roller bearing 1)
Inner bearing cap with felt sealing rings 1) 1)
floating bearing side

Fig. 30 Locating bearings (examples, delivered design may deviate in details)

Single bearing, shaft

does not pass through
the outer bearing cap

Single bearing, shaft

passes through the
outer bearing cap

Duplex bearing, shaft
does not pass through
the outer bearing cap

Angular-contact ball Angular-contact ball

bearing placed below bearing placed below
Duplex bearing, shaft

passes through the
outer bearing cap
Lubricating nipple
Inner bearing cap with felt sealing rings 2) Fig. 31 Fitting instructions for V-ring and oil seal for shaft
Angular-contact ball bearing
Bearing slinger 2)
Grease slinger 2)
Circlip 2)
Outer bearing cap 2)
V-ring 2)
Deep-groove ball bearing (locating bearing)
or angular-contact ball bearing
Compression spring 2)
Oil seal for shaft 1) 2) 3)
1)
floating bearing side
2)
locating bearing side
3)
special operating conditions only Single bearing, shaft does not pass through the outer bearing cap
>>
03 Maintenance
3.5 Coupling A-type (single-bearing generators Insert shims underneath the mounting feet until the
with flanged shaft and one-part fan wheel) centering faces of the generator flange and engine
(flywheel) or gear flange are in line with the flanges being
1) Transport parallel to each other.
The following instructions supplementing and modifying
the basic operating Instructions apply to single-bearing Experience shows that less shims are required at the non-
generators of type of construction B2 or B16 which are drive end than at the drive end, since the engine coupling
coupled with diesel engines or turbines: flange is inclined by the weight of the flywheel.
Bolt the coupling flanges together while re-pressing the
For transport and assembly, the generator rotor is generator axially, lightly tighten the foot bolts, and undo
centered radially and fixed axially by means of bolted the retaining-ring halves.
retaining-ring halves fitted between the drive-end shield
(unsplit) and the shaft supporting ring (Fig. 32).
3) Checking the air gap (Fig. 34)
The ring halves should therefore not be detached before
the generator is assembled with the diesel engine or Check the air gap between the shaft supporting ring and
turbine. the drive-end shield.
The gap should be uniform all around.
If the maximum difference between the measured
Fig. 32 Rotor locking device (example, delivered values "a max-a min" exceeds 0.3 mm, correct the gap
design may deviate in details)
by inserting or removing shims underneath the
mounting feet.
Experience indicates that the number of shims to be

inserted or removed at the non-drive end is only 50%
of the number at the drive end.
Tighten the holding-down bolts and check the web
clearance of the diesel engine.
It may be necessary to correct the air gap and the web
clearance several times.
Fig. 33 Aligning the coupling flanges

Drive-end shield Flanged shaft
Retaining ring half Fixing screw for 1
Shaft supporting ring Fixing screw for 3
2) Aligning the coupling flanges (Fig. 33)

Careful alignment of the coupled machines prevents
additional bearing and shaft stresses, as well as uneven
and noisy running.
It is particularly important to achieve a uniform air gap.
The machine shall be installed on a concrete foundation
or a baseframe.
Fig. 34 Checking the air gap and the position of the rotor
Check to see that the machine seating surfaces have

been made in accordance with the drawings.
The generator should be aligned with the diesel engine or
the turbine with gearing (the prime mover should have
already been installed and aligned in accordance with the
manufacturer's instructions).
The generators are aligned and coupled as follows: Place
the generator onto the concrete foundation or baseframe.

Fig. 35 Fixing of the retaining-ring halves after Fig. 36 Rotor locking device (example, delivered
assembling with prime mover design may deviate in details)
Engine flywheel
housing 7 6
5
3
3 4
2
Engine
flywheel
Guide
shaft
Generator foot
5
6
4
1
Enerator frame Screw for

Lamination plate Screw for
4) Position of rotor in longitudinal direction (Fig. 34) Holding devices, inside Access cover for
Holding devices, outside
Originally, the generator rotor had been located axially
in the correct position by the bolted-on retaining-ring
halves.
Since single-bearing generators have a floating (rolling or 2) Aligning the lamination plate coupling (Fig. 36)
sleeve) bearing at the non-drive end, the axial position of Careful alignment of coupled machines prevents additional
the rotor may have been changed during alignment. bearing and shaft stresses as well as uneven and noisy
running. It is particularly important to achieve a uniform air
A check should therefore be made to ensure that the axial gap. The machine may be installed on a concrete
clearance of (60.8)mm between the flange faces foundation or a base frame.
of the drive-end shield and the shaft supporting ring has
been maintained. Check to see that the machine seating surfaces have been
Otherwise the stator frame should be shifted axially. made in accordance with the diesel engine (the prime
mover should have already been installed and aligned in
accordance with the manufacturers instructions.
5) Fixing the retaining-ring halves
Thereupon, screw the retaining-ring halves to the drive- The generators are aligned and coupled as follows:
end shield as shown in Fig. 35. Place the generator onto the concrete foundation or base
The ring joint should be vertical. frame. Align the mounting feet until the centering faces of
Close off the threaded holes in the retaining-ring halves the generator side and engine flywheel and its housing are
by means of the screws supplied, and lock the screws in line with lamination plates being parallel to each other.
with spring washers.
When coupling the generator with the engine, the outer
holding devices (No. 4) shall be removed before inserting
generator guide shaft to flywheel. After inserting the shaft,
3.6 Coupling B-type (single-bearing generators inner holding device (No. 3) shall be removed and further
with lamination plate) coupling works carried our in accordance with standard
instructions of the engine maker.
1) Transport
The following instructions apply to the generators coupled For reference, this type of coupling does not need shim
with engine using lamination type coupling. plate under the generator.
Removed holding devices shall be stored on generator foot

For transportation and assembly, the generator rotor is
after coupling for the future transportation or repairing
centered radially and fixed axially by means of the holding
works.
devices fitted between generator frame and lamination
plates or fan assembled (Fig. 36).
3) Checking the air gap

Therefore, those holding devices must be fixed tightly
This type of coupling does not need to check air gap
inner and outer sides for sure when transport. This is for
because engine flywheel housing/ generator frame and
centering the generator rotor radially and axially.
engine flywheel/ generator rotor are directly coupled.
>>
03 Maintenance
4) Position of rotor in longitudinal direction 3.8 Air Filters

(Fig. 37)
After generator is completely coupled, position of rotor 1) Air filter cleaning period
shall be checked in longitudinal direction by opening the The cleaning period depends on the site conditions.
bearing cover and comparing the measurement with the The cleaning of the filter is requested if the record of the
value, A specified inside of the cover as shown on Fig. 37. stator winding temperature (using the stator winding
This value has been marked at the factory as required to sensors) indicates an abnormal increase in temperature.
be kept when coupled with the engine considering
bearing gap measured.
2) Air filter cleaning procedure
Fig. 37 Checking the position of rotor The filter element (flat or cylindrical) is immersed in a
tank of cold or warm water (temperautre less than 50).
Use water with detergent added.
A0.5 mm
Shake the filter gently to ensure that the water flows
through the filter in both directions.
Fig. 38 Installation for air filter

Shaft end
Bearing end
Required dimension A
specified inside of
bearing cover
Bearing cover
[Type I]
3.7 Coupling (double bearing generator)

Air filter mat
1) Fitting the coupling element

The coupling element must be balanced separately
before fitting the machine shaft.
A residual unbalance of coupling element should be
less than class G 2.5 grade to ISO standard.
2) Without axial end play at bearing

The alignment must take the tolerance of the coupling
element into account.
[Type II]
The axial, radial and angle tolerance are to be acceptable
by coupling element property.
Air filter mat
3) With axial end play at bearing

In this case, the axial position of the rotor assembly was
adjusted during the initial test at the factory.
The generators are delivered with a magnetic center

gauge at the drive bearing side with a groove on the
shaft and must be kept in the rotor position during the
alignment with the prime mover.
[Type III]

When the filter is clean, rinse it with clear water. The supply leads should be matched to the rated current
Drain the filter properly (there must be no more formation in line with VDE0100 and their cross section must not be
of droplets). excessive.
The main circuit is normally connected at both sides of
Refit the filter on the machine. the circuit bars with conductor cross sections of max.
300 and may be made by cable lugs or when
CAUTION connecting parts used in hazardous locations which are
Do not use water with a temperature higher than 50. present without any lugs.
Do not use solvents.
The ends of the conductors should be stripped in such a
Do not clean the filter using compressed air. way that the remaining insulation almost reaches up to
This procedure would reduce filter efficiency. the lug or terminal (5 mm).
In the case of cable lugs with long sleeves, it may be
necessary to insulate the latter to maintain the proper
clearances in air.
3.9 Terminal Box If using cable lugs, see that the dimension of the cable
lugs and its fastening elements (normally M12) agree with
DANGER the holes in the copper bus bar.
High voltage Use hexagon-head screws with a min. breaking point of
Power source must be disconnected before working on 500 N/ , hexagon nuts and spring elements which are
equipment.
protected against corrosion according to DIN 43673.
Failure to disconnect power source could result in injury
or death.
Terminal box only to be opened by skilled personnel. The connection of accessories is achieved by terminal
strips.
Use a 5 mm maximum screwdriver to work on the
1) Description
blocking screws.
Use the attached terminal box drawing in the final
See the terminal connection diagram in the final
specification.
specification.
The main terminal box of the machine is located on the
top of the machine.
The supply leadsparticularly the protective conductor
The neutral and phase wires are connected to the copper
should be laid loosely in the terminal box with an extra
bus bar-one copper bus bar per phase and one copper
length for protecting the cable insulation against splitting
bus bar per neutral line (option).
and to prevent the terminals and circuit bars from the
See terminal box diagram in the final specification.
tension load of the leads.
The openings provide access to the terminals.
The gland plates are made of non-magnetic materials in
They should be introduced into the terminal box through
order to avoid circulating currents if needed.
cable entry fittings and sealed.
Protected fittings with strainrelief cleats should be used
Compare the supply voltage with the data on the rating
for loose leads to prevent them from becoming twisted.
plate. Connect the supply leads and the links in
Close off any unused cable-entry openings.
accordance with the circuit diagram in the final
specification.
Pay attention to the right direction of rotation (phase
sequence in the case of three phase and polarity in the
case of direct current).
>>
03 Maintenance
3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)
Fig. 39 For single bearing type A.C. generator
{}
1. Take away bolts ,

2. Take away support ring (upper part)
Coupling Anti-coupling
4. Take away bearing upper part
side side
5. Take away bearing shell and oil ring
6. Take away bolts and support ring under
part
7. Take away bolts and bearing under part
8. Take away endshield ,
{}
9. Insert protective sheet

10. Take away bolts
11. Draw out fan
{}
12. Hang the shaft end with rope both side.

13. Shift the rotor toward anti-coupling side.
(shaft journal should be protected from
any damages by wrapping in cloth)
{}
14. Shift the rotor assembly to anti-coupling

side as left description.
15. Hang the rotor assembly at its center
position by the rope.
16. Take away the rope of coupling side.
{}
17. Take away the rotor out of the stator.

Fig. 40 For double bearing type A.C. generator
{}
1. Take away bolts

2. Take away bolts
Coupling Anti-coupling
3. Take away bearing upper part
side side
4. Take away bearing shell and oil ring
5. Take away bolts and bearing under
part
6. Take away endshield
{}

8. Take away bolts
9. Draw out fan
{}

any damages by wrapping in cloth )
{}
12. Shift the rotor assembly to anti-coupling

13. Hang the rotor assembly at its center
14. Take away the rope of coupling side.
{}
>>
03 Maintenance
Fig. 40
41 For
For single
doublebearing
bearingwith
typelaminated
A.C. generator
plate type A.C. generator
{}
11

2 2. Take away support pieces
6
1
Coupling 3 4 Anti-coupling 3. Take away bolts ,
5
side side 4. Take away bearing upper parts
7 5. Take away bearing shell and oil ring
8 6. Take away bolts and bearing under
9 10 part
7. Take away end shield
15 {}
14 13
9. Take away bolts
10. Draw out support ring and fan ,
12
{}

any damage by wrapping in cloth )
{}
No touch
with the coil
end part 13. Shift the rotor assembly to anti-coupling
(see note No.12)
SHIFTING 14. Hang the rotor assembly at its center
Take away the rope of coupling.
Place sleeper
WALL
20
{}
SHAFT END SEE OUTLINE DWG.

3.11 Cooler 3) Stop the machine

Leak detection for a double-tube exchanger:
1) General points If a leak is detected, cut off the power supply of the water
The purpose of the cooler is to remove machine heat in/outlet lines and change to emergency operations
losses (mechanical, ohmic etc). according to Fig. 45, 47, 49 immediately.
The exchanger is located on the top of the machine. The problem must be ascertained and repaired.
Remove the two water boxes, apply a slight positive
Normal operation: pressure in the leakage chamber and between the two
The air is pulsed by a fan fixed to the synchronous tubes (only concerns double-tue coolers).
machine shaft. If a tube is damaged, plug it at both ends.
Use a tapered plug.
Description of air-water double tube exchanger Preferably the plug should be made of salt-water
The double-tube technique keeps the cooling circuit from resistant aluminium bronze or a synthetic material.
being affected by possible water leakage.
The double tube provides a high safety level.
In case of leakage, the water goes from the inside of the 4) Leak detection (float system)
internal tube to the coaxial space between the two tubes. A magnet float activates a switch located in the float case.
The water is drained axially to a leakage chamber where
it may activate a sensor. Fig. 42 Leakage detector
An exchanger comprises a fin-tube block containing:

a steel frame.
a fin-tube block expanded mechanically to the tubes.
The tube bundle is roll-expanded in the end plates.
The water distribution in the tubes is provided by two
removable water boxes.
A water box is equipped with collars for fitting the inlet
and outlet lines.
Neoprene seals ensure water tightness between the
water boxes and the end plates.
2) Cleaning
The frequency of cleaning operations depends essentially
on the purity of the water used.
We recommend to inspect annually at least. 5) Cooler removal
The life of zinc block for anti-corrosion is about a year. The cooler unit is slid into its housing.
Therefore, replace it with a new one every year. It is possible to remove the cooler from the housing
Cut off the water supply by isolating the inlet and outlet without removing the water boxes as shown in Fig. 43.
lines, and drain the water. The cooler is fastened to the housing via a series of
screws on the housing.
Disconnect the leak sensor (option with double-tube Remove the water supply and return pipes.
cooler), and make sure that there are no leaks. Provide two eye-bolts to hold the cooler when it comes
Remove the water boxes on each side of the machine. out of its housing.
Rinse and brush each water box. Remove the cooler using slings that can be attached to
the connecting flanges.
NOTE
Do not use a hard wire brush as this will remove the

protective tar-epoxy layer which has formed on the 6) Cooler re-assembly
surfaces of the water boxes.
Carry out the operations of the "Cooler Removal" Fig. 43
Clean each tube with a metal scraper.
in the reverse order. Be careful to push the cooler
Rinse in soft water.
Keep the leakage chamber dry (double-tube water-cooler completely into its housing before tightening the
only) fastening screws of the cooler to the casing.
>>
03 Maintenance
3.12 Cooling-Water Failure Emergency Operation The following supplements the machine description and
the module for the closed-circuit cooling.
1) HFJ 5, 7 & HSJ 7 Type Should the cooling water supply fails, the machine can be
(1) Changing over to oepn-circuit cooling changed over to an open cooling circuit (Fig. 45), as
Generators have a facility for emergency operation if the follows:
cooling water supply fails.
Fig. 43 Cooler removal
[Type I] [Type II ]
2
Cover Gasket for 5

Gasket for 1 Air to water cooling element Side cover Cooler housing
Cooler housing Top cover Air to water cooing element
Fig. 44 Normal operation with air-to-water Fig. 45 Emergency operation with open cooling circuit
closed-circuit cooling following failure of the cooling water supply
Drive end Non drive end Drive end Non drive end
Air vent with cover closed. Air vent with cover open.
Enclosure cover. Air cut-off plate before insertion.
Air vent with cover closed. Air cut-off plate, inserted and screwed tight.
Air-to-water cooler. Air vent with cover open.

The electrical version of the alternator remains (2) Changing over to closed-circuit cooling
unchanged. Operation should be changed back from emergency to
normal operation with air-to-water closed-circuit cooling
[Type I] as soon as possible in the reverse sequence described
Open the air vents at the non drive end for the air inlet above.
and at the drive end for the air outlet (Figs. 44 and 45 -
No. 3 & 5),
Remove enclosure or cover 2 (Fig. 44)
Insert air cut-off plate 6 (Fig. 45) into the slot in the
raised section on the housing on the hot air side of
the cooler and secure.
[Type II]
Open the air vents at the drive end for air inlet and at
the non drive end for air outlet (Fig. 46, No. 1 & 2)
Remove the access cover (Fig. 47, No. 7)
Insert air cut-off plate (No. 4) and secure inside of
cooler housing
Fig. 46 Normal operation with air-to-water Fig. 47 Emergency operation with open cooling circuit
closed-circuit cooling following failure of the cooling water supply
4 7
1 5 6
2
Drive end Non drive end Drive end Non drive end
4
4
Air vent with cover, closed Air vent, open

Air vent with cover, closed Air vent, open
Air-to-water cooler Access cover for
Air cut-off plate
>>
03 Maintenance
2) HFJ 6, 7 & HSJ 7 Type Detach the cover (No. 2) from the opposite side the
(1) Changing over to open-circuit cooling cooling water connections, insert the air-stop plate
On failure of the cooling-water flow, the following (No. 3) and secure with the screws provided.
operations are required to convert the generator for
emergency operation with open cooling. (2) Changing over to closed-circuit cooling
The electrical version of the generator remains Operation should be changed back from emergency to
unchanged. normal operation with air-to-water closed-circuit cooling
Detach louvered covers (No. 4) together with the as soon as possible in the reverse sequence described
closure plates (No. 5) at the drive and non drive ends, above.
remove closure plates and attach louvered covers in
their original positions (Fig. 48).
Fig. 48 Normal operation with air-to-water closed-circuit cooling
Drive end Non drive end
Cover for No 1.
Louvered cover (emergency operation).
Closure plate.
Fig. 49 Emergency operation with open cooling circuit following failure of the cooling water supply
Drive end Non drive end
Air-to-water cooling element.

Air-stop plate (emergency operation).
Louvered cover (emergency operation).

04 Trouble Shooting
4.1 Excitation Part for SPRESY 15 4.2 Excitation Part for 6 GA 2491
In the case of faults, it is advisable to check the voltage DANGER

controller, excitation equipment, and main machine with
Hazardous voltage
an exciter separately. Will cause death, serious injury, electrocution or property
For troubleshooting in the thyristor voltage controller, all damage.
the leads connecting excitation equipment and thyristor Disconnect all power before working on this equipment.
voltage controller must be disconnected, and if present,
the intermediate transformers of the droop-compensating
Troubleshooting shall be carried out according to
equipment secondaries short-circuited.
Table 4-3.
In this case, the generator voltage must rise above the
maximum reference value as given under "Description".
In this case, the thyristor voltage controller is defective.
Troubleshooting should be continued according to
Table 4-2.
DANGER
Hazardous voltage
damage.
If the voltage is not induced, either the excitation

equipment, the main machine or the exciter can be
defective. Troubleshoot according to Table 4-4.
Information concerning voltage values for the thyristor
regulator module is given overleaf and assists in the
location of faults.
Table 4-1. Excitation part

Terminal 20-14 < 30 V > 30 V
Terminal 15-14 about 1 V about 10 V about 1 V about 10 V
Fault Regulator Firing Firing Regulator
location
(Fig.14) module module module module
If the remnant should not be adequate for exciting the

generator, a D.C. voltage (6 to 24 V) must be connected
to terminals F1 and F2 (+ to F1, - to F2) for a short time.
Please note that the terminals F1 and F2 start carrying a
voltage as soon as self-excitation sets in.
When ordering spare parts please, state the type and
serial number of the generator, as they are shown on the
rating plate.
>>
04 Trouble Shooting
Table 4-2. Fault diagnosis chart for thyristor voltage regulators
Excessive voltage drop with load

Parallel operation
Narrow voltage control range

Circulation current under lower load
Defect with control module

Fault
Voltage control impossible
Voltage increase with load

Excessive reactive current
Voltage & current hunting
Higher droop & PF drop

Lower reactive current
Defect with thyristor
Lower max. voltage
No voltage built up
Voltage hunting
kVAr hunting
Different P.F
High voltage
Low voltage
Half voltage
kW hunting
Possible cause
No wiring link
Wiring link wrong point
AVR U wrong setting
Vr.TN wrong setting
Internal defect
Discontinuity
Power thyrister Blocking fail
Gate electrode fail
Discontinuity
Measuring
Internal defect
transformer [T7.T8]
Discontinuity
Reference value
Incorrect no-load setting
setter [VR]
Short circuit in leads
Improper contact at T/B
Discontinuity
Series resister [R1] Excessive resistance
Lower resistance
Discontinuity
Intermediate
transformer [T4.T5]
Discontinuity
Tandem Excessive resistance
potentiometer Lower resistance
[R2] Different resistances
Discontinuity
Reactor [L]1
Smaller reactor gap
Rectifier Discontinuity
transformer [T6] Improper tap setting
Steady rectifier Discontinuity
[V1] Burnt or internal defect
Rotating rectifier Discontinuity
Varistor Internal short circuit
Discontinuity
Current
transformers
Internal defect
[T1, T2, T3]
Setting to lower power
+F1 & -F2 Wrong polarity
Note: with high possibility, check first

Table 4-3. Fault diagnosis chart for thyristor voltage regulators
Excessive voltage drop with load

Parallel operation
Narrow voltage control range

Crculation current under lower load
Defect with control module

Fault
Voltage control impossible
Voltage increase with load

Excessive reactive current
Voltage & current hunting
Higher droop & PF drop

Lower reactive current
Defect with thyristor
Lower max. voltage
No voltage built up
Voltage hunting
kVAr hunting
Different P.F
High voltage
Low voltage
Half voltage
kW hunting
Possible cause
No wiring link
AVR U wrong setting
K, T, R47 wrong setting
Internal defect
Discontinuity
Power thyrister Blocking fail
Gate electrode fail
Measuring Discontinuity
transformer Internal defect
(AVR inside) Wiring link wrong point
Discontinuity
Reference value
Incorrect no-load setting
setter [VR]
Improper contact at T/B
Discontinuity
Series resister
Excessive resistance
[R48]
Lower resistance
Discontinuity
Intermediate
transformer [T4]
Discontinuity
Excessive resistance
Potentiometer
Lower resistance
(AVR inside) [S]
Different resistances
Discontinuity
Reactor [L1]
Smaller reactor gap
Rectifier Discontinuity
transformer [T6] Improper tap setting
Rotating rectifier Discontinuity
Varistor Internal short circuit
Discontinuity
Current
transformers
Internal defect
[T1, T2, T3]
Setting to lower power
+F1 & -F2 Wrong polarity
Note: with high possibility, check first
>>
04 Trouble Shooting
4.3 Main Machines and Exciters (HF. 5 and 6)
DANGER
Hazardous voltage
damage.
Table 4-4. Fault diagnosis chart for excitation equipments, main machines and exciters
Voltage Too warm
Electric fault symptoms deviates
from rated Main
Defective rectifier
value Exciter
machine
excitation fails
wing load duty
Transformer
No load follo-
conditions
Genetator
On-load
winding
winding
winding
winding
Reactor
Stator
Stator
Rotor
Rotor
Cause
Incorrect Overload
service
conditions or Speed deviating from set point
duty under
conditions
deviating from Excessive deviation from rated power factor
order Incorrect operation, e.g.paralleling with
specifications
2nd generator in phase opposition
Stator
Main machine
Rotor
Inter-turn fault
Stator
Exciter
Rotor
Stator
Main machine
Rotor
Winding
discontinuity
Stator
Exciter
Rotor
Defective rotating rectifier
No remanence
Inter-turn fault
Transformer
Winding discontinuity
Inter-turn fault
Single-phase
current transformer
Faults on Winding discontinuity
excitation
equipment Inter-turn fault
Reactor
Winding discontinuity
Capacitor Open or short circuit
Defective rectifier

4.4 Bearing Part
DANGER
Hazardous voltage
damage.
Table 4-5. Sleeve bearing

Defects
Possible cause Oil Large Remedy

Bearing Bearing Oil in
discolours temperature
overheats leaks machine
quickly variations
Oil aged or dirty Clean bearing housing; renew oil

Oil ring does not rotate evenly Straighten and deburr the ring or renew it
Excessive axial thrust or radial load Check alignment and coupling
Too little crest clearance 1) Rescrape bearing surface
Oil grooves too small or not wedge-shaped Refinish the oil grooves
Oil viscosity too high
Check Viscosity; change oil
Oil viscosity too low
Defective bearing surface Renew lining
Defective seals Renew seals
Incorrect oil discharge from sealing rings Clean return openings and grooves
Bearing too cold during start-up Preheat the bearing or oil
Gap between sealing cover and shaft too large Bush or replace the cover
Pressure compensation opening clogged Clean compensation opening
Forced-lubrication system failure Inspect system
Oil flow too high Readjust the flow rate; check oil discharge
1) Crest clearance = Inside diameter of bearing shells minus diameter of shaft.
Table 4-6. Roller bearing

Defects
Possible cause Bearing Bearing Oil in Remedy

overheats leaks machine
Felt sealing rings pressing on shaft Fit rings better into grooves or replace them
Strain applied from coupling Improve alignment of machine
Excessive belt tension Reduce belt tension
Bearing contaminated Clean or renew bearing, inspect seals
Ambient temperature higher than 40 Use special high-temperature grease
Lubrication insufficient Lubricate according to instructions
Bearing canted Check mounting conditions, install outer ring with lighter fit
Too little bearing play Fit bearing with larger play
Bearing corroded Renew bearing, inspect seals
Scratches on raceways Renew bearing
Scoring Renew bearing, avoid vibration while at a standstill
Excessive bearing play Install bearing with smaller play
>>
04 Trouble Shooting
4.5 Operating Procedure & Check Sheet for Exampls)

Trouble Shooting Full load zero (0) power factor = 4 droop.
Full load rated power factor (0.8 P.F) = 2.4 droop.
DANGER Unit power factor (1.0 P.F) = Generator voltage
is not dropped.
Hazardous voltage
damage.
Disconnect all power before working on this equipment. 2) Parallel running (for manual synchronizing)
After load testing of each generator, start No. 1 single
running and proceed to items , , , and of
1) Single running
4.5 1)
Start No.1 Engine at its rated speed.
If the synchro scope indicates a synchronized position,
Adjust No.1 generator voltage to its rated value at
insert the No. 2 circuit breaker carefully.
no-load using reference value setter (V.R), which is
mounted on control panel side. After adjusting the NOTE
voltage to its rated value, check the generator voltage
using a digital tester at switch board side. If synchronization fails, the generator can be damaged by
a transient current.
Repeat and of 4.5 1) for No. 2, No. 3 and No. 4
Please refer to synchronizing instructions of the switch
generators. board maker.
After completion of the no-load setting, read the
indicated value on the panel and record the results
Increase the load constantly from zero (0) to a rated
according to Table 4-7.
load.
Circuit breaker 'ON'.
Record the results according to Table 4-9.
Increase the load constantly from zero (0) to a rated
load (as much as possible) and record the results
NOTICE
according to Table 4-8.
Repeat and of 4.5 1) for No. 2, No. 3 and No. 4 A. Parallel running of No. 3 and No. 4 generator:
generaters. The method is the same as No. 1 & No. 2.
B. If the power factor and KVAR are unbalnced after
In general, the droop compensating method is used for
completion above the procedure, consult the generator
our generators for parallel running.
manufacturer using Table 4-9.
Generator voltage should be dropped in proportion to
the magnitude of the load.
Table 4-7. Single running

Item Ship No. No. 1 No. 2 No. 3 No. 4 Notes
R.P.M. or Hz
Voltage
After match the no-load voltage of each generator, dont adjust generator voltage (before, during and after parallel running)
Table 4-8. Single running

Item Ship No. kW Volt (V) R.P.M. (Hz) Current (A) Power Factor Notes
EACH
GEN.
(No. 1, 2...)
Table 4-9. Parallel running

Item Ship No. kW Volt (V) R.P.M. (Hz) Current (A) Power Factor Notes
No.1 & No.2, / / /
No.1 & No.3, / / /
No.1 & No.4, / / /
each condition. / / /
, , , , , , , , ,
No.1,
, , , , , , , , ,
No.2,
, , , , , , , , ,
No.3 & No.4,
, , , , , , , , ,

Memo
>>
HHIS-WZ-RE-005-04 06. 05. Designed by ADPARK
www.hyundai-elec.com
Head Office 1 Jeonha-dong, Dong-gu, Ulsan, Korea

Tel. 82-52-230-6601~23 Fax. 82-52-230-6995
Seoul HYUNDAI B/D, 140-2, Gye-dong, Jongno-gu, Seoul, Korea
(Sales & Marketing) Tel. 82-2-746-7541, 7583 Fax. 82-2-746-7648
Orlando 3452 Lake Lynda Drive, Suite 110, Orlando, Florida U.S.A. 32817
Tel. 1-407-249-7350 Fax. 1-407-275-4940
London 2nd Floor, The Triangle, 5-17 Hammersmith Grove London, W6 0LG, UK
Tel. 44-20-8741-0501 Fax. 44-20-8741-5620
Tokyo 8th Fl., Yurakucho Denki Bldg.1-7-1, Yuraku-cho, Chiyoda-gu, Tokyo, Japan 100-0006
Tel. 81-3-3212-2076, 3215-7159 Fax. 81-3-3211-2093
Cairo Apartment No. 503, 5th Fl., Bldg. No. 7 Block 2, 9th Division, El-nasr Road, New Maadi, Cairo, Egypt
Tel. 20-2-520-0148~9 Fax. 20-2-754-7528
Sofia 41, Rojen Blvd. 1271, Sofia Bulgaria
Tel. 359-2-938-1068, 936-0300 Fax. 359-2-936-0742
Yangzhong Lianzhong Avenue, Xinba Scientific and Technologic Zone, Yangzhong City, Jiangsu Province, China.(212-212)
(Jiangsu Hyundai Nanzi Electric Co., Ltd.)
Tel. 86-511-842-0666, 0212 Fax. 86-511-842-0668
Index
Page 1(1) Specific Plant Information 519
L23/30H
Description
Resilient mounting of generating sets ------------------------------------------------------519. 03 07H
Working Card
Fitting instruction for resilient mounting of GenSets -------------------------------------519- 03 .00 (27H)

Replacement of conicals ------------------------------------------------------------------------519- 03 .05 (01H)
Maintenance og conicals ------------------------------------------------------------------------
519- 03 .10 (01H)
Plates
Flexible external connections ------------------------------------------------------------------------51902- 01H

Conical element -----------------------------------------------------------------------------------------51903- 01H
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Description
Resilient Mounting of Generating Sets 519.03
L23/30H
Resilient Mounting of Generating Sets The support of the individual conical mounting can
be made in one of the following three ways:
On resilient mounted generating sets, the diesel
engine and the generator are placed on a common 1) The support between the bottom flange and
rigid base frame mounted on the ship's/erection the foundation of the conical mounting is made
hall's foundation by means of resilient supports, type with a loose steel shim. This steel shim is
Conical. adjusted to an exact measurement (min. 40
mm) for each conical mounting.
All connections from the generating set to the exter-
nal systems should be equipped with flexible con-
nections, and pipes, gangway etc. must not be
welded to the external part of the installation.
Resilient Support
A resilient mounting of the generating set is made

with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to
brackets on the base frame (see fig 1).
The setting from unloaded to loaded condition is

normally between 5-11 mm for the conical mounting.
The exact setting can be found in the calculation of

the conical mountings for the plant in question.
08028-0D/H5250/94.08.12
Fig 1 Resilient mounting of generating sets.
Fig 2 Support of conicals.
02.23 - ES1
519.03 Resilient Mounting of Generating Sets Description
L23/30H
2) The support can also be made by means of two Adjustment of Engine and Generator on Base
steel shims, at the top a loose shim of at least Frame
40 mm and below a shim of approx. 10 mm
which are adjusted for each conical mounting The resilient mounted generating set is normally
and then welded to the foundation. delivered from the factory with engine and generator
mounted on the common base frame. Eventhough
3) Finally, the support can be made by means of engine and generator have been adjusted in the
chockfast. It is recommended to use two steel factory with the generator rotor correctly placed in
shims, the top shim should be loose and have the stator, and the crankshaft bend of the engine
a minimum thickness of 40 mm, the bottom (autolog) within the prescribed tolerances, it is re-
shim should be cast in chockfast with a thick- commended to make an autolog before starting up
ness of at least 10 mm. the plant.
Irrespective of the method of support, it is recom-

mended to use a loose steel shim to facilitate a
possible future replacement of the conical moun-
tings.
08028-0D/H5250/94.08.12
02.23 - ES1
Working card
Fitting Instructions for Resilient Mounting of GenSets 519-03.00
L23/30H
L27/38

Shut-off fuel oil
Stopped lub. oil circulation
Press button (Blocking - Reset)
Description
Mounting and adjustment instruction for new

GenSets, and adjustment instruction for existing
plants. Hand tools
Ring and open end spanner, 22 mm

Starting position Allen key, 6 mm
Feeler gauge, 1-2 mm
The foundation should be welded and milled off Measurement tool
on shim surfaces. Hydraulic jack (if necessary)
Related procedure
Check of main beraings alignment

(autolog) 510-01.00
Replacement of conicals 519-03.00
Man power
Working hours : 2 Hours

Capacity : 2 Men
08028-0D/H5250/94.08.12
Spare and wearing parts
Data Plate No. Item No. Qty./
Data for pressure and tolerance (Page 500.35) 51903 013 1/conical mount.
Data for torque moment (Page 500.40) 51903 025 4/conical mount.
03.50 - ES1
519-03.00 Fitting Instructions for Resilient Mounting of GenSets Working card
L23/30H
L27/38
Mounting and Adjustment Instructions for 7) Turn all the internal buffers (2), see fig 1, to
New Generating Sets (Method 1) check that they can move freely.
Make Ready for Adjustment of Conical Ele- If all internal buffers Then
ments
Can move freely Let conical elements set-
If the conical elements have not been mounted by tle for 48 hours.
the factory, they must be mounted on the prepared
brackets on the base frame. In case they have been Cannot be moved Turn the four jacking bolts
mounted by the factory, please start with item number in the base casting clock-
2. wise or anticlockwise to
release the internal buffer.
1) Fit the conical elements to the bracket on the
base frame by means of four bolts screwed
into the tapped holes on the top casting (5), Adjustment of Conical Elements after 48
see fig 1. Hours Settling
2) Remove fixing bolt (7), spring washer (8) and After the conical elements have been deflected
top lock ring (6) from the conical element, see under static load for 48 hours, the laden height (H1)
fig 1. see fig 2, should be measured and compared to the
recommended laden height.
3) Position the four jacking bolts in the tapped
holes (9) see fig 1, in the base casting (1).
4) Position the jacking bolts with a through-going

of minimum 40 mm, see fig 2.
5) Lower the generating set until it rests com-

pletely on the foundation.
6) Check that all jacking bolts have full contact

with the foundation.
7 6
8 5
4
08028-0D/H5250/94.08.12
9 1
Fig 2 Conical mounting.

Fig 1 Conical element
03.50 - ES1
Working card
L23/30H
L27/38
8) Care must be taken, during levelling of the 12) Lift the generating set with crane or hydraulic
installation, to ensure that individual mount- jack.
ings are not overloaded. The variation in laden
height should not exceed 2 mm and should 13) Remove all the jacking bolts.
ideally be less. The laden height can be meas-
ured between top and base casting at H, on 14) Position each completed steel shim.
two sides (see fig 1).
15) Lower the generating set until it rests com-
Example: pletely in itself.
H1 + H2 + H3 ----- HN
Average = Number of conical elements 16) Number each steel shim together with each
conical element.
If Then
Adjustment of Internal Buffer
Difference exceeds Level the conical element
2 mm. by adjusting the jacking 17) Turn the internal buffer clockwise (downwards)
bolts - commencing with until it makes contact with the steel shim or
the conical element with foundation.
the largest deviation.
18) Turn the internal buffer anticlockwise (upwards)
Difference does not ex- The height of the steel until it obtains contact with the base casting.
ceed 2 mm shim can be measured.
This must be four full turns.
The difference between the two sides of a conical 19) Turn the internal buffer two full turns clockwise
mounting should not be more than 0.6 mm. (downwards) and check with a feeler gauge
between the base casting of the conical ele-
ment and the steel shim that the internal buffer
Measuring of Steel Shim (2), see fig 1, does not touch the steel shim or
foundation.
9) Measure the steel shim on several points to
obtain the highest possible accuracy during 20) Lock the internal buffer by remounting the top
preparation. lock ring (6) and turn it to the nearest thread
hole - then secure with fixing bolt (7) and spring
washer (8), see fig 1.
Fabricating Steel Shim
10) Make sure that the minimum height of the steel Mounting of Conical Elements on the Foun-
shim is 40 mm to secure a future replacement dation
08028-0D/H5250/94.08.12
of the conical element.

21) Drill four mounting holes in the foundation for
Drill the mounting holes in the steel shim according each conical element, either
to the conical base casting dimensions.
a) Mark the positions of the mounting holes on
the foundation through the conical element
Mounting of the Completed Steel Shim and the steel shim.
11) Turn the internal buffer anticlockwise until it (Re)move the set completely so that the mark-
contacts the base casting to secure the laden ings can be reached by drilling with conven-
height of each conical element. tional tools.
03.50 - ES1
L23/30H
L27/38
Place the set on its former position by aligning The drilling has to be done on beforehand and
it with the drilled holes. the set must be aligned with the foundation
holes before the work starts to avoid further
or removal of the set.
b) Drill the mounting holes in the foundation by 22) Fix all the conical elements and the steel shims
means of the drilling pattern from the installa- to the foundation with four bolts per conical.
tion drawing.
Note! After completion of all works the buffer clear-
ance must be checked, see points 17, 18, 19 and 20.
08028-0D/H5250/94.08.12
03.50 - ES1
Working card
L23/30H
L27/38

Shut-off fuel oil
Description

plants. Hand tools

Related procedure

(autolog) 510-01.00
Man power

Capacity : 2 Men

08028-0D/H5250/94.08.12
03.50 - ES1
L23/30H
L27/38
Mounting and Adjustment Instructions for 5) Position the jacking bolts with a through-going
New Generating Sets (Method 2) of minimum 10 mm, see fig 2.
Make Ready for Adjustment of Conical Ele- 6) Lower the generating set until it rests com-
ments pletely on the foundation.
If the conical elements have not been mounted by 7) Check that all jacking bolts have full contact
the factory, they must be mounted on the prepared with the foundation.
brackets on the base frame. In case they have been
mounted by the factory, please start with item number 8) Turn the internal buffer (2), see fig 1 to check
2. that it can be moved freely.
1) Fit the conical elements to the bracket of the

base frame by means of four bolts screwed If all internal buffers Then
into the tapped holes on the top casting (5),
see fig 1. Can move freely Let conical elements set-
tle for 48 hours.
A supporting steel shim with a minimum height of 40
mm, to secure a future replacement of the conical Cannot be moved Turn the three jacking
element, complete with tapped holes for three jack- freely bolts in the supporting
ing bolts and mounting holes drilled according to steel shim clockwise, or
conical base casting dimensions, is required. anticlockwise to release
the internal buffer.
2) Remove fixing bolt (7), spring washer (8) and
top lock ring (6) from the conical element, see
fig 1.
3) Position the supporting steel shim as per fig 2

and locate the conical element by means of
dowel pins.
4) Position the three jacking bolts in the tapped

holes in the supporting steel shim as per fig 2.
7 6
8 5
08028-0D/H5250/94.08.12
9 1

03.50 - ES1
Working card
L23/30H
L27/38
Adjustment of Conical Elements after 48 Drill the mounting holes in the steel shim according
Hours Settling to the mounting holes in the conical base casting and
the mounting holes in the supporting steel shim.
After the conical elements have been deflected
under static load for 48 hours, the laden height (H1)
see fig 2, should be measured and compared to the Mounting of the Completed Steel Shim
12) Lift the generating set 1 mm totally be means
9) Care must be taken, during levelling of the of the three jacking bolts.
installation, to ensure that individual mount-
ings are not overloaded. The variation in laden 13) Position each completed steel shim.
height should not exceed 2 mm and should
ideally be less. The laden height can be meas- 14) Re-lower the generating set by means of the
ured between top and base casting at H, on three jacking bolts until it rests completely in
two sides (see fig 1). itself.
Example:
Adjustment of Internal Buffer
H1 + H2 + H3 ----- HN
Average = 15) Turn the internal buffer clockwise (downwards)
Number of conical elements
until it makes contact with the steel shim or
foundation.
If Then
16) Turn the internal buffer anticlockwise (upwards)
Difference exceeds Level the conical element until it obtains contact with the base casting.
2 mm. by adjusting the jacking
bolts - commencing with This must be four full turns.
the conical element with
the largest deviation. 17) Turn the internal buffer two full turns clockwise
(downwards) and check with a feeler gauge
Difference does not ex- The height of the steel between the base casting of the conical ele-
ceed 2 mm shim can be measured. ment and the steel shim that the internal buffer
(2), see fig 1, does not touch the steel shim or
foundation.
The difference between the two sides of a conical
mounting should not be more than 0.6 mm. 18) Lock the internal buffer by remounting the top
lock ring (6) and turn it to the nearest thread
hole - then secure with fixing bolt (7) and spring
Measuring of Steel Shim washer (8), see fig 1.
08028-0D/H5250/94.08.12
10) Measure the steel shim on several points to

obtain the highest possible accuracy during Mounting of Conical Elements on the Foun-
preparation. dation
19) Remove the dowel pins.

Fabricating Steel Shim
11) Make sure that the minimum height of the steel each conical element, either
shim is 10 mm.
and the steel shims.
03.50 - ES1
L23/30H
L27/38
(Re)move the set completely so that the mark- The drilling has to be done on beforehand and
ings can be reached by drilling with conven- the set must be aligned with the foundation
tional tools. holes before the work starts to avoid further
removal of the set.
Place the set on its former position by aligning
it with the drilled holes. 21) Fix all the conical elements and the supporting
steel shims/steel shims to the foundation with
or four bolts per conical.
b) Drill the mounting holes in the foundation by 22) Weld the lowest steel shim of approx. 10 mm
means of the drilling pattern from the installa- height to the foundation.
tion drawing.
Note! After completion of all works, the buffer clear-
ance must be checked, see points 15, 16, 17 and 18.
08028-0D/H5250/94.08.12
03.50 - ES1
Working card
L23/30H
L27/38

Shut-off fuel oil
Description

plants. Hand tools

Related procedure

(autolog) 510-01.00
Man power

Capacity : 2 Men

08028-0D/H5250/94.08.12
03.50 - ES0
L23/30H
L27/38
Mounting and Adjustment Instructions for 5) Position the jacking bolts with a through-going
New Generating Sets (Method 3) of minimum 10 mm plus permitted thickness,
as specified from the chockfast supplier, see
Make Ready for Adjustment of Conical Ele- fig 2.
ments
6) Lowed the generating set until it rests com-
If the conical elements have not been mounted by pletely on the foundation.
the factory, they must be mounted on the prepared
brackets on the base frame. In case they have been 7) Check that all jacking bolts have full contact
mounted by the factory, please start with item number with the foundation.
2.
8) Turn the internal buffer (2), see fig 1, to check
1) Fit the conical elements to the bracket of the that it can be moved freely.
base frame by means of four bolts screwed
into the tapped holes on the top casting (5) see If all internal buffers Then
fig 1.
Can move freely Let conical elements set-
A supporting steel shim with a minimum height of 40 tle for 48 hours.
mm, complete with tapped holes for three jacking
bolts, four mounting holes and four tapped holes, Cannot be moved Turn the three jacking
drilled according to the conical base casting dimen- freely bolts in the supporting
sion, is required see fig 2. steel shim clockwise, or
anticlockwise and slacken
2) Remove fixing bolt (7), spring washer (8) and the four hold-down bolts
top lock ring (6) from the conical element, see to release the internal
fig 1. buffer.
3) Position the supporting steel shim as per fig 2

and locate the conical element by means of
four hold-down bolts.
4) Position the three jacking bolts in the tapped

holes in the supporting steel shim as per fig 2.
7 6
8 5
08028-0D/H5250/94.08.12
9 1

03.50 - ES1
Working card
L23/30H
L27/38
Adjustment of Conical Element after 48 Hours 11) Drill the mounting holes in the steel shim
Settling according to the mounting holes in the conical
base casting and in the supporting steel shim.
After the conical elements have been deflected
under static load for 48 hours, the laden height (H1)
see fig 2, should be measured and compared to the Adjustment of Internal Buffer
12) Turn the internal buffer clockwise (downwards)
9) Care must be taken, during levelling of the until it makes contact with the steel shim or
installation, to ensure that individual mount- foundation.
ings are not overloaded. The variation in laden
height should not exceed 2 mm and should 13) Turn the internal buffer anticlockwise (upwards)
ideally be less. The laden height can be meas- until it obtains contact with the base casting.
ured between top and base casting at H, on
two sides (see fig 1). This must be four full turns.
Example: 14) Turn the internal buffer two full turns clockwise
H1 + H2 + H3 ----- HN (downwards) and check with a feeler gauge
Average = Number of conical elements between the base casting of the conical ele-
ment and the steel shim that the internal buffer
(2), see fig 1, does not touch the steel shim or
If Then foundation.
Difference exceeds Level the conical element 15) Lock the internal buffer by remounting the top
2 mm. by adjusting the jacking lock ring (6) and turn it to the nearest thread
bolts - commencing with hole - then secure with fixing bolt (7) and spring
the conical element with washer (8), see fig 1.
the largest deviation.
Difference does not ex- The height of the steel Mounting of Conical Elements on the Foun-
ceed 2 mm shim and the chockfast dation
can be measured.
each conical element according to the sup-
The difference between the two sides of a conical porting steel shim/steel shim, either
mounting should not be more than 0.6 mm.
Measuring of Steel Shim and Chockfast and the shims.
08028-0D/H5250/94.08.12
10) The steel shim should be at least 10 mm high. (Re)move the set completely so that the mark-
ings can be reached by drilling with conven-
Check the minimum permitted thickness of chockfast tional tools.
for the load and surface of this application with
chockfast supplier. Place the set on its former position by aligning
it with the drilled holes.
Fabricating Steel Shim or
Make sure that the minimum height of the steel shim

is 10 mm.
03.50 - ES1
L23/30H
L27/38
b) Drill the mounting holes in the foundation by Make sure that the mounting bolts are isolated from
means of the drilling pattern. the chockfast.
The drilling has to be done on beforehand and Note! After completion of all works, the buffer clear-
the set must be aligned with the foundation ance must be checked, see points 12, 13, 14 and 15.
holes before the work starts to avoid further
removal of the set.
08028-0D/H5250/94.08.12
03.50 - ES1
Working card
Replacement of Conicals 519-03.05
L23/30H

Shut-off fuel oil
Description:
Replacement of conicals.
Hand tools:
Starting position: Ring and open-end spanner, 22 mm

Ring and open-end spanner, 30 mm
Safety precautions. Hydraulic jack
Related procedure:
Fitting instructions for resilient mounting.
Manpower: Spare and wearing parts:
Working hours : xxx hours Plate No Item No Qty/

Capacity : 2 men
08028-0D/H5250/94.08.12
Data:

96.03 - EO0S-G
519-03.05 Replacement of Conicals Working card
L23/30H
Replacement of Conicals
1. Loosen all conicals in one side. 3. Lift the GenSet until the steel shim can be
removed. This will give enough space for removing
damaged conical.
2. Mount a jack under the base frame, see fig 1.
4. Mount the GenSet conical.
Note! Conicals should only be replaced in pairs, see

fig 2 and plate 51903.
5. Lower the GenSet again.
6. Repeat items 1-5 for the other side.
7. Adjust the conicals, see Working Card 519-

03.00 "Fitting Instructions for Resilient Mounting of
GenSet.
Fig 1 Removal of conicals
08028-0D/H5250/94.08.12
Fig 2 The conicals must be pairs
96.03 - ES0S-G
Working Card
Maintenance of Conicals 519-03.10
L23/30H

Shut-off fuel oil
Description:
Control and adjustment of conicals.

Hand tools:
Ring and open-end spanner.

Feeler gauge, 1-2 mm.
Hexagon socket key 6 mm.
Starting position:
Related procedure:
Check of crankshaft deflection (autolog).
Manpower: Plate no Item no Qty/

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.27 - EO0S-G
519-03.10 Maintenance of Conicals Working Card
L23/30H
1. Visual Check 2.2. Result of Clearance Check
1.1. What to Check If Then
everything is OK check is completed

Check for oil deposits on the rubber element.
Check for loose mounting bolts. everything is not OK adjust conicals which do not com-
Check for damage in the rubber element. ply with the clearance demands
acc. to item 2.3. Recheck all con-
cals acc. to item 2.1.
1.2. Result of Visual Check
everything is still not OK replace conical acc. to
If Then
everything is OK continue to next conical

2.3. Adjustment of Conicals
oil deposits on rubber clean rubber element
element are observed a. Remove protective cap (No 10).
loose mounting bolts fasten mounting bolts
b. Remove fixing bolt (No 9) and top locking ring
damage to conicals replace conical according to (No 7).
is observed Working Card 519-03.05
c. Turn buffer clockwise until it makes contact
with the steel shim (No 1).
2. Clearance Check
d. Turn buffer anti-clockwise until it makes contact
2.1. What to Check with the conical base casting (No 2). This must be
done in four full rotations.
Check clearance on all conicals between steel shim
and internal buffer through the slot in the base e. Turn buffer two full rotations clockwise. This
casting of the conical (see fig 1) with a feeler gauge will ensure full vertical movement for the buffer.
of approx. 2 mm.
f. Check all conicals again.
g. Replace top locking ring, fixing bolt and protec-

tive cap etc.
08028-0D/H5250/94.08.12
Fig 1 Conical
96.27 - EO0S-G
Plate
Page 1 (2) Flexible External Connections 51902-01H
L23/30H
Item
Figure Designation Connection
No
Waste oil, outlet A3 018
Nozzle cooling oil, inlet A7 031
Nozzle cooling oil, outlet A8 043
Lubricating oil from separator, C3 055

inlet
Lubricating oil to separator, C4 067

outlet
Back flush from full-flow filter, C9 079

inlet
Lub. oil from by pass filter, C11 080

inlet
Lub. oil to by pass filter, outlet C12 092
Lub. oil overflow C15 102
Lub. oil supply, inlet C16 114
Venting to expansion tank F3 126
HT fresh water from F5 138

preheater, inlet
HT fresh water to preheater, F6 151

outlet
Fresh water for filling/draining F7 163
Inlet from expansion tank F15 175
Compressed air, inlet K1 187
Control air, inlet K2 199
Fuel oil, inlet A1 209
Fuel oil, outlet A2 210
96.03 - ES0S-G
Plate
51902-01H Flexible External Connections Page 2 (2)
L23/30H
Item
Figure Designation Connection
No
Oil vapour discharge, outlet C13 222
Lubricating oil from full-flow C7 234

filter, inlet
Lubricating oil to full-flow filter, C8 246

outlet
HT fresh water, inlet F1 258
HT fresh water, outlet F2 271
LT fresh water/raw water, G1 283

inlet
LT fresh water/raw water, G2 295

outlet
Seawater, Inlet G3 305
Seawater, outlet G4 317
96.03 - ES0S-G
Plate
Page 1 (2) Conical Element 51903-01H
L23/30H
08028-0D/H5250/94.08.12
Note! When ordering be aware that conical ele- Bemrk! Ved bestilling af conicals elementer skal
ments always should be replaced in pairs. State conicals elementer altid udskiftes parvis. Opgiv
manufacturing No of existing conical elements. fabrikationsnr. p eksisterende conicals elementer.
96.03 - EO0S-G
Plate
51903-01H Conical Element Page 2 (2)
L23/30H
Item Item
No Qty Designation Benvnelse No Qty Designation Benvnelse
013 4/M Screw Skrue
025 4/M Washer Skive
037 1/M Conical element Konisk understtning
049 4/M Adjusting screw Justerskrue
050 1/M Protecting cap Beskyttelseskapsel
062 1/M Fixing ring Fiksering ring
08028-0D/H5250/94.08.12
Qty/M = Qty/Conical mounting. Antal/M = Antal/Conical montering.
96.03 - EO0S-G
Index
Page 1(1) Tools 520
L23/30H
Description
Working Card
Application of Hydraulic Tools -----------------------------------------------------------------520- 01 .05 (02H)

Application of Hydraulic Tools for Con-Rod -----------------------------------------------520- 01 .06 (03H)
Application of Hydraulic Tools for Cylinder Head and Main Bearing ----------------520- 01 .06 (04H)
Hand Lever Pump --------------------------------------------------------------------------------520- 01 .07 (01H)
Maintenance of Hydraulic Tools --------------------------------------------------------------520- 01 .10 (01H)
Tightening with Torque Spanner ------------------------------------------------------------ 520- 01 .15 (01H)
Plates
STX Engine
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (7) Function of the Hydraulic Tools Edition 02H
General

Shut-off fuel oil
Safety hints andd function of hydraulic tools.
Starting position
Application of hydraulic tools 520-01.06
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

99.43 - ES0
Edition 02H Function of the Hydraulic Tools Page 2 (7)
General
Function of the Bolt Tensioning Device 8. The operation and handling of the device are to
be carried out by expert staff only.
In order to achieve an optimal result with one or
several devices, some rules have to be considered. 9. The given max. operation pressure is not to be
We expressly point out that a conscientious handling exceeded in any case and is to be watched at
of the device as well as the accessories is of highest the manometer of the pressure generator dur-
importance. To ignore these rules or separate hints ing the complete tensioning or loosening pro-
means danger to life or danger of injuries! See Safety cedure. When having achieved the given pres-
Hints. sure, stop the pressurization immediately.
10. During the pressurization when tensioning or

Safety Hints loosening the bolt connection, always watch
the admissible stroke of the device. Exceeding
Beside regarding the general accident-prevention this stroke is connected with insufficient gener-
rules, the safe handling of the device and the hydrau- ating of tensioning force because the device is
lic accessories demand especially the consideration tensioned in itselve or the hydraulic pressure is
of the following hints. When disregarding even single bleeded automaticly.
items, you can cause danger to life and/or danger of
injuries! 11. On principle, when connecting high-pressure
hoses it has to be taken care that the connec-
1. When leakages occur during the pressuriza- tions are correct (see also separate hints).
tion, bleed pressure immediately and seal the
leakage or replace defect parts. 12. The hydraulic hoses have to be installed in a
way that they are not run over by vehicles or
2. In case of repair, use exclusively original spare unnecessarily walked over by people. Never
parts. Inexpert substitution of damaged parts lay hoses across sharp objects (danger of
by non-original spare parts is prohibited. cuts) and never bend or jam them in.
3. All assembly parts are to be handled in corre- 13. Never hold or transport the device by using the
spondence to the working cards only. A change high-pressure hoses.
in the procedure or another operation of the
device is not allowed. 14. An incorrect working manometer that doesnt
show the right pressure leads to overstressing
4. Make sure that the components to be tensioned of the parts and to an incorrect bolt connection.
do not exceed the admissible strain. Apart from damaged parts an incorrect bolt
connection can also cause conditions that are
5. In order to use the device, the thread has to be danger to life. Therefore take care that the
sufficiently exceeding in order to avoid that the manometer shows the right value or the
turn of a thread cracks, see item 4. tensioning force is checked in an other way (for
example by using a master manometer).
08028-0D/H5250/94.08.12
6. During the pressurization the people involved Tensioning forces can be checked for example
have to remain in an appropriate distance. by measuring the linear deformation. Dam-
Staying in direction towards the bolt axis is aged manometers have to be exchanged im-
forbidden. mediately.
7. Tensioning pressures or tensioning forces are

to be given or changed by authorized person-
nel only while considering the admissible com-
ponent loads, see item 4.
99.43 - ES0
General
Working Hints
In order to achieve a bolt connection of high preci-

sion, it is vital to consider the following working hints:
- Prior to setting the device, clean all threads

and remove possible damages in order to
avoide a freeze on.
- The base plate for the device must be plain and

free of dirt. Further check the squareness
towards the bolt axis in order to avoid that the
bolt has a bending stress during the pressuri-
zation (tensioning).
- The stroke of the device may not at any point

be exceeded.
- For transporting the device it is necessary to

uncouple all high-pressure hoses. Fig. 1. Turnable connection unit.
- After each pressurization, bring the device

back to zero, see also Piston Return Stroke. Exchange of the Seals
Should leakages show up at the connection unit, it

Turnable Connection Unit might be necessary to exchange the seals.
For doing so, loosen the securing ring and take the
In order to simplify the connection of the hydraulic disc off the bolt nipple. Having removed the seals,
hose, a turnable connection unit is mounted on some clean the components with fluff-free cleaning mate-
devices. rial. You can also apply compressed air. Having
The turnable connection unit consists of the follow- checked the components for damages and oiled
ing components: them slightly, apply new seals by help of the entry
guide and reassemble the turnable connection unit.
- bolt nipple
- disc Hint: - For the cleaning, never use aggressive
- seal cleaning liquids.
- securing ring - For oiling the parts, use exclusively hydrau-
lic oil.
Furthermore, an entry guide is available or con- - For replacements, use exclusively new
08028-0D/H5250/94.08.12
tained in the scope of supply, see fig.1. seals.
Coupling of the High-Pressure Hoses
- Only couple when the hydraulic system is in a

pressureless condition.
- To produce a high-pressure connection, put

one coupling and one nipple into each other
while the coupling socket is pulled back. When
letting the coupling socket go, there is a form
fit barring the connection.
99.43 - ES0
Edition 02H
Function of the Hydraulic Tools Page 4 (7)
General
- By drawing the hose with a manual force of If necessary, turn back the device, but make sure
about 100 N make sure that the connection is that the max. admissible stroke of the device is not
correctly barred. exceeded. Beside that, it has to be ensured that the
cylinder and the support sleeve remain centrically
- For decoupling the high-pressure hose in a towards each other (consider centering shoulder).
pressureless condition, first pull back the cou-
pling socket and then take off the hose. Having made all hydraulic connections correctly,
see fig. 2, start the pressurization for the tensioning
procedure. If the necessary pressure is achieved
stop pressurization. The inducted force causes the
bolt to extend or an edging of the components to be
tensioned so that the main nut is lifted from the
flange. Screw it back to the flange, see fig. 3. Check
by help of a feeler gauge leaf whether the main nut
really fits tight to the flange. After that, bleed hydrau-
lic pressure. Now the connection is tensioned.
Fig. 2. Coupling of the high-pressure hoses.
Having brought the piston to its zero position, see fig.
4, the hydraulic hoses can be decoupled. In order to
Hoses with fast-lock coupling sockets avoid, also prevent impurities, it is advisable to close coupling
when uncoupled, that oil runs out. When the hoses sockets and coupling nipples at once by protecting
get heated, there can be an inside pressure in the caps. The device can be unscrewed from the bolt.
uncoupled condition making a coupling impossible.
By loosening one screw connection (see fig. 2) the
pressure can be bleeded
Always consider the safety and working
hints!
- To avoid a contamination use protecting caps

for the sockets. Loosening Procedure
In order to loosen an existing bolt connection, screw

Tensioning Procedure the device onto the bolt. First put the support sleeve
on the bolt and align it centrically to the bolt axis.
Prior to the tensioning procedure make sure that the When screwing on the device take care that the
components to be tensioned are correctly positioned support sleeve at the cylinder is correctly centered
towards each other. Then screw the device onto the (consider centering shoulder).
bolt.
The piston of the device must be at its zero position.
First put the support sleeve on the bolt and align it Having screwed the device down until the support
centrically to the bolt axis. When screwing on the sleeve or the support cylinder fits tight to the flange,
device take care that the support sleeve at the
08028-0D/H5250/94.08.12
turn back the device by at least the value (slit

cylinder is correctly centered (consider centering measure) which the bolt and the components spring
shoulder). back elastically during the loosening procedure.
Screw the device until the support sleeve or the Hint: The adjusted slit measure may never exceed
support cylinder fits exactly to the flange. The piston the admissible stroke of the device! Furthermore,
of the device must be at its zero position. Further- take care that the window for the adjusting rod are
more, take care that the hydraulic connector and the well accessible.
window for the adjusting rod is well accessible. Having made all hydraulic connections correctly,
see fig. 2, start the pressurization.
99.43 - ES0
General
During the pressurization, a slight turn-back momen- Hint:

tum is applied to the main nut with the adjusting rod.
At the moment, when the main nut can be loosened, a) Should it be impossible to unscrew the device
interrupt the pressurization. Should it not be possible after the depressurization, it has been turned
to loosen the main nut when achieving the original back by a too low measure prior to the pres-
tensioning pressure, interrupt the pressurization surization. Pressurize again until the original
immediately. Find the cause with expert staff. tensioning pressure is reached, turn the main
nut and bleed the pressure again (tensioning
Having achieved the loosening pressure, turn back procedure). Now you can turn back the device
the main nut by the value that the bolt and the further. (Attention: consider the admissible
components spring back during the loosening proce- stroke of the device!) Now repeat the loosen-
dure. The slit measure, however, must be lower than ing procedure explained above.
the slit measure adjusted at the device before, see
also hint b. b) Should it be impossible to loosen the main nut
after the depressurization, it has been turned
The main nut may never be turned back until it fits to back by a too low measure prior to the pres-
the piston or the cylinder since then the device can surization. Pressurize again and turn the main
be tensioned in itself. nut further back. Bleed the pressure again.
Having turned back the main nut, the pressure can Hint: Never screw the main nut back until it fits to the
be bled. The bolt connection is loosened. Before piston since the device can be tensioned in
unscrewing the device, bring the piston back to its itself.
zero position, see fig. 4. After that, the hydraulic
hoses can be decoupled. In order to prevent impuri-
ties, it is advisable to close coupling sockets and Adjustment and Turn Back of the Main Nut
coupling nipples at once by protecting caps. The
device can be unscrewed from the bolt. During the pressurization of the device, the bolt is

being extended by the tensioning force and the
Make sure that no operational forces (e.g. components are being edged. The result is that the
inner pressure) affect the components to be main nut does no longer fit to the flange.
loosened since only part of the bolts take over
these forces and thus the bolts, which are not Having achieved the necessary pressure, adjust the
yet loosened, might be overburdened. main nut - when tensioning - until it fits to the flange

again before bleeding the pressure, see Tensioning
The pressure when the main nut can be loos- Procedure. When loosening the bolts, turn back the
ened may never exceed the tensioning pres- main nut after the pressurization according to the
sure by help of which the connection was bolt and component deformations, (see Loosening
tensioned! Should it not be possible to loosen Procedure.
the main nut when reaching the original
tensioning pressure interrupt the pressuriza-
08028-0D/H5250/94.08.12
Hint: During the loosening procedure, never turn

tion immediately. Find the cause with expert back the main nut until it fits to the piston or the
staff. cylinder since the main nut sticks after the depressu-

rization.
Always consider the safety and working hints!
The main nut is equipped with several radial bores
where the adjusting rod can be put in. The main nut
is accessible through the window in the support
sleeve.
99.43 - ES0
520-01.05 Function of the Hydraulic Tools
Working Card
General
During the piston return stroke, considerable back-

pressures can occur in the piston area of the device
since quite large quantities of oil have to flow back
through the small cross sections of the high-pres-
sure connections.
In order not to unnecessarily increase the force for

the piston return stroke turn the piston slowly. On
principle the piston of the device has to be pushed
back until it fits to the cylinder again.
Exchange of the Seals

Fig. 3 Adjustment and turn back of the main nut.
Should leakages occur at the piston of the device, an
exchange of the seals might be necessary.
Piston Return Stroke Drive out the piston by carefully beating with a
hammer while using a plastic spacer in order to
After each pressurization it must be ensured that the protect the device from unnecessary damages. After
piston of the device is brought back to its zero removing the hydraulic connector, you can also
position. On principle, it has to be considered that carefully lead compressed air into the piston area.
hydraulic oil is being displaced from the piston area.
In order to enable the oil to flow back to the tank of Attention: Sudden input of compressed air can lead
the pressure generator, the corresponding hydraulic to the pistons uncontrolled outlet.
connections must be done. After removal of the piston, the seals and the backup
rings can be removed from the piston and the cylin-
The piston return stroke is done by a screw-down at der.
the bolt itself before the device is taken off.
Carefully clean the components with fluff-free mate-
Hint: When using fast lock coupling elements, the rial and check them for damages. If necessary, use
oils running out and thus a piston return stroke in an compressed air for the cleaning, but never aggres-
uncoupled condition is impossible! sive cleaning liquids. After that, slightly oil these
components with hydraulic oil and assemble new
backup rings as well as new seals to the piston and
the cylinder according to the drawing.
08028-0D/H5250/94.08.12
Fig. 4. Piston return stroke.
Fig. 5. Exchange of the seals.
99.43 - ES0
General
As shown in the picture, first assemble the backup

ring, then put the seal onto the backup ring. Piston
and cylinder can now be assembled again by putting
the components together. By slightly hammering on
the piston (with plastic spacer), it can be driven in
until it fits tightly to the cylinder (piston in its zero
position). It is essential that the piston does not tilt
during being driven in since this might damage the
seals as well as the components. When assembling
the piston it has to be taken care that the air can
come out of the piston area.
Maintenance and Storage
Regular maintenance of the device is not necessary,

but you should consider the following points:
a) Storage
After each operation, repair possible damages and

clean the device in order for it to be ready for the next
operation immediately. In order to avoid a corrosion
it is advisable to oil the device and especially its
thread. All coupling nipples, coupling sockets and
also loosened screw connections are to be closed by
protecting caps.
In addition, check the components of the device and

its accessories for completion.
Keep the device in the tool box also offering protec-
tion from mechanical damages.
The temperature must be between -20 C and +70 C
in order to exclude a damage of the seals.
b) Start-up of the device
Prior to the devices operation, repair possible dam-

ages and clean the device.
08028-0D/H5250/94.08.12
Check the components of the device and its acces-

sories for completion.
The operating manual has to be read by all users.
99.43 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Application of Hydraulic Tools for Connecting Rod 520-01.06
L23/30H

Shut-off cooling water See page 2
Shut-off fuel oil
Application of hydraulic tools for connecting rod.
Starting position
Function of hydraulic tools 520-01.05
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

00.20 - ES0
520-01.06 Application of Hydraulic Tools for Connecting Rod Working Card
L23/30H
This working card gives the information for application

of hydraulic tools, to be used in connection with
08028-0D/H5250/94.08.12
Fig 1 Connecting rod.
00.20 - ES0
Working Card Application of Hydraulic Tools 520-01.06
Page 1 (2) for Cylinder Head and Main Bearing Edition 04H
L23/30H

Shut-off cooling water See page 2
Shut-off fuel oil
Application of hydraulic tools for cylinder head

and main bearing.
Starting position
Function of hydraulic tools 520-01.05
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

00.20 - ES0
520-01.06 Application of Hydraulic Tools Working Card
Edition 04H for Cylinder Head and Main Bearing Page 2 (2)
L23/30H
This working card gives the information for application

of hydraulic tools, to be used in connection with
Please note:
The numbers refer to the
plate items in section 520.
08028-0D/H5250/94.08.12
Fig 1 Hydraulic tools.
00.20 - ES0
Working Card
Hand Lever Pump 520-01.07
General

Shut-off fuel oil
Application of hydraulic tools.
Starting position
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

99.43 - ES0
520-01.07 Hand Lever Pump Working Card
General
Warning: The hand lever pump is not equipped with Initial Start-up and Venting
a pressure relief valve.
Never use the pump without a mounted manometer. In general and venting
Always pay attention to the given pressure of the
connected pressure consumers. Do never exceed Please make sure that all parts of the pump, especially
this pressure or the max. pressure of the hand lever the manometer and the pressure port, are in a
pump. perfect condition. Defect parts are to be exchanged
against new ones immediately.
Important: Except for hydraulic oil, never use different
liquids such as petrol, water, diesel oil, alcohol or Turn the carrying handle with counter-clockwise
brake liquid, since these can lead to damages or rotation out of his fixing. Then turn it into the hand
even to destruction of the pump and/or the parts lever of the pump against the stopping face.
connected with it. Choose a place of assembling and
operation where the pump can always stand safe Attention: If the carrying handle is not srewed-in into
and firm on a horizontal plain. There should always the hand lever, it can cause injuries while using the
be sufficient space for operating the pump. i pump.
Never handle the pump lever with oiled hands and
never use hand lever extensions. Never expose the Open the oil filler cap and check the oil level. If
pump to great heat, fire or extreme coldness, since neccessary, fill up the tank with hydraulic oil according
this leads to damages or even destruction. Protect to IS0 VG 32. Never overfill the tank. Close the oil
the pump from falling objects and avoid hard blows filler cap.
or pushes. Open the tank breather with the square wrench
(included in the scope of supply) by about one turn.
Attention - Danger to life Now loosen the breather screw at the pump (see
Check the manometer of the pump for the needed drawing) with an allen key SW 2,5 by about one turn.
hydraulic pressure, given by an authorized person, Close the depressurization valve tightly. Now pump
not to be exceeded. Make sure that the pressure you at the hand lever until oil flows out of the breather
want to generate is also admissible for all connection screw bladder-free. Only then are you allowed to
parts. close the breather screw. The pump is now vented
and ready for operation.
All pressure connections and connecting elements
have to be clean and undamaged. High-pressure After each operation and for the transport, close the
connections from the pump to the tools have to be tank breather in order to avoid the hydraulic oils
established correctly prior to any pressurization. running out.
Disregard leads to danger to life. Please see working
card 520-01.06.
Pressurization
Attention - Danger on injuries
Loads being lifted by the pump may never be held by - Open the tank breather with the square wrench
the pump valves alone. Use additional non-return
08028-0D/H5250/94.08.12
approx. one turn.

valves or safety relief valves and secure the load by
sufficient support against falling. Remark: The pump is only to be operated with open
tank breather.
- Close the depressurization valve at the pump

when turning clockwise by handoperation.
Remark: The depressurization valve is designed for

manual operation. The use of any tools at the
depressurization valve could cause damages of the
valve or the valve seat.
99.43 - ES0
Working Card
Hand Lever Pump 520-01.07
General
- Pump at the hand lever until the wanted pres- Attention: Inside of the adjusting screw is another
sure is achieved. Check the pressurization at grub screw with inner hexagon (wrench size 4 mm)
the manometer and take care of possible to limit the stroke of the change-over piston inside of
leakages. the pump block. It is absolutely necessary, to screw
out the grub screw approx. 2 times before turning the
Remark: The pump is with two stages. The change adjusting screw!
from the first stage to the second stage happens
automatical at a system pressure of about 30 bar. The regulation of the adjusting screw follows gradually
in approx. 10 - steps. After everv adjusting step the
Attention: The pump is not equipped with an internal grub screw is to screw in until it fits closely and
pressure relief valve. The use of a manometer and approx. a l/4 turn to loosen.
the control of the system pressure during
pressurization is indispensable. Check by carefully pumping if the change-over pres-
sure wanted has been reached. If necessary, repeat
Attention: Do not stand directly over the moving line the procedure as described above.
of the pump lever. Under arising circumstances the
lever can hit back. To avoid accidents stand
sideways the pump.
Attention - High-pressure hydraulic

On principle, tihen leakages occur during the
pressurization, immediately release the hydraulic
pressure and seal the leakage or renew defect parts.
Depressurization
- Open the depressurization valve slowly by a

turn to the left.
- Make sure that the hydraulic pressure at the

manometer has been completely released.
Consider the returning time of the hydraulic oil.
Adjustment of change-over pressure from

stage 1 to stage 2
In exeptional case, it can be useful to adjust the

08028-0D/H5250/94.08.12
change-over pressure from stage 1 to stage 2 (factory

adjusted at approx. 30 bar).
Below of the pressure relief valve is an adjusting

screw with inner hexagon (wrench size 10 mm).
Turning out counter-clockwisely the adjusting screw
minimizes the change-over pressure, turning in
clockwise maximizes the change-over pressure.
99.43 - ES0
520-01.07 Hand Lever Pump Working Card
General
Analysis and Correction of Malfunction Pressure Port
Correction of malfunctions The pressure port of the pump is produced according

to our customers wishes. In addition, there is a
In case of malfunctions at the pump, the following variety of possibilities to connect the pump with one
points are to help you with the analysis of the or more pressure consumers. A selection of pres-
problem and correcting it yourself. sure ports please find in the annex.
For this, uncouple or unscrew all consumer and high-
pressure hoses from the pump. Attention - Danger to life
Prior to the pump s start-up please make sure that,
no matter which pressure port you chose, all
connection elements are in a perfect condition.
Malfunction Correction
Convince yourself of the fact that these are correctly
No pressurization 1. Check the oil level and, if connected and suitable for the necessary pressure.
necessary, fill it up as
described in chapter
Attention - High-pressure hydraulic
maintenance and storage.
2. Close depressurization valve. On principle, when leakages occur during the
3. Visual inspection whether pressurization, immediately release the hydraulic
there are leakages. If so, pressure and seal the leakane or renew defect parts.
seal them.
4. Vent the pump as described
in chapter initial start-up and
venting. Maintenance and Storage
Insufficient pressurization 1. Check the oil level and, if
necessary, fill it up, as
The pump should be lubricated frequently at the
described in chapter movable parts. Protect it from contamination because
(prior to any corrections, mainteance and storage. dirt in the oil or in the pressure port can lead to the
open de-pressurization 2. Close depressurization valve. pump s failure. A dry storage avoids the steel parts
valve and release hydraulic 3. Visual inspection whether ther
pressure completely) are leakages. If so, seal them.
getting rusty.
4. Vent the pump as described The storage and transport of the pump should always
in chapter initial start-up and be done in a horizontal position. Thus, you avoid a
venting. possibly necessary venting of the pump during its
Pressure drop 1. Visual inspection whether
start-up.
there are leakages. If so,
(prior to any corrections, seal them. For checking the oil level, please open the
open de-pressurization 2. Close depressurization valve. depressurization valve and let the oil completely flow
valve and release hydraulic
pressure completely).
back into the tank. Open the oil filler cap and fill up
hydraulic oil according to IS0 VG 32, if neccessary.
If the problem cannot be solved, please contact MAN Do not overcharge the tank. Close the oil filler
B&W Diesel Holeby. cap.
08028-0D/H5250/94.08.12
The use of the pump in a dirty area requires a regular

oil change. Fill the pump with clean hydraulic oil and
lubricate all moving parts (hinges) regulary.
99.43 - ES0
Working Card
Maintenance of Hydraulic Tools 520-01.10
L23/30H

Shut-off fuel oil
Description:
Maintenance of hydraulic tools and pressure testing

of hoses. Hand tools:
Allen key, 6 mm.

Clean lub. oil.
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Man power:
52021 430 Hydraulic tool.
Working time : 1/2 hour 52021 442 Hydraulic tool.
Capacity : 1 man 52021 299 Hydraulic tool.
52021 309 Hydraulic tool.
Data:

96.03 - ES0S-G
Edition 01H Maintenance of Hydraulic Tools Page 2 (2)
L23/30H
1) The hydraulic jacks require no maintenance
except replacement of defective sealing rings, each
of which consists of an o-ring and a back-up ring fitted
in ring grooves in the piston and cylinder.
The piston and cylinder are easily separated by taking

out the bleed screw and pressing the parts apart by
means of working air.
Work.
air
Compression tool
Fig 2.
Fit the sealing rings and lubricate with clean lub. oil.
Fig 1. The piston and cylinder are pressed together by
means of the tool supplied. See that the rings do not
get stuck between the piston and cylinder.
Make sure that there are no marks or scratches on the
sliding surfaces of the parts. The presence of metal
particles will damage the sealing rings. Pressure Testing of Hoses
2) The sealing rings are to be fitted with the o-rings To avoid working accidents caused by emission of
nearest to the pressure chamber and with the back-up pressure oil from the hydraulic hoses, the hoses
rings away from the pressure chamber. should be pressure tested at 1200 bar once a year.
Note: During the pressure testing the hoses must be

covered carefully.
08028-0D/H5250/94.08.12
96.03 - ES0S-G
Page 1 (2) Tightening with Torque Spanner Edition 01H
L23/30H

Shut-off fuel oil
Description:
Hand tools:
Starting position:
Related procedure:

08028-0D/H5250/94.08.12

Capacity : man
Data:

96.03 - ES0S-G
Edition 01H
Tightening with Torque Spanner Page 2 (2)
L23/30H
1) Before the nuts are screwed on, the threads and 7) For setting the spanner at the torque required,
the contact faces should be greased with copaslip or there is a ball on a small arm at the end of the handle.
similar, the tightening torques being based on a
coefficient of fiction in the threads. 8) When pulling the ball with the arm outwards, a
small crank handle is formed.
2) The nuts should fit easily on the thread, and it
should be checked that they bear on the entire contact A spring-loaded slide in the handle provided with a
face. mark which, when turning the crank handle, can be set
at the required torque on the scale.
3) In the case of new nuts and studs, tighten and
loosen the nuts 2 or 3 times so that the thread may The torque spanner functions are as follows:
assume its difinite shape, thus obviating the risk of
loose nuts. 9) The above-mentioned spring activates a pawl
system in the handle, and when using the spanner,
4) Nuts secured with a split pin are tightened to the this pawl system will be released when the pre-set
stated torque and then to the next split-pin hole. torque has been reached, at which moment a small
jerk is felt in the spanner and a small click is heard.
5) The following instructions apply to the use and
maintenance of the torque spanner. 10) The torque spanner must not be used for torque
higher than those stamped on it, and it must not be
damaged by hammering on it or the like.
Torque Spanner
6) The handle of the torque spanner is provided

with a scale indicating the torque at which the spanner
can be set.
Scale for torque Key for adjusting

moment of torque moment
Fig 1. Torque spanner.

08028-0D/H5250/94.08.12
96.03 - ES0S-G

Barclay S-1272 6l23-30h Manual

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Barclay S-1272 6l23-30h Manual

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Instruction book for :

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

Identification No for Description: 000.00

Identification No for Working Card: 000 - 00.00

Identification No for Plates: 00000 - 00 H

For ordering of spare parts, see page 600.50.

MAN B&W Diesel A/S, STX Engine Co., Ltd.

Main data for gensets ---------------------------------------------------------------------------500. 00

(Marine engines only)

It is important that all MAN B&W Diesel A/S engines

In accordance with Chapter I of the Code of Federal

Main Data for Engine Type L23/30H

Main Data for Alternator Make HYUNDAI

Main Data for Turbocharger Make ENPACO-MAN

Main Data for Governor Make WOODWARD

The book is a basic instruction manual for the

The first five sections (500-504) of the book serve as

The engine is divided into a number of main compo-

Each of these sections starts with technical de-

In particular, welding or work which causes spread-

Fire The opening of cocks may cause discharge of hot

Feeling over Turning with Air

Feel-over Sequence Check and Maintain

Engine Type Identification

MCR : Maximum continuous rating

ECR : Economy continuous rating

Front End Flywheel End

Exhaust Side / Right Side

Control Side / Camshaft Side / Left Side

Temperature Alarm High

Specification of letter code for measuring devices

1st letter Following letters

V Viscosity S Switching, Stop

Standard Text for Instruments

01 inlet to air cooler 05 outlet from alternator

10 inlet to engine 14B FW outlet air cooler

Lubricating Oil System

20 inlet to cooler 25 prelubricating

Charging Air System

30 inlet to cooler 35 surplus air inlet

Fuel Oil System

40 inlet to engine 45 fuel-rack position

Cooling Oil System

50 inlet to fuel valves 55

Exhaust Gas System

Compressed Air System

70 inlet to engine 75 microswitch for turning gear

80 85 microswitch for overload

91 natural gas - inlet to engine 95 voltage

General 4. Related procedures - indicates other works,

Experience with the specific plant/crew is to be used

1. Safety regulations, which MUST be carried out

3. Reference to work, which must be carried out,

Fig 1. Guidance instruction for working cards.

Time Between Overhaul

Readings of data for engine and alternor, with refe-

Inlet and exhaust valve - overhaul and regrinding of

Cylinder head cooling water space - inspection ............... n 505-01.45

Piston, Connecting Rod and Cylinder Liner:

Inspection of piston ......................................................... n 506-01.10

Piston pin and bush for connecting rod - check of

Connecting rod - retightening ........................................... 200 n 506-01.25

Cylinder liner - cleaning, honing and measuring ............... 506-01.35

Camshaft and Camshaft Drive: