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VOLUME 1
OPERATION AND DATA
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INSTRUCTION BOOK FOR MITSUI MAN-B&W
MC (MC-C) ENGINES

VOLUME I: "OPERATION"

This book forms part of following volume set:

Vol. I OPERATION AND DATA

Vol. II MAINTENANCE
Vol. Ill COMPONENTS DESCRIPTION (CODE BOOK)
Vol. IV COMPONENTS DESCRIPTION (ACCESSORIES)
Vol. V MANEUVERING SYSTEM

The purpose of which is to describe the operational, maintenance and design features of
the engines.

In addition, the various pages, plates and item numbers can be quoted in
correspondence, and when ordering spare parts.

All references to this instruction book should include the following data:

1. Name of vessel
2. Engine No. --, built by --
3. Page or plate number
4. Reg. number (if any)

As a consequence of the continuous development of MITSUI-MAN B&W

diesel engines, this instruction book has been made to apply generally to
all the above- mentioned MC engine types.

This means that the descriptions given in the different chapters refer to
standard systems. However, since each individual engine plant is built to
a "contract specification", deviations may be found in a specific plant.
Further details on the plant may be found in:

- Instruction book Vol. II MAINTENANCE

- Instruction book Vol. Ill COMPONENTS DESCRIPTION (CODE BOOK)

This book is subject to copyright protection. The book must not, either wholly or partly, be
copied, reproduced, made public, or in any other way made available to a third party,
without the written consent to this effect from MITSUI ENGINEERING AND
SHIPBUILDING CO., LTD.

MITSUI ENGINEERING AND SHIPBUILDING CO., LTD.

DIESEL ENGINE DIVISION

Head office
Tukiji 5-6-4, Chuo-ku, Tokyo 104, Japan
sales department tel. 03-3544-3625
fax. 03-3544-3063
Tamano factory
Tama 3-1-1. Tamano city. Okayama 706, Japan
business department
design department tel. 0863 23-2530
fax.0863 23-2769
CONTENTS

This instruction book is divided into NINE CHAPTERS - as listed below:

CHAPTER TITLE

701 SAFETY PRECAUTIONS AND ENGINE DATA

702 CHECKS DURING STANDSTILL PERIODS

703 STARTING, MANEUVERING AND RUNNING

704 SPECIAL RUNNING CONDITIONS

705 FUEL AND FUEL TREATMENT

706 PERFORMANCE EVALUATION & GENERAL OPERATION

707 CYLINDER CONDITION

708 BEARINGS AND CIRCULATING OIL

709 WATER COOLING SYSTEMS

Each CHAPTER is subdivided into separate sections and sub-sections.

For convenience, the main titles and topics are summarized on the first page(s) of
each chapter.
SERVICE LETTERS

In order to ensure the most efficient, economic, and up-to-date operation of our engines,
we send out "Service Letters" containing first-hand information regarding accumulated
service experience.

Such Service Letters can either deal with specific engine types, or contain general
instructions and recommendations for all our engine types, and are used as a guide
when we prepare up-dated editions of our future instruction books.

We would, therefore, like to draw your attention to the fact that new Service Letters could
be of great importance to the operation of the engine, and we recommend that the
engine staff file them in the relevant chapters of the present instruction book.
SAFETY PRECAUTIONS AND ENGINE DATA

CHECKS DURING STANDSTILL PERIODS

STARTING, MANOEUVRING AND RUNNING

SPECIAL RUNNING CONDITIONS

FUEL AND FUEL TREATMENT

PERFORMANCE EVALUATJON &. GENERAL OPERATION

CYLINDER CONDITION

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BEARINGS AND CIRCULATING OIL

WATER COOLING SYSTEMS

DATA
701-1

CHAPTER 701
SAFETY PRECAUTIONS AND ENGINE DATA

CONTENTS PAGE

Safety Precautions

General 701.02
Special Dangers: Warning 701.02
Cleanliness 701.02
Fire 701.02
Order/Tidiness 701.03
Spares 701.03
Lighting 701.03
Low Temperatures - Freezing 701.03
Check and Maintain 701.03
Entering the Crankcase or Cylinder 701.03
Turning Gear 701.03
Slow-turning 701.03
Feeling over 701.03
Sealing materials 701.04
701-2

Safety Precautions

General

Correct operation and maintenance, which is the aim of this book, are crucial points for obtaining optimum
safety in the engine room. The general measures mentioned here should therefore be routine practice for
the entire engine room staff.

Special Dangers: Warning

Keep clear of space below crane with load.

The opening of cocks may cause discharge of hot liquids or gases.

Think out beforehand which way liquids, gases or flames will move, and keep clear.

The dismantling of parts may cause the release of springs.

The removal of fuel valves (or other valves in the cylinder cover) may cause oil to run down onto the piston
crown. If the piston is hot, an explosion might blow out the valve.

When testing fuel valves, do not touch the spray holes, as the jets may pierce the skin.

Cleanliness

The engine room should be kept clean both above and below the floor plates.
Wipe the oil away on the floor plates to avoid slip.

If there is a risk of grit or sand blowing into the engine room, when the ship is in port, the ventilation should be
stopped and ventilating ducts, skylights and engine room doors closed.

Welding, or other work which causes spreading of grit and/or swart, must not be carried out near the engine
unless it is closed or protected, and the turbocharger air intake filters covered.

The exterior of the engine should be kept clean, and the paint work maintained, so that leakages can be
easily detected.

Fire

Do not weld or use naked lights in the engine room, until it has been ascertained that no explosive gases,
vapour or liquids are present.

If the crankcase is opened before the engine is cold, welding and the use of naked flames will involve the risk
of explosions and fire. The same applies to inspection of oil tanks and of the spaces below the floor.

Attention is furthermore drawn to the danger of fire when using paint and solvents having a low flash point.

Porous insulating material, soaked with oil from leakages, is easily inflammable and shcu!d be renewed.
See also: "Fire in scavenge air box" and "Ignition in Crankcase", Chapter 704 and "Sealing materials" in this
chapter.
701-3
Order/Tidiness

Hand tools should be placed on easily accessible tool box or panels. Special tools should be fastened in the
engine room, close to the area of application.

No major objects must be left unfastened, and the floor and passages should be kept clear.

Spares

Large spare parts should, as far as possible, be placed near the area of application, well secured, and
accessible by crane.
All spares should be protected against corrosion and mechanical damage. The stock should be checked at
intervals and replenished in good time.

Lighting

Ample working light should be permanently installed at appropriate places in the engine room, and portable
working light should be obtainable everywhere.
Special lamps should be available for insertion through the scavenge ports.

Low Temperatures • freezing

If there is a risk of freezing, then all engines, pumps, coolers, and pipe systems should be emptied of cooling
water.

Check and Maintain

Usualy check measuring equipment, filter elements, and lubricating oil condition.

Entering the Crankcase or Cylinder

Always ensure that the turning gear is engaged: even at the quay. the wake from other ships mav turn the
propeller and thus the engine.

Check beforehand that the starting air supply to the engine and the starting air distributor, is shut ctt.

In case of oil mist alarm, precautions must be taken before opening to crank case. (see Chapter 7C4 "Ignition
in Crankcase}

When turning is carried out, prepare to be able to stop it in any case.

Turning Gear

Before engaging the turning gear, check that the starting air supply is shut off, and that the indicator cocks
are open.

When the turning gear is engaged, check that the indicator lamp "Turning gear engaged in" has lit on.

Slow-turning

If the engine has been stopped for more than 30 minutes, slow-turning should always be effected, just
before starting in order to safeguard free rotation of the engine, see Chapter 703.

Feeling over
701-4

Whenever repairs or alterations have been made to moving parts, bearings, etc., apply the "Feel-over
sequence" (see Chapter 703) until satisfied that there is no undue heating (friction, oil-mist formation, blow-
by, failure of cooling water or lubricating oil systems, etc.).

Feel over after 10-15 minutes' running, again after 1 hour's running, and finally shortly after the engine has
reached full load. See Chapter 703: "Checks during Starting and Running".

Sealing Materials

Use gloves when removing 0-rings and other rubber/plastic based sealing materials, which have been
subjected to abnormally high temperatures.

These materials may have a caustic effect when being touched directly.

The gloves should be made of PVC or neoprene. Used gloves must be discarded.
SAFETY PRECAUTIONS AND ENGINE DATA

CHECKS DURING STANDSTILL PERIODS

STARTING, MANOEUVRING AND RUNNING

SPECIAL RUNNING CONDITIONS

FUEL AND FUEL TREATMENT

PERFORMANCE EVALUATION & GENERAL OPERATION

CYLINDER CONDITION

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J
' BEARINGS AND CIRCULATING OIL

WATER COOLING SYSTEMS

DATA
702-1

CHAPTER 702
CHECKS DURING STANDSTILL PERIODS

CONTENTS PAGE

1. GENERAL

1.1 Laid-up Vessels 702.02

A. REGULAR CHECKS DURING NORMAL SERVICE

A1. Oil Flow 702.02

A2. Oil Pan, and Bearing Clearances 702.03
A3. Filters 702.03
A4. Scavenge Port Inspection 702.03
AS. Exhaust Receiver 702.03
A6. Crankshaft 702.03
A7. Circulating Oil Samples 702.03
AB. Turbochargers 702.03
A9. Maneuvering Gear 702.04

B. CHECKS DURING REPAIRS

B 1. Bolts, Studs and Nuts 702.04

82. Chain Casing 702.04
83. Leakages and Drains 702.04
84. Pneumatic Valves in Control Air System 702.04
BS. Bottom Tank 702.04

C. CHECKS AFTER REPAIRS

C1. Flushing 702.05

C2. Piston Rods 702.0S
C3. Turning 702.05
C4. Turbochargers 702.0S
CS. Cylinder Lubricators 702.0S
C6. Maneuvering Gear 702.05
C7. Air Coolers 702.0S
702-2
CHECKS DURING STANDSTILL PERIODS

1. GENERAL

The present chapter describes how to check up on the condition of the engine while i1 is stationary.

Since the engine-room staff should always be well informed regarding the operational condition, it is
recommended that the results of the inspections are recorded in writing.

The work should be adapted to the sailing schedule of the ship, such that it can be carried out at suitable
intervals - for instance, as suggested in separate instruction book "Maintenance" "CHECKING AND
MAINTENANCE PROGRAMME".

The maintenance intervals stated therein are normal for sound machinery. If , however, a period of
operational disturbances occurs, or if the condition is unknown due to repairs or alterations, the relevant
inspections should be repeated more frequently.

The checks mentioned below follow a sequence which is suited to a forthcoming period of major repairs.

A. Checks A1-A9 should be made regularly during normal service.

Checks A1 to A9 should be coordinated and evaluated together with the measurements described in
Chapter 706.

B. Checks 81-85 should be made during the repairs

C. Checks C1-C7 should be made afterthe repairs

If repair or alignment of bearings, crankshaft, camshaft or pistons has been carried out. checks A1, A2 and A6
should be repeated.

Checks to be made just before starting the engine are mentioned in Chapter 703.

1.1 Laid-up Vessels

During the lay-up period (and also when laying-up the vessel), we recommend that our special instructions,
for preservation of main engine, are followed.

A. REGULAR CHECKS DURING NORMAL SERVICE

Check A1: Oil Flow

While the circulating oil pump is still running and the oil is warm, open up the crankcase and check that the oil
is flowing freely from all crosshead, crank pin and main bearings.

The oil jets from the axial oil grooves in the crosshead bearing lower shells should be of uniform thickness
and direction. Deviations may be a sign of "squeezed white - metal" or clogged-up grooves, see also
Chapter 708, Item 7. 1.

Check also that oil is flowing freely from bearings and spray pipes in the chain drive.

By means of the sight glasses at the piston cooling oil outlets, check that the oil is passing through the
pistons.
702-3
Check also the thrust bearing and camshaft lubrication.

NB: After a major overhaul of pistons, bearings, etc., this check should be repeated before starting the
engine.

Check A2: Oil Pan, and Bearing Clearances

After stopping the circulating oil pump, check the bottom of the oil pan for fragments of babbitt from the
bearings. If such fragments are found, judge which metal is damaged by observing the appearance and each
bearing clearance and repair it. w

Check crosshead, crankpin and main bearing clearances with a feeler gauge, and note down the values.

Make a corresponding check of the thrust bearing. Refer to Chapter 708,ltem7.1 for further information.

Check A3: Filters

Open up all filters, (also automatic filters), to check that the wire gauze and/or other filtering material is intact,
and that no foreign bodies are found, which could indicate a failure elsewhere.

Check A4: Scavenge Port Inspection

Remove any coke and sludge from the scavenge air ports and boxes. Inspect the condition of the piston
rings, cylinder liners, pistons, and piston rods, as detailed in Chapter 707.
Aux. blower and flap valves are also to be checked.

Note down the lubricating conditions etc., and whether the piston rings are intact and free in their grooves.

During this inspection the cooling water and cooling oil should be circulating through the engine so that
possible leakages can be discovered.

(In case of prolonged port calls or similar, the precautions mentioned in point C2 should be followed).

Check A5: Exhaust Receiver

Open up the exhaust receiver and inspect for deposits and/or any metal fragments. (which could indicate a
failure elsewhere). Inspect also the gas grid to make sure that it is clean and not broken.

Check A6: Crankshaft

Deflection measurements should be taken while the ship is afloat (i.e. not while in dry dock).
See Chapter: 708 "Alignment of main bearings"

Check A7: Circulating Oil Samples

Take an oil sample and send it to a laboratory for analysis and comments. (See Chapter 708 "Maintenance of
the circulating oil").

Check AS: Turbochargers

Unscrew the drain plugs, or open the cocks, at the bottom of the turbocharger housings.

This prevents the possible accumulation of rain water, which could cause corrosion in the gas ducts. and
partial wash-off of soot deposits, which again may result in unbalance of the turbocharger rotors.
702-4
Open inspection covers (if fitted) or remove the gas inlet pipe on the turbine side of the chargers, and check
for depostts on the turbine wheel and nozzle ring.
For NA type turbocharger, clean inside of the sealing air drain tank.

Check A9: Maneuvering Gear

Frequently check the movability of the system.

Disconnect the governor from the regulating gear by means of the impact handle in the engine side console.
Move the rod connections by the regulating hand wheel to check that the friction in the regulating gear is
sufficiently low.

Lubricating of the system (nearing and rod connections) should be carried out at intervals of about 4000
hours.

Regarding check of the governor, see the producer's special instruction.

Based upon the results of checks A 1-A9 combined with performance observations, it is determined if extra
maintenance work (other than that scheduled) is necessary.

B. CHECKS DURING REPAIRS

Check 81: Bolts, Studs and Nuts

Check all bolts, studs and nuts in the crankcase and chain casing to make sure that they have not worked
loose.

The same applies to the the holding-down bolts in the bedplate. Check that side and end chocks are
properly positioned.
Check all locking devices if installed.

Check 82: Chain Casing

Chains, wheels, bearings and rubber-bonded guide bars should be inspected, and the chain tensions
checked.
In case of the hydraulic damper is applied for the chain tensioning, check tt also.
see also "Maintenance" Chapter 906-2. 1.

Check 83: Leakages and Drains

Any water or oil leakages are remedied. Clean drain and vent pipes of possible blockages by blowing-
through.

Check 84: Pneumatic Valves in the Control Air System

Clean the filters.

Check BS: Bottom Tank

If not done within the previous year, the oil should be pumped out of the bottom tank and the sludge
removed.

After brushing the tank ceiling (to remove rust and scale), the tank is cleaned and the ceiling coated with
clean oil.
702-5

C. CHECKS AFTER REPAIRS

If repair or alignment of bearings, crankshaft, camshaft or pistons has been carried out, checks A 1, A2 and A6
should be repeated.

Check C1: Flushing

If during repairs (involving opening-up of the engine or circulating oil system) sand or other impurities could
have entered the engine, the oil should be circulated while by-passing the bearings.

This "flushing" is continued until all dirt is removed, and should be carried out as described in Chapter 708.

Check C2: Piston Rods

If the engine is to be out of service for a prolonged period, or under adverse temperature and moisture
conditions, the piston rods should be coated with clean oil, and the engine turned while the circulating oil
pump is running.

This should be repeated regularly in order to prevent corrosion attack on piston rods and crankcase surfaces.

Check C3: Turning

After restoring normal oil circulation, the movability of the engine is checked, by turning it one or more
revolutions using the turning gear. Lubricate the gear contact faces by grease at proper interval.

As regards the pneumatic exhaust valves, ensure that the air supply is connected and activate the air piston
before the camshaft oil pump is started. (See also Chapter 703).

Check C4: Turbochargers

Replace the drain plugs, (or close cocks) and re-fit the inspection covers.

Check C5: Cylinder Lubricators

Operate the "button pumps" until the cylinder oil is known for certain to be flowing from all the cylinder liner
lubricating orifices. The flow will be indicated by movement of the steel balls in the sight-tubes.

With the main piston in BOC, it is possible to detect the lub. oil flow to the cylinder liner through the
scavenging ports.

Check that all pipe connections and valves are tight. In case of pressure-tight type lubricator, balls might be
kept afloat when the leakage is large.

Check C6: Maneuvering Gear

See Check A9.

Check C7: Air Coolers

With the water cooling pump running, check if water can be seen through the drain system sight glass or at
the small drain pipe from the water mist catcher.

If water is found, the cooler element is probably leaking. In that case the element should be changed or
repaired.
SAFETY PRECAUTIONS AND ENGINE DATA

CHECKS DURING STANDSTILL PERIODS

STARTING, MANOEUVRING AND RUNNING

SPECIAL RUNNING CONDITIONS

FUEL AND FUEL TREATMENT

PERFORMANCE EVALUATION & GENERAL OPERATION

CYLINDER CONDITION

J
' BEARINGS AND CIRCULATING OIL

WATER COOLING SYSTEMS

DATA
703-1

CHAPTER 703
STARTING,MANEUVERING AND RUNNING

CONTENTS PAGE

STARTING-UP, MANEUVERING, CRASH-STOP,

AND ARRIVAL IN PORT

1. STARTING 703.03
2. ENGINE CONTROL SYSTEM 703.05
3. not included in this edition
4. CRASH-STOP 703.06
5. PREPARATIONS PRIOR TO ARRIVAL IN PORT 703.06
6. OPERATIONS AFTER ARRIVAL IN PORT 703.06
7. PREHEATING OF FRESH COOLING WATER 703.07
7.1 Preheating during Standstill periods
7.2 Starting with a cold Engine

STARTING DIFFICULTIES

TABLES 703.08
SUPPLEMENTARY COMMENTS 703.12

CHECKS DURING STARTING AND RUNNING

GENERAL 703.14
Check 1: Direction of Rotation 703.14
Check 2: Exhaust Valves 703.14
Check 3: Turbochargers 703.14
Check 4: Circulating Oil 703.14
Check 5: Cylinders 703.15
Check 6: Starting Valves on Cylinder Covers 703.15
Check 7: Pressures and Temperatures 703.15
Check 8: Cylinder Lubricators 703.15
Check 9: Feel-over Sequence 703.15
Check 10: Running-in 703.16
Check 11: Thrust Bearing 703.16
Check 11 A: Chain tightener 703.16
Check 12: Shut Down and Slow Down 703.16
Check 13: Pressure Alarms 703.16
Check 14: Temperature Alarms (Temperature Switches) 703.17
703-2

CONTENTS PAGE

Check 15: Oil Mist Detector 703.17

Check 16: Observations 703.17

DIFFICULTIES WHEN RUNNING

TABLES 703.18
SUPPLEMENTARY COMMENTS 703.20

MISCELLANEOUS
1. Grease 703.22
2. Governor Oil 703.22
3. Governor Failure/Erratic Regulation 703.22

PLATES
Changing over from Remote to Emergency Control 70301
Emergency Control, Connection of Regulating Shatt 70302

Appendix

Guidance Alarm Limits and Measuring Values

ME2876 (S-MC)
ME3421 (K/L-MC,K-MC-C)
ME2755 (L42/35MC)
ME3174 (S26MC)
703-3

STARTING-UP, MANEUVERING, CRASH-STOP, AND ARRIVAL IN PORT

The following descriptions cover the standard maneuvering system for the MC engines.

Since the maneuvering system supplied for a specific engine may differ from the standard system, separate
instruction book Volume 5 "Maneuvering System" should always be consulted when dealing with questions
regarding a specific plant.

1. STARTING

NB: Regarding' Preheating of fresh cooling water' and 'starting when the engine is not fully preheated', see
point 7, further on this chapter.

PREPARATIONS FOR STARTING UNDER NORMAL CONDITIONS

1 . Drain off the starting air system for water.

2. Drain off the control air systems for water at the air receivers and check the pressures.

Before starting the camshaft lub. oil pump, check that the air supply for the pneumatic
exhaust valves is opened, and that the air pistons are activated (on upper position).
This can be checked by operating the lifting/rotation check rod, mounted on each exhaust valve.

3. Start the lubricating oil pumps for:

3.1 Main Engine
3.2 Camshaft (in case of separate LO system)
3.3 Turbochargers (if fitted with separate lubricating system)

Check the oil pressure and the flow through the sight glasses for the piston cooling oil of main
engine and turbochargers.

4. Check that the cylinder lubricators are filled with the correct type of oil and that oil is emitted when
they are operated manually. See also Check CS, Chapter 702.
Cylinder lub. oil priming is to be carried out during engine turning.

To ensure an increased cylinder oil dosage during start, maneuvering and sudden load change, it
should be checked regularly during service that the Load Change Dependent lubricator functions
properly. See also the producer's special instructions.
In case that LCD system is not installed, check that the lubricator handle has been moved to the
vertical position or plus position by manual.

5. Start the cooling water pumps and check the pressures. See also point 7 further on in this Chapter.

6. For lubrication of the bearings and rod connections in the maneuvering gear, etc., See Check A9,
Chapter 702.

7. Turning

Turning should always be made at the latest possible moment before starting
and, under all circumstances, within the last 30 minutes.

To ensure against damage caused by fluid which may have collected in one of the cylinders, turn the
engine very slowly at least one revolution by means of turning gear before starting. Before
703-4
beginning the turning, obtain permission from the bridge.
During the turning, keep the indicator valves open and check that no fluid flows out of any of the
valves.

8. Disengage the turning gear.

Check that it is locked in the OUT position.
The indicator lamp for TURNING GEAR ENGAGED should now go out.

9. Lift the locking plate of the main starting valves to its SERVICE position. The locking plate shall
remain in its uppermost position when the engine is running and in its lowermost locked position
during repairs. Check the indicating light.

10. Before checking the regulating gear, close the shut-off valve of the starting air distributor to prevent
the engine from turning. Set the control selector on the emergency console to the EMERGENCY
position, free the regulating shaft from the governor and put it in direct connection with the
regulating lever on the emergency console, see Plate 70301.

This procedure is described on Plate 70302, items 1-3, see also separate instruction book
" Maneuvering System".

Turn the regulating hand wheel to increase the fuel pump index and check that all the fuel pumps
follow to the FUEL SUPPLY position. When the regulating handle! is back in the STOP position,
the fuel pump index must be in zero.

After checking, move the control selector back to REMOTE position, and connect the regulating
gear to the governor again, by moving the handle back to the normal position, where2iter the
shut-off valve to the starting air distributor is opened.

11. Start the fuel oil supply pump and check the pressure, see relevant pipe diagrams.
(If maneuvering to the quay has been carried out using heavy oil, the supply pump has been running
all the time. Check fuel oil temperature and viscosity.)

12. Switch on the electrical equipment in the control console.

13. Set switch for auxiliary blowers in position "auto" whereby the auxiliary blowers start with intervals of
1O sec.

14. Air-blow
Before beginning the air-blow and try engine, obtain the permission from bridge.
To ensure against damage caused by fluid which may have collected in one of the cylinders. air-
running is to be done keeping the indicator valves open.
Check that no fluid flows out of indicator valves.

If special slow-turning device is installed (option), the slow turning is carried out as follows:

Open the indicator valves.

Turn the slow-turning switch to slow-turning position.

Place the telegraph on DEAD SLOW in the desired direction of revolution.

Then move the regulating handle to the START position and, when the engine has moved
one revolution, draw the handle back to STOP position.
703-5
15. Close the indicator valves

16. Try engine

Engine starting is to be done once at ahead and astern directions respectively.
In both cases, the reversing of the displaceable rollers for the fuel pumps is to be checked.
After confirmation of fuel-running, stop the engine immediately.

Check that the individual air cylinders reverse the displaceable rollers for each fuel pump to the outer
position in both directions.

2. Engine Control System

Refer to separate instruction book volume 5 " Maneuvering System"

703-6
4. CRASH-STOP

This is a reversing of the engine when the ship's speed is high. Even when the engine has received a stop
order, it will continue to rotate ( at slowly decreasing rpm) because the velocity of the ship through the water
drives the propeller and thereby turns the engine.

Acknowledge the telegraph and give STOP order to the engine. Before giving the starting order, wait until
the engine revolutions have fallen to "REVERSING LEVEL" (below 35% of MCR r/min., depending on
engine size, and type of the ship)

Give the start order and allow starting air to the engine, until it has been braked and has come up again to
sufficiently high revolutions for fuel running in the desired direction. Then give order to run on oil. Check
that the direction of rotation is correct.
Owing to "conflict" between the wake and the propeller, heavy hull vibrations may occur. Therefore, the
engine speed should be kept low during the first few minutes after start.

If the ship's speed is too high when crash-stop attempt is made, do not lose starting air by allowing the
starting attempt to be too long. Give the engine a new STOP order and wait until the engine revolutions
have fallen still further before making a new starting attempt.

In case of crush stop attempt, the governor limiters is canceled. If not canceled automatically, it should be
canceled by manually.

Regarding crash stop during bridge control, see special instruction book for the bridge control system in
question.

5. PREPARATIONS PRIOR TO ARRIVAL IN PORT

An hour before the first maneuvers may be expected, decide whether change-over to diesel oil should be
made, or whether the harbour maneuvers shall be carried out on heavy fuel. See Chapter 705 "FUEL AND
FUEL TREATMENT" point 4.3 "Fuel Change Over".

Special attention should be paid to pcssible environmental legislation requirement for the use of fuel with
high sulpher content when arriving at and leaving a port, see also chapter 705, Item 4.3.

Start an additional auxiliary engine to ensure a power reserve for the maneuvers. After a long trip, it is
recommended , before arrival in port, to make a reversing test, to ensure that the starting valves and
reversing mechanism are working. Just before the maneuvering, blow off any condensed water from the
starting air and control air systems.

6. OPERATIONS AFTER ARRIVAL IN PORT

When the signal FINISHED WITH ENGINE has been received in the engine room, it is recommended to test
all the starting valves for leakage. Permission from the bridge should always be obtained before doing this,
and the turning gear must be disengaged, as a leaky valve may cause the engine to turn.

Stop the camshaft lubrication pump.

Check that the auxiliary blowers are stopped.

Close the valve to the starting air distributor, open the indicator valves and change over to running
from the emergency console.

Active the emergency start valve , whereby starting air, but not control air, is admitted to the starting
703-7
valves. If air blows out of any of the indicator valves , the starting valve of the respective cylinder is
leaky and must be overhauled.

After leakage-testing of the starting valves, lock the main starting valve in its lowest position (by means of the
locking plate) .
Close and vent the control and safety air systems.

If the last maneuvers are executed on diesel oil, stop the fuel oil pumps. If they are executed on heavy fuel,
the circulation is to be continued through the system, possibly at a reduced temperature, see Chapter 705,
'Fuel Treatment', Item 3.2.

Note that cold heavy fuel oil may be difficult or even impossible to pump.

The circulating oil pump and the freshwater pump(s) should be run for minimum 15 minutes after stopping
the main engine. This avoids overheating of cooled surfaces of the combustion chambers, and to
counteract the formation of carbon deposits in piston crowns.

7. Preheating of fresh Cooling Water

7.1 Preheating during standstill periods

During shorter stays in port (i.e. less than 4-5 days) it is recommended that the engine is kept preheated.

This is in order to prevent corrosive attack on the cylinder liners, particularly during starting-up.

The cooling water outlet temperature should be kept as high as possible - at least 50"C before starting up -
either by means of the auxiliary engine cooling water, or by means of a built-in preheater.

For details regarding "preheating of cold engine", we refer to Chapter 709 - Plate 70904.

7.2 Starting with a cold Engine

Normally, as a standard, a minimum engine temperature of 50"C must be attained before the engine is
allowed to start up, in accordance with our normal starting-up procedure, see Plate 70904.

In exceptional cases a minimum of 20"C can be allowed. Under such special circumstances the engine can
run slowly up, to 90% of MCR speed, in accordance with our starting-up procedure.

However, for running between 90% of MCR speed and 100%MCR power, an engine temperature of
minimum 50"C is required.

The time interval required, for increasing the engine temperature from 20"C to 50 =c, will depend on the
amount of water in the system, and on the engine load. See Plate 70904.

In addition, we recommend that, in the region 90% of MCR speed to 100% MCR power, the load should be
increased slowly - i.e. over a period of 30 minutes or more.

NB: The above considerations are based on the assumption that the engine is well run-in.
703-8
STARTING DIFFICULTIES

Starting Difficulties- See SUPPLEMENTARY COMMENTS and information on PAGE 703.12 and 13

Difficulty Point Possible Cause Remedy

Pressure in starting air receiver too Start the compressors. Check that
1
low. they are working properly.
2 Valve on starting air vessel closed. Open the valve.

3 Valve to starting air distributor closed. Open the valve.

Check the pressure. (normally ?bar)
4 No pressure in the control air system. If too low, change over to the other
reducing valve and clean the filter.
Main starting air valve (ball valve)
5 Litt locking plate to working position.
locked in closed position.
Main starting air valve (ball valve)
6 does not function owing to turning Disengage the turning gear.
gear interlock
7 Control selectors are wrongly set. Correct the setting.
Lubricate and make the shaft
Engine fails to turn movable so that the distributor has an
The starting air distributor has not
on starting air after 8 easy axial movement. Check the air
activated its end stop contact.
"start"order has cylinder and end stop contact and
been given. adjust these.
Lubricate and make the pistons
Pistons in starting air distributor
9 movable. Overhaul the starting air
sticking.
distributor.
Check the timing marks, see
10 Distributor wrongly adjusted.
'Maintenance' proc.,907-2.
Sticking control valve for starting air Overhaul the control valve slide.
11
distributor.
Pressure-test the valves. Replace or
Starting air valves in cylinder covers
12 overhaul defective valves. see also
defective.
page 703.6 ltem6
Control signal for starting does not Find out where the signal has been
13
reach the engine. stopped and correct the fault.
Pressure switch "PFZ" does not
send "Fuel-off" signal. (under bridge
14 Locate the fault and rectify the cause.
control)

Coil of solenoid valve for the desired

See 'Bridge Control' Instruction
15 rotation direction does not receive
manual.
voltage.
Engine does not
reverse when order By loosening one copper pipe at a
is given. Control air signal for the desired time on the signal's route through the
16 rotation direction does not reach the system, find the detective valve or
engine. pipe which stop the signal. Repair or
replace the valve.
703-9
Starting Difficulties cont. - See also PAGE 703.12 and 13

Difficulty Point Possible Cause Remedy

Set the adjustment screw for 'slow-
'Slow -turning' {option) of engine
17 turning' so that the engine turns as
adjusted too low.
slowly as possible without faltering.
Engine turns too 'Slow -turning' (option) is not canceled See 'Bridge Control' Instruction
18
slowly (or (automatic control). manual.
unevenly ) on 19 Faulty timing of starting air distributor. Check the timing, see also point 10.
starting air.
Pressure-test the valves for
Defective starting valves in cylinder leakage, see also page 703.6 item
20
covers. 6. Replace or overhaul the defective
valves.
Find the cause of the stop-order
21 Puncture valves not dearated.
and correct the fault.
Check the pressure and
22 Shut down of engine.
temperature and find the cause.
Lubricate the maneuvering gear.
Sluggishness in the maneuvering Ensure that the fuel pumps, rod
23
gear. connections and bearings are
movable.
Engine turns on Check the rod connections. Check
starting air but Faulty adjustment of maneuvering that the fuel pump index
24
stops, after gear. corresponos to "Adjustment on test
receiving order bed", see under Chapter 701.
to run fuel. Governor air booster does not supply
See the Governor instructions.
25 oil pressure during the starting period.
(Woodward governor only.)
The pre-set speed setting pressure to
The pressure shall be set between
the governor is set too low, or for too
26 1.6 and 2.0 bar, and maintained for
short a period. (Woodward governor
about 6 second.
only.)
Automatic running; Adjust the
Engine runs too long, on starting air,
starting level, see plate 70340 and
so the governor has time to regulate
27 70305.
the pump index downwards, before
Manual running:
running starts on fuel oil.
Shorten the starting air period.
703-10
Starting Dlfflcultlescont. - See also PAGE 703.12 and 13

Difficulty Point Possible Cause Remedy

Electric governor
See the governor instruction book.
See also 'Governor failure I erratic
Regulation' under Miscellaneous,
further on in this chapter.
instructions
Engine turns on
WQQdward gQvernQr: Check that
starting air but
the governor functions with the
stops, after
receiving order to 28 Fault in Governor correct oil pressure.
run fuel.
Check that the limiting functions in
(cont.)
the governor\ are adjusted
correctly.

Deflection at the starting moment

shall be about 6 on the terminal
lever scale.For further fault-finding,
see the Governor instructions
Wait and try start again, as fuel
Air contamination in fuel pump or fuel
29 valves have auto deaeration
valve
function.
Increase the pressure or/and clean
30 Too low fuel pressure.
the filter.
Detective suction valve or puncture
31 Change or repair it.
valve in fuel pump.
Sticking fuel valve spindle due to
32 Tighten correctly.
Engine turns on incorrect tightening.
starting air, but 33 Worn fuel pump plunger/barrel. Change the plunger/barrel.
no fuel Injection Separate water and carry out
occurs due to too 34 Too much water in fuel.
recirculation.
low fuel pump
Check the atomizer hole. Overhaul
index. Detective fuel valve or fuel valve
35 the fuel valve. Change the fuel
atomizer.
valve.
Check piston rings through
Starting with compression under
36 scavenging port. Check the
22bar.
exhaust valve leakage.
Check the fuel pump lead and fuel
37 Fuel inje ction timing is too low.
valve opening pressure.
Heat up according to fuel viscosity.
38 Too high viscosity of fuel oil.
See Chapter 705.
703-11
Starting Difficulties cont. - See also PAGE 703.12 and 13

Difficulty Point Possible Cause Remedy

Check the aux. blower running.
Clean air/gas passage. Check the
39 Insufficient scavenging.
TIC revolution before fuel injection
Blow from start.
cylinder safety By scavenging port port inspection,
valve due to first check the the liquid on piston top.
Ignition Is too 40 Oil on piston crown. If it came from fuel valve. replace
fast. the valve.
Drain of the oil.
Sluggishness in the maneuvering
41 Lubricate the maneuvering gear.
gear.
42 Auxiliary blowers not functioning Start Aux. blowers.
Check the level of scavenge air
limiter.
Check the scavenging air pressure
Scavenge air limit set at too low level.
43 and the exhaust gas pressure at
the actual load. Compare the
pressure with shop or sea trial
observations.
Engine turns on
fuel, but runs 44 Fuel filter blocked. Clean the filter.
unevenly Increase the pressure.
45 Too low fuel pressure.
(unstable) and ...
will not pick-up Check suction valve and puncture
rpm. valve in fuel pump.

Check the individual index, if no

index, check the rod connections
46 One or more cylinders not firing.
and the safety shutdown system.

If fault not found, change fuel

valves.
703-12
STARTING DIFFICULTIES - SUPPLEMENTARY COMMENTS

The "Starting Difficulties" table give some possible causes of starting failures, on which the following
supplementary information and comments can be given.

Point 1

The engine can usually start when the starting air pressure is above 1 O bar. The compressors should,
however, be started as soon as the pressure in the starting air receiver is below 25 bar.

When the starting air pressure is low (about 1 O bar), the engine could become unable to start even the
starting air pressure is above the minimum starting possible level.

For an example, when the AS start was tried, if by any reason the engine did not start properly, and then if the
AH start was tried later, such phenomenon could occur. It is because the air which came into the cylinders at
AS try is compressed and disturb the crank rotation at the next AH try. Under such situation the engine can
not be started in neither direction.

Therefore it is necessary to open the indicator valves when such condition occurs.

Points 12 and 20

The testing procedure to determine that all starting valves in the cylinder covers are closed and are not
leaking is described in "Operations after arrival in Port" earlier in this Chapter. If a starting valve leaks during
running of the engine, the starting air pipe concerned will become heated. When this occurs, the starting
valve must be replaced and overhauled, possibly replacing the spring. If the engine fails to start owing to the
causes stated under 12, this will usually occur in a certain position of the crankshaft.

If this occurs during maneuvering, a reversing must be made as quickly as possible in order to move the
crankshaft to another position, after which the engine can be started again in the direction ordered by the
telegraph.

Point 13

Examine whether there is voltage on the solenoid valve which controls the starting signal.

If the solenoid valve is correctly activated the cause might be on pneumatic side. Trace the fault by loosening
one copper pipe at a time on the route of the signal through the system, until the valve blocking the signal
has been found. The failure can be due to a defective valve, or to the causes mentioned under points 8, 11
and 13.

Point 22

If the shut-down is owing to overspeed, cancel the shut-down impulse by moving the regulating handle to
the STOP position, whereby the cancellation switch closes, and the puncture valve is vented.

If the shut-down is owing to too low pressure or too high temperature, remedy the cause and bring these
back to their normal level. The shut-down impulse can then be canceled by moving regulating handle to
STOP position.

Point 23 and 41

When the regulating handle is set to start position, the pump index should be high enough and the engine
703-13
speed should be high enough to ignition. Therefore, the fuel rack movement should be quick. If the
maneuvering gear ,especially the regulating shaft, has high friction, however, the movement becomes
slower and the index becomes lower. Lubricate and make them smooth.

Point 29

In case of air is contaminated in the fuel system, fuel valve may be sticking or spring may be broken.
Too high temperature of heavy fuel may cause same phenomena because the gas is separated from the fuel.
If fuel valve sticking is found, replace and overhaul it. Check that there is no fuel on the piston crown.

Point 30

As for setting fuel oil pressure, see the "heavy fuel operation" in chapter 705.
Too low fuel oil pressure might be caused by blocking of the filter(s), opening by-pass valve of the supply
pump or fuel oil high viscosity due to insufficient heating.

Point 35

If fuel is is injected by detective fuel valve or worn atomizer, atomizing is insufficient and it may cause poor or
too fast ignition.

Point 36

In order to ignition, the compression pressure should be above 22 bar. This is checked by taking indicator
card during starting.
Check piston rings of the cylinder of which compression is too low by scavenging port inspection.
If the piston rings are in good order, check the exhaust valve seat and replace it.

Point 37

When new fuel oil of different properties is used, readjustment of fuel pump timing may be necessary.
There is a possibility that cam(s) may be slipped on the shaft and the timing is changed.
Too high opening pressure of fuel valve may cause delayed injection.

Point 40

The oil on piston crown is normally from detective fuel valve(s). However, in rare case, it may be lubricating oil
from cracked piston crown. As this might cause serious damage, check the leakc.;e and repair it.
703-14

CHECKS DURING STARTING AND RUNNING

GENERAL

This section enumerates checks to be made immediately after starting, during load increase, and during
normal running. The checking sequence has been arranged accordingly.

In order to cover all circumstances, it is assumed that the engine has been out of service for some time, for
instance due to repairs, and that "Checks during standstill periods" have been carried out as described in the
previous Chapter 702.

After such an out-of-service period, starting-up is usually performed as a quay- trial. Prior to this, it must be
ascertained that:

1. The harbour authorities permit quay-trial.

2. The moorings are sufficient.

3. A watch is kept on the bridge.

Whether or not a quay-trial is carried out, the following checks must be performed (in the stated order). in
addition to the normal surveillance and recording.

Checks 1- 8 should be made Immediately after starting.

Checks 9-10 are carried out during the running-up of the engine, but only if required due to repairs or
alterations.

Checks 11-16 are taken shortly after reaching stable running conditions, and then at suitable
intervals during the running.

NB: As regards running-in procedures - see check 1o.

Check 1: Direction of Rotation

Ensure that the direction of propeller rotation corresponds to the telegraph order.

Check 2: Exhaust Valves

See that all exhaust valves are operating correctly.

NB: The movement indicators should be engaged before starting-up, and disengaged after checking the
movement.

Check 3: Turbochargers

Ensure that all turbochargers are running.

Check 4: Circulating Oil

Check that the pressure and discharge are in order (main engine and turbochargers).
703-15
Check 5: Cylinders

See that all cylinders are firing.

Check 6: Starting Valves on Cylinder Covers

Feel over pipes. A hot pipe indicates leaking starting valve.

Check 7: Pressures and Temperatures

See that everything is normal for the engine speed. In particular: the circulating oil (bearing lubrication and
piston cooling), camshaft lubricating oil, fuel oil, cooling water, scavenging air and maneuvering air.
Refer to Appendix "Guidance Alarm Limits and Measuring Values"

Check 8: Cylinder Lubricators

Make sure that the lubricators are working and the oil is fed from all lub. points by sight glass. Check the oil
levels in the center glass, and the feeder tank.

Check the actuators on the Load Change Dependent lubricators are in the position for increased cyl. lub. oil
dosage during starting and maneuvering. See the producer's special instructions.

NB: The lubricator pump stroke should be occasionally checked by measuring the free movement of the
adjustment screw, which corresponds to the pump stroke.
Follow the producer's special instructions for checking and adjusting the pump stroke.

Check 9: Feel-over Sequence

If the condition of the machinery is uncertain {e.g. after repairs or alterations), the "feel-over sequence"
should always be followed, i.e.:

a) After 15-30 minutes' running on SLOW (depending on the engine size):

b) again after 1 hour's running:
c) at sea, after 1 hour's running at service speed:

the engine is stopped. the crankcase is opened, and the moving parts listed below are felt over (by
hand or with a "Thermo-feel") on sliding surfaces where friction may have caused undue heating.

During feeling over, the turning gear must be engaged, and the main starting valve and the starting air
distributor must be blocked.

Feel:
- Main, crankpin and crosshead bearings,
- Piston rods and stuffing boxes,
- Crosshead shoes,
- Telescopic pipes,
- Chains and bearings in the chain casing, and in the moment compensator chain drives {if mounted)
- Camshaft bearing housings,
- Thrust bearing.
- Axial vibration damper
- Torsional vibration damper {if installed.)

After the last feel-over, repeat Check A 1: "Oil Flow", in Chapter 702.
See also Chapter 704: SPECIAL RUNNING CONDITIONS, "Ignition in Crankcase".
703-16
Check 10: Running-In

For a new engine, or after:

repair or renewal of the large bearings,

renewal of cylinder liners and/or piston rings,

allowance must be made for a running in period, see Chapter 707, item 4.13 regarding the running in
procedure.

Check 11: Thrust Bearing

Check measuring equipment.

Check 11A: Chain tighteners (in case of hydraulic chain tightener is applied.)

Check the chain tighteners for the camshaft drive and the moment compensators (if installed). The combined
chain tighteners and hydraulic damping arrangements should be readjusted, when the red-colored part of
the wear indicators is reached.
See 'Maintenance, Chapter 906'.

Check 12: Shut Down and Slow Down

Check measuring equipment.

Check 13: Pressure Alarms (Pressure switches)

General

The functioning and setting of the alarms should be checked.

It should be noted that the correct checking of the functioning and setting of pressure sensors and
temperature sensors is essential.

They should be checked under circumstances similar to those which would cause the sensors to give off
alarm.

This means that sensors for low pressure/temperature should be tested with falling pressure/temperature,
an sensors for high-pressure/temperature should be tested with rising pressure/temperature.

If no special testing equipment is available, the checking can be effected as follows:

a) The alarm pressure switches, in the lubricating and cooling systems may be provided with a test
cock, by means of which the pressure at the sensor may be decreased, and the alarm thereby tested.

b) If there is no such test cock, the alarm point must be displaced, until the alarm is given. When the
alarm has thus occurred it is checked that the pressure switch scale is in agreement with the actual pressure.
(Some types of pressure switches have an adjustable scale).

The pressure switch is then reset to the preselected alarm limit, which should cause the alarm signal to stop.
703-17
Check 14: Temperature Alarms (Thermostats)

See also Check 13, 'General'

Most of the thermostatic valves in the cooling systems, can likewise be tested by "screwing them back", so
that the sensor responds to the actual temperature.

However, in some cases, the setting cannot be reduced sufficiently, and such valves must etther be tested
when the service temperature has been reached, or by heating the sensing element in a water bath,
together with a reference thermometer.

Check 15: Oil Mist Detector

If the engine is equipped wtth an oil mist detector, this should also be tested.

Adjustment and testing of the alarm function is effected in accordance with the instructions given on the
equipment, or in the separate Oil Mist Detector instruction book.

Check 16: Observations

Make a full set of observations, including indicator cards. Check that load distribution, pressures and
temperatures are in order.
703-18
DIFFICULTIES WHEN RUNNING

Difficulties when running - See Supplementary Comments and information on page 703.20& 703.21

Difficulty Point Possible Cause Remedy

Increased scavenge air temperature See Chapter 706:The section

1 owing to inadequate air cooler entitled "Evaluation of Records"
function. ,point 3, "Air Cooler Synopsis".

Clean the turbine by means of dry

cleaning/water washing.
Clean the air coolers, with stopped
2 Fouled air and gas passages. engine.
Check the back pressure in the
exhaust system just after the TIC
turbine side. *)
Inadequate fuel oil cleaning, or See Chapter 705 "Fuel & Fuel
3 altered combustion characteristics Treatment" *)
Exhaust of fuel.
temperature rises
a) all cyl. Wrong position of camshaft Check pmax.
*) 4 (Maladjusted or defective chain Check camshaft with pin gauge.
drive). Check chain tension.

Defective fuel valves, or fuel

5 *}
nozzles
b) single cyl.
Replace and overhaul the valve.
6 Leaking exhaust valve. *)

7 Blow-by in combustion chamber. *)

Wrongly adjusted, or slipped, fuel Check the fuel pump lead.
8
cam.

Check the roller guide mechanism

for seized bearings. roller guide,
Reversible roller guide i n wrong roughened rollers or cam etc.
9
position. In case of seizure being observed ,
check the camshaft iub. oil filter for
possible damage.

Check that the seawater system

10 Falling scavenge air temperature. thermostat valve is functioning
Exhaust correctly.
temperature Check the fuel oil supply and
decreases circulating pump pressures. Check
a) all cyl. 11 Air/gas/steam in fuel system the suction side of the supply pump
for air leakage. Check the fuel oil
preheater for steam leakage.

• See also "Evaluation of Records" in Chapter 706: in particular the fault diagnosing table under item 1.2.
703-19
Difficulties when running cont. - See Also Page 703.20 &21

Difficulty Point Possible Cause Remedy

12 Detective fuel pump suction valve. Repair the suction valve.

Fuel pump plunger or puncture Replace the fuel pump or the
b} single cyl. 13
valve sticking or leaking. puncture valve.
14 Exh. valve sticking in open position Replace the exhaust valve.
Raise the supply and circulating
Oil pressure before fuel pumps too
15 pump pressures to the normal
low.
level.
16 Air/gas/steam in the fuel oil. See point 11.

Defective fuel valve{s) or fuel Replace and overhaul the

17
pump{s). defective valve{s) and pump(s).
Fuel index limited by
See Chapter 706 'Observations
torque/scavenging air limiters !n the
17a during operation', Item 2. 1
governor due to abnormal engine
'Operating Range Load Diagram'.
load.
One (or mere) reversible roller See point 9.
18
guides in wrong position.
Engine r/min. Drain off the water and/or clean the
decrease 19 Water in fuel oil.
fuel more effectively.
20 Fire in scavenge air box See Chapter 704
Check pressure and temperature
levels. If these are in order, check
21 Slow-down or shut-down.
for faults in the slow-down
equipment.
When changing from one fuel oil
type to another, alterations can
22 Combustion characteristics of fuel oil
appear in the r/min., at the same
pump index.
See Chapter 706 'Observations
23 Fouling of hull. during operation', Item 2.1
'Operating Range Load Diagram'.
Some smoke development during
acceleration is normal; no
Turbocharger revolutions do not
24 measures called for.
correspond with engine r/min.
Heavy smoke during acceleration:
Fault in governor limiters setting.
Smoky exhaust See reference quoted under point
25 Air supply not sufficient.
1. Check engine room ventilation

See point 5 :and Chapter 706,

26 Defective fuel valves {incl. nozzles)
Appendix 2 (incl. plate 70613)

27 Fire in scavenging air box See Chapter 704

703-20
DIFFICULTIES WHEN RUNNING • SUPPLEMENTARY COMMENTS

The "Difficulties when Running" tables give some possible causes of operational disturbances, on which the
following supplementary information and comments can be given.

Point 6

A leaking exhaust valve manifests itself by an exhaust temperature rise, and a drop in the compression and
maximum pressures.

In order to limit the damage to the valve, if possible, immediately replace the valve concerned, or, as a
preliminary measure, lift the fuel pump roller guide.

Point 7

In serious cases, piston ring blow-by manifests itself in the same way as a leaking exhaust valve, but
sometimes reveals itself at an earlier stage by a hissing sound. This is clearly heard when the drain cock from
the scavenge air box is opened. At the same time, smoke and sparks may appear.

When checking, or when cleaning the drain pipe, keep clear of the line of ejection, as burning oil can be
blown out.

With stopped engine, blow-by can be located by inspecting the condition of the piston rings, through the
scavenge air ports. Sludge, which has been blown into the scavenge air chamber, can also indicate the
defective cylinder.

Since blow-by can be due to sticking or collapse of otherwise intact piston rings, there is a reasonable
chance of gradually diminishing it, during running, by reducing the pump index for a few minutes and, at the
same time, increasing the cylinder oil amount. If this is not effective, the pump index and pmax must be
reduced until the blow-by ceases. The pressure rise pcomp-pmax must not exceed the value measured on
test bed at the reduced mean effective pressure or fuel pump index. Regarding adjustment of pmax, see
'Maintenance',procedures 909-1 and 909-1.2

If the blow-by does not stop, the fuel pump roller guide should be lifted, or the piston ring changed.
Running with piston ring blow-by, even for a very limited period of time, can cause severe damage to the
cylinder liner. This is due to thermal overheating of the liner. Furthermore, there is a risk of fire in the
scavenging air receiver, see also Chapter 704 under 'Fire in Scavenging Air box'.

In case of severe blow-by, there is a general risk of starting troubles owing to too low compression pressure
during the starting sequence.

Concerning the causes of blow-by, see Chapter 707, where the regular maintenance is also described.

Points 11 and 17

Air/gas in the fuel oil system can be caused by a sticking fuel valve spindle, or because the spring has
broken.

If a detective fuel valve is found, this must be replaced, and it should be checked that no fuel oil has
accumulated on the piston crown.
703-21
Points 9 and 1a

In the normal running condition, the reversible roller guide is in a self- locking position.

However, in the event of increased friction in the roller guide mechanism (seizure). there is a risk that the
roller guide link might change position.

Points 13 and 17

Fuel pump plunger sticking might occur during fuel oil changing-over period on new or repair pumps.

To prevent hammering between roller and cam, it is necessary to stop the engine and to lift up the fuel roller
guide to its top position. Afterwards, replace the stuck pump. The lifting of roller guide can be done by the
lifting device.

Before lifting down the roller guide of replaced pump on the cam, the pump is pre-heated at least 10 minutes
by circulating the heated fuel oil.

If, to obtain full load, it proves necessary to increase an individual fuel pump index by more than 10% (from
sea trial value), then this in most cases indicates that the pump is worn out. This can usually be confirmed by
inspecting the plunger. If the cut-off edge shows a dark-colored eroded area, the pump should be sent to
repair. This can usually be done by reconditioning the bore, and fitting a new plunger.
703-22
MISCELLANEOUS

1. GREASE

Several bearings in the maneuvering system are lubricated with grease - which should be of good quality,
and have a "melting" point of about 120'C.

2. GOVERNOR OIL (Mechanical governor only)

An anti-corrosive oil, with additives against: foam, sludge formation, and damage to gaskets and paint.

The viscosity index should be high and the viscosity be in the range 29-51 cSt at 40'C.

3. GOVERNOR FAILURE/ERRATIC REGULATION

If the fault lies in the governor itself, the special governor instruction book should be consulted.

External influences can also cause erratic regulation. For instance:

sluggishness in the regulating gear,

firing failure.

Unbalance in the load distribution between the cylinders

RPM detecting pick-up abnormal (Electric governor),

scavenging air pressure sensor abnormal (Electric governor),

falling oil pressure to the governor, (Mechanical governor)

lack of control air pressure (Mechanical governor),

the chain wrongly tensioned (Mechanical governor)

See also point 27 in the "STARTING DIFFICULTIES" table, earlier in this Chapter.

For starting and running the engine with disengaged governor, change over to EMERGENCY RUNNING.
See Plate 70301,70302 and section 2.4 earlier in this Chapter.

N 0 TE: When the governor is disengaged, the engine is still protected against overspeed by the electric
overspeed trip, i.e. the engine is stopped automatically if the revolutions increase to the overspeed setting.
This blocking can only be canceled by moving the regulating handle to the stop position. Maneuvering must
therefore be carried out very carefully, especially when navigating in rough weather.
ME 34218 1/5

DRAWN J'.~,
CHECKED 4 ,k/·c!o
GUIDANCE ALARM LIMITS AND
MEASURING VALUES FOR K/L-MC/MCE,
No. j 58
I 26

APPROVED K-MC-C AT CONTINUOUS SERVICE

ME 34218
(85 - 100% MCO)

A. PRESSURE
NORMAL SERVICE ALARM ALARM MAX.
SLOW DOWN SHUT DOWN
I T E M VALUE MIN. VALUE VALUE
(MPa) (MP a)
(MP a) (MP a) (fvlPa)
I
I
Cylinder cooling fresh Inlet 0.15 - 0.2 0.1*6) 0.08 *6) - - I
water
Di ff. 0.06 0.04 0.02 - -
in/out

Sea water for air cooler - -

Inlet 0.1 - 0.2 0.05 0.35
I
I
·Camshaft L.O. Inlet 0.25 - 0.35 0.2 * 5) - 0.15 *5)
I -
I
Fuel oil Inlet 0.7 - 0.8 0.65 - -
I -
I
I
Plain bearing Inlet 0.09 - 0. 15 0.08 - Common with -
(Common with main L.O.
main L.O. system)
T
u iI
r Plain bearing Inlet 0.09 - 0.15 0.08 - 0.06 or by -
b
0
c (Independent level switch I
h cooling system) fitted to the
a
r head tank *2)
g
e
r
Ball bearing Inlet 0.05- 0.08 0.04 or by - By level -
L
(Independent I eve I switch switch fitted
0
cooling system) fitted to the to the head
head tank tan< *2)

Integral oil feed - - - -

I -
l -
i
Control air Inlet 0.7 0.55 *6)
I - -
I - I
I
Safety air Inlet 0.7 0.55 *6) - -
I - i
I
I
Exhaust valve spring air Inlet 0.7 ' 0.55 *6) - - - I

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

DIESEL ENGINE DEPARTMENT
ME ·3421 B 2/5

NORMAL ARARM ARARM

ITEM SLOW DOWN SHUT DOWN
SERVICE VALUE MIN. VALUE MAX.VALUE
{ MPa) { MPa)
( MPa) ( MPa) ( MPa)

M LS0-60-70 Inlet 0.16-0.22 0.12 *4) 0.1 *4) 0.08 *4) -

a
I
n
K/ L 80 Inlet 0.19 - 0.25 0.15 *4) 0.13 *4) 0.11 *4) -
L
0
KIL 90 Inlet 0.21 - 0.27 0.17 *4) 0.15 *4) 0.13 *4) -

p
I
s L50-60-70 Inlet 0.16-0.22 0.14 *4) 0.1 *4) - -
t
0
n
c
0 K/ L 80 Inlet 0.19 - 0.25 0.17 *4) 0.13 *4) - -
0
I
I
0
I I
K/ L 90 Inlet 0.21 - 0.27 0.19 *4) 0.15 *4) - -
II I
ME 34218 3/S

B. TE:MPERATURE
NORNAL SERVICE ALARM ALARM MAX.
SLOW DOWN SHUT DOWN
I T E M VALUE MIN. VALUE VALUE (OC) (oC)
(OC) (OC) (OC)

Cylinder cooling fresh Inlet - 60 80 - -

water
Outlet 80-82 - 90 90 *8) -
Sea water for air Inlet - 10 40 - -
cooler
Outlet *3) - SS - -
Main L.O. Inlet 40 - so 35
I SS 60 - I
I
Outlet 50 - 60 - I 65 - - I
0 iston cooling oil Inlet - 35
I 55 - - I
Outlet SO- 60 - I 70 *1) 70 * 1) - I
I
Camshaft LO. Inlet 40- 50 - I 60 60 - I
Outlet 40- 60 - 6S - -
I
Fuel oil Inlet
T
(T) (T) - 5
I (T) + 5
I
To be adjusted depending on the fuel oil viscosity
- -
II
Outlet - - - I - -
Plain bearing Inlet 40 - 50 35 55 - -
(Common with
T main LO. system)
u
r
b
0
c
Outlet 55 - 80 - I 85 - - I
h
ar
Plain bearing Inlet 40- 50 35 55 - - I
(Independent
I
~.,
.:J
e
r
cooling system) Outlet 55- 80 - I 85 - - I
I

L
Ball bearing
(Independent
Inlet 60- 95 30 - I - - I
I
0 coo Ii ng system) Outlet - - I 110 120 - I
I

i
Integral oil feed - 60 - 95 - I 110 120
I - !

E
Cylinder Outlet 250 - 375 *7)
I 200
I 450 *9) 450 *9) - I
Outlet, deviation - ± 50 -
x
h from average
- 50 +so
I
g
I
a
s Turbocharger Inlet 330 - 430 *7) - I 510 *9)
I - - I
II
Outlet 225 - 280 *7) - 400 *9) - - I
l

S. W. Inlet
Scavenging air receiver +10- +15 - 55 - - II
I
-· ~e detector for scavenging
_,ox
- - 90 90 - I
1 i
ME 34218 4/5

NORMAL SERVICE ALARM ALARM MAX. SLOW DOWN SHUT DOWN

I T E M VALUE MIN. VALUE VALUE (OC) (oC)
(OC) (o() (oC)

Thrust bearing segment 55- 65 - 75 75 85

I
Bearing shell 50- 60 - 70 70 -
L.O. from Outlet 45- 55 - 70 -
bearing
60
I
shell Deviation from
average - -5 +5 ±7 -

Remarks:
1) Reset value of the pressure switch is ±0.02 IvIPa of the alarm value.

2) Reset value of the temperature switch is + 5 °C of the alarm value.

3) Pressure measured position
@: Measured 1800 mm above the crankshaft center for Main L.O. and Piston
cooling oil.
@: Ivieasured at the Turbocharger rotor center for Turbocharger L.O.
©: Measured at each main pipe center except for @ and @.
4) Bearing shells mean Main bearing shell, Crankpin bearing shell, Crosshead bearing
shell, Guide shoe and Thrust shaft bearing.
5) Installation of the deviation alam for the temperature of exhaust gas cylinder
outlet is to be recommended.
6) Pressure loss across the L.O. filter is to be 0.02-0.03 IvIPa at normal service, and
the maximum permissible pressure loss is to be 0.05 IvIPa.
7) Alarm value of the pressure loss of the scavenging air cooler air side is to be 150
% of the pressure loss at the .shop trial.

8) Alarm value of the pressure loss of the turbocharger filter is to be 150 % of

pressure loss at the shop trial.

* 1) To be the temperature of each cylinder outlet.

* 2) To fit the level switch at the position of the head tank which can supply the
L.O. to the turbocharger for 5 minutes after shut down.
* 3) The temperature difference between the sea water inlet and the sea water outlet
should not exceed 20 °C.
ME 34218 5/5

* 4) To use the timer against the instanteneous variation of the value.

Timer setting : Max. 3 sec.
* 5) To use the timer against the instanteneous variation of the value.
Timer setting : Max. 5 sec.
* 6) To use the timer against the instanteneous variation of the value.
Timer setting : Max. 10 sec.
x. ,..,)
I The exhaust gas temperature is based on the following conditions:
Ambient temperature : 25 °C
Sea water temperature : 25 °C
* 8) If the slow down sensor is to be fitted independently, the setting value is to be
95 °C.
* 9) In case of the engine with TCS, alarm temp. to be set 20 cc higher than these
values.
ME 2876H 1/5

J'.k,
DRAWN
CHECKED A;t-/~.,
GUIDANCE ALARM LIMITS AND
MEASURING VALUES FOR S - MC I MCE
No. j 58
I 18

APPROVED AT CONTINUOUS SERVICE

ME 2876H
(85 - 100% MCO)

A. PRESSURE
NORMAL SERVICE ALARM ALARM MAX.
I T E M VALUE SLOW DOWN SHUT DOWN
MIN. VALUE VALUE
(MPa) (MPa) (MP a)
(MP a) (MP a)
I
Cylinder cooling fresh
water
Inlet
I
0.15 - 0.2 0.1 *6) 0.08 *6)
I - -
I
Diff. 0.06 0.04 0.02 - -
in/out
I

Sea water for air cooler Inlet

I 0. 1 - 0.2 0.05 - - I 0.35
I
Camshaft l.O. Inlet 0.25 - 0.35 0.2 * 5) -
I 0.15 * 5)
I -
I
Fuel oil Inlet 0.7 - 0.8 0.65 - - - I
Plain bearing Inlet 0.09 - 0.15 0.08 - Common with -
(Common with main L.O.

T
main L.O. system) I
u I
r Plain bearing Inlet 0.09- 0.15 0.08 - 0.06 or by -
b
0 (Independent level switch
c
h
a
r
cooling system) fitted to the I
g head tank *2)
e
r
L
Ball bearing Inlet 0.05- 0.08 0.04 or by - By level -
(Independent level switch switch fitted
0
cooling system) fitted to the to the head
head tank tar.k *2)
!
Integral oil feed
I - - - - I -
I - !
I
Control air j 1nlet 0.7 0.55 *6) - l -
I - I
I
I
- - - II
Safety air \inlet 0.7 0.55 *6)
I
Exhaust valve spring air Inlet 0.7 0.55 *6) - - - I

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

DIESEL ENGINE DEPARTMENT
ME 2876H 2/5

NORMAL ARARM ARARM

ITEM SLOW DOWN SHUT DOWN
SERVICE VALUE MIN. VALUE MAX.VALUE
(MP a) ( MPa)
( MPa) ( MPa) ( MPa)

M
a
s 50 - 60 Inlet 0.16-0.22 0.12 *4) 0.1 *4) 0.08 *4) -
I
n I
s 70 Inlet 0.19-0.25 0.15 *4) 0.13 *4) 0.11 *4) -
L
0 I I
580 Inlet 0.21 - 0.27 0.17 *4) 0.15 *4) 0.13 *4) I -

p
I
s s 50 - 60 Inlet 0.16 - 0.22 0.14 *4) 0.1 *4) - -
t
0
n
c
0
0
s 70 Inlet 0.19 - 0.25 0.17 *4) 0.13 *4) - -
I I I
I
0
I
s 80 Inlet 0.21 - 0.27 0.19 *4) 0.15 *4) - I -
I I
I
ME 2876H 3/5

B. TE1\!IPERATURE
NORNAL SERVICE ALARM ALARM MAX. SHUT DOvVi\I
SLOW DOWN
I T E M VALUE MIN. VALUE VALUE (OC) (OC)
(OC) (OC) (OC)

Cylinder cooling fresh Inlet - 60 80 - I -

water
Outlet 80- 82 - 90 90 *8) -
Sea water for air Inlet - 10 40 - -
cooler
Outlet *3) - I 55 - -
Main L.O. Inlet
I 40 - 50 35
I 55 60
I -
II I
Outlet 50- 60 - 65
I - I - I
- - I - I
Piston cooling oil Inlet 35
I 55
I
Outlet 50 - 60 - I 70 * 1)
I 70 * 1)
I -
Camshaft L.0. Inlet 40- 50 - 60
I 60
I - I
Outlet 40- 60 - 65 - -
'
I

Fuel oil Inlet (T)

I (T) - 5
I (T) + 5 - I -
T To be adjusted depending on the fuel oil viscosity I
Outlet - - - - I -
Plain bearing
(Common with
Inlet 40- 50 35 55 - I -
T
u
r
main L.0. system) I
- - I - I
b
0
Outlet 55 - 80
I 85
c
h
a
r
Plain bearing
(Independent
Inlet 40- 50
I 35
I 55 - - I
I

- I
~g
e
cooling system) Outlet 55 - 80 - I 85 - I !
r II
L
Ball bearing Inlet 60 - 95 30
I - - I - i
(Independent
0 cooling system) - I I I - ii
Outlet
I - I 110
I i20
I 'i
\ integral oil feed - 60 - 95
I - I 110
I 120
I
'
- I
!
I
Cylinder Outlet 250 - 375 *7)
I 200 450 *9)
I 450 *9)
I - '1

E Outlet, deviation -
x - - 50 + 50 ± 50
h from average
g
a
s Turbocharger Inlet 330 - 430 *7) - 510 *9) - - I
Outlet 225 - 280 *7) - 400 *9) - - I
I
I
S. W. Inlet
- - l
Scavenging air receiver +10-+15 - 55
I I
I

i
i
cire detector for scavenging - - 90 90 - I

1
.)OX
l
ME 2876H 4/5

NORMAL SERVICE ALARM ALARM MAX. SLOW DOWN SHUT DOWN

I T E M VALUE MIN. VALUE VALUE (o() (oC)
(OC) (OC) (o()

Thrust bearing segment 55 - 65 - 75 75 85

Bearing shell 50- 60 - 70 70 -

LO. from Outlet 45- 55 - 60 70 -
bearing
Deviation from
shell
average - -5 +5 ±7 -

Remarks:
1) Reset value of the pressure switch is ±0.0211Pa of the alarm value.
2) Reset value of the temperature switch is ± 5 °C of the alarm value.
3) Pressure measured position
®: J\tieasured 1800 mm above the crankshaft center for Main L.0. and Piston
cooling oil.

@: Measured at the Turbocharger rotor center for Turbocharger L.O.

©: J\tieasured at each main pipe center except for @ and @.
4) Bearing shells mean 1viain bearing shell, Crankpin bearing shell, Crosshead bearing
shell, Guide shoe and Thrust shaft bearing.
5) Installation of the deviation alam for the temperature of exhaust gas cylinder
outlet is to be recommended.'
6) Pressure loss across the L.O. filter is to be 0.02-0.03 MPa at normal service, and
the maximum permissible pressure loss is to be 0 .05 ?vIPa.
7) Alarm value of the pressure loss of the scavenging air cooler air side is to be 150
% of the pressure loss at the shop trial.

8) Alarm value of the pressure loss of the turbocharger filter is to be 150 % of

pressure loss at the shop trial.

* 1) To be the temperature of each cylinder outlet.

* 2) To fit the level switch at the position of the head tank which can supply the
L.O. to the turbocharger for 5 minutes after shut down.
* 3) The temperature difference between the sea water inlet and the sea water outlet
should not exceed 20 °C.
ME 2876H 5/5

* 4) To use the timer against the instanteneous variation of the value.

Timer setting : Max. 3 sec.
* 5) To use the timer against the instanteneous variation of the value.
Timer setting : Max. 5 sec.

* 6) To use the timer against the instanteneous variation of the value.

Timer setting : Max. 10 sec.

* 7) The exhaust gas temperature is based on the following conditions:

Ambient temperature : 25 cc
Sea water temperature : 25 cc

* 8) If the slow dovm sensor is to be fitted independently, the setting value is to be

95 cc.

* 9) In case of the engine with TCS, alarm temp. to be set 20 °C higher than these
values.
ME 2755E 1/4

DRAWN >!'. J:. I

CHECKED .,,ef, Jr;, 'J,n
GUIDANCE ALARM LIMITS AND
MEASURING VALUES FOR
No. 58
I 14

APPROVED L42/35MC/MCE AT CONTINUOUS

ME 2755E
SERVICE (85 - 100% MCO)

A. PRESSURE
NORMAL SERVICE ALARM ALARM MAX.
SLOW DOWN SHUT DOWN
I T E M VALUE MIN. VALUE VALUE
(MP a) (MP a) (MP a)
(MP a) (MPa)

Cylinder cooling fresh Inlet 0.15-0.2 0. 1 *6) 0.08 *6) - -

water
Di ff. 0.06 0.04 0.02 - -
in/out
I I

Sea water for air cooler - -

J 1nlet 0.1 - 0.2 0.05
I 0.35
I
I Inlet II
Main LO. 0.16- 0.22
I 0.12*4) 0.1 *4)
I 0.08 *4)
I -
I

Piston cool. oi I Inlet 0.16 - 0.22 0.14 *4) 0.1 *4) - -

Camshaft L.O. Inlet 0.25 - 0.35 0.2 * 5)
I - I 0. 15 * 5)
I - I
I
Fuel oil - - -
Inlet 0. 7 - 0.8
I 0.65
I I
Plain bearing Inlet 0.09 - 0.15 0.08 - Co~:non with -
(Common with main L.O. I
T
u
main LO. system)
I
r Plain bearing Inlet 0.09 - 0.15 0.08 - 0.06 or by -
b
0 (Independent levei switch
c
h cooling system) fitted to the
a
r head tank *2)
q I
2:'

Ball bearing Inlet 0.05 - 0.08 0.04 or by - By level

!
- I
L
(Independent level switch swi-:ch fitted
0
cooling system) fitted to the to the head
head tank Itan~ *2)
I

Integral oil feed

I - - - I -
I -
I -
I
Control air Inlet 0.7 0.55 *6) - - I - I
- .
Safety air Inlet 0.7 0.55 *6) - I I
Exhaust valve spring air Inlet 0.7 0.55 *6) - - - I

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

DIESEL ENGINE DEPARTMENT
ME 27SSE 2/4

B. TEMPERATURE
NORNAL SERVICE ALARM ALARM MAX. SHUT DOWN
SLOW DOWN
I T E M VALUE MIN. VALUE VALUE (OC)
(oC) (OC) (oC) (°C)

Cylinder cooling fresh Inlet - 60 80 - -

I
water
Outlet 80- 82 - 90 90 *8) -
- - -
Sea water for air
cooler
Inlet 10 40
I
- - -
Outlet *3) SS
I
Main L.0. Inlet 40- so 3S S5 60 - I
j

I - - I - I
j Outlet 50- 60
I 6S
I I
Piston cooling oi I Inlet - 35 SS - - !
J Outlet so - 60 - 70 * 1) 70 * i) -
-
Camshaft L.O. Inlet 40- 50
I - 60 60
I
- - - I
Outlet 40 - 60 6S
I I
- -
Fuel oil Inlet (T)
I (T) - 5
I (T) + S
I I
T To be adjusted depending on the fuel oil viscosity

Outlet
I - - - - - I !
I

Plain bearing
(Common with
Inlet 40- so 35 5S - - I
T
u main L.0. system) I
r
b Outlet S5 - 80 - 85 - -
II
0
c Plain bearing Inlet 40 - so 3S S5 - - I
h
a (Independent I
r :
g
e
cooling system) Outlet S5 - 80
I - 85
I - I - !
I
I
r
L
I
Bail bearing
(lndeoendent
I Inlet I 60 - 95
I 30 - I - I -
I
i
I
;

0 I
cooling system) Outlet - I - I 110
I i2C - I
I

Integral oil feed - 60 - 9S - i 10

I 120 - I
I

Cylinder Outlet 250 - 400 *7) 200 4SO 450 -

E
x Outlet, deviation - - 50 +so ± 50 -
h from average
g
a -
s Turbocharger Inlet 330 - 4SO *7) - S10 - I
- II
Outlet 22S - 300 *7) - 400 - i

Scavenging air receiver

S. W. Inlet
- 5S - - Ii
I +10- +15

Fire detector for scavenging - - 90 90 - :

box I
I
ME 2755E 3/4

NORMAL SERVICE ALARM ALARM MAX. SLOW DOWN SHUT DOWN

I T E M VALUE MIN. VALUE VALUE (oC) (oC)
(oC) (OC) (OC)

Thrust bearing segment 55- 65 - 75 75 85

'
Bearing shell - - - - -
LO. from Outlet - - - - -
bearing
Deviation from
shell
average - - - - -

Remarks:
1) Reset value of the pressure switch is ± 0.02 JYIPa of the alar:::i value.
2) Reset value of the temperature switch is ± 5 °C of the alarm value.
3) Pressure measured position
@: Ivieasured 1800 mm above the crankshaft center for Main L.O. and Piston
cooling oil.
@: Measured at the Turbocharger rotor center for Turbocharger L.O.
©: Ivieasured at each main pipe center except for @ and @.
4) Bearing shells mean Main bearing shell, Crankpin bearing snell, Crosshead bearing
shell, Guide shoe and Thrust shaft bearing.
5) Installation of the deviation alam for the temperature of exhaust gas cylinder
outlet is to be recommended.
6) Pressure loss across the L.O. filter is to be 0.02-0.03 lvIPa at normal service, and
the maximum permissible pressure loss is to be 0.05 lvIPa.
7) Alarm value of the pressure loss of the scavenging air coole:- air side is to be 150
% of the pressure loss at the shop trial.

8) Alarm value of the pressure loss of the turbocharger filter is to be 150 % of

pressure loss at the shop trial.

* 1) To be the temperature of each cylinder outlet.

* 2) To fit the level switch at the position of the head tank w:::ich can supply the
L.O. to the turbocharger for 5 minutes after shut down.
* 3) The temperature difference between the sea water inlet a::::d the sea water outlet
should not exceed 20 °C.
ME 2755E 4/4

* 4) To use the timer against the instanteneous variation of the value.

Timer setting : Max. 3 sec.
* 5) To use the timer against the instanteneous variation of the value.
Timer setting : Max. 5 sec.
* 6) To use the timer against the instanteneous variation of the value.
Timer setting : Max. 10 sec.
* 7) The exhaust gas temperature is based on the following conditions:
Ambient temperature : 25 cc
Sea water temperature : 25 cc
* 8) If the slow do'vvn sensor is to be fitted independently, the setting value is to be
95 cc.
ME 31740 1/4

DRAWN >J'. f<, GUIDANCE ALARM LIMITS AND No. I 58

I 19
CHECKED A. Jo/o MEASURING VALUES FOR S26MC AT
APPROVED CONTINUOUS SERVICE ME 31740
(85 - 100% MCO)

A. PRESSURE
NORMAL SERVICE ALARM ALARM MAX.
SLOW DOWN SHUT DOWN
I T E M VALUE MIN. VALUE VALUE
(MPa) (MP a) (MP a)
(MPa) (MPa)

Cylinder cooling fresh

water
Inlet 0. 15 - 0.2
I 0.1 *6) 0.08 *6) - I -

Di ff. 0.06 0.04 0.02 - -

in/out I
I
II
Sea water for air cooler
\
Inlet 0.1 - 0.2
I 0.05 - - l 0.35

Main L.O. Inlet

I 0.23 - 0.3
I 0.21 *4) 0.19*4) 0.17 *4)
I -

Piston cool. oil Inlet 0.2 - 0.27

I 0.18 *4)
I 0.16 *4) - I -

Camshaft L.O. Inlet

I 0.22 - 0.3
I 0.2 *5) - 0.16 "'5)
l -

Fuel oil Inlet

l 0.7-0.8
I 0.65 - - I -
I
Plain bearing Inlet 0.09 - 0. 15 0.08 - Common with I -
I
(Common with main L.O. I
I
T
u
main L.O. system)
I I
r Plain bearing Inlet 0.09 -0. 15 0.08 - 0.06 or by -
b
0 (Independent level switch
c
h cooling system) fitted to the
a
r head tank *2)
Q I
r.
Ball bearing Inlet 0.05 - 0.08 0.04 or by - By level -
L
(Independent level switch switch fitted
0
cooling system) fitted to the to the head
Ihead tank tank *2)
I
Integral oil feed - I - I - - -
l - I
I

Control air Inlet 0.7

I 0.55 *6) - -
I -
Exhaust valve spring air Inlet 0.7
I 0.55 *6) - -
l -

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

DIESEL ENGINE DEPARTMENT
ME 3174D 2/4

B. TEMPERATURE
NORNAL SERVICE ALARM ALARM MAX. SLOW DOWN SHUT DOWN
I T E M VALUE MIN. VALUE VALUE (oC) (OC)
(oC) (oC) (OC)

Cylinder cooling fresh Inlet - 60 80 - -

water
Outlet 80- 82 - 90 90 *8) -
Sea \Nater for air Inlet - 10 40
I - - I
cooler I
Outlet
I * 3) - 55
I - - I
60 -
Main L.O. Inlet 40 - 50
I 35 55
I
IOutlet 55 - 65 - 70 - - I
- - -
Piston cooling oii Inlet 35 55
I I
I
Outlet
I 60 - 70 - 75 * 1)
I 75 ~ 1)
I - I
Fuel oil Inlet
T
(T) (T) - 5
I (T) + 5
I
To be adjusted depending on the fuel oii viscosity
- l -
I
- - - - -
Outlet
I I I I
Plain bearing Inlet 40- 50 35 55 - - I
I
(Common with
T
u
main L.O. system) I
r
b Outlet 55 - 80 - 85 - - I
0
c
h Plain bearing Inlet 40- 50 35 55 - - I
a (Independent
r
g
e
cooling system) Outlet 55 - 80 - 85
I - -
r
L
Ball bearing
(independent
Iinlet 60 - 95 30 - - I -
0 cooling system) - II
Outlet - I - 110
I 120
I i
I - -
lntegrai oil feed
I I 60 - 95 I - 110 120
I II
I I
I /Cylinder Outlet 320 - 370 *7) 200
I 450
I 450 I - I
E Outlet, deviation
x - - 50 + 50 ± 50 -
h from average
g
a - -
s Turbocharger Inlet 350 - 450 *7) - 510 I
Outlet 240 - 300 *7) - 400 - -
S. W. lnlet -
Scavenging air receiver +10- +15 - 55 - I I
Fire detector for scavenging - - 90 90 - i
box I I
ME 31740 3/4

NORMAL SERVICE ALARM ALARM MAX. SLOW DOWN SHUT DOWN

I T E M VALUE MIN. VALUE VALUE (OC) (o()
(OC) (o() (o()

Thrust bearing segment 55- 65 - 75 75 85

Bearing shell - - - - -
LO. from Outlet - - - - -
bearing
Deviation from
shell
average - - - - -

Remarks:
1) Reset value of the pressure switch is ±0.02 .lvIPa of the alarm value.
2) Reset value of the temperature switch is ± 5 cc of the alarm value.
3) Pressure measured position
@: JYieasured 1800 mm above the crankshaft center for Main L.O. and Piston
cooling oil.
@: Measured at the Turbocharger rotor center for Turbocharge_r L.O.
©: Measured at each main pipe center except for @ and @.
4) Bearing shells mean Main bearing shell, Crankpin bearing shell, Crosshead bearing
shell, Guide shoe and Thrust shaft bearing.
5) Installation of the deviation alam for the temperature of exhaust gas cylinder
outlet is to be recommended.
6) Pressure loss across the L.O. filter is to be 0.02-0.03 lvIPa at normal service, and
the maximum permissible pressure loss is to be 0.05 lvIPa.
7) Alarm value of the pressure loss of the scavenging air cooler air side is to be 150
% of the pressure loss at the shop trial.

8) Alarm value of the pressure loss of the turbocharger filter is to be 150 % of

pressure loss at the shop trial.

* 1) To be the temperature of each cylinder outlet.

* 2) To fit the level switch at the position of the head tank which can supply the
L.O. to the turbocharger for 5 minutes after shut down.
* 3) The temperature difference between the sea water inlet and the sea water outlet
should not exceed 20 cc.
ME 31740 4/4

* 4) To use the timer against the instanteneous variation of the value.

Timer setting : Max. 3 sec.
* 5) To use the timer against the instanteneous variation of the value.
Timer setting : Max. 5 sec.
* 6) To use the timer against the instanteneous variation of the value.
Timer setting : Max. 10 sec.
* 7) The exhaust gas temperature is based on the following conditions:
Ambient temperature : 25 °C
Sea water temperature : 25 °C
* 8) If the slow down sensor is to be fitted independently, the setting value is to be
95 °C.
Plate 70301 -40 Change-over from Remote to Emergency

STOP (102)

1. Turn the handle 'A' anti-clockwise to free the regulating handwheel 'B'.

2. Put the blocking arm in emergency position.

3. Turn handwheel 'B' to move the innermost lever of the change-over mechanism
'C' to a position where the impact handwheel 'P' is able to enter the tapered
slots in both levers. Quickly, turn the impact handwheel 'P' anti-clockwise, this
causes disconnection of the governor and connection of the regulating
handwheel 'B' to the fuel pumps.

4. Change position of valve (100) from Remote to Emergency. Now air supply is
led to the valves of the manoeuvring system for emergency running.

5. Check that valve (105), which is the "telegraph handle" of the emergency
control system, is in the required position.

6. Ready for start. Start is described in 'Emergency Control from Engine Side'.

Note: Always keep the threads of the change-over mechanism well lubricated,
to ensure a quick changing-over.
Emergency Control, Connection to Regulating Shaft Plate 70302-40

A) Pull rod connection from governor.

B) Stop indicator.

C) Emergency control indicator.

D) Blocking arm "Remote control" -position.

E) Hollow shaft connected to reoulatina

,_, ~

handwheel on emergency console.

F) Shaft connected to regulating arms

on fuel pumps.

\J
G) Keys and keyways.

H) Plate connected to regulating handwheel.

l) Plate connected to governor.

J) Plate connected to regulating shaft.

P) Impact handwheel. Changing from Re-mote

to Emergency Control, see Plate 70301.

)
Emergency Control Remote Control
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DISTRIBUTOR MANOEUVRING SYSTEM 20-75701

SAFETY PRECAUTIONS AND ENGINE DATA

CHECKS DURING STANDSTILL PERIODS

STARTING, MANOEUVRING AND RUNNING

SPECIAL RUNNING CONDITIONS

FUEL AND FUEL TREATMENT

PERFORMANCE EVALUATION & GENERAL OPERATION

CYLINDER CONDITION

,ldl'l$lW
!MANI

BEARINGS AND CIRCULATING OIL

WATER COOLING SYSTEMS

DATA
704-1

CHAPTER 704 SPECIAL RUNNING CONDITIONS

CONTENTS PAGE

FIRE IN SCAVENGE AIR BOX 704.02

1. CAUSE 704.02
2. WARNINGS OF FIRE 704.02
3. MEASURES TO BE TAKEN 704.02

IGNITION IN CRANKCASE 704.03

1. CAUSE 704.03
A. "Hot spots" in Crankcase 704.03
8. Oil Mist in Crankcase 704.04
2. MEASURES TO BE TAKEN WHEN OIL MIST HAS OCCURRED
704.04

TURBOCHARGER SURGING 704.06

1. GENERAL 704.06
2. CAUSES 704.06
2.1 Fuel Oil System 704.06
2.2 Exhaust System 704.06
2.3 Turbochargers 704.06
2.4 Scavenge Air System 704.07
2.5 Miscellaneous 704.07

EMERGENCY RUNNING WITH CYLINDERS OR TURBOCHARGERS

OUT OF OPE RAT I 0 N 704.07

1. GENERAL 704.07
2. HOW TO PUT CYLINDERS. OUT OF OPERATION 704.08
3. STARTING, AFTER PUTTING CYLINDERS.
OUT OF OPERATION 704.11
4. RUNNING WITH ONE CYLINDER CUT OUT 704.11
5. HOW TO PUT TURBOCHARGERS OUT OF OPERATION 704.12
6. PUTTING AN AUXILIARY BLOWER OUT OF OPERATION 704.13
7. LOW LOAD OPERATION 704.13

PLATE AND APPENDIX

PUTTING CYLINDERS OUT OF ACTION 70401
LOW LOAD OPERATION ME3423
704-2

FIRE IN SCAVENGE AIR BOX

1. CAUSE

If flakes of burning or glowing carbon deposits drop into the oil sludge at the bottom of the scavenge air box,
this sludge can be ignited and, if very combustible material is found here, serious damage can be done to the
piston rod and the scavenge air box walls.

Ignition of carbon deposits in the scavenge air box can be caused by -

prolonged blow-by,

"slow" combustion" in the cylinder, owing to incorrect atomization, or "misaligned" fuel jets.

"blow-back" through the scavenge air ports, owing to an incorrectly adjusted exhaust cam
disc or large resistance in the exhaust system (back pressure).

To keep the exhaust resistance low, heavy deposits must not be allowed to collect on protective gratings,
nozzle rings and turbine blades, and the back pressure after the turbochargers must not exceed 350mm
WC.

2. WARNINGS OF FIRE

A fire in the scavenge box manifests itself by:

an increase in the exhaust temperature of the affected cylinder,

the turbochargers may surge,

smoke from the turbocharger air inlet filter,

the scavenge air box being noticeably hotter.

If the fire is violent, smoky exhaust and decreasing engine revolutions may occur.

Violent blow-by can cause smoke, sparks, and even flames, to be blown out when the respective scavenge
box drain cock is opened - therefore keep clear of the line of ejection.

A monitoring device can be installed in the scavenge air space, which gives an alarm at abnormal temperature
rises.

3. MEASURES TO BE TAKEN

Owing to the possible risk of a crankcase explosion, do not stand near the relief valves - flames can suddenly
be violently emitted.

1) Reduce speed to SLOW and ask bridge for permission to stop.

2) When the engine stop order is received, stop the engine and switch-off the auxiliary blowers.

3) Stop the fuel oil supply.

704-3
4) Stop the lub. oil supply.

5) Put the scavenge air box fire extinguishing equipment into function.

Do not open the scavenge air box or crankcase before the site of the fire has
cooled down to under 1 OO'C. When opening, keep clear of possible fresh spurts
of flame.

6) Remove dry deposits and sludge from all the scavenge air boxes.
See also Chapter 701 'Sealing materials".

7) Clean the respective piston rods and cylinder liners, and inspect their surface condition, alignment,
and whether distorted. If in order, coat with oil.
Repeat the checking while the engine is being turned (cooling oil and water on).
Inspect the stuffing box and bottom of scavenge box for possible cracks.

8) If a piston caused the fire, and this piston cannot be overhauled at once, take the precautions
referred to in Chapter 703 "Difficutties when Running", Point 7 (blow-by) "Supplementary
comments".

IGNITION IN CRANKCASE
1. CAUSE

When the engine is running, the air in the crankcase contains the same types of gas (N2-02-C02) in the
same proportions as the ambient air, but there is also a heavy shower of coarse oil droplets being flung
around everywhere.

If abnormal friction occurs between the sliding surfaces, or heat is otherwise transmitted to the crankcase (for
instance from a scavenge air fire via the piston rod/stuffing box), "Hot spot" on the heated surfaces can
occur. The "hot spots" will cause the oil falling on them to evaporate.

When the oil vapour condenses again, countless minute droplets are formed which are suspended in the air,
i.e. a milky-white oil mist develops, which is able to feed and propagate a flame if ignition occurs. The ignition
can be caused by the same "hot spot" which caused the oil mist.

If a large amount of oil mist has developed before ignition, the burning can cause a tremendous rise of
pressure in the crankcase (explosion), which forces a momentary opening of the relief valves. In isolated
cases, when the entire crankcase has presumably been full of oil mist, the consequential explosion has
blown off the crankcase doors and set fire to the engine room.

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

NB: Similar explosions can also occur in the chain casing and scavenge air box.

A. "Hot Spots" In Crankcase

Well-maintained bearings only overheat if the oil supply fails, or if the bearing journal surfaces become too
rough {owing to the lubricating oil becoming corrosive, or being polluted by abrasive particles).

For these reasons, it is very important to:

704-4

- purify the oil correctly,

- make frequent control analyses (See Chapter 708),

- ensure that the filter gauze is maintained intact.

Due to the high frictional speed of the thrust bearing, special care has been taken to ensure the oil supply to
this bearing.

Monitoring equipment is arranged to give an alarm in cases of low circulating oil pressure and/or high
temperature. Keep this equipment in tip-top condition.

Feel over moving parts {by hand or with a "thermo-feel") at suitable intervals (15-30 minutes after starting,
one hour later, and again at full load, (see Chapter 703, "Checks during Starting and Running", Check 9
"Feel- over Sequence").

Check A 1, Chapter 702, is still the best safeguard against "hot spots" when starting up after repairs or
alterations affecting the moving parts, and should never be neglected.
If in doubt, stop and feel over.

B. Oil Mist in Crankcase

In order to ensure a reliable, and quick warning of oil mist formation in the crankcase, constant monitoring is
obtained with an "Oil Mist Detector", which successively samples air from each crankcase compartment.

The detector will give an alarm at a mist concentration sufficiently below the lower explosion limit,LEL, so
there is ample time to stop the engine before ignition of the oil mist can take place.

See also the special instructions from the supplier of the oil mist detector.

2. MEASURES TO BE TAKEN WHEN OIL MIST HAS OCCURRED

Do not stand near crankcase doors or relief valves - nor in corridors near doors to the
engine room casing.

1) Reduce speed to SLOW and ask bridge for permission to stop.

2) When engine stop order is received, stop the engine and close the fuel oil supply.

3) Stop the auxiliary blowers.

4) Open the skylight(s) and/or "stores hatch".

5) Leave the engine room.

6) Lock the casing doors and keep away from them.

7) Prepare the fire-fighting equipment.

Do not open the crankcase until at least 30 minutes after stopping the engine. When
opening up, keep clear of possible spurts of flame. Do not use naked lights and do not
smoke.
704-5
8) Stop the circulating oil pump. Take off/open all the lowermost doors on one side of the crankcase.
Cut off the starting air, and engage the turning gear.

9) Locate the "hot spot". Use powerful lamps from the start.

Feel over, by hand or with a "thermo-feel", all the sliding surfaces (bearings, thrust bearing, piston
rods, stuffing boxes, crossheads, telescopic pipes, chains, vibration dampers, moment
compensators, etc.). See also point 13.

Look for squeezed-out bearing metal, and discoloration caused by heat (blistered paint, burnt oil,
oxidized steel).
Keep possible bearing metal found at bottom of oil tray for later analysis.

10) Prevent further "hot spots" by preferably making a permanent repair.

See also Chapter 701 'Sealing materials".

Ensure that the respective sliding surfaces are in good condition.

Take special care to check that the circulating oil supply is in order.

11) Start the circulating oil pump and turn the engine by means of the turning gear.

Check the oil flow from all bearings and spray pipes in the crankcase, chain case and thrust bearing
(Check A1, Chapter 702).

Check for possible leakages from pistons or piston rods.

12) Start the engine. Stop and feel over. Look for oil mist.

Especially feel over (by hand or with a "thermo-feel") the sliding surfaces which caused the
overheating, 15-30 minutes after starting, one hour later, and again when the engine has reached
full load).
See Chapter 703, "Checks during Starting and Running", Check 9, "Feel-over Sequence".

13) In cases where it has not been possible to locate the "hot spot", the procedure according to Point 9
above should be repeated and intensified until the cause of the oil mist has been found and
remedied.

There is a possibility that the oil mist is due to "atomization" of the circulating oil, caused by a jet of
air/gas, e.g. by combination of the following:

Piston cooling oil leakages combined with piston ring blow-by.

Stuffing box leakages (not air tight).

Blow-by through a cracked piston crown or piston rod (with direct connection to crankcase
via the cooling oil outlet passage).

An oil mist could also develop as a result of heat from a scavenge fire being transmitted down
the piston rod or via the stuffing box. Hot air jets or flames could also have passed through
the stuffing box into the crankcase.
704-6

TURBOCHARGER SURGING
1. General

During normal operation, a few 'shots' of surging will often occur, e.g. at crash stop or other abrupt
maneuverings. This sporadic surging is harmless.

However continuous surging must be avoided, as there is a risk of damaging the rotor , especially
compressor blading.

All cases of turbocharger surging (stalling) can be divided into three main categories:

1. Restriction in the air/gas system.

2. Malfunction in the fuel system.
3. Rapid variations in engine load.

However, for convenience, the points in the "check lists" below are grouped according to specific engine
systems.

2. CAUSES

2.1 Fuel Oil System

Low circulating or supply pump pressure

Air in fuel oil
Water in fuel oil
Low preheating temperature
Malfunctioning of dearating valve on top of venting tank
Defective suction valve
Defective puncture valve
Sticking fuel pump plunger
Sticking fuel valve spindle
Damaged fuel valve nozzle
Defect in overflow valve in fuel return pipe
Camshaft timing, faulty load distribution

2.2 Exhaust System

Exhaust valve not opening correctly

Damaged or blocked protective grating before turbocharger
Increased back pressure after T.Ch.
Pressure pulsations after T.Ch.
Pressure pulsations in exhaust receiver
Damaged compensator before T.Ch.

2.3 Turbochargers

Fouled or damaged turbine side

Fouled or damaged compressor side
Fouled air filter boxes
Damaged silencer
Bearing failure
704-7

2.4 Scavenge Air System

Fouled air cooler, water mist catcher and/or ducts

Stopped water circulation to cooler
Coke in scavenge ports
Too high receiver temperature

2.5 Miscellaneous

Hunting governor
Rapid changes in engine load
Too rapid rpm change:

a) when running on high load

b) during maneuvering
c) at shut downs/slow downs
d) when running ASTERN
e) due to "propeller racing" in bad weather

3. Countermeasure

Continuous surging can be temporarily counteracted by " blowing-off" from the valve at the top of the air
receiver. However, when doing this the exhaust temperature will increase and must not be allowed to exceed
the limit values.

Emergency Running with Cylinders or Turbochargers

out of Operation
1. GENERAL

The engine is designed and balanced to run with all cylinders as well as all turbochargers working. If a
breakdown occurs which disables one or more cylinders, or turbochargers, repair should preferably be
carried out immediately.

If this is not possible, the engine can be operated with one or more cylinders or turbochargers cut out, but
with reduced speed owing to the following:

1. As, in such cases, the air supply is no longer optimal, the thermal load will be higher.
Therefore, depending upon the actual circumstances, the engine will have to be operated according to the
restrictions mentioned under main points 4 and 5 further on in this Section.

Note that the exhaust temperatures can sometimes be high at about 30-40% load, which it may be
necessary to avoid operating in this range.

2. Pressure pulsations may occur in the scavenge and exhaust receivers, which can give a reduced air
supply to any one of the cylinders, consequently causing the respective exhaust temperatures to increase.

The fuel pump index for these cylinders must therefore be reduced to keep the exhaust temperatures (after
valves) below the value stated in Chapter 701. However, see "Note" under point 1 above.

3. Since the turbochargers will be working outside their normal range, surging may occur.
704-8
This can generally be remedied by "blowing off" from the scavenge air receiver. The increased temperature
level caused by this must be compensated for by a reduction of the engine revolutions, until the exhaust
temperatures are in accordance with the values stated in Chapter 701.

If more than one cylinder must be cut out, and the engine has two or more turbochargers, it may be
advantageous to cut out one of the turbochargers. However, see "Note" under point 1 above.

4. When cylinders are put out of operation, governor hunting will occur. When this happens, the fuel pump
index must be limited by decreasing "MAX. LIMITER" on governor.or, in the case of a woodward governor,
by means of the stop screw.

5. With one or more cylinders out of operation, torsional vibrations, as well as other mechanical vibrations,
may occur at certain engine speeds.

The standard torsional vibration calculations cover the following conditions:

normal running
misfiring of the cylinder

The latter leads to load limitations, see section 4 further on, which in most cases are irrespective of the
torsional vibration conditions; additional restrictions may occur depending on the specific conditions.

The above mentioned calculations do not deal with the situation where reciprocating masses are removed
from the engine or where the exhaust valve remains open. In such specific cases the engine maker has to be
contacted.

Should unusual noise or extreme vibrations occur at the chosen speed, this speed must be further reduced.

Because the engine is no longer in balance, increased stresses occur in crankshaft, chain and camshaft.
However, if abnormal vibrations do not occur, the engine can usually be run for a short period (for instance
some days) without suffering damage.

If the engine is to be run for a prolonged period with cylinders out of operation, the engine builder should
always be contacted in order to obtain advice concerning recommended barred speed ranges.

When only the fuel for the respective cylinders is cut off, and the starting air connections remain intact, the
engine is fully maneuverable.

In cases where the starting air supply has to be cut off to some cylinders, starting in all crankshaft positions
cannot always be expected.

If the engine does not turn on starting air in a certain crankshaft position, it must immediately be started for a
short period in the opposite direction, after which reversal is to be made to the required direction of rotation.

Should this not give the desired result, it will be necessary to turn the engine to a better starting position, by
means of the turning gear. Remember to cut off the starting air before turning, and to open the indicator
cocks.

2. HOW TO PUT CYLINDERS OUT OF OPERATION (Plate 70401)

The following points (A-E) describe 5 different "methods" of putting a single cylinder out of operation.
704-9
The extent of the work to be carried out depends, of course, on the nature of the trouble.

NB: In cases where crosshead and crankpin bearing are operative, the oil inlet to the crosshead must not be
blanked-off, as the bearings are lubricated through the crosshead.

A summary of the various cases in given on Plate 70401.

A. Combustion cut out. Piston and exhaust valve gear still working Compression on

Reasons:
Preliminary measure in the event of, for instance: blow-by at piston rings or exhaust valve; bearing failures
which necessitate reduction of bearing load; faults in the injection system.

Procedure:
Cut out the fuel pump by lifting and securing the roller guide.
See also section 4 further on.

Note: Piston cooling oil and cylinder cooling water must not be cut off.

B. Combustion and compression cut out Piston still working in cylinder

Reasons:
This measure is permitted in an emergency where, for instance, water is leaking into the cylinder from the
cooling jackeVliner or cylinder cover.

Running in this way must as soon as possible be superseded by the precautions mentioned under Dor E.

Procedure:
1) Cut out the fuel pump by lifting and securing the roller guide.

2) Put the exhaust valve out of action and lock it in open position.
Shut-off the air and camshaft oil supply. Dismantle and block the actuator oil pipe. Restart the
camshaft oil pump.

3) Blank-off the cooling water inlet for the cylinder.

4) Dismantle the starting air pipe, and blank off the main pipe and the control air pipe, for the pertaining
cylinder.

5) When operating in this manner, the r/min. level should not exceed 55% of MCR revolutions (see
below).

Note: The joints in the cross head and crankpin bearings have a strength that, for a short time, will accept the
loads at full rpm without compression in the cylinder. However, to avoid unnecessary wear and pitting at the
joint faces, it is recommended that, when running a unit continuously with the compression cut- out, the
engine rpm is reduced to 55% of MCR, which is normally sufficient to maneuver the vessel.

During maneuvers, if found necessary, the engine rpm can be raised to 80% of MCR revolutions for a short
period, for example 15 minutes.

Under these circumstances, in order to ensure that the engine rpm is kept within a safe upper limit, the over
speed level of the engine must be lowered to 83% of MCR revolutions.
704-10
C. Combustion cut out. Exhaust valve closed. Piston still working In cylinder.

Reasons:
This measure may be used if, for instance, the exhaust valve or the actuating gear is defective.

Procedure:
1) Cut out the fuel pump by lifting and securing the roller guide.

2) Put the exhaust valve out of action (See separate instruction book "Maintenance", Chapter 908) so
that the valve remains closed (lift the guide or stop the oil supply and remove the hydraulic pipe.
Spring air is supplied).

Note: The cylinder cooling water and piston cooling oil must not be cut out.

D. Piston, piston rod, and crosshead suspended In the engine. Connecting rod out

Reasons:
For instance, serious defects in piston, piston rod, connecting rod, cylinder cover, cylinder liner and
cross head.

Procedure:
1) Cut out the fuel pump by lifting and fixing the roller guide.

2) Put the exhaust valve out of action (separate instruction book "Maintenance", Chapter 908) so that
the valve remains closed.

3) Dismantle the starting air pipe.

Blank off the main pipe and the control air pipe for the pertaining cylinder.

Note: In this case the blanking-off of the starting air supply is particularly important, as otherwise the supply
of starting air will blow down the suspended engine components.

4) Turn the piston into top position and fit supports for the crosshead, in accordance with the directions
in separate instruction book "Maintenance", Chapter 904. Dismantle the crosshead and crankpin
bearings, and take the connecting rod out of the crankcase.

5) Blank off the oil inlet to the crosshead.

6) Set the cylinder lubricator for the pertaining cylinder, to "zero" delivery.

E. Piston, piston rod, crosshead, connectin.g rod, and telescopic pipe out

Reasons:
This method is only used if lack of spare parts makes it necessary to repair the defective parts during the
voyage.

Procedure:
1) Cut out the fuel pump by lifting and locking the roller guide.

2) Put the exhaust valve out of action (See separate instruction book "Maintenance", Chapter 908) so
that the valve remains closed.

3) Dismantle the starting air pipe, and blank off the main pipe and the control air pipe for the pertaining
cylinder.
704-11
4) Dismantle piston with piston rod and stuffing box, crosshead, connecting rod and crankpin bearing.
Blank off the stuffing box opening with two plates (towards scavenge air box and crankcase).
Minimum plate thickness 5 mm.

5) Blank off the oil inlet hole from the telescopic pipe.

6) Set the cylinder lubricator, for the pertaining cylinder, to "zero" delivery.

3. STARTING AFTER PUTTING CYLINDERS OUT OF OPERATION

After carrying out any of the procedures described under points B, C, D, and E, it is, before starting,
absolutely necessary to check the oil flow through the bearings, and the tightness of blanked-off openings.

After 1O minutes' running, and again after one hour, the crankcase must be opened for checking:

- the bearings,
- the temporarily secured parts,
- the oil flow through bearings,
- the tightness of blanked-off openings.

4. RUNNING WITH ONE CYLINDER CUT OUT

Misfiring is defined as:

- no injection and
- compression present

If only one cylinder is cut out, it will most likely be possible to run the engine i.e. the remaining and the
working cylinders, with a mean indicated pressure, pi, up to 90% of the specified MCR value of pi for the
actual engine. In such cases, the following r/min. and shaft powers may be obtained for a fixed propeller.

Total no. of cylinders % r/min.(of MCR) % Load (of MCR)

4 83 57
5 86 63
6 88 67
7 89 71
8 90 73
9 91 75
10 91 77
11 92 78
12 93 78

NB: Only for valid for misfiring, i.e. section 2A, see Page 704.06 and Plate 70401

For a CP propeller, the same values apply when running according to the design pitch.

In cases where more than one cylinder has to be cut out, we recommend that the engine builder is
contacted.

Running limtlations in Cases B.D.and E

In cases B,D and E, the engine builder shall always be contacted for calculation of allowable output and
possible barred speed range.
704-12

5. HOW TO PUT TURBOCHARGERS OUT OF OPERATION

(See also special instruction book for turbochargers).

If heavy vibrations, bearing failure, or other troubles occur in a turbocharger, preliminary measures can be
taken in one of the following ways.

A. If the ship must be instantly maneuverable:

Reduce the load until the vibrations cease.

B. If the ship must be Instantly maneuverable, but the damaged turbocharger cannot
run even at reduced load:

1. A short stop will be necessary during which the rotor of the defective turbocharger is locked.

2. If the engine has more than one turbocharger, an orifice plate is inserted in the compressor outlet (a
small airflow through the compressor is necessary to cool the impeller).

3. Due to the loss of exh. gas through the damaged turbocharger the load is restricted to max. 15% of
MCR power, i.e. 53% of MCR revolutions.

The exhaust temperatures must, however, not exceed the value(s) stated in Chapter 701. See also
the Note under "GENERAL", at the beginning of this Section.

NB: This mode of operation is only recommendable if no time is available for mounting a blanking plate in the
turbine inlet.

C. Running for a longer Period with a Turbocharger out of Operation

1) Lock the rotor of the defective turbocharger.

2) If the engine has more than one turbocharger, insert orifice plates in the compressor outlets and
blanking plates in the turbine inlet and turbocharger outlet.

3) Load Restrictions:

Cut out % MCA Power % MCA rlmin.

1 TIC out of 1* 15 53
1 TIC out of 2 50 79
1 TIC out of 3 66 87
1 TIC out of 4 75 91

• If the engine has one turbocharger only, the rotor and nozzle ring are removed, and blanking plates
are inserted (see TIC manualj. Further, tt is recommended to remove the compensator between the
compressor outlet and the scavenge air duct. This is done in order to reduce the suction resistance.

If, simultaneously, one of the aux. blowers is out of action, the load has to be decreased to about 10%. The
exhaust temperature must not exceed 450°C.

Exhaust temperatures are not to exceed the value(s) stated in Chapter 701.
See also the Note, under "GENERAL" at the beginning of this Section.
704-13
Note: The above-mentioned exhaust temperature limit at emergency running is an average value for the
whole load range.

If the emergency running has to take place for a long period, the engine builder will, in each specific case, be
able to give further information about engine load possibilities, and temperature levels.

D. Repair to be carried out during Voyage. (Only If the Engine has more than one
Turbocharger)

1. Insert orifice plates in compressor outlet and blanking plates in turbine inlet and turbine outlet.

2. Load restrictions: as in case C.

6. PUTIING AN AUXILIARY BLOWER OUT OF OPERATION

If one of auxiliary blowers becomes inoperative, it is automatically cut out by the built-in non-return butterfly
valve, and there are no restrictions in the operation of the engine.

7. LOW LOAD OPERATION

In case of long term (over 24 hours) running ar low load, refer to special instruction in appendix. M E3423 .
704-14

PUTTING CYLINDERS OUT OF ACTION PLATE 70401

Case A Case B Case C Case D Case E

Compression Combustion to
All reciprocating
Nature of Combustion to and combus- be stopped (due All reciprocating
parts suspended
emergency action be stopped tion to be to faulty exhaust parts out
or out
stopped valve)
Blow-by at
Quickest and
piston rings or
safest measure in
exhaust valve. Exhaust valve, or
Leaking the event of
Some reasons for Reduction of exhaust valve Only of interest
cylinder cover faults in large
emergency action load on bear- actuating gear, if spare
or liner. moving parts, or
ings. Faulty malfunction
cylinder cover or
inject ion
cylinder liner
equipment.
Fuel pump with
Lifted Lifted Lifted Lifted Lifted
roller guide
Exhaust valve Working Held open Closed Closed Closed

air for air spring Open Closed Open Open Open

exh.valve actuator
Working Out or lifted Out or lifted Out or lifted Out or lifted
with roller guide
pipe
oil inlet for actuator open dismantled and open open open
blanked
starting valve Working Blanked Working Blanked Blanked

piston with rod Moving Moving Moving suspended out

crosshead Moving Moving Moving suspended out

connecting rod Moving Moving Moving out out

crankpin bearing Moving Moving Moving out out

Oil inlet to
Open Open Open Blanked Blanked
crosshead
cooling oil outlet
Open Open Open
from crosshead
working
Cylinder lubricator working working "zero" delivery "zero" delivery
"min." delivery
: t;

ME 3423A 1/3

DRAWN No. I 20 I 114

CHECKED LOW LOAD OPERATION
(K/US-MC TYPE) (Marks) ME 3423A
APPROVED

1 Low Load Operation Procedure and Ranging

(1) Atomizers

S !KIL-MC type

0 20 30 50 100% LOAD

I I
1

<low 1oad atomizer.,..

I standard atomizer

Note:

a In the case of long term running within load ranges of 20 to 50%, the
atomizers for low load operation are recommended for a lower specific
fuel oil consumption.

b Any long term running ·for more than 24 hours below 20% load should
only be carried out after seeking engine maker's advice.

c Any long term running with atomizers for low load operation should be
avoided over 50% load.

d Any long term running with standard atomizers should be avoided

below the lower limit of the operation range.

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

DIESEL ENGINE DEPARTMENT
ME 3423A 2/3

e The load ranges mentioned above can be applied to derated engines.

( 100% load corresponds to the nominal MCO or the derated MCO.)

(2) Auxiliary Blower and Turbocharger Adjustment

a Auxiliary blowers should always be running below 0.5 atg of scaveng-

. .
mg air pressure.
In the case where big noise occurs, due to repeated opening and closing
of flap valves in the scavenging air receiver, the setting point of the
scavenging air pressure stop switch of auxiliary blower should be
lowered.

b In the case of engmes with two or more turbochargers, turbocharger

cut out running is possible in order to reduce specific fuel oil
consumption.
The nummber of turbochargers that can be cut out during runmng
depends on engine type and thereby engine maker's advice is necessary.
In the case of engines with two turbochargers, the maximum load with
one turbocharger cut out running is up to 50% load.

c In a case where engine is to be operated at low load permanently,

'
there is a possibility of re-matching engine and turbocharger( change of
nozzle, diffuser). (The idea of derating)
This depends on engine type and thereby engmes maker's advice 1s
necessary.
ME 3423A 3/3

(3) Cylinder cut out running

In the case of low load operation below 20% load, there is a possibility
to run engine with cylinders. cut out, nummber of cylinders to be cut out
depends on engine type. and thereby engine maker's advice is necessary.

2 Precaution

(1) Jacket cooling water outlet temperature should be adjusted to be 80°C.

(2) Cylinder oil feed rate can be adjusted to the lower level proportional to
the mean indicated pressure, provided the cylinder liner condition is good
and the cylinder oil feed rate is in excess.
At any time the cylinder oil feed rate should be kept higher than 40% of
that at CSO.

(3) Prohibited engine speed ranges should be avoided.

SAFETY PRECAUTIONS AND ENGINE DATA

I
I
CHECKS DURING STANDSTILL PERIODS I
I
I
I
I'

STARTING, MANOEUVRING AND RUNNING

SPECIAL RUNNING CONDITIONS

FUEL AND FUEL TREATMENT

PERFORMANCE EVALUATION & GENERAL OPERATION

CYLINDER CONDITION

BEARINGS AND CIRCULATING OIL

WATER COOLING SYSTEMS

DATA
705-1

CHAPTER 705 FUEL AND FUEL TREATMENT

CONTENTS PAGE

FUEL OIL 705.02

1. DIESEL OIL 705.02

2. HEAVY OIL 705.02
3. GUIDING FUEL OIL SPECIFICATION 705.02

PRESSURIZED FUEL OIL SYSTEM 705.04

1. SYSTEM LAYOUT 705.04

2. FUEL OIL PRESSURE 705.06

FUEL TREATMENT 705.06

1. CLEANING 705.06
1.1 General 705.06
1 .2 Centrifuging 705.06
1.3 High Density Fuels 705.07
1.4 Homogenizers 705.08
1.5 Fine Filter 705.08
1.6 Super Decanters 705.08
2. FUEL OIL STABILITY 705.08
3. PREHEATING BEFORE INJECTION 705.08
3.1 Precaution 705.09
3.2 Fuel Preheating when in Port 705.09
4. OTHER OPERATIONAL ASPECTS 705.09
4.1 Circulating Pump Pressure 705.09
4.2 Starting after Staying in Port 705.09
4.3 Fuel Change-over 705.09

PLATES
RESIDUAL MARINE FUEL STANDARDS 70501
FUEL OIL SYSTEM 70502
FUEL OIL PIPE ON ENGINE 70503
FUEL OIL CENTRIFUGES, MODES OF OPERATION 70504
CENTRIFUGE FLOW RATE AND SEPARATION TEMPERATURE 70505
PREHEATING OF HEAVY FUEL OIL 70506
705-2

FUEL OIL
1. DIESEL OIL

Diesel oil fulfilling;

British Standard MA 100, class M2; ASTM Classification of Diesel fuel oil D 975. grade No. 4-D; CIMAC grade
1 ; or similar may be used.

2. HEAVY OIL

Most commercially available fuel oils with a viscosity below 700 cSt. at SO°C (7000 sec. Redwood I at 100F)
can be used.

For guidance of purchase, reference is made to ISO 8217, BS6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel engines, edition 1990. From these, the maximum accepted
grades are RMHSS and K55. The mentioned ISO and BS standards supersede BS MA 100 in which limit is
M9.

For reference purposes, an extract from relevant standards and specifications is shown in Plate 70501.

The data in the above fuel standards and specifications refer to fuel as delivered to the ship, i.e. before on-
board cleaning.

In order to ensure effective and sufficient cleaning of the fuel oil - i.e. removal of water and solid contaminants
- the fuel oil specific gravity at 15°C (60oF) should be below 0.991.

Higher densities can be allowed if special treatment systems are installed.

Current analysis information is not sufficient for estimating the combustion properties of the oil.

This means that service results depend on oil properties which cannot be known beforehand. This
especially applies to the tendency of the oil to form deposits in combustion chambers, gas passages and
turbines. It may therefore be necessary to rule out some oils that cause difficulties.

If the ship has been out of service for a long time without circulation of fuel oil in the tanks(service and
setting), the fuel must be circulated before start of the engine.

Before starting the pump(s), for circulation, the tanks are to be drained for possible water settled during the
stop.

The risk of concentration of dirt and water in the fuel to the main and auxiliary engines caused by long time
setting is consequently considerable reduced.

For treatment of fuel oil, see further on in this Chapter.

3. GUIDING FUEL OIL SPECIFICATION

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

Fuel oils limited by this specification have, to the extent of the commercial availability, been used with
satisfactory results on MAN B& W two-stroke slow speed diesel engines.

The data refers to the fuel as supplied, i.e. before any on-board cleaning.
705-3

Guidance specification (maximum values)

Density at 15"C kg/m 3 991 *

kinematic viscosity
at 1OO"C est 55

at SO"C est 700

Flash point oc min. 60

Pour point oc 30

Carbon residue %(rn!m) 22

Ash %(m/m) 0.15

Total sediment after ageing %(m/m) 0.10

Water %(v/v) 1.0

Su Ip her %(rn!m) 5.0

Vanadium mg/kg 600

Aluminum+Silicon mg/kg 80

Equal to ISO 8217 I CIMAC-H55

• 101 O kg/m 3 provided automatic modern clarifiers are installed.

The data refers to fuel the fuel as supplied, i.e. before any on-board cleaning.

If fuel oils with analysis data exceeding the above figures are to be used, especially with regard to viscosity
and specific gravity, the engine builder should be contacted for advice regarding possible fuel oil system
changes.

On account of the relatively low commercial availability of the above-mentioned residuals, only limited service
experience has been accumulated on fuels with data exceeding the following:

Viscosity 450 cSUSO"C

Conradson Carbon 18%

Sulphur 4%

Vanadium 400 ppm

Therefore, in the case of fuels with analysis data exceeding these figures, a close watch should be kept on
engine performance.
705-4

PRESSURIZED FUEL OIL SYSTEM

1. SYSTEM LAYOUT

Plate 70502,70503

The system is normally arranged such that both diesel oil and heavy fuel oil can be used as fuel.

From the bunker tanks, the oil is pumped to an intermediate tank, from which the centrifuges can deliver it to
the respective service tanks ("day-tank").

To obtain the most efficient cleaning, the centrifuges are equipped with preheaters. so that the oil can be
preheated to about 95-98"C (regarding the cleaning, see "Fuel Treatment" in this Chapter).

From the particular service tank in operation, the oil is led to one of the two electrically driven supply pumps,
which deliver the oil, under a pressure of about 4 bar (possibly through a meter), to the low pressure side of
the fuel oil system.

The oil is thereafter drawn to one of two electrically driven circulating pumps, which passes it through the
preheater, the viscosity regulator, the filter, and on to the fuel injection pumps.

The filter mesh shall correspond to an absolute fineness of 50 µ m (0.050mm). The absolute fineness
correspond to a nominal fineness of approximately 30 µmat a retaining rate of 90%.

The return oil from the fuel valves and pumps is led back, via the stand pipe, to the suction side of the
circulating pump.

In order to maintain a constant pressure in the main line at the inlet to the fuel .pumps, the capacity and
delivery rate of the circulating pump should be followed maker's recommendation.

In addition, a spring-loaded by-pass valve is fitted, which functions as an overflow between the fuel oil inlet
and the fuel oil return, thus ensuring a constant pressure in the fuel oil inlet line.

To ensure an adequate flow of heated oil through the fuel pumps, housings and fuel valves at all loads
(including stopped engine). the fuel valves are equipped with a slide and circulating bore, see
"Components" 903.

By means of the "built-in" circulation of preheated fuel oil, the fuel pumps and fuel valves can be maintained
at service temperature, also while the engine is stopped.

Consequently, it is not necessary to change to diesel oil when entering harbour, provided that the circulating
pump is kept running and preheating of the circulated fuel oil is maintained, see Section 3.2 in this Chapter..

If, during long standstill periods, it is necessary to stop the circulating pump, the fuel oil system must first be
emptied of the heavy oil.

This is carried out by:

either changing to diesel oil in due time before the engine is stopped, or

stopping the preheating, and pumping the heavy oil back to the service tank, through the change-
over valve mounted at the top of the stand pipe. In this case, before stopping the circulating pump,
remember to turn the change- over valve back to its normal position, so that the heavy oil in the stand
pipe is mixed with the diesel oil.
705-5

As regards fuel oil change-over, see further on in this Chapter.

2. Fuel Oil Pressure

Adjustment of the fuel oil pressure, with stopped engine, is carried out in the following way:

1. Adjust the valves in the system as for normal running, thus permitting fuel oil circulation.

2. Start the supply and circulating pumps, and check that the fuel oil is circulating.

3. Supply Pumps: Adjust the spring-loaded by-pass valve (at supply pump No. 1) to open at 5 bar.
Carry out the same adjustment with supply pump No. 2.

4 Regulate the fuel oil pressure, by means of the over-flow valve between the supply pump's
discharge and suction lines. Adjust so that the pressure in the low pressure part of the fuel system is
4 bar.

5. Circulating Pumps: With the supply pump running at 4 bar outlet pressure, adjust the spring-loaded
by-pass valve (at circulating pump No. 1) to open at 1i bar.
Carry out the same adjustment with circulating pump No. 2.

6. Fuel Line: Regulate the fuel oil pressure by means of the spring-loaded by- pass valve between the
inlet and outlet pipes on the engine. Adjust the by- pass valve so that the pressure in the main inlet
pipe is 7-8 (7.5) bar.See also Chapter 701.

7. With the engine running, the pressure will fall a little and must therefore be re-adjusted to the desired
value at MCR.
705-6

FUEL TREATMENT

1. CLEANING

1.1 General

Fuel oils are always contaminated and must therefore, before use, be thoroughly cleaned for solid as well as
liquid contaminants.

The solid contaminants are mainly rust, sand and refinery catalysts; the main liquid contaminant is water, - i.e.
either fresh or salt water.

These impurities can:

cause damage to fuel pumps and fuel valves.

result in increased cylinder liner wear.

be detrimental to exhaust valve seatings.

give increased fouling of gasways and turbocharger blades.

1.2 Centrifuging

Effective cleaning can only be ensured by means of centrifuges.

The ability to separate water depends largely on the specific gravity of the fuel oil relative to the water - at the
separation temperature. in addition, the fuel oil viscosity (at separation temp.) and flow rate, are also
influencing factors.

The ability to separate abrasive particles depends upon the size and specific weight of the smallest impurities
that are to be removed; and in particular on the fuel oil viscosity (at separation temp.) and flow rate through
the centrifuge.

We recommend the capacity of the installed centrifuges to be at least according to the maker's instructions.

To obtain optimum cleaning, it is of the utmost importance to:

a) operate the centrifuge with as low a fuel oil viscosity as possible.

b) allow the fuel oil to remain in the centrifuge bowl for as long as possible.

The optimum (low) viscosity, is obtained by running the centrifuge preheater at the maximum temperature
recommended for the fuel concerned.

It Is especially Important that, In the case of fuels above 1500 Sec. RW/100-F (i.e. 180
cSt/50"C ), the highest possible preheating temperature • 95·98"C should be maintained
In the centrifuge preheater. See Plate 70505.

The centrifuge should operate for 24 hours a day except during necessary cleaning.
705-7
Re b)

The fuel is kept in the centrifuge as long as possible, by adjustment the flow rate so that it corresponds to the
amount of fuel required by the engine, without excessive re-circulation.

The ideal "throughput" should thus correspond to the normal amount of fuel required by the engine, plus
the amount of fuel consumed during periods when the centrifuge is stopped for cleaning.

For efficient removal of water by means of a conventional purifier, the correct choice of gravity disc is of
special importance. The centrifuge manual states the disc which should be chosen, corresponding to the
specific gravity of the fuel in question.

Centrifuge Capacity: Series or Parallel Operation

It is normal practice to have at least two centrifuges available for fuel cleaning.

Plate 70504 Fig. 1

As regards centrifuge treatment of today's residual fuel qualities, experimental work has shown that,
provided the capacity of each centrifuge is sufficient, the best cleaning effect, particularly as regards removal
of catalyst fines, is achieved when the centrifuges are operated in series - in purifier/clarifier mode.

Series operation of centrifuges (ensuring a maximum of safety), is therefore a fully acceptable alternative to
the previously recommended parallel operation. Each centrifuge must however be able to handle the total
amount of fuel required by the engine, without exceeding the flow-rate recommended by the centrifuge
maker.

This recommendation is valid for conventional centrifuges. For later types, suitable for treating fuel with
densities higher than 991 kg/m 3 at 15'C, it is recommended to follow the maker's specific instructions, see
item 1.3 below.

Plate 70504 Fig. 2

If the installed centrifuge capacity is on the low side (relative to the specific viscosity of the fuel oil in
question), and if more than one centrifuge is available, parallel operation may be considered in order to
obtain a lower flow rate. However, in view of the above recommendations, serious considerations should be
given to the possible advantages of installing new equipment, in accordance with today's fuel qualities and
flow recommendations.

As regards the determination/checking of the centrifuging capacity, we generally advise that the
recommendations of the centrifuge maker are followed, but the curves shown on Plate 70505 can be used
as a guidance.

1.3 High Density Fuels

3
To cope with the trend towards fuels with density exceeding 991 kg/m at 15'C, the centrifuging technology
has been further developed.

Improved clarifiers, with automatic desludging provide adequate separation of water and particles from the
fuel, up to a density of 1010 kg/m3 at 15'C.

The centrifuges should be operated in parallel or in series according to the maker's instructions and
recommendations.
705-8
1.4 Homogenizers

As a supplement only (to the centrifuges), a homogenizer may be installed in the fuel oil system, to
homogenize possible water and sludge still present in the fuel after centrifuging.

1.5 Fine Filter

As a supplement only (to the centrifuges), a fine filter with very fine mesh may be installed, to remove
possible contaminants present in the fuel after centrifuging. The mesh is down to 5 micron.

1.6 Super Decanters

As a supplement only, a super decanter may be installed. This is, in principle, a "horizontal" clarifier. The aim is
to remove sludge before normal centrifuging and thus minimize the risk of blocking of the centrifuges.

2. FUEL OIL STABILITY

Fuel oils of today are produced on the basis of widely varying crude oils and refinery processes. Practical
experience has shown that, due to incompatibility, certain fuel types may occasionally tend to be unstable
when mixed.
As a consequence, fuel mixing should be avoided to the widest possible extent. (See also "Fuel change-
over", point 4.3).

A mixture of incompatible fuels, in the bottom tanks and the settling tanks, may lead to stratification, and also
result in rather large amounts of sludge being taken out by the centrifuges, in some cases even causing
centrifuge blocking. ·.·-

Stratification can also take place in the service tank, leading to a fluctuating preheating temperature, when
this is controlled by a viscorator. "

Service tank stratification can be counteracted by recirculating the contents of the tank through the
centrifuge. This will have to be carried out at the expense of the previously mentioned benefits of low
centrifuge flow rate.

3. PREHEATING BEFORE INJECTION

In order to ensure correct atomization, the fuel oil has to be preheated before injection.

The necessary preheating temperature is dependent upon the specific viscosity of the oil in question.

Inadequate preheating (i.e. too high viscosity):

will influence combustion,

may cause increased cylinder wear (liners and rings),

may be detrimental to exhaust valve seatings,

may result in too high injection pressures, leading to excessive mechanical stresses in the fuel oil
system.

In most installations, preheating is carried out by means of steam, and the resultant viscosity is measured by a
viscosity regulator (viscorator), which also controls the steam supply.
705-9

Depending upon the viscosity/temperature relationship, and the viscosity index of the fuel oil, an outlet
temperature of up to 150°C will be necessary. This is illustrated in the diagram on Plate 70504, which
indicates the expected preheating temperature as a function of the fuel oil viscosity.

Recommended viscosity meter setting is 10-15 est.

However, from service experience, we allow a viscosity of up to 20 cSt after the preheater.

In order to avoid too rapid fouling of the preheater, a temperature of 150°C should not be exceeded.

3.1 Precaution

In case the fuel pipes are provided with steam heating trace, caution must be taken to avoid heating the
pipes when changing from heavy fuel to diesel oil. Under these circumstances excessive heating of the
pipes may reduce the viscosity too much, which will involve the risk of the fuel pumps running hot, thereby
increasing the risk of sticking fuel pump plunger and damage to the fuel oil sealings. (See point 4.3).

3.2 Fuel Preheating when in Port

During engine standstill, the circulation of preheated fuel oil does not require the viscosity to be as low as is
recommended for injection. Thus, in order to save energy, the preheating temperature may be lowered by
some 20"C than normal working temperature, giving a viscosity of about 30 cSt.

In order to ensure the correct injection, the temperature should be raised to the recommended service
value, about 30 minutes before starting up.

4. OTHER OPERATIONAL ASPECTS

4.1 Circulating Pump Pressure

The pump pressure measured on the engine (at fuel pump level) should be 7-8 bar, equivalent to a
circulating pump pressure of up to 1O bar. This maintains a pressure margin against gasification and cavttation
in the fuel system, even at 150°C.

4.2 Starting after Staying in Port

If the engine has been stopped on heavy fuel of a viscosity that permits pumping at reduced temperature, t
the preheating and viscosity regulation should be made operative, so as to obtain the working temperature
about one hour before starting the engine.

4.3 Fuel change-over

(See also "Pressurized fuel oil system" earlier in this Chapter).

The engine is equipped with uncooled, "all-symmetrical", light weight fuel valves - with built-in fuel circulation.
This automatic circulation of the preheated fuel (through the high-pressure pipes and the fuel valves) during
engine standstill, is the background for our recommending constant operation on heavy fuel.

In addition, there is a latent risk of diesel oils and heavy fuels of marginal quality forming incompatible blends
duringfuelchange-ove~

Such blends, as well as too rapid temperature changes, can evoke problems such as:
705-10
fuel pump and injector sticking/scuffing,
poor combustion,
fouling of the gasways.

Therefore, apart from the exceptions mentioned below, we strongly advise not to use diesel oil for the
operation of the engine - this applies to all loads.

Consequently, the engine should at all times be operated on heavy fuel oil, thus benefiting from the much
more attractive prices of these fuels.

However, in special circumstances, change-over to diesel oil can become necessary - and this can be
performed at any time, even when the engine is not running.

Such a change can be necessitated if, for instance, the vessel is expected to have a prolonged inactive
period with cold engine, i.e. due to:

a docking,
more than 5 days' stop,
a major repair of the fuel oil system etc.

Another reason is where environmental legislation requires the use of low- sulphur fuels.

A Change-over from Diesel Oil to Heavy Fuel during Running

To protect the injection equipment against rapid temperature changes, which may cause sticking/scuffing of
the fuel valves and of the fuel pump plungers and suction valves, the change-over is carried out as follows :

First, ensure that the heavy oil in the service tank is at normal temperature level.

Reduce the engine load to 314 . Then, by means of the thennostatic valve in the steam system, or by
control of the viscosity regulator, the diesel oil is heated to 60-80 "C. This preheating should be regulated to
give a temperature rise of about 2"C per minute.

Due to the above-mentioned risk of sticking/scuffing of the fuel injection equipment, the temperature of the
heavy fuel oil in the service tank must not be more than 25 "C higher than the heated diesel oil in the system
(60-80"C) at the time of change-over.

Note: The diesel oil viscosity should not drop below 2 cSt, as this might cause fuel pump and valve scuffing,
with the risk of sticking.

For some light diesel oils (gas oil), this will limit the upper temperature to somewhat below 80°C.

When 60-SO"Chas been reached, the change to heavy oil is performed by turning the change-over cock.
The temperature rise is then continued at a rate of about 2"C per minute.

B. Change-over from Heavy Fuel to Diesel Oil during Running

To protect the fuel oil injection equipment against rapid temperature changes, which may cause
sticking/scuffing of the fuel valves and of the fuel pump plungers and suction valves, the change-over to
diesel oil is performed as follows :

Cut off the steam supply to the preheater. Reduce the engine load to 314 of normal, and change to diesel oil
when the temperature of the heavy oil in the preheater has dropped to about 25"C above the temperature in
705-11
the diesel oil service tank, however, not below 75'C. If the diesel oil service tank temperature is lower than 50
'C, or, if after the change-over, the temperature (at the preheater) suddenly drops considerably, the transition
must be moderated by:

supplying a little steam to the preheater, which now contains diesel oil.

or, in the case of very cold diesel oil, by raising the diesel oil temperature a little before change-over
(if possible).
Residual Marine Fuel Standards Plate 70501-40

Designation Cllv\AC CIMAC Cllv\AC CIMAC Cllv\AC Cllv\AC Cit-MC Cllv\AC CIMAC CIMAC Cllv\AC CIMAC,CIN!AC
A 10 B 10 10 D 15 E 25c F 25 G 35 H35 K35 H 45 K 45 H 55 K 55

Related to ISO 8217 (87): F- RMA

10
RMB
10
AMC
10
RMD
15
RME
25
AMF
25
RMG
35
RMH
35
RMK
35
RMH
45
RMK
45
RMH
i::-
~:)
I -
Characteristic Dim. Limit I
Density at 15°C Kg/m 3 max. 950 975 980 991 991 1010 991 1010 I 991 I 1010
2
Kinematic est > max. 10 15 25 35 45 55
viscosity at 1oo·c
. 4)
min. 6 15

Flash point ·c min. 60 60 60 60 60 I 60

Pour point ·c max. 0 24 30 30 30 30 30 I

"
6 .J)
I I I I
I
.::arbon residue %{m/m) max. I 12 14 14 15 20 18 22 22 I 22 I
Ash %(m/m) max. 0.10 0.10 0.10 I 0.15 0.15 0.15 I 0. ;5 I
Total sediment after ageing %(m/m) I max. 0.10 0.10 0.10 I 0.10 O.iO 0.10 I
Water %(VN) max. 0.50 0.80 1.0 1.0 1.0 1.0 I
I

Sulphur %(m/m) max. I 3.5 4.0 5.0 5.0 I 5.0 I 5.0 I

Vanadium mg/kg I max. 150 300 350 200 500 I 300 600 I 600 I 6CO I
Aluminium and silicon mg{KQ max. 80 80 80 so I 80 I cO
I
Ignition properties 51 I
1
> Approximate equivalent viscosities {for information only)

Kinematic viscosity (cSt) at 100°c 6 10 15 25 35 45 55

Kinematic viscosity (cSt) at 50°C 22 40 80 180 380 500 700
--. Sec. Redwood I at 100°F 165 300 600 1500 3500 5000 7000
)
'
1
1 est = 1 mm 2/sec
3
> Applies to region and season in which fuel is stored and used,
(upper value winter quality, bottom value summer quality)
4
l Recommended value only. May be lower if density is also lower

SJ Ignition Properties

Normally applied analytical data for fuel oil contain no direct indi-
cation of ignition quality, neither do current specifications and stan-
dards. Although not an important parameter for low and medium
speed engines with high compression ratios. the ignition quality
can to some extent be predicted by calculations based on viscosity
and density, using formulas issued by the oil industry (CCAI by
Shell or Cll by BP). High density in combination with low viscosity
may be an indication of poor ignition quality.

)
lJ

- - - - - - Oi•••l oil
Aut .do-ocirot \no volvo -
o.i
<O
-....J
0
H•avy ru.l oil
Haalad pip• vith insulation 01
al Tracing fuel oil Lin••: Ha><.150°C (' (' 0
b) Tracing drain l in••• by jochet tv
Arr.of noln •noine fu•l oil Ooch I I
cooling vol er .l'.:>
Sy•l••.(S •• plot• 70503) 0
,------~ , Fro" centrilvo••
r - - - - ~>~~~~~~~~.::._-
n.MOf• COntroll·d Volv• Sh~pyord v.ntino ! r - ..... - - - - - - - - - - - - - . ,
supply.to b• situot•d os n•or os 11
possible lo the •notn •. \ c
3211m
\
Oi•••l
I
ro
o ll
No11.boro ••rv i c:•
,101'"' 0
a) ''?- ' Overrlow volv•
CJ)
~'t I Ad'usted to 4 bar

-
_. J '<
BO ® Full flov fill•r to
(/)

~~
;;;;..
bo •ill1atod os n4or
<O
3
--0 a• pos•ible to lhe
1)

Main •noine
o· I to hov• ,,in.50Y. bigo•r
~-- poscoo• oroo than d

--~~~~~~~·.......~~~~~~~-' ~
Circulot ino pumps
1)

I
r---------------------------~
I

1) If vi•cositr olor11 VSA/303 i• used,

t.,,p. olor"' TSA/304 is omitted ond

f .0.
dro in tonk
---~ !.o F.W. cooling
~u11p •uction
Fuel Oil Pipes on Engine Plate 70503-40

SO- 90NC

Cy!.

Fuel valve

Hioh ressure oioes

Fuel pumo (with puncture valve built-In on top of the pump)

F
"t" ..,..
~

~)
I

~"!
x
~--.....__.._____;:;;_____.\
ClfJ. \,_________;;;;:------------------.t7®

Fuel
26- 42MC

I I Supplied J Shipyard

~---~ r.O~r~i~f~i-c-e----+-+---,,--i-----w-i_t_h_:__en_g_i~n-e.~,"''''
Fuel pump with AF
.___r-._ _ , puncture valve I
1 To separate draintonk
.

fV'l-t---..--~ 1-----j....___:,:_ _ _-+_..L_L__ _ _ I_,,,_~ ~ '.l

-x
r-----~--~>---L------'---·- Fuel oil outlet
\ I - -F

Sh o cJ., absorber \
Counter pressure valve
Plate 70504-40 Fuel Oil Centrifuges
Modes of Operation

Preheater

Settling Day
tank lank

:' ...·-----------
__________ _ ."·----------..
I:. .
.. -----------·"' ~----·-----+
' I
\---------r-

Purifier Clarifier
.......

Fig. 1
IN SERIES

I ..,
....... ..,.
Prehe<iter Prl'heater

Settling II Oay
tank
~I tank

I
,-- - -------!-
. ____ ------ .... ' ""'---------r-,
I
_________ ...,_,,I '

... _________
' ..,_
I
'
I
l

"t" Puri tier '

Fig. 2
IN PARALLEL

By courtesy of Al fa - Laval
Centrifuge Flow Rate and Plate 70505-40
Separation Temperature (Preheating)

Rate of flow

Related to rated capacity of centrifuge

% .l
100 -r-~~~-.--~~-,-~-.-~~~-.-~~~-,--,---.-,

Separation temperature

·c .l
100 I

90 I II I
80
II I
70
II
)
60
II I
50
II I
40
I I. I
15 25 45 75 100 130
cs vao·c
Log
scales 30 60 80 180 380 600
csvso·c

200 400 600 1500 3500 6000

s e c . R 1/1 0 0 • F

)
Plate 70506-40 Preheating of Heavy Fuel Oil
(Prior to Injection)

Approximate viscosity
after preheater
Temperature
after preheater

cSt. sec.
Rw.
oc !
7 43

170
10 52
160
12 59
150
15 69
140

130 20 87

120
30 125
110

100

90

80

70

60 I
Approximate pumping limit
50

40

30

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.Rwti C0°F

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 controlled parameter, the preheating
temperature may vary, dependent on the viscosity and viscosity index of the fuel.

Recommended viscosity meter setting is 10-15 cSt.

SAFETY PRECAUTIONS AND ENGINE DATA

CHECKS DURING STANDSTILL PERIODS

STARTING, MANOEUVRING AND RUNNING

SPECIAL RUNNING CONDITIONS

FUEL AND FUEL TREATMENT

~:;

;·:m
\

PERFORMANCE EVALUATION & GENERAL OPERATION

~'~

CYLINDER CONDITION

J
l BEARINGS AND CIRCULATING OIL

WATER COOLING SYSTEMS

DATA
706-1

CHAPTER 706 PERFORMANCE EVALUATION

AND GENERAL OPERATION

CONTENTS PAGE

OBSERVATIONS DURING OPERATION

1. SYMBOLS AND UNITS 706.05

2. OPERATING RANGE 706.05

2.1 Load Diagram 706.06
2.2 Definitions 706.06
2.3 Limits for Continuous Operation 706.06
2.4 Limits for Overload Operation 706.06
2.5 Recommendations 706.06
2.6 Propeller Performance 706.07

3. PERFORMANCE OBSERVATIONS 706.07

3.1 Cooling Water and Circulating Oil 706.07
3.2 Engine Performance Parameters 706.07

EVALUATION OF RECORDS

1. ENGINE SYNOPSIS 706.08

1.1 Parameters related to the mean indicated Pressure pi 706.09
Mean draught 706.09
pi 706.09
RPM - pi 706.09
pmax - pi 706.09
Index - pi 706.10
1.2 Parameters related to the effective engine power Pe 706.10
Texhv - Pe 706.11
pcomp - Pe 706.12

2. TURBOCHARGER SYNOPSIS 706.14

pscav - Pe 706.14
TIC rpm - pscav 706.14
!:::i. pt - pscav 706.14
Turbocharger efficiency, r; TIC 706.15
706-2

CONTENTS PAGE

3. AIR COOLER SYNOPSIS 706.15

6. t (air-water) - pscav 706.15
6. t water - pscav 706.15
6. pair - pscav 706.15
3.1 Evaluation 706.16
3.2 Adjustment of Scavenging Air Temperature 706.17

4. SPECIFIC FUEL OIL CONSUMPTION 706.17

CLEANING OF TURBOCHARGERS AND AIR COOLERS

1. TURBOCHARGER 706.19
1.1 Cleaning the Turbine Side 706.19
1.2 Cleaning the Compressor Side 706.20

2. AIR COOLER CLEANING SYSTEM 706.20

3. DRAIN SYSTEM FOR WATER MIST CATCHERS 706.21

3.1 Condensation of Water from a Humid Atmosphere 706.21
3.2 Drain System 706.21
3.1 Checking the Drain System 706.21

APPENDIX 1
MEASURING INSTRUMENTS

1. THERMOMETERS & PRESSURE GAUGES 706.22

2. THE INDICATOR 706.22

2.1 Indicator & Draw Diagrams 706.22
2.2 Maintenance of the Indicator 706.22
2.3 Indicator valve 706.23
2.4 Fitting the Indicator 706.23
2.5 Taking the Diagrams 706.23
2.6 Adjustment of Indicator Drive 706.24
2.7 Diagram Faults 706.24
706-3

CONTENTS PAGE

APPENDIX 2
INDICATOR DIAGRAM, PRESSURE MEASUREMENTS AND
ENGINE POWER CALCULATIONS

1. COMPRESSION PRESSURE, MAXIMUM PRESSURE

AND FAULTS 706.25

2. AREA OF INDICATOR DIAGRAM 706.26

3. CALCULATION OF INDICATED AND EFFECTIVE ENGINE POWER

706.26

APPENDIX 3
CORRECTION OF PERFORMANCE PARAMETERS

1. GENERAL 706.27

2. EXAMPLES OF CALCULATIONS 706.28

3. MAXIMUM EXHAUST TEMPERATURE 706.29

APPENDIX 4
TURBOCHARGER EFFICIENCY

1. GENERAL 706.31

2. EXAMPLES OF CALCULATIONS 706.31

2.1 Plants without TCS and Exhaust By-Pass 706.31
2.2 Plants with TCS and/or Exhaust By-Pass 706.33

APPENDIX 5
ESTIMATION OF THE EFFECTIVE ENGINE POWER
WITHOUT INDICATOR DIAGRAMS

1. GENERAL 706.35

2. METHODS 706.35
2.1 Fuel Pump Index 706.35
2.2 Turbocharger Revolutions 706.37
706-4

PLATES

LOAD DIAGRAM FOR PROPULSION ALONE 70601

LOAD DIAGRAM FOR PROPULSION AND
MAIN ENGINE DRIVEN GENERATOR 70602
PERFORMANCE OBSERVATIONS, 1-2 70603
READINGS RELATING TO THERMODYNAMIC CONDITIONS 70604
SYNOPSIS DIAGRAMS
Engine 70605 - 70607
Turbocharger 70608 - 70609
Air Cooler 70610
SPECIFIC FUEL OIL CONSUMPTION - corrections 70611
AIR COOLER CLEANING SYSTEM 70614
NORMAL INDICATOR DIAGRAM 70615
ADJUSTMENT OF INDICATOR DRIVE 70616
FAULTY INDICATOR DIAGRAMS 70617
INFORMATION FROM INDICATOR AND DRAW DIAGRAMS 70618
USING THE PLANNIMETER 70619
CORRECTION TO ISO REFERENCE AMBIENT CONDITIONS
pm ax 70620
texh 70621
pcomp 70622
pscav 70623
Example of Readings 70624
COMPRESSOR EFFICIENCY CALCULATION 70625
TOTAL TURBOCHARGER EFFICIENCY 70626
ESTIMATION OF EFFECTIVE ENGINE POWER 70627

Cleaning Procedure for Turbocharger

ME2899 (MAN NA type)
ME3488 (ABB-VTR type)
Turbocharger Cleaning with Water
ME2839 (MAN NA type)
ME1086 (ABB-VTR type)
Cleaning of Air Cooler ME2890
706-5

OBSERVATIONS DURING OPERATION

1. SYMBOLS AND UNITS

The following designations are used:

PARAMETER Symbol Unit 1 Unit 2

Effective engine power Pe bhp kW
Engine revolutions rpm rpm rpm
Indicated engine power Pi ihp ikW
Fuel pump index Index No. (mm)
Specific fuel oil consumption SFOC glbhph glkWh
Fuel oil lower calorific value LCV kcal/kg kJlkg
turbocharger revolutions TIC rpm rpm rpm

Barometric pressure pbaro mmHg Pa

Pressure drop across TIC air filters 6 pf mmWC Pa
Pressure drop across air coolers t:. pc mmWC mmWC
Scavenge air pressure pscav mmHg MPa*)
Mean indicated pressure pi bar*) MPa*)
Mean effective pressure pe bar*) MPa*)
Compression pressure pcornp bar*) MPa*)
Maximum combustion pressure pm ax bar*) MPa*)
Exhaust receiver pressure pexh rec mm Hg MPa*)
Pressure after turbine pate mmWC Pa*)

Air temperature before TIC filters tin I "C ·c

Air temperature before cooler tbcoo ·c ·c
Cooling water inlet temp. ,air cooler tcoolinl ·c ·c
Scavenge air temperature tscav ·c ·c
Temperature after exh. valves texhv ·c ·c
Temperature before turbine tbtc ·c ·c
Temperature after turbine tatc t ·c
Conversion factors:

1 bar= 1.a2 kgflcm2 = a.1 MP a = 1as Pa = 1as Nlm 2

2
1 kg/cm = a.98a7 bar
1 kW = 1.3596 bhp
1 mbar = 1a.2 mmWC = a.75mmHg

" Note: Pressure stated in bar/MPa is the measured value, i.e. read from an ordinary pressure gauge.
note: the official designation of bar/MPa is ABSOLUTE PRESSURE.
706-6
2. Operating Range

2.1 Load Diagram

The specific ranges for continuous operation are given in the 'Load Diagrams':

- For propulsion alone, Plate 70601.

- For propulsion and main engine driven generator, Plate 70602.

2.2 definitions

The load diagram, in logarithmic scales (Plates 70601 and/or 70602) defines the power and speed limits for
continuous as well as overload operation of an installed engine having a specified MCR point 'M' according to
the ship's specification.

The service points of the installed engine incorporated the engine power required for ship propulsion, see
Plate 70601, and for main engine driven shaft generator, if installed, see Plate 70602.

2.3 Limits for Continuous Operation

The continuous service range is limited by four lines:

Line 3: Represents the maximum speed which can be accepted for continuous operation.
Running at low load above 100% of the nominal speed of the engine is, however, to be avoided for
extended periods.

Line 4: Represents the limit at which an ample air supply is available for combustion and gives a limitation on
the maximum combination of torque and speed.

Line5: Represents the maximum mean effective pressure (mep) level, which can be accepted for
continuous operation.

Line 7: Represents the maximum power line for continuous operation.

2.4 Limits for Overload Operation

Many parameters influence the performance of the engine. Among these is : overloading. The overload
service range is limited as follows:
Line 8: Represents the overload operation limitations.

The area between line 4,5,7 and the heavy dotted line 8 is available as overload for limited periods only (1
hour per 12 hours).

2.5 Recommendations

Continuous operation without limitations is allowed only within the area limited by lines 4,5,7 and 3 of the load
diagram.

The area between lines 4 and 1 is available for running conditions in shallow water, heavy weather and during
acceleration, i.e. for non-steady operation without actual time limitation.

After some time in operation, the ship's hull and propeller will be fouled, resulting in heavier running of the
propeller, i.e. loading the engine more. The propeller curve will move to the left from line 6 to line 2 and extra
706-7
power is required for propulsion. The extent of heavy running of the propeller will indicate the need for
cleaning the hull and possibly polishing the propeller.

Note: Point A is a 100% speed and power reference point of the load diagram. Point M is normally equal to
point A but may in special cases, for example sometimes when a shaft generator is installed, be placed to the
right of point A on line 7.

2.6 Propeller Performance

Experience indicates that ships are - to a greater or lesser degree - sensitive to bad weather (especially with
heavy waves, and with head winds and seas), sailing in shallow water with high speeds and during
acceleration. It is advisable to notice the power/revolution combination in the load diagram and to take
precautions when approaching the limit lines.

3. PERFORMANCE OBSERVATIONS

Plates 70603 (two pages) and 70604

During engine operation, several basic parameters need to be checked and evaluated at regular intervals.
This is necessary in order to be able to judge the running conditions, which in turn will influence the
mechanical condition of the engine components, and the overall plant economy.

3.1 Cooling Water and Circulating Oil

Temperature and pressure data should be constantly monitored, in order to protect the engine against
overheating and failure. In general, automatic alarms, and slow-down or shut-dowr:i equipment, are installed
for safety.

Guiding values of permissible deviations from the normal seNice data are given inJhe "Alarm lists" Chapter
703.

3.2 Engine Performance Parameters

To enable the assessment of general engine performance, frequent readings must be taken of various
operational parameters.

In addition, these measurements will assist in discovering operational disturbances at an early stage, and
thereby prevent their development.

Key parameters in this respect are:

- Barometric pressure
- Engine revolutions
- Ship's draught
- Mean indicated pressure
- Compression pressure
- Maximum combustion pressure
- Fuel pump index
- Exhaust gas pressures
- Exhaust gas temperatures
- Scavenge air pressure
- Scavenge air temperature
-Turbocharger revolutions
- Exhaust gas back pressure in exhaust pipe after turbocharger
706-8
- Air temp. before T/C filters
- t:,. P air filter (if pressure gauge installed)
- t:,. p air cooler
- Air and cooling water temperatures before and after scavenging air cooler.

Readings are to be taken daily except for the indicator cards, which are to be taken twice a month, and serve
the purpose of enabling the operator to follow alteration in:

a) the combustion conditions.

b) the general cylinder condition.

The recorded engine observations are to be entered in the "Performance Observation" Record (plate
70603).

To a certain extent, performance data cannot be judged individually, but the different parameters must be
compared. In the next Section, "Evaluation of Records", a simple method is described for recording and
evaluating such operational data.

Measuring instruments consist of thermometers, pressure gauges, tachometers, and the indicator.

In order to draw the correct conclusions, the instruments must give correct readings. A few guidelines for the
maintenance and checking of thermometers and pressure gauges, as well as a thorough description of the
use and maintenance of the indicator, are given in Appendix 1 in this Chapter.

EVALUATION OF RECORDS
1. ENGINE SYNOPSIS

During service, alterations in the operational condition of the engine will make themselves known through a
change in the observed engine data.

To be able to judge the condition, it is important that the engine parameters are continuously kept under
surveillance, and evaluated by comparing them with the corresponding observations from when the ship was
new.

The best, and most simple, method of summarizing and obtaining a clear picture of the parameter changes is
to use the set of synopsis diagrams shown on Plates 70605, 70606, 70607.(For Plates 70608-10, see
'turbocharger Synopsis' and 'Air Cooler Synopsis', further on in this Chapter).

On the basis of these diagrams, developments can easily be followed, and evaluations accurately drawn up.

Common for synopsis diagrams is that, on the left-hand side, a "model curve" is given, - i.e. relevant data,
measured on the test bed/sea trial, drawn as a function of the parameter it is most dependent on or related
to.
On the right-hand side, "time based deviations curves", showing deviations between the actual service data
and the model curve data, are drawn up on a time basis.

Plates Nos. 70602, 70603 and 70604 {engine synopsis diagrams) are sufficient to give a general impression
of the engine condition (see the following explanations regarding each individual plate).

If a more definite diagnosis of the turbocharger condition is required, Plate 70608 is used.
(See "Turbocharger Synopsis" further on in this Section).
706-9
In the following sub-sections, instructions are given on how the results are plotted, and regarding how to
interpretate the possible deviations. Finally, directions are given on how an overall evaluation can be made of
the various data.

From the deviation curves, it is possible to determine which engine components should be overhauled, and
also, from the slope of the curve, to determine approximately when the overhaul should be carried out.

For convenience, blank synopsis sheets are included. These can be used for duplication purposes, and
thereafter for plotting the deviation values for the specific plant in question.

1.1 Parameters related to the Mean Indicated Pressure (Pi).

Plates 70605 and 70606 (engine synopsis diagrams) show model curves for engine parameters which are
dependent upon the mean indicated pressure (Pi).

NB: Plate 70605 also includes two charts for plotting the draught of the ship, and the average mean
indicated pressure as a function of the engine running hours.

Mean Draught

The mean draught is depicted here because, for any particular RPM, it will have an influence on the engine
load.

Mean Indicated Pressure (Pi} (Option)

The average calculated value of the mean indicated pressure, is depicted in order that an impression of the
engine's load can be obtained.
For the calculation, see Appendix 2 in this chapter.

Individual values of the mean indicated pressure should not deviate more than O.Sba r {O.OSMPa) from the
average value for all cylinders.

The load balance between the individual cylinder unit must not be adjusted on the basis of the exhaust
gas temperatures after each exhaust valve.

Engine Revolutions (RPM)

The model curve shows the relationship between the engine revolutions and the mean indicated pressure
(pi).

The engine RPM should be determined by counting the revolutions over a sufficiently long period of time.

Deviations from the model curve show whether the propeller is light or heavy, i.e. whether the torque on the
propeller is small or large for a specified RPM. If this is compared with the draught (under the same weather
conditions) see remarks in item 2. 1 'Load Diagram', then it is possible to judge whether the alterations are
owing to:

changes in the draught,

or an increase in the propulsion resistance, for instance due to fouling of the hull, shallow water, etc.

Valuable information is hereby obtained for determining a suitable docking schedule.

If the deviation from the model curve is large, (e.g. deviations from shop trial to sea trial), it is recommended to
706-10
plot the results on a load diagram, See item 2. 1 'Load Diagram' and from that judge the necessity of making
alterations on the engine, or to the propeller.

Maximum Combustion Pressure (pmax)

The model curve shows the relationship between the average pmax (corrected to ISO reference ambient
conditions) and the average the mean indicated pressure (pi).

NB: For correction to reference conditions, see Appendix 3 in this Chapter.

Deviations from the model curve are to be compared with deviations in the compression pressure and the
fuel pump index (see further on).

At low loads lower than 85-90% of specified MCR Power, the pmax will increase in proportion to the fuel
pump index. At load higher than 85-90% ,the pmax is kept constant.

NB: Such pressure pattern can be obtained only for engines equipped with VIT (variable injection timing)
fuel pump system.

If an individual pmax value deviates more than 3bar (0.3MPa)from the average value, the reason should
be found and the fault corrected.

The pressure rise pcomp-pmax must not exceed the specified limit, i.e. 35bar. (3.5MPa)

Fuel Pump Index

The model curve shows the relationship between the average fuel pump index and the average pi .
The deviation from the model curve give information on the condition of the fuel injection equipment.

Worn fuel pumps, and leaking suction valves, will show up as an increased fuel pump index in relation to the
mean pressure. Note however, that the fuel pump index is also dependent on:

a) The viscosity of the fuel oil, (i.e. the viscosity at the preheating temperature). Low viscosity will cause larger
leakage in the fuel pump, and thereby make necessary higher indexes for injecting the same volume.

b) The calorific value and the specific gravity of fuel oil. These will determine the energy content per unit
volume, and can therefore also influence the index.

c) All parameters that affect the fuel oil consumption (ambient conditions, pmax,etc.)

Since there are many parameters that influence the index, and thereby also the pmax, it can be necessary to
adjust the pmax from time to time.

It is recommended to overhaul the fuel pumps when the index has increased by about 1 O% .

In case the engine is operating with excessively worn fuel pumps, the starting and maneuvering per1ormance
of the engine will be seriously affected.

1.2 Parameters related to the effective engine power (Pe)

Plate 70607 shows model curves for engine parameters which are dependent on the effective power (Pe).

Regarding the calculation of effective engine power and the indicated engine power, see Appendix 2 in this
chapter.
706-11

Exhaust Temperature (texhv)

The model curve shows the average exhaust temperatures (after the valves), corrected to reference
conditions, and drawn up as a function of the effective engine power (Pe).

NB For correction to ISO reference ambient conditions, see Appendix 3in this Chapter.

Regarding maximum exhaust temperatures, see also Appendix 3, in this Chapter.

The exhaust temperature is an important parameter, because the majority of faults in the air supply,
combustion and gas systems, manifest themselves as increases in exhaust temperature level.

The most important parameters which influence the exhaust temperature are listed in the table on the next
page, together with a method for direct diagnosing, where possible.

Increased Exhaus1 Temperature Level - Fault Diagnosing:

Fault Parameters
Diagnosis
Causing increased exhaust temperature level
This often occurs in individual cylinders, which
a. Faults in the injection system facilitates diagnosing. The diagnosis can be made by
e.g comparing the fuel pump index, and the indicator
-leaking or incorrectly working fuel valves and draw diagrams, combined with visual inspection
(defective spindle and seat) and pressure testing of fuel valves.
-worn fuel pumps (See diagram illustration etc., in Appendix 2 to this
chapter)
This also often occurs in irydividual cylinders. During
operation of the engine, the condition is assessed
b. Poor cylinder condition - blow-by on the basis of the compression pressure.
-including leaking exhaust valves. During engine standstill, the cyl. condition can be
judged by visual inspection through the scavenge air
ports.
c. Reduced cooling capability of the air coolers. The diagnosis is indicated in ·Air Cooler Synopsis"
(often resulting from fouling on the air side) further on in this Section.
Such exhaust temperature increases are normally a
d. Operation at extreme ambient (climatic) natural result of increased seawater and/or engine
conditions. room temperature (see example in Appendix 3 in this
Chapter).
This is difficult to diagnose by direct evaluation of the
engine performance. Diagnosis is possible by
employing the synopsis method mentioned further
e. Turbocharger fouling
on in this Section, ("Turbocharger Synopsis") and
(turbine and/or compressor side)
also by calculation of compressor and turbine
efficiencies, as indicated in Appendix 4 to this
Chapter.
Compared with gas oil, the use of heavy fuel can
normally be expected to give an exhaust
temperature increase of approx. S"C Greater
f. Fuel oil quality
increases of temperature can occur, when using fuel
(and inadequate fuel oil cleaning)
oils with particularly poor combustion properties. In
such cases, a reduction of the maximum pressure is
likely to occur.
706-12
Compression Pressure(pcomp)

The model curve shows the relationship between the compression pressure pcomp (corrected to ISO
reference ambient conditions) and the effective power Pe.

NB: For correct to reference conditions, see Appendix 3 in this Chapter.

Deviation from the model curve can be due to:

a) a scavenge pressure reduction.

b) mechanical defects in the engine components (blow-by past piston rings, defective exhaust valves,
etc. - see the table on the next page).

It is therefore expedient and useful to distinguish between ·a· and "b", and investigate how large a part of a
possible compression reduction is due to "a" or "b".

This can be calculated from the ratio between absolute compression pressure (pcomp + pbaro) and absolute
scav. pressure (pscav + pbaro) which, for a specific engine, is constant over the largest part of the load range
(load diagram area).

The ratio is first calculated for the "new" engine, either from the test bed results, or from the model curve, as
described below.

It should be noted that the measured compression pressure, for the individual cylinders, can deviate from
the average, owing to the natural consequence of gas vibrations in the receivers. The deviations will, to
some degree, be dependent on the load.

However, such deviations will be "typical" for the particular engine, and should not change during the normal
operation.

When evaluating service data for individual cylinders, comparison must be made with the original
compression pressure of the cylinder concerned, at the corresponding load.

Example:

The following four values can be assumed read from the model curves:

The barometric pressure was :1.00 bar

The scavenge pressure was 1.37 bar

This gave an absolute scavenge pressure of 2.37 bar

The average (or individual) compression pressure was : 89.0 bar

which gave an absolute compression pressure of 89 + 1.00 = 90.0 bar

pcomp abs I pscav abs = 90.0/ 2.37 = 38.0

This value is used as follows for evaluating the data read during service.
706-13
Service Values:

pcomp: 76 bar (average or individual)

pscav: 1.12 bar

pbaro : 1.02 bar

Calculated on the basis of pscav and pbaro, the absolute compression pressure would be expected to be:

pcomp abs= 38.0 x (1.12 + 1.02) = 81.3 bar

i.e. pcomp = 81.3 - 1.02 = 80.3 bar

The difference between the expected 80.3 bar and the measured 76 bar could be owing to mechanical
defects.

Concerning the pressure rise pcomp-pmax' see Item 1.1, 'Maximum Combustion Pressure'.

Mechanical defects which can cause reduced compression pressure:

Fault Parameters
Diagnosis/Remedy
Causing reduced compression pressure.
With running engine:

1) The amount of cylinder oil can be increased

(for the cylinder concerned) until the piston rings
have run-in again or, in the case of sticking rings,
have been loosened.
2) The fuel pump and VIT index can be
a. Leaking piston rings reduced or the combustion stopped by lifting the
fuel pump roller guide, see also Chapter 703
"Difficulties when Running"

With stopped engine:

Inspection of the cylinder condition is made through

the scavenge ports
Check by means of a template placed on the piston
b. Burnt piston crown
crown.
c. Worn cylinder liner Check by measuring.
Indicated by a higher exhaust temperature, and
d. Burnt exhaust valve
possibly a hissing sound at reduced speed.
Check:
- Cam lead.
- Hydraulic oil leakage;
e. Exhaust valve timing e.g.misalignment of high-pressure pipe
between exh. valve actuator and hydr. cylinder.
- Damper arrangement for exhaust valve closing.
(if installed.)
706-14

2. Turbocharger Synopsis

Plates 70608 and 70609 (turbocharger synopsis diagrams)

NB Plates 70608 and 70609 should be filled out in a number of copies which corresponds to the
number of turbochargers.

Scavenging Air Pressure (pscav)

The model curve shows the scavenge pressure (corrected to reference conditions) as a function of the
engine effective power (Pe).

NB For correction to reference conditions, see Appendix 3 in this Chapter.

Deviations in the scavenge pressure are, like the exhaust temperature, an important parameter for an overall
estimation of the engine condition.

A drop in the scavenge pressure, for a given load, will cause an increase in the thermal loading of the
combustion chamber components.

A simple diagnosis, made only from changes in scavenge pressure, is difficult.

Fouled air filters, air coolers and turbochargers can greatly influence the scavenge pressure.

Changes in the scavenge air pressure should thus be seen as a "consequential effect" which is closely
connected with changes in:

the air cooler condition

the turbocharger condition

the cam timing

Reference is therefore made to the various sections covering these topics.

Turbocharger Revolutions (T/C rpm)

The model curve shows the revolutions of the turbocharger as a function of the scavenge air pressure
(pscav).

Corroded nozzle ring or turbine blades will reduce the turbine revolutions. The same thing will happen in
case of a too large clearance between the turbine blades and the shroud ring (MAN) I cover ring (ABB).

Deviation from the model curve, in the form of too high rpm, can normally be attributed to a fouled air filter,
charging air cooler, or compressor side.

A more thorough diagnosing of the turbocharger condition can be made as outlined in the "turbocharger
efficiency" Section below.
.
Pressure Drop Across Turbocharger Air Filter ( t:. Pf)

The model curve shows the pressure drop across the air filter as a function of the scavenge air pressure
(pscav).
706-15

Deviations from this curve give direct information about the cleanliness of the air filter.

Like the air cooler, the filter condition is decisive for the scavenge air pressure and exhaust temperature
levels.

The filter elements must be cleaned when the pressure drop is 5 O% higher than the test bed value.

If a manometer is not standard, the cleaning interval is determined by visual inspection.

Turbocharger Efficiency ( 77 TIC}

The model curves show the compressor and turbine efficiencies as a function of the scavenge air pressure
(pscav).

In order to determine the condition of the turbocharger, the calculated efficiency values are compared with
the model curves, and the deviations plotted.

Calculation of the efficiency is explained in Appendix 4 to this Chapter.

As the efficiencies have a great influence on the exhaust temperature, the condition of the turbochargers
should be checked if the exhaust temperature tends to increase up to the prescribed limit.

Efficiency reductions can thus normally be related to "flow deterioration", which can be counteracted by
regular cleaning of the turbine side (and possibly compressor side).

3. AIR COOLER SYNOPSIS

Plate 7061 O (Air cooler synopsis diagrams)

The plate gives model curves for air cooler parameters, which are dependent on the scavenge pressure
(pscav).

TEMPERATURE DIFFERENCE BETWEEN AIR OUTLET AND WATER INLET (6 tair/water)

The model curve shows the temperature difference between the air outlet and the cooling water inlet, as a
function of the scavenge air pressure {pscav).

This difference is temperature is a direct measure of the cooling ability, and as such is an important parameter
for the thermal load on the engine. The evaluation of this parameter is further discussed below.

COOLING WATER TEMPERATURE DIFFERENCE ( D. !water)

The model curve shows the cooling water temperature increase across the air cooler, as a function of the
scavenge air pressure (pscav).

This parameter is evaluated as indicated below.

PRESSURE DROP ACROSS AIR COOLER ( t. pair)

The model curve shows the scavenge air pressure drop across the air cooler, as a function of the scavenge
air pressure (pscav).
This parameter is evaluated as indicated below.
706-16

3.1 Evaluation

Generally, for the above three parameters, changes of approx. 50% of the test bed value can be considered
as a maximum. However, the effect of the altered temperatures should be kept under observation in
accordance with the remarks under Exhaust Temperature. (Point 1.2 earlier in this Section).

In the case of pressure drop across air cooler, for purposes of simplification, the mentioned "50% margin"
includes deviations caused by alterations of the suction temperature, scavenge air temperature, and
efficiency of the turbochargers.

Of the three parameters, the temperature difference between air outlet and water inlet, is to be regarding as
the most essential one.

Deviations from the model curves, which are expressions of deteriorated cooling capability, can be due to:

a) Fouling of the air side

b) Fouling of the water side

a. Fouling of the air side: manifests itself as an increased pressure drop across the air side.

Note however, that the heat transmission can also be influenced by an "oily film" on tubes and fins, and this
will only give a minor increase in the pressure drop.

Before cleaning the air side, it is recommended that the U-tube manometer is checked for tightness. and that
the cooler is visually inspected for deposits.

Make sure that the drainage system from the water mist catcher functions properly, as a high level of
condensed water (condensate) - up to the lower measuring pipe - might influence the !:::. p measuring greatly.
See also ' Cleaning of turbochargers and Air Coolers' further on in this Chapter.

b. Fouling of the water side: Normally involves a reduction of the cooling water temperature difference,
because the heat transmission (cooling ability) is reduced.

Note however that, if the deposits decrease the cross sectional area of the tubes. so that the water quantity
is reduced, the cooling water temperature difference may not be affected, whereby diagnosis is difficult (i.e.
lower heat transmission, but also lower flow volume).

Furthermore, a similar situation will arises if such tube deposits are present simultaneously with a fault in the
salt water system, (corroded water pump, erroneous operation of valves, etc.). Here again the reduced water
quantity will result in the temperature difference remaining approximately unaltered.

In cases where it is suspected that the air cooler water side is obstructed, the resistance across the coolers
can be checked by means of a differential pressure gauge.

NB: A mercury manometer pressure should not-be used, because of environmental considerations.

Before dismantling the air cooler, for piercing of the tubes. it is recommended that the remaining salt-water
system is examined, and the cooling ability of the other heat exchangers checked.

N B :Be careful when piecing because the pipes are thin-walled.

706-17
3.2 Adjustment of Scavenging Air Temperature

If adjustment of scavenging air temperature is carried out by operating the valve(s) of cooling water for
scavenging air cooler, following troubles may arise.

1) In case that the water quantities is reduced, the cooling (salt) water temperature is increased. Then the salt
may condensate inside the tubes. This may cause the blocking of the tubes.
2) The cooling water velocity is too low, the scale and/or bacterium may adhere on the tubes, which also
block the tube.

Therefore, we recommend followings, not to operate the valves of cooling water inleUoutlet.

1) The valves of cooling water for scavenging air cooler, should be kept full open.
2) The cooling water outlet temperature is adjusted bellow so·c. This can be achieved by adjusting the
temperature control valve for cooling water.
For engine periormance, cooler scavenging air temperature is better. However, this may give much
condensed water. See 3. "drain System of Water Mist Catcher" of "Cleaning of turbocharger and air
cooler" further in this section.
We recommend adjust the cooling water inlet temperature for scavenging air cooler is kept within
25-28"C by the temperature control valve.
2) Normal operation
a. Temperature difference between inlet and outlet of cooling water for air cooler is around 13-1 ?°C.
b. Temperature difference between scavenging air cooler cooling water inlet and scavenging air
temperature is around 1O"C . (1 O - 15 ·c )
If the temperature difference(s) are over these values, fouling of air cooler and/or reduced cooling
water quantity is to be considered.

4. SPECIFIC FUEL OIL CONSUMPTION

Plate 70611

Calculation of the specific consumption (g/kWh, g/bhph) requires that the engine power, and the consumed
fuel oil amount (kg), are known for a certain period of time.

The method of determining the engine power is illustrated in Appendix 2. The oil amount is measured as
described below.

To achieve a reasonable measuring accuracy, it is recommended to measure over a suitably long period -
dependent upon the method employed i.e.:

If a day tank is used, the time for the consumption of the whole tank contents will be suitable.

If a flow-meter is used, a minimum of 1 hour is recommended.

The measurements should always be made under calm weather conditions.

Since both of the above-mentioned quantity measurements will be in volume units, it will be necessary to
know the oil specific gravity, in order to convert to weight units. The specific gravity is to correspond to the
temperature at the measuring point (i.e. in the day tank or flow-meter).

The specific gravity can be determined by means of a hydrometer immersed in a sample taken at the
measuring point, but it can also be calculated on the basis of bunker specifications.

Normally, in bunker specifications, the specific gravity is indicated at 150"C/60oF.

706-18
3
The actual density (g/cm ) at the measuring point is determined by using the curve on Plate 70611, where
the change in density is shown as a function of temperature.

The consumed oil quantity in kg is obtained by multiplying the measured volume (in liters) by the density (in
kg/liter).

In order to be able to compare consumption measurements carried out for various types of fuel oil, allowance
must be made for the differences in the lower calorific value (LCV) of the fuel concerned.

Normally, on the test bed, gas oil will have been used, having a lower calorific value of approx. 10,200 kcal/kg
(corresponding to 42,700 kJ/kg). If no other instructions have been given by the ship owner, it is
recommended to convert to this value.

Usually, the lower calorific value of a bunker oil is not specified by the oil companies. However, by means of
the graph, Plate 70611, the LCV can be determined with sufficient accuracy, on the basis of the sulphur
content and the specific gravity at 1st:.

The corrected consumption can then be determined by multiplying the "measured consumption", by either:

LCV1/42700
LCV1= the specific calorific value, in kJ/kg, of the bunker oil concerned
or
LCV2/10200
LCV2= the specific calorific value, in kcal/kg, of the bunker oil concerned

Example:

Effective Engine Power Pe: 1S,600 bhp

3
Consumption, Co: 7.1 m over 3 hours

Measuring point temp.: 119t:

Fuel data: Specific gravity 0.9364 g/cm3 at 1st:. 3% sulphur

Density at 119"C: (see Plate 70611),

p 119; 0.9364-0.068 = 0.8684g/cm,

Specific consumption:

6
Co x 0 119 x 1 0
h x Pe
where:
Co = Fuel oil consumption over the period, m3
p 119 = Corrected gravity g/cm3
h = Measuring period, hours
Pe =Brake horse power, bhp
6
7.1 x 0.8684 x 10 I (3 x 15,600) =131.7 g/bhph

Correction to ISO reference conditions regarding the specific lower calorific value:

LCV1=40,700 kJ/kg derived from Plate 70611.

706-19

Consumption corrected for calorific value:

131.7 x 40,700 I 42,700 = 125.5 g/bhph

or

LCV2 = 9723 kcal/kg derived from Plate 70611

Consumption corrected for calorific value:

131.7 x 9723 I 10,200 = 125.5 g/bhph

Note: The ambient conditions (blower inlet temperature and pressure and scavenging air coolant
temperature) will also influence the fuel consumption. Correction for ambient conditions is not considered
important when comparing service measurements.

CLEANING OF TURBOCHARGERS AND AIR COOLERS

1. Turbocharger

Cleaning during operation - as described in this section - should be carried out at regular intervals, so that
heavy deposits on the rotor are avoided, as these may otherwise be difficult to remove uniformly.

The consequence of non-uniform cleaning may be an unbalanced rotor, and this again may necessitate
dismantling of the turbocharger for manual cleaning.

Since the deposit forming tendency depends, amongst other things, on the combustion properties of the
fuel oil used, the intervals between cleaning should be fixed after an assessment of the degree of fouling of
the turbocharger(s) in the specific plant.

If vibrations occur after the cleaning, then the cleaning must be repeated.

Service experience has shown that in case of excessive build-up of deposits, water washing is more
effective than dry cleaning only.

Should the deposits have been so heavy, that the vibrations cannot be eliminated by the cleaning method
described below, then the load must be decreased, or the rotor possibly locked (ref. emergency
procedures, Chapter 704). The turbocharger must be dismantled for manual cleaning at the earliest
opportunity.

Because cleaning of the turbocharger during operation is only partly effective (especially on the non-rotating
parts), the cleaning does not prolong the normal time between manual overhauls. However, it keeps the
turbocharger in a better running condition and, if carried out at regular intervals, it helps to prevent unbalance
on the rotor shaft.

1.1 Cleaning the Turbine Side

Ory Cleaning

The cleaning is effected by injecting a specified volume of crushed nut shells or similar.
As for the intervals, cleaning materials and detail operation, refer to attached ME2899 (MAN-NA type) and
ME3488(ABB-VTR type) and separate instructions from the TIC supplier.
706-20
We do not recommend to use the rice or grain as cleaning materials, as these can possibly stick in the
exhaust gas boiler.

Water Cleaning

This is effected through the gas inlet, by injecting atomized water, at reduced engine load.

As for the intervals and detail operation. refer to attached ME2839 (MAN-NA type) and ME1086(ABB-VTR
type} and the separate instructions from the TIC supplier.

1.2 Cleaning the compressor side

The compressor side can be cleaned during running by injecting water through a special pipe arrangement.
(option)
This method is suitable provided the contamination is not too far advanced.

Regarding cleaning procedure and intervals, always refer to the special instructions from the producer.

If the deposits are very heavy and hard, the compressor must be dismantled for manual cleaning.

If the in-service cleaning is applied, when the compressor side is too contaminated, the loosened deposits
may be trapped in the narrow passage in the air cooler element, thereby reducing the effectiveness of the air
cooler.
For cleaning and intervals between cleaning of the air cooler, see Item 2 further on in this section.

Fouling of the compressor side can be greatly reduced by using a thin foam-filter gauze, which is wrapped
around the turbocharger intake filter and fastened by means of straps. The filter gauze should be replaced
and discarded when it becomes dirty.

2. Air Cooler Cleaning System

The cleaning must only be carried out while the engine is standstill.

The air side of the scavenging air cooler can be cleaned by injecting a chemical fluid through 'AK' to a spray
pipe arrangement fitted to the air chamber above the air cooler element.

Sludge is drained through 'AL' to the bilge tank, and the polluted chemical cleaning agent returns from 'AM',
through a filter to the chemical cleaning tank, The piping delivered with and fitted onto the engine is shown
on Plate 70614.

The reason for not using the built-in shower cleaning arrangement during running, is that the system
operates with more fluid than the water mist catcher can normally separate. Thus there would be a risk of fluid
(and chemical agent) being blown into the cylinders, causing excessive cylinder liner wear.

Regarding the basis for intervals between cleaning, see Chapter 701,pos. 420 and 421.

The procedure is described in attached ME2890 and separate instruction book, "Maintenance" chapter
910.
706-21
3. Drain System for Water Mist Catchers

3.1 Condensation of Water

A combination of high air humidity and cold air cooler pipes (i.e. high air temperature and low cooling water
temperature is a typical example) gives an amount of condensed water which, with unhindered passage to
the cylinders, will wash down the cylinder oil film.
To give an impression of the amount of condensed water, two examples are shown in Plate 70713.

3.2 Drain System (plate 70614M)

Any condensed water will be drained off through the sight glass and the manual operating valve or the auto
drain trap valve with orifice by-pass to clean drain tank.

Be aware that the size of the orifice in the drain system is designed to be able to drain off the amount of
condensed water under normal running conditions.

In case of running in tropical conditions with high humidity, the auto drain trap valve automatically discharges
the drain. The valve closes automatically when the drain quantity is reduced.
If the auto auto drain trap valve is not installed on the engine, it can be necessary to open the valve on the
discharge line a little by manual. Be aware that these valve must be closed again when possible in order to
reduce the loss of scavenging air.

3.2 Checking the Drain System by the Sight Glass

Although the auto drain trap valve is free from malfunction, we recommend to check the sight glass regularly.

a) A mixed flow of air and water indicates a correctly working system where condensation takes place.

b) A flow of water only, indicates malfunctioning of the system.

Check the orifice for blocking , check drain trap valve function and check for any restrictions in the discharge
pipe.

c) A flow of air is only normal when running under dry ambient conditions.

Please note that a sight glass which is completely filled with clean water, and with no air flow, visually looks like
an empty air-filled sight glass.
706-22
APPENDIX 1
MEASURING INSTRUMENTS
1. THERMOMETERS AND PRESSURE GAUGES

The thermometers and pressure gauges fitted on the engine are often duplicated with instruments for
remote indication.

Owing to differences in the installation method, size of sensing elements, and design of pockets, the two
sets of instruments cannot be expected to give exactly the same readings.
During shop and sea trials, readings are taken from these local instruments, and these values should form
the basis of all evaluations.

It is important to check thermometers and pressure gauges at intervals against calibrated control apparatus.

Thermometers should be shielded against air currents from the engine room ventilation, and thermometer
pockets should, if the temperature permits, be kept filled with oil to ensure accurate indication.

All U-tube manometers should be kept perfectly tight at the joints (can be checked from time to time by using
soap-water). To avoid polluting environment, mercury instruments should not be used. It should be checked
that there is no water accumulation in tube bends as this would falsify the readings. If cocks or throttle valves
are incorporated in the measuring equipment, they should be checked for free flow, prior to taking readings.

If an instrument suddenly gives values that differ from normal, the possibility of a defective instrument should
be borne in mind. The easiest method of determining whether an instrument is faulty or not, is to exchange it
for another.

2. THE INDICATOR (Option)

The indicator is employed for taking indicator diagrams, whereby the combustion chamber pressures can be
measured while the engine is running.
NB: Indicator cams and indicator driving gears are option item. If these are not installed on the engine, only
draw diagrams can be taken.

2.1 Indicator and Draw Diagrams

The indicator diagram (pv diagram: work diagram), illustrates the pressure variations in the engine cylinder.
The diagram area can be integrated by means of a planimeter, and the mean indicated pressure calculated.
The power developed in the particular cylinder can then be found by multiplication by the engine speed and
the cylinder constant, see Appendix 2, Item 3.

Also of importance are compression pressure and maximum pressures, which are measured on the draw
diagram.

In order to ensure true indicator/draw diagrams, and correct derivation of data, the following instructions
should be followed in detail.

2.2 Maintenance of the Indicator

Friction in the indicator piston movement, as well as slackness in the stylus (writing) mechanism, will distort
both the shape and the area of the diagram. The indicator must therefore be maintained and tested in the
following way:

Friction and tiQhtness of piston:

706-23

Remove the indicator spring. Dismantle the upper part of the indicator, such that the piston is removed from
the cylinder. Wipe the piston and cylinder with a clean cloth. When the upper part is fitted again, the piston
should sink slowly down the liner, by its own weight, when the cylinder is held vertically.

Hold the indicator upright. If the bottom of the cylinder is now blocked with a finger, the piston should fit so
tightly that it remains in the upper position, and it should spring back to this position if it is momentarily
pushed downwards and released.

The top screw, which retains the spring, should be tightened firmly against the ball-head of the latter. Check
that the ball is not loose on the spring (older spring types), and that the coils of the spring have not worked
loose at the soldered joint in the base.

Stylus (writing) mechanism:

The stylus should be so adjusted that, with a light writing pressure, a single passage over the paper can just
be seen. To obtain a sufficiently distinct diagram, the stylus should be sharp - but not sharp enough to
scratch the paper.

After about six diagrams have been taken, the piston should be lubricated with a drop of cylinder oil. When
diagram taking is finished, the indicator head is to be unscrewed, and both the cylinder and the piston
cleaned, and lubricated with cylinder oil.

If there is slackness in the writing mechanism, the worn parts must be renewed.

The mechanism should be regularly lubricated with thin oil.

2.3 Indicator Valve

During the running of the engine, soot and oil will accumulate in the indicator bore. This should therefore b€
blown through, by opening the indicator valve for a moment just before fitting the indicator. To protect the
valve against burning, it should only be opened partially, and the blowing-through should only last for one or
two ignitions.

2.4 Fitting the Indicator

Give the piston a little cylinder oil. When remounting the upper part, it must be checked that the various
recesses are clean. Otherwise the parts could be positioned askew, and this would cause the piston to move
sluggishly in the cylinder.

Check the cord alignment. The length of the indicator cord must be so adjusted that:

the diagram is traced in the center of the paper,

and the cord is tight in all positions.

2.5 Taking the Diagrams

For diagram descriptions and nomenclature see - Plate 70615.

1. With the indicator valve closed, trace the atmospheric line by pressing the stylus against the paper,
while the drum is turned one or two times by the indicator drive.

2. Open the indicator valve. To trace the indicator diagram, press the stylus against the paper again,
while the drum is turned two or three times.
706-24
Close the indicator drive.

3. Release the cord from the indicator drive.

Open the indicator valve. Watch the movement of the stylus, and press it against the paper at the moment it
moves upwards. Simultaneously, pull the cord so quickly that the stylus traces the compression and ignition
sequence in the form of the so- called draw diagram.
This operation requires some practice to ensure that both compression and maximum pressure are clearly
recorded.

Close the indicator drive.

Check that the diagram have been correctly taken and are distinct. Normal indicator and draw diagrams are
shown in the illustration, Plate 70615.

If the indicator quickly becomes very hot, and the piston is black after use, then this means that there is a
leakage. In such a case, the piston and liner should be exchanged. See also item 2.2 in this Appendix.

2.6 Adjustment of Indicator Drive

Plate 70616

The indicator drive applies movement to the paper dram, this movement representing the main piston stroke
in the engine cylinder. The drive is activated by a cam, on the camshaft, in line with the corresponding
cylinder.

To ensure that the cam produces a true simultaneous representation of the travel of the corresponding main
piston, it must move the paper drum in such way that the extreme positions are reached at exactly the same
moments as the main piston in TDC or BOC.

This is checked by taking compression diagram Fig.1 (i.e. an indicator diagram, taken after the fuel pump
concerned has been put out of operation, either by pulling the fuel pump rack ·o·, or by lifting its roller guide).

The compression curve, which is traced while the main piston moves upwards, should now coincide with the
expansion curve.which is traced while the main piston moves downwards.

If the indicator drive or indicator cam is incorrectly positioned, these two lines will not coincide, but will
circumscribe an area (Fig.2). This error is corrected by moving the indicator drive (or turning the indicator cam
correspondingly), until the diagram shows that the compression and expansion curves coincide exactly, as
Fig.1.

Compression diagrams should be taken at about 35-50% engine load (correspond to approx.70-80% of full
engine speed).

Fig.3 shows the indicator drive, and gives the adjustment to be made when the compression and expansion
line do not coincide.

2.7 Diagram Faults

The most common faults are shown on Plate 70617, in Figs. 1 to 6.

Fig.1 Vibration in the cord, or drive, give a wavy indicator diagram, but a smooth draw diagram.

Fig.2 &3 The dram hits the stop at one of the end points, before the diagram is completed. The cord is too
long or too short.
706-25

Fig. 4 The indicator piston works sluggishly in the cylinder, and moves by jerks. If only the expansion rurve
is wrong (wavy), the cause may be gas pulsations in the combustion chamber or indicator bore.

Fig. 5 The indicator spring is too weak.

The piston strikes against the top of the indicator cylinder. Change to a more rigid spring.

Fig.6 A leaking indicator valve gives an untrue atmospheric line.

APPENDIX 2
Indicator Diagram, Pressure Measurements and
Engine Power Calculations
1. Compression Pressure, Maximum Pressure, and faults

Plate 70618 (See also Plate 70615)

The compression pressure and maximum pressure are measured, on the cards, responds to the stiffness of
the indicator spring used.

Figs. 1-3 show some typical examples of engine maladjustment and faults, which can be derived from the
indicator and draw diagrams.

Maximum pressure too low, but compression pressure correct.

Fuel injection too late, check:

the fuel pressure at engine (after the filter).

the fuel valves (function)
the fuel pump suction valve, puncture valve and shock absorber.
VITindex

If the above are found to be in order, the fuel oil is being injected too late.in relation to the ignition
characteristics of the fuel being used, and the lead should be increased (see Vol. II, Chapter 906).

NB: Exceptionary bad fuels can have very poor ignition quantities

Maximum pressure to high, but compression pressure normal.

Too early injection.check VIT index.
If this is in order, the fuel pump lead should be reduced.

Compression and maximum pressures both too low. Possible causes:

piston ring blow-by

leaking exhaust valve
increased combustion space volume (piston crown burnt)
706-26
low scavenge air pressure, for instance due to fouling of exhaust and/or air system
(including clogged up scavenge ports, etc.)
defective damping arrangement in the exhaust valve

2. Area of Indicator Diagram

Plate 70619

If the planimeter is adjustable, the setting should be checked before use, either by means of the reference
template, or by measuring the area of an accurately drawn rectangle or circle.

To measure the area of the indicator diagram, the planimeter and indicator card should be placed on a piece
of plane card board (not too smooth), and positioned as shown in the illustration.
The diagram should be traced a number of times until two readings have been obtained whose difference is
not more than '1' on the planimeter vernier scale. Only then can the result be considered satisfactory.

3. Calculation of the Indicated and Effective Engine Power

2
.A mm = area of the indicator diagram, as found by planimetreing.
L mm= length of the indicator diagram (or atmospheric line).
Csmmlbar = spring constant = vertical movements of the indicator stylus (mm) for a 1 bar pressure rise in the
cylinder.
pi = mean indicated pressure = A I (L x Cs)

pi corresponds to the height of a rectangle which has the same area and length as the indicator diagram; i.e.
,it is the mean pressure that - if applied to the respective main engine piston during the 'down stroke' alone -
would produce the same total work as actually developed in one complete revolution.)

The indicated engine power, Pi

for one cylinder measured in kW or BHP):

Pi = k1 x rpm x pi

rpm = engine speed

k1 = cylinder constant, (see below)

The main friction loss has proved to be practically independent of the engine load and engine type. It is
represented by a constant (k2) forming a small part of the pi. By experience, k2 has been found approx. 1
bar.
The effective mean pressure for a single cylinder is therefore:

Pe =mean effective pressure

= (pi - k2) bar
=(pi-1)bar

The effective engine oower, Pe

for one cylinder measured in kW or BHP):

Pe = k1 x rpm x pe
Therefore: Pe= k1 x rpm x (pi-1)

Due to the friction in the thrust bearing, the shaft power is approx. 1% less than the effective engine power.

k1 is determined by the dimensions of the engine, and the units in which the power is wanted.
706-27

Assuming that D (=cyl. diameter) and S (=piston stroke) are in metres;

k1 = 1.30900 x D2 x S, for the power in kW

If the power is wanted in metric BHP:

k1 = 1.77968xD2xS

For power in kW For power in BHP

Engine type
k1 k2
S26MC 0.08672 0.1179
L35MC 0.1684 0.2289
L42MC 0.3140 0.4270
L50MC 0.5301 0. 7208
S50MC 0.6250 0.8498
L60MC 0.9161 1.2455
S60MC 1.0801 1.4685
L70MC 1.4547 1.9779
S70MC 1. 7151 2.3319
L80MC 2. 1715 2.9524
S80MC 2.5602 3.4809
K80MC-C 1.9268 2.6198
L90MC 3.0918 4.2037
K90MC 2.7037 3.6761
K90MC-C 2.4387 3.3157

APPENDIX 3
CORRECTION OF PERFORMANCE PARAMETERS

1. GENERAL

Due to the influence of varying ambient conditions, some measured performance parameters(pmax, texhv,
pcomp,pscav) need "correction to ISO reference ambient conditions", before they can be compared with
earlier readings, or model curve values.

This is done in order to compensate for variations in tin! and tscav (see Item 1 'Symbols and Units'}

In extreme cases such divergencies can be large, and thus correction is necessary before reliable evaluation
can be carried out.

The following reference conditions are used:

tin! = Air inlet temperature= 25 °c

(The air inlet temperature can vary greatly, depending on where around the intake filter it is measured.
Experience has shown that two thermometers situated horizontally 180deg apart, and at the middle of the
filter, give a good estimate of the average temperature).
706-28

tscav = Scav. air temp. = 37°C

NB Regarding the difference between the scavenging air temperature (tscav) and the cooling water inlet
temperature (tcoolinl), see model curve Plate 7061 o.

'Correction to reference conditions' involves adjusting the measured values of pmax, texhv, pcomp and
pscav, such that corrected values are equal to those which would have been measured, if tinl and tcoolinl had
been 25°C.

The correction for variations in tinl and tcoolinl can be carried out in two ways:

1) By calculation, as the corrections can be determined by means of the general equation:

Acorr = (tmeas - tref) x F x ( K + Ameas)

where,
Acorr =the correction to be applied to the parameter, i.e. pmax,texh,pcomp or pscav
tmeas = measured tinl or tscav
tref = reference tinl or tscav (in case of Standard Conditions, 25 °C)
F1,F2 = constant, see the table below
K = constant, see the table below
Ameas= the measured parameter to be corrected, i.e. pmax',texh',pcomp' or pscav'

See Plates 70620, 70621, 70622 and 70623 which show how the formulas are used.

F2: for cooling water inlet

parameter to be corrected F1: for air inlet temp. K
temp.
t exhv -2.446 x 10 '1 -0.59x10.::i 273

pscav +2.856x10 .;J -2.22ox10.::i pbaro 1 bar or 750 mmHg

pcomp +2.954x10 '1 -1.530 x 10 .;J pbaro 1 bar or 750 mmHg

pm ax +2.198x10'1 -0.810x10.::i pbaro 1 bar or 750 mm Hg

2) By reading. See Plate 70624, which shows how the Plates 70620-70623 are used to determine the
correction by means of reading.

2. Examples of calculations:

See Plate 70624, which states a set of service readings.

1) Correction of texhv (Plate 70621)

Measured:
Exhaust temp. after valves =425°C
Air inlet temperature = 42°C
Scav. air = 52°C

Correction for air inlet temperature:

( 42 - 25) x ( -2.466 x 10'1) x (273 + 425) = -29.3°C

Correction for scav. air temperature:

( 52 - 37) x ( -0.59 x 10'1) x (273 + 425) = -6.2°C

The corrected exhaust temperature after valves:

706-29
425 - 29.3 - 6.2 = 389.5°C
2) Correction of pscav (Plate 70623}
Measured:
scav. air pressure = 2.0 bar
Air inlet temperature = 42°C
Scav. air temperature =52°C

Correction for air inlet temperature:

(42-25 )x (2.856x 10.:i)x (1+2.0) = 0.146 bar

Correction for scav. air temperature:

( 52 - 37) x (-2.220 x 10-3) x (1 + 2.0) =-0.10 bar

The corrected pscav valve :

= 2.0 + 0.146 - 0.1 0 = 2.046 bar

Alternatively, if pscav is measured in mm Hg :

Scavenging air pressure = 1500 mmHg

Correction for tin!:

( 42 - 25) x (2.856 x 10-3) x (750 + 1500) = 109.2 mmHg

Correction for tscav:

( 52 - 37) x (-2.220 x 10-3) x (750 + 1500) =-74.9 mmHg

The corrected pscav valve:

= 1500+ 109.2-74.9 =1534.3 mmHg

Corrections of pcom p (Plate 70622) and pmax (Plate 70620) can be made in a similar manner.

3. MAXIMUM EXHAUST TEMPERATURE

In order that the engine can be operated under climatic alterations and under normal deteriorated service
condition, design allowances have been incorporated as regards reasonable limits of increased thermaJ
loading.

Whether the engine exceeds this built-in safety margin for thermal loading, can be evaluated as follows:

The factors contributing to increased exhaust temperature levels (and thereby thermal loads) are:

1. The degree of turbocharger fouling.

2. The degree of air cooler fouling.

3. The mechanical condition of the engine (injection system, cylinder condition, exhaust valves).

4. Contribution from altered climatic (ambient) conditions.

5. Contribution from operation on heavy fuel (and possibly inadequate fuel cleaning).

Regarding increasing exhaust temperatures, see also - "Evaluation of Records", point 1.2 - earlier in this
Chapter.

Using the largest permissible deviation values for all five factors, the maximum exhaust temperature increase
706-30
will be:
FACTOR max. temp.increase

Re 1: due to fouling of turbocharger (incl. air intake filters) +30°C

Re 2: due to fouling of air coolers +10°C

Re 3: due to deteriorated mechanical condition (estimate) +10°C

Re 4: due to climatic (ambient) conditions +45°C

Re 5: due to operation on heavy fuel, etc. +15°C

Total +110°C

With normal maintenance of the engine, it is unlikely that all the above- mentioned parameter deviations will
be on the maximum plus side at the same time.

Therefore an approx. 6 0 "C increase in exhaust temperature (in relation to the model cuNes) should normally
be taken as the absolute maximum allowable.

If the temperature increase becomes greater than this, measures should be immediately taken to improve
the engine performance.

In order to distinguish between the exhaust temperature increase due to actual engine deterioration, and
the unavoidable increase of temperature on account of an alteration in the climatic conditions, it is important
to separately calculate the influence from the climatic conditions.

This can be evaluated by means of the "exhaust temperature correction" curves, Plate 70621, and is best
illustrated by an example:

Example:

According to a model cuNe the exhaust temperature (approx. 80% engine load) should be 380°C.

The obseNed exhaust temperature= 425°C.

Air inlet temp. (tinl) = 42°C, corresponding to (42-25) = 1?°C above the reference value.

Scav. air temp. (tscav) = 52°C corresponding to (52-37) = 15°C above the reference value.

Using the curves, the following temperature corrections are obtained:

Correction due to increased engine room temperature: -29.0°C

Correction due to increased scav. air temperature: -6.0°C
Total -35.0°C

From this it appears that the total exhaust temperature increase of 425°C -380°C =45°C is caused by;
a temperature increase of 35.0°c on account of climatic alterations,
and an increase of 45°C - 35°C = 10°c due to normal deterioration of the engine, air cooler fouling,
and any contribution from fuel oil.
706-31

APPENDIX 4
TURBOCHARGER EFFICIENCY

1. GENERAL

(See also earlier in this Chapter "EVALUATION OF RECORDS" point 2 "Turbocharger synopsis").

For normal engine performance evaluation it is unnecessary to calculate turbocharger efficiencies. Should
such calculations be desired, however, they can be carried out as described below.

Plate 70609 shows model curves for compressor and turbine efficiencies, based on the scavenge air
pressure.

The total turbocharger efficiency will be the product of the compressor, turbine, and mechanical efficiencies.
The fast one is, however, close to one and has therefore omitted.

2. Calculating the Efficiencies

When calculating the turbocharger efficiency, it is necessary to distinguish between plants with and plants
without turbo compound system (TCS) or exhaust by-pass.

2.1 Plants without TCS and Exhaust by-pass

To calculation the turbocharger efficiency, the parameter listed in Table 1 have to be measured.
ft is essential that , as far as possible, the measurements are taken simultaneously, especially Psacv,Pexh
and n.

When calculating, it is necessary to convert the pressure to the same unit. For this purpose, the following
conversion factors are to be used:

750 mmHg = 1.000bar = 0.1 MP a

1 mmH20 = 0.0001 bar
1kg/cm =735 mmHg = 0.98 bar
2

1 bar=0.1 MPa

Unit Example of measurements

barometric pressure pbaro mmHg or bar 766.5/750 = 1.022 bar
pressure drop, air filter 6. pf mmH20 or bar 21 x 0.0001 = 0.002 bar

pressure drop, air cooler 6. pc mmH20 or bar 168x0.0001 = 0.017bar

temperature before compressor tin! oc = 21°C

turbocharger revolutions n rpm = 13350 rpm

scavenge air pressure pscav mmHg or bar 1900/750 =2.533bar *)

Exhaust receiver pressure pexh mmHg or bar 1795/750 = 2.393bar *)

Pressure after turbine pate mmH20 or bar 265 x 0.0001 =0.026bar *)

Temperature before turbine tbtc oc = 400°C

") gauge pressure Note that the official designation of bar is "absolute pressure"

Table 1: Measurements for calculation of efficiencies

706-32

The total efficiency 'fJ tot is given by the equation

17 tot= 0.9055 X T1/ T2 x {R1° 2116 -1) I (1- R2°2$ 5 )

The expressions (R1°286 -1) and (1- R2°· 265 ) can be calculated by using a mathematical calculator or by using
the curves in Plate 70625 and 70626.

Example of Calculation
See measurements in Table 1
T1 = tin! +273 21+273 =294 K

R1 = (pbaro + pscav + !:::. pc) I (pbaro - !:::. pf) ( 1.022 + 2.533 + 0.017 ) I (1.022- 0.002) = 3.502

T2 = tbtc +273 400 + 273 = 673 K

R2 = ( pbaro+ pate ) I pbaro + pexh ) (1.022 + 0.026) I ( 1.022 + 2.393) = 0.307

(R1 o286 -1) = 0.4311
265
( 1- R2° ) = 0.2688

1J tot= 0.9055 X T1/ T2 x (R1° 286 -1) I (1- R2° 265 ) 0.9055 x 294 x 0.4311/(673 x0.2688) = 0.634

The compressor efficiency 11 compr is given by the equation

286
'fJ compr = 3614400 X T1 x (R1° -1) I(µ x U2 }

µ = slip factor, see Table 2

u2 = ( x D x n ) 2
1(

D = Diameter of compressor wheel, see table 2

U= 1( x D x n is the peripheral speed of the compressor wheel.

The turbocharger used in this example is an MAN B&W type NA57/T07.

From Table 2 is taken:
D = 0.656 m
µ =0.77

Example of Calculation
See measurements in Table 1
T1 = tinl +273 21+273 = 294 K

R1 = {pbaro + pscav + !:::. pc) I (pbaro - !:::. pf) ( 1.022 + 2.533 + 0.017 } I (1.022- 0.002) = 3.502
286
(R1° -1) = 0.4311
2
U2=(1rXDxn) ( 1( x 0.656 x 13350} 2
= 757000000
'fj compr = 3614400 x T1 x (R1° 286 -1) I(µ x U2 } 3614400 X 294x0.4311/ (0.77x 757000000)= 0.786
706-33
Turbocharger make type of designation Diameter D (m) Slip Factorµ
TO? T08 I T09
NA34 0.391
NA40 0.460
MAN B&W
NA48 0.552 0.77 0.70
NA57 0.656
NA70 0.805
- I A E
VTR304 0.3497
VTR354 0 .4157
ABB
VTR454 0.5233 0.79 0.69
VTR564 0.6588
VTR714 0.8294

Diameter D (m) Slip factor µ

Full blade (MET 42-83SC ) splitter blade (MET42-83SD)

2 3 2 3
MET 22SR 0.210 0.222 0.218 0.230
MET26SR 0.255 0.270 0.264 0.280
Mitsubishi MET30SR 0.310 0.328 0.321 0.340
MET33 0.340 0.360 0.352 0.373
0.68
MET42 0.421 0.446 0.436 0.462
MET53 0.534 0.566 0.553 0.586
MET66 0.665 0.705 0.689 0.730
MET83 0.842 0.892 0.873 0.924

Table 2 : Compressor wheel diameter and slip factor

The turbine efficiency r; turb appears from

r; total = r; compr x r; turb

i.e.
r; turb = r; total Ir; compr = 0.634 I 0.786 = 0.807

2.2 Plants with TCS and/or Exhaust By-pass

The turbocharger efficiency is calculated as described in Item 2.1, 'Plants without TCS and exhaust by-pass',
and then corrected in accordance with the following:

The equation r; tot= 0.9055 X T1/ T2 x (R1° 286 -1) I (1- R2° 265 )

stated in item 2.1 is based on a situation where the mass flow through the turbine is equal to the mass flow
through the compressor plus the fuel oil amount.

If a TCS or an exhaust by-pass is fitted, the mass flow through the turbine is reduced by the mass flow
706-34
through the TCS or the exhaust by-pass.

The mass flows through the turbine and the TCS or through the turbine and exhaust by-pass are
proportional to the effective areas in the turbine or the orifice in the exhaust by-pass.

Aeff = Effective area in turbocharger turbine

aeff = Effective area in TCS or exhaust by-pass

The above expression for 71 tot is to be multiplied by Aeff I ( Aeff-aeff)

So 71 tot = Aeff I ( Aeff-aeff) x 0.9055 X T1/ T2 x (R1°286 -1) I (1- R2° 265 )

The relation Aeff I ( Aetf-aeff) can vary from plant to plant, but is most often about 1.08. This value can be
used when evaluating the trend of the efficiency in service.

When using a computer program in which relation Aeff I ( Aett-aetf) is not introduced, the value for T/ tot and
71 turb will have to be multiplied by the above mentioned factor of about 1.08. The value for 71 compr is not
multiplied, as this value is not influenced by whether the plant is opening with TCS and by-pass or not.
706-35

APPENDIX 5
Estimation of the Effective Engine Power
without Indicator Diagrams
1. General

The estimation is based on nomograms involving the engine parameter measurements taken on test bed.

The nomograms are shown in Plate 70627.

The following relationship are illustrated:

Chart I - fuel pump index and mean effective pressure.

Chart II - mean effective pressure and effective engine power (BHP), with the engine rpm as a parameter.
Chart Ill - turbocharger rpm and effective engine power (BHP), with the scavenging air temperature and
ambient pressure as parameters.

A condition for using these charts is that the engine timing and turbocharger matching are unchanged from
the test bed.

2. Methods
(See Plate 70627)

2.1 Fuel pump Index (an approximate method)

Chart I: draw a horizontal line from the observed fuel pump index to the nomogram curve, and then a vertical
line down to the observed engine rpm on Chart II. From this intersection a horizontal line is drawn to the
effective engine power scale, i.e. 16,400BHP.

This method should only be used as a quick (rough) estimation, because the fuel oil, as well as the condition
of fuel pump, may have great effect on the index. In particular, worn fuel pumps or suction valves tend to
increase the index , and will thus result in too high power estimation.

Corrected fuel pump index method

To decrease these inaccuracy, following 'corrected fuel pump index' is to be used.

Corrected fuel pump index is obtained by correcting average fuel pump index for the differences in fuel
quality, gravity and preheating temperature and for the change of the ambient conditions.
Mean effective pressure can be found in the sheet in which the relation between the corrected fuel pump
index and the mean effective pressure is shown on the basis of the test bed results. The effective power
calculated by this method may include some amount of errors. These are caused mainly by that reading
accuracy of fuel pump index is influenced by the stability of the engine load during the measuring period,
and that the relation between the fuel pump index and the mean effective pressure may be different from
that at the test bed if an operating point of the engine is on a different propeller curve.
So, this effective power is to be basically used as a parameter for relative evaluation of the engine
performance and diagnosis of the engine condition in service.
When more accurate effective power as an absolute value is required at the official sea trial, it is necessary to
decide the effective power after comparing the other engine data such as turbocharger revolutions and
scavenging air pressure and etc. with the test bed results and confirming propriety of the obtained value.

DATA NECESSARY FOR POWER CALCULATION

706-36
Fuel oil data:
gravity at 15"C
Lower calorific value of fuel: Kcal/kg or MJ/kg
(if this is not known, it is possible to estimate it from fuel gravity and sulphur content.)

Engine observations:
Engine revolutions (RPM)
Average fuel pump index (P 8)
Engine room temperature (tinl)
Scavenging air temperature (tscav)

CORRECTION OF FUEL PUMP INDEX

The average fuel pump index is an expression of the energy supply per one cylinder cycle to the engine,
and a mechanical efficiency is nearly constant, so it is an expression of mean effective pressure.
However, the differences in fuel oil quality, gravity and preheating temperature can give some deviations in
relation between the fuel pump index and the amount of energy.
Furthermore, the air inlet temperature and the scavenging air temperature also influence the fuel pump index
at the same load. Taking these things into account, it is possible to find a corrected fuel pump index from the
monogram plate 70608.
The relation between the corrected fuel oil pump index and the mean effective pressure is obtained for each
engine from the test bed results. The sheet showing this relation and the procedure for power calculation
and the plate 70608 are attached in the INSTRUCTION "K-1 DATA. which is issued for each engine.

EXAMPLE

Engine type: 6L60MC

Fuel oil data:
Gravity: 0.947 gicm3 (15"C)
Lower calorific value of fuel: 9700 Kcal/kg
(Sulpher content: 2.9%)

Engine observations:
Engine revolutions: 111 rpm
Average fuel pump index: 70.6
Engine room temperature: 30"C
Scavenging air temperature: 32"C
Fuel oil temperature before fuel pump: 104"C

Corrected fuel pump index P B ' plate 70608

8P8'=P8 xK

K = K1 x K2 x Gravity at 15"C
where P 8 average fuel pump index,
K correction factor for fuel pump index,
K1 correction factor for fuel oil quality and change of ambient conditions, and
K2 correction factor for fuel oil gravity at preheated condition.

From the gravity scale at 0.947, a line is drawn to the right in the monogram to the sulphur content 2.9% and
vertically up to the line for fuel oil lower calorific value showing 9700 Kcal/kg or 40.6 MJ/kg. If the caloric value
of the fuel is known, you can start at this value and continue as follows:
706-37
From the lower calorific value, a line is drawn vertically to the line for 62'C, which is the sum of the engine
room temperature 30'C and the scavenging air temperature 32'C, and from that point horizontally to the left.
A correction factor K1 of 0.953 is found for the fuel oil quality and the change of ambient conditions.
From the gravity scale, a line is drawn to the left, up to the temperature line for fuel oil before fuel pump, 104
'C, and form that point vertically up. A correction factor of 0.926 for the fuel oil gravity at preheated condition
is found.
The above correction factors and the fuel gravity at 15'C, multiplied with the measured average fuel pump
index, give the corrected fuel pump index P 8
'·
70.6 x 0.953 x 0.926 x 0.947 = 59
Mean effective pressure (pe)

Plot the corrected fuel pump index of 59 on the figure shown below, and the mean effective pressure of
11.55 bar is found.

Example : 6S60MC

Power calculation (Pe)

Pe =C x RPM x Pe (bhp)

where C cylinder constant 8.81 (in case of 6S60MC)

RPM: engine revolutions 102 {rpm)

Therefore, the effective power is calculated;

Pe= 8.81x102x11.55 = 10,379 (bhp)

2.2 Turbocharger Revolutions

(A more accurate method)

Chart Ill: draw a horizontal line from the observed tscav value an inclined line from the observed turbocharger
rpm.

From the intersection point, draw a vertical line down to the nomogram curve and then a horizontal line to the
vertical line from the observed ambient pressure (point x in the ambient pressure scale).

Finally, a line is drawn parallel with the inclined 'ambient pressure correction' lines. The effective engine
power can the be read on the scale at the right hand side, i.e. 15,700BHP.

This method is more reliable, and an accuracy to within +/-3% can be expected. However, the accuracy
obtained will depend on the condition of the engine and turbocharger. A faulted or eroded turbocharger will
in most cases tend to decrease the turbocharged revolutions, and thus result in a too low power estimation.
This situation is characterized by increased exhaust gas temperatures and a decreased scavenging air
pressure.
Load Diagram for Propulsion alone Plate 70601-40

Engine shaft power,

per cent of power A

110 - 100% ref. point (A) /

105 - Specified MCR ( M) /
/A=M
100
95 I I I /
/
R7I :
I I I I I / /v I /
I ,, ,,
90
85 I / I /~ I
80 I I /I/ I
,,,// I
75 I I I I /l/ I I r
70 I I I ;//1 l /I I I
I I I ;
/
;
,, / I I l/
65
60 I I /
·;/ I
v I
I
,-
v
I/
I

55 I I //// It
I
I I I I
50
/@1jef I 9) ©1 I I 3
I
45 /
J</l I~~/ I
/
I 1
1
I I
I
I
40
I/// I I
II I
l I I
I I
60 65 70 75 80 85 90 95 100 1C5 1 10
Engine speed,
per cent of soeed A

)
Line 1 : Propeller curve through point A.
Line 2: Propeller curve - heavy running. recommended l i mt t
for fouled hul L at calm weather condittons.
Line 3: Speed Limit.
Li.ne 4: Torque/speed Lim\t.
Line 5: Mean effective pressure limit.
Line 6: Propeller curve - light running (range: 2.5-5.0%).
for clean hull end calm weather conditions.
Line 7: Power Li mi t for continuous runntng.
Line 8: Overload Lim\. t.
Plate 70602-40 Load Diagram for Propulsion and
Main Engine Driven Generator

Engine shaft power,

per cent of power A

110 1 00% ref. point (A)

105 Specified MCR (M)
100--,.-~~.,.-~~,.---~-,-~_...~----;,~~!-----'...._,.,~

95~~-t-~-+-~+--;-~~,~-+-...--~1,~--~
90-:-~~---;-~~---'~~--+~~-+-~---~~+---+-+-.-;+;-r-..--r--+-~-i

85 --:-~~--;-~~--+-~~+--~-+-~--'-'---:,,---¥---,.J!'+f+1'--~'1~-+-~
80-;--~_._~__._~-+-~-'-~-,-'----..--~-,;-:.1~-+---I
75~~--'-~~~~-+-~-'---r:--+-----;~'---'-~1--'-I~+---<
70~~-i-~-"--~_,__~-----"--~-r--~-"-I--+-~
65-7--~-+-~-"-~-'--.'--,A-~~++'.H-,--+----''~-+----l
60~~~~--,--+-7'---"-~-+-----,.;----+---~,----1--i
l
55~-+-~~~~~.~~~_._-"-,-+---,.j

I
50 -+----C--~---'-~+--//--o-'--/- - ; - - + - ,- " - 1 - - f - - - - i

45~~~~~~~---C-~~~'-=;:J---4---1
40 ~~~----'--'
60
I
65 70
I
75
I
80 85
---'------'--'
I I I
=---J
90 95 100 1 05 11 0
I
-+-------'

Engine speed,
per cent of speed A

Line 1 Propeller curve through point A.

Line 2 Propeller curve for propulsion alone - heavy running, recommendea

limit for fouled hull at calm weather conditions.

Line 2A Engine service curve for propulsion (line 2) and shaft generator (SG).

Line 3 Speed limit.

Line 4 Torque/speed limit.

Line 5 Mean effective pressure limit.

Line 6 Propeller curve for propulsion alone - light running (range: 2.5-5.0%)
for clean hull and calm weather conditions.

Line 7 Power limit for continuous running.

Line 8 Overload limit.

1) Note The propeller curve for propulsion alone is found by subtracting the actual shaft
generator power (incl. generator efficiency) from the effective engine power at
maintained speed.
Performance Observations Plate 70603-40
Page 1 (2)

M!V Enolne Type: Engine Layout: Checked by:

Yard: Builder: Engine BHP:

No.: Built year: No.: r/mln: Date:

Turbocharger(s) Serial No.

Make: 1 Cylinder constant (HP, bar)

Type: 2 Governor: Type:

Max. RPM: 3 TC specification:

Max. temp. ·c: 4

Lub. oil system: Internal system D External from M. E. system D External from gravity tank D
Fuel oil viscosity at ·c Brand I Type

Bunker station Cylinder oil

Oil brand
Heat value
Kioule/kg: Circulating oil I
Density at 1s·c:
Draught Total
Sulphur%: Turbo oil I
Date fore running RPM Wind Direct
m hours m/s Fuel pump
P 1 bar p mu bar p comp bar
Q index
Draught Speed kW Wave 1 2 3 1 I 2 I 3 1 2 I 3 1 I 2 I 3
Hour ah setting height Direct
m bar indicated m
I II I I I I
I Q 4 5 6 4 I 5 6 4 5 I 6 4 I 5 I 6
load
,... log
Kno1s
Governor
index
kW
etfective
Fi/kWh
e fective I I II II II I1
I I I 7
I I 7 8 9 7 8 9 7 8

II
9

II
8 9

Obs. IPmu:ontr. I II II I I I II
millibar I Knots
Barom. pressure BHP g/BHPh
bar 10 11 12 1 10 11 12 I 10 11 12 I 10 11 12

I I I I I I I I I I I I
Average
LJ Average
LJ Average
LJ Averas;e
LJ
pmu I Exhaust gc.s temp. ·c Exh. press.
Turbo-
Scav. air pressure Scav. air temp.I C' I ·c
1 I - i...
adjustment Turbine Alter =. ~
index Exhaust valve
Turbine Receiver
outlet charger 1-~P
I RPM rilter
Ap
Cooler Receiver
:nlet I Before
blower cooler cooler ~
<::..::i
I r§
1 2 3
II 1 2 3
Inlet
1
Outlet mmHg lmmWC
1
mm WC mm WC
1 1 I 1 1 1 I 1 1
bar On
II II II -
4 5 6 4 5 6 2 2 2 I 2 2 2 2 2 I 2

I II II mmHg I II I I Cit
7 8 1. 9 7 I 8 9 3 3 3 3 3 I 3 3 3 I 3

II II I I I I I II II I -
·c I
10 11 12 10 I 11 12 4 4 4 4 I 4 4 4 4 4

I I I I I I I
Average LJ Average LJ Remarks:

Special points I Cooling water temperature °C Lubricating oil Fuel oil

pressure
MAN TC MAN TC/ Air cooler bar
pat
spiral
BBC TC
Ap
Main engine Turbine Press.
bar I Temperature ·c 1
Before
housing
outer dia.
inner and
outer dia.
Inlet Outlet Inlet Outlet cylinders Outlet System
oil
Inlet
engine I Outlet pistons Turbochargers

MAN TC
I filter
1 1 1 2 3 1 1 2 3 MAN TC
mm Hg mm WC inlet/ outlet/
>------ BBC TC 86C TC
1 1 Cooling Inlet blower turbine After
2 2 4 5. 6 I 2 oil camshaft 4 5 6 end end lilt er
I
2 2
3
I :i
Se aw.
temp.
7 8 I 9 :i Camshaft Outlet
I 7
I 8 9
1 1

cams halt Temp.

oil 2 2 ·c
:i :i
Before
pumps
4 4 10 11 12 4 I 10 11 12

4 4
Turbine
oil
Thrust
segments
I :J I :J

Average
- I I I Average
4 4
-
MMS CO., LTD.

MAIN ENGINE PERFORMANCE DATA

SHIP NAME M.V. FLORES Passage No.: Laden Voyage~~ . . :..... 814
Engine Type : Mitsui MAN-B&W 6S 50MC Wind Dir. NW Force! 4 1

BHP:
- - - - - - Sea Condition
- - - - -10100
4....:.1,_73_4_ _ _ _ Speed (knt)
Ttl Running Hrs: _ _ _ _ _ ~5L~~ea 1:~J~1::]
Date Taken : _ _ _ _0_5_N_ov_20_0_5_ _ _ Slip (%) +1.97 %
Draft (F) m 11.54 (A)
- -11.89
---
MAIN ENGINE TURBOCHAR N0.1 N0.2
Enc:iine Speed 104. RPM Turbine Speed 15,300 RPM
Speed Set Air 86 BAR Blower S. Filter Pres. Drop 32 MMWC
F.O. Consumption 27.45 TID Pres. Drop Across Air Cooler 185 MMWC
p F.O. Bef. Filter 7.7 BAR Scavenc:iinc:i Manifold Pres. 1.90 BAR
R F.0. Aft. Filter 7.6 BAR ScavlExh-Rcvr Pres. Def. 1.72- MMWC
E Piston Coolinc:i 2.27 BAR Pres. Drop Across Protg-Grid 80 MMWC
s Bearing L.O. 2.10 BAR Exh. Gas Pres. Aft.TIC 230 MMWC
s Camshaft L.O. 2.97 BAR T Scav. Air Cooler Inlet 170 oc
u TIC L.O. 1.62 BAR E Scav. Air Cooler Outlet 47 oc
R COOLGF. W. 2.65 BAR M Scav. Manifold 47 ~ oc
E COOLGS. W. 2.3 BAR p Exh. Gas Turbine Inlet 435 oc
Sea Water Temp. 30 oc E Exh. Gas Turbine Outlet 295 oc
Engine Room Temp 49 oc R Sea W. Air Cooler Inlet 31 oc
F.O. Enoine Inlet Temp 121 oc A Sea W. Air Cooler Outlet 58 oc
F.O. Specific Gravity 0.9900 15 c T Fresh Water TIC Inlet 76 oc
F.O. Viscosity, At 50c 374 CST u Fresh Water TIC Outlet 80 oc
F.O. Sulphur Content 4.2 WT% R L.O. TIC Inlet 46 oc
F.O. Calorific Value 9696 CAUG E L.O. TIC Outlet 67 oc
CYLINDER NUMBER 1 2 3 4 5 6 7 8 9 10 MEAN
Max Pres. In Cyl. BAR 122 120 119 121 124 124 121.5
Comp. Pres. In Cvl. BAR 99 94 93 96 96 96 95.66
VIT 4.4 4.6 4.7 4.6 4.2 4.3 4.47
Fuel Pump Index 58 57 59 58 57 60 58.16
Exh. Gas Temp oc 399 380 385 399 360 393 386
Jacket F.W. Inlet oc 76
Jacket F. W. Outlet oc 80 81 79 86 84 81 81.8
Piston Cooling Inlet oc 46
Piston Coolio Outlet oc 54 54 58 59 55 56 56
StuffinQ Box Drain 2.8 3.6 5.0 4.7 3.7 2.9 22.7
Total Cyl Oil Consumed Per Day __
36_7__ Ltrs, Rate 1.64 GramlPslHour
Comments:
Exhaust gas temp. @engine side (1)399 (2)380 (3)385 (4)399 (5)360 (6)393
Scavenging drain amount - 20 liters per day I average
Bhp-8493. Output-84.10 % Thermal Load-89.7 % Hrs.
Propelling-24 Hrs.

Prepared by : l/E CRISOSTOMO R. ENDA YA

-----
C I Engineer : WILFREDO L. DE GUZMAN

MMS-2-9
Rev. 06 Jan.'96
MMS CO., LTD.

MAIN ENGINE PERFORMANCE DATA

SHIP NAME M.V.FLORES Passage No.: Ballst Voyage ~9.:.:.....i 814

Engine Type : Mitsui MAN-B&W 6S 50MC Wind Dir. SW Force! j 4 i .
BHP:
- - - - - - Sea Condition
- - - - -10100
Tt1 Running Hrs: _ _ _ _4_1...:.,5_9_5_ _ _ _ Speed (knt)
~:.::ea I : 1:+:::~1
Date Taken :
- - -28-October - - - - Slip(%)
- - -2005 +2.69 %
Draft (F) m 6.45 (A)
- -3.21
---
MAIN ENGINE TUR BOC HAR N0.1 N0.2
Enaine Speed 104.6 RPM Turbine Speed 15,300 RPM
Speed Set Air 86 BAR Blower S. Filter Pres. Drop 31 MMWC
F.O. Consumption 27.08 T/D Pres. Drop Across Air Cooler 185 MMWC
p F.O. Bef. Filter 7.6 BAR Scavenaing Manifold Pres. 1.90 BAR
R F.0. Aft. Filter 7.5 BAR ScavlExh-Rcvr Pres. Def. 1.68 MMWC
E Piston Coolina 2.25 BAR Pres. Droo Across Protg-Grid 50 MMWC
s Bearing L. 0. 2.15 BAR Exh. Gas Pres. Aft.TIC 230 MMWC
s Camshaft L.O. 3.0 BAR T Scav. Air Cooler Inlet 168 oc
u TIC L.O. 1.65 BAR E Scav. Air Cooler Outlet 46 oc
R COOLG F. W. 2.65 BAR M Scav. Manifold 46 L--- oc
E COOLG S. W. 1.90 BAR p Exh. Gas Turbine Inlet 435 oc
Sea Water Temp. 30 oc E Exh. Gas Turbine Outlet 297 oc
Engine Room Temp 49 oc R Sea W. Air Cooler Inlet 31 oc
F.O. Enaine Inlet Temp 121 oc A Sea W. Air Cooler Outlet 57 oc
F.O. Specific Gravity 0.9900 15 c T Fresh Water TIC Inlet 75 oc
F.O. Viscosity, At 50c 374 CST u Fresh Water TIC Outlet 79 oc
F.O. Sulphur Content 4.2 WT% R L.O. TIC Inlet 47 oc
F.O. Calorific Value 9696 CAL/G E L.O. TIC Outlet 66 oc

CYLINDER NUMBER 1 2 3 4 5 6 7 8 9 10 MEAN

Max Pres. In Cyl. BAR 125 125 120 123 124 125 123.66
Como. Pres. In Cvl. BAR 95100 98 95 96 97 98 97.33
VIT 4.2 4.4 4.3 4.3 4.5 4.2 4.32
Fuel Pump Index 65 67 66 67 68 65 66.33
Exh. Gas Temp oc 395 388 385 398 365 398 388.20
Jacket F.W. Inlet oc 76
Jacket F. W. Outlet oc 80 81 80 85 85 82 82.16
Piston Cooling Inlet oc 46
Piston Goolia Outlet oc 55 55 59 59 57 55 56.66
Stuffina Box Drain 3.0 3.3 5.1 4.5 3.66 3.0 22.4
Total Cyl Oil Consumed Per Day __
36_1__ Ltrs, Rate 1.64 GramlPslHour
Comments:
Exhaust gas temp.@ engine side (1)395 (2)388 (3)385 (4)398 (5)365 (6)398
Scavenging drain amount - 20 liters per day I average
Bhp-8552 Output-84.7 % Thermal Load-89.9 % Hrs.
Propelling-24 Hrs.

Prepared by : 1/E CRISOSTOMO R. ENDA YA

-----
C I Engineer : WILFREDO L. DE GUZMAN.
----- --------------
MMS-2-9
Rev. 06 Jan.'96
MMS CO., LTD.

MAIN ENG~ OVERHAUL REPORT

/. '""""
Ship Name: (MN ATOY AC ) Date: 07 NOVEMBER 2005
··,·~,~/ /
1. Cylinder No. : ''"--..~... ~ PISTON NO. 4
2. Place And Date Of O'hauling : VARNA, BULGARIA I 07 NOVEMBER 2005
3. Liner Total Running Hours: 54470
4. Engine Type : MITSUI MAN B&W 6S50MC
5. When Last O'hauled And Running Hours Since: 16 DEC. 2003 9763
6. CYLINDER LINER WEAR DOWN AT LAST OVERHAUL:

I ~ ~:~:::~~~:-t:-;r;::y-1 :~ f~~T ;rI ~i !=~ I

9

L............~~-~...........L.......~.-~.........L... J.9..?.. . . .L... ..!...1.?........L... .}}.7........L.....J?. . . . .L.......~.<l......... L.. .....?.}........!

Cyl Liner Temperature When Measuring ( C ) ......................................................................
7. CYLINDER LINER WEAR DOWN AT THIS OVERHAUL:
r. . . .Fiosiiian·····r.........f ......r .........2"....... ...........:3"......T. . . . . ~f ........r········5·······T··········5........r ........'i........1

t~iEI:~:L:;;::r_I~EE:~IE~~i!EElf]
Cyl Liner Temperature When Measuring ( C) 56
Normal Liner wear-down rate 0.02-0.03 mm/1000 hr
Maximum Liner wear-down : 0.5 % of Dia = mm
Liner Wear Down per 1000 Hrs since new liner (1/100 mm): 2.85
Liner Wear Down per 1000 Hours since last O/H (1/100 mm):
8. PISTON RING MEASUREMENT : roove height I

: ~~;~~~~=fi::;~;::i ;~~i: +f. l~ja::;;ii f+.............I : ::!

l··········I.b.\~.~:?. . . . . }. . . . 1.?.:.3..........,.... }.?.:.~.2...... ...1.?.:.:?.9........,.......!.?.:.?..Q.....
j
i.......................... j
clearence
measurement :
Point of measurement 2
MM inside the groove
1.......... I.b.\~.~:.~ . . . . t. . . t. . .
!.:?.:.?..!........1..... ..1.?.:.~.2........ !.?.:.2.?........1....}.?.:.2..?...... t. . . . . . . . . . . . . 1..........................J

t. . . .
L.....!?.r~.~9!~.:.1... .l... . .?..:.3..~.........1.......?.:.3..9......... ?..:.3..~.........1.......?.:.3..?......... i. . . . . . . . . . . . . 1.................. · ...l
1....... !?.r.~~~.!~.:?.. . .i. . . .?..:.3..?..........1.......?.:.3...1.........t. . . .?..:.3..3..........1.......?.:.3..?.........i. . . . . . . . . . . . . 1..........................1
L. . .!?..~.~-~9!~.:~. . L.. . ?.:.3..?..........L.....?.:.3..2.........L.. ..?.:.3..?.........L. . .?.:.3..:?.........L. . . . . . . . . . . . L.....................J
F
9. MEASUREMENT OF GROOVE HEIGHT :
1::::::::::!3l:~~i:N:9.:.::::::::r::::::::::I:::::::::1:::::::::::I:::::::::r::::::::::~::::::::::r:::::::::A::::::::::r::::::::::::¢.hf.9.:ii~~~:iii:::::::::::j
r. . . . . . . . .A. . . . . . . . !
! F 9.83
r····~;-:·&·i······
! 9.83 ! 9.77 i 9.76 i
. r····9:·11····. r . . 9·:11······· ······9:·;4·. ····r···-.. . . . . . . . . . . . . . . . . . . . . . . 1
i
p s
c:::::::::::::::::~:::::::::::::::::r:::::i:S.:9.:::::::r:::ii§:::::::r:::::?.::??.::::::.L. . ?.:.?.?..:::::::r::::::::::.:::::::::::::::.::::::::::::::::::::::.:..J
L..................~.................1...... 2.:.?.}......J. . .?.:.~}........l.. . .?.:?..?........L. . ?.:.?..?.........L.. . . . . . . . . . . . . . . . . . . . . . . . ..l
A
• Measure the ring groove height with a dial gauge or a caliper gauge
at a position of 2 MM inside from the outer wall.
• The Maximum vertical groove height must not exceed the value
stated in the instruction book.
• The groove will rapidly worn out if there is no Chromium layer.

MMS-05-07
Revision: 03
15 JUL 2005
Page: 1 of 2
MMS CO., LTD.

10. GROOVE CLEARANCE WITH NEW RING:

1~~~,~~~~ i Q~~ r~2~~~L~~d;:a:~~~~~~~~,~~-~

1···················~···············+····· 9·: 1· 3 +. .
'...... .9:.~ 9········t······ 9·:?..?.......
1
.Q:.3..?. ....... t·····················································l

1: : : : : : : : : : ;: : : : : : : : :r: : : ~:'.~ : :....r: : :~: ~:~: : : : r: : : ~:'.~ : : : : 1: : : :~ ~ : : : :r: : : : : : : : : : : : : : : : : : : : : : : : : : ·

• Chrome thickness 0.3 MM approx.
• The groove clearance has to be checked at 2 MM inside from the outer wall because the
groove wears away to trapezoid shape.
• If the Clearance reaches more than the value stated in the instruction book , the groove has to
be re-furbished to authorized workshop for repair.
• The Chromium layers are on the upper and lower surface of the groove.
• The condition of the Chromium layer is to be inspected visually. The Chromium layer reflects
brilliant reflection , and without layer dull reflection.
• On the other way , existing Chromium layer can be confirmed with rubbing by the file at the
groove surface.
• If the layer has disappeared at the outer circumference, the groove has to be re-furbished.

r~..~.:.P..l.1I.9.~.FG.B.Qf-.~···"-'i~·A.~. p:J..~.i.L~.~J...T. . . . . . .s..............r . c.E·NTE:i:f...j

:···················'!-··································:··································~··································:··································to··································!

L.. J .........L. . . .9.:.~9.. . . . . . .;. . . . ..9..-..1..s..............•..........o..:.Q?..............;..........9..-..I..Q............L.........o..:"!?..............i

L: : :!: : : : r: : : : :~: ;~: : : : : : r: : : : ~: ;:~: : : : : : r: : : : :~:;.~: : : : : :1: : : : ~: ;~: : : : : 1: : : : : : : : : : : : : : : : :1
12. Reference:
• It is recommended to use the ready spare Piston during he overhaul.
• The Piston Replaced is to be overhauled/separated, and cleaned inside completely, then
to be assembled with new 0-Rings, and pressure tested.
• The Butt clearance with the new piston ring in the liner must be measured during the
overhaul.
• Stuffing box must be calibrated and rings renewed during the overhaul.

13. Remarks :
Fitted with ready spare piston from No.4 cylinder. Fitted with new piston rings. Overhauled stuffing
box, measured rings clearances and renewed o-rings. Overhauled cylinder cover, renewed o-rings.
Piston ring gap: no. 1= 4 mm, no.2= 4 mm, no.3= 4 mm, no.4= 3 mm.

Prepared by : l/E DARIO I.C. BALUT

ROLANDO C. GUNIDO

MMS-05-07
Revision: 03
15 JUL 2005
Page: 2 of 2
MMS CO., LTD.

___,11..n N ENGINE OVERHAUL REPORT

Ship Name: Date: 27 JULY 2005

/ .~~
1. Cylinder No. : \#4/ // ~
2. Place And Date Of O'hauling: : M;ngalore, ~dia I 27 J1.ily \ 2005
3. Liner Total Running Hours: 40,359 hr~:·-----/ /
4. Engine Type : MAN B& W 6S50 MC
5. When Last O'hauled And Running Hours Since : 17 Nov. 2004 3526 h
6. CYLINDER LINER WEAR DOWN AT LAST OVERHAUL:

r: : : :~;.:~l~l~ :·: : r: : : : : :~: : : :.: r: : · · · · · · · · · : : : : : :=: : : : :r: : : : : :~: : : : :r: : : : : : : : : : :r: : : : : : : : : : :r: : : : : :~: : : : :i
2

l ~~~ :=~~~:;_~Ji~J;;i!;~~i~H~~;:;H~~iHi~i!~
Cyl Liner Temperature When Measuring ( C ) ..........}.?...........................................{....
,. .?.. . . . .g_x.~.1.N.9..~.B. .~.1.N,~.!3. Y.Y.~~R..P..9YY..N. A!..!.~1. ?. .9Y~.!3.!::!AY..~~-:..............0)
,i....................................•.......................•.......................•.......................•.......................•.......................•.......................•.......................
Position ! 1 ! 2 ! 3 ! 4 ! 5 ! 6 ! 7 ,! 1
Thick
•

i F-Ai i i i i i
501.60 501.90 501.80 501.30 501.10 501.00 501.00 i i
i::::::::::::::~~:~:::::::::::~~Z2I~Qi:~:Q::r::~Q:i:::7:Q::r::~Qi:i.:Q::r::~Qi.:i~:I:~Qi:iQI:~Qi~9:~::J
Cyl Liner Temperature When Measuring ( C) 47
fi} Normal Liner wear-down rate 0.02-0.03 mm/1000 hr
Maximum Liner Wf1a!.:down : 0.5 % of Dia = mm
Liner Wear Dow~~1000 Hrs since new liner (1/100 mm):
Liner Wear Down per 1000 Hours since las!.O/H (1/100 mm):
8. PISTON RING MEASUREMENT: ~f!w

f: i~~~~::Ii2i~I~!i:J~2i~ 1:~~~:=E~:=f=:~
measurement :
Point of measurement 2
J MM inside the groove
. Thick-2 ! 14.65 i 14.75 i 14.70 i 14.75 i i i
:·········································<Oo······-···················!··························<'··························l··························'°'··························=··························<
:. . . . . I.h.ig_~=-~·-······L.. .!.~..?.2.......l....}.~.:.?..9.......l.. . ..i.~..?.2.....J. }.~_&Q......L. . . . . . . . . . . . L. . . . . . . . . . . .l
l. . . .!?.r~.~~~~.:.1. . .L.. .!.~. .~9........:....J~.:.?..9.......t·······9..).9.........:.......2..3..~......J. . . . . . . . . . . . .i................,.........l Piston crown

t:;::~~tt~~i=!~I: J I F

9. MEASUREMENT OF GROOVE HEIGHT :

§'[[;~1~::i~:~:;l1i-!i~~~~~h~~1
p s

• Measure the ring groove height with a dial gauge or a caliper gauge
at a position of 2 MM inside from the outer wall.
• The Maximum vertical groove height must not exceed the value
stated in the instruction book.
• The groove will rapidly worn out if there is no Chromium layer.

MMS-5-7
MMS CO., LTD.

p .16 .24 .24 .18

s .14 .22 .16 .16
• Chrome thickness 0.3 MM approx.
• The groove clearance has to be checked at 2 MM inside from the outer wall because the
groove wears away to trapezoid shape.
• If the Clearance reaches more than the value stated in the instruction book , the groove has to
be re-furbished to authorized workshop for repair.
• The Chromium layers are on the upper and lower surface of the groove.
• The condition of the Chromium layer is to be inspected visually. The Chromium layer reflects
brilliant reflection , and without layer dull reflection.
• On the other way , existing Chromium layer can be confirmed with rubbing by the file at the
groove surface.
• If the layer has disappeared at the outer circumference, the groove has to be re-furbished.

11. Remarks :
• When piston is overhauled , the crown 0 rings should be renewed.
• It is recommended to use the ready spare Piston during he overhaul.
• The Butt clearance with the new piston ring in the liner must be measured during the overhaul.
• Stuffing box must be calibrated and rings renewed during the overhaul.

1. Installed newly overhauled piston with new 0-rings.

2. Replaced all Piston rings, rings fro{]~~~(2~an(~1 are broken.

Prepared by : 1/ AE CRISOSTOMO R. ENDAYA

C/E VICENTE H. JUAREZ JR.

MMS-5-7
MMS CO., LTD.

~AIN.ENrnNryvERHAUL REPORT
Ship Name: '~. M.V. FLo.RI?i Date: 24 August 2005

1. Cylinder No. : # 3
2. Place And Date Of O'hauling : Taobneo, Indonesia ~ 2005
3. Liner Total Running Hours: ~~~~~~~~~~~~~~~~~~~~~~~-
40,830
4. Engine Type : MAN B& w 6S50 MC
5. When Last O'hauled And Running Hours Since : 30 May 2004 6098 hrs.
6. CYLINDER LINER WEAR DOWN AT LAST OVERHAUL:
r.................................T··········1..······T··········2·······T.........'3. ·····T··········4··.....T..········5·······T..........t=;-..····T·········f···. . ··1
!. . . . P.9..~.!~!.9.r.i......L....................L....................L....................L.................... ;.......................L....................L. . . . . . . . . ..]
i. i.
!. . . . . . . ~.:~. . . . . . ?.9. !. . ?..~. . ?.9. 1.:.?..?...t. ?.9. 1. . ~.1.J.?.9..L.09 ?.9.2.:?.. ~. . ?.9..2.:+?.. t. ?.9. 2.:.1. s.. . j i.
,..............F.'.:.§............!...?.9.. !.:.?..?...i..?.9...1.:.?..~. .L?.9..L}.L. l..?.9..2.:. ..?.9..2. .9..~. L?.9..2.:?..?..L?.9..2..9.~...J
Cyl Liner Temperature When Measuring ( C ) ............~~....................................................
r. 7.. . .Fio.siti'
CYLINDER LINER WEAR DOWN AT THIS OVERHAUL:
ori. . T..........f ......T..........i ....... r . . . . .:r. .
T..........4....... T..........5........ ····5·······T..........i'.......1 r··· .
r····································r·······················r·······················r·······················r·······················r·······················r·······················r·······················~

i F-A i 501.90 i 502.00 i 501.65 i 501.20 i 500.50 i 500.45 i 500.35 i

:····································t-·······················t'·······················*·······················*·······················~·······················~·······················~·······················<

l. .............F.'.:.~...........L?.9...~. :?..9..l..?.9.}. :?..~. L?.9..1. .§9...L?.9.. !..:.1..s..J.?.9..9..:?..s.. .L?.9..9.. .?..9..L?.9..9..:~.s...J

Cyl Liner Temperature When Measuring ( C) 49
Normal Liner wear-down rate 0.02-0.03 mm/1000 hr
Maximum Liner wear-down : 0.5 % of Dia = mm 2.50
Liner Wear Down per 1000 Hrs since new liner (1/100 mm): ......~.:?..9. . . .
Liner Wear Down per 1000 Hours since last O/H (1/100 mm): 8.36 roove height I
. . ~.:......P..!.~T..9.N...R.!.N.~. M.~A~.~.R.~M.~.NI. .~.......................................tJ...l'.~..............:::::::::::::::::::·. · clearence

;;'.;i=b:;'.;21 ;;;iQ:Jit :t ~~j

measurement :

I ::i~~ii::J::,;'~2 J
Point of measurement 2
MM inside the groove
! Thick-2 ! 14.20
; .........................................
!
~··••••·•·•··•·••·•··•••·•·l••·••••
14.45 ! 14.85 ! 14.60 ! ! !
.. ••••··•• .. ••••·••Y••••••••••••••••••••••••••)•••••···•·••••••••••••••••fo• .. ••••••••••••••••••••• ..:••· .. •··•.,, •. ,, •. , ...... ,{

i Thick-3 j 14.35 j 14.40 J 14.70 i 14.40 i j j

,,,,,,,,,,,,,,,, .......... ., .............. ~, •• ,.,.,.,,,., ... ,,.,,,.,,:,.,,, •• , •••••••••••••••••• ~-·······--·· .............. : .. --. ..................... '¢' ..........................:·····--·-···"·-·········--:

i Breadth-1 i 12.40 i 12.40 i 9.35 i 9.35 i ' '

I _:;:::!~I:~;~] :~~Ef:~:I-~'.~EE_ _]- -1 F

9. MEASUREMENT OF GROOVE HEIGHT : H

p s

• Measure the ring groove height with a dial gauge or a caliper gauge
at a position of 2 MM inside from the outer wall.
• The Maximum vertical groove height must not exceed the value
stated in the instruction book.
• The groove will rapidly worn out if there is no Chromium layer.

MMS-5-7
MMS CO., LTD.

p .14 .20 .20 .18

s .16 .15 .14 .14
• Chrome thickness 0.3 MM approx .
• The groove clearance has to be checked at 2 MM inside from the outer wall because the
groove wears away to trapezoid shape.
• If the Clearance reaches more than the value stated in the instruction book , the groove has to
be re-furbished to authorized workshop for repair.
• The Chromium layers are on the upper and lower surface of the groove .
• The condition of the Chromium layer is to be inspected visually. The Chromium layer reflects
brilliant reflection , and without layer dull reflection.
• On the other way, existing Chromium layer can be confirmed with rubbing by the file at the
groove surface.
• If the layer has disappeared at the outer circumference, the groove has to be re-furbished .

r!. !.:.P..!.~T9.t.".\=9·B.9f..~. ~~-A.B. f.~ni.t...w-.~t.T..............~f"'"'"''T"'d~·NTEFf"'1

1".......~....... T. . . . . ~<»8 . . . . . . T. . . . . .:o&. . . . . . T. . . . . . . i·4·. . . . . .T. . . . . ·1·6 . ____ r_ . :15· :
:: .. ·················-0-··································l··································~··································:··································~··································:
: : : : : :

.: : : : ~: : : : r: : : : : :~i.i: : : : : : : :l: : : : : : :i.i.: : : : : : : r: : : : : : :i:~: : : : : : :r: : : : : : i.:;: : : : : : : ~: : : : : : :i: : : : : : : : :i

11. Remarks :
• When piston is overhauled, the crown 0 rings should be renewed.
• It is recommended to use the ready spare Piston during he overhaul.
• The Butt clearance with the new piston ring in the liner must be measured during the overhaul.
• Stuffing box must be calibrated and rings renewed during the overhaul.

Piston installed was overhauled spare piston with new crown 0-rings fitted and pressure-tested
after re-assembly.

Prepared by : 1/ AE CRISOSTOMO R. ENDAYA

C/E VICENTE H. JUAREZ JR.

MMS-5-7
Performance Observations Plate 70603-40
Page 2 (2)

Power
No. Make Type Serial No. Remarks:
I
turbine 1
TCS
2

PT specification:

No. Generator make Type Volt Amp. EHect kW Crankshaft BHP OMG PTO

PTO 1 RCF PT! I

2
Sea!ing
RKRV TCS I
Exhaust gas Exh. pressure air By- Cooling water Lub. oil Lub. oil
temp. ·c mm
Ha
mm
WC
pressure
bar
TCS RPM TCS pass temp. ·c pressure
bar
temp. ·c I
No. I TCS
inlet
TCS
outlet
I TCS
inlet
TCS
outlet
I TCS (if available) IOn Off
c
""O
0
TCS
inlet
TCS j Before
outlet filter
After
filter I TCS I TCS
inlet outlet
V)

1
I I I
0
c.
0 I
0
5 II I I I
2 I I I I I I
Remarks:

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EXHAUST TEMPERATURE,
measured at turbocharger
lnlot
EXHAUST TEMPERATURE lnaoaslng on
all cytlndors Indicates: EXHAUST TEMPERATURE lncroa.slng
o) Air system foulod. on a single cylinder Indicates:
(air filler/ blower/ cooler/ a} Fuel valves nood overhaul
scavenge ports) b) Compression pressure loo low
b) Exhaust systom loulod. 1----- owing to exhaust valve leakage
(nozzle ring I turbine whoo!/ or blow·by pas! piston rings
oxhausl gas boilor) 1
JJ
I (!)
P.l
a.
MEAN INDICATED PRESSURE
Moasurod by indicator cards, :J
(.Q
which also give comprosslon
(/)
end max. combustion prossuro

INLET AIR TEMPERATURE

Rising ambient lemporolura will give
Increasing exhaust lemperslures. :J
- - - - -1 PRESSURES !n combustion chambor. to
__
\
Will !Jo roducod by piston ring blow.by
burn! pl:1ton top; woor; !oaking oxhaust
valve; dofoctlvo fuol valvos; otc.
......
0
~
::r
I- .,
(!)

I 3
0
I

-----u
PRESSURE DROP eaoss air mtor. - -- - - -- - SCAVENGE AIR TEMPERATURE Q.
Increasing 6 p Indicates fouling. Rising scavenge air to-mpornture will '<
Cloanlng roqulrod when 6p Is 50'/o givo !naoaslng oxhausl tomporaturo. :J
grootor than on tostbod. P.l
3
()

0
0
:J
Q.
PRESSURE DROP across elr coolor.
lncroaslng 6p lndicatos fouling of alr
side. Clo Ming roquirod when 6 p is 0
50'/o greater thO!l on testbod. :J
(/)

SCAVENGE AIR PRESSURE

Docroasing air prossuro lmplios
TEMPERATURE RISE of cooling wolo docroll.'llng air quantlty and lndicalo s
Increasing temperature ditferenco -<l - - - - - - - - - - - -- - loullng ol nJr or gas systom.
lndicalos roducod wotor flow.

TEMPERATURE DIFFERENCE
nlr eftor coolor and al wntor inlot.
lncroaslng tornporaturo dllforonco
lndlcatos louiod elr cooler.
M/V Engine Type Checked by:
'lJ
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Builder No. ......
Time Based Deviation Charts (!)

"'1
0
Yard Built Year Date: (j)
0
01
t
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All the model Curves are based on Test m 8 _,- . /I ·{I ............
.- . - - .. ·- ···-··
. . - . ........ .. - . U!+~- .l.. -. ~-f·
.... - :t .. ~~·.
:C : :: : :: : : :: : : :: : : . - - - .. -- -- - - :: - - : -.: :: : -- : : - - : : ::: -: ...C IT. - - · -, -1-
.. I 0

results from Shop-trial or trial trip.

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Directions for use:
-- -- - --
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~ = : ___ ·~-- ;_·=·-~~~ - -~~
(!)
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0
Service results are plotted faintly in the
G) - -- -- t-l--
-
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Model Curve diagrams. The vertical deviations I

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are transferred to the pertaining Time based :J o_
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-- • :: :•- •

BO :: :::::~-:-: __ -':::::·:::·:::-:::.:::::Bar (:;\

0 5 10 15 20 0 500 1000 1500 2000 2500 Running
Average mean indicated pressure.pi. hours
Synopsis Diagrams - for engine Plate 70605-40
Blank Copy

Time based deviation charts for: mean draught

average mean indicated pressure (p 1) and r/min

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M/V Engine Type Checked by:
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Time Based Deviation Charts ([)

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Built Year Date: m
0
m
I
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0
150 I I I I I I I I I I 1-l+l+l-l++-l-l+H+-H++-+4 I I I I I I I +l-l
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fll:1m~1~=~ !l'.f1}i'l'1:1; 0
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0.. - - - -·- - ··-···· -----------·-------------------·--------· ·1-1---
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90 x (/)
OJ (() 0...,
10 11 12 13 14 15 16 17 Bar 0 500 1000 1500 2000 2500 Running (/) a_
Average mean Indicated prossuro, pl hours OJ g- Ci>
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Index Index ·-·-·-·-·-·-·-·-····· -c -·
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_,_,_,__._._

10 ll 12 13 Jtl 15 !6 17 nar () 500 1000 1500 2000 2500 Running

Averngc mean indicated pressure, pi. hours
......... ~
'
Synopsis Diagrams - for engine Plate 70606-40
Blank Copy

Time based deviation charts for:

Pmax and fuel pump index

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____S_c_,a_v_e_ng~Lr:__Q~_e_s_st_ir_e_ _ _ _~ ho ms
·.._.;
Synopsis Diagrams - for turbocharger Plate 70609-40
Blank Copy

Time based deviation charts for:

compressor and turbine efficiencies

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Synopsis Diagrams - tor air cooler Plate 70610-40
Blank Copy

Time based deviation charts for:

6talr-water1.2water and~air

-T-+++t-t,-;-,~,-i--i-+·"-'-++-1--f-'- 'I l I

. . . . ~~·~I-~--+ ~ ....·I--'--'+- ~ r~r-µ_ ~~ + "'

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Specific Fuel Oil Consumption, - Plate 70611-40
Correction for Fuel Temperature (Density) and
Sulphur Content (Calorific Value)

........
I-••
..... . . ............._.
·0.09

DENSITY CORRECTIONS

20 40 60 8 1cdf3]St12t 140 I •c

i i

0100
-·-·
::-::..;-:::- ~ ====i
CALORIFIC VALUE ESTIMATIONS ====3
=-i;: ====3
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@ Cleonln fluid inlet

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F. W. PUMP

AIR COOLER CHEMICAL,

CLEANING TANK i
/"'"'\ /''"\
I \ I \
6 '_, 0

Heotln ccrll
To bllgo tonk
Normal Indicator Diagram Plate 70615-40

KIL-MC Engines:

Indicator diagram
(p-v diagram. Draw diagram

r
working diagram)
Ignition
lgnicion

J~r Combustion
-
-,-
-
-.-
I I
\
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E C'O
a E
(,)
a. c.
....

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I Q
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·x.., c.
I c::: 0
::::!
..I
(.)

1~ Length of indicator diagram -

Length of atmospheric line

S-MC Engines:

For this type of engine it has been necessary to delay the point of ignition to 2-3° after TDC,
-.Jn order to keep the pressure rise, Pcomp - Pmax• within the specified 35 bar, while still
jnaintaining optimum combustion and thereby low SFOC.

Due to this delay in ignition, the draw diagram will often show two pressure peaks,
as shown in the figure below.

ct
."

)
Plate 70616-40 Adjustment of Indicator Drive

Correctly adjusted indicator drive/cam

Coinciding
The compression and expansion lines
coincide, no area visible between the curves.
(Fig. 1)
------
Fig. 1

Incorrectly adjusted indicator

drive/cam
Not Coinciding
The compression and expansion lines do not {Untrue)
coincide - an area is visible between the
curves. (Fig. 2)

NB: The compression line is normally thicker

than the expansion line.
Fig. 2

Case A
The expansion line above the compression
line, as shown. ('
The discrepancy ·z· is positive: Displace the
i_[L
indicator drive or turn the cam "back", Fig. 3.

Case B
The expansion line below the compression
line. 'Z' is negative: Displace the indicator
.~r.
l ~I
drive or turn the cam "forward", Fig. 3.

(For z = 1 mm, turn the cam 2 mm or displace

the drive approx. 2.5 mm, when using an in-.
dicator spring of 0.5 mm or 0.6 mm per bar). CASZ;A--CAS<:B

.._____..,,,,.
Direction of rotation
during measuring

Fig. 3
Faulty Indicator Diagrams Plate 70617-40

-- - - - - - correct diagram
measured diagram

,"I
I I
I \
\ \
I
I
I
\
\
\

Fig. 1. Vibrations in drive. Fig. 2. Length of cord too long.

Draw-diagram not affected. T.D.C.-part missing.

------_J..:::::::::~--
~~~~~~~~~~~~----------

Fig. 3. Length of cord too short. Fig. 4. Friction in indicator piston.

B.D.C.-part missing. Draw-diagram also affected. This fault gives
a too large working diagram area.
--,

,....
I
I
I
I
\
I
\
\
\

Fig. 5. Spring too weak. Indicator piston Fig. 6. Indicator cock leaking.
strikes top end of cylinder. Atmospheric line untrue.
Plate 70618-40 Information from Indicator and Draw Diagrams

-------correct
measured

Fig. 1: --~---------~~~-------- Normal

• I / "-
Fuel injection too late. \ / '
\ \
\
\
- Fuel pressure too low. ~

- Defective fuel valve(s).

- Defective fuel pump suction valve
or shock absorber.
- Exceptionally poor fuel
(bad ignition properties)
- Fuel pump lead too little.

(see also the text)

Pmax low, but Pcomp normal

Fig. 2
,............. -' - - - - - - - - Normal
Fuel injection too early. / '
- VIT index wrong.
- Fuel pump lead too large.

Pmax high, but Pcomp normal

Fig. 3: --~----------r~--------
Normal
Leakages, increased cyl. ; \
\ I
/ ' '
volume, or fouling. \ -~ \
\ / \
\ \
- Piston ring blow-by. \ '
- Exhaust valve seat leakage.
- Piston crown burnt.
'
- Low scavenge pressure,
fouling of exhaust and/or
air system.

both Pcomp and Pmax are low.

Using the Planimeter Plate 70619-40

Loaded fix p::iint

Removable
Roller hinge

Counter.

Merk for
s ta.rt ing point

\
)
Indicator cio.gram

Fosten by drawing pins ---.,..--@

'--~~~~~~~~~~--'

Planimetering:
Position the indicator as illustrated above.

Mark a starting point on the expansion line (to exactly localize the start/stop position of the
diagram circumscription).

Begin tracing from the starting point, and circumscribe the diagram at even speed, and not too
slowly.

Employ good illumination and, if necessary, use a magnifying glass for accurate reading of the
vernier, before and after circumscription.

)rhe difference in readings is proportional to the area of the indicator diagram.

NB: The calibration should be checked by measuring a known area, e.g. a precisely-drawn
rectangle.
Plate 70620-40 Correction to ISO Reference Ambient Conditions ~
Maximum Combustion Pressure
Correction of measured Pmax
because of deviations between tinf/tscav and standard conditions.
160bar 140bar
10 rr-r-r-i-r-r-i-r~·~·.,-,--,-·~-·~~~~~·~·~l~,.-,-,-·r-r-r-·rrr~l,,-,-,--,-,IJ-rr-r·rVn-.-lrTTllTTT!"'"!
I I/ I Vl I 120bar ,_ U
1111 1 I I> I I I I !
Y 11 1 11 I
I /I I Iv I 111 I I
8 I I I I 111 J /I II I , 1OObar I
H++++++-l-+-+-H+++++++-++t++-lll+Hl-+-+-H+H++++1.~1r.1r1rol--tfH1ll~/vr++l/-!7!-t-t-M0-rh~l'lnll'ln-t-1!
f-+l-+-1l-1-t-b++-'f-+-+-!I-+-+-+-+-++++++++-+-+l-+-1,_,_I+++-+-+-+-r--r t, 1 n, I. I11' IA Y "' I I I I I I l
I I I I I I Iii I YI 11 I I ti I I I I I I Il
6 11 II I ! 11 . 11 I . II . 111. I 11111 11 Ill i YI I Ll 1111 l- ~~~a.r. Tim
II I I III I I IIIIII I I I I I V IA' I IJ I Yl I I I Yr I I ! I I I I I I l
III I I I IIII I I I I I I I I v1 J1 I Y1 I I JI I I Yi I I I I i I I I I I I I
1

I II 11 I , I I I 11111 I 11111 Y YI I/, 11 0 I 11/. 11 Measured Pmax

NJ I I I I II III I I I I I I 11/ I Y1 I Vi I I I l-1 I I I I I I I Ii III IIII
4 k 11 l'~ I 11 I 11 111' V1 v 1IXI I H' I I 11111 I i I 11 I 11 i
I li'r-- "" I IIII I/ Y Y YI I IYI II II II III Ii
hl I , , I I I I 11 ,· I; I v I 1)11 I I I I I I I 11 I I I I I i
--U ',, I ',, ', II IIIII 1v ~ U1 I I I I II I III I II II
I "" -...._ I l'N.- "' '0 I I VYv ll1 I _v I I I I I I I I I I III III I
2 lit-,-.. rrµ_ 'r-.-.. I',', 111 YYYIXIJ1 I 111 11111 1111 11 I 111 111 11
11 I' r-1. ri-·t-ur-.._t-,..t:N_l I 11,rA-iYIA' I I 11111111 111111 II I 111 I WJ
I I I I I I I .-'i-w__ I;-- :!'hl~ I #Vy l/I I I I I I I I I I I I I I I I I I It i n I . I I ! l
"~"1--k~ d' I
'-
ro
..0
111 11 I 11 11 111111 11 111 11 ltscav 1111
c Ill I ll~~ll lllllllll!llllllllllilllllli!
0
t) 0 1111 Ill 111111 111'1111~ 11111111111111111!111!1111111 1
Q)
I I I I 111 I I I I I I 1.,li I I I I I I ~bU I I I I I I I I I I I " I I I I i I I I I II I l
I 20,,,y, :r I 11 30, . I I 4.~ .so I 11 I I •60. I I I I 11 .7.0
'-
'-
0 o I 11 I .10, I
u 11 I I I I 1
YVI1' II I I I l~"qttttw I 1111111 lill ~c
II I I IYvi.1 I II I I IN::}tt-i:::ti-ll Iii- 80bar llLl
_2 I I I I 11 I I 11 V1X 1 ~ II I I I 11 11 't_ 5 'c'a~ 1 I iJ--W"i-k Ii·, OOb~~ ~
II I I H'I /v 11 I I I I I I I I 11 I I I I 1 1 , , 1 1 l'l--17-- Jr 120bar JJJJ
f1 Y1 v1111 I I I I I I I I I I I I I I I 11'.lJr 140 JJlJ
Ill L-r .Y l;{Yv I 111111 I II I Ii 11111 Ill llll1'. ba;.1111
II lc./lvlvvy I I 111111 1111111 lillillll Ill llj 160bar111111
4 I I Yr [,{I l;f I; VI I I I I I I I i I I , I I I I I I I I I I I I I I I I i ! I I I I I ! : I I i I I I i
I '~
1

- Yi i 1,n I y y y I I I I II I i I I I I :I i I I I ! I I I i i I I I I I I I I I I I I I I ' I! JJ
I I I I

I I IY IA v1 'I I i I I I 11 11 I 11111111 11 I I I ! I I I ! 111 ~~~~ur~~ .P,m.a~. I i

I Vf v 11 I I 111 I 111 i I I 11 11111 I I 11 I 11 111 i 11111 I I I I i I I I I i
[,{ I I; V1 11 I I I I I I I I I I I I I III II IIIIIi I I II III I I i III i III i
_6 I I VI V 11 I I I I I I I I I I I I I I I I I I I I I I I I I I I I i I I I I I I I I I I I i I I l I I I i
11 I/ ii I I I I 11 11 I 111 1111 111 I I 1 11 1111 !
11
11 v I 11 11 I I 11 i I I I I I I I I 1 11 I I l
/ I I II Ill I Ill II 1111 II I
v I I I 11111111 I I 111111 II
"11,vl I 11 I I I I 111111111 I 111111 Ii 11111 I!
-s 111' I I 11 I I 11 111 I 11111 111111111 I! 11111111
IA I I I I I I I 11 11 i I 11 I I 11 I Air inlet temp.(tinl.)
I II I I 11 11 I 11111 111 I 111 11 I I Scavenge temp.(tscav)
I I I I I I 1111111 11111111111:11111111
-10 I. I I I I 1111 I I I i! I 11

Calculating the corrections:

tinl : Acorr=(tmeas-25) x 2.198 x 10-3 x (1 +Ameas) Bar
tscav : Acorr=(tmeas-37) x -0.81 x 10·3 x (1 +A meas) Bar
See also page 706.22 and Plate 70624-40.
Correction to ISO Reference Ambient Conditions Plate 70621-40
Exhaust Temperature (afterexhaust valves)
Correction of measured exhaust temperature(texhv)
because of deviations between tinl/tscav and standard conditions.

50 rrnrrn~~-,--,-,--,--r-r·~~-r-r-r~~r-r-~-,-,-,-~l~l.,-,-,-~~-r-r-r.--r~l~l.,--,-,-l~l-r-r-r-~j~j~j~[!
1
Il II II I I ! I If!
I 11 11 11 11 I 111 l I!
I\
I I I 111 I 11111 I 11 I !
40 ~ I I I 111 11 I 11111 I I 11 I!
i\ I I I 11 I I I I III 11 I I 11 !
If\ I I 11 I I I 11 1111 I!
f\ N I I I I II 1111 11 11111 I I 11 11
1
f\ ' I I III I II I I II I IIIII
30 "I I I 11 I I I I 1111 I I 111111 I I 11!11 !
I 1/\1\ 1111 Iii! lill 11 I ! Iii I 1111I111111111 111111111!
111\ f\I II Ill II I II 1111 Ill 1111 11111111 II lll!l!i
, I I I \1\ "J II I I I I I I I I I I I I I II I II I I I I I I I I I I I I I I 1 I I II I I I I I !
Ill 11\ N I I 11111 llllllll 111111111 I ill!lli 1111111111
20 I I I I I I l I \ l'l i I 1 I I I I I I I I I I I I 11 11 I I I I I I I I I I I I 11 ! I I I I I I I I I I I I I I I i
I! 11 11 ll'' 1111 11 11 11 I I I 11 1111 I Ii I I 111II11 1111111111
I l\1' I I II Ill Ill 11111 111111 lllllllil I 11 1111!
~~ I I I I I\ I 1
\ III II III I III IIIl I I I I IIIIIIl
~,.. II~~ I II I
\i\ II I I I I I I I I I I I I I I f 11
10 Ir" r r-!... 111 I I I I I I I I I I I 11 I I I I
j\I\ I I 11 I I I IIIIIII
I r-h.._.._~,.,J I~\ I 11 I I I 11
11111 I II I I II I I I I II I I I II I I I 11 l
I I I~~ I II Ill
1111 1111 II llllillll ltinl. ffil
µ I I I I Ill I ~R::Q.111 1111 1111 111111111 llllllllilltscavffil
c
0
I 111 I I 11\d 11 ~J_ ! 111111 111 ! 11 i I I 111·1 I I i Ii 11111 ITTl
tl 0 I I I i I I I II I i\ I I I I I 1"i'NJ I I i I i i I I I I I I i I I I I I I I 1 I I I ! I I I I I I
Q)
l:: II I II I IIIi II II I III NII I I I I I Ti--~ I I I I I I I I I 11 H I I 1 I I i ! I I I I i I l
0
u o11111 I 10 I 11 ,20 11 I'll . I 30 11 .4o I~ I ~o. 1111111 .60 I I 111 70
I I II II\~ II I Ii
I1111 l~ii!lil II 11111~(;
11
I II 11 I~ II I I I ili-Lf-+..U 32s llLu
11
111111 I tscav 11 n--+-. 1 ' ' 1 'l 11 Ii
11 I 11 l 1111 1111 f\1\111 1111
0
c
-10
I I I I I I I I I I I I I I I I I I425°C ITm
I I I I I I I I I I I I I I I I I ~N I I 11
I 11 I 11 1111 11 I N\
I 11 I I 111 M~as~~~d 'texh
11
I I 11 I 111 111 I I\ \111 I
1111II11 11111 I I I I I I I I: ii
I 11 I I I 11 I I 1111\N 11
111111111 I 11 111 ! 111 1111 !
20 I 111 ! I 111 11 11 ! I I 11111 11 I Ill\!
11111I11 111111!11 1111 Iii I!
- 11111111 I I I I I ! I I I I I I I I ; I i I I I I \! },_
IIII IIIII IIIIII I I : IIIII1!I : 1

111111 111111111 11111 111 . l 11 I~: \l ! I 1111 11111i11 i ! 1111!111 !

I 11 111 II 111111111 1111!11 I! 111111Ii1\ 1\11111 I I 11!11i:I:1111 ! ! i ! j
I! 1111 11\llll I 111111111 1111 llli\{l'Nl\111 111111111 !!11111!11
1111 i 11 11 111 . 111 I 11 I ! 11 11111111 l l'l I /\ 1111 11 I i 11 11 i : i ! ! 1111 i l
-3 0 I Ii I I
I 1111 1111 I 111111 11111111 11\ ",\! I I I 1111II1 I 1111111 i
l 111 I ll II I I I I! I II II\ 1' I 11111! I 1111 ll
I I I I I I I I I I f\ N. I I I I I I I I I I I IJlW
l I I
I I 1 I 1I 1 '· 1 1 1 i\ 11\ M~asu~~d .texh. TfTrl
11
µIl...µ.:1--L.I.:..++-wll..:...1µ~_:..·µ~!_:..··.:...:i\...)._'-J-'-N.l.-1:-;..l..LI1:...:.1..!-l:.--L..:..
1
-40 H+I+-i-++-+I-+-+-l-+-HI'""""'.+++-'-+-++t-!-...!..-1 µ! --!...! I I .:. .:11--L.Iµl...;...1 ~I
II
I I I I II II I I I I I I . I I I I I I I I I I I I I I 425°c \ 325°c I I I I I I I !
I I I 111 I II 1111 111\1 r,.. : · · · 1 1 1 11 1 1 1 1
• ,
I I I 111 I 111 11 I 11 I I 11 I 11 \ Air inlet temp.(tinl.)
II 11 I 11 11 I 111 I I ! II 11 1111 J I I\ Scavenge temp.(tscav)
-50 I 11 I I I 11 Ill I Ill Iii 11 I 11\JI I~! 111 lllil

Calculating the corrections:

tinl : Acorr-=(tmeas-25) x -2.466 x 10"3 x (273+Ameas)°C
tscav : Acorr-=(tmeas-37) x -0.590 x I 0"3 x (273+Ameas)°C
See also page 706.22 and Plate 70624-40.
Plate 70622-40 Correction to ISO Reference Ambient Conditions ~
Compression Pressure
Correction of measured compression pressure
because of deviations between tinl/tscav and standard conditiom

12 140bar 120bar
I -1 11 11 I I l
/I
vI I I 11 111 I
I
I I !/ I I I I I

11 I/ I 1OObar llT
10 II/ Y 1111111 I
l! IY I/ I IIIII
111 VI I/ I 11 I I
J, v v I 111 Ii !
I I
H-+++-t-H-++++1-H++++-1-++++-1-++++-11-++1+-HH++-1 1 , , , 11
tin I. / 11
1
I 11
Y1
I 80bar I
Y
1-LJ
, , , , , rr1- 1
S " I I I I I I 11 I I I 11 :1 I I YI I I V1 I I I I I I I I I I I
i' 111 I I I IA I / I 11 I 1/1 Measured Pcomp.
I I i' I 'I I I I I 11 I I I I I I IA I IJ I I Y1 I I IYI I I I I I I i I I ! I I I
1' I ~ II II III IIII I_'.,{ I 1/1 I I YI I Vi I I I I I I I 1i I I I I I i
6 N I 11"\ I I I I I I I I I I I I I I I I I I I I 11 I V I 111' i I I I/I I I I I I ! I I I I I I ! I I i
I I I I' I I I ~ ! I I I I I 1! I ! I I I I I I I I I I I I YI I V1 I I Y I I I I I I I I I ! I I ! I I ! I I !
f'N N 1'1-.. I 111 11 11 I JI vi I/ 101 11111 111 11i11 I I 11 i
]', ' , I N.. I I I I I I I I I I . I ' IA' I I,{ I I I I I I I I I I I i I I I I I I i
h! I I "....._ ';-... I' I II I v V1 I Y I I I I I I Ii IIII I II!
4 ll'r-. Ii', INN 11111 I I 11111 !/ IYfl Ill I 1111111 llllllilli
II :-...._ I ' I r-.. I -... I I I I I I I 1111 11 ;( I I I I I I I I I I I I I I I I I i I I
"' li I ii-- ,. . ;-,, I I I I I I Y1/1 VI v III IIII IIIIiIIIII IIII
11', "' "·' N-...1 I I YVI}'' Y I I I II I IIIIIIII 1
]'r-.. ''r-. N-...1'!.... 11 YIA I/ I I I I I I I I Ii!IIi III\
2 I I I I I I I I' r-. NJ'N' 11 '/ Y Y II II III III IIIII IlIi : IIIIi
I I I I I I I I I 1'll'N.1'i' 11 1' t.- I I I I I I I I I I I I I I I I I I It in I. llJJ
'-
(iJ I Ill I 11 I I 111'k1~>"" 1111 !II 11111 Ill 11111 ltscav-ll_li
..a I I I I ! I I I W/,<( '~ I I I i I I I IIII II I,,,,.I III
0
c I I I II 11 llJJ/'i ~ I I I II 1111!1 ii i l l l i ! i l l l
0 I Ill I II II I 11111/,'lll 11111'.lli ill 11111 Ill llllllll!llil1l!
ts
(]) I 111111111111 I l~I II 11 111.N-I I llllllllllllllllllilll
'-
'- 0++-+-+-+-+-+-+- 1O I I 20 Wl I I I I 30 I I 1 4~, I I I 50 I I I I I I 60 i I I I I I I 70
0
u II I I I I vl/'111 I I 1 r "hl I I I I I . I I I I I I I l I I I
vv r11 I I I I I I f'N'f,.f N I I I I I I t I I I I °C
-2 I I I I I I v:; 11 I 11 11 I I I 111-N... N. IN I I I I I I 11 I I i I I 1 '
I I I I/ I; / III I I II II I ,1' 'l....11'-l I N-J I I \ I ! i I I \ I I \
I YI V 11 I I I I I I I ' 1 1 1 ';-...l'i-J l'..J I N-J 80bar llW
II I I Vi XI/ / I IIII III tscav 1-.I'}.... Ii-- I I , , , , , I illJ
I I [.;{ lA I / I 111 I I IIIII 1111 I I N..11'1 N-... 100bar illJ
-4 I II IYIVV,I I I I 111 I 11 11 Ill lllN.IN.1 1111111111
I I V1 ,, I Y , I I I I 11 i I I I i I I I I I I I I I I I I I I I I I I I I IN I I' 120bar I i I i
I IA' I I I/ '/I I I I I I I i ! I I I I I I I I I I I I I I I ! I I I I I I I I 1'J I I I ! I 1 :JjJJ
II j I VJ i I I I I I I I I I I I I i I I I I ! ! I I I I I i I I I i ! I I I I I I I I I I i' 140bar JJJj
1}' , 1,111 1111 I 1111111 II llilll 11111 II 11111 ll!111111rilll
-6 /"ii !/1 I Ylillilll lillll!I! 11111111 111111111 11111 Ill ! f ! l ! : l : i !
I I vi I I/ 1111 I Ii I 1111111 11 I 11 ! I I 111I11 I 111' 1 ' ' 1·' ' 1 ' ' ' 1 1 '
I 111' I/\ / I I I i I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Measured Pcomp
!/1 J I I/ II IIIl I IIII IIIIIII I ! IIIIIII iIIIIIIII Ii IIi :i i Ii
"111 V Y 11 I 11 11111 i I I 111111111 I 111 111 111111 11 i l i I I! I I I j
-8 I YI VI I 11 II I 1111111 I 1111 I 11 111 11 I 1111 I I 1111 I i 11
111 ii II I I I 1111 I I 11 11 I I I I I I 111 111111111!
JI I I Ill I I I I Ill 1111111111
Iv I I !II I I I I I I I I IIIIIII i Il
II/ I I II I I 111 1111 I I I 11 I llllllilli
-10 Ill II II I IIIIII II II I I I III III I II IIIII1I III
I I I I II I : II I : I : I II I : : Air inlet temp.(tinl.)
I I I I III I 1I I 1 I Scavenge temp.(tscav)
I ill I 1111 I I I 11111111111111111111
-12 I I I I I II II III I I I I I I I ! 1! I I

Calculating the corrections:

tinl : Acorr=(tmeas-25) x 2.954x 10-3 x (1 +Ameas) Bar
tscav : Acorr=(tmeas-37) x -1.530 x 10·3 x (1 +Ameas) Bar
See also page 706.22 and Plate 70624-40.
Correction to ISO Reference Ambient Conditions Plate 70623-40
Scavenge Pressure
Correction of measured scavenge pressure
because of deviations between tinl/tscav and standard conditions.

0.50 l I , - I I I I I I I I I I I I I I I I I I I I I I I I If
I II I 11111 ill 11111111111111111
II I 1111 I I 1111111111111111!
1
:: : :::: : : : : : : 3. 5bar : : : : ;
I I I I I I I 1 I I I I I I I I II I I I I I 1 I I I I
I I I I I I I I I I I I I I I I I/ I I I I I I I I I
11 I 1111 I I I 111£1 1111111--f.-.l-j
1
0.40 :: : 1 :::: :1: ,:/;:: 3.0bar+h
I I I I I I I I I I I I I I I~ I I I/ 1 1_1_l_I
I I I I I I I I I I I .I I
I I.II I I I I I I I I I I
Ill II 11111 I I lllA'I 1111111111

',
"\.I
: : :
I I I I
: :
I I \ I I I
1 , : : : : :
I I I I I I I I
: : ,,/ ~~:
I I I I/
: 2. Sbar
I I I I I I i\Tl
_U:
I"\. I I I I I I I I I I I I I I I I I I V I I I/I I I I I I I I I I <
I J I I I I LLJ.J
' "- I I I I I I I I I I I I I I I I I I I V I/ 1 I/! I

0.30 I
'1,
I
""
i" I
:
! I I l
l :l 1 '
I
: : :
I I I l
:
! I I
1
I I
: 1 1 l
I I I I I
1 : : :
I
: : : :
I I I I I I
/
I A I
1)/ 1
I/
,X: : : 2. Obar +H
i I I '/ i 1 1 1 1 1 11Tl
'1 I I I ~ I I I I I I I I I 1 I I I 1 I I I I I ' I
. / I I I/\ I I I Vl I I I I ! I I I I
1" 1 1 " 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 11 1 , tin I. 1 •/1 ,. 1 v 1 1 , ./ 1 , 1 1 1 1 1 1 1 1 1.,
1 Sb
1
I' I
'"
"\.
1 ,,
,, I I I I
,,, 1 1 ,
I I I I
1 ,
I
1
I
1
I I I I I
1 1 1 ,
I
1 ,
I
1
i I I I
1 1 ,
I
1
I
,
I
, , ,
I I/\ I
1 1 1
I 1/1 I I I / I I I
1 1/\ 1 1 1.; 1 1 , 1 v • ~ ar f ! i ;
"- I '1 I I '"- I 1"\.! I I I I I I I I I I I I II I 1 I 1 I / I/ I l / I I I/I I ! I I / I I I I I I \ill
I "I. I I '< I I ;"\.. °" I I 1 I I I I I I I I I I I II I 1 I I I '/I /I I I/I I Vl ! I I I / i I I I I I 1 I 1 I

cm
11:....1 I!'\...! 1"- I l"\.J I Ii I I I i 11 i I I I I i 111 I 1 I I 1/I I / 11/I / I 111 '-""I I 1111111 I I '

0.20 I : :
...... j
:'1 ~:
I I l
I ;-
J"""'-1.. I
~
j
:; ":';,: : :
'-'I ' I 1'1 I
: : : I : I I : :
I I I I ! I j j
: : : : : : : : :
I I j I I I l I
~~ ~1 v:~ j : : :,,; ~I
l /I v I IA
: I I /I i I j I I/
I : : 1. Obar
I I 1 ' I I Pi
N I I I "- < 1 "- I '- I 1"\.I I I I I I I I I 1 I I I I I ·/ I' I 1/1 I/ I I / I I I I ! /'1 I I I I I I I I I ;
I I N I I "-...I I N I ]\.I 1'\ i i I I I I I I I I I I II: I t/i I / I Y I I I/ i I I I I I I I I I I I \

:
1

I " I I
:~ 1 , :;--,"-:~~~,";,:
I ......._ I I I J\.J 1' '" J"\.. !
1
1 ':
I
:
I
: ; : : : :
I II I I ,., I A './ I / II "
i</v:-'i~{
I I "1 I \
~
1
:j,: ; : :Measured ! I ' I
I I I I II
Pscav
" I "
I i'' I I i >x I I " I i' 1' l 1"1 I I I I I I l/1 ,I </• A I I/ I 1...-f I I I I 1 I I I I I I I I I I I I i
II I I"- 111;--. I~ 'll'<.1"-I I 11111\Jl/;</l'../111,, Ill 11111 1111111111
I I I I '--1 I I -.J I 1' 1"\.J I I I I .I/ 1/1 './: / I I I Y I I I I I I I I I I I II I I I I I I
1',.fi',~i"
0.10 I!
I
l
I
II
t
11 ........_1
t I I l ......._ I \
!"'\.....
I l ' l """\_ 7'. '\ I
I llf'l'l/l/lf/flY'll
I '/'/I/I /1 / : 1/ I l I
!l
I I
Ill l!ll!
f I I l I I ! J I
lll!!lil!I
l I I I l I I I I l
I I I I I I I ;-..._ 1'-l "-I "-. '1"\..J J /l/l/J J I / I I I I I I I I I I I I I I I I I I l I I I '-LLJ
1: : :: ::::Ill l~l~,I~~~:~ ::::I l: :::\:::;;
·~~,A/Y'~~: ;tinf. +tJ
'-
co
.0
: I I
I I I I
: I : :
I I I
: : : : I I I I :
I I I I I I I
I : : ;;-
I I 1 I I I ln.r
::::-:/l, ~;--;: : : : : :
~ I 1 I 1 1 I I •I
I : : I : : :
I I I
: : : : : : : I :
I I I I I 1 1 I
:tscav : : :
1 ! I 1 I I 1111
c I I I I I 1 I I I I I I I I I I I I I I I/// .~~ I 1 1 1 I : I I I • I I 1 I I I 1 I I I I I i I ! I I I
I I / ! l ! I l l I I I ! I j j ~./, \ I l ~-~ l I I I l ! ! ! I I ! l I I I ! I 1 I ! I
.2 I l I I~! ! ! \
1 l 1 ;

uOJ 0.00 l
j
I
It I I I I
! I ! ; l I 1 !
! l ! j
I I
I
I I ! !
I I!
j
I
f l
j I !.Ir I
! ..-i! j
I
J I
j

l I l ! J •-._ J
! l
1 1
j
!
J)
I
JI j
I I l
J
f
l
I !
j I\ I j
I 1 I J l i
I I I J l !
1
I j
1
1 ~...... 1, r 1, 1 1
0I I
111 1 i 1 1 11 1 • 1 111 1, 11 1 11 1 1 1 l 11tJ111
t: I i 1I I I 10 I I I I I I ?O-#.:l"i 30 I I I 11 ! I 40~'--- I I I I 50 I I I I I I 60 I I I I I I I 70
I ~ j !
0
0 I
I I I I
I I
l j I
I I'
I
I I I
I ! I
I I
I l ! I ! 1....., ...-'l.N'! I
I ! / \ / , f.!'"/f I I
.Y' )/•/'/ 'A I I I
I
I
I

I
I

I I I
I

I I ! l
I I! I j l

I I I I
! I !
I I
f I
"'-
......................................

1'..'\...."'"1
j ~' '1 '<..I " '
1 ! I
........... !
I I
l
l J I I I ! J
I I I I I
I
I
'l I l t ! I J
j I I
I I I I I I
l I I cc
I I i I I I I I v I V // I I I I I I I I I I I i 1"\..,'-. .l"L 1'-L ,.__, I I I I I i I I I I I I

I : : : I I .;~ ~,_Y'_,,c;,~:( ::I : I I : I : : : I : : : : : I :'1~::::~:,r-. ~ I~ : : 11 Jo!bl I I t±:[j

ar
-0.10 I
1 1
I ,......,
t,....1
!_/'( j
1 ./J 1.11 vi
I/ A I
1
I I I j I I !
i 1 1 1 1 1 1 1 1
I I i I
i 1 1 1
I I
1 r
! t \ ! I I l'-l"""t " '
1 1 , , 1 1 1'J""'" ......
;-...,.i I , ;
,,
I -.........i
I

f........_ 1 1 1
•
1 1 , r 1 1 I /Ti
!
1 1 i

~i,.. :..-11' ~'i.X ~ : ::: 1 1 1

: : : : : : : : : tscav 1
'" " , :~ ;;- '.--- 1. 5bar H-H
t:ttJ
:'\>:::"'.<:~ c:;"
:,... I / Vl /I/I I I I I I I I I I I I 1 I ' "-l I "-" I I 1 1 I 1 I

,;. r-- ~ ,J/~/n I : : I : : : I : I : ; i : : : : : : : : : : : : : : : I I I

2- ??~~ clli
"'1 :
l Y
:x I I/
1
./ ~;
I,/!
/ X: : : : : 1 : i I !
, : : : : : : ,
I I l I
: : : : : : : : :
i I \ f ! l :
: : : : ; : : , :
l I I I I
:
I I ! I l :''
; ~ 2. Sbar H-H
I I I I I l !_I_I_'
-0.20 I ! J r ! t i t I 1 I"\.

f 1 i~/' f ~}' : : 1
; : 1 ; ~ : : : : : ; : : ;. : : : : 1 1 ; ; : : 1 : :
1 1
: : : : : : ;'".~ 3. Obar: : ; :
I v l 1
/ 1/J ! I l j I I j ! 1, I I ! 1 I ! I I j j I 1 ! I l 1 1 j j I I J i i j ! 1 I j t r'' l ! I I I! j ! J

.~~ ~: ~ ~
1 1 1 1 1 1
: i : ; 1 : : : : : : : 1 1 : : : : : ; : : : : : : ; : , : 1 : : : : : : : 3. Sbar : : 1 ;
! !A / I ! j i j I ! I ! ! I I j I I j ! I i I I j ! ! ! I I ) ~ I ! l ! i I i I j f J
!;-{ '/I l I ! 1 1 i I I I 1 ! ! J I I ! I J I i ! 1 1 I J I 1 l ! 1 ! f t I J j I I J I l i l I I I I I I ! J I
I !/ j I J j I I j I j t j ! I ! I ! I I J l I ! ! I I I I ! I J I j I I I t i I I l I I ! I l I I
1 ..< 1 1 1 1 ,, 1 1 1 1 1 1 1 1 1 1 1 1 , 11 1 ! 1 "
I I ~
1 ' 11 1 1 1 1 1 ' 1 1 Measured Pscav !?
-0.30 / !
I
I
l
I I
! I
I
I I l
! I
I I
!
! l I I i
! I
l
I
I I ·, ! ! ! l I
! I ! j I l I
I ! I 1
I l 1 l I l l l
I
!
1
I
I I
I l ! j ! I
I
I
j I J I
j'
J Iii Ill II 11111 I Ill Ill 111111111 1111 I II I II> :i I I I I I 1:
I I l I I I l i Ii Ill I I! i 1 I! I I I ! I! l I l JI I I J i 1 If ! I I I l l
I I I 1 ! I I j I l I I I I I I I J 1 1 I! I! I I I I It i I i I I ! I 1 ~
I I I I I I I I I I
I I' I I I I I I I 1
I I I I I II I I I l
1111 I 1111 II; 1111 I III I• I I I I I I I I I I I I
I I I I I II I 11 I I I I I I
I I ! I l I l I I I I I I I I'
l Ii! I I l j I I j I \I l I I l !
l I l i l I! I I I I I Ii I>
I I I II I I I I I " I I I I I I I I ! 1 I I II II I l ! l l 1 I;
l !
-0.40 I I l I
Ill
ii I I l
illll
I I I
I II
I I
11111
If I I!
11111
I 1 l !
II
I
II
l ! ! 1 J
!
j I):
!
I I I I II I 1
I I I I I I I I I II I I 1 I I I I I II
I I
t-t-t-t--t-t--H1H-+-+ -+1-11-+-i-+-+-++
I I I II I
11 ++-l-l-:1-+++++
I I I 1 I
1_,.,
I I I I I I I>
1
1-J-l.1-11__,1__,1'-1f-r-'·.,...,..
1 +-+'-f1...J1,_1:..++-++
I I I I
1_,.1
I I
+' + Air in 1et temp. (tin I.)
rr-t-t1I++-+-i1++-+-i
I 111
-,-
1 1 1
ii
1 +;...
1
I
1 -+-H-+ I
1
11111111
-'r-H-
1 11 1 1 11 1
1111
+-++H-+-+
1
+1-+ --i
1 1 H-+-+ I
1
-+-f-
1
+-+-+ +1--+-+-+-+ +...;,-++ + S cavenge t emp. (t scav )
I I 1 I I l I ! I It I l I l 1 l l l J ! It! I ! l 1 ! I I' I! I I I! I!
i l I i I! I It I ! 1 \I I j I l I! Ii I j I I I 1 11 I I I I I I I I I ;
I ii I I I I I I I I I I I I I I I 1 I I II I I I I I I I I I I I I I I I I Ii
I I I I 11 I I I I 1 I
-0.50 I I I I I I I I I I I I I I I I I II Ii I I I I I <

Calculating the corrections:

tin! Acorr=(tmeas-25) x 2.856 x 10-3 x ( 1+Ameas) Bar
tscav Acorr=(tmeas-37) x -2.220 x 10-3 x (1 +Ameas) Bar
See also page 706.22 and Plate 70624-40.
Plate 70622-40 Correction to ISO Reference Ambient Conditions ~
Compression Pressure
Correction of measured compression pressure
because of deviations between tinl/tscav and standard conditiom ·

12 140bar 120bar
V\ -YI 11 I I I I l
I I I V I 11 I I 111 I I !

10 I I I I Y I 111 II I 1l
I I I I/ IV 11 I 1111 I I
I VI / 111 I I
I l
H-t-t-t-+-t-;H-+-+++-H-+I+++-+-1-+++-+-+1++-+-H++-+-H-+-t-. t i n I . I/
I
I
I I
I I;
v
v
v I I I I I 1li
v
I 80b ar I I
I 11
I y I I I I 1lTI~
-o l
I
~""H·++-++H-+-++l+-HI~1-+++-H++-~IHll++-l~IHI++-l+-H++-+-H--+-i-+l,~IH1--'f+-,l+-HY7.l+l+IH-+~-7"":-lrlHl~l+l~IHllHl+ll
I I I I I IJ I
B
" I ! I!I II II 1 IA 11 I ·, I I)' I Measured Pcomp.
I I I I I 11 I I I I I IA l/l 11 v I .Y1 I I ! I I I i I I I I I I
r-- I ' III IIIIIII IIII I ,{ I VJ I I YI I Vi I I I I I I I i I I I I I I !
6 N I i' I I i I I I I I I I I I I I I I I I I I I I YI I 111' I I I I,,( I I I I I I ! 1 I I I I I ! I I :
I I I 1'-J '1-J I I I I I I I I I I I I I I I I I I I I I I I J YI I Vi I I I Y I I I I I ! I I I i I ! ! ! ! ! I ! 1
•"' N I K l'i... I I I IIIIII I II I v I IJ ' I Vi I I I I I I I I 1 I i I I I i I ! i
/'... 'r-. 1" I I III I I 11 , IA I I/ I I I I I I I I I I i I I I I I I I
,. _ I I '"N ''" 1'-. ! I II II 11, V1 I .Y1 I I I I I I I IIIIIIIII!
4 I f'i--. I f',..., I " 1'- IIII I I I I Y IA I v I ll'f I I I I I IIIIIII IIIIIIIIIl
II , 11-J I ' I ' I I I I I I I I I YIA I/ ,;( I I I I I I I I I I I I I I I I I I i I I l
"---ll I ", "' ~ I I I Y 111 v v IIII IIII I II IIIIIIIIIl
11'" ,. ._ "-,, '-J V'II v v I I I I I I IIIIIIII 1
r--,.._ '~ 1'.J},_ 11
YA ,,. I I I I I I I I I 11 I i I I I I \
2 I I I I I I i'i--. l' ,J'N' 11 :t Y Y I III III III IIIIIIIIIi :!I II!
I 111 I I I I I I I lf--..ll"N.1-N1 ,v !-- I I I I I I I I I I I I I I I I I I I I It in I. l.JJj
I....
ra I I I I I li'"N-!~~'><1111111 111 11111 Ill 11111 ltscav-ll_li
.a I I II !lllll~K~~I I ill! I I I 111111! i,,,,.1111
c I I I II lllllM 1~ I Ill 111111111111 illli!ll!l
.2 I IIIII II II I I I I I 1.r. I I I I I I 11'.I I I I I I I I I I I I I I I I I I I I ! I I i I 1I !
u
(I)
0
-t-t-t-tl-++-t-;-1. I I I I I I I I I I I Yi I I I I I I I I I~ I IIIIIIIII!IIIIIIIIIIIi IIl
20 ~ I I I I 30 I I
'-
'-
0 0I 1O I I I 4CB: I I 50 I I I I I I I 60 I I I I I ! I 70
u I I I I 1//..11 I II ! l' c--N."i-- I I I I I I I I I I I ! I ! I I I I
I Yv 'l1 I I I I ~'-.J.'h.lf-... I I I I I I I I I I I I °C
-2 11 1,..1,:r1111111 111 I I 111'1"\.1',...IKJlll 11 lllllillr!
I I I/ I/ I IIIIII I II III I I~~ 1l'N I I i IIIIIIIIl
I I " / // I IIIII I I ' 1 ' 1 '~ "'l-.1 l'N I N-..1 80bar l.LW
11 I Y1 .t 11 II II tscav ~l'N IN I I , , , , , I I I J i
I [,,{ v I , IIIIIII II II IIIII I N.. IN l'1' 1OObar I I I I
-4 I VIYJ/ I I I I 11111 1111 I II Ill lllN.INI 111111illi
I v ,/I Y , I I I I I I I I I I IIIIIIIII II IIIIII I I I I Ni 1" 120bar I i I !
lllAlll/ /I, I I lili!llll 111111 11 111111!11 11111 l"N1111111 1 11:
lllY I Y "ii!ll II lli!l'lll 111111111 II 111111 I lllll1!'140barTiTl
Y1 I I 111 I I I I I I I I i i I I I I I I j I I I I I I I II I II II I I I I i i I II ,-1-!-,I
-6 AI 11 / 1 I I I I I I I I I I I I I I I I I I I I I I i I I I I I I I I I I ! I I I I I I I I ! I ! i : : ! i i :
I I y I I/! I I I I 1111 I I I 11111 I I! 111 I I ! I 1111 I 11111 I I I I I ' ; I I ' ; I I I
I I,( I I/ v I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Measured Pcomp
11
1/1 IY Ill Ill I 1111 I 1111111 I I illllll 111111111 liili:1111
v1 I I Vi '/ ! I II IIIIiII I IIIIIIIII II IIIIII IIIIII II i !iII i I i I!
-8 I Y I I/I II II I II IIII IIIIII III!I I II IIIII iIIII!i II!
11 11 v I I I I 111111 I 111 111 II I I I Ill l!illlllli
1 I II III I I I I I II I IIIIIIIIII
I1 I I I I I I I II I I I I I I II I i i !
1 I I II I IIII IIIIII I I II I II IIIIII!IIi
-10 I I II I III II II I I I III IIIIII II IIIII1i III
V I I IIII II III I I I I I Air inlet temp.(tinl.)
I I I I I 11 11 I
r-+-+l-+-l-+-+-+-+-4-+l-+-+-+-;.-;I_,.._.._l-+-+-1H-l--+-'-1'-'11--+-1--t-+-+-+-I+-1+-H1-'-1-+-1++-i_,.._.._+-H---++-1+-+-I Scavenge temp.(tscav)
I III IIII I I I I I I I I I 11 I I I I I I I I i I i
-12 I I I I II I 11 III I IIIIII1!II

Calculating the corrections:

tinl : Acorr-(tmeas-25) x 2.954x 10·3 x (1 +Ameas) Bar
tscav : Acorr-(tmeas-37) x -1.530 x 10·3 x (1 +Ameas) Bar
See also page 706.22 and Plate 70624-40.
Correction to ISO Reference Ambient Conditions Plate 70623-40
Scavenge Pressure
Correction of measured scavenge pressure
because of deviations between tinl/tscav and standard conditions.

0.50 I T 11,.-,-,1-lrrr-r-r·rr-..-r-r- - I 1 11 1 1 1 I II I I I 1 1 I 1 I I II I I I I I
I I _I I I I I I I I I I I I I I I I I _l _l I I I I 1 1
I 11 11 1111 Ill 111111111\ I I I

:: = :l i::: : : : : : 3. Sbar : ; :
I I I I I I I I I I I I I I I IL I l I I l I I
II I I I I I l I I I I I I A I I I I I I I I
I I I I I I I I I I I I I I; I I I I I I 1--l-J--.i
0.40 : : ,
I I
: :
I I
1
1
1
I
' 1 -~
I I I ! I
:-t-t , : I I I I
1 : 1
1
I I
' : :/: :
/I I I I/
3. Obar
1 1 - ,-,-,
-t-H
I I I I I I I I I I I I I I I I I 1/1 _l I I I I I I I I
I I I I _! I I I I I I I I I I l,11 1 I l l I I I I_ I !
"
l'-1'\I
11 I
: : :
I
-{ I
I
I i
I
: I
I I I I I
: : : I : : : : : I :
I I
I
I I/
!/ I
j-fi : 2. 5bar
I I I '/ I I I I I I
-R=l
rm
1' I I _l I I I I I I I I I I I I I I I I I Y I I VI I I l I I I I I i
f' 1'- I I I I I I I I I I I I I I I I I I I I I 1/1 I i V! I I I I I ! I Lf-tJ
0.30 '',,
I
1'"
f'\ I
: : :
I I I I
: :
I I
I I
I
:
I
: :
I I l
: : : : : : : : :
I I I ! I I ! I I
: : :
I I I
:
I
~/ ,'.'
I
:
Vi
v/: : :
! l I '/
2. Obar
! 1 1 1
TT1
,-1-1-1
N I I N I I I I I I I I I I I I I I I I I I I I I I Vi I I I YI I I I I I ! I 1 i
1'-1 1 ,, 1 1 , 1 1 1 1 1 1 1 , , 1 1 , 1 1 , , 1 , tin I. '/ 1
,, , 1 1 1L1 v 1 1 1 , 1 1 , LJ._J_j
I I'<. I ' I "' I I I I I I I I I I I I I I I I I i I I I I I I /1 I / : Vi I I I / : I I 1 Sb l....l___j__;
I I' I 1',_I •'.I I I I I I I ! I I I I I I I I I I I I I I I I A I '.I /I I I I / i I I I . ar nT
.I
l"l I I
1'- I
"<
'°' I •"\.I
I !'-0 I I'\
_\ I
I
I I
I
I I I I I
I I I I I I
I I
I I
I I I I I I I
I I I I I I I
I
1
! I I I '/I 1/1 I/
I
I 1 I / I '.II I I/ I I I/I I I I I
I VI I I I I /
/
I
1 ' I I 1 1
I I I I I I I I I I
iTT"1
I ' ! I I"- I i'J I I I 1 i I I I I I I I I I ' 1 1/1 1/1 I VI VI I I I '/, I I I I I I I I ~I I :_
1
0.20 ,__\:':" I. . : i',.,;:;~:';, ': ':
!' I I I' l l ' - ! I ""I t="J l I I I I
1:: :: ::::::::: ·~;~:/lv;
! ! I J I ! I I i 4 1 f ! t/ IA
,: ;-;-,:::
I/ \ I I ! i/
1.0bar
I ! I I I I
'"
I t i
I l"l I I " I I ' I ' 1'\1 I I I I I I I
I I I 1 I I I I / ' I VI 1/1 I I I I I _L'.1 I 1 I I I I I I I i
I I I N I I 1'- I I C>.{ I ]'.. 1"\. I I I I I I I ! I I If, VI 1/, I Y1
I I Y I _!../ j I I I I I I I I I I I i
I I
111
I ,1 I
1,
I "'
111
I'\
11
l",I "
1,--. ,, 11
I I I
1
I
1
I I I I I I I~ '/ l / I I /
111111,-1,.- v•1/1
I /I
,,. ,
I 1_,.
I I IM
,,...,
11J easure
d pscav
I ~ I I I 1-.... I I ]'-.I ,,1 " 1> I I I I I I I I .'L 'Li 'L I / I I Vi I ! I I I I
I I I I I I I I I ' ' '
I I 1'> I 1" I'\ N I I I I I/I/ V !A I I I I 1 I I I I I I I I I I I Ii
I
I
I
NI
I
I
I
,......_
I 1"<
I I I
I l"-..J I
'°'
I
_
i">
,..., I I'
'<.. I'< 1'- I
l'-. i'J
I I
I
I I I I/ '/I /r
A
I I I IJ.L _Lr _Z I / . I I I,
I I/

,,. I I I .Y
I I I I I i I i I
I I I I I I I I
I I I I
1 I I I I
I ' I I l
I I I I I
0:10 I l I I I I l ~ I_~ 1'.,! i' 1""'\ I I I I .I' !/l _L l __IL I I _Yl I ! ! I I I I I l I I ! I I I ! ! l t I I l
I I I I f I I I l I' I ! 1"' ! 1 "{ I"" /'\I'\ I I '/ '/ l/ / I / ~ 1_/ l I I I I t I I ! ! I I I I I I ! I l I I I l t
I I I I I I I I 1----...1 1'-l I "- "- ,--, '\J l/'/YI IL 1 1_,.. I I I I I I I I I I I I i J. I ! I I I > 1 1..J_Lj
1 1 , , , 1 1 1 1 ,... 1 ,.... '{ ;-._,," u/_1_/ v: 1 .r, 1 1 1 , 1 1 1 1 1 , , 1 1 1 1 n t i I ...L+-1
,__ I I I I I I ! I I I I -,...,i I N ".!"'- "Y/'/1 / I j.o-1 I 1 I I I I I I I I J I I l_..J_L,J_ • _I_I_,
cu I I I I I I I I I I I I ,.... 1-i...1'V>~.,.,.. I I ' I I I I I I I I ' I I I I\;! I I I t s c a v _1_1_;
..a I I I I t ! I I ! I ! I I I 1"""1})(,{" A,.'>( ! I I I I j t I I ! ! l j I I I ! I ! ! i j ! l -i..i.J
I 1111 'I l i ! ! I _JI I ! j I 11,t,V?S.:~ ,'\J l l j I l J l ! I j l ! ! I
.......... I I! I It! !j I ! i I 1111 l '
c l I ! l ! t l I I I I l ! ! j I I ! l / F / ' / 1'---.."-...'-' ! I t ! l : I ! ! I I I j ! f I 1 ! I I j i ! ! I I ! :
0 It l I I l I I j I 1 l l ! I! I ....../, l l 11"'---..~, t j I I I I! ! ! I I l 11 ! I I l ! j 1 ! If i ! i

tl 0.00 I j !
I ! !
! I I
I l
I
I j
f
I
l l I !
f I I I I
1 I !
l i
I
I ""'
16r
!
! I
I
I ! I I "'; I
j
l I I I I ! I~
! l ! I 1 I t I t
I I I I i I 1 I I
I l I I t
! I l I
t
l
j I I ! I I ! I t l. 1
I 1_.L.!-L.L_1_-_,_,
<l> l I I l I I l I I LJ 1. l I I I I l T I I I I ! ! ' ' I! ! I ! ! l ' ! It ! I! 'l !
,__
'-
0 I I I I
I

10.....,,-!T~?O<::
! I

30, I I I I I I I 40:,:..,..--..... I I I il50_J___l_J_.!...J...l...!.60

j

I I I I I I I 70
0 1 ' 1 1 , • 1 1 i 1 '../! -f,,. , , 1 1 , 1 r 1 • ~~..................... i , ·rT1-1 l • , t , 1 1 1 i 1 1 1 • ,
u ;1 11 111 11,,,r_/!f/;'/ 1 111111''' ·'''"'"'' 111111111 11111 110C
I 11 Ill ..L:YY/'11 I llJllllll l1''-'''"-l1'- llll1i_jl> \1111 1 II

-0.10

-0.20

; ~ ~ ~:
l ! 1 l : : ; ; : J : : : l ; : : : : : : : : ; : ; : : : : : 1 ; : : l : f : H++-: :: :
I : : : : ; : ~
I I...< I !! l I I I 1 I I I I I ! ( I I ) I ! 1 ; ! I I I i I i I ! 1 ! ! I I ! ! I ! I I
-0.30 ,, 1 1 , 1, , 1 1 1 1 1 1 , 1 1 , :-1 1 1 1 , 1 , 1 , , , , , , , , , , , , I , 1 , Measured Pscav r-;
11 l ! I ! I ! 1111 i I I I! l j l ! I I ! ! 111 ! j 11 11 t I! l \I I
1111 II •11111 I I II I II lllllllii 1111 I II 11111 I l I 111111111
f I I 1 1 ! l I I I ! ! I ! l I l ! I 1 I I Ill I I!! I I J l; Jllilll
j l I I! ! ! l ! I j j ! j l I! I j I l ! _L j ! j j I I \ l j I ! ! I I l I l i ! It
II I II 11111 II I I 11111!11, 11111 I I I I J ! I I I II I I I II l
I I I I I I I I I I I I 1.1.l I I I I I I j '__! j J t ! I t ! l i l 1
I I Ill I I II 11111111' 1111 I I I ! 1 ! t !
I 1 11111 "'
1 I Ill I II I I II 11_\11 1111 I .! ! ! ! _! ! 11111 1111
Ii I I! I ii I I llllllil< 1111 I II II I I I i I '
-0.40 I I
II I
I l
I I
f ! !
I II
l ! ~ l I I
111111 I
l I !
111!
! I
II
t ! I
1111
f ~ I I
Iii
I ! 1 l
i I 1 I!
I I I l I
II I 111 I ii 11 111 'II 1111 II
1 1 1 , 1 1 1 1 1 1 1 1 . 1 1 1 1 1 1 Air inlet temp.(tinl.)
rr--r-r-t-1-t-t--t-r
1
1 -t-r'~'-+ 1
1 1 -+-t-i-+-+-+
1
1
-+-+1 ~'r+-
1
r-+-
1 r
1 1
1 +-t-+-++-:-+-++-r
1
1
~'....,...-t-J-+ 1 -+-+-i 1 -+~1r+-
1 t-+
r-t--:-+-+-+--t-iH--1-++
I
-;....;'--1--;-++-+-'++
Ill
'-H--l
I I
1
1111
1 1
1111 Ill•
1
- L f-H-+++-+-i-+-,.....;....-.!H-.:...'-'-+-'....;.....;....;H-++++
1 1 1 1 1
1111
'-+Scavenge temp. (tscav)
I
I I !II I I 1111 II 1111 111 1111 I
I I
I I I I 1 ! I 1 t I!!! I! I ! I! t
; ! ! I I I! I I I j j I l_J \__I I I j I I! ! I I I ' II J I I I I I I<
I I I rll I 11111 I Ii 1111 11 11 I I I ' 11 I I 1 I I I I! l
I
-0.50 I [I I I I I! I! I I I I I I I' I I I I I I I' I I I II II

Calculating the corrections:

tinl : Acorr=(tmeas-25) x 2.856 x 10-3 x (1 +Ameas) Bar
tscav : Acorr=(tmeas-37) x -2.220 x 10·3 x (1 +A meas) Bar
See also page 706.22 and Plate 70624-40.
Plate 70624-40 Corrextion to ISO Reference Ambient Condition

Example of readings Pm ax : 140 bar Pscav : 2.0 bar

texh : 425 °C tinl : 42 °C
Pcomp 110 bar tscav : 52 °C
160bar I 40bar
10 50 ~~~n>T<'n>Trn>-rrn~-rrrrrrTrn1~Trrrrr-ro~nTrrrrri-rrrrrTrrnTrr
I I II 111111 I 111 II If II I I I I !TT1T1Tn 1 1 1 111 1 11 11 1 1 1 ;TIT
1 1 11 1 1 1 1 1 11 1 11 1 11 1 11
I
I
I I
I Pm ax
I I
' I
I ~ I'
Yll 'I
'120,bo1. r,
1
ttn 1 11 ! ! 1111 ! I
: : : : I 1';::::::
11 I
: :
I!
II:
Il
: texh
+;-Ii-I;..'lrtl+l.;,1,;.;,.;..ll;,;ll,;+'44::+:+:;.;'
1
++:--:+:rl, :4:+:++-t-,H++-
IC':+;+:--''
I;+:+::
,t-H1*11-1,H,+,-,-,t-,,,,,,,,,,.,I
I Ill I I 11 1111 I
I I I 111 I 111111,:tt_;
ii 11 1111' 11 I I I 11 I /I II I II I I 11 I 111 i I Ii : I Ii '
I I IOCbar 1 1 •O
I I 11111 I /" I lifl II I I I I ii !!111111 ! lill!l!tl!!1
I tin!. '{II I 11111 I I ii ii I II 11111 I I 1111111!111,
I I 11111I1i1 i
I I Ill I A I " "+H
I 80bu I Il
l'\t I! I 1 I 1111 !111 I l II 11!!11 1

11
II
y I '" I I
I A I I II II/ I I 30 µ.j4"'~~:''-"++l~:~:+:+:~:,~:++1'i-H+:+,'+11\-i,i-l1+++H++++-il++++-i11~:~:+11i-t-,'t-H~:+1;..11++:+;+:,:~'+:+,':,,,:~:~:~,'1
VI 1111 \\\I 11111 ll I I I II II!I!
.~.~~!;~ '?'.~~']
J
I !! II 111 i I I I I 11111 I I
II I I ll!fffll~ 11 1'{1 111 I ·I 11111 I I II

~11
N.. I I I
I 'II
1111
111111111
1,f ' II
II
' 10
! 111 I\ !1. 1 I I 1 t I 11 I 11
! I!!! 1 \1 \I! 11 I I I I 11 I!
I I 11I!11
11 111 I
I I
t j
!

11;- I 'I 1,n I I \I I I II \I 1 I I I illlliliN\11!1 11111 Ii 11;i11 II I llllilill!

II " v I I 111 I I ltllllil• 11 l I I I 11'1.. I.../ I 11111 11 111 l I 1 t I ! l 1111 l
I I 1111 I 111111111 11"'-'.11\ 11111\..I ltll!ll I II 'l 111.11111
""IiiI I II I I I
I
I I I I 111 11111 llh-"-'1No.1!!llt.""'1lllll\ I I I !11111 11 !l II ! I i
I 1j ! i
I "'
~

II 1111 I 11111111! 10 1111 ! ,,.~ j I 1111 1 I I t t ! ! t t 11111 !ll\1.tlltt.iL!

,_,
,,
I ,............_

11 I I I I tinl. -,-,-,, !!ltl 11111 1111 I I l1!li!!I I I 1 t 1j!t1nl. I I ! '

TITi
I
11
I Ii
I I 11
ii
:-.:::::
,,,,,,,, I I
111 I JI
Ill I
I I
I \l!t I
II tscav
\111 \ i_l_I-,I ,,, !!lt!l!il11lll!l1~!
l l l l i ! l ! ; l l l1t1lil !It\!! It,~!
l l l ! l l l ! 1 ! f I : I I! l I J l I 1I ~sea.., t 1 ! .
! II ltl II ! I I 1i I l I I ! ! 11 I ! ll i"fT"'.
Ii !lililt 111 I 1111!,'" \ l1!1 Iii I j,lllill!lill!!!ll!!i 11 l ! I i I'! J f i j j ' I ' : l l I I l \!!I ! t l 1 !--...._) ! 11 i I j 11; i I!;'~ It t l i I l 1 ! i ! ; ; ' l ' I j

i '~'ot rt-H+t+J, 1 1 1 1 1 i . , 1 ! i , 1 i 1 1 I 1 : 1 1 1u~1 Ul.'.li..!...LLUi...-........l. 1 : ! 1 i i 1 1 1 r

II 1111 0
!l!lllll I l!lllf\llJllllllll!;-- Ill l : ~ ! I I •I I ! ' 1 1 1 1 11 j , 1 1 1 1 , 1 i 1
0 IT t 1111 I 1\1 11 Oyy l ! I ;.>OJ J I l ! ! ! .cc, "-'= t 1 aorfTTTTT770 1 -11-,-,,-,-
0- 1 11~0~ ,.,orr
1rr1I1140, ~i 1 ,'"'vt 11i1t11 ec~o
\

i 111 11111 11 / v.-;,r1 / i I I I I II 11 !I I !I II 1 ~ 1 4111•1IJ1•1•!!!\it:t1!tl!I dlll 11111111 !ll!f7""-~ljlf1l!!\l!!ll1'"r

,,,,,, II 11111111111_u_;:..
I~;;;: 1:: II\! 11~j1JI1 I!!;;; ~\~/l;; I:: ; ; ; : :! ;; t~~~:~:: 5,?,&~
' I! I i !I I ! I I I I /'/f\lllll!lll\\\)1\ll!!i\lll~--;-...t~ ~1~80!'Hr jl1 ,_, 1
!!i!lj !JI' , 11 • 1 i , 11 1 1 ' , 1, ' ' , tscav 1 , " ' ,-..........._, ~
IGC!>.1r I! t I
-2
li;lllJ . 1
111N-...i~N-17QbarLL!.J..... ·lO 111111ttllll11111tl•<i!!ll !!N\il I! !I li!•~lllflllTifiT"425":-1'_1_1
·~ I
l I Ill I Ill ! II!!! 11 l.
I I ! !\I'\ ! I I ! l I : i I l ! 11 I l ! I I I l,le;15urei:! t~
'!i: ::::: ::: ::::::::::;:: ::::::;~:l'CbarHfh
1!11[11 j I 11 ! ! I • ! 1 J • 1 I I I 1 ! I l i I I 1 ! ! t
III 1/1 'A I 1111111!i\111\11\.1111111111\\1't , \ I l l 1\11tlilll:l1!t, •• , , , . , , , , , ,
\ L (\I\ 1 111 11111 II I I 111111111111 I I Ill 11 160bar ~ I ! ! I ti 11!~f1 I!!!!! 1 \ l Ii Ii I! 111 I N 11 I!!!! f 11 I! j ! 111 I! i l Ii: l ! I I I
L-f1 I,') ! Ii I 1111111111 I 11111 II I f l l l ! l t t ! l l ! I 111 I j 1l!If1 ! j I! f I l l l I I ( I\ I I \.I I j 1 'd I\ I !I I I II t 1I11Il!!11 l'
I I 'lit
I 1'1 IA
I I
II
I II II
11 I II
II I 111 I 1 I 1 I I
I I 111 II I ! II
I I 1
I I
I: : ~e~~vre d ?~~Jt
1

'-H -iO 11 ! 11 1 11lI111 ! ! JI l ! 1 ! 1 1ll\!11

11 11 d l I l l ; t I I i ! II 1 ! ! ! 11 I l t I ! ii / I II l
t 1•1 ! 111 Ii I / J ! 1 ! ! 111 ! I' l ! i
I i II r1 !I i j I i JI I ! l 11 f i ~ l ! ·
II' I
<

I II
IA I
I 11 I 11 t'
I l I !i ! I I I \,\ !I\\ II I II !Ii I I ! Ill !ll Ill! l1Jll!l!!ll!I till l ! ! l i \ I •t>!l!l !1111 !!!ll!litllt
I I! I I I 111!!111 l 11 ! II I I 1111 lJtjljjjlt l •I! !l I! 11Illjd11!111 I I II 11 111 i l 1 I Ii ti 111 ! ! t I l I/ I!! 11 1
I y I I 11111 I !I I I I I II I "'*ii J I 1' I I I I! i 1 11 I ! \ 11 :
111 I I ! ' ! I 111 ! l I I I
-· I fl '1\ I
I I VI 11
'l ! Vt t 1 I
II I
II I
11 I I I
I
I
I
I
I II 111 i 111 I
I II II Iii
I I ii I
I II I
l!ll!llll 1
I II 11 I
.Jo ! (1i11 ! I! I Ii 1111J111111I1 l !-1 l
!

,11111
i!!tllJl!l\I\ I.Ii
I 111 11 \. l\i ! 11 I 111 It Ir I I! I
ti I l l ii !\.11-..,11111 l ! l l ! I ! II
l I.'; \J t l'i: 11 11 1 1 ' 11 11
!11 ! l.
1111
I il ! p
I 11111 ii I I I II I I !! j I' II ~ I I• I! Pl I ii 11 ! 11!11 l i Ii I' I I I I I
(I 11 11 I I 1111111 I I !Ill 111! 1;1111 !Ill il!lj1i1 1lll!llt•;llillill1 I! ' I !II I t. I \Jtl\\Ueuured texh.~,

-8
11 I 1111 I

" I\ 111 I
II
II
I 1 I II
I 1 11
II II
I ,,I I 111
1!!1•t!1!!
I !f\l\!\1 ti I fl!!! 111
!!I! ! I l l IJll!l!l!l1
....&O I 11111 f j i I!! If l I 1 ! ! 11' I 11 111 I
I
I ti'\ • f\j I I \111l1!!!11 l I It i ! It
I I i i I t I I I I ! ! t l I I I I I ! j l 1 I I I j l l I t I ! j I l ! I \ I' ZS-: 325 "C ! I I I i l l I I I i t
1111 : I II
111 ' l t ! J ! I
I 11111 II t l l
! I I 1!! 1l
I I I ! I I 1 I! t 1
I I I I I! I I 1 ! ' 1 !
I! f Ai '1ltt temp jtinl.) L!
'I! I Scnenge temp.(tscav) ~
:I: I::::::::;:::;; 1::::::: 1::;::: I1::;:: I:::::: II1I:>i:,;i~lt~;.(~t~;.) ...
1i1i111Ii1 II I 11 11 II I I I I l l l t 11 I I j j I I! I I I I I I " I ! I 1 1 I '. ii I I! l' l I' Ill 1il1t1 t l l 1 ! I! I 1 J t I! t ! I! I\ t 11 ! ! ! l 11 ! I I l 1 l \I!\\!. Sc:avenge temp.(ts;av)
-10
j \ i 11 11 111 LI I I 111 1111 \ I 11 ,I LLUll i Ii I I 1i Ii I i l.!JJJl.lli .50 I I! j l I I~! Il ! I U.LWJ.J.LLLU..L ! i' !! It~ l; I I I I I. ilµ.UA.\!l...Ll...!...il.L

Correction for tinl +5.3 bar Correction for tinl -29 °C

Correction for tscav -1.7 bar Correction for tscav -6 °C
Correction 5.3-1. 7 +3_6 bar Correction -29-6 -35 °C
1.tObar 1'20bar
12 0,50
,,, • ,--nT"fT'"i

I
Ii I Ill l11t!.
l!!I I

,,, ,,
ii•
1;11
I
, I'
IV •A
'
IOObar ~
10 H++++~,...
,,,..,,~, H+_.,.,._., P comp !I
II••·

I ,,
'.Ill!' 'tljj
! I'll I II J\tl111t1l I !1111
0.lO
1. I i I I l IY lllllt~
1! I I tin I. I ( 80bar
I• ll
! I•
!•
l
I
I
lj I 1111,11
• • t 1 • • lA " Ii
J
I
I
11-1
!!iii'
1•11
!! i

I ii I l I I I I i I •
l II•
UlliF
'' " '( Meuund Pcomp.
!N
I
I
"-' '
1 I I
,, '
11 JI!
jl!

ti
!I

!I
l

J
~
I
!
l 1•
I I
!
f'
!
I /l 1jJ1 I
Vl
IA

! ti
I 1..-1 ! I I
1" '.A I
Id

I I I ! l I
j I I I ' I ! 1
0,JQ
t 1nl.

I Vl t T I I! I I ! 1 1t 'i
' It''\.!•"'-..!! i ..-111111 ,1,1 I 111
l " ' ' l ·........ 11•"1. 1111 11 I I 1 '!,./" 'i.111 t i ! • 1.,,
ll!l '-.!!II'\., I l II Iii 1" lt'l It 111 ! I >I I >
0,20
:-t 1 , I I l I l I f I j !A 1 t'I l

! I I I l ! i N. i ! ....._ I 1'"'-i.. j '.J i l I i V ' VI ! /"l f

I! I ; ! 1 I I :---+.. I 1'"-4...' 1"1. '\,JI I ! l "\/ ..-1 I I
!111 t!1'-., I'-!:......_'\.. I! j l.(11! • ii ''''' Jt!I !']Ii•
0,10
ttl·~:i:r::: :b:tt+'+'t't'ttl'~'"':ttt's"-~-t-stttlftf±.:o'j::t:±:1 t:ft,:-±·±,t,t,b·:±•±,rt:·t1·:±·±,t1· i,in 1 • ~
111

' ' ' ' ',: -~ij~~'~'j'~·~I ~ IE'i't't'~'~±t''~'l'*!li~tjsc~aiv~'b'±', z

+::

' 111 I II I tl !"'

l i ' ! ~ ' ' ' I ! l , ' ' ! '' t , i ! I t I I • ! I t •
...
t '

l+·~1:+1I1:!:·+:·~·t!+1'4itlb1:ttt1t1b1j;1 1
~
11111 11 111 1 ~... ~.ilt
,,11; 11!1!1! I
,
I
1 J51~: ;',:'.'.'i7'o
1
'1111

5
0,00 i:===
a::::::::::::::
::~:.1 ~ 5
rttttf~~ fi ~R
01 1 0 . 1
II 1: I I! I I•! 1; <.I
I ill l 111~'•...;-..., I I! 111!"C
lj -..""{, I •tl
-2

HlH+++i+1m-f+:l'H<tt-t+++i,-tt-t+H1H1-tt++f-H+++H, 111 ,H-!~~;+;..;..r100bar

;
j 111 .. ,..,

!\!
.,. tsc.sv
j •••••••
80bar :fill ii.
'
-4,10
tseav '
I .Obar=:::
I .5bar _.:..;
·2'.0b~~ ~
2jb~;~

H-!!:tttt-:+'H-t-;+t+f+t++++i++++++iH+++++if++++++'-'-'++++ii++,;+~~! l.tObar
fI ! · 1 t
li!
llllll:m!tl·
l'ZObu -'-'-'-
1 '
-<UO
' ..... r--
J.Obar
!' I! f! 11 ! I
~ I I I I I ! ! I j I I I J.Sbar
H-!H-t-t+;<t-Ott++t+f+t-i-+H-f++++WH+++H-f+t-'-+:++',µ;+,+<-Wi++-i-;, Meo:•ute~ Pc:~~; 1
l il ! 11111111
..Q.30
Measured ?sciv =
I I I <I 11 !!

!11• !
I '
! I l ! 11!' !
.-0,40

mH+++-++iH+++++!++++++i++++H-J++++f-H++,+, 4"-i++i-i+Ar n1e1 te:m p.(tint.>

I '
+-, H Nr IUel tflftp.(tinl.) t:
~rttttt+H-t+t-t+H-t++*H+++++ii++++++iH+++,-,H,µ,-1++++ I II II II II II I I I I 111
11 , Scavenge temp.(tscav} R'! Scavenge ~1mp.(t'S~~7> ~

.-0,50

Correction for tinl +5.6 bar Correction for tinl +0.145 bar
Correction for tscav -2.5 bar Correction for tscav -0.1 bar
Correction 5.6-2.5 +3, 1 bar Correction 0 .145-0 _1 +0.045 bar
Calculation of Compressor Efficiency Plate 70625-40

Curve for the factor (R 1 °· 286-1)

·-

-
Im
~

(:J
-
C\I
d
cr:~
---.-
-
- "? ~
r =1
cu ~ 1·t .. ~:
d
d ==1
Plate 70626-40 Calculation of total Turbocharger Efficiency

Curve for the factor (1-R 2 °· 255

)

--

.-
---- . .............
_~

·=~i-
.;r: ·+-- . . . .

--+----t - - •

--·

--

....
......... ==..:-_ ..
·-~
-=.=rt:.,,,..

r-::;::;-;-:.-""'tt_.
r-=t::-:-::::.,_
':"7---.r=t:.:

•--:i.:_-:>:
::.r.6;i-
-~~ ....L':"'_,_
.... .....
Ttrt·~ - - ..

lf1
co
"'
a"'
iii
c::
' ··~·.

"'a==
d~
(')
d "'d
FUEL PUMP
INDEX
I
70
ESTIMATION OF EFFECTIVE ENGINE
65
POWER FOR 7L60MC "'U
0
60 ~
ro
.,
+-+-+-+-f-1-- - - - - -t-f-+-"-/-1--4--1-4--1
x m
55 /
(/J
-1-+--1--1--1-- - VL _ - - -1--1--+---l ......
TIC SPEED I 100 RPM 50 - - - - - _,___ - --,,-L- - - - - _.__,__, _ _,
v
-1--ll/·...,.+-f-- - - -1-- - _.__,__,__,

L. - 0
115 125 135 145 155 165 175 185 45 1.-1-1--1--t- -
_,V
-!---- - - - - - -1--1--1--<
:i
50 SCAVENGE --'--- ,_ - -t·-t--t--+--1--1.--1--1--l
I/
40 ..1-11-/-<l/-A--1-- -1- - ->-- -'-- - ··- ! - - - - _.__,__,__,

40 AIR - ._,,.1"-li-l--1-- --t--t--+----f--1---1-1- -f-1--l--1--1--1

35 - __ ,_ - _,_ - - - -1-1-1--1---+--l-!--l--l---l

30 TEMP. -----1------~-----·---f-

9 10 11 12 13 14 15 1S 17
20 DEG.C ME::> (bar)
BHP

--- 20000

- 18000
-0 .....
- (0

/
--
Ill
::J --
(0
.,
·-
----------~-------
----
-- - - - - - 14000

L_ _ _ _ _ _ _ _ _ _ _ _ _
-
---_1---1-

-----
- - - 12000

1 0000

----- 8000
- - - - -p.tu .Ull ILL!. .u.1.q ll.U Ullj
770 750 730 mmHg

I[[ AMOIENT PRESSURE

n
ME 2839A 1/3

DRAWN 1r. k CLEANING PROCEDURE FOR MAN TYPE

No. I 60 I 11
CHECKED .A. k',·,/_ - TURBOCHARGER ME 2839A
APPROVED 7, /;}11i~)

Number and arrangement of spray nozzles depends on the engine type and
may not coincide with. those shown in the figure.

1 Reduce the engine load until rotor speed has dropped to approximately
NA34 4,700 rpm
NA40 4,000 rpm
NA48 3,400 rpm
NA57 2,800 rpm
NA70 2,300 rpm
NA83 2,000 rpm
NAlOO 1,000 rpm

2 After a lapse of time of about 15 minutes, put the washing device into action.

(1) Set the three-way valve ( 4) to "vVASHING".

(2) Open the drain valve under the gas Outlet casing ( 506. 001 ).

(3) Open all spray nozzles ( 5) by turning the needles.

(4) Set the stop valve ( 2) to flow position.

3 \V n.shing period is approximately 10-20 minutes at a water pressure of

1.5 - 2.0 bar - check at pressure gauge on the pressure reducing valve ( 3 ).

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

TAMANO WORKS
DIESEL ENGINE DESIGN DEPARTMENT
ME 2839A 2/3

4 At the end of washing process:

(1) Cut off the water admission at the stop valve ( 2 ).

(2) Set the three-way valve ( 4) for a short period to "BLOWING OUT".

(3) Set the three-way valve ( 4) to "O" position and close all spray nozzles
( 5) and the drain valve.

5 Run the engine at about 1 I 4 load for 10 minutes to allow the turbine to dry
and then increase the load slowly, while listening· for noise indicating that
rotating parts make contact and checking... for undue vibrations that did not
exist before.
ME 2839A 3/3

A: "O"
Cleaning Turbine Fig. 1
B: ";)ti?"
"washing"
C: '
1
ijF ill"
"blo\ving out"

x
5

1. &~7Ki' 5. f7\:~ .J ;( Jv
Water supply pipe Spray Nozzle
2. 7C:fr 6. · 1JF%, 1i t? ~ \t> i;!: ff A A 0 7 - :.,- / 7·
Stop valve Exhaust pipe or gas inlet casing

3. ·i~ff. *
Pressure reducing valve
4. = J=j ::J ·:; 7
Three-way valve
ME 1086K 1/4

DRAWN No. 60 3
CLEANING PROCEDURE FOR VTR
CHECKED
TURBOCHARGER ME 1086K
APPROVED

The dirt deposits on the turbine side can be reduced by periodic cleaning.
It is not intended to clean turbines which already have deposits by the
following process, but to prevent heavy deposits forming on the turbine blades,
and nozzles during long periods of service.

1 Cleaning.
The water must be injected into the exhaust system ahead.
The necessary water flow per unit time is basically dependent upon the
volume of gas and its temperature. The flow should be· adjusted a part of
water is evaporated and escapes through ·the exhaust, while the remaining
water drains through the tap in the gas outlet casing.
It is important not to vaporize all of the water, since the cleaning effect is
based upon the water-solubility of the deposits, as well as on the mechanical
effect of the striking water drops ..

Control valve

Needle

I
1
.y:

r: - Water

Gas

~~ Vt. Valve
D
11 .
0 rain
Exh;ius"'( pipe
\Ii Cuto7t v a Ive

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

TAMANO WORKS
DIESEL ENGINE DESIGN DEPARTMENT
ME 1086K 2/4

2 Cleaning device
In order to prevent from closing of orifice of diaphragm except during the
cleaning periods, a movable needle (See sketch) to be installed

3. Cleaning procedures

(I) Engine operation when cleaning

Reduce the engine output until the gas temperatur~. before the turbine
and turbocharger speed as shown in table I, and keep the condition about
30 minutes to get steady gas temperature.
After then, water injection should be started. ,
If the time to get steady condition is short, good cleaning effect may
not be got because of evapolation of too much water, or tips of turbine
blades may be rubbed with shroud ring during cleaning because of too
much temperature difference.

Table I ·
VTR type
Item
454-31 564-31 714-31 354-32

TIC Speed (rpm) I

I 2500-3000 2000-2400 1600-1900 3100-3800

Gas temperature
Max. 200 Max. 200 Max. 200 Max. 200
before TI c ( ·c )

(2) Cleaning procedure

Injection water quantity 1s controlled for turbine side not to be cooled
suddenly. Take care not to open valves VI and V2 at the same time,
when starting cleaning.

a At first open the valve V 4.

b Open the valve VI, then slowly the valve V3.

Adjust the water pressure according to table 2.
Keep the same condition until the drain comes from the drain exit. In
case drain does not come yet after 6 minutes, raise the water pressure
0.2-0.5kg I cm 2 more and keep the condition for 3 minutes.
ME 1086K 3/4

c 3 minutes after confirming the drain water from y4·; open the valve V2
and keep it for about 10 minutes.

d Close the valve V2. At 3 minutes after then, close the valve Vl.

e After draining is stopped, close the valve V4.

(3) Cleaning water

Fresh water used for cleaning. Water quantities are shown in teble 2.
Take care to inject appropriate water quantity. Too little water causes
bad cleaning effect and too many causes water to go into the bearing
chamber of turbine side.

Table 2

ITEM Diameter injection nozzles d (mm) water quantity ( eI min)

Water pressure kg I cm 2 Opening valve Opening valve

V1 V1 and v2
VTR Type
1.0-2.0
I
454-31 2 x 2.2¢
I 3.0-4.2 6.0-8.4

564-31 2 x 2.8¢ 4.9-6.9 9.8-13.8

f
714-31 2 x 3.3<jJ
I 7.2-10.0 14.0-20.0

354-32 2x1.7<jJ
I 1.9-2.7 3.8-5.4

(4) ·while injecting water, valve V4 must be opened and the condition of
draining water must be confirmed. Cleaning effect can be surmized from
the color of the drain.

(5) After the cleaning, operate the engme at the same output for 3 minutes
to dry up, then raise the engine output.

(6) Cleaning should be done every 250 - 1000 hour's operation. This period
may change according to the dirt.
ME 1086K 4/4

(7) Cleaning must not be done at the arrival in port. Casings may not be
dried up well and corrosion may be occured.

(8) Cleaning should be started periodically after starting operation or

overhaul, when deposit is not so heavy. Cleaning at heavy deposits on
the turbine may cause much unbalance of the turbine.
ME 2899D 117

DRAWN J' /::. Turbocharger cleaning No. I 60 I 12

CHECKED /J. )/.,·;,, with solid material
(MAN - NA Type) ME 28990
APPROVED

vVater washing of turbocharger at turbine side during engme running has

been recommended on Mitsui-MAN B&\V engines as the standard in order to
maintain the best turbine performance.
On the other hand, however, the cleaning methoC. with the solid material has
been developed and recommended instead of water washing by several
turbocharger makers.
In these circumstances, we install the cleanin_g device with solid material rn
addition to water washing as a STD.
Cleaning method with solid material is shown in this sl1eet.
As for water cleaning, refer to M::E2839 ( MAN-lLA.. type).

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

DIESEL ENGINE DEPARTMENT
ME 28990 2/7

1 Outline of Cleaning Method with Solid Material

Solid material in tank are spouted into exhaust pipe before a turbocharger
by compressed air and will remove deposite on nozzle vanes and turbine
blades by their impact force. This procedure can be executed at service load
without reducing engine speed in most cases, while the engine load should be
reduced drastically in case of the water washing.

2 Solid Iviaterial

(1) Formed activated carbon, grained activated carbon and grained nee are

suitable for solid material.

(2) The cleaning effect depends on shape, size, hardness and specific gravity
of solid material. If they are improperly applied, nozzle vanes and turbine
blades will be damaged.
The suitable size of solid material is 1.0-1.?mm.
It 1nust not be larger than 1.7mm.

(3) For your reference, several brands of solid material in the market are
introduced as follows, although we take no respensibility of these
products.
ME 28990 3/7

Name of Brand Name of Company Address, Telephone

Turbine wash Selling Agency: lshiko Bldg., 2-9-7 Yaesu, chuo-ku,

lshikawajima-Harima Toi.yo 104 JAPAN
Heavy Industries Co. TEL: 23-3277-4291

A-C Cleaner Selling Agency: Yamaguchi Bldg., 2-1-1 Nihonbashi,

(Activated Coke)
Mitsui Kozan Co. , ltd. Muromachi Chuo-ku, Tokyo 103
(Fuel Dept. ) JAPAN
TEL: 03-3241-1321

OMT-701 Selling Agency: Kimura Bldg., 6-2-1 Shinbashi,

MARIX K. K. Min'JtO-KU, Tokyo 105 JAPAN
TEL: 03-3436-6371
, TLX: 242-7232 MAIX. J
4F, kiji Bldg., 2-8 Hatchobori, 4-
Sole Agent: chome, Chuo-ku Tokyo 104 JAPAN
0. M. T. INCORPORATED TEL: 03-3553-5077
TLX: 252-2747 OMTINC J

MARINE GRID Selling Agency: Kaigan-D.ori 1-1-1, Kobe 650 JAP.ti..N

NO. 14
(Walnut) HIKAWA MARINE TEL: 078-321-6656
Sole Agent: Irie-Dori 3-1-13; Hyogo-ku, Kobe 652
MASHIN SHOKAI JAPAN
TEL: 078-651-1581
ME 28990 417

3 Cleaning

(1) Cleaning Condi ti on

a The cleaning can be executed at service load without reducing engrne

speed.

b Quantity of solid material per once is shown in Table 1.

Recommendable auantity of solid material

Table 1. MAN-Ni'·~ turboc~iargei:s

Quant!ty of solid
Turbocharger type material
( £)

NA48 1.5

NA57 2.0 ..
NA70 3.0
ME 28990 517

(2) Procedure of Cleaning

(See Fig. 1)

1) Confirm that the valve @ is closed firmly.

2) Before pouring solid material into the filling tank ®, open the valves
®, and then open the valve CD for 5-10 seco:-~Js.

Note: A pipe © and nozzle ® ma.>' h~.ve l,een clogged' with the

residual solid material.

This operation makes it possible to clean them.

3) Close the valves in the order of @~CD.

Confirm that the valves ® and CD are closed.

4) Pour a specified amount of solid material into the filling tank ®

from the hopper @ after opening the \' :' lve ®, and close' the valve
CD.

5) Open the valves in the order of CD-®, and then solid material is
blown into the exhaust pipe through the pipe © and the nozzle ® for
about 3 0 seconds.

6) Close the valves in the order of ®-CI'.

ME 28990 617

(3) Interval of Cleaning

It is advisable to carry out the turbine cleaning after every 25 - 50
hours operation so that heavy deposits, which will deteriorate a
turbocharger performance, do not stick to a tl.. r"!J~ne

4 Cautions

(1) Don't carry out water washing at the same time as solid material

\Yashing to avoid adhesion of solid material in turbocharger.

(2) Don't open any drain valve on exhaust pipes and turbocharger, otherwise
solid material will burst out of such opening.

(3) Be careful whether sparks draw out of chimr·.ey or not.

If they are dangerous, stop the cleaning.

(4) Surging may occur during solid material washing.

There is no problem with single-occurred surging.

(5) Normally solid material should be sponte.-:l only one time per one
cleaning.
If cleaning effect is not found by one ti ,ne cleaning, try it again only
once after 10 minutes.
Arrangement of the
cleaning device Fig. 1

tt ~ n~ v:,, - 1\ ·
Exhaust gas receiver

@ :.:L\ 9/'J
Fi L ling tank
@ m•1 Ii
Hopper
© )!)5~
pipe I

© ~~iil~if
·Pipe
~~!
Turbocharger
® );{ J~
Nozzle
CD 111~-;
Valve
® Jf )~ 7
.. Valve
@ /f )~ 7
Valve

~m~~
A ·r r
- (5kg/cm g)
ME 3488A 1/7

DRAWN J'. ~. Turbocharger cleaning No. I 60 I 15

CHECKED /I. J/1/r with solid material
ME 3488A
APPROVED (ABB - VTR Type)

Water washing of turbocharger at turbine side during engine runnrng has

been recommended on ~viitsui-I\1AN B&'vV engines as the standard in order to
maintain the best turbine performance.
On the other hand, however, the cleaning method with the solid material has
been developed and recommended instead of water washing by several
turbocharger makers.

In these circumstances, we install the cleaning device with solid material m

addition to water washing as a STD.
Cleaning method with solid material is shown in this sheet.
As for water cleaning, refer to IvIE1086 ( ABB-VTR type).

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

DIESEL ENGINE DEPARTMENl

ME 3488A 2/7

1 Outline of Cleaning Method with Solid Material

Solid material in tank are spouted into exhaust pipe before a turbocharger
by compressed air and will remove deposite on nozzle vanes and turbine
blades by their impact force. This procedure can be executed at service load
without reducing engine speed in most cases, while the engine load should be
reduced drastically in case of the water washing.

2 Solid :Material

(1) Formed activated carbon, grained activated carhon and grained nee are
suitable for solid material.

(2) The cleaning effect depends on shape, size, hardness and specific gravity
of solid material. If they are improperly applied, nozzle vanes and turbine
blades will be damaged.
The suitable size of solid material is l.O-l.7mm.
It must not be larger than l.7mm.

(3) For your reference, several brands of solid material in the market are
introduced as follows, although we take no respensibility of these
products.
ME 3488A 317

Name of Brand Name of Company Address, Telephone

Turbine wash Selling Agency: lshiko Bldg., 2-9-7 Yaesu, chuo-ku,

lshi kawaji ma-Hari ma Tokyo 104 JAPAN
Heavy Industries Co. TEL: 03-3277-4291

A-C Cleaner Selling Agency: Yamag:.ichi Bldg., 2-1-1 Nihonbashi,

(Activated Coke)
Mitsui Kozan Co. , Ltd. Muromachi Chuo-ku, Tokyo 103
(Fuel Dept. ) JAPAN
TEL: 03-3241-1321

OMT-701 \Selling Agency: Kimura Bldg., 6-2-1 Shinbashi,

I MARIX K. K. Minato-K.u, Tokyo 105 JAPAN
TEL: 03-3436-6371
TLX: 242-7232 MAIX. J
I 4F, kiji Bldg., 2-8 Hatchobori, 4-
Sole Agent: chome, Chuo-ku' Tokyo 104 JAPAN
0. M. T. INCORPORATED TEL: 03-3553-5077
TLX: 252-2747 OMTINC J

MARINE GRID Selling Agency: Kargan-D.ori 1-1-1, Kobe 650 JAPAN

NO. 14
(Walnut) HIKAWA MARINE TEL: 078-321-6656
Sole Agent: Irie-Dori 3-1-13, Hyogo-ku, Kobe 652
MASHIN SHOKAI JAPAN
I TEL: 078-651-1581
ME 3488A 4/7

3 Cleaning

(1) Cleaning Condition

a Turbocharger speeds at cleaning are shown ~!l Table 1.

Before operating a cleaning device, the engine load should be adjusted so
that a turbocharger speed is within the recommended range.

b Quantity of solid material per once is shown in Table 1.

Recommendable turbocharger speed and quantity· of solid material

Table 1. ABB-VTR turbochargers

Quantity of solid
Turbocharger speed
Turbocharger type .. material
(rpm)
(kg)

VTR214 22,000 - 26,000 Approx. 0.3

VTR254 17,000 - 21,000 Approx. 0.4

VTR304 15,000 - 18,000 App(OX. 0.5

VTR354 12,000 - 15,000 Approx. 0.8

VTR454 9,500 - 12,000 Approx. 1.3

VTR564 7,500 - 9,500 Approx. 1.8

VTR714 6,000 - 7,500 Approx. 2.3

ME 3488A 517

(2) Procedure of Cleaning

(See Fig. 1)

a Confirm that valve © is closed. It is dangerous to do the following

operations with those valves opened.

b Before pouring solid material into a filling tank ®, open valves @, @

and that open a valve CD for 5-10 seconds.
Note: A pipe © and a nozzle ® may have 'been clogged with

residual solid material. This operation makes it possible to

clean them.

c Close valves as the order of @-@-CD.

Confirm that valves CD, @ are closed.

d Pour a specified amount of solid material into a filling tank ® from an

inlet @ after opening a valve ©, and close: u valve ©.

e Open valves as the order of @-@-CD, and than solid material is

spouted into exhaust pipe through a pipe © and a nozzle ® for about
30 seconds.

f Close valves as the order of @-@-CD.

ME 3488A 6/7

(3) Interval of Cleaning

It is advisable to carry out the turbine cleaning after' every 7 ~ 10 days
operation so that heavy deposits, which will deteriorate a turbocharger
performance, do not stick to a turbine.

4 Cautions

(1) Don't carry out water washing at the same time as solid material
washing to avoid adhesion of solid material in turbocharger.

(2) Don't open any drain valve on exhaust pipes and turbocharger, otherwise
solid material will burst out of such opening.

(3) Be careful whether sparks draw out of chimney or not.

If they are dangerous, stop the cleaning.

(4) Surging may occur during solid material washing.

There is no problem with single-occurred surging.

(5) Be careful of frequent cleaning by solid material, otherwise erros1on

damage may occur on gas casing.
Normally solid material should be spouted only one time per one
cleaning.

If cleaning effect is not found by one time cleaning, try it agarn only

once after 10 minutes.

ME 3488A 717

~ 1

Cleaning Turbine by Fig. 1

Solid Material

t-:E m :it 3.1.

Air
( S kg/er:,:\;)

E:·:haust gas

~-- 1

ti~ :5(\. v :/ :.__ /.:;

E~hausc as receiver

i:J:A.A0-7--Y/f
Gas i~let casin£

®: i~A.7 / 7 CD.. 1\Jv 7·

Filling tank Valve
@: i7.::~~1Jy~)._ D @: ;\ Jv 7·
Inlet of solid material Valve
©: jg~.a~ @: ;\ )\,- 7
Pipe Valve

©: 1\ 1i.. 7·
Valve
®: ,,1 :A Jv
Nozzle
ME 2890E i/3

DRAWN J_):::.
Cleaning of Air Cooler
No. I 28 I 11
CHECKED d,J:!,c/<7
( K I s I L - Mc I Mc E K - Mc - c TY pE ) ME 2890E
APPROVED 1 I a-/r<i~ll../ I

The air cooler must be kept sufficiently clean as the engine performance is
influenced by scavenging air condition.

The air coolers for Mitsui-MAN B& W MC I MCE engme are cleaned by
injecting a chemical fluid through the spray pipe arrangement fitted to the air
chamber above the cooler element at the engine standstill condition.
Cleaning of air cooler must be carried out by showering system during ship's
stay in port. Because cleaning effect of air cooler will be increased by early
maintenance.
The arrangement of the cleaning system 1s shown m the drawing, and its
procedure is as follows:
Cleanine- Drocedure of sho'vverine- svstem:
Cleaning of air cooler must be carried out at the engine standstill condition.

1 The cleaning fluid is made in the tank.

As for the type of the cleaning fluid, please contact with cleaning fluid
maker.
For example : NEOS-one-1 Fresh water
1 : 2 or 1 : 1
Temperature of cleaning fluid : about 50°C-60°C

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

DIESEL ENGINE DEPARTMENT

ME 2890E 2/3

2 Open the valves @, ®, @, and ®, and then close valve ® and all the other
valves.

Start the pump, and then cleaning fluid from spray pipe arrangement on

the top of air cooler circulates in the line.

3 . .When the cleaning is finished, stop the pump and close the valves @, ®, and
®·

4 Open the valves CD, @, and @ for flushing. After flushing with clean water,

close the valves CD and @.

5 Make sure that all flushing water flows out from air cooler to bilge, and
close the valves @, and @.

~ The valve ® is to be opened. (valve ® is to be opened under engine running

condition so as to flow the drain out from the mist catcher installed between

air cooler and scavenging air manifold.)

7 Filter in tank is to be cleaned up.

ME 2890E 3/3

SCAVENGING AIR MANIFOLD

CLEANING FLUID INLET

f !I
T I
z©
I
z©
I

AIR COOLER AIR COOLER

6
I
I' .-

TO CLEAN I
I
----->-
DRAIN TANK 1
I
1

TO BILGE TANK
SAFETY PRECAUTIONS AND ENGINE DATA

CHECKS DURING STANDSTILL PERIODS

STARTING, MANOEUVRING AND RUNNING

SPECIAL RUNNING CONDITIONS

F'UEL AND F'UEL TREATMENT

PERFORMANCE EVALUATION & GENERAL OPERATION

CYLINDER CONDITION

BEA.RINGS AND CIRCULATING OIL

WATER COOLING SYSTEMS

DATA
707-1

Chapter 707 Cylinder Condition

CONTENTS PAGE

Cylinder Condition

1. General 707.03

2. Piston Ring Function 707.03

3. Scavenging Port Inspection 707.03

3.1 General 707.03
3.2 Procedure 707.04
3.3 ObseNations 707.04
3.4 Replacement of Piston Rings 707.07

4. Cylinder Overhaul 707.07

4.1 lnteNals between Piston Pulling 707.07
4.2 Removal of the Rings 707.07
4.3 Cleaning 707.07
4.4 Measurement of Ring Wear 707.07
4.5 Cylinder Wear Measurements, etc. 707.08
4.6 Piston Skirt, Crown and Cooling Space 707.08
4. 7 Piston Ring Grooves 707.09
4.8 Renovating the Running Surfaces of Liner and Skirt 707.09
4.9 Piston Ring Gap 707.09
4.10 Fitting of Piston Rings 707.09
4.11 Piston Ring Clearance 707.10
4.12 Cylinder Lubrication 707.10
4.13 Running-in of Liners and Rings 707.10
4.13.1 Running-in of Liners and Rings 707.10
4.13.2 Running-in of Rings after a Piston Overhaul 707.11

5. Factors Influencing Cylinder Wear 707.11

5.1 General 707 .11
5.2 Material 707.11
5.3 Cylinder Oil 707.11
5.4 Corrosive Wear 707.11
5.5 Abrasive Wear 707.12

6. Propeller Performance 707.14

707-2

CONTENTS PAGE

Cylinder Lubrication

1. Lubricators 707.15

2. Cylinder Oil Film 707.15

3. Cylinder Oils 707.16

4. Cylinder Oil feed-Rate (dosage) 707.17

4.1 General 707.17
4.2 Special Conditions 707.18
4.3 Feed-Rate for Derated engine 707.18
4.4 Feed-Rate Adjustment according to Service Load 707.18

PLATES

Inspection through Scavenge Ports 70701-70705

Factors influencing Cylinder Wear 70706
Abrasive Particles 70707-70709
Running in Cylinder Oil Dosage 70710
Cylinder Condition Report 70711
calculating of Condensate Amount 70713
Running in Load 70714
Calculating the Feed Rate 70715
707-3
Cylinder Condition

1.General

To obtain and maintain a good cylinder condition involves the optimization of many factors.

Since most of these factors can change during the service period - and can be influenced by service
parameters within the control of the engine room staff - it is of great importance that running conditions and
developments are followed as closely as possible.

By means of continual monitoring it is normally possible to quickly discover abnormalities, whereby

countermeasures can be taken at an early stage.

In particular it is advisable to regularly check the cylinder condition by means of inspection through the
scavenge ports - especially concentrating on the piston ring condition.

In order to cover all aspects, this chapter is divided up into seven principal subjects - each having a certain
amount of topic overlap.
1. General
2. Piston Ring Function
3. Scavenging Port Inspection
4. Cylinder Overhaul
5. factors Influencing Cylinder Wear
6. Propeller Performance
and a separate section dealing with:
Cylinder Lubrication

2. Piston Ring Function

The function of the piston ring is to give a gas-tight sealing of the clearance bet>Neen the piston and cylinder
liner.
This seal is brought about by the gas pressure above and behind the piston ring, which forces it downwards,
against the bottom of the ring groove, and outwards against the cylinder wall.

In order to optimize the sealing, it is therefore of importance that the piston rings, the grooves, and the
cylinder walls, are of proper shape, and that the rings can move freely in the grooves (since the piston will
also make small horizontal movements during the stroke).

The lubrication of the piston rings influences the sealing as well as the wear.

Experience has shown that unsatisfactory piston ring function is probably the most common contributing
factor to poor cylinder condition. For this reason, regular scavenge port observations are strongly
recommended as a measure for judging how conditions are progressing.

3. Scavenging Port Inspection

3.1 General

By this method useful information - about the condition of cylinders, pistons and rings - is obtained at low
expense.

The inspection consists of visually examining the piston, the rings and the lower part of the cylinder liner,
directly through the scavenge ports.
707-4

3.2 Procedure

During the inspection the cooling water and cooling oil should be allowed to circulate so that possible
leakages can be discovered.

Block the starting air supply to the main starting valve and starting air distributor, and couple-in the turning
gear.

Remove the small inspection covers on the maneuvering side of the scavenge air boxes, and clean the
openings.
Take off the cover(s) on the scav. air receiver.

Do not enter the scavenge air receiver before It has been thoroughly ventilated.

In order to obtain a true impression of the details, it is necessary to use a powertul lamp (see Plate 70701 ).

To ensure correct assessment of the piston ring condition, it is necessary to wipe the running surfaces clean
with a rag.

The inspection is generally begun at the cylinder where the piston is nearest BOC.
The piston, rings, and cylinder wall are inspected in the order indicated on Plate 70701, and the conditions
described in the following points A) to H) should be observed. .
The inspection is then continued at the next cylinder whose piston is nearest BDC, and so on. For
convenience, the order of inspection should be noted for use at later inspections.

Scavenge port inspections are best carried out by two men, the most experienced of whom inspects the
surfaces with the aid of the lamp, and states his observations to an assistant, who records them. The
assistant, also operates the turning gear.

In order to reduce the risk of scavenging box fire, it is good policy to carry out these inspections at regular
intervals, and to combine them with removal of the inflammable oil sludge and carbon deposits in the
scavenge air box and receiver.

By always entering the results on a scheme, see for instance Plate 70702, 'Inspection through Scavenging
Ports', a "log book" will be formed.
To ensure easy interpretation of the observations, it is suggested that the symbols shown on Plate 70703
are used.

In connection with the inspection, also check the non-return valves (flap valves and buttertly valves) in the
auxiliary blower system for easy movement and possible damage. Record these observations on the sheet
(Plate 70702).

3.3 Observations

A) Piston Rings: In Good Condition

When good and steady service conditions have been achieved, the running surfaces of the piston rings and
cylinder liner will be worn bright (this also applying to the ring undersides and the '"floor" of the ring grooves,
which, however, cannot be seen).
In addition, the rings will move freely in the grooves and also be well oiled, intact, and not unduly worn.

The ring edges will be sharp when the original roundings are worn away, but without burrs.
707-5
B) Piston Rings: Micro-seizure

If, over a period of time, the oil film partially disappears, so that dry areas are formed on the cylinder wall, these
areas and the piston ring surfaces will, by frictional interaction, become finely scuffed and hardened, i.e. the
good "mirror surface" will have deteriorated (see Plates 70704 and 70705).

In case of extensive seizures, a sharp burr may be formed on the edges of the piston rings.
A seized surface, which has characteristic vertically-striped appearance, will be relatively hard, and may cause
excessive cylinder wear.

Due to this hardness, the damaged areas will only slowly disappear (run-in again) if and when the oil film is
restored. As long as the seizure is allowed to continue, the local wear will tend to be excessive.

Seizure may initially be limited to part of the ring circumference, but, since the rings are free to "turn" in their
grooves, it may eventually spread over the entire running face of the ring.

The fact that the rings move in their grooves will also tend to transmit the local seizure all the way around the
liner surface.

If seizures have been observed, then it is recommended that the cyl. oil dosage is temporarily increased (see
point 4.12, and the separate "Cy/. Lubrication" section in this Chapter).

C) Piston rings: Scratched

Plates 70704, 70705

Scratching is caused by hard abrasive particles, which usually enter the cylinder via the fuel. As regards liner
and ring wear, the scratching is not always serious, but the particles can have serious consequences
elsewhere. (See point 5.5 covering "Abrasive Wear").

D) Piston Rings: Sticking

If, due to thick and hard deposits of carbon, the piston rings cannot move freely in their grooves, dark areas
will often appear on the upper part of the cylinder wall (may not be visible, at port inspection).
This indicates lack of sealing, i.e. combustion gas blow-by between piston rings and cylinder liner.

The blow-by will promote oil film break-down, which in turn will increase cylinder wear. Sticking piston rings will
often lead to broken piston rings.

The free movement of the rings in the grooves is essential, and can be checked either by pressing them with
a wooden stick (through the scavenge ports) or by turning the engine alternately ahead and astern, to check
the free vertical movement.

E) Piston rings: Breakage/Collapse

Broken piston rings manifest themselves during the scavenge port inspection by:

- Lack of "elastic tension", when the rings are pressed into the grooves by means of a stick
- Blackish appearance
- Fractuated rings
- Missing rings

Piston ring breakage is nowadays mostly caused by a phenomenon known as "ccllapse". However, breakage
may also occur due to continual striking against wear ridges, or other irregularities in the cylinder wall.
707-6
Collapse occurs if the gas pressure build-up behind the ring is too slowly, and thereby exerts an inadequate
outward pressure. In such a case, the combustion gas can penetrate between the liner and ring, and
violently force the ring inwards, in the groove. This type of sudden "shock" loading will eventually lead to
fracture - particularly if the ring ends are able to "slam" against each other.

The above-mentioned slow pressure build-up behind the rings, can be due to:

- carbon deposits in the ring groove

- too small vertical ring clearance,
- partial sticking,
- bad sealing between the ring and the groove floor,
- "clover-leafing" (see below)
- ring-end chamfers, (see below)
- too large ring-edge radii,
- etc.

"Clover-leafing", is a term used to describe longitudinal corrosive wear at several separate points around the
liner circumference - i.e. in some cases the liner bore may assume a "clover-leaf" shape. see ltem5.4D.

Chamfering at the ring ends is unnecessary and detrimental in MAN B& W engine, as the scavenge ports are
dimensioned to avoid "catching" the ring ends.

F) Piston Rings: Blow-by

Leakage of combustion gas past the piston rings (blow-by), is a natural consequence of sticking, collapse or
breakage (see points D and E).

In the late stages, when blow-by becomes persistent, it is usually due to advanced ring breakage, caused by
collapse.

Blow-by is indicated by black, dry areas on the rings and also be larger black dry zones on the upper part of
the liner wall, which, however, can only be seen when overhauling the piston (or when exchanging the
exhaust valve).
See also Chapter 704 ("Putting cylinders out of operation" Case A) and Chapter 706 'Evaluation of Records'.
Item 1.2, Fault Diagnosing Table.

G) Deoosits on Pistons

Usually some deposits will have accumulated on the side of the piston crown (top land). Carbon deposits on
the ring lands indicate lack of gas sealing at the respective rings, see Plate 70703.

If the deposits are abnormally thick, their surfaces will be smooth and shiny from rubbing against the cylinder
wall.

Such contact may locally wipe away the oil film, resulting in micro-seizure and increased wear of liner and
rings. In some instances, "mechanical clover- leafing" can occur, i.e. vertical grooves of slightly higher wear,
in between the lubricating quills.

Such conditions may be the result of a combustion condition which overheats the cylinder oil film. This could
be due to faulty or defective fuel nozzles or insufficient turbocharger efficiency.

H} Lubricating Condition

Note whether the "oil film" on the cylinder wall and piston rings appears to be adequate. All piston rings
707-7
should show oil at the edges.

Sometimes white or brownish colored areas may be seen on the liner surface. This indicates corrosive wear,
usually from sulphuric acid (see also point 5.4), and should not be confused with gray-black areas, which
indicates blow-by.

In such cases it should be decided whether, in order to stop such corrosive attack, a higher oil dosage, or an
oil with higher alkalinity should be introduced (See point 5.4 and separate section "Cylinder Lubrication" in
this Chapter).

3.4 Replacement of Piston Rings

It is recommended to replace the complete set of piston rings at each piston overhaul, to ensure that the
rings always work under the optimum service conditions, thereby giving the best ring performance.

4. Cylinder Overhaul

NB :We recommend that our 'Cylinder Condition Report' (plate 70711 ) is used to ensure correct recording of
ail relevant information.

4.1 Intervals between Piston Pulling

Piston overhauls should take place on the basis of previous wear measurements and observations from
scavenge port inspections, supplemented with the pressures read from indicator cards.

The overhaul interval stated in separate instruction book "MAINTENANCE" (under "Checking and
Maintenance Program") is only a guiding, average value.

4.2 Removal of the Rings

When a piston has been pulled for overhaul, it should - before cleaning and removal of piston rings - be
inspected, together with the cylinder liner, with regard to the cylinder liner, with regard to the relevant points
A) to H) in the previous Section 3. The ring gap should be measured and compared to that of a new ring,
whereby the loss of tension can be calculated. Note down the measurements on Plate 70711.

For removing piston rings (which might be installed again), and for all mounting of rings, only the special ring
opener should be used.

This opener prevents local over-stressing of the ring material, which in turn will often result in permanent
deformation, causing blow-by and broken rings.
Straps to expand the ring gap, or tools working on the same principle, should never be used.

4.3 Cleaning

It is important to carefully clean reusable piston rings and all ring grooves. If carbon deposits remain, they may
prevent the ring from forming a perfect seal against the floor of the groove.
Remove deposits on the piston crown and ring lands.

The upper section of the liner must also be carefully cleaned of coke deposits, as these can otherwise be
drawn down by the rings (when the piston is re- inserted) and could thereby impede their free movement.
Any coke in the scavenge air ports should also be removed.

4.4 Measurement of Ring Wear

707-8
See also Plate 70711

After the ring have been cleaned, their radial width is measured and recorded. The measured wear is
compared to the wear tolerances (for permissible wear tolerances, see separate instruction book
"MAINTENANCE", Chapter 902),and contributes to the basis for deciding optimal overhaul intervals. If the
radial width has been reduced by more than allowed, the ring should be scrapped.

Normally, the "permissible wear tolerance" is set at about 25% of the nominal ring width.

4.5 Cylinder Wear Measurements, etc.

See also Plate 70711

The wear is measured by means of a micrometer gauge, or a special tool incorporating a dial gauge. Before
starting, ensure that the instrument has the same temperature as the liner, or record the temperature
difference for correction.

If the liner temperature is higher than the measuring instrument temperature, the measured value is
corrected by multiplying with the following factors:

t::. t"C Factor

10 0.99988
20 0.99976
30 0.99964
40 0.99952
50 0.99940

Example (K/L90MC):
Measured value : 901.3mm
t::. t measured : 30 'C
(corrected value : 901.3 x 0.99964 = 900.98) (i.e. a reduction of 901.3 - 900.98 = 0.32mm)

The measuring points are localized by means of the "bar template", or similar, supplied. (See separate
instruction book "MAINTENANCE", Chapter 903). This ensures that the diameters are always measured at
the same longitudinal positions.

The wear should normally be recorded for the athwartship and fore-and-aft directions.
Inspect the liner wall for scratches, micro-seizure, wear ridges, collapse marks.etc.

If corrosive wear is suspected - or if a ring is found broken - there may be reason to take extra wear
measurements around the circumference at the upper part of the liner. This can be done by pressing a new
piston ring into the cylinder, and using feeler gauge to check for the possible presence of "uneven"
corrosive wear (See points 3.3 E and 5.4).

The maximum wear of cylinder liners can be in the interval of 0.4 to 0.8% of the nominal diameter, depending
on cylinder and piston ring performance. Ovality of the liner, for instance, may form a too troublesome basis
for maintaining satisfactory service conditions, in which case the cylinder liner in question should be
replaced.

4.6 Piston Skirts, Crown and Cooling Space

Clean and check the piston skirt for seizures and burrs.
707-9
In case of seizures the surface should be grounded over, in order to remove a possible hardened layer.

By means of the template, the piston crown should be checked and possible burning should be measured. If
in any place the burning/corrosion exceeds the max. permissible (see separate instruction book
"MAINTENANCE", Chapter 902), the piston crown should be sent ashore for reconditioning.
See also Plate 70711

The crown should also be inspected for cracks.

If the piston is taken apart, for instance due to oil leakage, the condition of the joints between the crown, the
piston rod, and the skirt, should be examined.
At the same time the cooling space should be inspected and cleaned of any carbon/coke deposits.

Whenever a piston has been taken apart, the 0-ring should be replaced. The surface of the 0-ring grooves
must be very smooth in order to avoid twisting and breakage of the 0 rings.

The piston assembly should always be pressure-tested for oil leakages before re- installing.

4.7 Piston Ring Grooves

See also Plate 70711

If ring grooves are worn more than the permissible (measurable by means of a new piston ring and a feeler
gauge), then the crown should be sent ashore for reconditioning (new chrome-plating).

For max. permissible wear, see separate instruction book "MAINTENANCe, Chapter 902.

4.8 Renovating the Running Surfaces of Liner and Skirt

If there are micro-seized areas on the liner or skirt, they should be manually scratched over (crosswise, at an
angle of 20 to 30 degrees to horizontal) with coarse carborundum stone (grindstone).

This is done to break up the hard surface glaze. The resulting "scratching marks" should be as coarse as
possible, and it is not necessary to completely remove all signs of "vertical stripes" (micro-seizure).

If there are horizontal wear ridges in the cylinder liner - e.g. at the upper part where the rings "turn·, and/or in
the vicinity of the scavenge ports - they should be carefully smoothed out by means of a portable grinding
machine.
Regarding possible corrosive attack, see points 3.3 H and 5.4.

4.9 Piston Ring Gap (New Rings)

As the piston rings work at a somewhat higher temperature than the liner, it is important that they have a gap
which is sufficient to permit the extra thermal expansion.

The gap may be checked by placing the ring in the "guide ring" which is used when mounting the piston in
the cylinder liner. The upper part of the cleaned liner (above the ring travel) can also be used.

The ring gap should be as stated in separate instruction book "MAINTENANCE", Chapter 902.

4.10 Fitting of Piston Rings

Piston rings must only be fitted by means of the piston ring opener mentioned under point 4.2.

When a ring has been mounted, push it back and forth in the groove, to make sure that it moves freely.
707-10

4. 11 Piston Ring Clearance

With the new rings in place, the vertical clearance between ring and ring groove should be recorded {see
separate instruction book "MAINTENANCE", Chapter 902).

It is also advisable to insert a feeler gauge (of the min. allowed thickness) above each ring, and move it all the
way round the groove, to completely check the min. clearances and cleaning.

4.12 Cylinder Lubrication

Before the piston (well oiled) is rnounted in the cylinder liner, the cylinder lubrication should be checked.

Pump the lubricators by hand and check that the pipes and joints are leak-proof, and that oil flows out from
each lubricating orifices.

If any of the above-mentioned inspection points have indicated that the cylinder oil amount should be slightly
increased, or slightly decreased, then the adjustment should be carried out as described in the lubricator
instruction book.
For calculation of the lubricator's pump stroke, see the "Cylinder Lubrication" section further on in this
Chapter.

4.13 Running-In of Liners and Rings

After recondition or renewal of cylinder liners and/or piston rings, allowance must be made for a running-in
period, i.e. the cylinder oil dosage is increased and the engine speed1~oad should be increased gradually.

4.13.1 Running-in of Liners and Rings

It is suggested that the engine revolutions are increased graduately from minimum revolutions to 80% of its
MCR revolutions (51 % MCR load) within 8-12 hours and the remaining increase to 100% rpm is made within
the next 12 hours, giving a total breaking-in time of around 20-24 hours, see plate 70714.

In practice, of course, the engine must be able to operate in the low-load range, and the situation where low
load has to be maintained for an extended period, e.g. in connection with river passage, has to be coped
with in the breaking-in program.
This flexibility has been incorporated in the following breaking-in program.
As an example, where first breaking-in has to take place during a long river passage, we suggest the
following program (see Also plate 70714):

%rpm %Load Duration(h)

Increase to 55 16 0.5
River passage 55 16 5.5
Sea passage 70 34 2.0
80 51 2.0
85 61 2.0
87.5 67 2.0
90 7J 2.0
92.5 79 2.0
95 86 2.0
97.5 93 2.0
100 100 2.0
Total Running-in Time 24.0
707-11

If the sea passage can be started immediately after harbour= maneuvering, the period in which 55% rpm is to
be maintained can be reduced 2 hours, giving a total breaking-in time of 20 hours.

Alternatively, if only one or two cylinders have been 'renewed' or undergone reconditioning, the fuel pump
index for the cylinder(s) in question can instead be decreased in proportion to the required load reduction.
Before starting the engine, fix the fuel rack for the pertaining cylinder(s) at 16% of MCA index stepwise in
accordance with the breaking-in schedule.

Note: If the engine is fitted with Turbo Compound System (TCS-PTI), this method is not recommended in
order to safeguard the gear.

After this 20-24 hours' breaking-in, the cylinder oildosage can be reduced gradually according to plate
7071 O and "K-1 data" of this book.

4.13.2 Running-in of Rings after a Piston Overhaul

When running-in piston rings in already run-in liners, the breaking-in time can be reduced to some 10-14
hours, e.g. following the dotted line in Plate 70714, 'Running-in Load'.

The extra-lubrication should follow the same pattern as when running-in new liners; however, the duration of
each step can be reduced to the time intervals between scavenging ports inspections, see Plate 70710.

5. FACTORS INFLUENCING CYLINDER WEAR

5.1 General

Plate 70706 gives a summary of the most common causes of cylinder wear.
In the following, a brief explanation is given of the most important aspects, and the precautions to be taken to
counteract them.

5.2 Materials

The combination of piston ring and cylinder liner materials must be in accordance with the engine builder's
recommendations.

5.3 Cylinder Oil

The quality and feed rate should be as recommended under "Cylinder Lubrication" further on in this Chapter.
See also separate instruction book "MAINTENANCE", Chapter 903, "Data".

5.4 Corrosive Wear

A) The Influence of Sulpher in the Fuel

Corrosive wear, caused by condensation and the formation of sulphuric acid on the cylinder wall, can be
almost entirely eliminated by the use of alkaline cylinder oils.

In order to minimize condensation and corrosion, the newest MC design incorporates optimized temperature
level of the liner wall, based on actual engine layout.
If corrosion arises even so, insulation of the liner and/for insulated steel pipes in the cooling bores can be
arranged.
707-12
Furthermore, in order to ensure that the risk of corrosion attack is eliminated, (assuming the cyl.oil dosage
and type is adequate), the cooling water quantities, and the temperature levels must be kept in accordance
with the builder's recommendations; i.e. the cooling water outlet temperature must not be lower than
specified (see chapter 701), and normally the temperature difference across the cylinder units is approx.
between 10-18 "C at MCA.

NB: for details regarding:

1) Normal start of engine,
2) Starting with cold engine,
3) Preheating during standstill periods,
4) Preheating of cold engine,
see Chapter 709, Plate 70905.

If condensation/corrosion conditions are prevailing, the presence of an alkaline oil film may not always be
sufficient to prevent corrosion:

- either, because the alkalinity may be too low,

- or, because the alkaline additions may be neutralized too quickly or unevenly, during the circumferential
distribution of the oil across the cylinder wall.

In the later case, such a systematic variation in alkalinity may produce "uneven" corrosive wear on the liner
wall (for instance "clover-leafing", points 3.3E and 4.120).

It is important that any corrosion tendency is ascertained as soon as possible, and counteracted by, tor
instance;

increasing the cylinder oil feed rate,

checking the cylinder oil feed rate, alkalinity, and timing,
checking the cooling water temperatures,
checking that the drains from the scavenging air system work properly, thus preventing water droplets
from entering the cylinders. The amount of condensate can be read from Plate 70713.
see also Chapter 706, 'Cleaning of Turbochargers and Air Coolers', ltem3

B) Sodium Chloride

Sea water (or salt) in the intake air, fuel, or cylinder oils, will involve the risk of corrosive cylinder wear, and
should, therefore, be avoided as far as possible.
The corrosion is caused by Sodium chloride (salt), which forms hydrochloric acid.
To prevent salt water entering the cylinder, via the fuel and cyl. oil:

the various oil tanks must be maintained leak-proof.

the fuel must be centrifuged carefully.
the use of the bunker tanks for ballast water should be avoided to the greatest possible extent.

C) Cleaning Agents (Air Cooler)

The air side of the scavenging air coolers are cleaned by means of cleaning agents dissolved in fresh water.

The dosage of such agents, and the use of the equipment, should be strictly according to the supplier's
instructions.

After using chemical agents during standstill, it should be ensured that all the agent is removed from the
cooler and air ducts. This is done by flushing with clean fresh water.
707-13
The use of chemical cleaning agents during running (special cleaning arrangement) involve, in spite of the
water separator, the risk of partial removal of the oil from the cylinder liner wall. For this reason, air cooler
cleaning must not be carried out during running.

See also Chapter 706, 'Cleaning of Turbochargers and Air Coolers', ltem3.

D) Water Condensation on Air Cooler Tubes

Depending on temperature and humidity of the ambient air and the seawater temperature, water may
condense on the coldest air cooler tubes. If no measures are taken, the droplets will be carried with the air,
into the cylinder, and be sprayed on to the wall, where they can rupture the oil film.

Water mist catchers are therefore installed directly after the air coolers on all MAN B& W MC engines.

It is very important that the water separators are properly and constantly drained off, see also Plate 70713 for
amount of condensate.

See also Chapter 706, 'Cleaning of Turbochargers and Air Coolers', ltem3.

In case water is allowed to enter the cylinders. wear (clover-leafing) may be seen on the liner surface between
the cyl. lub. oil inlets.

5.5 Abrasive Wear

Plates 70705, 70707, 70708 and 70709

A) Particles

Hard abrasive particles from fuel oil (e.g. catalyst fines) or the air can be a direct cause of cylirider wear, ii they
become caught between the cylinder liner and piston ring running surfaces.

In addition, hard particles can also give trouble if they become jammed between the horizontal surfaces of
the ring and groove - especially if, during the expansion stroke, the uppermost ring is pressed against the
ceiling of the groove.

One of the first signs of abrasive impurities is the occurrence of scratching on the piston ring running
surfaces. This can be observed when carrying out scavenge port inspections, or during piston overhauls.

Particle scratching often takes the form of a large number of rather deep "trumpet shaped" grooves (see
Plates 70705 and 70708), usually, however, without micro-seizures, i.e. the ring surface remains soft. During
piston overhauls the surface hardness can be checked with a file.

When particles pass down the ring pack, via the ring joint gaps, they will cause "sand blasting" of a 2-3 mm
wide area at the outer edge of the ring (Plates 70707 and 70709). In addition, particles caught between the
horizontal ring/groove surfaces will cause pitting - "pock-marking" - on the upper ring surface (Plates 70707
and 70708). "Pock-marking" may also arise during a prolonged period of ring collapse.

Particles in the fuel oil can also be caught in the fuel pump suction valve. If this occurs, the suction valve
seats may very quickly become so heavily pitted (Plate 70709, photo 4) that they leak, causing a reduction of
the maximum pressure and an increase of the fuel pump index.

Even if the running surface of the top ring has a satisfactory appearance, the condition of the ring's upper
suriace, (and of the suction valve seats) will reveal the presence of abrasive particles.
707-14
The particles usually originate from the fuel oil, and their occurrence is unpredictable. Therefore, the best
way of guarding against them is to centrifuge the fuel oil as thoroughly as possible.

In rare cases the particle contamination arises from sand, etc. entering via the turbocharger intake air.

B) Scuffing (micro-seizure)

Apart from the factors mentioned under point 3.3 (blow-by, deposits, cyl. oil deficiencies, etc.) abrasive wear
can also occur due to:

unsatisfactory running-in conditions (especially if a previous micro-seizure has not been successfully
counteracted during a cylinder overhaul). As regards running-in, see point 4.13.

misalignment, including machining errors.

C) Fuel Oil Treatment

(See also Chapter 705).

Fuel oil treatment, and proper maintenance of the centrifuge, is of the utmost importance for cylinder
condition and exhaust valves.

1) The ability to separate water depends largely on the specific gravity of the fuel oil relative to the water
- at the separation temperature.
In addition, the fuel oil viscosity (at separation temp.) and the flow rate, are also influencing factors.

2) The ability to separate abrasive particles depends upon the size and specific weight of the smallest
impurities that are to be removed and, in particular, on the fuel oil viscosity (at separation temp.) and
the flow rate through the centrifuge.

Due to the above two points:

the separation temperature should be kept as high as possible, for instance: 95-98°C for fuel oil with
a viscosity of 380 cSt at 50 "C,

the flow rate should be kept as low as possible.

6. Propeller Performance

As indicated in Chapter 706, section 2, special severe weather condition can cause a change to heavy
propeller running. In cases where the power /revolution combination has moved too much to the left in the
load diagram (see Chapter 706, item 2.1, i.e. beyond line 4), continued service may cause thermal overload
of the components in the combustion chamber and thereby create heat cracks.
707-15
CYLINDER LUBRICATION
1. LUBRICATORS

Each cylinder liner has a number of lubricating quills, through which oil is introduced from the cylinder
lubricators, as outlined in instruction book, "COMPONENT N0.1 (code book)". Also see the special
instruction book for the lubricator.

The oil is pumped into the cylinder (via non-return valves) when the piston rings pass the lubricating quills,
during the upward stroke.
For check of functioning, see Chapter 702,ltem CS).

The lubricators are usually supplied with oil from a head tank.

2. CYLINDER OIL FILM

To achieve a satisfactory cylinder condition, it is of vital importance that the oil film is intact. It is therefore
necessary that the following conditions are fulfilled:

a. The cylinder lubricators must be correctly timed. (See "adjustment sheet" Chapter 701, and
separate instruction book "MAINTENANCE", Chapter 903).

b. The cylinder oil type, and TBN, must be selected in accordance with the fuel being burned
(see point 3 below).

c. Careful running-in of new liners and piston rings according to point 4.13 in the previous section, and
4.2 below.

d. The oil feed-rate (dosage), under normal service is to be in accordance with the engine builder's
recommendations, adjusted to ship owners practice depending on the type and trade of the ship
(see point 4.1 further on) .
. ___________________ ,

The importance of inspection through the scavenge air ports is, however, to be emphasized.

If cases of excessive wear are thereby revealed, the oil feed-rate for the particular cylinder or, rr
necessary, for all cylinders, should be instantly increased by 50 - 100% (either manually or automatically),
and the reason for increased wear be traced and remedied.

e. The feed-rate should also be increased during:

- starting
- maneuvering, and
- at large changes in engine load.
(See also point 4.2 below).

This is because the top piston ring function is disturbed under these conditions, and can act as
an "oil scraper".

When the lubricators have 'Load Change Dependent (LCD) System' and the lubricators are operated
in LCD mode, this increase is carried out automatically.

Furthermore, the instructions given by the lubricator supplier concerning:

- adjustment of the pump stroke,
- changing from Load Change Dependent mode to fix position mode and vice versa,
(in case of LCD system is equipped.)
707-16
- trouble shooting
should be followed.

3. CYLINDER OILS

Cylinder oils should, preferably, be of the SAE 50 viscosity grade.

Conventionally, when burning low sulpher fuel oil, a cylinder oil with a total base number (TBN) of about 10-
20 is used, and TBN of about 70 is used for high sulpher fuel oil. But considering recent service experience.
a cylinder oil with a high detergency level is preferable even in case of using low sulpher fuel oil.
Furthermore, it is confirmed that there is no problem to use a cylinder oil of TBN70 even for low sulpher fuel
oil. Then it is acceptable to use a cylinder oil TBN70 irrespective of the type of fuels.

Normally, when burning residual fuels (2-5% sulpher), a cylinder oil of about 70 TBN will give good results.
Higher TBN oils may be used in case of high sulpher content in the fuel oil.

It should be noted that some high alkaline cylinder oils are not compatible with certain low sulpher fuels
(having poor combustion properties), or with some diesel oils.
If any such incompatibility, expressed by poor cylinder conditions, is revealed when inspecting through the
scavenge air ports, it may be advisable to change to a cylinder oil having a lower TBN.

The oils listed below have all given satisfactory service in one or more Mitsui MAN B&W engine installation(s).

Company Cylinder Oil SAE50, TBN 70

BP Energol CLO SOM
Caltex Super DCL Special
Castro I castrol S/DZ65, Cyltech80(TBN80)
Chevron DELO Cyl Oil Special
ELF Talusia XT70
Esso Exxmar X70
Gulf Gulf Veritas 570
Mobil Mobilgard 570
Petrofina Vegano 565
Texaco Taro Special
Shell Alexia 50
Idemitsu Daphne Seamaster ASO(N)
Japan Energy Kyoseki Marine 705
General Sekiyu Gemico Marine DX-705P
Nippon Oil MDLBZ
Fuji Kosan Fukol Marine Cylinder 5070
Cosmo Oil Marine 5070
Mitsubishi Oil Diamond Marine C705
Further information can be obtained by contacting the engine builder or MAN B& W Diesel.
At the time of selection, It is recommended to contact the oil company.
707-17
4. CYLINDER OIL FEED RATE

4.1 General

The following guidelines are based on service experience, and take into consideration the specific design
criteria of the MC engine (such as mean pressure, maximum pressure, lubricated liner area) as well as today's
fuel qualities and operating conditions.

The recommendations are valid for engines with controllable pitch and fix pitch propellers, as well as for
stationary plants (generator application).

For the MC engines, the specified cylinder oil feed rate interval, at nominal MCR, is:

0.7 - 1.0 g/BHPh. (0.95 - 1.36 g/kwh)

Calculation of:

a) the daily oil consumption per cylinder, based on the lubricator's pump stroke,
b) the pump stroke, for adjustment according to a stated daily oil consumption

can be carried out according to the formulas below: (However, actual oil consumption should be measured.)

S =Pump stroke;
D = Diameter of pump piston;
G =Number of oil inlets/cyl.;
N = lubricator revolution (rpm)
NB: lubricator revolution= engine revolution : for 42-90MC(-C)-
lubricator revolution = engine revolution /2 : for 26-35MC

Oil volume delivered per minute per cylinder= ( rr / 4) x 02 x S x 0.9 x G x N {mm3 /cyl./ min.)

where 0.9 = hydraulic efficiency

Oil consumption in liters per cylinder per day will thus be:

2 6
Q = ( rr I 4 )x D x S x 0.9 x G x N x 60 x 24 /10 (liter/cyl./day)

where the constant

( rr /4 ) x 0.9 x 60 x 24 I 1o• = 1.02 x 1O.:i

2
i.e. Q = D XS X G X N x 1.02 x 1O.:i (liter/cyl.day)

This formula can be used as illustrated in the example below, which is for an L60MC engine fitted with: "Hans
Jensen" lubricators, where

D = 4 mm, G = 6 mm and N = 123 rpm

For Q = 46.5 l/cyl./day (the consumption recommended by MAN B&W),

S=
3 2
46.5 x 10 I ( 4 x 6x 123 x 1.02) = 3.86 mm

Alternatively, given a stroke of 3.86 mm. the cyl. oil quantity will be:

2
Q = 4 x3.86 x 6 x 123 x1 .02 I 10
3
=46.5 l/cyl./day
707-18

When converting to weight (kg), use specific density value 0.94 (average for SAE 50 cylinder oils).

4.2 Special Conditions

During start and maneuvering and, preferably, during sudden load changes, it is recommended to increase
the actual feed rate used at that time. This can be done by moving the regulating levers (on the cylinder
lubricators) at least two steps, or simply to maximum position. In case of Load Change Dependent System
(LCD) is installed and LCD mode is activated, this is carried out automatically.

The oil dosage should also be increased by 50-100% if abnormal cylinder conditions are found. The
increase can either be made for individual cylinders, or for the whole engine. The higher dosage should be
maintained until the cause of the trouble has been found and rectified, and a satisfactory cylinder condition
thus re-established.

4.3 Cylinder Oil Feed rate for the derated engine

(Plate 70715)

The cylinder oil feed rate can be reduced in proportion to the mean effective pressure (Pe) as shown bellow.

Cylinder oil feed rate Cylinder oil feed rate Pe at MCR of derated engine
at MCR of derated engine at catalogue MCR (L 1 point) x Pe of catalogue MCR
( Vdaylcyl. ) ( Vday/cyl. )

Cylinder oil feed rate MCR output of derated engine Catalogue max. engine speed
at catalogue MCR x catalogue MCR output x max. engine speed of derated engine
( Vdaylcyl)

Note: In case when the cylinder oil feed rate is calculated by the unit of g/BHPh, the value for the derated
engine is larger than that for the L 1 point.

4.4 Feed Rate Adjustment according to Service Load

The feed rate can also be adjusted in accordance with the actual engine load. The adjustment is carried out
on the basis of the specified feed rate, and in proportion to the mean effective pressure (m.e.p.).

In the case of a varying load pattern, the highest m.e.p. applied in service should be used in the calculation.

Cyrinder oil feed rate Cylinder oil feed rate Pe at Partial Load
at Partial Load atMCR x PeatMCR
( Vdaylcyl. ) ( Vday/cyl. )

Note: With special reference to continuous low load operation, the feed rate in l/cyl./24h should never be
allowed to drop below 40% of the recommended oil consumption stated in separate instruction book
"MAINTENANCE", Chapter 903, Data. (See also the previous page, point 4.1).

In case when the cylinder oil feed rate is calculated by the unit of g/BHPh, the value for the partial load is
larger than that for the MCR.
Inspection through Scavenge Ports Plate 70701-40

1) Dismount the small covers on the

scavenge air boxes, and clean
the openings.
L
2) When the piston has been turned
below the level of the scavenge
air ports, inspect the cylinder
lii:ier walls and the piston crown.

3) A tiltable mirror fixed to a tele-

scopic rod can be used as illu-
strated.
Use a powerful light source for
inspection.

4) In order to inspect a larger area

of the cylinder liner and piston, it
is expedient to enter the sca-
venge air receiver and make
observations from the "exhaust
side". This should be done every
time the sludge is cleaned out
from the scavenge air receiver
and box.

5) While the piston is passing the

scavenge air port, examine the
piston crown, the rings, and the
skirt.
In order to be able to correctly
observe the running surfaces cf
the piston rings, clean them with
a rag.

6) When the piston has been turned

upwards past the scavenge air
ports, inspect the piston rod.

)
Plate 70702-40 Inspection through Scavenge Ports, Record

M/V Enoine Type: Running hours Checked by:

Total
Yard: Builder: Engine
No.: Built year: No.: Date:

Sym- Cylinder Number

Engine Part Condition bol
1 2 3 4 5 6 7 8 I9 10 11 12

Piston Crown Carbon c

Burning BU
Leakage oil LO
Leakage water LW

Topland No deposit . I
Light deposit LC
Ringland 1
2
·u;
0
a..
Excessive deposit EC I I I
Ringland 2 0
Q) Polished deposit PC
I I I I I I I
Ringland 3 I I I I I I I
Ring 1 C)
C)
Intact . I I I I
Bro.ken opposite ring gap BO
I I I I
r;l

Ring 2
.:.::.
r;l
e Broken near gap SN I I I
Ring 3
CD
C)
c
Several pieces
Entirely missing
SP
M I I I I I I
Ring 4 a: I I I I I
Ring 1 cCJ Loose . I I I I
E Sluggish SL
Ring 2 CJ
>
0
Sticking
Running surface,
ST
I I I I I I I
I
I
Ring 3
~
C)
c
- Black, overall
- Black, partly
B
(3)
I I I I I I I I
I
I
I

Ring 4 a: Black rino ends > 20 mm BR I I I I I I I I

Ring 1 Clean, smooth . I I I I I I I
Scratches (vertical) s
Ring 2
c
Micro-seizures (local) mz I I I I I I
Ring 3 ,g
'5
Micro-seizures (all over)
Micro-seizures, still active
MZ
MAZ I I I I I I I I I
Ring 4
c Old MZ oz I I I I I I
(.)
0
Machining marks ..
Piston skirt
.g
0
u still visible
Wear-ridges near WP.
I I I I I I I II I I
Piston rod
C,Ylinder liner
(f)
::i
scavenge ports
Scuffing SC
I I I I I
I
II
I
I I I
aov. scav.oorts Clover-leaf wear CL I I I I I I I I I
Cylinder liner
near scav .ports I I I I I I I I

Ring 1 Optimal
Too much oil 0
I I I I I I I I I
Ring 2
,g
c
Slightly dry D I I I I I I
Very dry DO
Ring 3 '5
0
c
Black oil 80 I I I I I I I
I I
()
Ring 4
.2
c I I I I I I I
Piston skirt ro
.52 I I I I I
.D
Piston rod :::J
....J I I I
Cylinder liner I
Scavenge box -~
VJ
0
a..
Little sludge
Much sludge
LS
MS
I I I I
Scav. receiver 0
<ll
I I
Flaps and non-
return valves Movable M
I I
Inspection through Scavenge Ports, Symbols Plate 70703-40

Symbol

.
J Condition of inspected part L
Satisfactory u
.u
c Carbon Deposit m
vi ;.
BU Burning -~
Pi ston
LO Leakage Oil
"'a.
0
To pland
m
0
LW Leakage Water Pi
Ri ston ~-~~·~·==============================
. Lt;";;'·========::::z:=====================
~~-".:::::==========::::::==================::)
nglands
Satisfactory (no deposits) ' 1.
2and3
LC
EC
Light carbon deposit
Excessive carbon deposit
.,
.....,
0
a. '>-
Pi ston~I-----------------~
Ai ngs ···;·1 ;~~;:~?,;·.:···
C) ston~l-----'::"-':''..:..·"""-'-,.._ _ _ _ _ _ _ _ _ _ _ __
PC Thick carbon deposit worn 0 Pi
I bright by rubbing against cyl.
Ski rt
i
liner .
Pi ston R o d - - - - - -
. Intact '
BO Broken, opposite ring gap c
m
BN Broken, near ring gap ..>::
0
<...
SP Broken in several pieces t:!l

M Entirely missing T
.,..
. Loose
SL Sluggish in groove C"l
c
3< Cyl. Liner
ST Sticking (.)
·:;:;; above Por...s
U)
8 Black running surface, overall
(B) Black running surface, partly )
.
s
Clean, smooth
Vertical scratches
I
) (abrasive (particles) c
0
mz Micro Seizures in spots (local) .....
-0
c
MZ Micro Seizures, all over
I MAZ Micro Seizures still active
0
(.)

m
(.) '

~
oz Old (nearly recovered) MZ '-
:::i
t,,
CJ) ;.
WR Wear ridges near scav. ports
co Corrosion
CL Clover-leaf wear

. Oil film normal c

0
0 Too much oil .....
-0
c
D Too dry 0
(.)

DD Very dry c.:

.c
::i
__J

·~ dot ( • ) always means that the inspected condition is satisfactory, e.g. small deposits, no
.eakage, no breakages, no sticking, clean smooth surface, normal oil film, etc. However, this
,:;hall be recorded in order to show that the condition has been noted.
Plate 70704-40 Inspection through Scavenge Ports

Running Surface of Piston Rings

(see also Plate 70705)

NB: In file tests, use a new very finely cut file

"Polished Mirror Surface"

Photo 1 (about X3)
A normal, good running surface is
smooth, clean, and without scratches.
The horizontal line is a scratch mark
resulting from a file test, which indicates
that the surface is not hardened.

"Vertically Scratched"
Photo 2 (about X3)
Here the running suriace has been
scratched by sharp, hard abrasive
particles, e.g. grains of sand.
The file test shows that the surface is
not hardened.

"}dicro-Seizures"
Photo 3 (about X3)
A micro-seized running surface can
appear as shown here.
The file test gives almost no horizontal
scratch, which indicates that the surface
is covered by a hard glaze, i.e. has been
hardened due to micro-seizure.
Inspection through Scavenge Ports, Evaluation Plate 70705-40

Surf ace Condition Profile Running Surf ace

Normal good
"mirror surface"

Clean, smooth, soft

Scratched by hard
abrasive particles

\ Uniform scratches, dull, sofi

Sharp burrs

New
~ ~
Llli
I l~lll ~ iilll
~ ,~
11~1 llllii
Micro seizures ,11
(still active) ~Ill ~
m111 fll 1111. Iii: ,1
"MAZ"
Irregular marks, hardened

Old
Micro seizures
(restoration has
begun)
--,ltf,Qi'I- W lmf -jfillTI - @jj -
"OZ" __ !I! mr~1_ m~fil-~ -'~-
Curved edges, im- Smooth and soft Still hard in
plies that restora- along the edges centre area
tion has begun

Lubrication
orifice
Clover-leaf formation:
heavy wear at several areas
around the cylinder liner,
in the case illustrated
concentrated between the
lubrication orifices

"Cl"
Plate 70706-40 Factors influencing Cylinder Wear

Schematic summary of the most widely

recognized causes of "cylinder wear"

Water droplets *)
Water leakages
"Cold" liner wall
......- H 2 S0 4
Cleaning agents
Cy!. oil film deficiencies -+ l
'

- Corrosive
wear HCL f Salt in intake air
Sea water in fuel
Sea water in cyl. oil
I
I
Air cooler leakage I
'-
Cyl. oil film deficiencies -+ l

Cylinder .....__ I
T

liner
,..

Cyl. oil/fuel oil matching

Cylinder Too low cyl. oil dosage
oil film _.. Distribution
Piston deficiencies Water in cyl. oil
rings Water leakage to cylinder
J.
' !
I
/

Piston
- Cy!. oil iilm deficiencies -+ J
skirt

- Micro-
seizure
~
Material
Design
Machining
Mechanical load
Thermal load
H Liner
Ring
Skirt

Lack of ring tension

Deformation of piston rings
(during fitting)
Misalignment
Too high cyl. oil dosage
Abrasive (deposits)
...._
wear - Water droplets *)
'- Cleaning agents

- Scratches ~r Impurities in fuel oil

Impurities in intake air
l Wear particles

*) Drain for condensed water in scavenge air receiver blocked or out of function.
See also Chapter 706, 'Cleaning of Turbochargers and Air Coolers', Item 3.
Abrasive Particles Plate 70707-40

\ Typical observations when particles penetrate from

the combustion chamber into the piston ring zone

Exaggerated illustration of "worn arid eroded" piston

rings No. 1 to 4, in "worn" grooves. It is typical for
particle wear that it excessively affects the upper ring
(both the running face and the horizontal surfaces) as
well as the groove. Some degree of micro-seizure
sometimes occurs on the lower rings, decreasing up-
wards. This is contrary to the scratching intensity (or
roughness) which decreases, from ring to ring, down-
wards.
When particle-wear prevails, the cylinder liner wear
rate usually rises to between 0.30 and 0.50 mm/1000
hours.

Running face ring No. 1

The "trumpet-shaped" scratches
indicate that the hard particles
have penetrated from above.

Uooer side of the uppermost rinas

The horizontal faces, especially the
\ : : : , ; . · r: .. ·~ >- ..• ~ ·:. :1
upper side, often becomes pock-marked • • ....i •• \ . _, . •••
.• ': '1 : .. \:. :~ ." .... }' ~
-. :d
due to hard grains being crushed Nhen
1
~:. .i -: • r f '\"..-
the rings are pressed upwards by the ··".: ·. :.:-.. :, .. . r" ·. i.:··
.\ ~-t.. .~ ; . ·.:_ <. ·-= ..
gas trapped between the rings.
/'( ,.,. }... " .· -~- ..
•: \ . • • • . ' , . ·.J

However, such an appearance can also ·:.l-; .. .'l_,.··. ":·.:?:.

'" .. . ;... ·.
be the result of mechanical impact
due to ring collapse.

Upper side of the lower rinas

1 he part sheltered in the groove
still shows intact machining marks.
The exposed part, protruding from
the groove, becomes sand-blasted
by the hard particles blown down
through the ring gap above.

Designations
"S" - Scratched running face
"PO" - "pock-marked"

"E" - Erosion. Outer edge sand-blasted

"Ml" - Machining marks intact.

Numbers 1 to 5 gives degree of damage

(5 being most).
Photo 1 (X30) Photo 2 (X30)
Rough scratching Typical "older" much
(degree 5) of a top finer scratching.
piston ring running That recovery or resto-
taco. Ttrn photo sl1ows ration is al work, can
the upper edge, wl1erc bo seen from tho fact
the hard particles enter that the graphite flakes
between ring and liner are distinct. )>
wall. This scratching·is Designation S20LO. . O"
.....
quite frosh, i.e. recov- m
. (/)
ery or restoration has
not yet commenced. <
(!)
Designation S5NEW. -0
m
.....
.....
()
(!)
(/)

Photo 3 (X30) Photo 4 (X30)

Typical "pock-mark- Tl1is photo illustrates·
ing" of a ring upper l1ow small pieces of
side, caused by hard cast Iron are "torn out"
particles penetrating of !110 top surface, by
Into the clearance \lie masticating effect
above the ring and of the hard particles.
being crushed. This Is The pieces probably
most often seen on the loosen due to shear
two uppermost rings, stresses, which cause
which, during the last fractures in the material
part of the expansion between tl1e graphite
stroke, are pressed flakes.
upwards, against tho Also ring collapse can
ceiling of the groove, causo "torn out" mate-
by the gas trapped rial.
between tt1e rings.
,....__,,•

Photo 1 (X30) Photo 2 (X30)

Typical erosion or Hard particles (sand)
sand-blasting on the separated from a
part of the ring topside sample of piston
which protrudes out of crown deposit. 011
the groove. This Is duo ancl carbon have been
to hard grains being rr,moved by incinera-
blown down through tion, other matter by
the gap in the ring acid, magnetic separa-
above (NB: The rings tion ancl lillratlon.
"turn" in the grooves). Theoretically these
Such erosion is only partlclcs could have
seen on rings No. 2, 3 come Into the combus- (')
and 4. tion chamber either
ro
with t11e air or with the (/)

fuel.

Photo 3 (X250} Photo 1 (X30)

Sand (or sand-like Fuel pump suction
grains) separated from valve !!§.Q after only a
centrifuge sludge. In few service hours (the
this case the centrifuge lapping marks are still
treated the fuel oil visible. The depres-
after the oil had pas- sions in the surface are
sed a full flow (labric) In many cases made
filler. The particles size by one and the same
is 10p to 15p. particle (repeated and
identical in shape and
slzr.). Usu<illy tt1e edgo
'"'O
around the holes Is
Q.)
raised, ancl often the ......
ro
original lapping marks
-....,J
are still visible in the 0
bottom ol the depres- -....,J
0
sions. <.o
I
.J:>,
0
Plate 70710-40M Running-in Cylinder Oil Dosage

"' g/BHPh.

Max. feed rate for minimum 24 hours

Max.---.
/ . . . .'

/: Scavenge port inspection

Recomm-
ended
range of
·,.
feed rate

Line of possible feed rate reduction

0.6

Service hours
I I
I I

24 300 600 900 1200 1500 2500 3500 4500 5500 6500

Provided satisfactory cylinder condition is confirmed by scavenge port inspection, the cylinder oil
feed rate may be reduced from maximum feed rate as shown by the shaded area.
The actual i)nal feed rate will with most heavy fuel oils and alkaline cylinder oils be within the
recommended range from 0.7 - 1.0 g/BHPh.

MC Engines
Cylinder Oil Feed Rate I Running-in Schedule
Cylinder Condition Report Plate 70711-40

Check.ed by:
fa rd: Builder:
>--~~~~~~~~~~
No.:
I
No.: Built ear: Date:

r~~~J.fK .. .~;,; Control No. Make/Material Date Running hrs since Cylinder oil
;·:<Cy Jn er:.,~ lnstal- Survey lnstal- ·Last Brand Dosa~e Engine
~r-~~~~~r-~~~~~-:__.l_at_io_n~+-~~--1~'a_t_io_n~t--ex_a_m_i_n_.+-~~~r---ll2_4~-+~lo_a_d~~

Wear measurements (mm), see also Item 4.5 earlier in this Chapter

J
P-S
Port/starboard Measuring point (see gauge) I-IV
(Athwartships)
F-A Fore/Alt 11 Ill IV V VI VII Vlll
v
____ _!_h~:_:.:::12.1~r:.~~::~------f- -- VI
P-S
Last examination
-------------------------- - - -
Wear mm I VII
-~-
___ J___ ___ J __ _ D

--+-- VIII
This examination ~

F-A Last examination

Wear mm
___ L_ NB: Schematic

Max. spec. wear rate (since last examination) Max. total wear rate Liner temp. oc
Measuring tool temp. °C
mm/1000 hrs. 'i mm/1000 hrs. C I. cover ti htened I Yes I No
Burning Posilicn
(i\ Piston tci:;
Max. Burning · F \ j ; A seen from
& Position mm hrs mm hrs '--+--" above

2 3 4 I 2 3 4 2mm 1 1

Wear (H 2 -H 1 ) mm

iing groove clearance mm Ring Groove Section

~T_y_p_e~an_d~m_a_t_e_ri_a_l~~~~~~~~~~~~~~~~~~~~-+~~~~~~
~
=Oblique lock
Lock type I I I I \\!
Min. width of ring (mm) NL OL SP
NL or OL? Near Opp. j S~veral
lock lock 01eces
Broken {NL I OL I SP)
, ...,,,.,.••.•c: ..•..•_.,.., ,,.• ;:,,:,~•'=:·;;;:••·:'.·':,'..:.:"•,;:;:;..;;;-;:.•.
1 Routine ovehaul
Low Pcomp
Port inspection
Blow-by
Scavenge fire
Change of liner
Change of rings
Leaking piston NB. At replacement of cylinder liner, a normal report should
be completed covering the exchanged liner
Other
Calculation of Condensate Amount Plate 70713-40

Guiding values for condensation of water in the scavenge air cooler (drain from water
mist catcher), with full, unregulated, cooling water flow.

Example: 6L60MC, nominal rated: 15600 bhp.

Ambient temp. 45°C

Sea water temp.: 32°C

Ambient temp. 25°C

Seawater temp. 25°C

TON/
24 h JI\
I I I I 1 I I I I I I I I I I I ! ! I! I I I I I j I I Ii I I I ! I I I

-t-t++-rt-Tt+-~_,;--;-1 -:1,...+11 -i--;,...+- 1 -;1--t-1 •:-t-;:--r-

1 ~·..,;-1--;;,....,.;-;,....,.;-1-.,-;-;:--T,-1-,'·1-+
1 1 t-t
1 ;-;-41r71 4;-.;-..,-•,-,,•.,.;-7"1
1

I I I I I I I! I I I I I ii! J I It
1 -:-1 •:-.;,;:o
I l I I I I I I I I I I I I

11 CJ .....,•-:-1_1,....,.1-++'-~11_,..1-t-71~1......,1...,.1-t-~'...;..'~'-;.l-+-~1-'-1~1-'-1+-~1~1-;.1,1-+_1,....,.1_,..,1-+,1-:-1,1,-:-1,-t-,1-;-,1,1-:-1,-t-71,i,....,.1_1;-t,1,....,.1,1:-71,
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l-i-+-+-+-l-+-1l-1'1i-+1-l--:,l-+-1l-1-l1-f·-',-+,-:,f-+1-+-+,-:1'-+,-i-,+-l-,-!1-+-l,-+-:,~1-i-,-!,-l--;,r-t-1-+-+,-t--t1-~Y~,-7-,-t-r,-r-t-1<1~
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20 :-:-+: :::: :: : ~ 7.-IT ~ ~: ~:
I
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CJ
10 2CJ 30 40 50 60 70 80 90 100 %MCR
LOAD

For other MC engines - nominal rated or derated with nominal mean effective
pressure - the water condensation is approximately proportional to the MCA shaft

,
.
power .

At is rare to see values above 60 T/24h in this example.

Running-in load

100---~---~---~--~---~---~1-~--~-:-1 r-----·::.::.I
··-----· t...... 73o/c
90 · - - - - · - - - - - · - - - -__.........----··-·····"i...-r_·::__ _: -6-;0-Yo- -:...-.....?..?.~.~...... .·--· ~-IL---=-·
79o/c -
.-...............9.......
---_.1.---==---1----+-----1
----
100%MCR

................ .?....... [-~-~

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JJ
c
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:::J
:i
-0 ........-··-··-··· -····-·-····- 51 % !"'"'"""'"''""" . . --- ~ to
BO
Q)
I
I
i
:
v---
I~
:i

{r----~.i!~.-.,_1!_
~~---1---1----1---1---J---1--~
1
Q)
Cl. 70 1/ r
0
UJ
1 f___ ~ O.l
Q.

UJ
Cl.
60
f =0=~"'""~1~;ig,1f.~l""~"""/~ Smooth liner run-in
_c
([) Normal liner run-in
~

Piston ring run-in limit

~
E
0.. 20
Run-in rings only

0:

O'-----"-----'-----'--------''-----L.-~---'-----"----.1..-~---'-----'-----'------'
0 2 4 6 8 10 12 14 16 18 20 22 24
i-1 ours
Calculating the Feed Rate Plate 70715-40
Example: L60MC (Nominal feed rate, On: 43,7 kg/cyl/24h)

Power

100%

90%

80%

70/.

85/.
80/.
60%
75/.
70%
50.%

40%

l I
70% 75% 80% 85% 90% 95% 1 00% 1 1 0%

Engine speed n

Power Speed % mep

L, 2600 BHP/cyl. 123 r/min 100 %

~ 1670 BHP/cyl. 123 r/min 64 %
L3 1950 BHP/cyi. 92 r/min 100 %
L4 1250 BHP/cyl. 92 r/min 64 %

-) Al 2340 BHP/cyl. 123 r/min 90 %

A2 2080 BHP/cyl. 106 r/min 93 01
/0

A3 1430 BHP/cyl. 104 r/min 65 %

Power/speed combination to be plotted in the above diagram.

Corresponding mep to be read in % of nominal on the lefthand side of the diagram.
The relevant feed rate 0 in kg/cyl/24h to be calculated by multiplying read mep %
by nominal feed rate On.

L,: 0 = On x mep L1 = 43.7 x 1.0 = 43.7 kg/cyl/24h - 0.7 g/BHPh

~: 0 = On x mep L2 = 43.7 x 0.64 = 28.0 kg/cyl/24h - 0.7 g/BHPh
L3: 0 = On x mep L3 = 43.7 x 1.0 = 43.7 kg/cyl/24h - 0.9 g/BHPh
L4: 0 = On x mep L4 = 43.7 x 0.64 = 28.0 kg/cyl/24h - 0.9 g/BHPh

A,: 0 = On x mep 1 % = 43.7 x 0.90 = 39.3 kg/cyl/24h - 0.70 g/BHPh

) ~: 0 = On x mep 2 % = 43.7 x 0.93 = 40.6 kg/cyl/24h - 0.81 g/BHPh
A3: 0 = On x mep 3 % = 43.7 x 0.65 = 28.4 kg/cyl/24h - 0.83 g/BHPh
SAFETY PRECAUTIONS AND ENGINE DATA

CHECKS DURING STANDSTILL PERIODS

STARTING, MANOEUVRING AND RUNNING

SPECIAL RUNNING CONDITIONS

FUEL AND FUEL TREATMENT

PERFORMANCE EVALUATION & GENERAL OPERATION

CYLINDER CONDITION

J
BEARINGS AND CIRCULATJNG OIL

WATER COOLING SYSTEMS

DATA
708-1

Chapter 708 Bearings

CONTENTS PAGE

BEARINGS

1. General Bearing Requirements and Criteria 708.05

2. Bearing Metals 708.05

2.1 Tin based White Metal 708.05
2.2 Tin Aluminum 708.05

3. Overlayers 708.05

4. Flash layer, Tin (Sn) 708.06

5.Bearing Design 708.06

5.1 Tangential Run-out 708.06
5.2 Bore Relief 708.06
5.3 Axial Oil Grooves and Oil Wedge 708.06
5.4 Thick Shell Bearings 708.06
5.5 Tin Shell Bearings 708.07
5.6 Top and Side Clearance 708.07
5.7Wear 708.07
5.8 Undersize Bearings 708.08

6.Journals/Pins 708.08
6.1 Surtace Roughness 708.08
6.2 Spark Erosion 708.08
6.3 Surface Geometry 708.09
6.4 Undersize Journal/pins 708.09

7.Practical Information 708.09

7.1 Check without opening up 708.09
7.2 Open up Inspection and Overhaul 708.10
7.3 Types of damage 708.10
7.4 Cause of Wiping 708.10
7.5 Cracks 708.11
7.6 Cause of Cracks 708.11
7.7 Repair of Oil Transitions 708.11
7.8 Bearing Wear Rate 708.11
7.9 Surface Roughness 708.12
708-2
CONTENTS PAGE
7.10 Repairs of Bearings on the Spot 708.12
7.11 Repairs of Journals/Pins 708.13
7.12 Inspection of Bearings 708.13

8.Crosshead Bearing Assembly 708.14

8.1 Bearing Type 708.14
8.2 Bearing Function and Configuration 708.14

9. Main Bearings 708.14

9.1 Thick Shell Bearing Assembly 708.14
9.2 Tin Shell (Insert Bearing) Bearing Assembly 708.14

10. Crankpin Bearing Assembly 708.15

11. Guide Shoes and Guide Strips 708.15

12. Thrust Bearing Assembly 708.15

13. Camshaft Bearing Assembly 708.15

Alignment of Main Bearings

1 . Alignment 708.16

2. Alignment of Main Bearings 708.16

2.1 Deflection Measurements (autolog) 708.16
2.2 Checking the Deflections 708.17
2.3 Deflection Curve 708.18
2.4 Floating Journals 708.18
2.5 Causes of Crankshaft Deflection 708.18
2.6 - omitted in this edition - 708.19
2.7 Piano Wire Measurement 708.19
2.8 Shafting Alignment 708.19

Circulating Oil and Oil System 708.20

1.Circulating Oil 708.20

2.Circulating Oil System 708.21

3.Circulating Oil Failure 708.21

3.1 Cooling Oil Failure 708.21
3.2 Lubricating Oil Failure 708.21
708-3

CONTENTS PAGE

Maintenance of Circulating Oil

1. Oil System Cleanliness 708.22

2. Cleaning the Circulating Oil System 708.22

2.1 Cleaning before filling-up 708.22
2.2 Flushing Procedure, main lub.Oil System 708.22

3. Circulating Oil Treatment 708.23

3.1 General 708.23
3.2 The Centrifuging Process 708.24
3.3 The System Volume, in relation to the Centrifuging Process 708.24
3.4 Guidance Flow Rates 708.25

4. Oil deterioration 708.26

4.1 General 708.26
4.2 Oxidation of Oils 708.26
4.3 Signs of Deterioration 708.27
4.4 Water in the Oil 708.28
4.5 Check on Oil Condition 708.28

5. Circulating Oil : Analyses & Characteristic Properties 708.30

6. Cleaning of Drain Oil from Piston Rod Stuffing Boxes 708.31

Camshaft Lubrication

1. System Details 708.32

1.1 Pressure Adjustment 708.32

2.Camshaft Oil 708.32

2.1 Fuel Contamination 708.32
2.2 Water Contamination 708.33
2.3 Flushing Procedure, Camshaft Lub. Oil System 708.33

Turbocharger Lubrication

1. MAN T/C, System Details 708.34

2. ABB TIC, System Details 708.34

3. Other TIC, System 708.34

708-4
CONTENTS PAGE

PLATES

Main Bearing, Thick Shell 70801

Main Bearing, Thin Shell 70802
Crosshead Bearing 70803
Crankpin Bearing 70804
Main Bearing Assemblies 70805
Guide Shoes and Strips 70806
Thrust Bearing Assembly 70807
Camshaft Bearing Assembly 70808
Recording of Observations 70809
Location and Size of Damage in Bearing Shell 70810
Location of Damage on Pin/Journal 70811
Observations 70812
Inspection Record, Example 70813
Inspection Record, Blank 70814
Report: Main Bearing Alignment (Autolog) 70815
Main Bearing Alignment (Autolog),
Sheet 2 - Deflection Curve with Chain Casing placed Aft End 70816A
Main Bearing Alignment (Autolog),
Sheet 2 - Deflection Curve with Chain Casing placed In Center of Engine 708168
Crankshaft Deflections 70817
Circulating Oil System (outside engine) 70818
Circulating Oil System (inside engine) 70819
Flushing of Main Lubricating Oil System 70820
Flushing of Main Lubricating Oil System
Flushing Log 70821
Cleaning System , Stuffing Box Drain Oil 70822
Camshaft Lubricating Oil System 70823
Flushing of Camshaft Lubricating Oil System 70824
Turbocharger Lubricating Oil System 70825
708-5

Bearings

1. General Bearing Requirements and Criteria

Bearings are vital engine components; therefore, the correct bearing design and the proper choice of
bearing metal is necessary for reliable engine performance.

Bearing design criteria depend on the bearing type and, in general, on:

a) Bearing sliding surface geometry

b) The surface roughness of the journal or pin, which determines the allowable bearing pressure and
required oil film thickness. This is necessary to ensure effective and safe functioning of the bearing.
c) The correct flow of cooling oil prevent heat accumulation, which is obtained through a flow area, provided
either through the clearance between the journal and the bearing bore or through axial grooves in the
bearing sliding surface (see item 5.3 concerning grooves and wedges).

The compactness of engines and the engine ratings influence the magnitude of the specific load on the
bearing and make the correct choice of bearing metals, production quality and , in certain bearings, the
application of overlayer is absolutely necessary. (See item2).
Scraping of the loaded area of the bearing surface Is strictly prohibited, as it has often shown
that the scraped surface has an adverse effect on the sliding properties of the bearing, and has resulted in
damage.

2. Bearing Metals

2.1 Tin based White Metal

Tin based white metal is an alloy with minimum 88% tin (Sn), the rest of the alloy' composition is antimony
(Sb), copper (Cu), cadmium (Cd) and small amounts of other elements that are added to improve the
fineness of the grain structure and homogeneity during the solidification process. This is important for the
load carrying and sliding properties of the alloy. Lead (Pb) content in this alloy composition is an impurity, as
the fatigue strength deteriorates with increasing lead content, which should not exceed 0.2% of the cast
alloy composition.

Tin based white metal is used in the main bearings, crankpin bearings, crosshead bearings, guide shoes and
thrust bearings because of its excellent load carrying and sliding properties.

2.2 Tin Aluminum (A40 or AISn40)

Tin aluminum is a composition of aluminum (Al) and tin (Sn) where the tin is trapped in a 3-dimensional mesh
of aluminum. A40 is a composition with 40% tin; the sliding properties of this composition are very similar to
those of tin based white metal but the loading capacity of this material is higher than tin based white metals for
the same working temperature; this is due to the ideal combination of tin and aluminum, where tin gives the
good embedability and sliding properties, while the aluminum mesh functions as an effective load absorber.
This type of metal is used for 26,35MC crosshead bearings.

3. Overlayers

As overlayer is a galvanic coating of 90% lead (Pb) and 10% Tin (Sn), which is applied directly on to the white
(or Tin-Aluminum) metal sliding surface of the bearing; the thickness of the coating is 0.02-0.03mm. The
overlayer is a soft and ductile coating, its main objective is to ensure good embedability and conformity
between the bearing sliding surface and the pin surface geometry.
708-6
4. Flashlayer, Tin (Sn)

A flash layer is a 100% tin (Sn) layer which is applied galvanically; the thickness of this layer is from 0.002-
0.00Smm. The coating of tin flash is applied all over and functions primarily as a corrosion (oxidation)
protection of the bearing.
The tin flash also functions as an effective dry lubricant when new bearings are installed and the engine is
barred.

5. Bearing Design
(Plates 70801, 70802, 70803, 70804)

Plain bearings for MC engines are manufactured as steel shells with a sliding surface of white metal or tin
aluminum . Tin aluminum bearings are always of the thin shell design while white metal bearings can either be
of the thick shell or thin shell design.

The bearing surface is furnished with a centrally placed oil supply groove and other design features such as
tangential run-outs, oil wedges and/or bore reliefs.

5.1 Tangentlal Run-out

(Plates 70801, 70802, 70804, Fig. 8-8)

A tangential run-out is a transition geometry between the circumferential oil supply groove and the bearing
surface. This special oil groove transition geometry prevents an oil scraping effect and reduces the
resistance to the oil scraping effect and reduces the resistance to the flow of the oil towards the loaded area
of the bearing (Main bearing Plates 70801,70802 and crankpin bearing Plate 70804)

5.2 Bore Relief

(Plates 70801, 70802, 70804, Fig.A-A)

The bearing sliding surface is machined at the mating faces of the upper and lower shells to create bore
reliefs. Their main objective is to compensate for misalignments which could result in a protruding edge
(step) of the lower shell's mating face to that of the upper shell. Such a protruding edge can act as an oil
scraper and cause oil starvation. (Main bearing Plates 70801,70802 and crankpin bearing Plate 70804)

5.3 Axlal Oil Grooves and Oil Wedges

(Plates 70803,70806,Fig.A-A)

Oil grooves and wedges have the following functions:

a) To enhance the oil distribution over the load carrying surfaces. (The tapered areas give improved oil inlet
conditions).
b) Especially in the case of crosshead bearings (Plate 70803) - to assist the formation of a hydrodynamic oil
film between the load carrying surfaces.
c) To provide oil cooling (oil grooves).

In order to perform these functions, the oil must flow freely from the lubricating grooves, past the oil wedges,
and into the supporting areas - where the oil film carries the load.

5.4 Thick Shell Bearings

(Plate 70801)

This type of bearings has a steel back with the required stiffness.

a) To ensure against distortion of the sliding surface geometry, and

708-7
b) To support the cast-on white metal in regions where the shell lacks support, for example in the area of the
upper shell mating surfaces.

The top clearances in this bearing design are adjusted with shims, while the side clearances are a
predetermined result of the summation of the housing bore, shell wall thickness, journal tolerances, and the
influence of the staybolt tensioning force which deforms the bedplate around the bearing assembly.

5.5 Thin Shell Bearings

(Plate 70802)

Thin shell bearings have a wall thickness between 2% and 2.5% of the journal diameter. The steel back does
not have the sufficient stiffness to support the cast-on white (tin-aluminum) metal alone. The bearing must
therefore be supported rigidly over its full length. This type of bearing is manufactured with a circumferential
over length (crush/nip} which, when the shells are mounted and tightened up, will produce the required
radial pressure between the shell and the bearing housing.

The maximum'minimum top and side clearance in this shell are predetermined and result from a summation of
the housing bore, shell wall thickness, journal/pin diameter tolerances and, for main bearings, the
deformation of the bedplate from the staybolt tightening force.

5.6 Top and Side Clearance

Correct top and side clearances in main bearings, crankpin bearings, and crosshead bearings are necessary
to sustain the required oil flow through the bearing, and hence stabilize the bearing temperature at a level
that will ensure the fatigue strength of the bearing metal. In the main and crankpin bearings, the clearances .
ensure the necessary space to accommodate the journal orbit so as to avoid mechanical overload
tendencies on the bearing sliding surface (especially in the main bearing).

a) The bearings are checked in general by measuring the top clearances. For new bearings the
clearances must lie within the limits specified in the maintenance manual.
(see Volume II, 904-2, 1,904-6 and 905-2)

The stated maximum top clearance does not influence the functioning of the bearing nor does it
have any relation to the wear limit rejection criteria for bearings (see item 7.8: Bearing Wear Rate)

b} In service, clearance measurements can be regarded.

1. as an indicator to determine the condition of the bearing at a periodic check without opening up,
and
2. as a check of the correct re-assembly of the bearing.
3. it is not a requirement to measure side clearance in service as contact, and thereby wear, does not
occur under normal service conditions.

In cases 1 and 2, it is vital that the clearance values from the previous check are available for
comparison. Therefore, it is necessary to enter clearances in the engine log book with the relevant
date and engine service hours (see e.g. Plate 70813)

5.7 Wear

Under normal service conditions, bearing wear is negligible. Excessive wear is due to abrasive or corrosive
contamination of the system oil which will affect the roughness of the journaVpin and increase the wear rate
of the bearing. (Item 7.8 Bearing Wear Rate)
708-8
5.8 Underslze Bearings

a) Crankpin bearings are thin shell bearings, with a relatively long production time; therefore, to ensure
delivery in the case of an emergency, the engine builder has a ready stock of semi-produced shells (blanks)
that cover a range from nominal diameter to 3 mm undersize, see also item 6.4. Semi produced shells for
journals with undersizes lower 3 mm are not stocked as standard. Furthermore, undersizes lower than 3 mm
can also involve modification such as the bolt tension, hydraulic tool, etc.
For advice on the application of undersize bearings, it is recommended to contact the engine builder or MAN
B&W Diesel.

b) The main bearings for the MC engine series can be of the thick or thin wall type (see 70801,70802; ) The
information under point a) is also valid here.

c) Crosshead bearings are only available as standard shells, as the reconditioning proposal for offset grinding
of the pin (ref er to 6.4 b) 2) facilities the use of standard shells.
It is recommended to contact the engine builder or MAN B& W Diesel for advice on such reconditioning.

6. Journal/Pins

6.1 Surface roughness

JoumaVpin surface roughness is important for the bearing condition.

Increased surface roughness can be caused by:

a) Abrasive damage due to contamination of the system oil. See also Item 7.4 b).
b) Corrosive damage due to sea water contamination of the system oil (acidic) or oxidation of the
journals due to condensate. See also Item 7.4 b).
c) Spark erosion (only in main bearings). See also Item 6.2.

With increasing journal/pin roughness, a level will be reached where the oil film thickness is no longer
sufficient, causing metal contact between journal/pin and the bearing sliding surface. This will cause white
metal adhere to the journaVpin, giving the surface a silver white appearance. When such a condition is
observed, the journal/pin must be reconditioned by polishing, and the roughness of the surf ace made
acceptable. In extreme cases, the journaVpin must be ground to an undersize.
See undersize journal/pins, Item 6.4 .

6.2 Spark Erosion

Spark erosion is caused by a voltage discharge between the main bearing and journal suriace.

The cause of the potential is the development of a galvanic element between the ship's hull, sea water, and
the propeller shafVcrankshaft.

The oil film acts as a dielectric. The puncture voltage in the bearing depends on the thickness of the oil film.

With increasing engine ratings, the specific load in the main bearing is increased. This will reduce oil film
thickness, and enable the discharge to take place at a lower voltage level.

Since the hydrodynamic oil film thickness varies throughout each rotation cycle, the discharge will take place
at roughly the same instant during each rotation cycle - i.e. when the film thickness is a minimum. The
surface roughening will thus be concentrated at certain areas on the journal surface.

In the early stages, the roughened areas can resemble pitting erosion - but later, as the roughness increases,
the small craters will scrape-off and pick up white metal - hence the silvery white appearance.
708-9

Therefore, to ensure protection against spark erosion, the potential level must be kept at minimum 80mV,
which is feasible today with a high efficiency earthing device. If an earthing device is installed, its
effectiveness must be checked regularly. Spark erosion is only observed in main bearings and main bearing
journals. Regarding repair of the journals, see Item 7.11.

The condition of the bearings must be evaluated to determine whether they can be reconditioned or have to
be discarded.

It is recommended to contact the engine builder or MAN B& W Diesel if advice is required.

6.3 Surface Geometry

Surface geometries such as roughness defect, conicity, barrel form, and misalignment may give rise to
operational difficulties. Such abnormal cases of journal/pin geometry and misalignment may occur after a
repair.
It is recommended to contact the engine builder or MAN B& W Diesel for advice .

6.4 Underslze journals/Pins

In case of severe damage, it may become necessary to recondition the journal/pin by grinding to an
undersize. The final undersize should as far as possible be selected as a hatt or full millimeter. This is
advisable in order to simplify production and availability o undersize bearings for emergencies, as for example
in the following cases:

a) Main and crankpin journals can be ground to 3mm undersize; undersize jour.nals bellow this value
require special investigations of the bearing assembly.
It is recommended to contact the engine builder or MAN B& W Diesel for advice .

b) In service crossheads pins can be:

1. Polished to (D nominal-0.15mm) as the minimum diameter.
2. Off set to a maximum of 0.3mm and ground.

In both cases, since standard bearings are used, the bearing top clearances will increase depending on the
surface condition of the pin to be reconditioned. The offset value used for grinding must be stamped clearly
on the pin.
It is recommended to contact the engine builder or MAN B& W Diesel tor advice .

7. Practical Information

7.1 Check without opening up

Follow the check list in accordance with the program stated in the separate instruction book
"MAINTENANCE". Enter the results in the engine log- book. see also Item 7. 12 'Inspection of bearings'

a) Stop the engine and engage the turning gear.

b) Just after stopping the engine, while the oil is still circulating, check that uniform oil jets appear from
all the oil outlet grooves in the crosshead bearing lower shells and the guide shoes. The oil flow from
the main and crankpin bearings must be compared from unit to unit; there should be a similarity in the
flow patterns. During this operation, the turning gear must be engaged, and the main starting valve
and the starting air distributor must be blocked.

c) Stop the lub. oil circulation pump, and turn the crank throw for the relevant cylinder unit to BOC
708-10
position.

d) 1. Check the top clearance with a feeler gauge. The change in clearance must only be negligible
when compared with the readings from the last inspection (overhaul).
2. For guide shoe and guide strip clearance and checking procedure,
see Vol. JI: 'Maintenance' 904-5.

e) Examine the sides of the bearing shell,guide shoes and guide strips, and check for squeezed-out or
loosened metal; also look for white metal fragments in the oil pan.

f) In the following cases, the bearings must be dismantled for inspection:

1} Bearing running hot.
2) Oil flow and oil jets uneven, reduced or missing.
3) Increase of clearance since previous reading larger than 0.05mm.
The hydraulic pressure level when the nuts go loos must be noted.
4) White metal squeezed out, dislodged or missing at the bearing, guide shoe or guide strip ends.

7.2 Open up Inspection and Overhaul

Carefully wipe the running surfaces of the pinfjournal and the shell with a clean rag. Use a powerful lamp for
inspection.

Assessment of the metal condition and journal surface is made in accordance with the directions given
below. The results should be entered in the engine log-book.
See also Item 7. 12, 'Inspection of bearings'.

7.3 Types of Damage

The overlayer and white metal can exhibit the following types of damage.

a) Tearing of the overlayer is due to substandard bonding. The damage is not confined to specific areas of
the bearing surface. The white metal in the damaged area is seen clearly with a sharply defined overlayer
border. This defect is regarded as a cosmetic defect, if it is confined to small areas of the bearing surface
without interconnection.

b) Wiping of overiayer manifests itself by parts of the overlayer being smeared out. Wiping of overlayer can
take place when running in a new bearing; however, if the wiping is excessive, the cause must be found and
rectified. one of the major causes of wiping is pin/journal surface roughness.

c) White metal wiping is due to metal contact between the sliding surfaces which causes increased frictional
heat, resulting in plastic deformation (wiping) (see item 7.4)

7.4 Causes for Wiping

a) Wiping due to hard contact spots originating from:

1. Defective pinfjournal, bearing, or crosshead guide surfaces.

2. Scraped bearing or guide shoes surfaces.
3. Hard particles trapped between the housing bore and the back of the shell.
4. Fretting on the back of the shell and in the housing bore.

b) Pin/Journal surface roughness

Provided adequate oil supply has been maintained, white metal wiping can always be ascribed to excessive
708-11
roughness, and/or occasionally to alignment.

In most cases the increase in roughness will have occurred in service, and is attributed to hard particle
ingress and/or corrosive attack. Therefore, careful attention must always be paid to oil cleanliness.

c) Hard particle ingress may be due to the malfunction of filters and/or centrifuges or loosened rust and
scales from the piping.

d) Corrosive attack may occur if :

1. The oil develops weak acid, or if strong acid anhydrides are added to the oil which, in combination with
water, will develop acid.

2. The salt water content in the lube oil is more than 1%. The water will attack of the white metal, and result in
the formation of a very hard black tin-oxide encrustation (SnO), which may scratch and roughen the pin
surfaces.
The formation of tin oxide is intensified by rust from the bottom tank, the internal surface of which (especially
the "ceiling") must therefore be kept clean.

7.5 Cracks

Crack development is a fatigue phenomenon due to increased dynamic stress level in local areas of the
bearing metal. A small cluster of hairline cracks develops into network of cracks. At an advanced stage,
increased notch effect and the influence of the hydrodynamic oil pressure will tear the white metal from the
steel back and produce loose and dislodged metal fragments.

7.6 Cause for Cracks

a) Insufficient strength of the bonding between the white metal and the steel back (tinning or casting error).

b) Crack development after a short working period may be due to misalignment (e.g. a twist between the
bearing cap and housing) or geometric irregularities (e.g. a step between the contact faces, and incorrect oil
wedge geometry).

c) High local loading: for example, if, during running-in, the load is concentrated on a few, local high spots of
the white metal.

Note: Bearing with cracks cannot be repaired.

7.7 Repair of Oil Transitions

(wedges, tangential run out and bore relief)

Formation of sharp edges or incorrect inclination of the transition to the bearing surface will seriously disrupt
the flow of oil to the bearings surface, causing oil starvation at this location.

Oil transitions are reconditioned by carefully cleaning for accumulated metal with a straight edge or another
suitable tool. Oil wedges should be rebuilt to the required inclination (maximum 1/100) and length, see plate
70803.

Note : Check the transition geometries before installing new bearings.

7.8 Bearing Wear Rate

The reduction of shell thickness in the loaded area of the main, crankpin and crosshead bearing in a given
708-12
time interval represents the wear rate of the bearing. Average bearing wear rate based on service experience
is 0.01mm/10,000hours. As long as the wear rate is in the region of this value, the bearing function can be
regarded as normal.

For crosshead bearings, the wear limit is confined to about 50% reduction of the oil wedge length. Of
course, if the bearing surface is still in good shape, the shell can be used again after the oil wedge have been
extended to normal length, see plate 70803 (Also the pin surface roughness should be examined).

For further advice, please contact the engine builder or MAN B& W Diesel lv'S.

7.9 Surface Roughness UournaVpin)

a) Limits to surface roughness

The surface roughness of the journal/pin should always be within the specified limits.

1. For main and crankpin journals:

I New p.imaJs 0.8Ra
II Roughness approaching 1.6Ra
Uournal to be reconditioned).
2. For crosshead pins:
I Ne"N or repof!shed 0.05 Ra
II Acceptable in service 0.05-0.1 Ra
Ill Repollshi~ if over 0.1 Ra

b) Evaluation of the pin/journal roughness can be performed:

1. with an electronic roughness tester.

2. with a Ruko tester, whereby the surface of the pin/journal is compared with the specimens on the Ruko
tester. When performing this test, the pin surface and and the Ruko tester must be thoroughly clean and dry.
Hold the tester close to the surface and compare the surfaces. If necessary, use your finger nail to run over
the pin/journal surface and the Ruko specimens to compare and determine the roughness level.

7.10 Repairs of bearing on the Spot

a) 1. Overlayer wiping in crosshead bearings is not serious, and is remedied by careful use of a scraper.
2. Hard contact on the edges of crosshead bearings is normally due to galvanic build-up of the
overlay. This is occasionally seen when inspecting newly installed bearing and is remedied by
relieving these areas with a straight edge or another suitable tool.

b) White metal squeezed out or wiped:

1. . The wiped metal can accumulate in the oil grooves/wedges, tangential run-out or bore relief where it
forms ragged ridges. Such bearings can normally be used again, provided that the ridges are
carefully removed with a suitable scraping tool and the original geometry is re-established (see Item
7.7) High spots on the bearing surface must be leveled out by light cross-scraping. Except for high
spots, scraping of the bearing surface is not recommended.

2. In cases of wiping where the bearing surface geometry is to be re-established, it is important:

to access the condition of the damaged area and if found necessary, to check the bearing surface to
hairline cracks under a magnifying glass and with a penetrant fluid, if necessary.
II to check the surface roughness of the journal/pin.

3. In extreme cases of white metal wiping, the oil wedges in the crosshead bearing may disappear. In
708-13
that event, the shell should be replaced.

c) For evaluation and repair of spark erosion damage, refer to item 6.2.

d) Cracked bearing metal surface cannot be repaired. the bearing must be replaced.
(see Items 7.5 and 7.6)

7. 11 Repairs of Journal

a) Crosshead pins
Pin surface roughness should be less than 0.1 Ra (see Item 7.9). If the Ra value is higher than 0.1 µ m, the
pin can often be repolished on the spot, as described below. If the pin is also scratched, the situation and the
extent of the scratched areas must be evaluated. If there are also deep scratches, there must be leveled out
carefully with emery paper before the polishing process is started.

The surface roughness after polishing should be O.OSRa.

The following methods are recommended for repolishing on the spot.

1. Polishing with micro finishing film

The polishing process is carried out with a "micro finishing film", e.g. 3M aluminum oxide (30 micron and 15
micron), which can be recommended as fairly quick and easy method, although the best solution will often be
to send the crosshead ashore.

The micro finishing film can be slung around the pin and drawn to and fro by hand and, at the same time,
moved along the length of the pin, or it is drawn with the help of a hand drilling machine; in this case, the
ends of the microfilm are connected together with strong adhesive tape.

2. Braided hemp rope method

This method is executed with a braided hemp rope and jeweller's rouge.

A mixture of polishing wax and gas oil (forming an abrasive paste of a suitably soft consistency) is to be
applied to the rope at regular intervals. During the polishing operation, the rope must move slowly from one
end of the pin to the other.

The polishing is continued until the roughness measurement proves that the surface is adequately smooth.

This is a very time consuming operation and, depending on the surface roughness, about three to six hours
may be needed to complete the polishing.

b) Journals
(main and crankpin journals)

1. The methods for polishing of crosshead pins can also be used here, and method 1) Polishing with micro
finishing film, will be the most suitable method. A 30 micron micro finishing film is recommended here.

2. Local damage to the journal can also be repaired. The area is to be ground carefully an the transitions to
the journal sliding surface are to be rounded carefully and polished.
We recommend to contact the engine builder or MAN B& W Diesel for advice before such a repair is carried
out.

7.12 Inspection of Bearings

For the ship's own record and to ensure the correct evaluation of the bearings when advice is requested
708-14
from the engine builder or MAN B&W Diesel, we recommend to follow the guidelines for inspection, which
are stated in Plates 70809-70814.
See the example of an Inspection Record on Plate 70813.

8. Crosshead Bearing Assembly

(see Vol.Ill 'Components". plate 90401)

8.1 Bearing Type

The type of bearing used in the crosshead assembly is a thin shell (insert) bearing (see Item 5.5). The lower
shell is a tri-metal shell, i.e. the shell is composed of a steel back with cast-on white metal (for S26MC and
L35MC tin-aluminum metal) and overlayer coating.
The upper shell is a bi-metal shell, as it does not have the overlayer coating.

8.2 Bearing Function and Configuration

Because of the oscillating movement and low sliding speed of the crosshead bearing, the hydrodynamic oil
film is generated through special oil wedges (see Item 5.3) on either side of the axial oil supply grooves
situated in the loaded area of the bearing. The oil film generated in this manner can be rather thin. This makes
the demands for pin surface roughness and oil wedge geometry very important parameters for the the
assembly function. A further requirement is effective cooling which is ensured by the transverse oil grooves.
The pin surface is superfinished (see Item 7.9 a) 2). The lower shell is execute with a special surface
geometry (embedded arc) which extends over a 120 degree arc, and ensures a uniform load distribution on
the bearing surface in contact with the pin. The lower shell is coated with an overlayer (see Item 3), which
enables the pin sliding geometry to conform with the bearing surface.

9. Main Bearings

The MC engine series can be equipped with

"Thick shell bearings" (Item 5.5) or
"Thin shell bearings" (Item 5.4).

The bearing type, i.e. "thick shell" or "thin shell" determines the main bearing housing assembly described
below (see table of installed bearing types, Plate 70801, and housing assemblies, Plate 70805).

9.1 The Thick Shell bearing Assembly

(Plate 70805, Fig.1)

The tensioning force of a thick shell bearing assembly (Fig.1) is transferred from the bearing cap (pos.1) to
the upper shell (pos.2) and via its mating faces to the lower shell (pos.3).

The bearing bore is equipped with the following geometry:

a) central oil supply groove and oil inlet upper shell which ends in a tangential run-out (Item 5.1) in both sides
of the shell, see plate 70801.

b) the bearing bore is furnished with a bore relief (Item 5.2) at the mating faces of the upper and lower shell,
see plate 70801.

9.2 The Thin Shell bearing Assembly

(Plate 70805, Fig.2)

This is a rigid assembly (Fig.2) . The bearing cap (pos.1} which has an inclined vertical and horizontal mating
face, is wedged into a similar female geometry in the bed plate (pos.2}, which ensure a secure locking of the
708-15
cap in the bedplate.
See also Item 5.5 earlier in this section. For information regarding inspection and repair, see item 7.

10. Crankpln Bearing Assembly

(see Vol.Ill 'Components". plate 90401)

This assembly is mounted with a thin shell, and has two or four tensioning studs, depending on the engine
type. Crankpin bearing assemblies with four studs must be tightened in parallel, for example first the two
forward studs and then the two aftmost studs; the tensioning may be executed in two or three steps. This
procedure is recommended in order to avoid a twist (angular displacement) of the bearing cap to the mating
face on the connecting rod.

The oil supply groove transition to the bearing sliding surf ace is similar to that of the main bearing geometry.
For information regarding inspection and repair, see item 7.

11. Gulde Shoes and Gulde Strips "(Plate 70806)

(see Vol.Ill 'Componentsw. plate 90401)

a) The guide shoes. which are mounted on the fore and aft ends of the crosshead pins, slide between
guides and transform the translatory movement of the piston/piston rod via the connecting rod into a
rotational movement of the crankshaft.

The guide shoe is positioned relatively to the crosshead pin with a positioning pin screwed into the guide
shoe, the end of the positioning pin protrudes into a hole in the crosshead pin and restricts the rotational
movement of the crosshead pin when the engine is turned with the piston rod disconnected.

b) The guide strips are bolted onto the inner side of the guide shoes and ensure the correct position of the
piston rod in the fore-and aft direction. This alignment and the clearance between the guide strips and guide
is made with shims between the list and the guide shoe.

The sliding surface of the guide shoes and guide strips are provided with cast-on white metal and furnished
with transverse oil supply grooves and wedges (see Item 5.3, Plate 70803 and Plate 70806).

For inspection of guide shoes and guide strips, see Item 7.1, 7.3 c) and 7.4 a) 1 and a) 2 and vol. II
'Maintenance', 904-5)

12. Thrust Bearing Assembly (Plate 70807)

The thrust bearing is a tilting pad bearing of the Michell type. There are eight pads (segments) placed on
each of the forward and aft sides of the trust collar. They are held in place circumferentially by stops. The
segments can be compared to sliding blocks and are pivoted in such a manner that they can individually take
up the angle of approach necessary for a hydrodynamic lubricating wedge. The lubricating/cooling oil is
sprayed directly onto the forward and aft sides of the thrust collar by means of nozzles positioned in the
spaces between the pads. The nozzles are mounted on a semicircular delivery pipe.

For clearance and max. acceptable wear, see vol. II 'Maintenance', 905-4.

12.Camshaft Bearing Assembly (Plate 70808)

The camshaft bearing assemblies are positioned between the exhaust and fuel cams for the individual
cylinder units. The bearing assembly is executed as an underslung assembly, i.e. the shaft rests in rigid
bearing caps that are bolted from below to the horizontal face in the cam housings. The correct position of
the caps is ensured by dowel pins.
708-16
The bearings used are thin shell bearings without overlayer and the shell configuration can be:

a) full shell assembly (upper and lower shell), Plate 70808, Fig 1.
b} a half shell assembly (lower shell only), Plate 70808, Fig.2.

In case b) the mating face of the lower shell rest against the horizontal partition face in the cam housing. The
wall thickness at the mating faces of the shell is reduced to ensure that the shell inner surface is flush with the
bore in the cam housing. The transition to the bearing sliding surface is wedge-shaped; this is to ensure
unrestricted oil supply to the bearing sliding surface.

The specific load in the camshaft bearings is low, and the bearing function trouble free, provided that the
camshaft lub. oil system is well maintained, see page 708.26. However, if practical information is needed,
refer to item 7 'Checks without opening up' and 'Opening up inspection and Overhaul' under items
concerning bearings.
For clearances, please refer to vol.II 'Maintenance". 906-5.1.

Alignment of Main Bearing

1. Alignment

During installation of the engine, intermediate shaft and propeller shaft, the yard aims to carry out a common
alignment, to ensure that the bearing reactions are kept within the permitted limits, with regard to the
different factors which influence the vessels and the engine during service.

Factors like the ship's load condition, cold or hot engine, permanent sag of the vessel, movements in sea,
wear of bearings etc., makes it necessary to regularly check the alignments:

Main bearings, see Items 2.1-2.6

Engine bedplate, see Item 2.7
Shafts, see ltem2.8

2. Alignment of main Bearing

Plate 70815, 70817

The bearing alignment can be checked by deflection measurements (autolog) as described in the following
section.

If, e.g. two adjacent main bearings are placed too high (see Fig. 1), then at this point the crankshaft centerline
will be lifted to form an arc. This will cause the intermediate crank throw to deflect in such a way that it "opens"
when turned into bottom position and "closes" in top position.

Since the magnitude of such axial lengthening and shortening increases in proportion to the difference in
the height of the bearings, it can be used as a measure of the bearing alignment.

2.1 Deflection Measurements (autolog)

Plate 70815

As the alignment is influenced by the temperature of the engine and ship, as well as the loading conditions,
the deflection measurements should, for comparison, always be made under nearly the same temperature
708-17
and load conditions.

The MC engines are almost insensitive to change the ship's load condition, but sensitive to the engine
temperature. To enable comparison between the individual measurements, it is recommended to record the
actual jacket water and lub. oil temperature and load condition of the ship in Plate 70815.

In addition, they should be taken while the ship is afloat (i.e. not while in dry dock).

Procedure

The deflection measurements are carried out by placing a dial gauge axially in the crank throw, opposite the
crankpin, and at the correct distance from the center, as illustrated in Fig. 1. The correct mounting position is
marked with punch marks on the crank throw.

"Closing" of the crank throw (compression of the gauge) is regarded as negative, i.e. in Fig. 1, the dial gauge
deflection will be negative.

Since, during the turning, the dial gauge cannot pass the connecting rod at BDC, the measurement for the
bottom position is taken as the average of the two adjacent positions (one at each side of BDC).

When taking deflection readings for the three aftmost cylinders, the turning gear should, at each stoppage,
be turned a little backwards to ease off the tangential pressure on the turning wheel teeth. This pressure
may otherwise falsify the readings.

The readings are entered in the table Fig. 3. The BDC deflections are calculated 1/2 (81 + B2) and noted in
Fig. 4.

The total "vertical deflections" (opening - closing) of the throws, during the turning from bottom to top
position, are entered in the table Fig. 5 (T-B). These deflections (V) are due to v.~f1ical misalignment of the
main bearings. ,,

Similarly, horizontal misalignment (E-C) produces the values (H) in Fig. 6.

2.2 Checking the Deflections

Plate 70817 and 'Data'

Besides actual misalignment of the main bearings, the readings can also be influenced by:

- human error
- journal ovality or eccentricity,
- one of the journals being lifted in the main bearing (floating) , so that a clearance appears under the journal.

To further investigate such influences, two deflection sums C and D are calculated and entered in the table,
Fig. 7. See also further notes beneath Fig.7.

The results of the deflection measurements should be evaluated with the test bed measurements (recorded
by the engine builder on 'Data'). If re-alignment has been carried out later on (e.g. following repairs), the
results from these measurements should be used.

Values of permissible "vertical deflections" etc. are shown in Plate 70817.

708-18
2.3 Deflection Curve

Plates 70815, 706816A, 708168

If too large deflections are found, so that realignment of the main bearings is required, it will be helpful to draw
a curve for the vertical misalignment as described below and shown in Fig. 10. (Plate 70816).

A similar curve for horizontal misalignment can be drawn by same procedure, but this is less often used.

Procedure
(For an engine with aft end chain casing, see Plate 70816A. For a centrally placed chain casing, see Plate
708168)

First a schematic drawing is made of the crankshaft (Fig. 8).

Fig. 9: Begin the deflection diagram with a line A 1, which is drawn to the center line of crank throw No. 1.
(This line is said to be in "Section 1").
From the center of crank throw No.1, to the center of crank throw No. 2, the diagram proceeds (in "Section
2") by line A2, which is drawn at an angle a 1. As shown, the angle a 1 is drawn proportional to the
deflection measured in crank throw No. 1 (i.e. in this example+ 14, see plate 70815, Fig.5 ).

NB: Positive deflections are plotted upwards, negative downwards.

Between the center lines of throws Nos. 2 and 3 ("Section 3"). the line A3 is drawn such that it deviates from
the direction of A2 by the angle a 2. Here again the angle a 2 is drawn proportional to the deflection
measured in throw No. 2 (here+ 2).

This procedure is continued until the deflection diagram Fig. 9 is complete.

Where the chain drive is situated in the center part of the engine, the relevant "deflection line" is extended to
the center of the next crank throw, as illustrated on Plate 708168.

Finally, the "discontinuous deflection lines", Fig. 9, are replaced by a continuous curve, Fig. 10, and a
straight "parallel" base line is drawn to assist in deciding which main bearings should be raised or lowered.

In cases where the aftmost main bearing needs correction, the engine alignment, in relation to the shafting,
should be taken into consideration.

2.4 Floating Journals

Use a special bearing feeler gauge to investigate the contact between the main bearing journals and the
lower bearing shells. Check whether the clearance between journal and lower shell is zero.

If clearance is found between journal and lower bearing shell, the condition of the shell must be checked,
and the alignment must be checked and if found damaged , it must be adjusted (by using undersize bearing)
until the journal is resting in the bearing (otherwise the deflection readings will be incorrect).

2.5 Causes of Crankshaft Deflection

1. Wear of main bearing (see "Bridge Gauge Measurements")

2. Displacement of bedplate (see "Piano Wire Measurement")

3. Displacement of engine alignment and/or shafting alignment.

708-19
This normally manifests itself by large alteration in the deflection of the aftrnost crank throw
(see Shafting Alignment).

2.6 omitted in this edition.

2.7 Plano Wire Measurements

A 0.5 mm piano wire is stretched along each side of the bedplate.

The wire is loaded with 40 kp horizontal force.

At the center line of each cross girder, the distance is measured between the wire and the machined faces of
the bed plate top outside oil groove.

ft will thus be revealed whether the fatter has changed its position compared with the reference
measurement from engine installation.

2.8 Shafting Alignment

This can be checked by measuring the load at:

- the aftermost main bearing

- the intermediate shaft bearings (plummer blocks)
- in the stern tube bearing

Taking these measurements normally requires specialist assistance.

As the reliable evaluation of the shafting alignment measurements requires a good basis, the best obtainable
check can be made if the yard or repair shop has carried out the alignment based on precalculation of the
bearing reactions. ·· ·
708-20

Circulating Oil and Oil System

1. Circulating Oil {Lubricating and cooling oil)

Rust and oxidation inhibited engine oils, of the SAE 30 viscosity grade, should be chosen.

In order to keep the crankcase and piston cooling space clean of deposits, the oils should have adequate
dispersancy/detergency properties.

Alkaline circulating oils are generally superior in this respect.

The oils listed below have all given satisfactory service in one or more Mitsui MAN B&W engine installation(s).

Company Circulating Oil SAE30, TBN 5-10

BP Energol OE-HT 30
RPH 800 Marine Oil SEA30
Caltex
PPH DELO 1000 Marine Oil SAE30
Castro I Marine CDX30
Veritas 800 Marine Oil
Chevron
DELO 1000 Marine Oil SAE30
ELF Atlanta Marine D3005
Esso Exxmar XA
Gulf Gulf Veritas AC 30
Mobil Mobilgard 300, Mobilgard312
Petrofina Fina Alcano 308
Texaco Doro AR 30
Shell Melina 30/30S
Idemitsu Daphne Marine Oil SS30/SX30
Japan Energy Kyoseki Marine PD30,D13
General Sekiyu Gemico Marine SD30/DX103
Nippon Oil MDL HDS30, Super MDL UX30
Fuji Kosan Fukol Sea Ace 307
Cosmo Oil Marine 3005/3010
Mitsubishi Oil Diamond Marine T103

Further information can be obtained by contacting the engine builder or MAN B&W Diesel.
At the time of selection, It is recommended to contact the oil company.
708-21

2. Circulating 011 System

Plates 70818 and 70819

Pump (4) draws the oil from the bottom tank and forces it through the lub. oil cooler (5), the filter (6), (with an
absolute fineness of 50 µ m (O.OSOmm), corresponding to a nominal fineness of approx. 30 µmat a retaining
rate of 90%) and thereafter delivers it to the engine, where it is divided into two branches: "a" and "b".

a) The main part of the oil is, via the telescopic pipe, sent to the piston cooling manifold, where it is
distributed between piston cooling and bearing lubrication. From the crosshead bearings, the oil flows
through bores in the connecting rods, to the crankpin bearings.

b) The remaining oil goes to lubrication of the main bearings, chain drive and thrust bearing.

The relative amounts of oil flowing to the piston cooling manifold, and to the main bearings, are regulated by
orifice plate (7).

The oil distribution inside the engine, i.e. from branch b, through flange U, and from branch c, through flange
R, is shown on Plate 70819.

Circulating Oil Pressure: See Chapter 703.

3. Circulating Oil failure

3.1 Cooling Oil Failure

The piston cooling oil is supplied via the telescopic pipe fixed to a bracket on the crosshead. From here it is
distributed to the crosshead bearing, guide shoes, crankpin bearing and to the piston crown.

Failing supply of piston cooling oil, to one or more pistons, can cause heavy oil coke deposits in the cooling
chambers. This will result in reduced cooling, thus increasing the material temperature above the design
level. This is detected by the deviation of piston cooling oil outlet temperature.

In such cases, to avoid damage to the piston crowns, the cylinder loads should be reduced immediately, and
the respective pistons pulled at the first opportunity, for cleaning of the cooling chambers.

After remedying a cooling oil failure, it must be checked (with the circulating oil pump running) that the
cooling oil connections in the crankcase do not leak, and that the outlets from the crosshead, crankpin
bearings, and piston cooling, are in order.

3.2 Lubricating Oil Failure

If the lub. oil pressure falls below the minimum pressure stated in Chapter 703, reduce the speed to SLOW
DOWN level, respectively the engine's safety equipment shall stop the engine when the SHUT DOWN oil
pressure level has been reached.

Find and remedy the cause of the pressure drop.

Check for traces of melted white metal in the crankcase and oil pan (see also Checks A 1 and A2, Chapter
702).

Feel over 15-30 minutes after starting, again one hour later, and finally also after reaching full load (see also
"Checks during starting and running" Check 9 "Feel-over sequence", Chapter 703).
708-22

Maintenance of the Circulating Oil

1. Oil System Cleanliness

In a new oil system, as well as in a system which has been drained owing to repair or oil change, the utmost
care must be taken to avoid the ingress and presence of abrasive particles, because filters and centrifuges
will only remove these slowly, and some are therefore bound to find their way into bearing etc.

For this reason - prior to filling-up the system - meticulous cleaning of pipes, coolers and bottom tank is
strongly recommended.

2. Cleaning the Circulating Oil System

The recommendations below are based on our experience, and which give the advice regarding the
avoidance of mishaps to a new engine, or after a major repair.

2.1 Cleaning before filling-up

In order to reduce the risk of bearing damage, the normal careful manual cleaning of the crankcase, oil pan,
pipes and bottom tank, is naturally very important.

However, it is equally important that the system pipes and components, between the filter(s) and the
bearings, are also carefully cleaned for removal of "welding spray" and oxide scales.

If the pipes have been sand blasted, and thereafter thoroughly cleaned or "acid- washed", then this ought to
be followed by "washing-out" with an alkaline liquid, and immediately afterwards the surfaces should be
protected against corrosion.

In addition, particles may also appear in the circulating oil coolers, and therefore we recommend that these
are also thoroughly cleaned.

2.2 Flushing Procedure

However, experience has shown that both during and after such general cleaning, airborne abrasive particles
can still enter the circulating oil system. For this reason it is necessary to flush the whole system by
continuously circulating the oil - while by-passing the engine bearings.

This is done in order to remove any remaining abrasive particles, and, before the oil is again led through the
bearings, it is important to definitely ascertain that the system and the oil have been cleaned adequately.

During flushing (as well as during the preceding manual cleaning) the bearings must be
effectively protected against the entry of dirt.

The methods employed to obtain effective particle removal during the oil circulation must depend on the
actual plant installations, especially upon the filter(s) type and the layout of the bottom tank.

Cleaning is carried out by using the lub. oil centrifuges and by pumping the oil through the filter. A special
flushing filter, with fineness down to 10-20 ,u. m is often used as a supplement to or replacement of the
system filter.
708-23
The following items are by-passed by blanking off with special blanks:

a) The main bearings

b) The crossheads
c) The chain drive
d) The turbocharger( s)
e) The axial vibration damper
g) The geislinger type torsional vibration damper (if installed)
h) The moment compensators (if installed)
See also Plate 70820

It is possible for dirt to enter the crosshead bearings due to the design of the open bearing cap. It is therefore
essential to cover the bearing cap with rubber shielding throughout the flushing sequence.

As the circulating oil cannot by-pass the bottom tank, the whole oil content should partake in the flushing.

During the flushing, the oil should be heated 40-50 "C and circulated using the full capacity of the pump to
ensure that all protective agents inside the pipes and components are removed.

The cleanliness of the lub. oil is checked until it is found to be within the range in NAS 1638, class 10.

In order to improve the cleanliness, it is recommended that the circulating oil centrifuges are in operation
during the flushing procedure. The centrifuge preheaters ought to be used to keep the oil heated to the
proper level.

Note: If the centrifuges are used without the circulating oil pumps running, then they will only draw relatively
clean oil, because, on account of low oil velocity, the particles will be able to settle at different places within
the system.

A portable vibrator or hammer should be used on the outside of the lub. oil pipes during flushing in order to
loosen any impurities in the piping system.

A flushing log, see Plate 70821, is to be using during flushing and for later reference.

As large amount of foreign particles and dirt will normally settle in the bottom tank during and after the
flushing (low flow velocity), it is recommended that the oil in the bottom tank is pumped to a separate tank
and then the bottom tank is again cleaned manually. The oil should be returned to the tank then he flushing
is again carried out.

If this bottom tank cleaning is not carried out, blocking up of the filters can frequently occur during the first
service period, because settled particles can be dispersed again:

a) due to the oil temperature being higher than that during flushing,

b) due to vibrations, and ship movements in heavy seas.

It is recommended to inspect the lub. oil during the flushing, and judge the cleanliness of the lub. oil.

3. Circulating oil treatment

3.1 General

Circulating oil cleaning, during engine operation, is carried out by means of an in-line oil filter and the
708-24
centrifuges, as illustrated on Plate 70818.

The engine as such consumes about 0.1g/BHPh of circulating lub. oil, which must be compensated for by
adding new lub. oil.

It is this continuous and necessary refreshing of the oil that will control the TBN and viscosity on an
acceptable equilibrium level as a result of the fact that the oil consumed is with elevated figures and the new
oil supplied has standard data.

In order to obtain effective separation in the centrifuges, it is important that the flow rate and the temperature
are adjusted to their optimum, as described in the following.

3.2 The Centrifuging Process

Efficient oil cleaning relies on the principle that - provided the through-put is adequate and the treatment is
effective - an equilibrium condition can be reached, where the engine contamination rate is balanced by the
centrifuge separation rate i.e.:

Contaminant quantity added to the oil per hr= contaminant quantity removed by the centrifuge per hr.

It is the purpose of the centrifuging process to ensure that this equilibrium condition is reached, with the oil
insoluble content being as low as possible.

Since the cleaning efficiency of the centrifuge is largely dependent upon the flow-rate, it is very important
that this is optimized.

The above considerations are further explained in the following.

3.3 The System Oil Volume in Relation to the Centrifuging Process

As mentioned above, a centrifuge working on a charge of oil will, in principle, after a certain time, remove an
amount of contamination material per hour which is equal to the amount of contamination material produced
by the engine in the same span of time.

This means that the system (engine, oil and centrifuges) is in equilibrium at a certain level of oil contamination
(Peq) which is usually measured as pentane insoluble%.

In a small oil system (small volume), the equilibrium level will be reached sooner than in a large system (Fig. 1)
- but the final contamination level will be the same for both systems - because in this respect the system oil
acts only as a carrier of contamination material.

Pentane
insolubles %
Peq

Fig.1
'Large volume

time
708-25

A centrifuge can be operated at greatly-varying flow rates (0).

Practical experience has revealed that the content of pentane insoluble, before and after the centrifuge, is
related to the flow rate as shown in Fig. 2.

Pentane
insolubles%
(difference, before/after centrifuge)

Fig.2

0
100%

Fig. 2 illustrates that the amount of pentane insoluble removed will decrease with rising 0.

It can be seen that:

a) Al low 0, only a small portion of the oil is passing the centrifuge/hr, but is being cleaned effectively.

b) At high 0, a large quantity of oil is passing the centrifuge/hr, but the cleaning.is less effective.

Thus, by correctly adjusting the flow rate, an optimal equilibrium cleaning level can be obtained (Fig. 3).

Pentane insolubles equilibrium level %

Fig.3

min.
0
0 optimum
100%

This minimum contamination level is obtained by employing a suitable flow rate that is only a fraction of the
stated maximum capacity of the centrifuge (see the centrifuge manual).

3.4 Guidance Flow Rates

The ability of the system oil to "carry" contamination products is expressed by its detergency/dispersancy
level.

This means that a given content of contamination - for instance 1% pentane insoluble - will, in a detergent oil,
be present as smaller, but more numerous particles than in a straight oil.

Furthermore, the particles in the detergent oil will be surrounded by additives, which results in a specific
708-26
gravity very close to that of the oil itself, thereby hampering particle settling in the centrifuge.

This influences the position of the minimum in Fig. 3, as illustrated in Fig. 4.

Pentane insolubles equilibrium level%

~ Fig.4

\ ___ staright mineral oil

a
Os 100%

As can be seen, the equilibrium level in a detergent oil will be higher than in a straight oil, and the optimum
flow rate will be lower.

However, since the most important factor is the particle size (risk of scratching and wear of the bearing
journals), the above-mentioned difference in equilibrium levels is of relatively minor importance, and the
following guidance figures can be used:

In general,

a) the optimum centrifuge flow rate for a detergent oil is about 20-25% of the maximum centrifuge capacity,
b) whereas, for a straight oil, it is about 50-60%.
c) This means that for most system oils of today, which incorporate a certain detergency, the optimum will be
at about 30-40% of the maximum centrifuge capacity.

The preheating temperature should be about 80"C.

4. Oil Deterioration

4.1 General

Oil seldom loses its ability to lubricate, i.e. to form an oil film which reduces friction, but it can become
corrosive.

If this happens, the bearing journals can be attacked, such that their surfaces become too rough, and
thereby cause wiping of the Babbitt.

In such cases, not only must the bearing metal be renewed, but also the journals (silvery white from adhering
white metal) will have to be re-polished.

Lubricating oil corrosiveness is either due to advanced oxidation of the oil itself (Total Acid Number, TAN) or
to the presence of inorganic acids (Strong Acid Number, SAN). See further on in this Section.

In both cases the presence of water will multiply the effect, especially an influx of sea water.

4.2 Oxidation of Oils

708-27
At normal service temperature the rate of oxidation is insignificant, but the following three factors will
accelerate the process:

a) High Temperature

The temperature level will generally increase if the coolers are not effective.

Local high-temperature areas will arise in pistons, if circulation is not continued for about 15 minutes after
stopping the engine.

The same will occur in electrical preheaters, if circulation is not continued for 5 minutes after the heating has
been stopped, or if the heater is only partly filled with oil (insufficient venting).

b) Air Admixture

Telescopic pipes, and adjoining pipe connections, should be kept tight, as otherwise air is sucked in due to
the pressure fluctuations.

Good venting of the bottom tank should be arranged.

The total oil quantity should be such that it is not circulated more than about 15-18 times per hour. This
ensures that sufficient time exists for deaeration during the period of "rest" in the bottom tank.

It Is Important that the whole oil content takes part in the circulation, I.e. stagnant oil
should be avoided.

c) Catalytic Action

Oxidation will be considerably accelerated if oxidation catalysts are present in the oil.,

In this respect, wear particles of copper are especially bad, but also ferrous wear particles and rust are active.

In addition, lacquer and varnish-like oxidation products of the oil itself have an accelerating effect. Therefore,
continuous cleaning is important to keep the "sludge" content low.

As water will evaporate from the warm oil in the bottom tank, and condense on the tank ceiling, rust is apt to
develop here and fall into the oil, thereby tending to accelerate oxidation. This is the reason in Chapter 702,
point BS, concerning cleaning and rust prevention.

4.3 Signs of Deterioration

If oxidation becomes grave, prompt action is necessary because the final stages of deterioration can develop
and accelerate very quickly, i.e. within one or two weeks.

Even if this seldom happens, it is prudent to be acquainted with the following signs of deterioration, which
may occur singly or in combinations.

The sludge precipitation in the centrifuge multiplies.

The smell of the oil becomes bad (acrid or pungent).

Machined surfaces in crankcase become coffer-brown (thin layer of lacquer).

Paint in crankcase peels off, or blisters.

708-28

Excessive carbon deposits (coke) are formed in piston cooling chambers.

In serious cases of oil deterioration, the system should be cleaned and flushed thoroughly, before fresh oil is
filled into it.
4.4 Water In the Oil

Water contamination of the circulating oil should always be avoided.

The presence of water, especially salt water, will:

accelerate oil oxidation (tend to form organic and inorganic acids)

tend to corrode machined surfaces and thereby increase the roughness of bearing journals and
piston rods, etc. (see e.g. "Crosshead Bearings" in this Chapter).

tend to form tin-oxide on white metal (see "Crosshead Bearings'/.

In addition fresh water contamination can enhance the conditions for bacteriological attack.

For alkaline oils, a minor increase in the fresh water content is not immediately detrimental, as long as the
engine is running, although it should, as quickly as possible, be reduced again to below 0.2% water content.

If the engine is stopped with excess water in the oil, then once every hour, it should be turned a little more
than 1/2 revolution (to stop in different positions), while the oil circulation and centrifuging (at preheating
temperature) continue to remove the water. This is particularly important in the case of sea water ingress.

Water in the oil may be noted by "dew" formation on the sight glasses, or by a milky appearance of the oil.

Its presence can also be ascertained by heating a piece of glass, or a soldering iron, to 200-300'C and
immersing it in an oil sample. If there is a hissing sound, water is present.

If a large quantity of (sea) water has entered the oil system, it may be profitable to suck up sedimented water
from the bottom of the tank. Taste the water for salt.

In extreme cases it may be necessary to remove the oil/water mixture, and clean and/or flush the system,
before filling up again with the cleaned oil, or the new oil.

4.5 Check on Oil Condition

As described in the foregoing sub-Sections 4.3 and 4.4, the on board surveillance of oil condition involves
keeping a check on:

alterations in separated sludge amount.

appearance and smell of the oil.
"dew" on sight glasses
lacquer formation on machined surfaces.
paint peeling and/or blistering.
"hissing" test.
carbon deposits in piston crown.

In addition to the above, oil samples should be sent ashore for analysis at least every three months. The
samples should be taken while the engine is running, and from a test cock on a main pipe through which the
oil is circulating.
708-29

Kits for rapid on-board analyses are available from the oil suppliers. However, such kits can only be
considered as supplementary and should not replace laboratory analyses.
708-30
5. Circulating Oil: Analyses & Characteristic Properties

Used-oil analysis is most often carried out at oil company laboratories. It is normal service for these to remark
upon the oil condition, based upon the analysis results.

The report usually covers the following characteristics:

Guiding Limits
Property Remarks
for used oil
Oil Type Alkaline detergent (for 2-stroke engines)

Specific Gravity Usually 0.90-0.98. Mainly used for identification of the oil. +/- 5%(of initial value)
The viscosity increases with oil oxidation, and also be max.+ 40%
contamination with cylinder oil, heavy fuel, or water. min. - 15%
Viscosity
A decrease in the viscosity may be due to dilution with (of initial value)
diesel oil.
Lowest temperature at which the oil gives off a combustible
Flush Point
vapour. Gives an indication of possible fuel oil min. 180'C
(open cup)
contamination.
This expresses the total content of organic and inorganic
TAN max. 2
acids in the oil. Organic (or weak) acids are due to oxidation.
(Total acid Number)
TAN = SAN +Weak acid number
This expresses the amount of inorganic (or strong) acids in
the oil. There are usually sulphuric acid from the
SAN combustion chamber, or hydraulic acid arising from sea
0
(Strong acid Number) water {ought to be stated in the analysis). SAN makes the
oil corrosive (especially if water is present) and should be
zero.
max. +100%
Alkalinity/TBN Gives the alkalinity level in oils containing acid neutralizing
min.- 30%
(Total base number) additives.
{of initial values)
fresh: 0.2%,
Sea water has a higher corrosive effect than fresh water
water (0.5%for short periods)
(see previous point 4.4).
Saline: trace
Residue from incomplete combustion, or cracked
Conradsen Carbon max. +3%
lubricating and cylinder oil.
Some additives leave ash, which may thereby be used to
indicate the amount of additives in the oil. The ash can also
max.+ 2%
Ash consist of wear particles, sand and rust.
The ash content of a used oil can only be evaluated by
comparison with the ash content of the unused oil.
Usually stated as pentane/heptane and benzene
insolubles. The amount of insoluble ingredients in the oil is Non-coagulated
checked as follows: pentane insolubles.
Equal parts of the oil sample are diluted with benzene max. 2%
(C6H6) and normal pentane (C5H12) or heptane (C7H14).
Insolubles
As oxidized oil (lacquer and varnish-like components) is Non-coagulated
only soluble in benzene.and not in pentane or heptane, benzene insolubles.
the difference in the amount of insolubles is indicative of max. 1%
the degree of oil oxidation.
The benzene insolubles are the solid contaminants.
The above limiting values are given for reference/guidance purposes only.
708-31
The assessment of oil condition can seldom be based on the value of a single parameter, i.e. it is usually
important, and necessary, to base the evaluation on the overall analysis specification.

For qualified advice we recommend consultation with the oil company or engine builder.

6. Cleaning of Drain Oil from Piston Rod Stuffing Boxes

Plate 70822

The oil which is drained off from the piston rod stuffing boxes is mainly circulating oil with an admixture of
partly-used cylinder oil and, as such, it contains sludge from the scavenge air space.
In general, this oil can be re-used if thoroughly cleaned.

Plate 70822 shows our standard cleaning installations.

The drain oil is collected in tank No. 1. When the tank is nearly full, the oil is transferred, via the centrifuge, to
tank No. 2, via the centrifuge, and thereafter recirculated a number of times.

When centrifuging the stuffing box drain oil, the flow-rate should be decreased to about 50% of what is
normally used for the circulating oil, and the preheating temperature raised to about 90'C. This is because, in
general, the drain oil is a little move viscous than the circulating oil, and also because part of the
contamination products consist of oxidized cylinder oil, with a specific gravity which does not differ much from
that of the circulating oil itself.

Water-washing should only be carried out if recommended by the oil supplier.

Finally, the centrifuged oil, in tank No. 2, should be filtered a number of times through the cellulose fine filter,
at a temperature of 60-80'C. This will remove any very fine soot and oxidation products not taken out by the
centrifuging, and thus make the oil suitable for returning to the circulating system. ·

Provided that the circulating oil is an alkaline detergent type, it is not necessary to analyze each charge of
cleaned drain oil before it is returned to the system. Regular sampling ad analysis of the circulating oil and
drain oil will be sufficient.

If, however, the circulating oil is not alkaline, all the cleaned drain oil should be checked for acidity, for
instance by means of an analysis kit, before it is returned to the system.

The "total acid neutralization" number (TAN) should not exceed 2.

If the TAN exceeds 2, the particular charge of drain oil should be disposed of.
708-32

Camshaft Lubrication

1. System Details
Plate 70823

NB: This describes separate camshaft lubrication system. In case of the uni-lubrication system (common oil
system as main lubricating system, special sealing is applied to prevent the fuel oil into the lubricating
system.), refer to main lubricating system.

To prevent the circulating oil in the crankcase from being contaminated with fuel, the engine is provided with
a separate forced lubrication system which supplies oil to the camshaft bearings, roller guides and
hydraulically operated exhaust valves.

This oil is taken from a special tank by one of the two circulating pumps, and is then passed through a cooler
and a filter.

The absolute fineness of the full flow filter should be 50 µ m (0.05mm), corresponding to a nominal fineness
of 30 µ m at a retaining rate of 90%.

From the bearings , cams and roller guides, the oil drains to the bottom of the bearing housings.

1. The lub. oil is drained back to the tank through a magnetic filter.

2. The cleaning of the camshaft oil is done by the by-pass fine filter unit which is connected to the camshaft
lub.oil tank. The lub. oil is drawn from the bottom of the tank by a pump and is returned to the tank through a
fine filter.

Regarding the detail of by-pass filter, refer to the instruction manual of the filter.

The system is fitted with pressure-switches, which are activated at low oil pressure for signal to an alarm
device and for automatic start of the stand-by pump.

1.1 Pressure Adjustment

The oil pressure is adjusted in the following way:

1. Open the valves in the system and start pump No. 1.

2. Check that the oil circulates and that there is sufficient oil in the tank.

3. Set the pump by-pass valve to open at the maximum working pressure of the pump - not, however,
higher than 4 bar. Adjust in steps (while a valve in the pressure piping is slowly closed and opened)
until the pressure, with closed valve, has the above-mentioned value.

Make the same adjustment with pump No. 2.

2. Camshaft Oil

(NB: The camshaft oil also operates the hydraulic exhaust valves).

The same oil as in the engine circulating system is normally used.

708-33
2.1 Fuel Contamination

Regularly check the camshaft lub. oil for fuel contamination, and change it if the fuel content exceeds 10%.

Checking is recommended at intervals of max. three months.

The dilution will be indicated by:

increasing oil level in the tank:

smell of the oil:

increasing oil viscosity (in the case of HFO contamination}

It can also be "measured" by a flash-point test, but this can only be done ashore.

2.2 Water Contamination

Also regularly check the oil for the water contamination.

Water ingress is indicated by;

1. Increasing level in the oil tank.

2. Discoloration of the lub.oil

3. Sudden(momentary} increase of pressure differential across the by-pass filter. ··

The water has to be removed from the oil by means of centrifuging soon as possible.

NB :Before the oil is returned to the system, it should be checked for the possible fuel oil content.

2.3 Flushing Procedure, Camshaft Lub.Oil System

Plate 70824

In principle, the flushing procedure for the main lub. oil system is used, with the following modifications.

1. Remove one inspection hole cover on each camshaft roller guide housing.

2. Remove the lub. oil inlet pipe sections of all camshaft roller guide housings. (see diagram, Plate 70824),
and inspect internal cleanliness of all opened pipes.

3. Connect a flexible hose with a valve to the open end of the lub. pipe at point (B) of each cylinder unit, and
suspend the flexible hose through the open inspection hole into the corresponding camshaft oil pan.

4. To improve the cleanliness, it is recommended to operate CJC filter (fine filter) or an additional 6-10 µ m
filter, see plate 70824.

5. After flushing, the lub oil pipe blank flanges at points Y & Z, other possible "blind ends" and the camshaft
lub. oil tank should be opened for inspection and manual cleaning.

Flushing log, see plate 70821, is to be used during flushing and for later reference.
708-34

Turbocharger Lubrication

1. MAN TIC, System Details

Plate 70825

The lub. oil system for the MAN type of turbocharger is shown separately on Plate 70825. See also Plate
70819. the system is supplied from the main lub. oil system, via inlet U. The oil is discharged to the main lub.
oil bottom tank via outlet, AB.

The discharge line is connected to the venting pipe, E, which leads to the deck.

in case of failing lub. oil supply from the main lub. oil system, e.g. due to a blackout or defects in the system,
lubrication of the turbocharger is ensured by a separate tank.

The tank is mounted on top of the turbocharger, and is able to supply lub.oil until the rotor is at a standstill, or
until the lub. oil supply is re-established.

2. ABB T/C, System Details

The ABB T/C has an integrated lub. oil system, please refer to the special ABB instruction manual.

3. Other T/C, System Details

Please refer to the T/C maker's instruction manual.

iVlain Bearing, Thick Shell Plate 70801-40

A-A
(Bore Relief)

Thid~/ihin shell main-bearing assemblies.

ENGINE TYPE THICK SHELL THIN SHELL

S26MC
S/L35MC
*
L42MC
*
US/KSOMC
*
*
US/K60MC
*
US/K70MC
*
S/K/L80MC
*
K80MC-C
*
·US/K90MC
*
K90MC-C
*
Plate 70802-40 Main Bearing, Thin Shell

A-A
(Bore Rel lef)
Crosshead Bearing Plate 70803-40

A-A
(Oil Wedge)

Extend of o[l-wedges tn crosshead bear\ng lower shell

Engine type EXTEND L (mm) .
S26MC 7.5
S/L35MC 10
L42MC 12
US/K50MC 15
US/K60MC 15
US/K70MC 15
S/K/L80MC 15
K80MC-C 15
US/K90MC 18
K90MC-C 18
-
-* 011 each siae of the axial oi groove.
Plate 70804-40 Crankpin Bearing

8-B
(Tang. Run-out)

A-A
(Bore Rel \ef)
Main Bearing Assemblies Plate 70805-40

\
I

Fig 1. Thick shell

Fig 2. Thin shell

I
.....
/
! ffi
I
2

)
Plate 70806-40 Guide Shoes and Strips

8-B
Thrust Bearing Assembly Plate 70807-40

)
Plate 70808-40 Camshaft Bearing Assemblies

f i. g 1 . Fu l l Shel l Ass em bl Y.

Fi.g 2. Half Shell Assembly.

Inspection of Bearings Plate 70809-40
Recording of Observations

References to Volume II, 'Maintenance'

Bearing Type Inspection without Open-up Inspection
Opening-up and Overhaul

Main bearing 905-2 905-3

Crankpin bearing 904-6 904-6
Crosshead bearing 904-2.1 904-2.2
Guide shoes 904-5 -
Crosshead guides 904-5 -
Thrust bearing - 905-4
Camshaft bearina 906-5.1 906-5.2

\ecording of Observations
Use the Inspection Sheet, Plate 70814. For help, refer to example, Plate 70813.

A) lnsoection without Openina-Uo

State the following information:
Date I Signature I Engine running hours I Type of inspection I Bearing type (Plate 70809,
Table 1) I Bearing number I Observation (Plate 70812, Table 3) I Remarks I Glee.ranees.

B) Ooen-Uo lnsoection and Overhaul

State the following information:
Date I Signature I Engine running hours I Type of inspection I Bearing type (Plate 70809,
Table 1) I Bearing number I Manufacturer's logo I Damage to (Plate 70809, Table 2) I
Observation (Plate 70812, Table 4) I Site and extent of damage (Plate 70810-7081 i) ·I
Remarks I Clearances I Hydraulic opening pressure I Roughness.
The site and extent of the damage is determined by:
)
1) The approx. centre of the damaged area (see examples I, ll and Ill).
The axial location (I) of the centre should be stated in (mm) from the aft end of the
bearing or the journal.
2) The extent of the damage defined by a circle with radius (r); or a rectangle (a, b) or
(a, b, +/- c), (see examples I, II and Ill).
Note: For isolated cracks, illustration Ill is used, with the measurement b omitted.
Table 1: Table 2:

Bearing Type Damage

Main Bearing MB Overlayer OL

Crankpin Bearing CRB White Metal WM
Crosshead Bearing CHB Journal j
Guide Shoes GS Pin p
Crosshead Guides CG Transitions:
"\

) Thrust Bearing TB Oil Wedge ow

Camshaft Bearing CSB Bore Relief BR
Tang. Run-out TR
Back of Shell BS
Plate 7081 0-40 Inspection of Bearings
Location and Size of Damage in Bearing Shells

INSPECTION OF BEARINGS
(SITE OF DAMAGE AND SIZE.)
0

VIEW FROM AFTER.

/1h15'; Lm; (a,b,±c)/

x, ,x
- J_ _ 9 3---1-
.I. l
y I ly

/7h 1 5 I ; LI
. / 5 h 4 5 I' ; l 11 ; { a , b )/
6
I 1 I -- A

UPPER SHELL
-+-1---_:.__ _ _ -T
I j1*l,,,
-1,-----t-t- M
Y-Y

L...L_____!.._-+--i--1 I --------- F
I I
----1------!--!~-----,,,.-- F

LOWER SHELL
x-x T i i[ M

CENTER
Ii Il
J 1-nt
I
l 11
-- A

OF DAMAGE.
II
t b
I
l+c
b
r I

1-)
t
a a
Inspection of Bearings Plate 70811-40
Location of Damage on Pin/Journal

CROSSHEAD PIN.
(VIEW FROM AFTER.)
0

e
.. l •

+
6

MAIN AND CRANKBEARING JOURNALS.

(VIEW FROM AFTER. )
0
F '·
/,A- -1- ~,._\ _-
M

n
r.
I

I• IL
I I
I

u
I' 3 I '

)..
'\.
) 'y ..._

6
0
F M '
,-,
:

~~~~_..._..---~-,i-
I I l

6 CD MAIN BEARING JOURNAL.

@ CRANK BEARING JOURNAL.
Plate 70812-40 Inspection of Bearings
Observations

Table 3 Inspection without Opening-up (7.1)

Checks Symbol Observations
Oil Flow OF . OK, similarity
u Uneven
Oil Jets OJ . OK, similarity
(Crosshead, Guide Strips) R Reduced
M Missing
TW Twisted
White Metal WM . OK
SO Squeezed out
CR Cracks
L Loose
M Missing
Crosshead Guides CG . OK
.
SC Scratches
co Corrosion
SW Silvery White
Oil Pan OP . OK, clean
WM White metal fragments
Oil Condition oc . OK
DK Dark
WT Water traces

Tabie 4 Open-up Inspection and Overhaul (7.2)

Checks Symbol Observations Ref.
White Metal WM . OK
w Wiping 7.3 II
HC Hard Contact 7.4
OS Oil Starvation 7.7
CR Cracks 7.5
CRC Crack Cluster 7.1
L Loose 7.1
M Missing 6.2
SE Spark Erosion 7.4 8, 6.1
co Corrosion I
Overlayer OL . OK
(Crosshead only) TE Tearing 7.3 I
w Wiping 7.3 II
Transitions: . OK
Oil Wedge ow RR Ragged Ridges 7.7
Bore Relief BR w Wiping 7.7
Tang. Run-out TR D Disappeared 7.108 II
Journal/Pin J/P . ·oK
SE Spark Erosion 6.2
co Corrosion 7 .48, 6.1
SW Silvery White 6.1
SC Scratches 7.4, 7.11
Back of Shell BS . OK
FR Fretting 7.4
TH Trapped Hard Particles 7.4
- . ._
0 ' ·g ::i rn -·~
::i '<
.~..)' "O :x: :IJ c_ z -<
·.. -::
-·::i
Cloaranco (mm) ., '< oO
e!. \_..;n, ::i (Q (JI "O ro .,a. c: ..,
c: 0 !::! I~-
ro o (Q
::r
-· ~ ro (/)
(/).
(Q
..a.
X"
o ro
::i 0 0 Description of condition c: ::r ::J
ro C'. ~ Top 0 ::J ~
a. c: ..,
~ -0
CT
'< .
.., c:
Ill ::i
0
::J

~
Fora Aft
<D
::J
ro
(/)
Ill ::I
w
.......
-·

%·?~ N.N. loooo 'l. 2 M~/Y /MBD/'tH''\ /C\Z.~Lj Mj\-\C/7h \S

1

_; ~1 ~ (II o,s o.S iio Nb (H) ::J ::i

CD CD m en (/)
c: c: ::J
- t.n
a. ::J 15
(")
-0
(!)
'< ..,ro
%-9~ N.N ISooo 7i CH 13 /s I Mw /'NM; ow /'t-J ~RR Is~ L\S hr. j (o.,b) # 1
;
() ,L\ 0,\-\ qoo N3 (t;)
ro
..,OJ
(1)

~ro
:::.
0 -
::J 0
-·
JJ :J
()

~ 0
VJ-9~'.,, N.N.
0 ......

~<XX) 7.?v I I I I M;W I

(RB 2J MfJD 'NM \h \S ~ 1ro ~ c~.'o //-c) ff
1
0 )\_\ O,l{ i'rJo Nb(E) 0.. rn
en ro
~

m
x-·
OJ
-i

!lJ ::J
z ::Jm 3 (Q

Y3·9J N.N. I I OF~ \)_ I 03 ~ R \'NI~\\\',

0 "O (/)
i:,00 ~.I C'r1B fa j SQ// 0 I\.\5 0 1l15 :. <e.
::J (1i
ro
()
~
--
()
()
:E
.....
t--

~ :IJ
0 c
- :J
~ :J
:J
(Q
::r
0
..,c
A Ill
.......
' ;. ()
0
~ ::r
(1)
(1)
0 -0
X"
ro
a. .....
OJ
(!)
CT
'<
--..J
0
en
_..
.t>. .t>.
....... wI
A
1) Engino diroction of rotation, soon from oft, must bo undorlinod; CW: Clockwiso, CCW: Count or Clockwise. 0
2) Inspection without oponing-up: 7.1; Opon-up lnspoction: 7.2.
3) It should bo staled whothor tho rouollnoss is moasurod: M, or ovaluatod: E.
4) Only to llo flllod In, If oll ob:;crvotions oro carrlod out at tho snrno running !1ours.
Plate 70814-40 Inspection of Bearings
Inspection Records, Blank -,

M/V Enqine type: CW I CCW 1) Running hours Checked by: 4)

Total 4)
Yard: Builder: Engine
No.: Built year: No.: Date: 4)

Journal/pin
Roughness 3)

Hydr. open.
pressure
~

E
.s <
0
u c:..
0
c I-
Cl
0
~ 0
0
lJ...
0
.

a5
V)
.3:
~
u
0
0
~

0
I c
::J
i 0
c 0
.Q ?i0
·-
~

'D
c 0
0
I -
0
(.)

I1
V)
.cs
L!J-=
l 0
c
u
0

~
0 0
0..
·;:: ~
(.) 0
l Cl)

' <D
0
i

Type of
inspection 2)

Engine run-
ning hours

Checked by

Date
Report: Main Bearing Alignment (Autolog) Plate 70815-40

.... v Enqine Type: Total running Checked by:

hours
Builder: Engine No.:
Yard No.: Built year: Date:

For comparison of Ships draught, aft measured Fully loaded

(m) (m) Ballasted (m)
measurements
Jacket cooling water temp. (oC) Main lub. oil temp. (oC)

I Top
I
Fig. 1 Fig. 2
~ I ~

I
ll I ~' -f\_-C+l

i-'--
I Cam- 0 Exhaust

l ~
-f-0-i-
~
[? ~(-) shaft

& side

81 82
For deflection readings, a dial micrometer is to be placed I
l the punch marks. . Bottom
Looking forward
Example for deflection reading 7L60MC. (See also Deflection Curve, Plate 70816A).
(Unit for measuring and calculating: 1/100 mm)
I
Cyl. No. & deflections I
I
Fig. 3 Crank position I
1 I 2 3 I 4 5 6 I 7 I
Near bottom, exhaust side 82 0 0 0 0 0 0 0
Exhaust side E 6 2 5 .! 2 2 -2
I
,
Top T 14 3 8 10 1 u

Camshaft side c 7 2 5 4 -1 -3 -/
.
Near bottom, camshaft side 8, -1 2 -2 2 -1 -2 -i
:

Fig. 4 = 8 0 1 I -1 o I -1 0

Fig. 5 Deflections from vertical misalignment i

I

Top-bottom or {T-8) = v 14 2 9 I 9 I 1 I 4 I -4 Ii
In order to see which main bearing should be adjusted (aligned), the figures above can be
used for making a deflection curve as shown in Plate 70816. For permissible deflections, see
Plate 70817. See also Item 2.2 'Checking the Deflections' earlier in this Chapter.
l

F!g. 6 Deflections from horizontal misalignment :

Exhaust - cam side (E-C) = H I 1 0 0 I 0 l -3 I -5 I -5

Fig. 7 Check on de-
flection mea-
{T + B) = G 14 4 7
I 11
I 1
I 2
I -4 i

surements, etc. (E + C) = D 13 4 10 I 8 I 1
I -1 I a -~

If the deflection measurements (autolog) have been carried out correctly, the deflection sums G anc
D should be nearly the same, i.e. to within one-third of the permissible values given in plate 70817,
col. 1 (marked with ·').
If G and D differ, this must then be due to a floating journal or ovality/eccentricity, and the clear-
ance(s) in the relevant bearing(s) should be examined with a 5/100 mm feeler gauge with the crank-
)aft in four 90° positions. Here, e.g., it is recommended to examine crank No. 7.
If the feeler gauge cannot enter the clearance, the deflection measurements are acceptable.
If the feeler gauge can enter, then the journal is 'floating', and this must be remedied.
HD
:r"

Ql rh ; ; ; GJI
~·a

~;
2

-~
3 5 6 7

I
------ Chain
- Cronl< thro" Nos.
Throwc in
TDC posit ion

M6osured "vertical•
IJ
ru
.......
m
-....J
0

~;i;~irw_I::__,+,4 . . I-+:~-l rt-i rt-i ~ i- -- _:{-~---~;--r

deflection" co
_..
1 Deflected centrel in•

I--~-:+-J-I_8--k]-;-l-=~l-I-·, I~
(J)
of Cronkshaf t )>
I
_,_JI I I : ,
L -,- J : : I

1 I ... I I I I I I I I L_,_J -,- 8 L ~--- Hain b•orino Nos. ~

0
2 L--J L r J L--J r r 'r-----...'1----- Throws in
' I 3 I 4 -,- 5- I 6 I 7 I I BOC position
Flo.8 illustrates "Oponino• and "Clo~ino" of throws due I I
to v<1rticol 11i•oli9nment of the o><i:> - in the above exonple I I
cous• by main bearing no.1 being high I I
I I I I
I ~ I I
I
Fig.9 d6fection diagram for cronkehoft. The deflection diagram is drown
from deflection readings given in Fig.8. Working successively from left I /,
to rioht, the deoorom is dro>rn br lettino the lin<i under .. ach main bearing I h_::.--
deviot6 by on angle which Is proport ionol to fhe deflect ion measured 1 _,_.,.I
I.,.,~
in th• previous thro ... (se6 text for further explanation).•
J I I J
I I I I I _.,..... J_:;::-?° I I
Fio.10 in thi:i example, the final defl•ction curve indicates _,,,,,/,,I I I
that bearing nos.1 is somewhat "hioh<ir" that the others, I__..__.. I I
and tho chonkshaft is in o natural sog-lin" I .... ~1 fl' I I
I __..__.. I /I I I 1-4/
.!..__.._.. ~/ I I I /
I .,... ...... , / I ,,,
:.,,_..,,..__.. J __..lf_,·: : 10:7 1,,,,,, I
.-- y_, I I I I ~ A8 I
_...
I ,... I I J I I
)_.,....- I / J I I I/
. •4 I
. . ....-· I I /I J I I A7 I
FIG.to"- I ............- J ___.......-( I I I I ,...,...0:6 I
DEFLECTION '~ I ...- 1 I _ ......-'iY.... I I I I
CURVE I -~, --:::-o/--::-1--9--j I J I I
__.. I A6 +1 I I
I .,..(',,.. I 1 I I I ~CXS J I
I .. ..- J I I I I I I I
I J I I I I I I •9 I .,
I I I I 1 I I I AS ............ - I I
FIG. 9 AI I I I I I I I I o: 4 I I I
DEFLECT!~~ ~A4
I A2
DIAGRAH (LINE) ----.._l,.....__~j--'~
I -... -...
I

'-
0: 1
I A3

+I 4
I
0: c.
-- -..
O:J •9

'2 I
I
I
I
I
I
I
I
I
I
I -... I I I I I
I I I I I I
I I I I
I I I
I I I
I
J
·._/

--------Cronkthrow Nos.

m[8
>CD >OJ • >CD
_....--------- Throws in

G1 bl ED7
:rro :rro Chotn :rcD
-· a1

~ ~·
·IC
1

+; 2
2
I
'3
I BIO 4

-lJ ~~·
-· a
1
d r i v e -· a
J
J:
1

:i: ~· - { 2
to
5

+
6 7
1
I
~
___.-
~Measured
I
TDC position
"vertical"
de fl e ct \ on s
~Deflected centreline
FIG.8
SCHEMATICAL
---
r
-1-
1 - - - - L ____
+2 +14
r.....L-r--T
_L _ _ _ _
r l::i:_ ___ L -r--,-,-- +5t-_____ 1
of cronkshoft
+ I ~ l ~ I ~ : ~ I· I I I I ~Main
"l-

DRAWING I ~ _:_ ~ I I I I I I : I I ~l ~I be or i ng Nos.

J_ ~
I 2
L .L
I
.J
3
L -- .J
I 4 5 6
I
I 7
T
I 8
L
: V9 ,..------~ Throws in
1
BOC po s i t i on

Fig.8 illustrates "Opening" and "Closing" I I I I

of throws due to vertical mi sol ignment I I I I
of the axis - in the above example I I I I
I I I I I
ill I _
caused by moin bearings Nos. 1.
5 and 6 being high. jl~ ~
55 12

I
; ~~"---r.A1
-11
~~ - - i -
t8z-:cx11
.J~j
1B4// I I
I I B6 lex 6 I
I I CX4 I I I I I
I +14 I : I I I
1M ,,. I I I I I I I_./
I ,,-l(x 3 I I I I I I ~,.--1,,.. _,,. ,.
~ B3 :I I I II II I __.L--- -- -- _,,. (
A3 ,... +2 I I I I ~--1----0---l--~- _,..1..- __. I
~_...,.~ -
A1 : A2 ~ B2 I
I
: I
I
I /.A:T I
I
I
1 I __. ..- _,,. I
_,,. .- ....., - I
I
I
FIG.9 ~ +f-v~ - +
12
1 I /I" I j..-- I I
DEFLECTION I 81 1cx 1 I I I,,../ ,.....
DIAGRAM I I I ,,fa I I _. -- -- I

( LI NE l I I ,,. I _,. ..- 1

( Deflection (olignmcntJ curve for moin bearings.The
I /' _...J....- deflection diagram (Fig.9) is drown from deflec-
1 ,.QJ/ I ..-- ,,.,, I i o n r c o d i n g s g t v e n i n F i g . 8 . Ho r I< i n g s u c c c s s i v c l y
I L/ . . . --f fr-om left to right, the diagram ts drown by letting ' "D
I I ,.._......-.....- L- ..- ..- I the line under each main bear inn" deviate by on angle
ni
.--v which is proportional to the deflection measured in
FIG.10
DEFLECTION
--e---1=.,
__ ..... t~
. . . I, I
I
the previous throw (sec text for further explanation).
...-+
('()

"1
CURVE __.. I I I In tho above example, tho final dofloction curve 0
-Fig. 10- indicates that bearing Nos. 1 ,5 ond 6 aro co
_.
somewhat "higherl/ than the others. m
mI
.p.
0
Crankshaft Deflections Plate 70817-40

....

I
I I

Valid for Cold Engine

normally obtainable Realignment Absolute maximum

for a new or recently recommended permossible
type
overhauled engine
mm mn mn
1• 2 1 2 1 2
S26MC 0.12 0.24 0.31 0.36 0.46 0.46
L35MC 0.10 0.20 0.27 0.30 0.40 0.40
L42MC 0.14 0.28 0.37 0.42 0.56 0.56

_,. L50MC
S50MC
0.17
0.23
0.34
0.46
0.45
0.61
0.51
0.69
0.68
0.92
0.68
0.92
L60MC 0.20 0.40 0.54 0.61 0.81 0.81
S60MC 0.27 0.55 0.73 0.82 1.10 1.10
L70MC 0.24 0.48 0.63 0. 71 0.95 0.95
S70MC 0.32 0.64 0.85 0.96 1.28 1.28
K80MC-C 0.24 0.48 0.64 0.72 0.96 0.96
L80MC 0.27 0.54 0.72 0.81 1.08 1.08
S80MC 0.36 0.73 0.97 1. 10 1.46 1.46
K90MC-C 0.27 0.54 0.72 0.81 1.08 1.08
K90MC 0.27 0.54 0.72 0.81 1.08 1.08
L90MC 0.30 0.60 0.81 0.92 1.22 1.22

1. Normal for all crank throws.

2. Permissible for the foremost and aftermost crank throws, when the crankshaft is
provided with a torsional vibration damper, tuning wheel, flexible coupling, or the like.

When judging the alignment on the above "limiting-value" basis, make sure that the
crankshaft is actually supported in the adjacent bearings. (See 'Alignment of Main
Bearings' point 2.4 'floating journals' and Plate 70815, Fig. 7).

* These values are also used to judge the correctness of the autolog deflection
measurements. See Plate 70815, Fig. 7.
Deel<

droin tonk

'\ /

Jrf
/ Fino fll lrot ion of lvb.oll by
Eno in• t'lOOn3 of . .J, • by-po'' ( ll ler3
il oJ ind\caf•d br dott.d l in•> con 0
/
0

\ -.!:..!.£lace in-c•rv(ct purf((cot{on. ...,

r
(')
' c
OJ

~ Jj
f<}- Bron<h fro• und•r•ld• :J
F••l•r A5*C of oiP• (.Q

:.lt:l- -"- T'-1- :-~_ln_\_o_~_l_ ~ ','."~ ~: ~

0
0
• v_' ; : : : :;. . '
0
' ;, : __: )9 Y3 (})
'<
C.J.C.br-pou fill•r 0) •f© t-0 :SOn •. (/)

<1>
r - - _....... - - -1- - - --i1- - - - - - ..J "- - - - _...., - - - j

Cooltnooll turbochoro•r. 3
0
7 c
(/)

Q
(()

m
:J
(Q
:J
(()

For initial fill fn~~R!.

·'

Systom oll outlot Crosshood boorin~ Moin bearings

piston

0
......
0
c

~~ff~:~-
5 c L.
s - engines ::i
tO
0
Q_[o
To chatn drive
To 2nd order moment compensator (/)
'<
(/)
I I ( fore end if mounted ) ......
(i)

3
:J
(/)
Art. Fore.
0.
C1l
m
:J
Plate 70820-40 Flushing of Main Lub. Oil System
Location of Checkbag and Blank Flanges

Location of checkbag and blank flanges.

lube
0 i l

Protection

Blanking off pipes:

1. Main bearing br-pass blanks
2. Crosshead bearings br-pass blanks
3. Blank-off bearings and spror nozzles at main chain
4. Blank-off thrust bearing
5. Blank-off or br-pass axial vibration damper
6. Blank-off torsional vibration damper
7. Blank-off for~ard moment compensator chcin drive
8. Blank-off or br-pass turbocharger
9. Blank-off hrdraulic chain tightener
10. Blank-off PTO-PTI power gear
Plate 70821 ·40 Flushing of Main Lubricating Oil System
Flushing Log

M/V Enqine Type: -- System Checked by: ;

Builder: Engine No.: M.E. Lub. Oil

Yard No.: Built year: Camshaft Date:

Info Pumps Filters Absolute/fineness Centrifuge Magnet Filter

Centrifugal D Maker Maker: Maker:
Screw D Main µm Type: Type:
Maker Type Capacity: Other Filters
Type By-pass µm Maker:
Capacity: Type Type:

Filter Unit (ii used) µm L.O. System

Type
~.faker Temp.
[CJ
Press.
(bar]
Pump 1-2 I Purif:er I Filter
Unit Check
No.
Inspection of Checked by Date at Time Rur.ning Runr.ing s·~-'
lC.• ..; StarJ &
pump start hours hours s•,.. . . .
~"-'~' stop ISO
Pipes & rur.ning Code
& per total rcnr.i<.g
Tar.ks M.E. hcc:rs hours
stop day
Date: I Remarks .
I I I I I
I I I I
I I I I I I I
I I I I I I I
l I I I I I I I
I l I I I I
I
I
l I I I I
I I I I I I
l I I I I I
I I I I I I I !
I I I I I I II I
I I l I
I I I I II I
I I I I I I
I I I I I I I
I I I I I
I I I
I I I I I
Sign. Inspector: Yard/Engine builder Total flushing hrs.: Final cleanliness:
Check bags ISO 4406 Cede

Recording ot pump running hrs. within Y2 hr.

Cleaning and replacement of filters to be recorded under remarks.
Accepted flushing cleanliness level: Clean check bags after 2 hrs. (ISO 4406 Cede $ 19/15)
'.

0
(()
Ill
::J
::J
tO
(J)
'<
(/)
.....
32mm.nom.bore (()

3
r - - - I (J)
.....
:~o: -
c

r r
L----1
::J
tO
(JJ
0
><
Main engine ..,0
Ill
2 ::J

Tank top 0

Heating coil
Drain tank for oil from
1
To l u b . o i l b o t t o rn t on I~ piston rod stuffing boxes.

From purifier

To purifier - '1J
.....
Ill
ro

"
0
co
N
N
I
.f:>
0
-u
Full rlow filter to be situated as ru
......
near as possible to the main engine. CD
-...J
H For filter type see filter specification 0
co
N
w
~
.
0

Main ()
ru
Engine 1i2'...:._Q_Q_~S
valve maY 3
be omitted in cases en
where the pumas have :r
Slope or vertical b 1· in br-poss. -
r
ru
,.....
c
rr
E
E
0 filter 27/276
0
l()
300 l/h :J
(Q

c 0
De ta tl (/)
'<
Magnetic filter en
,.....
1123t)l"Heco" ro
~ 3

/-1-·-
x~ -f

Detail rn rn
0 2f ~f
~ --- - - - - - - - -- --~n1-.L_____J
Lowest level with
pump in service T._o_r_L_1e_l_o_i_l_d_r_a_i_n
tonh or waste oil
tan!.;.
Flushing of Camshaft Lubricating Oil System Plate 7082L.-40

Exhaust
1r
valve actuator
I I
I 'I

Fuel pump

0P\pe to be
II
di.sconnected.
l
I T Il
I
T
' T
II Z

50 micron filter
l
to be changed to I
10-20 micron dur\ng
flushing.

u Ftll i.ng pipe

Plate 70825-40 Turbocharger Lubricating Oil Pipes

Scavenge air recelver

H I
-+--&-:---
Sealing air

H
turbochcroer

-+DO
SAFETY t:=>RECAUTIONS AND ENGINE DATA

CHECKS DURING STANDSTILL PERIODS

STARTING. MANOEUVRING AND RUNNING

SPECIAL RUNNING CONDITIONS

FUEL AND FUEL TREATMENT

PERFORMANCE EVALUATION & GENERAL OPERATION

CYLINDER CONDITION

BEARINGS AND CIRCULATING OIL

WATER COOLING SYSTEMS

DATA
709-1

Chapter 709 WATER COOLING SYSTEMS

CONTENTS PAGE

WATER COOLING SYSTEMS

1. GENERAL 709.02

2. SEAWATER COOLING SYSTEM 709.02

3. JACKET WATER COOLING SYSTEM 709.03

4. CENTRAL COOLING SYSTEM 709.03

5. JACKET WATER COOLING FAILURE 709.03

COOLING WATER TREATMENT

1. GENERAL 709.04

2. CLEANING THE WATER SYSTEM 709.04

3. COOLING WATER AND INHIBITORS 709.05

3.1 Cooling water quality 709.05

3.2 Corrosion Inhibitors 709.06

4. CHECKING THE SYSTEM AND WATER, DURING SERVICE 709.06

5. CLEANING AND INHIBITING PROCEDURE 709.07

5.1 Degreasing 709.07

5.2 Descaling with Acid Solution 709.08

5.3 Adding the Inhibitor 709.09

5.4 Nitrite-borate Corrosion Inhibitors 709.09

PLATES

Seawater Cooling System 70901

Freshwater Cooling System 70902

Central Cooling System 70903

Preheating of jacket cooling water 70904

709-3

WATER COOLING SYSTEMS

1. GENERAL

Pipe systems vary considerable from plant to plant. The following schematic pipe diagrams are included
here, for guidance, to illustrate the essential principles of the circuits and their correlation.
For a specific plant, the correct details must be found In the piping diagrams supplied by
the shipyard.

2. SEAWATER COOLING SYSTEM

Plate 70901

Sea water is drawn up through the sea connection (1) by the seawater pump (2).
From the pump, the water-flow is divided into four separate branches:

a) through the adjustable valve (3) direct to the main engine scavenging air cooler(s).
b) through the adjustable valve (4) to the camshaft lube oil cooler. Be aware the risk of super-cooling
the jacket water if a fresh water generator is installed without thermostatic control.
c) through the lub. oil cooler and jacket water cooler, which are connected in series.
d) through the non-return valve (5) to the auxiliary engines.

The sea water from the above-mentioned four branches is later mixed again, and then continues to the
thermostatically controlled 3-way regulating valve (6) at the seawater overboard valve (7).

Regulating valve (6) is controlled by the sensor (8) which is located in the seawater inlet pipe to the circulating
oil cooler. The thermostat is adjusted so that the water temperature at the pump inlet is kept above 10 "C, in
order to prevent the lub. oil from being too viscous on the cold cooling surfaces .( see also in Chapter 701)

If the seawater inlet temperature drops below the set level, then regulating valve (6) opens for the return flow
to the seawater pump suction piping.

3. JACKET WATER COOLING SYSTEM

Plate 70902,70904

The jacket water is circulated through the cooler and the main engine cylinders by jacket water pump (1). The
thermostatically controlled regulating valve (2), at the outlet from the cooler, mixes cooled and uncooled
jacket water in such proportions that the temperature of the outlet water from the main engine is maintained
at 80't:.

Regulating valve (2) is controlled by the sensor (3) which is located in the cooling water outlet of the main
engine.

An integrated loop in the auxiliary engines ensures a constant temperature of 80 't: at the outlets from the
auxiliary engines.

To prevent air accumulation in the cooling water system, a venting tank (4) (cyclone tank) has been inserted
in the outlet piping.
The expansion tank (5) takes up the difference in the water volume at changes of temperature.

In order to avoid increased cylinder wear it is important to maintain the cooling water outlet temperature at 80-
85't:.

A lower temperature may cause condensation of sulphuric acid on the cylinder walls.
709-5

Stop the engine and, after closing the outlet valve on the overheated cylinder, leave it to cool. This avoids
extra shock heat stresses arising in the cylinder liner, cylinder cover and exhaust valve housing, if the water
should return too soon.

After 15 minutes, open the valves a little so that the water can rise slowly in the cooling jackets. Check the
filling at the venting cocks.

Carry out scavenge port inspections (see "CYLINDER CONDITION", Chapter 707) to _ensure that no internal
leakage has occurred.
Remember : Air- blow or slow turning ( if fitted) with open indicator cocks at the following starting-up.

COOLING WATER TREATMENT

1. GENERAL

It is strongly recommended to carry out effective corrosion protection of the freshwater cooling system, by
adding a chemical corrosion inhibitor, and by using a cooling water quality as specified in item 3.1 in this
chapter.

This ·is done in order to reduce the risk of service difficulties originating from the cooling water, such as:

- corrosion. which removes material from the attacked surface by a chemical process.

- corrosion fatigue. which may develop into cracks because of simultaneous corrosion
and dynamic stresses.

- cavitation. which removes material because of local steam formation an sub-

sequent condensation in the cooling water, due to high water velocity or vibrations.

- scale formation ,which reduces the heat transfer, mostly due to lime deposits.

We recommend that the water treatment is carried out according to the following:

a. Clean the cooling water system.

b. Fill up with deionized or distilled water (for example from the freshwater generator)
c. Add the corrosion inhibitor (only nitrite-borate based inhibitors are recommended).
d. Carry out regular checks of the cooling water system and the condition of the cooling water.

Observance of these precautions, and correct venting of the system, will reduce service difficulties to a
minimum.

As regards practical details of the cleaning and inhibiting procedure - see separate Section 5 in this Chapter.

2. CLEANING THE WATER SYSTEM

Before starting the inhibition process, any existing deposits of lime, rust, or oil sludge, must be removed.
This is important in order to ensure uniform inhibitor protection of the surface and to improve the heat
transfer.
The cleaning should comprise degreasing to remove oil sludge, and thereafter descaling with acid, to
709-7
Sulphate 50 - (50 mg/liter)
Silicate 25 - (25 mg/liter)

There should be no sulphide, chlorine or ammonia content.

It should be noted that softening of the water does not reduce its sulphate and chloride contents.

Rain water must not be used, as it may be heavily contaminated.

3.2 Corrosion Inhibitors

Various types of inhibitors are available, but generally, only nitrite-borate based inhibitors are recommended.

A number of products marketed by major companies are specified in the table, section 5.4, at the end of this
Chapter. The necessary dosages and admixing procedures are also mentioned, and we recommend that
these directions are strictly observed.

Cooling water treatment using inhibiting oils is not recommended, as such treatment involves the risk of oily
films being formed on heat transmitting surfaces.

Chromate inhibtlors must not be used in plants connected to a fresh water generator.

The legislation for disposal of waste water, incl. cooling water, prohibits the use of chromate for cooling water
treatment.

Cooling water which has evaporated, should be replaced with non-inhibited water, whereas leakage losses
must be replaced with inhibited water.

After overhauling, e.g. of individual cylinders, a new portion of inhibitor should be added immediately after
completing the job.

Anytime a substantial amount of cooling water is changed or added, the inhibitor concentration should be
checked to ensure a proper level.

4. CHECKING THE SYSTEM AND WATER DURING SERVICE

If the cooling water becomes contaminated during service, sludge or deposits may form. The condition of
the cooling water system should therefore be regularly checked, especially if deionized or distilled water has
not been used. If deposits are found in the cooling spaces, these spaces or, if necessary, the entire system,
should be cleaned.

Experience has shown that zinc galvanized coatings in the freshwater cooling system are often very
susceptible to corrosion, which results in heavy sludge formation, even if the cooling water is correctly
inhibited.

In addition, the initial descaling with acid will, to a great extent, remove any galvanized coating. Therefore,
generally, we advise against the use of galvanized piping in the freshwater cooling system.

We recommend that the checking of the efficiency of the protection is carried out wherever practical in a
location susceptible to corrosion, e.g. at the cooling pipes/cooling bores at the top of the cylinder and cover
or exhaust valve bottom piece.

The condition of the cooling water is to be checked regularly, if possible once a week. For this purposes the
709-9

In order to flush out any oil or grease from the expansion tank, drain the system completely, and fill up again
with clean tap water.

Circulate the water for 2 hours, and drain again.

5.2 Descallng with Acid Solution

NB; Be careful - use protective spegtacles and gloves.

Fill up with clean tap water and heat to 70-75'C.

Dissolve the necessary dosage of acid compound in a clean iron drum half filled with hot water.

Only an inhibited acidic cleaning agent should be used. This can be supplied ready-mixed by the makers of
inhibitors.

Please observe that some ready-mixed cleaning agents are specified to be used at a lower temperature than
70'C, The maximum temperature specified for the specific product must adhered to.

While stirring vigorously, slowly add the acid compound, and then fill the drum up completely with hot water,
while continuing to stir (e.g. using a steam hose).

For engines which have been treated before the trial trip, the lowest concentration recommended by the
supplier will normally be sufficient.

For untreated engines, a higher concentration - depending on the condition of the cooling system - will
normally be necessary.

Drain some water from the system and add the acid solution , at the suction side of the jacket cooling water
pumps.

Keep the temperature of the water at the prescribed temperature, and circulate it constantly. The duration of
the treatment will depend on the degree of fouling.

Normally, for engines which have been treated before the trial trip, the shortest time recommended by the
supplier will be sufficient. For untreated engines, a longer time must be reckoned with.

Check every hour, for example with pH-paper, that the acid has not been neutralized. A number of descaling
preparations contain colour indicators which show the state of the solution. If the acid content is exhausted,
a new admixture dosage can be added, in which case, the weakest recommended concentration should be
used.

The solubility of acids in water is often limited. Therefore, in exceptional cases, descaling can be carried out
in two stages, with a new solution of acid compound and clean water. Normally the supplier will specify the
maximum solubility.

After completing the descaling, drain the system and flush with water. This flushing is necessary to remove
any debris that may have formed during the cleaning and should be continued until water is neutral.

Acid residues can be neutralized with clean tap water containing 1O kg soda per ton of water. An alternative
to soda, sodium carbonate or sodium phosphate can be used in the same concentration. Circulate the
mixture for 30 minutes, then drain and flush the system. Continue to flush until the water is neutral (pH
approx. 7).
I
.l
I
I
.,_.,ADP I
r ..- ..J ..__ - - J

: skrAOt; \_ - - ,I
I
I
I

·----,::y- ~
1-:-::::=:::-:-
__
©.i-~.s/ L 7

I
.J:>
0
$: 0
Ill ro
::.J :J
......
ni ....
::.J Cl
Q.
)> 0
---------- c 0
::5. 0
n;· :J
-< lO
m(f)
::.J '<
~------
t c.o (/)
1
I
I
5' ......
I I
I
ro ro
I
I
~\tr
I (/) 3
I
I
I
I
I
I
I
I
I
I
I
I
I I
I
I I
60' I I I
11---...Y~ I I I

f).-~ I~~'
I
I
{,:..."; ..,.,,; : I
@l l~I I

.--~C!Y i"
I
I
I
I
I I
I

,'-@+<}~
I
I I
I I
I 1 ' _ __,!,_
I
I I I
I I I
I I I
I I I
I I I
I I I
I
-------- I
- - - -J

lJ
Cl
......
ro
-...,J
0
(!)
0
w I
.t;i.
0
· LOW LOAD OPERATION
ME 3423A 1/3

DRAWN ;J: fa. No. I 20 I 114

LOW LOAD OPERATION
CHECKED ....J, ;t-; do
(K/US-MC TYPE) (Marks) ME 3423A
APPROVED 7./d~

1 Low Load Operation Procedure and Ranging

(1) Atomizers

S/K/L-MC type

0 20 30 so 100% LOAD

1
low 1oad atomizer I
Io( >- I
I standard atomizer

Note:

a In the case of long term running within load ranges of 20 to 50%, the
atomizers for low load operation are recommended for a lower specific
fuel oil consumption.

b Any long term running for more than 24 hours below 20% load should
only be carried out after seeking engine maker's advice.

c Any long term running with atomizers for low load operation should be
avoided over 50% load.

d Any long term running with standard atomizers should be avoided

below the lower limit of the operation range.

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

DIESEL ENGINE DEPARTMENT
ME 3423A 313

(3) Cylinder cut out running

In the case of low load operation below 20% load, there is a possibility
to run engine with cylinders cut out, nummber of cylinders to be cut out
depends on engine type and thereby engine maker's advice is necessary.

2 Precaution

(1) Jacket cooling water outlet temperature should be adjusted to be 80°C.

(2) Cylinder oil feed rate can be adjusted to the lower level proportional to
the mean indicated pressure, provided the cylinder liner condition is good
and the cylinder oil feed rate is in excess.
At any time the cylinder oil feed rate should be kept higher ·than 40% of
that at CSO.

(3) Prohibited engine speed ranges should be avoided.

SAFETY PRECAUTIONS AND ENGINE DATA

CHECKS DURING STANDSTILL PERIODS

STARTING, MANOEUVRING AND RUNNING

SPECIAL RUNNING CONDITIONS

FUEL AND FUEL TREATMENT

PERFORMANCE EVALUATION & GENERAL OPERATION

CYLINDER CONDITION

BEARINGS AND CIRCULATING OIL

WATER COOLING SYSTEMS

DATA
-
0
I '-
ENGINE DATA IN SERVICE
p. 1

To Chief Engineer of M/V

We would ask you kindly to inform us for

following items concerning main engine ,
and give this report to our service engineer,
and at the same time give him the chance to
discuss about the matter with you.

Mitsui Engineering & Shipbuilding Co., Ltd.

Tamano Works
Diesel Engine Design Department - Research Group
p. 3

o Cylinder oil
name of brand
consumption 1/day.cyl

the reason and consumption for special adjustment

of cylinder oil feeding to some cylinder, if so.

o System oil
name of brand
consumption 1/day

the result of recent chemical analysis

the date of sampling
total using hour hrs

analyst
specific gravity
flash point
viscosity at

colour
total acid number mg KOH/g
strong acid number mg KOH/g
total base number mg KOH/g
insoluble cl
'°
insoluble %
resin al

'°
carbon residue "''°
ash %

water a1
to
p. 5
Your opinion for stuffing box

5. Maintenance

num b er o f par t s your standard

already overhauled interval of
overhauling
piston hrs
exhaust valve hrs
fuel valve r.:- s
If you have the datas not informed to us, please
show them to our service engineer this time.

Your opinion for the intervals of maintenance.

p. 1

To Chief Engineer of M/V

We would ask you kindly to inform us for

following items concerning main engine ,
-------
and give this report to our service engineer,
and at the same time give him the chance to
discuss about the matter with you.

Mitsui Engineering & Shipbuilding Co., Ltd.

Tamano Works
Diesel Engine Design Department - Research Group
p. 3

o Cylinder oil
name of brand
consumption 1/day.cyl

the reason and consumption for special adjustment

of cylinder oil feeding to some cylinder, if so.

o System oil
name of brand
consumption 1/day

the result of recent chemical analysis

the date of sampling
total using hour
analyst
specific gravity
flash point
viscosity at

colour
total acid number mg KOH/g
strong acid number mg KOH/g
total base number mg KOH/g
insoluble cl
/0

insoluble %
resin al

'°
carbon residue "'
/0

ash %

water "'
/0
p. 5
Your opinion for stuffing box

5. Maintenance

num b er o f parts your standard

already overhauled interval of
overhauling
piston hrs
exhaust valve hrs
fuel valve trs

If you have the datas not informed to us, please

show them to our service engineer this time.

Your opinion for the intervals of maintenance.

ENGINE DATA IN SERVICE
Ship's
Name TE
Engine DE:
Type Date . . Totaf
Run.Hour --~~-~hrs
loading _ I
Loading condition --unroadlng Turbo charger 1 2 3 4

r.p.m. Turbine r.p.m.

!--·-·------- I
Filter press. drop at I
Speed set air kg/cm 2 blower side lmmWC
I
1 drop across air mtnWC
Fuel consumption ton/day ! C061et
,2
--
'1J
....
.,. ,. kg/~ll-
Before filter ;::;
0 ·--
(fJ
(fJ
~i v
.... PYh>inct receiver
After 'cm 2 Cl.. diff~;ential press. mm Hg

'1J across mm WC
....;::; 2 protecting grid
(fJ ,Jing kg/cm
(fJ
'1J
.... Exhaust gas press. after I

turbo charger mm WC
0.. Bearing kg/cm 2
"O
....
0
Oil
0
....i .... Cooler inlet ·c
.0 Camshaft kg/cm 2 ·;;;
'1J
bl!
;::; Turbo 2
:>Oil Cooler outlet ·c
charger kg/cm v
Oil
0 VJ
·- Scav, manifold ·c
F. W. kg/cm 2
(fJ
Oil
bli
inlet I ·c
S. W. I kg/cm 2
...::~
I Turbine outlet ·c
I l'.l.l
I
·c v
....
S. W.
-
I
ti ;::;
s I Air cooler inlet ·c I
~ room
Oil
.... f:i
(upper) ·c '1J
0..
I ui ·c
s Air cooler outlet
Engine inlet ·c ~
Temp. TIC inlet 'C !
~
Specific ~
lM-J.iJf"t
TIC outlet ·c
0
r:x:; Vis. atOO"C C$L T/C inlet ·c
0
..,,
~
.....,.._ ....i
content ~
u
Turbine outlet I ·c
~
value Ikcal/kg II ·c
.. < <>•

• Blower outlet
I
1 2 3
I
4 I 5 I 6 7 8 I 9 10 11 12 Mean

in-.,-· < Li.~~\

Comp.
in ., '
.
~
Fuel pump index

I
Exh. glilS ·c
·c
=
- inlet
'1J
....;::;
Oil
F. W.
....
v
0..
I outlet I
I
'C
I
s
~ ·c
Icooling
Piston
inlet

I oi1 outlet 'C II

I
Stuffing Box drain I/day /cyl.

Scav. Box drain !/day/cyl.

I
Feed rate of cyl. oil l/day/cyl.
I
ENGINE DATA IN SERVICE
Ship's I
Name! TE
Engine I DE:
Type I Date . . Total J
Run.Houri------ hrs
loading .-· I I I
I
Loading condition -unloading Turbo charger 1 2 I 3 4

Engine speed r.p.m. Turbine speed r.p.m.

·---"
Filter press. drop at mm WC
Speed set air kg/cm 2 blower side
-··
I
-· ---------- - -- ----- ------- ------------ ---- ·-·-
Press. drop across air mmWC
Fuel consumption rton/day cooler
----~

I
,_
(\) kg/cm 2
~
Before filter ; kg 1cm 2 ::l (~:"'.:lg)
(/)
··- - -- - - - - - - - - - if)
I
;i., Q)
Scav. -exhaust receiver mm Hg
After filter kg/cm 2 ;t differential press.
Q)
- I
Piston
-----
Press. drop across . mm WC
I protecting gnd____ __L'
h ,2
::l cooling
(/)
if) '-· --·
,_
'1) Exhaust gas press. after
,2 I turbo charger lmmWC
0. Bearing .....)._._
vh 0 ... -··-~

I
-
·-

"'"
0
r·

c,,m._h
Cooler inlet I ·c
..0 kg/cm 2 h
@ ---·- --·-
'1)
bl;
::l Turbo 2
---- -------
> Cooler outlet ·c
charger kg/cm "'"
ro u
(.') U)
i
manifold ·c
F. W. kg/cm 2
(/)

"'bl;"
·c
S. W. kg/cm 2 .c>< -···· ---
~.

'-i:.l ·c
i
ci. S. W. ·c '1)
h
I
E E Air cooler inlet ·c
~ Engine room
m
,_ ::i
·c '1)
0. if)
~

-
(upper)
E Air cooler ·c
Engine inlet ·c ~
Temp. TIC inlet ·c I
::i
Specific gravity at15°/4°C ~
TIC outlet ·c
d ·---

~
Vis. at50'C est. T/C inlet ·c I
•
Sulphur
content wt3 Turbine outlet ·c i
'.
r--
Calorific value kcal/kg Blower outlet ·c
I I I
4 i 5 i 6
I '
! i
1 I 2 I 3 I
7 8 9 I 10
I
I 11 12 i Mean

Max. press. bar I

I
in cylinder (kg/cm2)
Comp. press. bar
in cylinder (kg/cm 2)

Fuel pump index

Exh. gas ·c
I
,_
Q)

::l I inlet
·c
-:;; F. W.
h
'1)
0.
I outlet ·c II
E r-·

~ Piston
cooling
oil I
I

I
Stuffing Box drain •/cyl. ! I

·-
Scav. Box drain l/day/cyl.

Feed rate of cyl. oil i l/day/cyl. I

ENGINE DATA IN SERVICE
Ship's
Name TE
Engine I DE:
Type i Date . . Total
Run.Hour ______ hrs
loading _ I I I
Loading condition --Uri]o;.;ding Turbo charger 1 I 2 I 3 I 4
I
speed r.p.m. Turbine speed r.p.m. I
- - i
!
Filter press. drop at mm WC
Speed set air kg/cm 2 blower side I I I
l·~······I·· -
drop across air
Fuel consumption ton/day
·-
cooler mmWC
I
! OJ
Scav. manifold kg/cm2
filter i kg/cm 2 J-.
o I
;::l
ifl
ifl
(mmH~\
I
OJ
J-. Scav. -exhaust receiver mm Hg
'-1.. j After filter kgicmZ P-. differential press.
i -~

Q.)
I drop 'C
J-.
kg/cm 2 protecting grid
;::l
ifl
ifi •..... I· ·-· I·····-
OJ
J-.
sger 'C
P..
:j kg/cm 2 ---
"Cl ... -- ---------
J-.
ro .....i ·c
.c
0
f. -··-
OJ
Of;
;::l Turbo 2
-------·--
>
ro
Cooler outlet ·c I
I
'..)
ro
charger kg/cm u
ifJ
l- .....L ·- Scav. manifold ·c
W. ,2
lf;
C\j
OlJ
Turbine inlet ·c !
I
i

S. W. icmZ
----- ·--·--1· ·- ~
CI.) Turbine outlet ·c I
0. W. ·c OJ
J-.
;::l
E '(;) Air cooler
,OJ
r room OJ
J-. ~ --
(upper) "C P..
E
,OJ
Air cooler outlet ·c
Engine inlet -
Temp.
·c r
T/C inlet ·c
-··-~

~
Specific gravity at15/4°C ~
T/C outlet ·c
0
µ;; Vis. at50°C est. T/C inlet ·c
Sulphur
content wt%
u
Turbine outlet ·c
-----· --
r:..·
-~----

Calorific value kcal/kg

i
Blower outlet ·c I
I

I I I
! I 10
!
7 i 8 I 9
I
1 2 3 II 4 I 5 I 6 I 11 i
I
12 I Mean
I I
Max. press. bar I
in cylinder (kg/cm2)
Comp. press. bar
in cylinder (kg/cm2)

Fuel pump index

Exh. gas ·c
I
OJ
J-.
;::l
II inlet ·c
~ F. W. I
OJ
J-. II outlet I ·c
P.. I I
E I
,OJ
r
Piston inlet ·c
cooling I I I
oil outlet II ·c I
II
I
!
I
I I I

Stuffing Box drain l;day /cyl. I II I I

I I
I
Scav. Box drain 1/day/cyl.
I I
I
I
Feed rate of cyl. oil 1/day/cyl.
I I I
LO I
9

0 )

( Analyst:_
18 23

24 30

31 32

33 36

37 39

~
!lat
22 27 28 33

Sy stern oil 05 19
...0
w
.,.., ""c ""m
c
Cy 1 i nder 06 19
.c
._..; m ;..
.c
.,..,c w
.c 07 19
..."'~0
::?!£
~
•M
4-4 ...-1
08 i9
""..,
a
m
m
;3
G)
c 09 19
...:i
.., ...GJ
G)

'"O ·ri
GJ
Ul
...
:s: m
~ Goveroor oil 10 19 ~~~~--

:::>~

Gear oil (close) 11 19

Gear oil (open) 12 19
13 19
TE 9

)
23

30

32

33 36

ct
,_..)
37 39

~
Da.t E·

22 27 28 33

System oil 05 19
,...
c
µ
.,.., c::J
c::J
c
06 19
-
.,.., c
.c ----~

.c
'1l '"
;..
.c 07 19
.,..,c µ

,_f.fJ c
4-1 - -- -
::s:: ..... 08 19
µ. "--' ~
"----- -

'"
;.
19
""
c,_..) '"
LJ '1J
c(!)
;..
09
c::J ·.-i
Qi ,... µ 10 19
t/J ;:;:: - ----
:::i~ '" ~~~--

11 19

12 19
13 19
23

Date hrn

J
Dat
22 27 28 33

Sy stern oil 05 19
,..
0
.µ
·.O "0
"O
c
Cylinder 06 19
---
.n c -~

·.0
.r: "' .n"' ;..
07 19
.,.,c '-',..
rfJ ,....._. ~-~~

0
;3
µ..;
·M
4-1 ,.-j
08 19
- -·- -- ····--
"'- "'O!
"' "'c
'-'
Q
,-'l
09 19
O!
;..
"O .,_;
O! ;.. '-' Governor i l 10 19
rfl ;:?:
:::>~ "' --~~~

Gear oil (close) 11 19

Gear oil (open) 12 19

13 19
Date

(Analyst: )
1617 18 23
04 19
24 30

31 32

33 36

37 39

Dat

22 27 28 33

05 19
,...
._,c
..... 'D c
'D 06 19
..0 c m
,...
·r< m
..c ..0 07 19
c .µ
·n
,...00 4-1
0
:i ·~ 08 19
µ.; 4-1 r l
m
"4-J
a
m
c
:;:
{))
09 19
-l (),)

"O .,..
4-J '"
;..
(),) ;.. '"-'
'.3 m
10 19
if)
~-----·
.. -~--
~

:::>.~

11 19
12 19
13 19
s

T 9

( Analyst:
1617 Hl 23
04 19
24 30

31 32

33 36

37 39
TEST RESULT OF SHOP TRIAL
ISSUED : Mcirch. 10 . (99£:"

TEST RESULT OF SHOP TRIAL

ENGINE TYPE MITSUI-M.A.N. B&W 5S50MC

OWNER MESSRS.

YARD NO. 7SUNEISHI S.N0.1064

JOB NO. 7:20627

ENGINE NO. 3377

DIESEL ENGINE ASSEMBLY AND TESTING

SECTION MACHINERY MANUFACTURING
DEPARTMENT
SECTION CHIEF : 7~#,t~!fld

ASIST. CHIEF : %/~;.

CHARGE ENGR :. (} · ~
....
• •
"•-111
f' - & I
'

f' ,. J I
DRAWING NO.

I •
It
2
2.
4 T 1-I
!,
1
I
0 !8 i 5 !9
I j I

MITSUI ENGi NEERING & SHIPBUILDING CO .• LT 0.

011..TA SJ:.JRE'T' NO
I I I I I
'i)1t;19i/ 10•0
I I I I I

PARTICULARS. OF ENGINE
ENGINE TYPE MITSUI-M.A.N. B&W 6S50MC
NUMBER OF CYLINDER 6 I ENGINE NO. I 3377
CYLINDER BORE x STROKE 500 mm x .
1 91 0 mm
OUTPUT (M.C.O.) 9750 PS 1 20 RPM
FIRING ORDER 1-5-3-4-2-6

PARTICULARS OF TURBOCHARGER
TYPE MITSUI M.A.N. B&W NA48/T08128T
SPECIFICATION T8.2Da A4K278.7 m:i;>4 AD348
TURBOCHARGER NO. 2639

NOTE
Formula for calculating OUTPUT (BHP)
BHP = K x Ne x W

K : Dynamometer coefficient = 1
w : Kgf on water brake (kgf)
Ne: Engine speed (rpm)

SPECIFICATION OF USED OIL AT SHOP TRIAL

1. FUEL OIL AERO CLEAN (BS 2669) BY NIPPON OIL co.l LTD.
SPECIFIC !:2RAjlITY ( 15 L'.4 °C}
FLASH POINT ( oc)
. 0.8745
: 65
VISCOSITY (CENTI STOKES) : 2. 142 {50°C)
RESIDUAL CARBON ( 1 0%) (wt %) : 0.87
ASH {wt ~ l • 0.00
WATER (VOL. %) : 0.00
SULPHUR (wt %) : 0.46
NET CAL. VALUE {kcalL'.kgl : 1 0040
2. SYSTEM OIL I CAMSHAFT OIL & TURBOCHARGER OIL
MOBIL DTE NQ, 3 BY MOB II, OIL CQ. , I1TD.
3. CYLINDER OIL
MOBIL GARD 570 BY MOBIL OIL co; 1 LTD.
DATA SHEET NO.
Si6 !9 i I! I Jo
SUMMARY DATA OF SHOP TRIAL

REMARKS APPROVEC
CHECKED
DRAWN 7 0
'<;;) • )"in1>J,,."'",

DATE Mo.v, '6 1~q r

DATA SHEET NO. ~6~ 111 ~6'1112. ~6q I Ls R-6 9 114-
LOAD % S-0 'l~ gs- Joo
ROOM TEMP. oc ~ .r- Q,o /0,0 /LO
BAROM. PRESS.
102~.o /026,0 I 028.0 I 02'8',o
mbar
ENGINE SPEED
rpm
qr, I I 09, 5 114.0 120,1
OUTPUT (BHP)
ps 4-q :5 6 ry4~4 8413 10100
FUEL OIL TEMP.
oc
'")
....' .53 33 3 I

SPECIFIC MEASURED !2fJ,8' 122,b l2L 7 /22.?

FUEL OIL 1 )
Q)\ISUMP. Q)RRECI'ED /2S.~ I 20.'l I l°t ,% 120,g
g/BHP/Hr ~) QJRRE-
CI'ED BY ISO
- - l20,3 -
Pmax. bar i4.D 126' 7 f 39.2 !4C, 2
Pcomp bar 66.2 q4} lo~. 124-.~
PUMP MARK INDEX 42.0 r1 .2 S-4-'· ~ ~ bI.'?
EXH. GAS TEMP.
CYL. OUTLET oc 26~ 2'13 . 263 303
oc s7
SCAV. TEMP. l'l '24 10
AIR PRESS.
kg/cm 2 0.Li I I , bq I, qry 2_~0

TURBO N0.1 I o'loo /3600 14500 I ~q <Jo

CHARGER
SPEED rpm NO. 2 - - - - --
EXH. GAS NO. 1 3DO :$10 '320 $~5
TEMP. T/C
INLET oc N0.2 - - - -· -
EXH. GAS N0.1 25" 6 22~ 22.l 22q
TEMP. T/C
OUTLET oc N0.2 -~ ----- - --
NOTE : 1 ) : Corrected SFOC at lower calorific value 10200 kcal/kg:

2) : Corrected SFOC by ISO Reference Conditions.

DATA SHEET NO.

DATA Sl!EET OF
MEASUREMENT TIME: Q8'.: 4 D
N'1BIENT CONDITfON
ROOM TEMP.: BAROMETRIC PRESS. : I 0 28', 0 mbar

SPEED SET HANDLE GOVERNOR

ENGINE SPEED W/B WEI Cl!T OlJI'Plff (B!JP)
Al R PRESS. POSITION POSITION
rpn kg/c1112 41J?
MAIN f' lSTON CAMSHAFT T/C COOLING AIR CXXJL. ACfUATOI
INLET COOL I NG FUEL OIL FR ESB OXJLING PI LCT
f.llB. OIL OlL LUB. or L LUB. OIL WATER WATER AIR
PRESS. kg/cut
2-~ 2,~ 2.1> 2.0 'l, ~ '2 -1
TEMP. oc 44- 44- 44 s3 s- 3 II
CYL. NO. AV P.. 2 4 5 7 ,8 9 10 1l 12
Pm l.<.
bar
Pccmp.

AC!'Ul\TOR
FUF: :. INDEX 03 oS
PtJMP MARK .A'"l 0
PUMP
INDEX "t"<'.- 42.0 42.0 42.0 4z.O 42P 42.D
EXH. GAS TEMP
CYL. OITTLET
"C 26i 2qo 260 260 260 260 2~0
··-
C.F.W. TEMP
CYL. OUTLET
'C
'
0 !>O )'6 t;'g ~ r~ !;'g- ~
·-
P.C.O. TEMP.
CYL. OUTLET
"C 47J 411 48' 4-E' 4- '7 4~ 48'
AIR COOLEH SCAVENGING AIR

NO. 1 2 PRESSURE PRESSURE TEMPERATURE

PRESS.DROP(mmAq) 68 Q 1 q1 kg/cm2 666 mmHg f7 "C

1N '15 l-1!11!!!11!~----------"--------------
DlFF. P!<ESS.
.......,..--~--------1
I 7 4 mm Hg
TEMP.
AIR our
___
12
+ - - - - • a.:.(:S=C=AV=.=A=I=R=-=E=X=ll=S=A=.S==R=E===C'F.:IV::F.::::R)==========:::
.. SPECI fIC FUEL or L CONSUMPTION (SFOC)
rcl WATER 1N I1 MEASURED * CORRECTED
'OuT. --!q-x---+----1 12 '7, ~ g/BHP/Hr l 25, es g/BBP /Hr

INTAKE AIR EXHAUST GAS LUB. OIL TEMP. F.W.

TURBO TEMP.
SPEED
Cl!l\RGER TEMP. FIRLTER.
P ESS
DROP
INLET
TEMP.
OlJfLET
TE:vlP.
BACK
PRESS.
INLET OUTLET OUTLET

T/C
NO. 1 ! 01 OQrpm q3 °C 31 mmAqjOO
0
c 2~b °C [SO mmAq 44 °C

NO. 2 rpm oc mm Ag oc oc mmAq oc oc oc

NCYrE: * MARK CORRECI'ED SFOC AT LOWER CALORIFIC VALUE 10200 Kcal/Kg

THRUST PAD TEMP ) 0 °C

DATA SHEET NO.

~:&!ct! I : I i2
., DATE: Mc...v. ~ l qq s-
DATA sm:ET OF /!; LOAD TEST
MEASUREMENT TIME: Dct::: I 0
N~BIENT CONfllTION
ROOM TEMP.: ~,D oc BAROMETRIC PRESS.: 102~,o mbar

SPEED SET HANDLE GOVERNOR

ENGINE SPEED W/B WEIGHT OUI'PUI' (Bill')
AIR PRESS. POSITION POSITION

1oq3 rpm 6'ff,2 kg 1454 PS kg7'cm2 ~,O s /,!""

MAIN PlSTON CN1SHAFT T/C COO LI NG AIR OXJL. ACTUATOf
INf,ET COO LT NG FUEL OIL FRESH ax:JLING PILCT
f.lll\. OIL OIL l.!JB. OfL LlJB. 01 L WATER WATER AIR
PRESS. kg/cuf 2,s 2. s- '2 -~ 2.0 ,<\~ 2 ''l 2. ri 2,0
TEMP. oc 44 44 44- s5 63 12 --

CYL. NO. 1\VE. ! 2 1 !J s 6 7 B <) 10 11 12

Pm·l.'.. 126.1 12£ 12~ ('2 1 / 2 r"/ 12 7 127

bar
Pccmp.
94~ 14 ~t q4 qr G~- ~b
ACl'lJATOR
FUE:. INDEX
- 2.% 3,2 5_q 3S J, 0 2.9
P L'M r' PUMP Ml\R r:
INDEX s},?.. .r1.o r1 . o 1 /,! i-1,0 r1s 11,0
EXf!. C~AS TEMP
CYL. OUTLET
"C 2'13 2<; 0 26 0 210 21 D 210 2.80
-
C. F.W. TEMP
··c bq b~
CYL. OUTLET 6q,o 61 6S G~ 61
P.C.O. TEMP. oc 48,i 4q 4q
CYL. OUTLET 4-'1 4.<;'P
\U 4'1 41
AIR C:f)()~.EH SCAVENGINC AIR

NO. 1 2 PRESSURE PRESSURE TEMPERATURE

PRESS. DROP (mml\q)

B2 I I 61 kg/cm2 124-f mm Hg 24 oc
DlFF. PRESS.
AIR
IN I 2b (SCAV. AIR - EXH GAS RECEIVPR) I Io 2. mm Hg
TEMP. our I~ SPECIFIC FUEL OT L CONSUMPTION (SFOC)
(oc)
WATER
IN 12 MEASURED * CORRECTED
OUT 33 122, l g/BHP /flr 120, 7 g/BHP /Hr
INTAKE AIR EXHAUST GAS LUB. OIL TEMP.
F.W.
TURBO TEMP.
SPEED
CHARGER TEMP. H~~~~ INLET
TEMP.
our LET
TE:-1P.
BACK
PRESS.
INLET OUTLET OUTLET
DROP

T/C
NO. 1 136oorpm l4-,0°c 62 mmAq 3f 0°c 22.r 0
c f/6 mmA'l_ 4-'t oc S6 oc 67 °c
NO. 2 rpm oc mmAq oc oc mmAq oc oc oc
NOTE: * MARK CORRECTED SFOC AT LDWER CALORIFIC VALUE 10200 Kcal/Kg

THRUST PAD TEMP so °C

DATA SHEET NO.

~ !6 i 9 / I i I is
Vic.. ..... ~ ,qqr
DATA SHEET OF g-_r % LOAD TEST
DATE:
MEASUREMENT TIME: / o ~ o0
AMBIENT CONDITION
ROCM TEMP.: (0 \ 0 oc BAROMETRIC PRESS. I O 2.. ~ ,Ombar

ENGINE SPEED W/B WEIGHT OUTPUT (BHP)

SPEED SET HANDLE GOVERNOR
AIR PRESS. POSITION POSITION
I 14-, 0 rpm '13 '~ kg ~ 4-\ 5 PS kg fen~ %,ll- rs,o
MAIN PISTON COOLING .AIR OXJ.L. ACTUATOI
INLET COOLING CAMSHAFT T/C
FUEL OIL FRESH CXX)LING PILOT
LUB. OIL OIL LUB. OIL LUB. OIL WATER WATER AIR
PRESS .kg/cnf 2 ,S- 2 ..r 2.'l 2' 0 '1J '2 .ri 2, b 2, 6
TEMP. 0 ,-.
'-
44 44 44 $3 f} '2. 13
CYL. NO. AVE. 1 2 3 4 5 6 7 8 9 10 11 12

Pmax. 13~,2 r~~

j \J Is~ 14D I$~ 15~ 14 0
bar
Pcanp.
tOS-3 IOI i 0b I or I o5 I 0£" IO b
UATOR
hL"'l
FUEL INDE:: - 3,S- I :?J 1-,l 4,1 ?.6 ],t
Pl.J'MP PUMP MA?.J(
INDEX S4J l4.0 t4.0 ~4.0 ~-{o rr.o ~<f.f
EXH. GAS TEMP
oc 2~3 500 270 28"0 28-D 280 2 ~ l)
CYL. OUTLET
C. !".W. TEMP
CYL. OUTLET
oc
ri~.o 'l~ 1'0 1 R' rii '1R' 'le
P.C.O. TEI1P oc
CYL. OUTLET S-0,2 £0 ro 50 ro t:; I ro I
I

AIR COOLER SCAVENGING AIR

NO. 1 2 PRESSURE PRESSURE TEMPERATURE

PRESS.DROP(mmAq) (5"~ ! 'q 7 kg/cm2

PRE:-iS.
144~ mm Hg .so oc

TEMP.
AIR
IN 13' _r Ull:'·l:'.
(SCAV. AIR - EXH. GAS RECEIVER) I I IO mm Hg

(oC)
OUT 23 SPECIFIC FUEL OIL CONSUMPTION (SFOC)
WATER
IN 13 MEASURED CORRECTED BY ISO
OUT 4- I !2 L7 g/BHP /Hr 120,3 g/BHP/Hr

F.W.
TURBO INTAKE AIR EXHAUST GAS LUB. OIL TEMP.
SPEED 'J'F'MO
CHARGER t.1.LTER
INLET OUTLET BACK
TEMP. b~~~s. TEMP. TPMP PRP~S
INLET OUTLET OUTLET

T/C
NO. 1 14)o0 rpm l<t-,r- °C 1f mrnAq 32 0 oc 2Z I oc 142mrnAq 4-<:t oc 56°c ri£ oc

NO. 2 rpm oc mrnAq oc oc mrnAq oc oc oc

NOTE: SFOC at this load is guaranteed under ISO conditions.

Guaranteed SFOC: g/BHP /Hr + 3 %

Measured SFOC is corrected by following adjustments to ISO REFERENCE CONDITIONS.

Thrust pad temp.

FACTOR REFERENCE COND. INFLUENCE
ROOM TEMP. 25 °C RISE
.rz. oc
+o.2oi/1ooc

BAROMETRIC PRESS. 1000 rnbar -0.02%/10 mbar RISE Corected Et-~· T~p.
SCAV. AIR TEMP. * 33 °C +0.60%/10°C RISE 24-o.8 9
C
F.O. LOWER CAL.
VALUE 10200 Kcal/kg -1.0%/1% RISE * Not established by ISO.
DATA SHEET NO.

~i6!qj I ! I 14
DAT!\ Sl!EET OF 100 ~' LOAD TEST
DATE: MAr. '$' 1<=t~ r
MEASUREMENT TIME: ro~4-0
N~BlENT COND£TION
ROOM TEMP . : I I, O oc BAROMETRIC PRESS.: I 0 2?, 0 mbar

SPEED SET HANDLE GOVERNOR

ENGINE SPEE~D W/B WEl(;l!T OlrI'P lJI' (BllP)
AIR PRESS. POSITION POSITION
I 2D, I rpn 84, I kg J 0 { 00 PS l~~?lf_ffi2 q,o 62,0
Ml\[N PlSTON CAMSHAFT T/C COOLING AIR CXX)L. ACTUATOF
INLET COOI.I NG FUEL OIL FRESH CXXJLING PILCT
LllH. OT 1. 0 I L I.UB. OT L LUB. OT L WATER WATER l\IR
PRESS. kq/c11f 2, S' 2.S: ? . 'I 2' i) 'l. 'C 2, 'l 2,6 I, ]
TEMP. oc 44 44- 44 3$ '12 1.r --
CY!.. NO. AV I':. l ')
/ l 4 r; (, 7 B q ]() ] 1 12

Pm :1.,. \ 1-0 ,2. 13~ 14-b 141 14-0 140 141

bar
Pccmp.
124$ 124 12.r 124 121 126 126 I
I
FUE:.
ACl'UATOH
INDEX
.--- o,r 0 'i; L.3 LO o,6 o,1
-
PUMP Ml\HK
PL'MP
INDEX 6/ ,i 6"() b/J: lt.!::162.0 b2.0 61.,J;
EXH. GAS TEMP
CYL. OUT' LET
''C lJo 3 "J( 0 soo 310 so 0 300 3aD
C.F.W. TEMP
CYL. OUTLET
~c
1'6;: 7'6 '1'6 '7"6 F1
1
7~ 71
P . C . 0. TEMP .
CYL. OUTLET
oc !;o.'2
~o ro ro to $;( ro
AIR COQl,ER SCAVENGING AIR

NO. l 2 pr<ESSURE PRESSURE TEMPERATURE

PRESS. DROP {mml\q) qo 2So kc_i/crn2 I '8"'3 ~ mm Hg 57 oc

AIR
IN 16 D !JIFF.
(SCAV.
PRESS.
AIR-EXH GAS REC:P. fVP.R l I /( b mm Hg
TEMP. our 23 SPECIFIC FUEL OIL CONSUMPTION (SFOC)
(oC: )
WATER
IN 1I MEASURED * CORRECTED

OUT ro \22, '7 g/BHP/Hr 120,2$' g/BHP/Hr

INTAKE AIR EXHAUST GAS LUB. OIL TEMP.

F.W.
TURBO TEMP.
SPEED
CHARGER TEMP.
FI~~ER INLET our LET BACK
PR S. INLET OUTLET OUTLET
DRnP TEMP. TE?-'lP. PRESS.

NO. 1 15100 rpm l~S 0 c loZ..mml\q 3S'f c 0

22~°C l~S mmAq 4-<l- oc ~'8" oc 76 oc
T/C
NO. 2 rpm oc mmAq oc oc mmAq oc oc oc
NO'I'E : * MAR K CORRECTED Sf'OC AT IDWER CAWRI FIC VALUE 10200 Kcal/Kg

THRUST PAD TEMP _r 2 °C

DATA SHEP.'r Nn
I 1 T I I
8> •6 I ° ' I I 14 I 0
I 0 ' I O

STARTING TEST
(UNIT : kg/cm 2 )

AHEAD ASTERN AHEAD ASTERN

TIMK TIMES
AIR PRESS A.IR PRF.SS TIMES AIR PRESS TIMES AIR PRESS
1 29, I 2 1'7, I 17 I 8.0 18 r '7, 2
3 2~ ,ct 4 2~,'? 19 4 tv'lil"I. 20 Fo.i I.
5 "22 , I 6 20,4 21 22
7 IS\ 7 8 I '7' I 23 24
9 (6'0 10 14, ri 25 26
11 /3 \? 12 /2,7 27 28
13 II,6 14 I 0, S- 29 ' 30
15 I 0, O 16 ~,9 31 32

STARTING AIR CAPACITY 5,?4- m3

ROOM TEMP. I I oc
F.W. TEMP. 72 oc
L.O. TEMP. 44 oc

GOVERNOR TEST INSTANT VARIATION : t,3 %

( /20 rpm)

( //4 rpm) (I 14 rpm)

EMERGENCY SHUT DOWN TEST ""'

NO. ITEM SET RESULT NO SET
VJ'>.T.rm ITEM VAT.TTR RESULT
1 OVER SPEED /29 rpm /29 rpm 5 THRUST PAD
HIGH TEMP. g~ oc GuoJ
T/C L.O. 0,7 2 0,'l
')
L MANUAL STOP - Good 6
LOW PRESS. ka/cm kg/cm
2

3 MAIN L.O.
LOW P Tm c: c:
0,6
kg/cm
2 0,J
kg cm
2

~gJcm2
CAMSHAFT L.O.
4
LOW PRESS. JgJ'cm 2

MISCELLANEOUS ITEM RESULT

TEST TURNING INTERLOCK TEST Good
ENGINE SIDE MANOEUVERING TEST Gond
MINIMUM REVOLUTION TEST
ENGINE WEIGHT OUTPUT HANDLE PUMP TURBOCHARGER CDRRn
SPEED (BHP) NOTCH MARK NO.l N0.2 N0.3
3S,Orpm IK, 6 kq ~4-6 PS o.r- ~,! 34°Cfpm rpm rpm
CHARACTERISTIC CURVE
DATA ~TNO.

JOB NO. TE 0627 ENGINE TYPE 6S50MC l? 16 l<i l t i I iG

16

14

12 120

10 110

100
Pmax/Pc
(bar)
140 90
120

100
1 +

80 Texh
c•c)
60 350

PUMP 300
MARK
70

60

50
' tl . T

i 1:1
. t 2.4
40 t ; ~i ..
J t , 1

++1 . . . t. j. ~ 1 ;

It~ '
. .
+
t
~
•+
'Uir t
. 2.2

.l1 ' t
2.0

1.8

S.F.O.C. 1.6
(g/BHP.Hr)
1.4

130 ..j t• 1.2

125

120
t
t HI tt
'1 l 11
ll: : !!
-!

~
I

••
• ± r! ! ~ ii~ 1i' ! i
2;1 r
tt
1 .
1.0

0.8
x 103
7 8 9 10 (PS) BHP
4 5 6
Nt : TURBO CHARGER SPEED Ne: ENGINE SPEED Texh: EXHAUST GAS TEMP. CYL.
01 ITI S:-T Pc:.· C:..C'AV AlQ PQ~C:..C:.. Pmmc /Pr:· MAX /COMPRESSION CYL. PRESS.
FUEL OIL CONSUMPTION AT SHOP TRIAL

LOAD ( %) S.F.O.C. (g/BHP/Hr) F.O. CONSUMPTION (kg/Hr)

50 127.8 630.8

75 122.6 913.9

85 1 21 . 7 1023.9

100 122.7 1239.3

The above value means measured one at shop trial.

Lower calorific value of fuel oil is 10040 kcal/kg.
DATA SHEET 00.

l}j6i~ 0I l-i-l}
() ' : I I

DATA SHEET OF 2~ ·:. LOAD TEST

DATE: Mc-. y. . 1 \ q 'l \:'
AVX. BLOWER$ RuNN ING- MEASUREMENT TIME: 14-=..) 0
NH3!ENT CONDl'l'!ON
ROOM 'I'f.M P. : BAROMETRIC PRESS.: { 02 D, 0 mbar

SPEED SET HANDLE GOVERNOR

ENGINE SPEED W/B WEIGHT Ol1I'PUI' ( HllP)
AIR PRESS. POSITION POSITION

rr ~. b rpn 3 2,Cf kg 24~rt PS

Ml\ Ul PISTON Cl\MSHA!-'T T/C COOLING AIR <XXJL. AerUATOI

INLET CUOLI NG FUEL or L FRESH CXXJLING PlLCT
LllH. OIL OIL J.UB. 01 L urn. or r. WATER WATER AIR
PH ESS. kg/ crif 2 'c;; 2.~ 2,'7 2' \ 1 . '( ~
L-
1 2,\ 0
TEMP. oc 44 4<\- 4<\- 3.S 63 I I --
CY!.. NO.
.., ! c) q
AVE. L l I 4 f, 7 B 10 ll l2

Pm:i..<.
bur
6l bb bb tl
Pconp.
41 41 4~ 4-~
ACTUATOR
FUE:, INDEX 0 0 0
Pl.Mr"' Pi~E~l\R K :;o ,o so, o sol) so, o 30 ,o so, o 30,0
EXH.GASTEMP "C 24.2 2~0 240 2401240 240 240
CY L.our LET 1---i-------+---+---1---r-·-+---+----+---t
c. F.
CYL.
w. TEMP
OUTLET
0 c r II .2.
t?'i"".
611I I bl4 r II
0\ 64 64
p . C. 0. TEM p .
CYL. OUTLET
o C ff, 2. 411 4 (l 41 41 4~
AIR COOLER SCAVENGI N(; AIR

NO. 1 2 PRESSURE PRESSURE TEMPERATURE

PRESS. DROP (mml\q)

40 2 \ 0
c

AIR
IN
f-----
3~
lJ lFF.
------+----~ (SCAV.
PHESS.
AIR - F.Xll GAS RE!'.EIVER) I 38 mmHg
TEMP. OlJI' II SPECIFIC FUEL OIL CONSUMPTION (SFOC)
CC)
WATER
IN Il MEASURED * CORRECTED
OUT l3 g/BHP /Br 134, 8' g/BHP/Hr

INTAKE AIR EXHAUST GAS LUB. OIL TEMP.

F.W.
TURBO TEMP.
SPEED
CHARGER TEMP. b'AH'~~ INLET OUTLET BACK INLET OUTLET OUTLET
DRnP TEMP. TE:.1P·. PRESS.

T/C
NO. 1 £2oO rp;n \'f 3°c 13 mmAq 2ro c 0
ZSO'c IZ mmAq 44 "C 4-'7 °c 6'2 °C
NO. 2 rp;n °C mmAq oc oc mmAq oc oc
NOTE: * MARK CORRECTED SFOC AT IDWER CALORIFIC VALUE 10200 Kcal/Kg

THRUST PAD TEMP 4-% °C

DATA SHEET NO.

c;6:(\
() ', '
:-:-!z.
' ' .
DATA SHEET OF I I0 '!, WAD TEST
DATE: Mc v. . 7 I qq .r
MEASUREMENT TIME: I r : : () o
AMl3TENT COND lTfON
ROOM TEMP.; {I ,D °C Bl\ROMETRIC PRESS.: {0 2.. 6, D mbar

SPEE.TI SET HANDLE GOVERNOR

ENGINE SPEED W/B WE IC~llT Olll'PU!' (BHP)
AIR PRESS. POSITION POSITION

123,9 rpm ~'7, I kg I 0'1412 PS kg/cm2 6S,o

Ml\lN PISTON CN1SHl\FT T/C COO LI NG AIR CXXJL. ACI'UATOF
INLET COOL1 N(~ FUEL or L FRESH CXXJLING PI IJ.:T
f.llB. 01 J. OlL I.OB. or L LUB. OIL WATER WATER AIR
Prn~ss. kg/cnt 2 'S" 2 't:; 2 ''l 2.D ·1, 'l I, o
'l'EMP. oc 44 44 44- 33' '72 I!;"'
CYL. NO. AV f·:. l 2 3 4 s I 6 7 ' 8 9 10 11 12
Pm11-:. /40,7 140 140 14-1 141 140 141_
bar ,____
Per.mp.
132.2 !.?3 !32 131 132 is 2 133
ACTUATOR
FUE~. INDEX
- 0, \ 0,1 I, 2. 1,0 0, t 0, t
PL'M1" PUMP
INDEX
MARK
64,q 6t ,I:> 6LO 6\_\> 64-S 6f,OJ {, r,o
EX!!. GAS TEMP
oc 3/S 330 Joo 3tO 310 3 2 i) :l20
CYL. OlJI'LET
C. P.W. TEMP
CYL. OUTLET
~c
76?- 178" 'ls I/ g- '18' 'l B- ·lct
P.C.O. TEMP. ~c
CYL. OUTLET S"OS !;I _t ! so so ~' lro II
AIR COOLER SCAVENGl N<; AIR

NO. 1 2 PRESSURE PRE:; SURE TEMPERATURE

PRESS. DROP (mmAq) 1S- 2, IJ 2 kg/cm2 20Q0 mmllg 4/ oc
IN 170 DlFF. PRESS. 120 mmHg I
AIR - - - - - · ------. ::(=S=CA=V=·=A=I=R=-=EX=l=l=G=A:!:'S=R=E=C'E:IV=P.~R)==========~
TEMP.
our 3 0 SPECIFIC FUEL OIL CONSUMPTION (SFOC)
(oC)
WA
TER IN I s-
t----t----+---;~~~~~-..,.~~~~~~-t~~~~..,..-~~~~~--1
MEASURED * CORRi:;CTED
OUT to 125,b g/BHP/l:lr 12~,b g/Bl:lP/Hr

INTAKE AIR EXHAUST GAS LUB. OIL TEMP. F.W.

TURBO TEMP.
SPEED
Clll\RGER TEMP. H~~~~ INLET
TEMP.
OUTLET BACK
TE:--1P. PRESS.
INLET OUTLET OUTLET
DROP
oc
T/C
NO. 1 16{oo
-
rpm l~.3 "C /IOmmAq 36S°C 23, -7ot"mmAq 44"c 6 0 °c 1'1 °C

NO. 2 rpm oc mmAq oc oc mmAq oc oc oc

NOTE: * MARK CORRECTED SFOC l\T lDWER CAlDRIFIC VALUE 10200 Kcal/Kg

THRUST PAD TEMP 49 °C

DATA SHEET NO.

PROPELLER MARGIN RUNNING ~ : 6 ! 9 i-: - i3

' ' '. I I

DATE: f'.-10<.v. ~ ! ~q I;
DATA SIJEET OF
~s- 1; LOAD TEST
MEASUREMENT TIME: l Q-::.O 0
N·1BTENT CONDl'['fON
ROC)M TEMP. : 10,D "C BAROMETRIC PRESS.: 102.6.~ mbar

SPEED SET HANDLE GOVERNOR

ENGINE SPEED w/B WE I c;1rr OU!'Plff ( B!IP)
POSITION POSITION
l\1 R PRESS.

11g 'q rpn r'/ o,s kq 63S-1 PS - kg/cm2 '8' ' <1 Ss
Ml\I N Pl STUN C/\l''1SHAFT T/C COOLING AIR CXXJL. ACfUATOI
I NL.ET COOLT NG FUEL or L FRESH CXXJLING PILCT
LllH. OIL 0 l [, J.lJB. 0 I L LUB. or L WATER WATER AIR
PRESS. kg/c11f
2' 4- - - 2,t;:° 2,~
------- - - - · · -
2,0 1,'i 2 ''7 ? 'r- "2'1
TEMP. oc 4-4 44 44 53 64· 13 --
CY!.. NO. AV!".. 1 2 l 4 'i (1 7 8 g 10 11 12

Pm 1.<. 137) l?/7 1:57 nf""/ I ?'7 t:?"C 13 8-

bar ----- -~---

Pcm1p. 1orS I Ob /OS- 1Dr I' os 106 I Db

ACl'UATOR
FIJE:, INDEX
- 3J) 3,9 4j; I <:k3 4,0 ],~
·-
p l!M;) PUMP MN~K
INDEX
i;2 .7 ~2,t rzs ~L~ rz,~ .S-3,0 1J,D

263 z.qo 2~0 2&'0 '2&0 2~1) zqo

EX f1. GAS TEMP
"C
CYL. oun.ET J

127 ry 2 1s 13 13 '12. 13
C. F.W. TEMP
cic
CYL. OUTLET
··---- ~---

P.C.O. TEMP. oc ~(.2- SI s-1 t"I -~ I rz r1

CYL. OUTLET

AIR COOLER SCAVENCING AIR

NO. 1 2 PRESSURE PRESSURE TEMPERATURE

PRESS. DROP (mml\q)

~\. I , qg- kg /4~.r mmHg 30 oc

l:SJ !JIFF. PHESS.

AIR
TN
--- - (SCAV. AIR - EXB GAS RECEIVF:R) I IO 3 mm Hg
TEMP. our 2.2 SPECIFIC FUEL OIL CONSUMPTION (SFOC)
(oc)
WATER
IN 13 MEASURED * CORRECTED

OUT 4-\ 12 I , S- g/BHP/Hr ! I q, 6 g/BHP /Hr

INTAKE AIR EXHAUST GAS LUB. OIL TEMP.

F.W.
TURBO TEMP.
SPEED
CHARGER TEMP. FIE~P
PR ~ . INLET OUTLET BACK INLET OUTLET OUTLET
DROP TEMP. TE:"lP. PRESS.

T/C
NO. 1 !4Soo rpn 13,S- c '13 mmAq 320°c 21q oc
0
l33mmAq 44-"c r '7 °c 74 oc
NO. 2 rpm oc mml\q oc oc mmAq oc oc oc
NOTE: * MARK CORRECrED SFOC AT IDWER CALORIFIC VALUE 10200 Kcal/Kg

THRUST PAD TEMP rI °C

DATA SHEET NO.

PROPELLER MARGIN RUNNING ~!6 :1 ;_; _:4

'' ' ' '
DATE: M~v. '1 1qcu:
DATA SHEET 01'
Io o 7, LOAD TEST
MEASUREMENT TIME: 10~.:so
AMBIENT COND lT[ON
ROOM TEMP.: I (.0°c BAROMETRIC PRESS.: I 0 26, 0 mbar

SPEED SET HANDLE GOVERNOR

ENGINE SPEED W/B WEIG!JT OU!'Plfl' ( Bl!P)
ATR PRESS. POSITION POSITION

/ 2 S, o rpm 1'/, ~ kg 971~ PS - - kg/cm2 q' .r ~ 7,t

MAIN PISTON CAMSHAFT T/C COOLING AIR ax:>L. AC'l'UATOf
I NT.ET cnor.1 NG FUEL OIL FRESH ax:>LING PILCT
[,{ Jfl . ()[ !. OIL LlJB. Ol L LUB. OIL WATER WATER AIR
PH ESS. kq/cuf 2 _s- 2 ,S- 2,1 2.0 1, 'l 2' 'l z. r 2, I
'f'EMP. oc 4q.. 44 4~ .53 ~4 I~ --
CYL. NO. l\Vf<. 1 7 1 4 s (, 7 •8 'l 10 11 12

Pm 1.<. 14-l .7 141 14-Z 141 142 142 14- "2.

bar
Pcnnp.
121.'7 122 122 12 2. 121 122 121
I

FTJE:.
ACl'UATOR
INDEX
- j\ 4- 2-" 3.G s.z 3.2 s.R
PUMP M/\RK
p L'M iJ
INDEX S8'.o l8",0 S%,O ~g,o i:%J)~,O
~8.0
EX fl. CAS TEMP
oc ]02 310 210 3 0 t) 210 $t0 .s10
CYL. OUfLET
C.F.W. TEMP
--
0c 1%,0 '715
CYL. OUTLET 1't 'IE- '1 ti ~s- '7 g-
P.C.O. TEMP.
CYL. OUTLET
~c
!'OS SI tI _ro s() _("\ so
AIR COOLER SCAVENCI Mc; AIR

NO. l 2 PRESSURE PRESSURE TP,MPERATURE

PRESS. DROP (mmAq l ir 2 .40 ky/cm2 116 4 mm Hg 36 oc

DIF'F. PfU~SS.
IN !7 0 (SCAV. AIR - EXH GAS RECEIVRR) I IIO mm Hg
AIR
TEMP. our 3D SPECIFIC FUEL OIL CONSUMPTION (SFOC)
(oc)
WATER ,____
IN IS MEASURED * CORRECTED

OUT !'1 { 2 2 '3 g/BHP /!Jr

12.014 g/BHP /Hr

INTAKE AIR F.W.

EXHAUST GAS LUB. OIL TEMP.
TURBO TEMP.
SPEED
CHARGER TEMP. ~~~~~~ INLET
TEMP.
OlJfLET
TE?-1P.
BACK
PRESS.
INLET OUTLET OUTLET
DROP
NO. 1 I~ 510 rpn 13,b oc ~:) mmAq 36~ 0
c 22~°C l~O mmAq 44- °C bo oc 1'1 oc
T/C
NO. 2 rpn oc mmAq oc oc mmAq "C oc oc
NOTE: * MARK CORRECr'ED SFOC AT LDWER CALORIFIC VALUE 10200 Kcal/Kg

THRUST PAD TEMP S-2 °C

RESULT OF INSPECTION MAIN PARTS BEFORE
AND AFTER SHOP TRIAL
~ 00 JI!
JOB NO.
PLAN

TE0627
*
HISTORY
TSUNEISHI SHIPBUILDING CO.,LTD.

MAIN ENGINE 6S50MC

ENG. NO. 3377

SHIP NO. TSUNEISHI Sno.1064

INSPECTION
£<*~3t 6 t:t
RESULTS OF
MAIN PARTS
BEFORE & AFTER
SHOP TRIAL

MITSUI ENGINEERING SHIPBUILDING CO .. LTD.

DIESEL ENGINE FACTORY

QUALITY ASSURANCE
DEPARTW...ENT
7}\ ~!!. P.~ 1t ft flt
APPROVE CHECK DRAWING
~
./ '

l2,. HcJ\11VL I/}'\ W\ lll ~~ \1', ~ ~vP'" .

.
DATE OF 1995~5~ 168
ISSUE

~~;(p 7t:;
-• 1l1J
/;p:- ~ 1 CLASSIFI-
CATION NO.

~ 1
DRAWING
~t 2 NO.

t5 f
IFILE
No.
RESULT OF INSPECTION SHEET No.

Jl. ;:t ;1 f:. Ii ;:t f;j;NAME MAIN ENGINE ( 6S50MC) = :Jt :@AS f* P'.: ~H± :tr: ff$ ~:fife
Crank shaft
MITSUI ENG. & SHIPBUILD. CO., LTD .
.ftl~·lJl'.J..fllTEM
DEFLECTION CHECK TAMANO WORKS DIE Q.A.DEPARTMENT
t!:::t_:tOWNER §1]
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TSUNEISHI SHIPBUILDING CO.,LTD. * Ph
APPROVE CHECK DRAWING
I.NO.JOB NO tc)t,NAME or SHIP .f.l}JIJNO.CLASS.NO. ~IfiiNO. DRAWING NO.
TE627 Tsuneishi 1064
s' \ J~
M jq: MATERIAL iiUtNO. .ftl~Jlij'fMEASURED PLACE
MITSUI TAMANO
t~~Jl 8 MEASURED DATE
'JP \\~~yl/ rm,~(ttk\o\, 1i\ ¥()fa~~

-~rt~ -{IT
T
(/
-~

+ H-
c I +\ E
t T - T I

)
I
LI
t I ' I'\. l Deflection gauge -
..__, '---" L..J B
Mark(+) Elongation of distance between crank webs (+)_[\_
Mark(-) Diminution of distance between crank webs (-)SL
Mark L= 270 mm Measurement Unit : 1/lOOmm
~No. 1 2 3 4 5 6 7 8 9 10 11 12
After B 0 0 0 0 0 0
setting in E +5 +3 +1 0 -1 +1
main bearing T +10 +6 +2 -1 -3 +2
date : 21-2-95 c +6 +4 +1 -1 -2 +1
After B 0 0 0 0 0 0
tightening
E +1 -5 -0.5 -2 -4 -3
through stay
bolt T +2 -7 +3 -1 -7 -1
date : 27-2-95 c +1 -6 +1 -5 -7 -3
After B 0 0 0 0 0 0
coupling to E +1 -5 -0.5 -2 -5 -4
water brake
T +2 -7 +3 -1 -8 +2
date : 28-2-95
c +1 -6 +1 -5 -8 +3
B
E
T
c
B
E
T
c
!FILE
No.
RESULT OF INSPECTION SHEET No.

.;':, ~ ;!: f.: IJ t, f,'J;NAME MAIN ENGINE (6S50MC) =Ji= iiUf} t* j:\ ~ U :fr: ll!f $- ~ PJT
MITSUI ENG. & SHIPBUILD. CO., LTD .
.f~'.JL:1Jl'.JJ{ITEM
BEAHING CLEARANCE TA MANO WORKS DIE Q.A.DEPARTMENT
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1
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I:ijl'.NO.JOB NO Aa:t;NAME or smP fUJIJ No.cu.ss.No. Ll!J iliJNO. DRAWING NO.
TE0627 Tsuneishi 1064 ~.
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U~MATERIAL 1UtNO. ~'.JL:JjjfrMEASlJRED PLACE ~~~}j B MEASURED DATE
MITSUI 'I'AMANO \,V'\.
v

Clearance of cross head bearing ( Standard= 20-35) Unit 1/100 mm

Cyl. No. 1 2 3 4 5 6 7 8 ' 9 10 11 12

F 25 30 30 30 30 27
A 25 29 30 30 29 27

Clearance. of crank pin bearing ( Stand::\.rd = 25-45) Unit 1/100 mm

Cyl. No. 1 2 3 4 5 6 7 8 9 10 11 12

F 25 30 30 30 30 30
A 30 30 30 30 30 30

Clearance of main bearing ( Standard=40-60) Unit 1/100 mm

J 2 16
1 3 4 5 6 7 8 9 10 11 12 13 14 15
No.

F 50 50 50 45 45 50 50 50
A 50 50 50 45 45 50 50 50

I
A I
II
F JI II

~
! I
A
I I J
~ - -
II
II
A
~ II F

J
~

F
~
I I

i I
;
A JI
II
F tI II

I
IFILE
No.
RESULT OF INSPECTION SHEET No.

Jl, ~ ;f. f~ I.± :t f*NAME MAIN ENGINE (6S50MC) = #ii!~fH*'A:~t±::Eff$-~?Jf

Cylinder Liner MITSUI ENG. & SHIPBUILD. CO., LTD.
#(:1:.JJ{ITEM
DIMENSION CHECK TAMANO WORKS DIE Q.A.DEPARTMENT
ti: ;t .:£ OWNE §})
It
P.?, 11: PX.
TSUNEISHI SHIPBUILDING CO., LTD. *
APPROVE
P.C•

CHECK DRAWING
r¥NO.JOB NO Aa:tNAME or SHIP ftSIJNo.cLASS.NO.I~WNO. DRAWING NO.
TE0627 Tsuneishi 1064 5,
I MITSUI TAMANO ~· ~v-k1h" 11 ml"' Q;k'1M t
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7
#t1:11Ji'Yf MEASURED PLACE #(:1:,ij 8 MEASURED DATE
~ ~)l~ \ .r:r- ~
l

x l I

t 5. 5
y 21 55 2 ).fi 70:1 !) 50 640 !'i40
+ ~

I - - -
l
DI D3 D5 D6 D7 D8

D2 D4

Measurement Unit: 1/lOOmm

c Position Dl D2 D3 D4 D5 D6 D7 D8
y Standard + 0.097
0
~x
1. Direction
no. Charge NO. 0 500
0 0 0 0 0 0 0 0
1 504A y 0 0 0 0 0 0 0 0

2 508A
x +4 +4 +4 +4 +4 +4 +4 +4
y +4 +4 +4 +4 +4 +4 +4 +4
3 509A
x +4 +4 +4 +4 +4 +4 +4 +4
y +4 +4 +4 +4 +4 +4 +4 +4
4 510A
x +5 +5 +5 +5 +5 +5 +5 +5
y +5 +5 +5 +5 +5 +5 +5 +5
5 511A
x +6 +6 +6 +6 +6 +6 +6 +6
y +7 +7 +7 +7 +7 +7 +7 +7
6 512A
x +3. +3 +3 +3 +3 +3 +3 +3
y +4 +4 +4 +4 +4 +4 +4 +4
x
y

spare 507A
x +5 +5 +5 +5 +5 +5 +5 +5
y +5 +5 +5 +5 +5 +5 +5 +5
x
y
x
y
IFILE
No.
RESULT OF INSPECTION SHEET No.

MAIN ENGINE (6S50MC) :::: ;Jf ii! ti ti:t: ~ u :E ff .. ~pJT

Main Bearin MITSUI ENG. & SHIPBUILD. CO., LTD.
DIMENSION CHECK TAMANO WORKS DIE Q.A.DEPARTMENT

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CHECK
f'F nX:
DRAWING
1--~~~-t-~~~~-t-~~~-1
I•No JosNo Ycl:t,NAME OF SHIP .fjjJIJNO.CLASS.NO. ~ llfiNO. DRAWING NO.
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,f;f ~MATERIAL MttNO. ~'i::Jlii'YfMEASUREDPLACE ~'.lCJl 8 MEASURED DATE
"'7'
9 MITSUI TAMANO

L b' A-A
- ~

I
LtJ
I

Ct---+---E
a-,_~

I
-,_~c

1; 1
L b
Ft It A Measurement Unit : 1/100 mm

F A
Position
a b'!b c a b'!b c
Main bearing : 30.0mm a b' c -0.18
Standard -0.21
b -0.03
J No. Metal No. -0.06

1 1 -18 -19/-5 -18 -18 -19/-5 -18

2 2 -18 -19/-5 -18 -18 -19/-4 -18
3 3 -18 -19/-4 -18 -18 -19/-5 -18
4 4 -18 -19/-5 -18 -18 -19/-5 -18
5 5 -18 -19/-5 -18 -18 -19/-5 -18
6 6 -18 -19/-5 -18 -18 -19/-5 -18
7 7 -18 -19/-4 -18 -18 -19/-5 -18
8 8 -18 -19/-4 -18 -18 -19/-4 -18

spare 9 -18 -19/-4 -18 -18 -19/-5 -18

IL.:..N.:...:o:..:..·------
FILE _]

RESULT OF INSPECTION SHEET No.

MAIN ENGINE (6S50MC)

Thrust shaft & Thrust pad
=jf ii! fr} t* J:\: fi u :E tf .. ~~ pjf
MITSUI ENG. & SHIPBUILD. CO., LTD.
CLEARANCE(Before shop trial) TA MANO WORKS DIE Q.A.DEPARTMENT
ff)C.:f.OWNER
~- P.?. 1lf *
f1 JiJ.
L-~~~~'~I'S~U~N_E~I~S_H_I_S_H_I~P_B_U_IL_D_I_N_G~C_O~.,~L_T_D_·~~~~--1~A~P~P~R~O~V_E-+-___;C_H_E~C_K~+-D_R_A_W_IN~G,
Ilfl'.NO.JOB NO
TE0627
Wt} :t; NAME OF SHIP
Tsuneishi 1064
I.fjJJIJ NO.CLASS.NO. ml [ii NO. DRAWING NO.

~,j"~MATERIAL ji'Jf<NO. l ~1i:tlJWfMEASURED PLACE ~31t}j 8 MEASURED DATE

I MITSUI TAMANO

Thrust Shaft

-
'--
~ /
~ I
I
Thrust pad
/
v
/

,_..__ >--- ~

0 Clearance

Measurement Unit : l/lmm

Standard Actual

6S50MC · 0.5-1.0mm 0.53mm