Engine Operating Instructions Type VM32

Engine Operating Instructions
VM32
A0
Engine Operating Instructions Type VM32

Engine No.: 34 184 34 185 34 186 34 187 34 188 34 189 Record No.: 262134
en / 24.04.2008
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VM32
A0
Please note the copyright notice pursuant to ISO 16016

"All documents such as drawings, data and programmes, etc. and models, templates etc. shall remain our exclusive property. They are only handed over to the agreed purpose and must not be used for any other purpose. Copies or other reproductions including storage, processing or distribution by using electronic systems may only be made to the agreed purpose. Neither originals nor copies may be handed over to third parties or be made available in any other form. All rights (in case of registration of patent, utility patent, design patent) reserved. Offenders will be liable for damages." Caterpillar Motoren GmbH & Co. KG
en / 24.04.2008
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Total Index
Book A, B and C
-
A0.01

Total Index Book A, B and C Introduction Safety instructions Emergency Stop Safety System Specification Engine Design
A0
A0.01 A0.02 A0.03 A0.04 A0.05
Technical Engine Data

Governor Data Working pressures of auxiliary equipment Temperatures of operating media Temperatures of operating media Torsional Vibration Calculation Acceptance Test Records
A1
A1.04 A1.05 A1.06 A1.06 A1.09 A1.10
Operating Instructions
Table of Contents Introduction Safety Instructions Instructions for Heavy Fuel Operation Initial Operation Engine Operational Supervision Engine Removal from operation Engine Danger of Frost Engine Running-in Engine Fault Tracing Engine Emergency Operation Engine
A3
A3.01 A3.02 A3.03 A3.04 A3.05 A3.06 A3.07 A3.08 A3.10 A3.11 A3.12
Operating Media
Table of Contents Introduction Safety instructions Regulations and Recommendations Engine
A4
A4.01 A4.02 A4.03 A4.05
Maintenance
Table of Contents Introduction Safety instructions
A5
A5.01 A5.02 A5.03
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Total Index
Book A, B and C
-
A0.01
Tools
Table of contents
A6
A6.01
Spare Parts Catalogue

Total Index Book A, B and C Introduction
B0
B0.01 B0.02
Spare Parts
Table of contents Safety instructions
B1
B1.01 B1.03
Stand-by parts External Documentation

Total Index Book A, B and C Introduction Electrical Equipment Table of contents
B2 C0
C0.01 C0.02 C5.01
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Introduction
M20-M601C
A0.02
The present operating instructions include notes and guidelines for proper handling of the engine plant. It is matched with the equipment condition and the type of fuel sold. Since the type of fuel used considerably influences the service life of the components, the Caterpillar / MaK after-sales service has to be consulted when it is required to change from destillate fuel operation to heavy fuel oil operation, in order to ensure an expert retrofit of the engine plant and to exchange the necessary documentation. When changing over from heavy fuel oil operation to destillate operation, the Caterpillar / MaK after-sales service should also be consulted for a longer period of time so that a documentation with extended maintenance intervals can be made available. With regard to operation and maintenance of the engine including the necessary work to be carried out, the operating instructions are subdivided into the following chapters:
A1 A3 A4 A5 A6
Technical engine data Operating instructions Fuels Maintenance Tools
With the respective information contained in the individual chapters, the technical personnel is able to maintain the engine in such a manner that regarding its output, reliability, economy and service life optimum operating results can be achieved. If you need further information or if you have any other questions, we kindly ask you to contact our responsible service organization. The operating instructions do not release the personnel in charge of this engine plant from their duty to take care. The recognized rules of technology are to be observed, taking into account overriding regulations, observance of the general safety measures and locally applicable accident prevention regulations. Data or explanations assumed to be the basic knowledge of trained technical and engine room personnel, are not contained. Caterpillar / MaK is not responsible for damage caused by improper operation and maintenance.
These operating instructions are only intended for our customers. All rights reserved for this document. All technical data contained in these operating instructions must neither be reproduced, distributed nor utilized for competitive purposes or disclosed to third parties without our express approval.
Postal address: Telephone: Telefax:
Caterpillar Motoren GmbH & Co. KG, P.O. Box 9009, D-24157 Kiel +49(0)431- 3995-01 +49(0)431-3995-2010 (chief operator) (after-sales service only)
http://www.mak-global.com
en / 18.09.2007
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Safety instructions
M20-M601C
A0.03
Personnel entrusted with work on the engine/plant must have read the operating instructions and in particular the pages on safety instructions which precede the chapters before beginning work. In order to eliminate danger which may constitute a risk of life and limb of the user or of third parties, all safety regulations which are marked with the to be observed in all cases.
symbol have
Technical instructions and/or operations to be strictly observed are marked in the documents with attention. They warn of possible damage to the machinery or to other material property.
Note refers to special information on appropriate use and work to be carried ou
California / USA Proposition 65 Warning Diesel engine exhaust and some of its constituents are known to the state of California to cause cancer, birth defects, and other reproductive harm.
en / 15.12.2005
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Safety instructions
M20-M601C
A0.03
Our engine is equipped with a monitoring system and an emergency stop system to prevent damage caused to the operators' health as well as damages to the engine. Within the scope of commissioning all mechanical, electric and pneumatic equipment and systems allowing the engine to be stopped for safety reasons will be demonstrated and explained by our commissioning personnel. Participants in this acceptance procedure are the authorized personnel of CATERPILLAR Motoren Kiel, the managing and operating personnel of the operator and also representatives of the insurance companies. This important system is subject to recurrent inspections and tests in order to ensure proper function of its individual components. In the section "Scheduled Maintenance" you will find the respective test frequencies and related job instructions that should be followed to protect the personnel from injuries and prevent material damages.
en / 15.12.2005
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Emergency Stop
Safety System
M20/M25/M32/M43
A0.04
Attention:
Do not perform further starting attempts for a while after the safety/emergency stop device has triggered! Note and observe the following points and actions. If these actions are not observed, severe personal injuries as well as damage to the engine can occur, which may void the warranty.
*Note:
With some engine assemblies, in particular in marine applications, an alarm or a power reduction may be triggered before a safety/emergency stop is performed. If there are no safety concerns, the engine must also be shut down, if an alarm occurs or engine power is reduced and the causes have to be eliminated.
Actions that must be performed after a safety/emergency stop* occurred:

- Identify the reason for emergency stop based on the points listed below. - Work through list of corresponding sub-points. - Contact your Caterpillar/ MaK Service.
Type of emergency stop:

1. 2. 3. 4. 5. 6. 7. Overspeed condition Lubrication oil (pressure and temperature) Engine room monitoring Cooling water - fresh water - HT (pressure and temperature) Exhaust gas Check pneumatic emergency stop system on engine after every emergency stop Fault messages and measuring points
Note:
The following checks may be of assistance during troubleshooting and permit identification of root causes of an emergency stop. However, they cannot cover the entire spectrum of possible causes.
en / 20.02.2008
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Emergency Stop
Safety System
M20/M25/M32/M43
A0.04
1.
Overspeed condition
Emergency stop due to excessive rpm.
1.1 1.2
How high was the maximum rpm before emergency stop was triggered? Why did engine go into an overspeed condition?
Check: 1.3 Check if emergency stop safety device is operational. Check free operation of adjustment shaft and joint Check every single regulator rack of fuel pumps in both directions for proper operation by pulling and pressing. Checking governor drive. Verification of possible out of calibration of actuator (if fitted).
Contact your Caterpillar/ MaK Service.
2.
2.1
Lube oil (lube oil pressure, lube oil temperature)

Emergency stop due to lack of lube oil Checks: Visual inspection of engine. Lube oil pump drive: - Check gears for damage or loss. Check lube oil pressure switch. Check lube oil filter for metal chips. Check oil sump and piping for leaks and cracks.
2.2
Contact the Caterpillar/ MaK-Service.
en / 20.02.2008
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Emergency Stop
Safety System
M20/M25/M32/M43
A0.04
2.3
Emergency stop due to high lube oil temperature Checks: Check temperature sensor. Check oil cooler. Check cooling water circuit. Pressurize each cylinder through opened indexing valves with shop air. If there is a rapid pressure drop or if no pressure builds up the cause must be investigated.
2.4
Contact the Caterpillar/ MaK Service.
3.
Engine room monitoring

Emergency Stop due to excessive oil mist concentration (refer to A3.11.18.01.nn). Checks: Check engine room monitoring device (operational test), refer to C5.05.11.02.03. nn. Visual inspection of engine and gear train, of cam shaft trough, of combustion chamber, of turbo charger.
3.1
4.
Cooling water (fresh water - HT, pressure and temperature)

Emergency stop due to excessively high cooling water temperature Checks: Visual inspection of engine Check temperature sensors
en / 20.02.2008
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Emergency Stop
Safety System
M20/M25/M32/M43
A0.04
4.1
Check fresh water cooler Operational test of LT - Cooling water circuit with cooling water pump.
5.
Exhaust gas
Emergency stop due to excessively high exhaust temperature Checks: Check exhaust gas temperature sensors. Aftercooler (differential pressure) (refer to A5.05.06.04.02.nn). Fuel pumps and fill level scale on each fuel pump. Injection valves (refer to A5.05.07.08.01.nn). Turbocharger
5.1
6.
Check pneumatic emergency stop system on engine after every emergency stop
Attention:
In order for emergency stop safety device to operate properly, 7,5 bar pneumatic supply has to be available continuously.
Checks: Check emergency stop pneumatic system on the engine for leaks. Stop valve to main start line upstream from start valve must constantly be open during operation.(Refer to A3.05.11.nn).
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Emergency Stop
Safety System
M20/M25/M32/M43
A0.04
7.
Fault messages and measuring points
Attention:
The fault messages listed below do not directly lead to an emergency stop, but they considerably affect reliable engine operation. If such a fault message appears on the monitoring display of the alarm system, the engine plant may only be operated for a short time and under permanent observation. At any rate, the cause of the fault message must be remedied immediately.
7.1
General fault messages: Fault message: (Measuring point number) 6105 * 9631 * 9601 * 9717 * Description: Low shutdown air pressure Oil mist detector failure Terminal set X1 voltage failure Terminal set X3 voltage failure
* see also List of Measuring Points C5.05.02.01.nn.nn.
7.2
Plant-specific fault messages: - Safety system failure - RPM switch unit failure (overspeed)
7.3
Please contact the Caterpillar/ MaK Customer Service.
en / 20.02.2008
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Specification
Engine Design
VM32
A0.05
Engine Design M 32 VEE

When the crankshaft is viewed from the flywheel end at the flywheel, the crankshaft rotates in the following direction: Counter-Clock Wise or Anti-Clock Wise or Left-Hand Rotation
Firing Order (Injection Sequence) see A1.10
Engine Valve Clearance (Lash) Inspection: The valve clearance is to be checked every 1,500 hours and adjusted, if required.
Note: See also A5.05.01.01.01.nn The engine valve clearance should only be measured with warm engine, i.e. 15 minutes after shutting down the engine. Engine valve clearance Inlet Engine valve clearance Outlet or Exhaust 0.4 mm + 0.1 mm 0.0 mm 1.1 mm + 0.1 mm 0.0 mm
A readjustment of the valve bridge position to the valve spindles must be carried out before every valve clearance adjustment during scheduled inspections or due to service work being carried out on the valve drive components.
Note: The damper end of the engine is opposite the flywheel end of the engine. Bank A side and Bank B side of the engine are determined from the flywheel end. Viewing from the flywheel end at the flywheel, Bank A is on the left, Bank B is on the right. In CM and MaK Product Literature by Caterpillar Motoren, the sides of the engine are referred to as Bank A or Bank B sides, not as left or right sides to insure clarity in identification during communication. Cylinder number A1 is the flywheel end cylinder on Bank A (on the left as viewing the flywheel from the flywheel end). Cylinder Number B1 is the flywheel end cylinder on Bank B (on the right as viewing the flywheel from the flywheel end).
en / 11.02.2003
AA025775
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Specification
Engine Design
VM32
A0.05
Cyl. Numbers A1 Camshaft Bank A A2 A3 A4 A5 A6 A7 A8
Turbo Bank A
VIEW
Camshaft Bank B B1 B2 B3 B4 B5 B6 B7 B8 Turbo Bank B Cyl. Numbers
Flyweel
Damper 1 2 3 4 5 6 7 8 9
Main Bearing Numbers Flywheel Rotation
Inlet Channel
Exhaust Channel
(Left Hand) ACW CCW
(Right Hand) CW
View from Propeller/Gen-Shaft to the Flywheel Exhaust Valve
ACW = CCW = Anti-Clock Wise = Counter-Clock Wise CW = Clock Wise

en / 11.02.2003 AA025775
Inlet Valve
2/2

M20-M601C
A1
en / 24.04.2008
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Governor Data
-
A1.04
Governor Data
en / 20.02.2008
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Governor-data
VM32
A1.04.26 .66
en / 21.04.2008
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m
Motor-Type: Engine type:
Reglerdatenblatt / Governor Data

(Woodward-Regler / Woodward Governor)
Kostentrger-Nr.: Record No.: Motor-Nr.: Engine No.:
16 CM32
Aussteller: Abteilung:
262134-1
34184
* Ortsleistung / Site output
1.
Motordaten / Engine Data

Leistung: Power: Vollastdrehzahl: Full load speed:
CA31
Name: Steiner Datum: 27.02.2008
6200 750
kW
Regelbereich: Control range:
450-750
1/min
1/min
Gesamt-Massentrgheitsmoment: Total moment of inertia: 5533
kg m
2.
Stellgert / Actuator
Type: Type:
UG40-ACT
Designation: Designation:
A 8251-772
beidseitig-kerbverzahnt serrated both sides kerbverzahnt serrated
Serien-Nr.: Serial No.:
14959735
2.1 Bau-Beschreibung / Specification

Ausgangswelle: Terminal shaft: Antriebswelle: Drive shaft: Basis: Base:
3/4" - 48 1 1/8" - 48 UG 40
2.2 lfllung des Stellgertes: Oil filling of the actuator:
Siehe Abschnitt "Betriebsstoffe" See section "Operating Media"
ndert sich das Klimaniveau des Hauptfahrgebietes wesentlich, z. B. von Eismeerfahrt in Tropenfahrt, und nicht nur vorbergehend, so ist bei evtl. auftretenden Reglerschwierigkeiten wegen eines Wechsels der lsorte bei der Caterpillar Motoren GmbH & Co. KG Auskunft einzuholen. If the climatic conditions are considerably changed in the main district of operation (e. g. change from polar sea navigation to tropical regions) eventually causing failures, Caterpillar Motoren GmbH & Co. KG should be asked with respect to change of the grade of oil
2.3 Stellgertdrehzahl: Actuator speed: 3.
1,326
x Motordrehzahl x engine speed
Digitaler Drehzahlregler / Digital Speed Governor

Reglertype: Governor type:
723+
Reglerdesignation: Governor designation:
9906-619
Abb. / Fig. 1
Hebel am Regler Lever on governor
3.1 Reglereinstellung / Adjustment of governor

siehe Programmierliste: see program list:
...
Hebel an der Regulierwelle Lever on injection pump control shaft
Anlenkung zwischen Reglerausgangswelle und Regulierwelle siehe Abb. 1 (entspricht einer Stellgerthubausnutzung von:
Link between governor terminal shaft and injection pump control shaft see Fig. 1 (corresponds to a governor stroke utilization of:
75
(%)
3.2 Hinweise / Notes

Nach lwechsel oder Reparatur des Reglers mssen diese Einstelldaten wieder angestrebt werden. Jede nderung der Reglerausrstung (2.1) bzw. der Reglereinstellung (3.1) ist in diesem Fall zu vermerken. After oil change or repair of the governor the adjustment data must set again. Every change of the governor equipment (2.1) or adjustment (3.1) must be recorded on this sheet.
Caterpillar: Confidential Green
m

16 CM32
262134-2
34185
1.

CA31
6200 750
kW
450-750
1/min
1/min
kg m
2.
Type: Type:
UG40-ACT
A 8251-772
14891626

3/4" - 48 1 1/8" - 48 UG 40
1,326

723+
9906-619
Abb. / Fig. 1

...
75
(%)

m

16 CM32
262134-3
34186
1.

CA31
6200 750
kW
450-750
1/min
1/min
kg m
2.
Type: Type:
UG40-ACT
A 8251-772
15092904

3/4" - 48 1 1/8" - 48 UG 40
1,326

723+
9906-619
Abb. / Fig. 1

...
75
(%)

m

16 CM32
262134-4
34187
1.

CA31
6200 750
kW
450-750
1/min
1/min
kg m
2.
Type: Type:
UG40-ACT
A 8251-772
14487726

3/4" - 48 1 1/8" - 48 UG 40
1,326

723+
9906-619
Abb. / Fig. 1

...
75
(%)



16 CM32
262134-5
34188
1.

CA31
6200 750
kW
450-750
1/min
1/min
kg m
2.
Type: Type:
UG40-ACT
A 8251-772
14487727

3/4" - 48 1 1/8" - 48 UG 40
1,326

723+
9906-619
Abb. / Fig. 1

...
75
(%)

m

16 CM32
262134-6
34189
1.

CA31
6200 750
kW
450-750
1/min
1/min
kg m
2.
Type: Type:
UG40-ACT
A 8251-772
14487725

3/4" - 48 1 1/8" - 48 UG 40
1,326

723+
9906-619
Abb. / Fig. 1

...
75
(%)

Working pressures of auxiliary equipment

M32
A1.05
Lubricating oil
at the last Camshaft bearing at rated engine speed 4,0 - 5,0 bar
Cooling water
min. feed head at pump inlet 4 m. water gauge 2,5 - 5,0 bar
Fuel at injection pump inlet

Distillate fuel Heavy fuel 3,0 - 5,0 bar 4,0 - 5,0 bar
Injection nozzle opening pressure

take the applicable figures from the acceptance test records(A1.10)
Control air
7,5 bar
Starting air
12* - 30 bar
minimum pressure for starting
en / 28.03.2000
TD000065
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Temperatures of operating media

VM32
A1.06
Lubricating oil
engine inlet temperature rise at rated output 60 - 65 C 10 - 14 C
Cooling water
engine outlet temperature rise at rated output 80 - 90 C 7 - 10 C
Charge air
engine inlet
see also A3.06.05.nn 45 - 60 C 40 - 50 C *1 *2
Distillate fuel Fuel before injection pumps

(see diagram)
*2
*1 Lowest avaiable charge air temperature should be chosen. If water condenses in the charge air manifold, raise the temperature until this is avoided. The exhaust gas temperature after turbine must not exceed 420 C with gas oil and 400 C with heavy fuel. *2 Permissible injection viscosity must be set on the viscothermic device to enable a kinematic viscosity of 10 - 12 mm2/s (cSt) to be reached before the injection pumps, corresponding to a dynamic viscosity of 9 11 mPas (distillate fuel below 10 mm2/s or 9 m Pas). The heavy fuel specifications defined by MaK (e.g. RHM 35 (~ IF 380) give the heavy fuel temperature before engine starting. However, the maximum temperature at injection pumps must not exceed 155 C!
en / 15.11.1996
TD000088
1/1
Temperatures of operating media

M32
A1.06
Lubricating oil
engine inlet temperature rise at rated output 60 - 65 C 10 - 14 C
Cooling water
engine outlet temperature rise at rated output 80 - 85 5 - 10 C
Charge air
engine inlet
see also A3.06.05.nn 45 - 60 C 40 - 50 C *1 *2
Distillate fuel Fuel before injection pumps

(see diagram)
*2
*1 Lowest avaiable charge air temperature should be chosen. If water condenses in the charge air manifold, raise the temperature until this is avoided. The exhaust gas temperature after turbine must not exceed 420 C with gas oil and 400 C with heavy fuel. *2 Permissible injection viscosity must be set on the viscothermic device to enable a kinematic viscosity of 10 - 12 mm2/s (cSt) to be reached before the injection pumps, corresponding to a dynamic viscosity of 9 11 mPas (distillate fuel below 10 mm2/s or 9 m Pas). The heavy fuel specifications defined by MaK (e.g. RHM 35 (~ IF 380) give the heavy fuel temperature before engine starting. However, the maximum temperature at injection pumps must not exceed 155 C!
en / 19.12.2005
TD000100
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Torsional Vibration Calculation

-
A1.09
Torsional Vibration Calculation
en / 20.02.2008
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Torsional vibration calculation

VM32
A1.09.11. 07
en / 21.04.2008
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c
Motor Nr. / Engine No. 34184, 34185, 34186, 34187, 34188, 34189 34190, 34191, 34192, 34193, 34194, 34195 34196, 34197, 34198, 34199, 34200, 34201
Drehschwingungsberechnung Torsional Vibration Calculation
Bericht-Nr./ Report No.
08032019
Kostentrger Nr. / Record No. 262134 262135 262136
Motortyp / Engine type 16CM32C
Installation Art der Anlage / Type of In stallation Stationre Landanlage / Stationary Set
Kunde / Customer Black & Veatch
Werft / Yard
Abnahme / Tested by
Station name Kabul Power Block 1, 2, 3
Dieser Bericht wurde erstellt von: This report was made by: Prfung durch / checked by:
Th.Dombrowsky H.C.Peters
Blatt/Sheet
Inhaltsverzeichnis / Table of Contents
Ergebnis der Berechnung / Result of Calculation .....................................................................................................2 Berechnungsdaten / Calculation Data......................................................................................................................3 Elastisches System / Mass Elastic System ...............................................................................................................4 Drehzahldiagramme / Speed Diagrams ....................................................................................................................5 Eigenfrequenzen / Natural Frequencies ...................................................................................................................7 Erluterungen / Explanations....................................................................................................................................9
Raum fr Genehmigungsvermerke / Space for remarks of approval:
3 2 1
Rev. Date Description Name
de/eng/20.02.2008
Blatt/Sheet: 1 von/of: 9
c
1. 1.1
Ergebnis der Berechnung Result of Calculation
08032019
Betriebseinschrnkungen: Normalbetrieb: Nach Herstellerangaben soll grundstzlich fr diese Kupplung eine dynamische Steifigkeit von 135% des nominalen Katalogwertes gewhlt werden. Fr die Synthese- und Eigenfrequenzberechnung wurde dementsprechend die oben genannte Steifigkeit eingesetzt. Damit errechneten wir in den einzelnen Anlagenteilen keine unzulssigen Beanspruchungen. (siehe beiliegende Drehzahldiagramme) Drehzahlsperrbereich: Motordrehzahl 0 - 450 1/min aus Drehzahlregulierungsgrnden
1. 1.1
Operational restrictions: Normal running: According to the data of the manufacturer for this coupling a dynamic stiffness of 135% of the nominal catalogue value is to be chosen. For the synthesis and natural frequency calculation the above-mentioned stiffness value was used. With this we did not calculate any inadmissible stresses in the individual plant components (see attached speed diagrams). Barred speed range: Engine speed 0 - 450 rpm due to speed governing reasons
1.2
Aussetzerbetrieb Hierunter wird allgemein der Betrieb mit ungleichmigen Zylinderbelastungen verstanden. Praktisch gibt es zwei Extreme:
1.2
Irregular running This generally means the operation with unbalanced cylinder loads. There are two extreme cases:
1.2.1 Zndaussetzer Keine Einspritzung, aber Kompression voll vorhanden bei einem beliebigen Zylinder. Allgemeine Hinweise: Siehe Betriebsanleitung Notbetrieb (Blatt A3.12.02.01) Spezielle Hinweise: In diesem Betriebszustand wird die Kupplung durch Wechseldrehmomente und durch grssere Wrmeentwicklung hher beansprucht. Gegeben durch die Charakteristik des Gummielementes reduziert sich somit die Steifigkeit in der elastischen Kupplung. Fr die Syntheseberechnung wurde 70% des nominalen Katalogwertes eingesetzt. Mit dem oben genannten Steifigkeitswert errechneten wir fr die einzelnen Anlagenteilen keine unzulssigen Beanspruchungen. (siehe beiliegende Drehzahldiagramme) Keine Betriebseinschrnkungen aus drehschwingungstechnischen Grnden. Es mu allerdings sichergestellt werden, da die max. Pumpenfllung den 100% Prfstandsprotokollwert nicht bersteigt. 1.2.2 Vollaussetzer Keine Kompression, ausgebautes Triebwerk. Allgemeine Hinweise: Siehe Betriebsanleitung Notbetrieb (Blatt A3.12.02.01) Betrieb bei Generatoranlagen weder blich noch erforderlich. de/eng/20.02.2008
1.2.1 Misfiring No injection, but compression fully available in one of the cylinders. General notes: See Operating Instructions, Emergency Operation (sheet A3.12.02.01) Special notes: At this operating condition the coupling is subjected to higher stress due to alternating torques and a higher heat development. Owing to the characteristic of the rubber element the stiffness in the flexible coupling respectively is reduced. For the synthesis calculation 70 % of the nominal catalogue value was used. With the above-mentioned stiffness value we did not calculate any inadmissible stresses in the individual plant components. (see attached speed diagrams) No operational restrictions for reasons of torsional vibrations. However, it must be ensured that the max. fuel rack position does not exceed 100% of the test bed record value.
1.2.2 Full failure No compression, running gear dismantled General notes: See Operating Instructions, Emergency Operation (sheet A3.12.02.01) Operation in case of generator sets neither usual nor necessary. Blatt/Sheet: 2 von/of: 9
c
Motor / engine: MaK 16CM32C
Berechnungsdaten Calculation Data
08032019
Viertakt, 16 Zyl. V-Motor / four stroke, 16 cyl. Vee engine V-Winkel: 50 Grad / Vee angle: 50 deg Dauerleistung / continous rating: 7680 kW bei / at 720 1/min / rpm Bohrung / bore: 320 mm Pleuelst.-verh. / con.rod ratio: 0.217 Hub / stroke: 420 mm Osz. Gewicht / recipr. weight: 217.9 kg Zndfolge / firing order: A1-B3-A3-B5-A5-B7-A7-B8-A8-B6-A6-B4-A4-B2-A2-B1 Blattfederdmpfer / leaf spring damper nach MaK-Zeichnung / acc. to MaK drawing: 0.00.6-63.13.00-39 Auenteil / outer part Red. Lnge / equ. length Innenteil / inner part 30.30 625.00 2.53
Kurbelwelle / crankshaft nach MaK-Zeichnung / acc. to MaK drawing: 1.98.7-25.10.01-03 Abschnitt Dmpfer-letztes Triebwerk / section damper-last running gear MT-Moment eines Triebwerks / moment of inertia of a running gear Abschnitt zwischen zwei Triebwerken / section between two running gears Abschnitt Zylinder B1-Schwungrad / section cylinder B1-flywheel 16 Gegengewichte / 16 counter weights Je 2 Stck an den Triebwerken / 2 pcs each on running gears 1 to 8 Schwungrad / flywheel: MaK-Zeichnung / MaK drawing 1.90.7-73.10.02-06 Schwungradnabe / flywheel hub: MaK-Zeichnung / MaK drawing 1.90.7-73.10.01-03 Elastische Kupplung / flexible coupling: Vulkan Rato-R G381NR , series 2200, Zeichnung Nr. / drawing no.: 1G3810R007 Primrteil / primary part Elastizitt / flexibility 135% / 70% Sekundrteil / secondary part Drehstromgenerator / alternator: LeroySomer, Type: LSA58-XL11/8p - HV, Zeichnung Nr. / drawing no.: P1 059 0060, Rev.A Wellenabschnitt bis Lfter / shaft section up to fan Lfter / fan Abschnitt Lfter - Polrad / section fan - rotor Polrad + Welle / rotor + shaft Abschnitt Polrad - Erreger / section rotor - exciter Erreger + Gleichrichterbrcke / exciter + rectifier bridge
11.50 44.10/46.10 11.50 12.00 38.80
439.40
21.50
36.00 673.40/1299.00 69.40
22.79 113.30 6.51 1738.00 7.89 21.10
de/eng/20.02.2008
c
30,3 1 2,53 2 121,7 3 121,7 4 121,7 5 121,7 6 121,7 7
Elastisches System Mass Elastic System
08032019
121,7 8
121,7 9
123,7 496,9 10 11
69,4 12
113,3 13
1738 14
21,1 15
625 /= ,00156
11,5
11,5 /= ,00015
11,5 /= ,00015
11,5 /= ,00015
11,5 /= ,00015
11,5 /= ,00015
11,5 /= ,00015
11,5 /= ,00015
12
673,4 / 1299
22,79
6,51
7,89
= ,9 / ,63
Nr. Bezeichnungen Designations I[kgm2] L[rad/GNm] D[cm] i[-] --------------------------------------------------------------------------------------------01 AT-Schwingungsdmpfer op-vibration damper 30,30 625,00 0,00 1,0000 02 IT-Schwingungsdmpfer ip-vibration damper 2,53 11,50 28,00 1,0000 03 Triebwerke Zyl. A8/B8 running gears Cyl. A8/B8 121,70 11,50 28,00 1,0000 04 Triebwerke Zyl. A7/B7 running gears Cyl. A7/B7 121,70 11,50 28,00 1,0000 05 Triebwerke Zyl. A6/B6 running gears Cyl. A6/B6 121,70 11,50 28,00 1,0000 06 Triebwerke Zyl. A5/B5 running gears Cyl. A5/B5 121,70 11,50 28,00 1,0000 07 Triebwerke Zyl. A4/B4 running gears Cyl. A4/B4 121,70 11,50 28,00 1,0000 08 Triebwerke Zyl. A3/B3 running gears Cyl. A3/B3 121,70 11,50 28,00 1,0000 09 Triebwerke Zyl. A2/B2 running gears Cyl. A2/B2 121,70 11,50 28,00 1,0000 10 Triebwerke Zyl. A1/B1 running gears Cyl. A1/B1 123,70 12,00 28,00 1,0000 11 Schwungrad + PT. Kupplung flywheel + pp coupling 496,90 673,4/1299 0,00 1,0000 12 ST elastische Kupplung sp flexible coupling 69,40 22,79 22,50 1,0000 13 Lfter fan 113,30 6,51 36,00 1,0000 14 Generatorpolrad generator rotor 1738,00 7,89 30,00 1,0000 15 Erregermaschine exicter 21,10 0,00 0,00 1,0000
de/eng/20.02.2008
c
2 1,8 1,6 1,4 1,2 1 ,8 ,6 ,4 ,2 0
Drehzahldiagramme Speed Diagrams
08032019
Generatorcharakteristik (P=const) / Alternator Characteristic

Wechselspannung Systemstelle 2- 3 Alternating Stress Location 2- 3 Spannung/Stress [N/mm2] Wechselspannung Systemstelle 4- 5 Alternating Stress Location 4- 5 Spannung/Stress zulssig/admissible [N/mm2]
50 45 40 35 30 25 Total 20 15 10 5 0
Total
640 660 680 700 720 740 760 780 800 820 840
640 660 680 700 720 740 760 780 800 820 840
Motordrehzahl/engine speed [1/min] (i=1,0)

Ordnungen: 4,0 _____ 2,5 - - - - 3,5 ......

Ordnungen: 1,0 _____ 0,5 - - - - 7,0 ......
50 45 40 35 30 25 20 15 10 5 0
Elast. Kupplung Systemstelle 11- 12 Flex. Coupling Location. 11- 12 Moment/Torque [kNm]
1 ,9 ,8 ,7 ,6 ,5 ,4 ,3 Total ,2 ,1 0
Elast. Kupplung Systemstelle 11- 12 Flex. Coupling Location. 11- 12 Verlustleistung/Power loss [kW]
zulssig/admissible
zulssig/admissible
Total
640 660 680 700 720 740 760 780 800 820 840
640 660 680 700 720 740 760 780 800 820 840

Ordnungen: 0,5 _____ 1,0 - - - - 4,5 ......

Ordnungen: 0,5 _____ 1,0 - - - - 4,5 ......
10 9 8 7 6 5 4 3 2 1 0
Wechselspannung Systemstelle 12- 13 Alternating Stress Location 12- 13 Spannung/Stress [N/mm2]
5 4,5 4 3,5 Total 3 2,5 2 1,5 1 ,5 0
Wechselspannung Systemstelle 13- 14 Alternating Stress Location 13- 14 Spannung/Stress [N/mm2]
Total
640 660 680 700 720 740 760 780 800 820 840
640 660 680 700 720 740 760 780 800 820 840

Ordnungen: 0,5 _____ 9,0 - - - - 8,5 ......

Ordnungen: 0,5 _____ 9,0 - - - - 8,5 ......
de/eng/20.02.2008
c
5 4,5 4 3,5 3 2,5 2 1,5 1 ,5 0
Drehzahldiagramme Speed Diagrams
08032019
Generatorcharakteristik (P=const) / Alternator Characteristic

Wechselsp. Systemstelle 2- 3 (Aussetzer Zyl. A 8) Alternating Stress Location 2- 3 (Misfiring Cyl. A 8) Spannung/Stress [N/mm2] Wechselsp. Systemstelle 8- 9 (Aussetzer Zyl. A 8) Alternating Stress Location 8- 9 (Misfiring Cyl. A 8) Spannung/Stress zulssig/admissible [N/mm2]
50 45 40 35 30 25 20 Total 15 10 5 0
Total
640 660 680 700 720 740 760 780 800 820 840
640 660 680 700 720 740 760 780 800 820 840

Ordnungen: 3,0 _____ 2,5 - - - - 4,0 ......

Ordnungen: 1,0 _____ 0,5 - - - - 2,5 ......
50 45 40 35 30 25 20 15 10 5 0
Elast. Kupplung Systemstelle 11- 12 (Aussetzer Zyl. A 8) Flex. Coupling Location. 11- 12 (Misfiring Cyl. A 8) Moment/Torque [kNm]
1 ,9 ,8 ,7 ,6 ,5 ,4 ,3 ,2 ,1 0
Elast. Kupplung Systemstelle 11- 12 (Aussetzer Zyl. A 8) Flex. Coupling Location. 11- 12 (Misfiring Cyl. A 8) Verlustleistung/Power loss [kW]
zulssig/admissible
zulssig/admissible
Total 640 660 680 700 720 740 760 780 800 820 840
Total 640 660 680 700 720 740 760 780 800 820 840

Ordnungen: 0,5 _____ 1,0 - - - - 2,5 ......

Ordnungen: 0,5 _____ 1,0 - - - - 2,5 ......
10 9 8 7 6 5 4 3 2 1 0
Wechselsp. Systemstelle 12- 13 (Aussetzer Zyl. A 8) Alternating Stress Location 12- 13 (Misfiring Cyl. A 8) Spannung/Stress [N/mm2]
2 1,8 1,6 1,4 1,2 1 ,8 ,6
Wechselsp. Systemstelle 13- 14 (Aussetzer Zyl. A 8) Alternating Stress Location 13- 14 (Misfiring Cyl. A 8) Spannung/Stress [N/mm2]
Total
Total
,4 ,2 0
640 660 680 700 720 740 760 780 800 820 840
640 660 680 700 720 740 760 780 800 820 840

Ordnungen: 0,5 _____ 9,0 - - - - 1,0 ......

Ordnungen: 0,5 _____ 9,0 - - - - 8,5 ......
de/eng/20.02.2008
c
1.Grad / Node 387 1/min
1 2 3 4 5 6 7
Eigenfrequenzen Natural Frequencies
08032019
10
11
12
13
14
15

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Vektorsummen bezogen auf Masse 3 / Phase Vector Sums referred to Mass 3 1.Grad / Node 2.Grad / Node 3.Grad / Node
0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5 6,0 0,2451 0,0515 0,0214 0,0115 0,0125 0,0147 0,0110 2,7055 0,0961 0,0326 0,0199 0,0155 6,5 0,0258 7,0 0,0566 7,5 0,2489 8,0 14,6415 8,5 0,2117 9,0 0,0402 9,5 0,0145 10,0 0,0061 10,5 0,0035 11,0 0,0050 11,5 0,0755 12,0 7,7901 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5 6,0 6,1897 0,3445 0,3462 0,0715 0,2015 0,0984 0,2766 0,6166 2,4262 0,2180 0,3217 0,0963 6,5 7,0 7,5 8,0 8,5 9,0 9,5 10,0 10,5 11,0 11,5 12,0 0,4161 0,3787 6,2858 3,3367 5,3472 0,2688 0,2344 0,0380 0,0570 0,0331 1,9063 1,7753 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5 6,0 5,4667 1,1399 0,2049 0,2259 0,1193 0,3255 0,2443 1,2585 2,1427 0,7214 0,1904 0,3043 6,5 7,0 7,5 8,0 8,5 9,0 9,5 10,0 10,5 11,0 11,5 12,0 0,2463 1,2530 5,5515 6,8109 4,7225 0,8894 0,1388 0,1202 0,0337 0,1096 1,6836 3,6238
de/eng/20.02.2008
c
1 2 3 4 5 6 7
Eigenfrequenzen Natural Frequencies
08032019
10
11
12
13
14
15

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Vektorsummen bezogen auf Masse 3 / Phase Vector Sums referred to Mass 3 4.Grad / Node 5.Grad / Node 6.Grad / Node
0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5 6,0 5,9895 4,3409 0,9739 0,4688 0,5668 1,2397 0,2677 0,5885 2,3477 2,7472 0,9050 0,6316 6,5 7,0 7,5 8,0 8,5 9,0 9,5 10,0 10,5 11,0 11,5 12,0 1,1707 4,7714 6,0825 3,1849 5,1742 3,3869 0,6596 0,2494 0,1603 0,4173 1,8447 1,6945 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5 6,0 1,7380 7,8992 1,2094 0,4936 0,7039 2,2559 0,0777 0,2519 0,6812 4,9991 1,1239 0,6650 6,5 7,0 7,5 8,0 8,5 9,0 9,5 10,0 10,5 11,0 11,5 12,0 1,4539 8,6827 1,7649 1,3632 1,5014 6,1632 0,8191 0,2627 0,1990 0,7594 0,5353 0,7253 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5 6,0 2,7745 6,6599 3,3108 1,1000 1,9270 1,9020 0,1240 0,4134 1,0875 4,2148 3,0767 1,4820 6,5 7,0 7,5 8,0 8,5 9,0 9,5 10,0 10,5 11,0 11,5 12,0 3,9799 7,3204 2,8175 2,2374 2,3968 5,1962 2,2423 0,5853 0,5448 0,6403 0,8545 1,1904
de/eng/20.02.2008
Erluterungen Explanations
08032019
Verwendete Maeinheiten: Alle in diesem Bericht genannten Zahlenwerte entsprechen dem internationalen Masystem (SI-System). Smtliche Massentrgheitsmomente sind in der Einheit 2 [kgm ] angegeben. Anstelle der blichen Drehsteifigkeit c [kNm/rad] wird der Reziprokwert L [rad/GNm] angegeben. G = 10 . Drehschwingungsersatzsystem: Die Antriebsanlage ist auf ein berechnungsfhiges Ersatzsystem, das abwechselnd aus Massen und Federn besteht, zurckgefhrt. Alle Anlagenteile, die nicht mit Motordrehzahl umlaufen, sind auf die Motordrehzahl reduziert. Anlagenteile, die schneller drehen als der Motor haben ein bersetzungsverhltnis grer als eins. Wichtige Anmerkung: Vorliegende Drehschwingungsberechnung wurde - entsprechend den Regeln der Schwingungstechnik nach bestem Wissen und unter Zuhilfenahme modernster Rechenhilfsmittel durchgefhrt. Die Ergebnisse und Schlussfolgerungen sind nur gltig, soweit die Eingabedaten korrekt sind, worauf wir jedoch nur bezglich unseres eigenen Lieferanteils Einflu haben. Es wird empfohlen, dass der Auftraggeber allen Bauteillieferanten die Drehschwingungsberechnung zur Verfgung stellt, um diesen eine Nachprfung auf Richtigkeit der Daten und Zulssigkeit der auftretenden Beanspruchungen zu ermglichen. Unsere Gewhrleistung wird neben der Beseitigung eines evtl. Berechnungsfehlers auf Nachbesserung oder Ersatz des schadhaften Teiles an unserem Liefergegenstands beschrnkt. Weitergehende Ansprche sind - gleich aus welchem Rechtsgrund - ausgeschlossen.
9
Units of measurement used: All figures mentioned in this report correspond with the International System of Units (SI Units). 2 The unit of all moments of inertia is [kgm ]. Instead of the usual torsional rigidity c [kNm/rad] we indicate the reciprocal value L [rad/GNm]. G = 10 . Equivalent torsional system: The propulsion plant is substituted by a computable equivalent system, which alternately consists of moments of inertia and springs. All components not running at engine speed are referred to engine speed. Components running faster than the engine have a gear ratio greater than unity. Important note: This torsional vibration calculation has been carried out according to the rules of vibration engineering to the best of our knowledge and with the assistance of the most modern calculation aids. The results and conclusions are only valid as far as the data given are correct, which, however, can only be influenced by us within our scope of supply. We recommend our customer to make the torsional vibration calculation available to each component supplier for checking the correctness of the data and the admissibility of the stresses to be expected.
9
Our guaranty is limited to the correction of any computational error and the repair or replacement of the defective part of the equipment supplied by us. Any other claims are excluded irrespective of their basis in law.
de/eng/20.02.2008
Acceptance Test Records

-
A1.10
Acceptance Test Records
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AA000095
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Technical Data
Acceptance test records
VM32
A1.10.20.28.25
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M20-M601C
A3
en / 24.04.2008
AA000108
1/1
Table of Contents
-
A3.01
Operating Instructions Table of Contents Introduction Safety Instructions Instructions for Heavy Fuel Operation Instructions for Heavy Fuel Operation Fuel system Instruction for heavy fuel operation Care and supervision / Engine fuel Instructions for heavy fuel operation Lubricating oil system Instructions for heavy fuel operation Care and supervision / Lubricating Oil Initial Operation Engine Initial operation Fuel system Initial operation Lubricating oil system Initial operation Cooling water system Initial operation Starting air system Initial operation Starting air system Initial operation General performance testing Initial operation Putting into service/starting Initial operation Putting into service/loading Operational Supervision Engine Monitoring Intake air temperature Monitoring of operation Exhaust system/Firing pressure Operational supervision Exhaust system/supercharging
A3 A3.01 A3.02 A3.03 A3.04 A3.04.07.00 A3.04.07.01 A3.04.08.00 A3.04.08.01 A3.05.00 A3.05.07.00 A3.05.08.00 A3.05.09.00 A3.05.10.00 A3.05.11.00 A3.05.15.00 A3.05.18.02 A3.05.18.04 A3.06.00 A3.06.05.00 A3.06.06.01 A3.06.06.02
en / 24.04.2008
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Table of Contents
-
A3.01
Operational supervision Fuel system Operational supervision Changing the type of fuel Operational supervision Lubricating oil system Operational supervision Cooling water system Operational supervision Adjustment Instructions Operational supervision Starting system Operational supervision Partial load operation Removal from operation Engine Removal from operation Placing out of service/stopping Danger of Frost Engine Danger of frost Antifreeze protection Preservation Engine Preservation Short term preservation Preservation Long term preservation Preservation Depreservation Running-in Engine Running-in Engine Fault Tracing Engine Fault tracing Introduction Fault tracing Oil mist detector
A3.06.07.00 A3.06.07.01 A3.06.08.00 A3.06.09.00 A3.06.09.01 A3.06.10.00 A3.06.18.00 A3.07.00 A3.07.18.01 A3.08.00 A3.08.01.00 A3.09.00.00 A3.09.01.00 A3.09.02.00 A3.09.03.00 A3.10.00 A3.10.01.00 A3.11.00 A3.11.18.00 A3.11.18.01.01
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Table of Contents
-
A3.01
Fault tracing Remedial measures Emergency Operation Engine Emergency operation With a defective turbocharger Emergency operation Operational misfire Emergency operation Operational misfire
A3.11.18.02 A3.12.00 A3.12.01.01 A3.12.02.00 A3.12.02.01
en / 24.04.2008
AA020023
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Introduction
M20-M601C
A3.02
Contained herein are certain points regarding the initial operation, the assurance of a reliable service as well for overcoming the need for long periods of non operation, thus ensuring a rapid return to service. For any working data mentioned in this book, please bear the following in mind: It is possible for the engine power to be limited before reaching its full performance capacity, to meet special requirements. Thereby in compliance with DIN ISO 3046 we differentiate between: Maximum continuous power this is the maximum permissible output for this type of engine. Rated power this is indicated on the acceptance test records for your engine. Full stop power this is the power output limited by a restrictor on the injection pump racks. Unless otherwise indicated, our information always refers to the maximum continuous power and if this is unknown to the operator he should make inquiries to the manufacturer. The power is limited by a restrictor at the fuel injection pump control shaft during the test bed run and normally at rated power and speed. Any other arrangements can be seen from the acceptance test records (A1.10).
Attention:
When using heavier fuel grades independent on the density of the fuel, the rated power will be reached at a fuel rack position that is accordingly lower. As such, the limiting position must also be accordingly lower. This is especially the case after a change of fuel from that of an essentially higher density as it is the case when changing from distilled fuel to heavy oil. The alteration of the fuel rack position may only be carried out by personnel who have received permission to do this from Caterpillar / MaK !
en / 17.01.2006
AA000295
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Introduction
M20-M601C
A3.02
The operators have to work with the necessary care and to keep to the safety notes. The existing protection and safety devices must not be removed nor changed, and any damage detected must be immediately reported. Safety devices may only be changed in special cases by personnel who have received permission to do this from MaK. The preparations for the first startup are made by the MaK service engineer, who will explain the plant to the engine room staff in detail. Detail questions are to be settled on site from the operating instructions and explanations should be noted down in the instructions. After commissioning the engine, all important data and work should be recorded in either the engine log book or in our ship management system DIMOS. Please observe the data and recommendations in your operating instructions together with the maintenance and servicing measures recommended by us. They are the basis for a long useful life with a constant degree of economy for your engine installation.
Attention:
After every cleaning of the engine with fat solvent detergents all metallic blank patts must be protected again slightly with an oil film! Special care must be taken to ensure that all bearing points affected by the cleaning are thoroughly lubricated afterwards!
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Introduction
M20-M601C
A3.02
Basic notes on engine operation relating to the service life of combustion chamber components
Of vital importance to the service life of highly loaded combustion chamber components such as inlet and exhaust valves, piston, and liner are the operating conditions of the engine. These, however, can be influenced to a very large extent by the operator of the plant. In the following some instructions will be provided for the operator on how to increase the service life of these components and save maintenance and operating costs. 1. Maintenance and monitoring of operating media Fuel The quality of heavy fuel has continuously deteriorated during the last years. More and more often different residues from the refinery process and processes of the manufacturing industry and the chemical industry are added to the basic fuel. This may result in fuels that tend to have poor ignition qualities and a slow rate of combustion and are inclined to form hard, abrasive constituents, although they do meet the generally applicable requirements (ISO, CIMAC). At the moment, these standards do not provide any information about the combustion properties of fuels. Suppliers of fuels are currently working to define properties and limits more accurately. Therefore, it is becoming increasingly difficult for operators and manufacturers of heavy-fuel compatible large engines to assess the combustion properties of the fuel. Fuels with poor ignition qualities will normally lead to increased piston and valve burn due to the formation of fuel deposits that eventually burn or smolder on these components. In extreme cases this may even result in valve burnout and piston burn. Past experience has shown that this may already be caused by one charge, thus considerably decreasing the expected or scheduled TBO. In the worst case vanadium may act as a catalyst to the formation of acid, i.e. strong acids will be formed from constituents of the fuel (e.g. sulphur) beyond the normal extent. We are, therefore, recommending to the operator to request an extended analysis from the analyzing laboratory at regular intervals or if there is a suspicion of poor fuel quality. The analysis should cover the following:
Content of aromatic compounds and asphaltenes in the fuel Nitrogen content Vanadium content
Upon receipt of the analysis consultation with the field organization responsible for your support should take place.
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Introduction
M20-M601C
A3.02
Lubricating oil As regards the lubricating oil treatment it is of particular importance to ensure correct separation and filtration and keep an eye on the operating values of the oil. To this end, we recommend to have the lubricating oil analyzed at regular intervals by a laboratory. Important characteristics of the lubricating oil are:
Viscosity: For the formation of a corresponding lubricating wedge a correct viscosity is of vital importance. In order to avoid damages to the engine, the viscosity must range within the specified limits. TBN (Total Base Number): Characterizes the neutralizing capability of the oil. Through the combustion air and the fuel acid formers are introduced into the engine. These forming acids must be neutralized in order to protect the engine components against corrosive attack. Water content: A high percentage of water in the oil has a corrosive effect. Furthermore, steam bubbles may form under certain pressure and temperature conditions (e.g. in bearings), interrupt the lubricating film and thus cause damages. Percentages of individual chemical elements: Especially important is the vanadium content. Depending on the measuring method the vanadium content can indicate a rising percentage of heavy fuel in the lubricating oil. A high percentage of heavy fuel in the engine lubricating oil may particularly affect piston cooling, which in turn leads to piston burn.
2.
Monitoring of the operating conditions Injection System We particularly want to emphasize the importance of monitoring the fuel for correct injection viscosity. The connection between the viscosity of the fuel and its temperature is used for controlling the injection viscosity. To this end, the viscosimeter is continually capturing the current viscosity. In case of discrepancies between the current and the preset value the viscosimeter will transmit a signal to the fuel preheater which in turn regulates the temperature of the fuel. This will be done until there is no more discrepancy between the current and the preset viscosity value. Low temperatures of the fuel always lead to higher viscosity and vice versa. Due to this control principle it is very important to avoid long distances between viscosimeter and the injection pump on the engine so as to ensure that the adjusted fuel temperature actually reaches the engines.
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Introduction
M20-M601C
A3.02
Problems in case of wrongly adjusted injection viscosity: a) Low viscosity:

b)
Seizure of the injection pumps due to decreased lubrication of the pump plunger (especially in case of gas oil operation), Formation of steam bubbles due to excessive temperature and resulting excess consumption.
High viscosity:
Poor atomization of the fuel which may lead to severe formation of soot due to poor combustion, high mechanical load on the entire injection system and combustion chamber components: Roller, cam follower, injection pump, fuel injector, piston crown.
Turbocharging The turbocharger is one of the most sensitive components of the engine. The efficiency of the turbocharger depends on its degree of contamination, which determines whether the individual cylinders are supplied with a sufficient amount of air. Consequences of a poorly performing turbocharger can be:
Drop in power produced by the engine Rising fuel consumption High temperatures of the combustion chamber components, which may significantly reduce service life particularly of the combustion chamber components.
Engine room ventilation Prerequisite for a properly working turbocharger and thus for proper air supply to the engine is a good engine room ventilation. Especially during the hot summer months or in warm regions of the world particular attention should be given to this aspect. It is absolutely required to make sure that all available engine room ventilators are running and all air ducts are fully open. Furthermore, a positive effect can be achieved by aligning the fins of the louvers so that the air flow reaches the turbocharger in an optimal way. An indicator of sufficient ventilation by a given engine room ventilation system is a slight overpressure in the engine room.
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Safety Instructions
M20-M601C
A3.03
Safety Instructions
The Caterpillar / MaK engine has been built in accordance with state-of-the-art standards and the recognized safety regulations. Nevertheless, in the case of improper operation physical or life-threatening danger to the operator or others damage to the unit and other valuable objects a reduction in the economy of the unit.
The service personnel must possess the corresponding qualification and authorization (qualification certificate) for the engine system in operation. Before the initial operation of special systems, the service personnel must be fully aquainted with the characteristic features therein. An introduction to the system specifications, requirements/characteristics can be carried out in the training center of Caterpillar / MaK. For the operators of the system this is a necessary requirement to the order.
General safety instructions

During all operational and service measures the relevant pointers in the prevention of accident regulations of the particular employee's liability insurance association or equivalent institution, are to be observed, for example: Observe all fire-warning and fire-fighting procedures! Operating elements of the emergency-off device are to be free acessible!
Further valid is the following:

Unauthorized modifications and changes to the system can impair the safety! Alteration may only be carried out by personnel with received permission to do so from Caterpillar / MaK! Avoid any work procedures which may affect the safety! Only operate the engine if all protection facilities, e.g. detachable protection facilities, linings, heat insulation, extractors are available and functional! Check the engine/plant at least once per shift for damage and defects which can be recognized from the outside! If any changes occur (including changes of the operational behaviour), this must be reported immediately to the competent person! Stop the engine/ plant immediately and secure it if necessary against restart! Damages and faults should be rectified immediately! Stop and secure the engine/plant immediately against restart in the case of functional disorders! Malfunctions should be rectified immediately!
en / 20.02.2008
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1/2
Safety Instructions
M20-M601C
A3.03
Remote control
The engine remote control of seegoing ships and inland ships will be constructed according to the safety regulations of the classification society. Inland ships must also observe the relevant customary safety recommendations!
Safety measures for local control of the engine Before the start:
Check the system for defects, check lamps! defective instruments, operating controls, control lights
Clean up spillages of fuel and oil! Protection guards must be in operation position and operative! Hearing protection must be worn! Before putting the engine into operation, ensure that there is no danger to persons by the starting engine/plant! Move operational controls to neutral position and/or minimum position (r.p.m. potentiometer with locking facility)!
Starting:
Check the instrument readings! Do not switch off extractors and ventilators while the engine is running!
Attention: In no case the starting air shut-off valve must be closed during engine operation. California / USA Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to the state of California to cause cancer, birth defects, and other reproductive harm.
en / 20.02.2008
AA000338
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Instructions for Heavy Fuel Operation

M20-M601C
A3.04
The instructions stated below are to be stringently observed, as the readiness for service and operational reliability of the engine system during high extremes of use, requires perfect fuel and depends upon optimal concentrations and monitoring supervision.
Fuel system
A3.04.07.nn
Lubricating oil system
A3.04.08.nn
en / 10.12.1997
AA000291
1/1
Instructions for Heavy Fuel Operation

Fuel system
M20-M601C
A3.04.07.00
Fuel system
The evermore intensive utilization of crude oils by modern processing is the reason the portion of the residual oils (heavy fuel) has become smaller and the portion of the in the residual oils remaining contaminating matter has, however, increased. The distinguishing properties of such residual oils are their high viscosity and their density as well as the increased portion of chemical compounds with sulphur, vanadium, sodium and cat fines etc. The remainig contaminating matters influence the operation of the heavy fuel engine! Optimum treatment of the fuel and an intensive supervision of the plant are therefore a precondition for economical operation of heavy fuel engines.
For information about heavy fuel quality and for instructions and maintenace see section A4.05.07.nn.
en / 10.12.1997
BA000004
1/1
Instruction for heavy fuel operation

Care and supervision / Engine fuel
M32
A3.04.07.01
Care and supervision

If you are uncertain of the bunker quality, a careful ascertation of the quality must take place.
Basic schema of the heavy fuel system
DT1 HF1 HF2 HF3 HF4 HH1 HH3 HH4 HP1/HP2 HP3/HP4 HP5/HP6 HP7
Diesel oil day tank Fuel fine filter (duplex filter) Fuel primary filter (duplex filter) Fuel coarse filter Self cleaning fuel filter Heavy fuel final preheater Heavy fuel preheater (separator) Heating coil Fuel pressure pump Fuel oil circulating pump Heavy fuel transfer pump Sludge pump
HR1 HR2 HS1/HS2 HT1 HT2 HT5/6 KP1 KT2
Fuel pressure regulating valve Viscometer Heavy fuel separator Heavy fuel day tank Mixing tank Settling tank Fuel injection pump Sludge tank
en / 10.03.1997
BA021421
1/4

M32
A3.04.07.01
Note:
The shown fuel circutory diagram is as well valid for operation with destillate fuel after periods of longer operation on low partial load and prior to planned service measures. For permanent operation of the engine with destillate fuel, please refer to diagram A3.06.07.nn.
1.
Storage tank
When fueling with heavy fuel, only empty storage tanks are to be used. This is to avoid segregation or the consequences of any incompatibilty that may occur when taking on different types of fuel. If a plant has no storage tank heating, the HFO pumpability of the heavy fuel for the required temperature range must be obtained from the supplier or check the setting point by cooling.
2.
Settling tank HT5, HT6

Emulsions are normally broken up under temperature influence in a settling tank, and a part of the water and heavy contaminations are separated from the heavy fuel as sludge. Two setting tanks are to be provided for HFO-operation and each one is to be designed for a full load operation of 24 hours. Connect the two tanks alternaly irrespective of the fuel consumed so as to obtain the best settling effect possible. Before cutting a tank in, thoroughly remove any water and sludge.
The longer the fuel remains in the settling tank, the more contaminants and water will be deposited. During operation, the set temperature of the tank should be between 80 - 90 C
3.
Separator HS1, HS2

The separators have the most important task in the heavy fuel treatment. They lower the content of solids and water of the heavy fuel to the minimum that can technically be reached. Both separators are always to be operated parallel independently of the manufacturer/system. The operational capacity is designed according to the rules and regulations of the individual manufacturer, whose authorised department has coordinated the design with MaK-Kiel.
Separation temperature 98 C.
en / 10.03.1997
BA021421
2/4

M32
A3.04.07.01
4.
Day tank HT1

The day tank is designed to collect the treated fuel, for a minimum of 4 hours of full load operation. If the treatment plant is in order, it will always be filled to the overflow level. This prevents the formation of water condensation. Daily de-sludging is important. A temperature level between 80 - 95 C should be maintained.
5.
Fuel pressure pump HP1, HP2

The fuel pump pressurizes the mixing tank. The pump relief valve has to be closed in operation. Test procedure: The system pressure must not rise when increasing the valve spring load.
6.
Fuel pressure-regulating valve HR1

The valve is installed in the excess return line and must be set so that the pressure at the engine is of that required (see A1.05).
7.
Self cleaning fuel filter HF4

For fuel (heavy fuel and destilled fuel), filter elements with a mesh size of 10 m are required. In the event of filter alarm, which is activated between the flushing intevals if the differential pressure is accessive, the operation of the separators must be checked and the filter cleaned (for servicing instructions see the document of the manufacturer, book C).
8.
Mixing tank HT2

This mixing tank is equipped with a level monitor. In the event of alarm and/or when filling the tank, open the vent valve several times for a short time by hand.
en / 10.03.1997
BA021421
3/4

M32
A3.04.07.01
9.
Circulating pump HP3, HP4

This pump is designed like a force pump. The pump relief valve has to be closed in operation.
10.
Final preheater HH1

The preheater is to lower the fuel viscosity to a level that is optimal for injection, 10 - 12 mm2/s cSt; (1,8 - 2 E), in order to reach a good atomisation and fuel-air mixture. If the preheater is of electrical type, ensure the temperature switch may be set to at max. 180 C If the preheater is of steam type, a condensation trap should be installed at the steam outlet to ensure sufficient heating if possible.
Attention: Fuel temperature before engine intake 150 C.
11.
Viscosity measurement and control equipment HR2 (Viscometer)

Check whether the indicated viscosity is actually run: whenever taking on fuel, check the temperature and viscosity against the viscosity-temperature sheet (see A4.05.07.06) and ajust the viscometer if necessary.
12.
Fine filter HF1

The fine filter prtects the fuel injection system and removes solids not previously separated. It is important to clean the filter when 50% of the red area on the differential pressure gauge is visible or when the filter alarm has been activated. For service measurements, see A5.07.12.01.nn.
en / 10.03.1997
BA021421
4/4
Instructions for heavy fuel operation

M20-M601C
A3.04.08.00

The progressively declining quality of heavy fuel oils and the contamination contained therein can lead to engine troubles with increasing frequency if the lube oil is not cared for in an adequate manner. For this reason, the following instructions point out the importance of a careful lube oil treatment and supervision of the lube oil circuit so as to ensure a trouble-free and economical engine operation.
Lubricating oil The selection of the suitable lube oil and the limit values are observed according to the operating media A4.05.08.nn. The lube oil has important functions in engine operation as e.g.: Replace metallic friction with the much lower fluid friction of the oil film. Protect engine parts from corrosive combustion gases.
Note:
Sulphurous residues and combustion products of the fuel form sulphuric acid with the water vapor which results from combustion and which afterwards condenses. This produces corrosive wear on bearings, pistons, valves and cylinder liners. Dissipate frictional heat. Act as a coolant (pistons). Improve the seal between piston, piston rings and cylinder liner, to limit gas blow-by. Suspend abraded particles, combustion residues and products of deterioration.
en / 11.12.1997
BA020008
1/1

Care and supervision / Lubricating Oil
M32
A3.04.08.01
Care and supervision

In heavy fuel operation, lube oil purification by separators is indispensible for a proper treatment. There are no other means to eliminate from the oil, the products resulting from cleaning and neutralisation (carbon and asphalt compounds) including water.
1.
Lubrication oil filtering Oil cleaning in separators is specified for heavy oil operation. (For restrictions of guarantee see A4.02. The separation temperature must be between 90 - 95 C.
2.
Oil level control Check the oil level daily, see A3.05.08.nn. Top up with fresh oil, if 20% of the specified quantum has been consumed. This will replace parts of the additives consumed. Perform during operation regularily, and after longer periods of shutdown an analysis circulatory lubricating oil, see A4.05.08.nn.
3.
Lubricating oil system The pump fitted on the engine takes the oil from the sump tank via a protective strainer (where fitted) and pumps it to the automatic lube oil filter. The lubricating oil is then pumped via the subsequent oil cooler to the duplex filter (with indicator) and then via the safety strainer to the oil pressure limiting valve. After this, it is distributed among the engine lubricating points.
en / 01.03.2005
BA020010
1/4

M32
A3.04.08.01
Basic schema of the lubricating oil system
LF1 LF2 LF4 LH1 LH2 LP1 LP2 LP9
Duplex lube oil filter Lube oil automatic filter Suction filter Lube oil cooler Lube oil preheater Lube oil force pump Lube oil auxiliary pump Transfer pump (separator)
LR1 LR2 LS1 LT1
Lube oil temperature control valve Lube oil pressure limiting valve Lube oil separator Lube oil sump tank
en / 01.03.2005
BA020010
2/4

M32
A3.04.08.01
3.1.
Prelubrication LP2 (standby or prelubrication pump) Only a sufficient prelubrication will produce the necessary oil filn on all bearings for engine starting. Check the pressure build-up at the last main bearing (if there is no automatic engine locking). Prime the circuit until the pump pressure is steady.
3.2.
Check the operation of the engine-driven force pump LP1 Check the oil pressure (at rated speed and working temperature), if the pressure is too low, check is the oil pressure limiting valve closed? is the pump relief valve tight? are the suction pump seals tight? is the suction strainer clogged? is the flushing quantity of the automatic filter too large?
3.3.
Lube oil automatic filter LF2 An automatic filter with oil or compressed air flushing or an automatic filter with oil flushing is employed as automatic lube filter.
Attention: The functioning of the entire series of filters is indispensible for the proper filtration of the lube oil. The automatic filter is the main filter and as such it has the finest filtration. It must therefore only be bypassed in extreme emergencies.
3.3.1.
Lube oil automatic filter LF2 (flushing with oil or compressed air) The flushing frequency results from the quantity of the dirt particles that remain in the lube oil (which indicate the separator function). Monitor the flushing intervals of the filter (the flushing cycle counter indicates the contamination level). If there are more than 100 flushing per day, the cause of the oil contamination must be detected: check the separator function charge air is too cold (soot formation)
en / 01.03.2005
BA020010
3/4

M32
A3.04.08.01
Check and clean the filter elements. See servicing instructions in the documents form the manufacturer, book C. If the back-flushing filter flushes with oil, set the flushing flow (valve in the flushing line) so that there will be no drop in the working pressure, see A1.05. If the back-flushing filter is equipped with flushing oil preparation, the inserts of this must be cleaned or exchanged in he event of a filter alarm.
3.3.2.
Lube oil automatic filter (with permanent oil flushing) Regular checking and cleaning of the gauze inserts (the differential pressure indication shows the contamination level of the elements). Carefully check the filter elements for damage. If the filter has various cartridges, one damaged cartridge means a malfunction of the entire filter. Renew damaged cartridges. See servicing instructions in the documents of the manufacturer, book C.
3.4.
Duplex lube oil filter LF1 (with indicator) Check the filter at regular intervals. If required (differential pressure indicator shows 50% of the red area or filter alarm), carefully clean the isolated filter chamber, the filter cartridges being installed at working temperature.Remove the cartridges during every third cleaning. Renew damaged filter cartridges For servicing instructions see A5.05.07.12.01.nn.
3.5.
Strainer filter LF4 Clean the strainer filters (made available by the customer) in the suction pipes of the service, standby und separator pump every 7500 operating hours and/or when work has been done on the suction side of the lube oil piping system.
en / 01.03.2005
BA020010
4/4
Initial Operation
Engine
-
A3.05.00
Initial Operation
en / 20.02.2008
BA000022
1/1
Initial operation
Fuel system
M20-M601C
A3.05.07.00
Fuel system
After a long break from service and/or before the initial operation with heavy and destillated fuels we recommend: Remove the fuel injectors according to A5.05.07.07.01.nn. Check the nozzles and opening pressure according to A5.05.07.08.01.nn. The rule is: heavy fuel - cooled nozzles distillate fuel - uncooled nozzles
If an engine equipped for heavy fuel, is to be only temporarily run on distillate fuel, it will not be necessary to fit uncooled nozzles. Drain the day fuel tank, remove the sludge and refill. Clean the fuel filter according to A5.05.07.12.01.nn. Ensure that all cocks and valves are in the correct position. Vent the fuel system. Use auxilary fuel pump. In case the day tank is at a higher level and the pump has a bypass line: open the stop valve at the pump. Check for smooth operation of the control rack linkages: Each individual control rack has movement in both directions so as to give perfect operation. Set all equipment parts of the fuel and nozzle cooling systems into the operating position. Switch the fuel circulating pump on and check the vent screws, flange connections and threaded pipe unions for leaks.
Additional preparation work for heavy fuel operation (see A3.04.07.nn) Switch on all necessary preheaters for the correct time. Switch the fuel circulation pump on. The fuel temperature before the injection pumps is to be checked according to its viscosity (see A1.06).
en / 11.12.1997
BA000018
1/1
Initial operation
M20-M601C
A3.05.08.00

The lubricating oil should be analyzed regularily during operation and after a longer period of engine downtime, see A4.05.08.nn. Clean the lubricating oil duplex filter and the suction strainer, these both being situated in front of the lube oil force pump and the standby pump (see A5.05.08.02.01.nn, A5.05.08.04.01.nn) Dry sump - Drain off the water from the oil tank - Check the oil level Wet sump - Check the oil level in the sump by means of a dip stick. Switch on the standby or pre-lubricating pump and Vent the entire lubricating oil system. Check all flanges and threaded connections in the system for tight connection. Check the lubrication of the following points: Big end and small end bearings Main bearings Camshaft bearings Valve rockers Oil nozzles for timing gear train Oil nozzles for the pumps actuating gear A slight oil flow must be visible. Check lubricating oil pressure. The working pressure has to be reached with switched-on standy or pre-lubricating pump, see A1.05.
Plants with lubricating oil separator: Start the separator and preheat the oil in this manner in due time before starting the engine.
Turbocharger with independent lubricating oil supply: Check the oil levels at the turbine and compressor ends (sight glass).
en / 28.02.1997
BA000026
1/1
Initial operation
Cooling water system
M20-M601C
A3.05.09.00

Fill the cooling water system via the expansion tank. It is required that the cooling water has a level of corrosion protection (see A4.05.09.nn). Set the correct position of the isolating and changeover cocks and/or valves on the cooling water system, see book C. Switch on the fresh water standby pump and check the system for leaks. If there are cocks or valves in the cooling water piping on the engine, for draining individual cooling water spaces for repair (e.g. cylinder head, turbocharger etc.), check whether these cocks or valves are open, so that there will be no heat accumulation in the parts to be cooled. Unless connected to a permanent venting arrangement, all components and pipes belonging to the system must be consecutively vented. The vent pipe from the engine to the header tank generally has a stop valve to throttle the water flow. While the engine is running, a sufficient permanent venting must be ensured. Preheat the engine in good time before starting: Switch the preheater and circulating pumps on or open the isolating valves if the cooling water circuit is connected with the circuit of the engine running. If an engine is running on heavy fuel from pier to pier, preheating is absolutely necessary. The starting performance is better with distillate fuel. Water condensation is avoided and the time needed until the engine has been warmed up to normal working temperature is considerably shorter. For preheating temperature see A3.05.18.nn. For pressures and temperatures see A1.05 an A1.06.
en / 16.12.1997
BA000030
1/1
Initial operation
Starting air system
M32
A3.05.10.00
Compressed air system

Check the following components for ease of movement and leaks: Starting air distributor Master starting and vent valve A5.05.10.01.02.nn A5.05.05.02.01.nn
Check the piston of the starting and maximum fuel limiter for smooth operation: The piston must move freely without binding or catching by air pressure or spring action (A5.05.05.05.01.nn) If there are special requirements to be met, the engine will have a fuel limiter depending on charge air pressure, and this also limits the starting fuel. Check: A5.05.05.04.02.nn.
Drain the starting air equipment. For bottle pressure see A1.05. Open the main valve on the air bottles. Check emergency stop unit (A5.05.10.03.01.nn). In no case the starting air shut-off valve must be closed during engine operation (A3.05.11.nn)!
en / 01.07.1997
BA000405
1/1
Initial operation
Starting air system
M20/M25/M32/M43/M282/M332C/M452/M453C/M551/M552C/M601/ M601C
A3.05.11.00
Do not close starting air shut-off valve during operation!
Apart from the starting system, the engine air system also supplies the emergency stop devices and the crankcase oil mist detector.
When the shut-off valve is closed, the air supply of the emergency stop cylinders at the injection pumps and at the crankcase oil mist detector are shut off, in addition to the starting air.
Thus the function of 2 safety systems is prevented!
It is absolutely necessary that the starting air supply is always open during engine operation, to ensure the operational reliability of the engine.
In no case the starting air shut-off valve must be closed during engine operation!
en / 01.07.1997
BA000719
1/1
Initial operation
General performance testing
M20/M25/M32/M43
A3.05.15.00
General performance testing

Ensure that the air admission into the engine room is in order. Drain the water from the exhaust piping after the turbocharger and check pipe for free passage. Check the permanent water drain at the charge air manifold for free passage. When the engine is cold, a small amount of water may come out as a result of condensation.
Note:
If the amount of water is large, the cause must be traced. Do not start the engine to avoid the danger of water shocks. Open the indicator or decompression valves. Turn the engine by baring gear or rod, for this If the engine has a clutch: Declutch the engine
Carry out starting attemps, until no water is blown out. Close indicator or decompression valves, engine is ready for commissioning.
en / 11.05.2000
BA000034
1/1
Initial operation
Putting into service/starting
M20/M25/M32
A3.05.18.02
According to the application of the engine and the degree of automation, apart from the basic equipment for the local control of the engine (emergency control) further special fittings and facilities to operate these are provided. These are not dealt with in this section. Unless these facilities are included in the contractual supply scope of Caterpillar / MaK, then a functional scheme and description of the functional scheme applying especially to this particular system will be prepared and coordinated (see book C).
Direct start at the generator engine

In the scope of this initial operation we are dealing exclusively with the starting procedure on the generator engine. In order to ensure the functioning, it is important to know the automation degree of the system. When alarm, safety systems and also revolution counters are switched off normally all functions are automatically monitored, manually checked or executed.
Starting (operating panel in the gauge board) Switch position selector in the board on 2 = OFF. Put emergency operating lever into the operation position at the operating stand or at the control linkage. Engine prelubrication: Switch on the engine prelubrication pump or auxilary pump approx. 5 min. prior to start. For operating pressure, see A1.05. Set revolution speed by means of the revolution speed head on the mechanic-electric governor to nominal setting. Manually start the engine at the starter solenoid or master starting valve. Keep the starting attempt as short as possible. In the event of a direct engine start with electronic governors the stop must be reset parallel to actuating the starting solenoid valve.
Attention:
Manual starting of the engine may only occur when the engine is at a total standstill! Switch off the prelubrication or auxiliary pump (automatically or by hand). In no case the starting air shut-off valve must be closed during engine operation (A3.05.11.nn)!
en / 05.08.1996
BA000042
1/1
Initial operation
Putting into service/loading
M20-M601C
A3.05.18.04
Caterpillar / MaKLoading Precondition:
during the warming up of a generator motor
The jacket water has been preheated to the temperature (t) given below when running on: Distillate fuel Heavy oil fuel t = 40 C t >=10 C below working temperature at the engine outlet or engine inlet. See A1.06.
Normal working conditions After preheating to 40 C (distillate fuel operation) the warming-up time at low load should depend on the ambient temperature e.g.: 20 C 5 C approx. 20 min approx. 40 min
If the engine has been preheated to a higher temperature (e.g. with heavy oil), loading of the engine is possible after a correspondingly shorter period. The engine is started at a nominal speed. When working temperature has been reached, load may be added as described in operating media increasing the load of a warmed-up engine.
Severe working conditions If for example, the engine is equipped with automatic starting/stopping or is used as a standby generating set, the water jacket has to be kept at working temperature and the engine lube oil circuit automatically primed for 2 min. at maximum intervals of 1/2 h. For routine testing of, for instance, generating sets, proceed as follows: Prime the engine lube oil circuit (if there is no continual prelubrication) and start operation as described under Normal working conditions. Extreme loading should be avoided when simulating an emergency, as this would not provide any additional findings about engine availability in the case of need.
en / 01.06.93
BA000050
1/3
Initial operation
M20-M601C
A3.05.18.04
Increasing the load of a warmed-up engine (generator engine)

The load can only be increased depending on the continuous power Pme according to the values recommended by DIN 6280 and ISO 3046. The graph below shows the possible load stages at which the frequency settling time stipulated by DIN/ISO is possible. The diagram shows guide values for load stages in % engine rating depending on the mean effective piston pressure of rated output, on the example of a 6 M20-engine with a full load pme = 21.9 bar.
4rd load stage
Load increase referred to rated output (%)
3rd load stage Limit curve for 3rd load stage 2rd load stage Limit curve for 2rd load stage Limit curve for 1rd load stage
1rd load stage
Pme of rated output (bar)
1. 2. 3. 4.
max. load stage from max. load stage from max. load stage from max. load stage from
0 % to 37 % to 61 % to
37 % Pnom 61 % Pnom 83 % Pnom
83 % to 100 % Pnom
en / 01.06.93
BA000050
2/3
Initial operation
M20-M601C
A3.05.18.04
Accelerated load increase

Loading within the shortest period possible, depends on various factors. If higher load increases are required than previously recommended, then in every instance these must be discussed with Caterpillar / MaK. The time between two load increases must never be shorter than the settling time to rated speed (entry into the steady-state band). The maintenance intervals for cylinder heads, running gear and engine housing must be reduced according to the duty required and its frequency.
The engine should always reach working temperature after every start, particularly in short test runs. Running the engine for a short time only, will produce sulphurous acid which will damage the valves and exhaust ducts in conjunction with other corrosive combustion residues. With local control or manual monitoring of the engine, the indicators, such as pressure gauges, thermometers and tachometers must be continually watched. The local control station should only be left when the readings have approximately reached a steady-state condition in the desired power range. If there is a bad speed range owing to torsional vibration, this should be passed as rapidly as possible. See the plate on the engine and/or A1.09.
en / 01.06.93
BA000050
3/3
Operational Supervision
Engine
-
A3.06.00
Operational Supervision
en / 20.02.2008
BA000058
1/1
Monitoring
Intake air temperature
M20-M601C
A3.06.05.00
Operation in the case of low intake air temperatures
The engine is only allowed to be operated at max. 90 % power if the air intake temperatures are below +10 C as otherwise the permissible nominal ignition pressure is exceeded. It can be run at full power if the intake air is pre-warmed or mixed with machine air so that the temperature at the compressor inlet is higher than +10 C. In the case of compressor inlet temperatures below +10 C, full power is only permissible if the air charge after the compressor is blown off so that the boost pressure does not exceed the values at +20 C.
en / 28.05.1998
BA000595
1/1
Monitoring of operation
Exhaust system/Firing pressure
M20/M25/M32/M43
A3.06.06.01
The engine is designed so that an adjustment of delivery take-up as well as filling of the individual cylinders is no longer necessary. The individual erection heights of the injection pumps of the individual cylinders are secured by ground, cylinder-tied, firmly mounted plates. Owing to this measure, all tolerances are eliminated between the base circle of the cam up to the upper edge of the push rod. The injection pumps also have very narrow tolerances between the pump foot and the control edge of the pump element so that every pump can be used on every cylinder. As the camshaft is assembled from individual sections per cylinder, there are very small differences in the delivery take-up of the individual cylinders in the scope of manufacturing tolerances for the angular position of the cams and their accidental summation. The maximum firing pressure is set at the camshaft drive gear which has a hydraulic detachable shrink brace for this pupose. To prevent the existing firing pressure differences from being balanced by adjusting the filling at the injection pump, the engine does not have this adjustment possibility. An adjustment of the filling would result in the cylinders having different performances and torques.
en / 11.05.2000
BA000498
1/1
Operational supervision
Exhaust system/supercharging
M20/M25/M32/M552C/M601C
A3.06.06.02
Exhaust temperatures
A comparison of the exhaust temperatures with the values in the acceptance test certificate or the records during testing/sea trials is best suited to assess the thermodynamic performance of the engine and to analyse any deviations from the new condition of the engine (supercharging, injection, combustion). Injection pump or nozzle wear, for instance, will have a direct effect on the thermal engine performance. The influence of the prevailing air intake conditions on the engine data must be seen and taken into account. The exhaust temperatures after the cylinders cannot be used for an exact performance assessment of the individual cylinders as the exhaust temperatures measured in the cylinders are influenced to a varying degree by turbulence influences in the exhaust manifold. Any deviations among the cylinders within the scope of the values given in the acceptance test certificate are perfectly normal despite balanced individual cylinder power. Such as measurement therefore only has a limited informative value which could be misleading.
Attention:
It is not permissible under any circumstances to alter the fuel injection or feed data on the injection pumps to obtain identical temperature readings! This would unbalance the power of the cylinders!
Provided the fuel cam setting is correct, the fuel injection of the injection pumps alone is decisive for balancing the cylinder power values. The temperatures after the cylinder, however, should not deviate more then 30 K from the respective cylinder value given in the acceptance test certificate A1.10. Check the temperature after the cylinders regularly. The cause must be determined if there are any deviations (e.g. nozzle, injection pump, exhaust valve), refer to A3.11.18.nn.
en / 04.04.2008
BA000658
1/4
M20/M25/M32/M552C/M601C
A3.06.06.02
The exhaust temperatures before and after the turbocharger are used to assess the thermodynamic load condition of the engine as they cover the overall thermodynamics of the engine, exhaust turbine and intake condition. The temperatures after the turbocharger should not exceed the full load value in the acceptance test certificate A1.10 by more than 30 K. ttexh. after turb. 30 K
Compare the exhaust temperature after the turbocharger during full load operation with the specification in the acceptance test certificate A1.10. If t > 30 K, then determine the cause of the temperature rise (different ambient conditions, type of fuel, fouled charger etc.). Also refer to A3.11.18.nn. Reduce the engine power if the maximum permissible temperature after the turbine is exceeded during operation with Heavy fuel Distillate fuel ttexh. after turb. max. 400 C ttexh. after turb. max. 420 C
Make an additional check of the combustion by assessing the exhaust opacity. If combustion is good, the exhaust will be invisible or a light grey. Assessment of the exhaust colour: refer to A3.11.18.nn.
Note for exhaust temperature monitors: Contrary to the monitor for the average exhaust temperature, an alarm is only activated when limit values are reached when monitoring the exhaust temperatures of each cylinder (thermal overload of a cylinder or misfiring). Total misfiring can cause damage to the flexible coupling! It should be noted that partial misfiring already subjects the flexible coupling to impermissible loads. Refer to A3.12.02.nn.
en / 04.04.2008
BA000658
2/4
M20/M25/M32/M552C/M601C
A3.06.06.02
Indication of the firing pressure Use the following electronic indicator for gauging the pressure:
Lemag PREMET LS
This method is useful to determine changes in the firing pressure of individual cylinders. Indication is always necessary if the assessment of the exhaust temperatures shows that there are changes in individual cylinders. Even if irregularities cannot be discerned during the monitoring of the exhaust temperatures, it is advisable to check the engine at regular intervals by means of indication. Only perfect measuring instruments will make exact measurement results possible. The measuring device must be, stored with care and the manufacturer's instructions observed.
Operating instructions for the indicator: refer to manual C. Draw indicator diagrams at full load if possible. Blow out the indicator valves so that no carbon deposits can get into the indicator.
Attention:
The screwed connection between the indicator and indicator valve must be gas-tight during assembly! A finger-tight, form and force-locking connection must be attained.
Indicating
Attention:
Completely close the indicator valve after the indication process. Loosen the connection when there is no pressure at the indicator.
Note the following on the diagram: date, engine number, cylinder number, exhaust temperature after the cylinder, fuel injection, engine speed, charging air pressure.
Attention:
The firing pressure is not allowed to be corrected by changing a correctly adjusted feed start. This will reduce the cylinder power!
en / 04.04.2008
BA000658
3/4
M20/M25/M32/M552C/M601C
A3.06.06.02
Turbocharger: Compressor During operation fine adhesive dust is deposited on the inner air carrying parts of the turbocharger which can significantly reduce the performance of the compressor. For cleaning the compressor, refer to the operating instructions for the turbocharger in manual C.
Daily cleaning of the compressor Periodic washing of the turbocharger during heavy fuel operation: refer to A5.05.06.05.00.nn.
Air charge cooler
Check the permanent drain/separators of the air charge manifold
Note:
Manual correction of the air charge temperature control is only necessary in special cases! If there is water in the air charge manifold, raise the air charge temperature until condensation stops.
Electronic thermostat: Raise the temperature by adjusting the thermostat. Thermostat with diaphragm valve: Raise the temperature of the water or reduce the flow in the low temperature cooling circuit by opening an external bypass.
Attention: This increases thermal engine stress.
Observe the maximum permissible exhaust temperatures after the turbine. Refer to Exhaust temperatures after the turbine. If the volume of discharged water is not reduced despite the temperature increase, check the air charge cooler for leakage.
en / 04.04.2008
BA000658
4/4
Fuel system
M25/M32
A3.06.07.00
Fuel system
Drain the water from the day fuel tank and check it at regular intervals. Inspect the fuel treatment plant. If the engine is running on heavy fuel, change over to distillate fuel in time, see changing the type of fuel A3.06.07.nn.
Changing over to distillate fuel may be necessary: after lengthy service at partial load operation. (See A3.06.18.nn), or before scheduled maintenance work on the fuel system.
Note: The following fuel diagram is only valid for a permanent operation of the engine with distillate fuel. For operating with heavy oil see diagram in A3.04.07.nn.
en / 12.03.1997
BA021416
1/4
Fuel system
M25/M32
A3.06.07.00
Principal diagramatic view of the distillate fuel circulatory system
DF1 DF2 DF3 DH1 DH2 DP1 DP2 DP3 DP5
Fuel fine filter (duplex filter) Fuel primary filter (duplex filter) Fuel coarse filter Diesel oil preheater Electrical preheater for diesel oil (separator) Diesel oil feed pump Diesel oil standby feed pump Diesel oil transfer pump (to day tank) Diesel oil transfer pump (separator)
DR2 DS1 DT1 DT2 DT4 KP 1 KT1
Fuel pressure regulating valve Diesel oil separator Diesel oil day tank Diesel oil intermediate tank Diesel oil storage tank Fuel injection pump Drip fuel tank
1.
Storage tank DT4 When fueling, only empty storage tanks are to be used. This is to avoid segregation or the consequences of any incompatibility that may occur when taking on different types of fuel.
2.
Separator DS1 The separator is only switched on, if distillate or mixed fuel is used instead of distillate fuel with 7 cSt/ 40 C. It shall lower the content of solids and water to the minimum that can technically be reached.
3.
Day tank DT1 BA021416 2/4
en / 12.03.1997
Fuel system
M25/M32
A3.06.07.00
The day tank is designed to collect the treated fuel for a minimum of 4 h load operation. If the treatment plant is in order, it will always be filled to the overflow level. This avoids the formation of water compensation.
4.
Fuel preliminary filter DF2 (duplex filter) The fuel preliminary filter DF2 is very coarse and needs only to be checked or cleaned in cases of work on the fuel system.
5.
Intermediate tank DT2 Note: The intermediate tank DT2 does not apply upon employment of: - distillate fuel with 7 cSt/40 C o - heated day tank DT1. The intermediate tank is equipped with a level monitoring device. Upon alarm and/or when filling the tank, open the vent valve several times for a short time by hand.
6.
Diesel oil preheater DH1 Note: The diesel oil preheater DH1 does not apply upon employment of: - distillate fuel with 7 cSt/40 C o - heated day tank DT1. The preheater is to lower the fuel viscosity to a level that is optimal for injection, in order to reach a good atomization and fuel-air mixture.
If the preheater is of electrical type, ensure that the temperature switch is set to a min. of 50 C
If the preheater is of steam type, a condensation trap should be installed at the steam outlet to ensure sufficient heating as possible.
7.
Diesel oil feed pump DP1, diesel oil standby feed pump DP2 These pumps are designed as force pumps. It has to be ensured, that the relief valves of the pumps are closed during operation.
8.
Fuel fine filter DF1(duplex filter)
en / 12.03.1997
BA021416
3/4
Fuel system
M25/M32
A3.06.07.00
The fine filter protects the fuel injection system and removes solids not previously separated. It is important to clean the filter when 50 % of the red area on the differential pressure gauge is visible or when the filter alarm has been activated. For service and maintenance instructions see A5.05.07.12.01.nn. Note: When operating on distillate fuel (mixed fuel) and repeated filter alarms occur the separating temperature should be increased.
9.
Fuel pressure regulating valve DR2 The valve is to be set so that the pressure at the engine is of that required (see A1.05).
en / 12.03.1997
BA021416
4/4
Changing the type of fuel
M20-M601C
A3.06.07.01
Changing the type of fuel

1. Changing over from distillate fuel to heavy fuel Prepare the system according to A3.05.07.nn.
2.
Changing over from heavy fuel to distillate fuel while the engine is running see diagram in A3.04.07.nn. If the engine is to continue with distillate fuel operation, the system must be changed over in time because the change-over to distillate fuel will only be completed after 1/2 to 1 h. The change-over has to be exclusively made by the three-way selector cock for heavy fuel/distillate fuel. The three-way cock in the return line (from the engine to the heavy fuel day tank and/or to the mixing tank) has to remain in its position so that the excess fuel will be returned. A differe nt procedure may lead to sticking (scuffing) of the injection pump plungers. At the earliest, the circulating pump/final preheater should be switched off 1 h after change-over.
Note:
A change-over of the flow towards the heavy fuel day tank (emergency) and flushing with distillate fuel, to empty heavy fuel filled system more rapidly, is only permitted when the engine has been shut down!
Fuel pressure system (only within heavy oil circle): The fuel pressure may only be set at the pressure regulating valve, before the mixing tank.
en / 27.06.1996
BA000074
1/1
M20-M601C
A3.06.08.00

Check daily the levels in the: Lube oil sump tank Base frame Oil sump
Monitor the lubricating oil pressure, - temperature For Pressure-, Temperature indications see A1.05 and A1.06 and also Acceptance Test Records page A1.10.
en / 16.12.1997
BA000078
1/1
M20-M601C
A3.06.09.00

Check the level in the fresh-water expansion tank. Check the water pressure, temperatures and temperature rise. For pressure-temperature indications, see A1.05 of the operation media, for Temperatures of the Operating Media A1.06 as well as Acceptance Test Records A1.10.
If for any reason whatsoever temperatures are too high, lower them gradually to the normal values.
Attention: If the cooling is too rapid, it will create thermal stresses and possible damage.
For specifications and care of the engine cooling water see Operating Media A4.05.09.nn
en / 17.10.2007
BA000082
1/1
Adjustment Instructions
M20/M25/M32/M43
A3.06.09.01
Adjustment Instructions for Cooling Water Pressure (Start of Standby Pump, Alarm, and Emergency Stop)
There must be a minimum cooling water pressure of 2.5 bar at the engine in order to safely dissipate from the engine the amount of heat generated under full load operation. Terminal temperature difference Under full load operation the cooling water will be heated up by 7 to 10 K to a max. outlet temperature of 90 C. The engine should be run at full load for at least half an hour so that the temperature in the entire cooling system can reach a steady state. If these temperature values are not reached, the flow rate in the cooling water system is to be adjusted by means of orifice plates. The alarm chain is as follows: Minimum operating pressure * Start of standby HT freshwater pump Low HT freshwater pressure at engine inlet Alarm 2102 Low HT freshwater pressure at engine inlet Emergency stop 2103 2.5 bar 2.3 bar 2.1 bar 1.9 bar
If the cooling water pressure in the cooling water system is 0.2 bar below the minimum cooling water pressure, a standby pump will be started. If the cooling water pressure drops by another 0.2 bar, an alarm will be triggered. If the pressure in the cooling water system continues to drop down to 1.9 bar, an emergency stop will be triggered.
*These values do not take into account the static pressure of the gravity tank. In the following examples static pressure is also considered.
1. Example - Controllable pitch propeller plant with two electrical standby pumps The HT freshwater pressure tank is full of cooling water and both electric standby pumps are switched off. The pressure indicator for HT freshwater on the engine control stand displays the static pressure for HT freshwater. This static pressure is to be added to the operating pressure. Example: Static pressure at engine control stand is (both electric pumps switched off) 1 bar
This results in a minimum operating pressure of 3.5 bar.
The following values are to be adjusted and checked:

en / 10.04.2008 BA021432 1/4
M20/M25/M32/M43
A3.06.09.01
Minimum operating pressure (add static pressure) Start of standby HT freshwater pump Low HT freshwater pressure at engine inlet Alarm 2102 Low HT freshwater pressure at engine inlet Emergency stop 2103
3.5 bar 3.3 bar 3.1 bar 2.9 bar
For sensor equipment adjustment and test instructions please refer to the manual. Under full load operation the cooling water will be heated up by 7 to 10 K to a max. outlet temperature of 90 C.
2. Example - Controllable pitch propeller plant and generator plants with attached and electric cooling water pump The HT freshwater pressure tank is full of cooling water, the electric standby pump and the engine are switched off. The pressure indicator for HT freshwater on the engine control stand displays the static pressure. This static pressure is to be added to the operating pressure. Example: Static pressure at engine control stand is (electric standby pump switched off) 2 bar
This results in an operating pressure of 4.5 bar at nominal speed. The following values are to be adjusted and checked: Minimum operating pressure at 70% (including static pressure) Start of standby HT freshwater pump Low HT freshwater pressure at engine inlet Alarm 2102 Low HT freshwater pressure at engine inlet Emergency stop 2103 3.5 bar 3.3 bar 3.1 bar 2.9 bar
Adjustment at nominal speed: The engine is running at nominal speed and the electric standby pump is switched off. The pressure indicator for HT freshwater on the engine control stand displays an operating pressure of min. 4.5 bar. At nominal speed the attached cooling water pump must generate an operating differential pressure of 2.5 bar .
en / 10.04.2008
BA021432
2/4
M20/M25/M32/M43
A3.06.09.01
Adjustment at 70 % nominal speed The engine is running at 70 % nominal speed and the electric standby pump is switched off. The pressure indicator for HT freshwater on the engine control stand displays an operating pressure of min. 3.5 bar. At 70 % nominal speed the attached cooling water pump must generate an operating differential pressure of 1.5 bar. Below 70 % nominal speed the complete cooling water pressure monitoring system is to be switched off. (Note: The electric standby pump shall only intervene in the event of a failure of the attached pump) The cooling water circuit is monitored for cooling water temperature throughout the entire speed range. Cooling water temperature monitoring must not be disabled. For sensor equipment adjustment and test instructions please refer to the manual. Under full load operation the cooling water will be heated up by 7 to 10 K to a max. outlet temperature of 90 C.
3. Example - Fixed pitch propeller plant with attached and electric standby pump The HT freshwater pressure tank is full of cooling water, the electric standby pump and the engine are switched off. The pressure indicator for HT freshwater on the engine control stand displays the static pressure. This static pressure is to be added to the operating pressure. Example: Static pressure at engine control stand is (electric standby pump switched off) 0.5 bar
This results in an operating pressure of 3 bar at nominal speed. The following values are to be adjusted and checked: Minimimum operating pressure at 70 % (including static pressure) Start of standby HT freshwater pump Alarm 2101 Low HT freshwater pressure at engine inlet Alarm 2102 Low HT freshwater pressure at engine inlet Emergency stop 2103 Low HT freshwater pressure at engine inlet, speed below 70 % - Alarm 2106 2.0 bar 1.8 bar 1.6 bar 1.4 bar 0.8 bar
en / 10.04.2008
BA021432
3/4
M20/M25/M32/M43
A3.06.09.01
Adjustment at nominal speed: The engine is running at nominal speed and the electric standby pump is switched off. The pressure indicator for HT freshwater on the engine control stand displays an operating pressure of min. 3.0 bar. At nominal speed the attached cooling water pump must generate an operating differential pressure of 2.5 bar .
Adjustment at 70 % nominal speed The engine is running at 70 % nominal speed and the electric standby pump is switched off. The pressure indicator for HT freshwater on the engine control stand displays an operating pressure of min. 2.0 bar. At 70 % nominal speed the attached cooling water pump must generate an operating differential pressure of 1.5 bar. Below 70 % nominal speed the cooling water pressure monitoring system is to be switched off except for alarm point 2106. (Note: The electric standby pump shall only intervene in the event of a failure of the attached pump). If the engine is operated at speeds below 70 % only alarm point 2106 is active. The cooling water circuit is monitored for cooling water temperature throughout the entire speed range. Cooling water temperature monitoring must not be disabled. For sensor equipment adjustment and test instructions please refer to the manual. Under full load operation the cooling water will be heated up by 7 to 10 K to a max. outlet temperature of 90 C.
en / 10.04.2008
BA021432
4/4
Starting system
M25-M601C
A3.06.10.00
Air starting system
Check the pressure in the air bottles. Drain the water daily from the air bottles, compressed air filter, water traps and fittings. Secure the compressed air supply for the emergency stop facility! In no case the starting air shut-off valve must be closed during engine operation (A3.05.11.nn)!
en / 16.12.1997
BA000086
1/1
Partial load operation
M20-M601C
A3.06.18.00
Partial load operation with heavy fuel

In order to prevent increased wear and tear, pollution of air and exhaust systems and an increased contamination of the lube oil, the partial load operation has to be carried out with distillate fuel only. The distillate fuel provides for an unlimited partial load operation. The heavy fuel operation is not useful and economic below a rated output of 25 %. If a heavy fuel engine is working in the lower partial load range in pier to pier operation, the combustion can be incomplete. After a lengthy operation at very low load, carbon deposits might be found in the combustion chamber and exhaust gas ducts. If operation is then to be continued in the upper load range, the load must only be increased gradually for a period of up to 15 min., for reasons of safety. If the laod is raised too rapidly, deposits may impair the oil film, damaging the piston and cylinder liner. Restrictions for partial load operation on heavy fuel cannot be avoided for some special ships, such as supply vessels, diver base vessels etc. and for generators, if the low load is run for a lengthy period, because deposits from combustion residues will then greatly increase. The graph below represents the restrictions for such cases. Continuous heavy fuel operation is permitted above 25 % Pe. Below this range, the heavy fuel operating time must be limited according to the load stage, unless the operating conditions permit a continuation at a high load stage.
Cleaning run of engine
Cleaning run after partial load operation
Example:
Load increase period
The engine runs on heavy fuel at Pe = 15 %. After 4 h, changing-over to destillate fuel is required or the engine will continue at a Pe > 70 % if this is possible. The deposits will burn away in approx. 40 min. and it will be possible to run with heavy fuel at low load again.
approx. 15 min.
HFO-operation
Restricted HFO-operation
Pe, versus h graph, for engines with two-stage charge air cooler and HFO-operation. Charge air heated to 60 - 70 C at partial load. Centrifugal lube oil purifying for 24 hours/day.
en / 11.12.1997
BA000090
1/2
Partial load operation
M20-M601C
A3.06.18.00
Note: If neither a changing-over to destillate fuel nor to high-load operation is possible, an increased contamination of the lubricating oil is to be expected!
Notes: The permissible exhaust gas temperature after the turbine (see A3.06.06.nn) must not be exceeded over the entire operating range, including partial load. Differing rules may be applicable at partial load, to protect the entire engine, during for instance, turbocharger failures. See A3.12.00. If a new engine is first operated only occasionally for several hours in a load range < 50 %, as is some times the case when a power station is being erected, operation with destilled fuel is strongly recommended. If an engine with automatic charge air control is changed over from heavy fuel to distillate fuel operation, the setting of the charge air temperature control must not be changed.
en / 11.12.1997
BA000090
2/2
Removal from operation

Engine
-
A3.07.00
Removal from Operation
en / 21.02.2008
BA000094
1/1

Placing out of service/stopping
M20/M25/M32
A3.07.18.01
The scope of this placement from service deals exlusively with the engine stop procedure on the generator engine.The function of the remote control within the Caterpillar / MaK scope of supply, is described by a functional diagram in the documentation (see book C).
Attention:
Avoid sudden stops under load! Before stopping the engine, run it under low load or let it idle for about 5 minutes! If the engine has to be stopped under load, always cool the engine, see Cooling!
Operation directly at the generator engine Engine stop

Switch position selector in the board to 2 = OFF. Set revolution speed by means of speed revolution head at the mechanic-electric governor to nmin. Stop the engine by manual operation of the starter magnetic valve. Close the isolating valves on the starting air bottles and fuel day tank.
Engine emergency stop

Place the emergency cut out lever on the console into the stop position or Activate external emergency stop device. Close the isolating valves on the starting air bottles and fuel day tank.
Note:
After actuation of the external emergency stop device, the button Reset at the safety system is to be actuated!
Cooling
If the engine has be stopped under load, ensure that it is being cooled for approx. 5 min. to avoid the formation of steam bubbles. If the coolant water pump is independent: If the pumps are engine-driven: Various engines with mutual preheating: electrical pumps should be left in operation. start the standby or preheating pump. operate the valves according to the piping diagram.
If the engine is to be started again after a short interval
en / 25.03.1997
BA000102
1/2

Placing out of service/stopping
M20/M25/M32
A3.07.18.01
To avoid the accumulation of heat immediately before or after shutting down, start all system circuits and keep the engine at working or preheating temperature according to the duration of the stop and the type of fuel used (see A3.05.18.nn). When the engine is running on heavy fuel, a changeover to destillate fuel (see A3.06.07.nn ) is only required if servicing the fuel injection system is intended or if, as is possible in some cases, the engine will be operated at low load for a lengthy period of time (see A3.06.18.nn). Cut the preheating equipment in. Start the coolant water circulating pump. If the engine is preheated by other engines in operation, open the isolating valves. In heavy fuel/distillate fuel operation, running of the fuel system must continue, as when operating the engine, to keep it warm: circulating pump, fuel preheating via viscosimeter, back-flushing filter (if provided) are in operation. The fuel separator before the day tank will also continue to operate. Keep the lubricating oil system warm and thus free from condensate and sludge deposits by continuous separator operation. Ventilate the machinery spaces only as required to avoid excessive cooling of the engines.
Before a lengthy period of standstill (e.g. up to 4 weeks), heavy fuel engines are to be changed over to distillate fuel operation (see A3.06.07.nn ). Engine preservation is required if the non-operational period exceeds 4 weeks. Climatic conditions and duration of storage, determine the nature of the measures to be taken (see A3.09.01.nn and/or A3.09.02.nn).
en / 25.03.1997
BA000102
2/2
Danger of Frost
Engine
-
A3.08.00
Danger of Frost
en / 20.02.2008
BA000106
1/1
Danger of frost
Antifreeze protection
M20-M601C
A3.08.01.00
Antifreeze protection
If the engine is repeatetely taken out of service for only short periods (without a device in the system to keep it warm), during times when the temperature can fall under freezing point, it will be necessary to protect the system by the use of an antifreeze solution with protection against corrosion (see A4.05.09.nn).
Attention:
The concentration level of the antifreeze solution is to be choosen in such a way that a sufficient degree of protection is ensured!
Contrary to anti-corrosion emulsions, the chemical corrosion inhibitors used in the coolant water, can generally be mixed with commercial antifreeze. Exact instructions for the use, must be enquired from the manufacturer of the anti-corrosive agent. For a lengthy down-time period with a danger of frost the engine is to be preserved, see A3.09.01.nn and/ or A3.09.02.nn.
en / 24.06.1996
BA000110
1/1
Preservation
Engine
M20-M601C
A3.09.00.00
The durability and effectivity of a preservation is determined by the following components: implemented preservation measures implemented package maximum period of storage
Only the careful implementation and tuning of these measures ensures a sufficient protection of the engine and the fittings. The various climates of the relevant storage locations and/or destinations as well as the intended peroid of storage determines the kind and scope of the measures for a short term preservation or long term preservation.
Attention:
Some components are to be disassembled and consequently reassembled for a preservation! The disassemble and reassemble work is always to be carried out or monitored by by skilled mashine personnel!
Short term preservation:
A short tern preservation (A3.09.01.nn) is to be carried out for a shut down of the engine with following storage of up to 2 months in national or Central European areas. It is also suitable for a possibly necessary road transport within Central Europe. A long term preservation (A3.09.02.nn) is to be carried out, if the engine is shut down for longer than 2 months, but not longer than 1 year and stored within national or Central European areas. These measures apply as well for a possibly necessary transport on board (under deck) of seagoing ships into similar international areas!
Long term preservation:
Attention:
The measures for preservation for subtropical or tropical areas are to be coordinated with Caterpillar / MaK according to the destination and storage location and the intended period of storage!
en / 16.12.1997
BA000114
1/2
Preservation
Engine
M20-M601C
A3.09.00.00
Package/Storage:
The measures for storage and package depend on period of storage and storage location. The short term preservation provides sufficient protection when stored and placed in well ventilated machine rooms/halls and when transported on road under European climate conditions. In case of storage in the open the engine is to be carefully protected against atmospheric influences with a water restistent tarpaulin or a plastic foil. Secure tarpaulin/foil against mechanical damages. Ensure sufficient ventilation below the covering. In Central Europe, check tarpaulin and preservation regulary every 4 weeks. In case of bad climate conditions, the measures of a long term preservation (A3.09.02.nn) are to be carried out and the engine and the fittings/tools are to be checked below the tarpaulin every 2 weeks. Found damages are to be immediately corrected. Remove already existing corrosion and renew preservation. If there is a danger of frost, sufficient protection must be provided, see A3.08.01.nn and/or A3.09.02.nn and A4.05.09.nn.
Depreservation:
The measures for depreservation (A3.09.03.nn) are to be carried out according to the implemented measures for a short term preservation or long term preservation prior to commisioning of the engine!
en / 16.12.1997
BA000114
2/2
Preservation
Short term preservation
M20-M601C
A3.09.01.00
Light preservation (short term preservation)

1. Required tools, preservation, cleaning and auxiliary means 1.1 1.2 1.3 1.4 1.5 1.6 spray gun, injection pipe, brush preserving oil that can be sprayed and does not dry (e.g. Aral Konit SAE 30) a viscous, sticking and drying preservative (e.g. Valvoline Tectyl 506) corrosion-inhibiting oil (e.g. Rust Ban 310) ethylene glycol inhibitor (e.g. Glysantin) slovent-free cleaning and/or washing agent
Attention:
The engine finish may not be etched by cleaning and/or washing agent! Use only suitable washing agents! Keep to the operation, safety and sanitation instructions of the manufacturer!
2.
Preservation measures engine The preservation measures for the individual engine components are to be carried out according to the following sequence of operations.
2.1
Fuel system In case of heavy fuel driven engine, switch over to destilled fuel, see A3.06.07.nn. Clean fuel duplex filter, see A5.05.07.12.01.nn. Mix destilled fuel and corrosion inhibiting oil in a ratio of 1 : 1, see 1.4. The required quantity of fuel B (liters) for 15 - 20 min. running time depends on the engine type and may be calculated by the following formula:
B (liters) = 7 x
kW rating 1000
Empty the destilled fuel day tank and fill it with with the mixture of fuel/corrosion inhibiting oil. Operate warmed up with the fuel/corrosion inhibiting oil at 75 % of the nominal revolution speed at a low load. Monitor the level in the day tank and stop the engine, ensuring that the fuel system (piping and equipment) remain full.
Note:
If the engine is seperated from the plant, run the engine until the fuel system is empty. Then firmly seal the connection points with plastic plugs!
en / 24.06.1996
BA000118
1/3
Preservation
M20-M601C
A3.09.01.00
2.2
Lubricating oil system Cleaning the lubricating oil duplex filters, see A5.05.08.04.01.nn. The lubricating oil remains in the circuit if the values required for engine operation are in order (see A4.05.08.nn). Recommendation: Pump fresh lubricating oil through the engine circuit, until clean oil drips out of the last small end bearing.
Note:
If the engine is separated from the plant, remove lubricating oil. Then firmly seal each connection with blind flange or stop plug.
2.3
Cooling water system Cool the engine down to 30 C and drain the cooling water.
Note:
The cooling water tracts are protected by the corrosion inhibiter in the cooling water, see A4.05.09.02. Engines with caged exhaust valves: fill the water spaces of the cages with glycol if there is a danger of frost, see 1.5.
2.4
Crancase, running gear, cam shaft, roller tappets for valves, injection pumps, charge air manifold Spray the parts with preserving oil (see 1.2) and make sure that all areas of the crankshaft, cam shaft, connecting rods and gears are coated. Open the charge air manifold and spray the interior with preservation oil (see 1.2) and reclose.
2.5
Upper valve rockers Slacken and remove rocker gear cover. Spray the parts fitted in the cylinder heads with preservation oil (see 1.2). Clean the seating of the rocker gear cover. Fit and tighten the rocker gear cover.
en / 24.06.1996
BA000118
2/3
Preservation
M20-M601C
A3.09.01.00
2.6
External preservation Clean or wash all unpainted bright parts of the engine.
Attention:
Dry the cleaned parts and coat them with a drying preservative (see 1.3).
3.
Preservation measures fittings and tools Preservation measures for 6 and 12 months see heavy preservation.
en / 24.06.1996
BA000118
3/3
Preservation
Long term preservation
M20-M601C
A3.09.02.00
Heavy preservation (long term preservation)

1. Required tools, preservation, cleaning and auxiliary means 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 spray gun, injection pipe, brush, cloth preserving oil that can be sprayed and does not dry (e.g. Aral Konit SAE 30) a viscous, sticking and drying preservative (e.g. Valvoline Tectyl 506) non-drying corrosion-inhibiting grease (e.g. Shell ALVANIA 3) governor oil (e.g. Hydrol DO 46) clean turbine or hydraulic oil (A4.05.08.nn) slovent-free cleaning and/or washing agent plastic plugs (e.g. Kapsto unisersal protective plugs GPN)
Attention:
2.
Preservation measures engine In case shut down of the engine for longer than 2 months, following work is to be carried out beside the measures stated under A3.09.01.nn.
2.1
Combustion chambers and cylinder liners Open indicator valves. Turn the piston of one cylinder in the normal direction of rotation to BDC with opened exhaust valve. Spray preserving oil (see 1.2) through the indicator passage into the combustion chamber by means of spray gun and injection pipe. Then, rotate to the engine in nominal direction of rotation to TDC and spray the inlet valves as well with preservation oil (see 1.2). Repeat this operation for the other cylinders. Close the indicator valves.
en / 30.10.2000
BA000122
1/3
Preservation
M20-M601C
A3.09.02.00
2.2
Starting system and starting air distributor Remove the sealing flange from the starting air distributor. Slacken the drain plug at the staring valve as well as the banjo plugs of the air feed lines at the starting valves of all cylinders. Spray preservation oil (see 1.2) through the distributor lines. While spraying, open the starting valves several times by means of a drift inserted through the air control bores. Preservation oil must emerge at the control apertures. Refit the banjo plugs, drain plug and flange. Slacken and take out banjo plug of the starting air distributor. Spray in preservation oil (see 1.2) and refit banjo plug.
2.3
Mechanic-hydraulic governor Change the oil in case of due interval. Fill governor according to manufacturer document (book C) up to the rim with governor oil (see 1.5). Apply non-drying preservating grease (see 1.4) to the gear wheel behind the governor dial.
2.4
Turbocharger Change oil and fill turbocharger up to max. level with clean turbine or hydraulic oil (see 1.6). In case the engine is taken out of the plant: - seal exhaust flange with cover and seal, - wrap air filter with PET-foil and lute air-tight, - protect foil against shocks (if necessary, with a batten wall).
Note:
Keep to the instructions of the manufacturer, see book C, if necessary, carry out further preservation measures according to instructions of manufacturer.
en / 30.10.2000
BA000122
2/3
Preservation
M20-M601C
A3.09.02.00
2.5
External preservation Close the crancase ventilation with protective plug so that it is air tight (see 1.8). Clean or wash all unpainted bright parts of the engine.
Attention:
Dry the cleaned parts and coat them with a drying preservative (see 1.3). When this has dried, apply a second coat of drying preservative for securing a sufficient thickness.
3.
Preservation measures fittings and tools Thoroughly clean the small parts. If necessary, cover threads, bores, grooves and similar parts with self-adhesive aluminium foil. Then seal small parts immersed with thermoplastic. Bigger and complex components may not be immersed! They are to be coated with drying corrosion inhibiting paste (see 1.3) at the bright parts and packed in oil paper! Store fittings and tools in wooden box lined with bituminous felt. Make sure, all part are secured within the box. Seal opening of the box with plastic foil prior to putting on the cover.
Note:
The above mentioned package is sufficient for a transport on sea (below deck) and a storage period of up to 6 months! In case of longer storage (up to 1 year), all not immersed fittings are to be welded.
en / 30.10.2000
BA000122
3/3
Preservation
Depreservation
M20-M601C
A3.09.03.00
Depreservation
1. Required cleaning and auxiliary means 1.1 1.2 Clean turbine or hydraulic oil (A4.05.08.nn) Solvent-free washing and/or cleaning agent
Attention:
The engine finish may not be etched by the cleaning and/or washing agent! Use only correspondingly suitable washing agents! Keep to operation, safety and sanitation instructions of the manufacturer!
2.
Depreservation measures
The following measures are to be implemented after a light or heavy preservation. 2.1 General work Establish the condition the engine was in before the preservation and disassembly measures were taken: remove the protective plugs, covers, blanking flanges or other sealant parts and any locking devices. Reconnect the engine to the plant if it has been necessary to seperate it.
2.2
Fuel system Depreservation is not required, even if the piping is still filled with the mixture used for the preservation run. Restart the engine with this possibly in the system remaining mixture.
2.3
Lubricating oil system No depreservation measures are required. If the lubricating oil was drained, refill with the specified grade, see A4.05.08.nn.
2.4
Cooling water system Check the condition of the cooling water system and flush with fresh water if necessary. If chemical corrosion inhibitors are to be used and corrosion inhibiting oil has been previously used, the entire system must be flushed with an alkaline solution, see A4.05.09.02.
en / 15.12.1997
BA000416
1/2
Preservation
Depreservation
M20-M601C
A3.09.03.00
2.5
Governor (mechanical-hydraulic regulator) Re-establish the correct oil level in the governor. Dial governors: remove any excess preserving grease from the gear wheels behind the governor dial.
2.6
Turbocharger (with independent lubrication) If necessary, clean the preserved parts according to instructions of the manufacturer. Drain protective oil. Assemble new bearings and fill up oil.
2.7
External depreservation Remove corrosion inhibiting coating completely from all coated, bright engine parts, if necessary, wash.
Attention:
The engine finish may not be etched by the cleaning and/or washing agent! Use only correspondingly suitable washing agents! Keep to operation, safety and sanitation instructions of the manufacturer!
en / 15.12.1997
BA000416
2/2
Running-in
Engine
-
A3.10.00
Running-in
en / 16.02.2001
BA000242
1/1
Running-in
Engine
M20-M601C
A3.10.01.00
Running-in
All engines leaving our works have been fully run in, thus no further running in instructions are required. In the case of certain repairs however, such as reconditioning work on pistons (A5.05.02.10.01.nn), piston rings (A5.05.02.07.01.nn) and cylinder liners (A5.05.03.04.02.nn), as is pointed out on the job card in question, the following instructions must be observed: When the engine has been preheated, start at 20 % rated power and then go to full power within the time provided for each type of engine: M 20, M 282, M 332 C M 25, M 32, M 453 C M 552 C, M 601, M 601 C M 43 6h 8h 8 - 10 h 10 h
If a heavy fuel engine is to be run in again and is operating between 20 % and 50 % of the rated power, the fuel should be of the distillate variety because of the higher production of combustion residues at part load (A3.06.18.nn). While increasing the power, compare the pressures and temperatures with the figures on the exceptance test records A1.10 to assess the engine working conditions. No running-in instructions need to be followed when repairs have been carried out on the main and big end bearings.
en / 26.03.2001
BA000126
1/1
Fault Tracing
Engine
-
A3.11.00
Fault Tracing
en / 20.02.2008
BA000130
1/1
Fault tracing
Introduction
M20-M601C
A3.11.18.00
Fault tracing
In the event of any irregularity in the machinery the characteristic of the trouble should be ascertained, the fault traced and the cause found. Remedial actions must be initiated immediately.
Attention:
In case of discernible faults stop the motor timely to avoid the risk of greater damages.
Minor troubles, whose cause is not obvious or whose influence on operation seems to be less important for the present, must never be ignored. They have to be repaired as soon as possible. The nature of the trouble, will be the determining factor as to whether the power or speed have to be reduced for the duration it lasts. If there is a failure in the measuring instruments or monitors, that cannot be repaired immediately, run the engine with particular care. This is especially so if an alarm or safety device is concerned. Any essential fault deviations will be signalled by the alarm and safety system, if such a degree of automation has been provided. In the event of trouble in the remote control or certain components such as governor, turbocharger etc., see the respective sections in book C. If a defective engine cannot be quickly repaired, it has to be preserved as in section A3.09.01.nn and/or A3.09.02.nn, depending on the foreseeable date of reconditioning.
en / 24.06.1996
BA000134
1/1
Fault tracing
Oil mist detector
M25-M601C
A3.11.18.01.01
Introduction:
The crankcase monitoring device (oil mist detector) monitors the oil mist concentration in the crankcase. During engine operation there is always a slight oil mist concentration. If, however, the actual oil mist concentration exceeds a preset, fixed value first an alarm and then, in case of a further increase in concentration, an automatic engine stop will be triggered! An increased oil mist concentration in the crankcase may be indicative of operational disturbances, with bearing damages, timing gear train damages, piston seizure or blowby from the combustion chamber being the most frequent causes.
Attention:
With increased oil mist concentration there is a risk of crankcase explosion. This may lead to severe personal injuries and engine damages. When an alarm is triggered, the cause of it must be identified as quickly as possible. In case of doubt stop the engine immediately by hand.
Attention:
Do not restart an engine that has run hot without first eliminating the cause of the alarm! After standstill of an engine that has run hot, wait 10 to 15 minutes before opening the crankcase doors in order to prevent a possible explosion by air supply from outside. If necessary, contact the Caterpillar/ MaK-Customer Service!
Checks after an engine stop due to oil mist alarm:

1. Check of the oil mist detector: Check the oil mist detector for correct function according to the documentation of the manufacturer (siehe C5.05.11.02.03. nn).
Note:
Besides carrying out a normal functional check of the oil mist detector the measuring chamber should be examined for traces of water. Water vapour may trigger a false alarm. If there should be any traces of water, the measuring chamber and the sensors must be cleaned.
en / 21.02.2006
BA021345
1/3
Fault tracing
Oil mist detector
M25-M601C
A3.11.18.01.01
Extended checks:
2. Check of the main running gear: Remove all crankcase doors. Check the main running gear for ease of movement by turning the crankshaft. Visually inspect the main running gear (bearings, piston skirts, liners, etc.) for discoloration and traces of seizing. Measure all bearing temperatures, pay particular attention to major differences. Check the oil pan for chips. Check the lubrication oil filters for metallic material.
3.
Check of the timing gear train: Remove all inspection doors from both sides. Visually inspect the timing gear train for discoloration, traces of seizing, and chips. Visually inspect the drives of all attached pumps.
4.
Inspection of the camshaft casing: Remove all camshaft casing covers. Visually inspect camshaft, cam followers and rollers of all valve and injection pump drives for discoloration, wear (seizing), and chips. Measure the temperatures of all camshaft bearings.
5.
Inspection of the combustion chamber: Admit compressed air to each cylinder via opened indicator valves. If the pressure drops very quickly or no pressure builds up, the cause of this must be identified.
en / 21.02.2006
BA021345
2/3
Fault tracing
Oil mist detector
M25-M601C
A3.11.18.01.01
6.
Check of the turbocharger:
Note:
An incipient turbine bearing damage will also be indicated via the oil mist detector. Remove intake air filter. Check the turbine shaft for ease of movement. Check the operating parameters.
Attention:
Only after having completed all the above checks and if no failure causes have been identified the engine may be restarted. Prior to starting the engine is to be turned and blown through with open indicator valves for a sufficient period of time by means of starting air! While doing so, check the indicator valves for emerging oil, fuel or water. The engine may then only be started with fully functional oil mist detector. If an emergency stop should occur again after a short time, the root cause must absolutely be found out. The engine must not be restarted until the disturbance or damage has been eliminated. Contact the Caterpillar / MaK Customer Service!
Note:
The indicated checks are intended to assist in troubleshooting and will allow to identify the main causes of an oil mist alarm. However, they cannot cover the full range of all possible causes.
en / 21.02.2006
BA021345
3/3
Fault tracing
Remedial measures
M20-M601C
A3.11.18.02
Engine starts poorly or does not start at all

Possible cause: Remedy: See A1.05 for required bottle pressure
Air pressure in the starting air bottle is too low Solenoid valve to the air starter is defective Air starter is defective
____________________________________________________________________________________
Engine reaches ignition speed but does not fire

Possible cause: Governor does not admit fuel Stop cylinders are jammed and do not admit fuel Governor oil pressure is too low Remedy: see manufacturers instructions in book C: siehe Governor failures
Linkage between governor and injection pump control shaft is defective
see manufacturers instructions in book C: Governor failures
Faulty connection between governor terminal shaft and injection pump control shaft Elastic element in the linkage of the injection pump control shaft Injection pump control shaft cannot move freely
Control shaft is jamming; fuel feed pressure is set too high
Lack of fuel Day tank is empty Inadequate venting of the fuel system Isolating valves are not in operating position Fuel filters are clogged Fuel feed pump is defective
Vent the system; see A3.05.07.nn
Clean filters; see A5.05.07.12.01.nn Repair or replace pump; see A5.05.07.13.01.nn
Lube oil pressure switch is defective or misadjusted so that the solenoid valve switches off after the starting attempt Engine is too cold Warm up engine; see A3.05.18.nn ____________________________________________________________________________________
en / 10.12.2007
BA000727
1/4
Fault tracing
Remedial measures
M20-M601C
A3.11.18.02
Filter differential pressure is too high during starting/pre-lubrication

Possible cause: Remedy:
Fuel filter is dirty Clean filter; see A5.05.07.12.01.nn Differential pressure gauge is defective Oil is too cold Water in the oil causes greasy emulsion and oil thickening Oil cooler is leaky ____________________________________________________________________________________
Engine does not reach full speed and/or full power

Possible cause: Governor failure Remedy: see manufacturers instructions in book C: Governor failures
Filter of fuel limiter (depending on charge air pressure) is clogged Fuel system is defective
Air in the fuel system Water in the fuel Fuel feed pump is defective Fuel filter is clogged Pressure valve of injection pump is defective Pump plunger is seized Nozzle is clogged; nozzle needle is seized
Repair or replace pump; see A5.05.07.13.01.nn Clean filter; see A5.05.07.12.01.nn
For servicing the injection pump, see A5.05.07.03.01.nn, A5.05.07.08.01.nn
Quantity of combustion air is insufficient
Air intake filter is clogged Air intake ducting is obstructed Charge air cooler is fouled
see manufacturers instructions in book C: Cleaning
For cleaning the charge air cooler see A5.05.06.04.02.nn TTurbocharger is damaged For repair see manufacturers instructions in book C Turbocharger is fouled For cleaning the compressor end see manufacturers instructions in book C ____________________________________________________________________________________
en / 10.12.2007
BA000727
2/4
Fault tracing
Remedial measures
M20-M601C
A3.11.18.02
Engine speed is not steady

see manufacturers instructions in book C; Governor failures ____________________________________________________________________________________
Too much clearance in the linkage between governor and injection pump Fuel line is sluggish Friction in the injection pumps caused by excessive fuel feed pressure Injection pump plunger is temporarily caught, is leaky or the spring is broken Vibration damper is defective Rough drive owing to wear and tear or damaged teeth Governor failure
Check the vibration damper
Opaque exhaust gas - engine is emitting soot

Possible cause: Pressure of injection valve is too low Nozzles are fouled by carbon deposits Nozzle needle is jammed or nozzle is defective Combustion air supply is insufficient Air intake filter is clogged Charge air cooler is fouled Turbocharger is damaged Turbocharger is fouled Engine is retarded too far Abgasgegendruck zu hoch, da freier Exhaust gas back pressure is too high because the exhaust ducting is clogged Valves are leaky Remedy:
Reduce fuel filling
For servicing the valves see, A5.05.01.08.01.nn For increasing the load or change over to gas oil operation see A3.06.07.nn
Poor combustion due to very low load, especially at heavy fuel operation
____________________________________________________________________________________
en / 10.12.2007
BA000727
3/4
Fault tracing
Remedial measures
M20-M601C
A3.11.18.02
Exhaust gases are blue

Possible cause: Oil in the combustion chamber Remedy:
Piston rings are sticking
For servicing the pistons and rings see, A5.05.02.07.01.nn For checking the cylinder liners see A5.05.03.03.01.nn
Severe wear and tear of cylinder liner: scoring, ovality
For checking the valve guide clearance see A5.05.01.05.01.nn ____________________________________________________________________________________
Valve guide and/or seal are worn
Exhaust gases are white

Exhaust gas condensation due to low ambient temperatures Part of the fuel is unburnt because the engine is too cold Water in the fuel Water in the charge air manifold Leakages in the cylinder head
For engine warm-up see A3.05.18.nn
see A3.06.06.nn Charge air cooler For replacement of cooled valve seat inserts see A5.05.01.08.03.nn
Cylinder head is cracked ____________________________________________________________________________________
en / 10.12.2007
BA000727
4/4
Emergency Operation
Engine
-
A3.12.00
Emergency Operation
en / 20.02.2008
BA000142
1/1
Emergency operation
With a defective turbocharger
M25/M32
A3.12.01.01
Emergency operation of the generator engine

Plant service permitting, the set with a defective turbocharger should be shut down and separated from the mains. If an engine shut-down is not possible, disconnect all consumption as far as is possible, so that the motor can operate with a Pme 4,5 bar at nominal power Stop the engine Remove the air filter silencer Shut down the turbocharger (block the rotor, Special tools are not included in the scope of supply), see manufacturers instructions book C.
= abt. 25 %.
Note:
If blocking is not possible: - disassemble the rotor. - obturate the exhaust gas side against bearing housing and air side by means of a blind flange.
Interrupt the oil supply to the turbocharger, for this: - unscrew the connection of the pipe at the engine and close the connector with a plug an union nut. - Plug and fasten the free end of the pipe.
Note:
The cooling water supply is to be interrupted only in case there is a considerable leakage at the turbine housing on gas side, which would endanger the engine. If there are two turbochargers feeding into one charge air manifold: - Close the air outlet casing of the turbocharger taken out of service with a blanking cover.
Note:
Start the engine and reduce the output. If the installation is for heavy fuel, we recommend the change to distillate fuel in emergency operation.
Monitoring the engine while the turbocharger is defective Change the fuel rack position gradually until the exhaust gas temperature after the turbine is a max. 500 C Carefully monitor the exhaust gas temperatures during emergency operation, especially if exhaustgas alarms have been cut out. Finishing with emergency operation After an emergency operation with heavy fuel, at least one cylinder head must be removed for reasons of safety and to ascertain whether a general overhaul of the valves is necessary.
en / 26.11.1997
BA000737
1/1
Emergency operation
Operational misfire
M20-M601C
A3.12.02.00
Operational misfire - protection of the flexible coupling

The following instructions and restrictions refer only to engines with flexible couplings.
Attention:
If one cylinder fails partially or completely, this will always increase the stresses in the flexible coupling. No changes reducing the output to any one cylinder on the engine should therefore be made.
The additional loads will be the heavier, the smaller that the output of a defective cylinder is. For this reason, compression should remain, if one cylinder completely misfires. A cylinder head, valve or piston and connecting rod should only be removed if unavoidable. If misfiring operation cannot be avoided, it may be necessary to limit the power output of the whole plant in conformity with its type. Notes will be given to this effect on the engine control console or in the torsional vibration calculation. For results of this calculation, see A1.09. If you have any doubt, contact the manufacturer or make the following provisional arrangement:
Single-engine installations with fixed or CP propeller
First run the engine at only 50 % of the rated output by reducing the propeller pitch or speed. If the gear becomes noisy and/or the speed hunts, vary the speed until the operation is acceptable. Stop the engine not later than 30 min. and touch the coupling with your hand to check it for heating.
en / 24.06.1996
BA000154
1/2
Emergency operation
Operational misfire
M20-M601C
A3.12.02.00
The permissible surface temperature in misfiring operation is approx. 60 C. If heating is only moderate, the power output can be increased in steps up to max. 80 % of the rated power, which should not be exceeded for thermal reasons.
At this speed stage, occasionally check the flexible coupling visually and its temperature. The defect should be repaired immediately. Before returning to normal operation again, the flexible coupling should be checked for damage by a specialist of the maker.
Twin engine installations: Shut the defective engine down and run the plant with the other engine alone. Defective engines of generating sets should also be shut down. If this is impossible, the emergency operating mode can be started analoguously with single-engine installations with fixed CP propeller.
en / 24.06.1996
BA000154
2/2
Emergency operation
Operational misfire
M20/M25/M32/M43
A3.12.02.01
Operational misfire
In general, operational misfire means that the engine is operated with non-uniformly loaded cylinders. This will cause additional loads which are the higher the more the march of the gas pressure of a defective cylinder deviates from the remaining cylinders.
Attention:
Therefore we strongly recommend not to carry out any adjustments at the engine which might result in an output reduction of individual cylinders! In any case, troubles detected at individual cylinders should be remedied immediately!
In case the operational misfire cannot be avoided, i.e. cannot be repaired by means of onboard tools, we differentiate between the following extreme conditions, depending on the severity of the troubles:
1.
Misfire
Misfire means engine operation with interrupted injection at any cylinder. The compression pressure of the troubled cylinder, however, is applied. At engine operation the following has to be observed:
Attention:
Operation with closed valves is only permissible if the indicator valve is opened every hour for one minute at lowest engine speed and output. This will prevent the oil taken in during longer emergency operation through piston clearance / ring package from lifting the cylinder head. Connect the drain pipe to the indicator valve with the means available on board so that there is no risk of accident.
Required output and speed restrictions are indicated in the torsional vibration calculation (A1.09). Even if there are not restrictions regarding the position of the torsional vibration, it is recommended to check a flexible coupling for excessive heating. It has to be avoided that with permanently existing engine load variations a surging of the turbocharger occurs in any operating point. In case of an excessive vibration of the control rack you should relocate the operating point in order to reduce the vibrations.
en / 26.10.2006
BA000753
1/2
Emergency operation
Operational misfire
M20/M25/M32/M43
A3.12.02.01
2.
Total misfire
In case the engine is supported by flexible bearings and a running gear has to be dismounted completely, the engine has to be fixed in accordance with the instructions A5.05.02.12.00.nn. The possible outputs and speeds at which a damaged engine can be operated, depend on the system in question and have to be made out by touching while speed and output are slowly increased. The following limit values have to be strictly observed, and the actual values must not fall below the limit values: The engine speed must not exceed 80% of the rated speed (A1.10). This limit value applies to engines arranged rigidly as well as flexible. The exhaust gas temperatures upstream turbocharger must not exceed the temperatures indicated in A1.10. Surging of the turbocharger has to be avoided. Output and/or speed have to be changed in case transmission noises and/or high speed variations occur The temperature at the surface of the coupling must not exceed 60 C. During emergency operation, the anchor bolts of the fixing device of a flexible bearing support are to be checked permanently for tight fit.
The engine output possible under these conditions is approx. 35 % of the rated output. In case of doubt please contact Caterpillar / MaK .
2.1
Twin engine systems / generator systems

The damaged engine should not be restarted.
en / 26.10.2006
BA000753
2/2
Operating Media
-
A4
Operating Media
en / 24.04.2008
AA020105
1/1
Table of Contents
-
A4.01
Operating Media Table of Contents Introduction Safety instructions Regulations and Recommendations Engine Regulations and care Engine fuel Regulations and care Heavy fuels Regulations and care CCAI-limit curves Regulations and care Limit specification Regulations and care Heavy fuel specification Regulations and care Viscosity temperature sheet Regulations and care Lubricating Oil Regulations and care Cooling Water Regulations and care Treatment of cooling water Regulations and care Changing the cooling water Regulations and care Diagram I Regulations and care Diagram II + III
A4 A4.01 A4.02 A4.03 A4.05.00 A4.05.07.00 A4.05.07.02 A4.05.07.03.01 A4.05.07.04 A4.05.07.05 A4.05.07.06 A4.05.08.00 A4.05.09.00 A4.05.09.01 A4.05.09.02 A4.05.09.03 A4.05.09.04
en / 24.04.2008
AA020032
1/1
Introduction
M20-M601C
A4.02
The use of suitable and unobjectionable operating media is an assumption for working readiness and reliability of surface of the engine system. For that, the following notes and instructions must be observed.
Warranty When unsuitable operating media are used or are maintained insufficiently, no warranty for trouble free operation can be guaranteed.
Product Selection For not listed products exist not experience at Caterpillar.
Scope These operating media instructions are valid for Caterpillar-engines according to the delivery program.
en / 12.02.2008
AA000056
1/1
Safety instructions
M20-M601C
A4.03
Safety instructions
No open fire during work at the fuel system! No smoking! Lube oil and fuel vapours may ignite on contact with ignition sources! Caution! Burning and scalding hazard when handling hot process materials!
During all work or contact with:

lub e oil, hyd rau lic flu id , g rease
fu el (d istillate, h eavy oil)
wat er with ant icorro sive, antifreeze
d et erg ent/solven t
coo lan t ( CO 2 , N 2 )
the safety instructions/safety specification sheets of the product manufacturer are to be observed!
en / 13.02.1996
AA000347
1/1
Regulations and Recommendations

Engine
-
A4.05.00
Regulations and Recommendations
en / 20.02.2008
BA000158
1/1
Regulations and care

Engine fuel
M20-M601C
A4.05.07.00
For the Caterpillar / MaK-engines used in shore-based and ship-based operation according to their equipment condition two product groups of fuels are allowed, these are:
Destillate fuel
Heavy oil
en / 28.06.1996
BA000162
1/1

Heavy fuels
M20-M601C
A4.05.07.02
Heavy fuels
(Viscosity in mm2/s (cSt) at 100 C for CIMAC, at 50 C for ISO) All fuels are called heavy fuels that consits in the main of residual oils from oil refining. General Requirements: The fuel must represent a homogenous mixture of hydro-carbon coming from the mineral oil processing. The fuel must not contain other substances (e. g. mineral acids, alcali) if not explicitely noted in the specification. Minor quantities of additives to improve special fuel properties are permitted. Depending on whether it is the highest available viscosity or a mixture with distillates to obtain the required viscosity, the following designations are still used a lot at the present: Bunker Fuel Oil Marine Fuel Oil Bunker C Fuel Intermediate Fuel Light Fuel Oil Thin Fuel Oil Various organizations, such as: BSI CIMAC ISO British Standards Institution Conseil International des Machines Combustion International Organisation for Standardisation (BFO) (MFO) (IF) (LFO) (TFO)
are busy to find internationally applicable limit value specifications for marine fuels, especially for heavy fuel oils, and because of their activities new designations will be introduced to describe fuel properties. ISO-Specification (ISO 8217) The ISO-Specification for Marine Fuels was issued in April 1987. A revised edition was published in 2005. A classification according to quality characteristics and viscosities was introduced. The classes difer from ISO-F-RM1) A2) 303) up to ISO-F-RM K 700
1) 2) 3)
(before, e. g. IF 30 with satisfactory data) (before, e. g IF 700 with in case using the maximum limit values)
RM = Residual Marine Quality classification Max. viscosity at 50 C (mm2/s)
(see A4.05.07.05).
en / 18.01.2008
BA000170
1/5

Heavy fuels
M20-M601C
A4.05.07.02
CIMAC-Specifications On the basis of the ISO-Specification, the CIMAC Working Group Future Fuels has divided the fuels according to their physical and chemical data, which are decisive for a reliable engine operation. In accordance with ISO, identical character/figure combinations are used for the identification of quality, e. g. CIMAC-A10 corresponds to ISO-F-RMA 30. ISO refers Viscosity to 50 C, CIMAC to 100 C The CIMAC-Specification does not fully agree with the ISO-Specifications. The most important differences are as follows: CIMAC provides fewer density limits for the A10 - D15 classes. Introduction of minimum viscosity with CIMAC.
The CIMAC-specification is the basis for the Caterpillar / MaK heavy fuel specification (A4.05.07.05). BSI-Specification The BS MA 100 which came into force in 1982 was with drawn in September 1989. Since then the contents of BS MA 100 conforms with ISO 8217. The Caterpillar / MaK Heavy Fuel Specification indicates the equivalents of the CIMA-Specification and the ISOSpecifications.
The most important change is the limitation of: Density Carbon residue Vanadium Aluminium + Silicium Pour Point Sediments (separability) (Conradson)(combustibility) (hot corrosion) (scuffing by catfines) (pumpability) (stability)
A classification limit about the ignition quality could not be specified up to now in default of suitable test methods.
en / 18.01.2008
BA000170
2/5

Heavy fuels
M20-M601C
A4.05.07.02
The so-called CCAI is a useful indicator when assessing the ignition behaviour. (CCI = calculated Carbon aromaticity index). The CCAI is determined from density D (kg/m3 t 15 degrees C) and viscosity V (mm2/s or cSt at 50 degrees C) according to the following equation: CCAI = D 141 log log (V + 0,85) 81 In principle, the following applies: the higher the CCI, the poorer the expected ignition behaviour. Furthermore, the following applies: When taking a specific CCAI value as a basis, there is more risk of a poorer ignition behaviour if the viscosity is low. Since the CCAI is no measurement for the ignition behaviour, but rather an assessment aid, absolute limit values cannot be specified. The Caterpillar / MaK assessments make allowances for these factors: A lower as well as an upper CCAI limit curve is defined depending on the viscosity, the type of engine and the condition of the fittings and included in A4.05.07.03.00 an A4.05.07.03.01. The three sub-ranges which develop in this manner mean the following: Unrestricted permissible range. Impairments by insufficient ignition characteristics are not expected. Ignition characteristics are predominantly acceptable. Problematic fuels can, however, not be excluded. Range which should be avoided. Impairments and even damage to the engine can be expected.
The diagrams permit the determination of the permissible and/or maximum acceptable density of a fuel in a simple manner, depending on its viscosity. 100 C is to be the reference temperature for indicating the viscosity of a heavy fuel. A4.05.07.05 shows the conversion to 50 C, 80 C and Redw. I sec. The heavy fuel grades permitted for Caterpillar / MaK engines can be found in the table Permissible limits for heavy fuels to be burnt in Caterpillar / MaK engines (A4.05.07.04). In so doing, you should ensure that restrictions with regard to the permissible densities are possible, according to the valid CCAI limit curves (A4.05.07.03.00 or A4.05.07.03.01).
en / 18.01.2008
BA000170
3/5

Heavy fuels
M20-M601C
A4.05.07.02
Notes to the specification of the permissible limits: The equipment of the engine and the fuel treatment system are decisive for the determination of the permissible heavy fuel grade. There may be restrictions, for instance, if the engine has no cylinder lubrication, the exhaust valve seat rings have no cooling or the pistons are of the monobloc aluminium type. Fuels to CIMAC-A10 are to be used in such cases. Caterpillar / MaK should be contacted if necessary. A high vanadium content accelerates corrosion on the exhaust valves and turbines, and this must be taken into account when fuelling in the Caribbean area. It will frequently happen in the near future that the limits of the Caterpillar / MaK heavy fuel specification are reached owing to a general change on the fuel market. If it is intended to take such fuels for a lengthy period of time and the owners have no experience with this, we recommend to contact Caterpillar / MaK first. The sodium and water content should be kept as low as possible after the separator (water less than 0.2 % weight).A weight ratio of 1:3 to 1:4 Sodium to Vanadium must be avoided, specially at high content of Vanadium to stop excessive high temperature corrosion. The ash content determines the mechanical wear. So preference should be given to heavy fuel with a low ash content. Mixing of fuel components to obtain the desired viscosity should be done in suitable mixing appliances before bunkering. A separate filling of the two components into the ship bunker as well as the use of mixed components that are incompatible can cause a great deal of trouble. If there are mixing facilities on board ship the compatibility of the components must be assured by the supplier. The technical development in handling of crudes has led to a noticeable increase in the proportion of fuels from new refining processes (catalyst cracking, visbreaking) with which mixing presents more of a problem than with the established heavy fuels. It is therefore preferable to bunker ready mixed fuels. Note In the residues from catalyst cracking there can be catfines which lead to extensive engine wear if they are not separated out very carefully. The flash point of the heavy fuel must be above 60 C in accordance with the requirements of the classification societies. In any case a sample of the heavy fuel should be taken while bunkering. Analyses can be carried out by Caterpillar / MaK against payment of costs incurred or by the fuel supplier. Heavy fuel operation makes necessary the use of a medium alkaline lubricating oil in accordance with our recommendation of lubricating oil brands (A4.05.08.00).
en / 18.01.2008
BA000170
4/5

Heavy fuels
M20-M601C
A4.05.07.02
Fuel additives Two types of fuel additives, classified here according to their main effects, are used in various cases as required: a) Demulsifying additives (emulsion breakers) These additives, put in during bunkering, can prevent sludge-like agglomerations and break up stable water-heavy fuel emulsions in heated settling tanks which could not be separated in a simple separating process (mixing proportions 1 : 3000 to 1 : 6000). Proven additives can be obtained from most oil or additive suppliers. b) Additives against high-termperature corrosion High-temperature corrosion can occur on exhaust valves and turbine blades when burning heavy fuel containing vanadium and sodium. Caterpillar / MaK does not require additives against high-temperature corrosion. Should they be used, however, it must at least be ensured that they are not sensitive to water, compatible with the fuel in any case and no cause of troubles, in the fuel filters, for instance.
en / 18.01.2008
BA000170
5/5

CCAI-limit curves
M20-M601C
A4.05.07.03.01
CCAI-limit curves
Density (kg/l 15 C)
to be avoided *
limited approved *
permissible
Viscosity (cSt 50 C)
en / 28.05.1998
BA000178
1/1

Limit specification
M20/M25/M32/M43
A4.05.07.04
Admissible limit specification for the operation with heavy fuel in Caterpillar/MaK engines
Engine series Limit specification CIMAC A10 CIMAC B10 CIMAC C10 CIMAC D15 CIMAC E25 CIMAC F25 CIMAC G35 CIMAC H35 CIMAC K35 CIMAC H45 CIMAC K45 CIMAC H55 CIMAC K55 X admissible M 20 M25 M32 M43
X X X X X X X X (X) X (X) X (X)
X X X X X X X X (X) X (X) X (X)
X X X X X X X X (X) X (X) X (X) (X)
X X X X X X X X (X) X (X) X (X) admissible in connection with? suitable treatment system only (increased density limit)
Caution:
Observe CCAI limit curves (A4.05.07.03.nn)!
en / 27.07.1999
BA000424
1/1
CIMAC
REQUIREMENTS for RESIDUAL FUELS for diesel engines (as delivered) ANFORDERUNGEN an RCKSTANDS-KRAFTSTOFF fr Dieselmotoren (wie geliefert)
M20-M601C
Designation: Bezeichnung: RMA30 RMB30 RMC30 RMD80 RME180 RMF180 RMG380 RMH380 RMK380 RMH 500 RMK500 RMH700 RMK700
CIMAC A 10
CIMAC B 10
CIMAC C 10
CIMAC D 15
CIMAC E 25
CIMAC F 25
CIMAC G 35
CIMAC H 35
CIMAC K 35
CIMAC H 45
CIMAC K 45
CIMAC H 55
CIMAC K 55
en / 27.11.2006
950 2) 6 5) 10 15 5) 15 25 35 45 975 3) 980 4) 991 991 1010 991 1010 991 55 1010 60 0 6 24 30 30 30 30 30 60 60 60 60 60 12 6) 0.10 0.10 0.10 0.15 0.15 0.15 7) 14 14 15 20 18 22 22 0.15 7) 22 0.15 7) 0.10 0.5 3.5 150 80 15 15 30 15 15 30 80 80 15 15 30 300 350 200 500 4.0 4.5 300 80 15 15 30 0.5 0.5 0.10 0.10 0.10 0.5 4.5 600 0.10 0.5 4.5 600 80 15 15 30 0.10 0.5 4.5 600 80 15 15 30 der Kraftstoff soll frei von gebrauchtem Schmierl sein (ulo) Eine ungefhre Zuordnung der kin. Viskositten bei 50 C sowie in Redw. I sec. bei 100 F enthlt die nachstehende Tabelle: 7 30 200 10 40 300 15 80 600 25 180 1500 35 380 3000 45 55 500 700 5000 7000 2) 3) 4) 5) 6 7) ISO : 975 ISO : 981 ISO : 985 ISO : not limited nicht begrenzt ISO : Carbon Residue Koksrckstand 10 ISO : 0.20
Related to ISO8217 (05):F
Characteristic
Dim.
Limit
Density at 15 C Dichte
kg/m3
max
Kin. viscosity at 100 C Kin. Visk. bei 100 C
cSt 1)
max min
Flash point Flammpunkt
min
Pour point
(winter) (summer)
Stockpunkt
max
Carbon Residue (Conradson) Koksrckstand
% (m/m)
max
Ash Asche
% (m/m)
max
Heavy fuel specification
BA000186
Total sedim. after ageing Totaler Sedimentanfall nach Alterung
% (m/m)
max
Water Wasser
% (V/V)
max
Sulphur Schwefel
% (m/m)
max
Vanadium
mg/kg
max
Aluminium + Silicon
mg/kg
max
Zink Phosphor Calcium
mg/kg mg/kg mg/kg
max. max. max.
Fuel shall be free of used lubricating oil (ulo)
1)
An indication of the approximate equivalents in kinematic viscosity at 50 C and Redw. I sec. 100 F is given below:
Kinematic viscosity at Kinematic viscosity at Kinematic viscosity at
100 C 50 C 100 F
mm2/s (cSt) mm2/s (cSt) Redw. I sec.
A4.05.07.05
1/1

Viscosity temperature sheet
M20-M601C
A4.05.07.06
en / 28.06.1996
BA000190
1/1

Lubricating Oil
M20-M601C
A4.05.08.00
1.
Engine Lubricating Oil
The quality of the engine oil has a large influence on the service life and engine efficiency and thus the economical operation. High demands must therefore be placed on the lubricants to be used in respect of suitability. The oil to be used should be selected according to the specifications of the fuel which is used to run the engine. When using heavy fuel the effect of the increased amounts of coke-type and acid deposits which form during combustion as a result of the high ash and sulfur content, must be rendered harmless and for this reason only lubricating oils which have been developed for medium-speed trunk piston Diesel engines are approved. On engines which are equipped with special cylinder lubrication the same oil should be used in the circulation system and for the cylinder lubrication. When using fuel with a very low sulphur content liner lacquering may appear. If there is a high luboil consumption also indicated, a special oiltype should be used after consultation with MaK. 1.1 Base Oil
The base oil should be a high-quality solvent refined product from a source suitable for engine lubricating oil and have a good oxidation stability as well as a good load carrying capacity and thermo-stability. Regenerated oils are not permitted.
1.2
Additives
The additives in the oil must remain effective and uniformly distributed at all temperatures occurring in normal operation between pour point and 220 C as well as in storage and also fulfil the following requirements in Caterpillar/MaK engines: 1.2.1 Good detergent and dispersant properties (which for heavy fuel operation equals at least the APICF level) to prevent the depositing of combustion products (coke and asphalt-like compositions) or dissolves these deposits and keeps them in suspension. Have an adequate alkalinity in order to be able to neutralize the sulfur acid compositions which occur during the combustion process. This is usually given as the Base Number (BN), or as Alkalinity Value (AV) and recorded in mgKOH/g. For Caterpillar/MaK engines operating on heavy fuel this value should be between 30 and 40 mg KOH/g for fresh oils.
1.2.2
en / 29.02.2008
BA020067
1/8

Lubricating Oil
M20-M601C
A4.05.08.00
1.3
Care of lubricating oil
The time between oil changes can be lengthened by the use of separators, oil centrifuges and by-pass filters. Mechanical filters suitable for filtering blended oils may be used only. Chemically active filters are not permitted. 1.3.1 Lubricating oil filtering (By-pass) By-pass oil cleaning in separators is specified for heavy-fuel operation because the finely distributed combustion deposits cannot be removed effectively from the oil in any other way. The separator capacity should be designed in accordance with the Instructions for Heavy-Fuel Operation in A3.04.08.nn One stipulation for good separation of the lubricating oil is a low viscosity which requires a correspondingly high temperature. When separating the temperature should be between 90 and 95 C. For gas oil or MDO operating by-pass filters can be used instead of separators. 1.3.2 Lubricating oil filtering (full flow) In order to combat the higher amount of contamination in the lubricating oil when operating on heavy fuel, the installation of an Automatic back-flush filter in conjunction with a following indicator filter as double filter is necessary. (See the details in the Instructions for Heavy-Fuel Operation A3.04.08.nn) For gas oil or MDO operation, a double filter with manual change-over is sufficient. Exception: automatic filters
1.4
Lubricating oil brand recommendations Limitation of warranty
In most cases, the firms name is part of the brand designation of the lubricating oil and should, when ordering, be placed in front of the designation to avoid confusion. Caterpillar/MaK has insufficient experience with brands of lubricating oil listed in column II. The intended use of any of these oils must therefore be discussed with the engine manufacturer beforehand as otherwise the warranty is no longer valid. Caterpillar/MaK has no experience with oils not mentioned here. Caterpillar/MaK cannot give any guarantee for the oil used because, for example, the composition and manufacture cannot be influenced by Caterpillar/MaK. Furthermore no guarantee can be given for poor quality engine and lubricating oil care nor for the use of non-approved fuels. Proof that a defect has not been brought about by the lubricating oil must be provided by the user.
1.4.1
List of brands of lubricating oil for Operation with distillate fuel The viscosity class SAE 40 is specified for all Caterpillar/MaK engines.
en / 29.02.2008
BA020067
2/8

Lubricating Oil
M20-M601C
A4.05.08.00
Lubricating oil firm AGIP BP
Lubricating oil brand DIESEL SIGMA S CLADIUM 120 ENERGOL HPDX 40 ENERGOL DS 3-154 ENERGOL IC-HFX 204 VANELLUS C3 DELO 1000 MARINE DELO 2000 MARINE MARINE MLC MHP 154 TLX PLUS 204 KORAL 1540 DELO 1000 MARINE OIL DELO 2000 MARINE OIL EXXMAR 12 TP EXXMAR CM+ ESSOLUBE X 301 MOBILGARD 412 MOBILGARD ADL MOBILGARD M430 MOBILGARD 1-SHC GADINIA GADINIA AL SIRIUS FB ARGINA S ARGINA T TARO 12 XD TARO 16 XD TARO 20 DP RUBIA FP DISOLA M 4015 AURELIA XL 4030
II X X
X X X X X X X X
CALTEX CASTROL
CEPSA CHEVRON ESSO
X X X X X X
MOBIL
1) 2)
X X X X X X X X X X X X X
SHELL
1)
TEXACO
TOTAL LUBMARINE
1)
Proven in use
I I Permitted for controlled use.When these lubricating oils are used, Caterpillar/MaK must be informed because at the moment there is insufficient experience available in Caterpillar/MaK engines. Otherwise the warranty cover is invalid.
1) See also brand list for lubricating oils for heavy fuel operation. 2) Synthetic oil with a high viscosity index (SAE 15 W/40).For engines under SAE 40-regulation only allowed if the oil inlet temperature can be decreased by 5 - 10 C.
en / 29.02.2008
BA020067
3/8

Lubricating Oil
M20-M601C
A4.05.08.00
1.4.2
List of brands of lubricating oil for heavy oil operation Only the viscosity class SAE 40 is permitted.
Lubricating oil firm AGIP BP CALTEX CASTROL CHEVRON ESSO
Lubricating oil brand CLADIUM 300 S CLADIUM 400 S ENERGOL IC-HFX 304 ENERGOL IC-HFX 404 DELO 3000 MARINE DELO 3400 MARINE TLX PLUS 304 TLX PLUS 404 DELO 3000 MARINE OIL DELO 3400 MARINE OIL EXXMAR 30 TP EXXMAR 40 TP EXXMAR 30 TP PLUS EXXMAR 40 TP PLUS MOBILGARD M430 MOBILGARD M440 MOBILGARD M50 ARGINA T ARGINA X TARO 30 DP TARO 40 XL AURELIA XL 4030 AURELIA XL 4040
I X X X X X X X X X X X X X X X X X X X X X X
II
MOBIL
SHELL TEXACO TOTAL LUBMARINE
Proven in use
I I Permitted for controlled use.When these lubricating oils are used, Caterpillar/MaK must be informed because at the moment there is insufficient experience available in Caterpillar/MaK engines. Otherwise the warranty cover is invalid.
en / 29.02.2008
BA020067
4/8

Lubricating Oil
M20-M601C
A4.05.08.00
1.5
Lubricating oil changing
The oil change interval is dependent to a large extent on the quality of the oil used and is influenced also by the fuel used, the amount circulating in the engine lubricating system, the operating conditions, the engine oil consumption, the lubricating oil care and engine maintenance. The optimal oil circulation quantity should 1.36 l/kW. If in special exceptions circulation amounts of at least 0.3 l/kW cannot be avoided, shorter oil change intervals are necessary. In such cases the oil change times given below must be multiplied by the quotient of the actual quantity to the normally required quantity. An oil change must be made every 6 months at the latest. The oil level must be checked daily (the level must not drop below the minimum mark). It must be topped up at the latest when 20 % of the amount in circulation has been used. Note: Modern MaK engines are characterized by low lubricating oil consumption rates of < 1 g/kWh, which in individual cases may even be significantly below this value. Under such conditions and due to the low refilling requirement the usability limit can already be reached after shorter times depending on the oil grade used (BN) and the influence of the other operating parameters. Independent of the kind of treatment it is necessary to replenish by adding new oil when the BN limit (item 1.6.2) is reached. Due to the above-mentioned factors the indicated oil change intervals are guide values only. The essential criterion for determining the time for an oil change is compliance with the limt values specified under item 1.6. We therefore recommended checking of the lubricating oil by means of regular oil analyses. These analyses will be carried out by the lubricating oil service of the oil supplier or by Caterpillar/Kiel at cost price. The oil for the analysis must be taken from the oil circuit before engine during operation. The amount required is approx. 0,5 to 1,0 l. Oil change after operating hours (h) based on 1.36 l/kW when fitted with: Pre- and main filter Additional by-passfilter or oil centrifuge Separator every 1.500 h every 3.500 h every 7.500 h
en / 29.02.2008
BA020067
5/8

Lubricating Oil
M20-M601C
A4.05.08.00
1.6
Limits:
1.6.1
Lubricating oil dilution by fuel
Flash point decrease not below 180 C (measured according to Penski-Martens DIN 51758) or viscosity decrease for SAE 40 (40 C) not below 120 mm2/s (cSt), viscosity increase at 40 C not above 200 mm2/s (cSt), Vanadium content not higher than 150 ppm. Reaching the limits at least 25 % of the oil should be changed.
1.6.2
Alkalinity (TBN)
For heavy fuel operation, the total base number of the circulation oil must not fall below 18 mg KOH/g. For engine with cylinder lubrication, the limit value is 15 mg KOH/g. If the engine is running on gas oil or MDO, the total base number must not fall below 50 % of the value of the new oil. If only the base number has reached the lower limit and the other analysis values show a satisfactory oil condition, the alkalinity should be increased by the addition of new oil.
1.6.3
Water content
If the water content rises above 0.2 % the cause of the increase should be identified and eliminated immediately. The oil must be separated or it must be changed.
1.6.4
Contamination
When Caterpillar/MaK engines are running on heavy fuel, separators are specified to keep the oil clean. In this way the content of insolubles can usually be kept well below 1 % by weight. If the content increases beyond 1 % weight, the oil must be separated more intensively. The limit is 2 % by weight. For gas oil operation as well the pentane or heptane insolubles must not exceed 2 % by weight.
en / 29.02.2008
BA020067
6/8

Lubricating Oil
M20-M601C
A4.05.08.00
1.7
Lubricating oil for exhaust turbocharger, hydraulic governor and reversing controls
A turbine or hydraulic oil with very good anti-oxidation properties and a viscosity between 68 and 90 mm2/s (cSt) at 40 C should be selected. For highly loaded ABB-turbochargers fully synthetic special oils (see footnote) are recommended. When selecting the lubricating oil the regulations of the maker such as ABB, Woodward etc. should therefore be noted. RE-Governor should be fitted with a normal 15W40-multipurpose oil. Lubricating oil firm
AGIP
Lubricating oil brand

OSO 68 OTE 68 DICREA SX 68 ENERGOL SHF-HV 68 ENERGOL THB 68 ENERSYN TC-S 68 RANDO HD 68 REGAL R & O 68 CETUS PAO 68 PERFECTO T 68 HYSPIN AWH-M 68 AIRCOL SR 68 HD TURBINAS 68 EP HYDRAULIK OIL 68 OC TURBINE OIL 68 TERESSO 68 TROMAR T COMPRESSOR OIL 68 D.T.E OIL HEAVY RARUS SHC 1026 TELLUS OIL T 68 TURBO OIL T 68 CORENA OIL AS 68 RANDO HD 68 REGAL R & O 68 CETUS PAO 68 PRESLIA 68 AZOLLA ZS 68 TURBINE T 68 BARELF SM 68 DACNIS SH 68
1)
BP
1)
CALTEX
1)
CASTROL
1)
CEPSA CHEVRON
ESSO
1)
MOBIL
1)
SHELL
1)
TEXACO
1)
TOTAL LUBMARINE
1)
1)
Fully synthetic special oil for extended oil change intervals in highly loaded ABBturbochargers with independent lubrication.
en / 29.02.2008
BA020067
7/8

Lubricating Oil
M20-M601C
A4.05.08.00
1.8
Multi-purpose grease lithium saponified consistency number 2 (also suitable for pneumatic control instruments)
Lubricating oil firm AGIP BP CALTEX CASTROL CHEVRON ELF LUBMARINE ESSO MOBIL SHELL TEXACO TOTAL LUBMARINE Brand name GR MU 2 ENERGREASE MP-MG 2 MULTIFAK EP 2 SPHEEROL SX 2 DURA-LITH GREASE EP 2 EPEXA 2 BEACON EP 2 MOBILUX EP 2 ALVANIA R 2 MULTIFAK EP 2 CERAN WR 2
en / 29.02.2008
BA020067
8/8

Cooling Water
M20-M601C
A4.05.09.00
Recirculating Cooling Water

The cooling system consists of a closed cooling water circuit with a cooling water volume which must be kept constant by topping up, depending on the evaporation loss. The checking of the recirculating cooling water level has to occur at the expansion tank. Modern Diesel engines put particular requirements on the recirculating cooling water due to the increased power desity and the consequently increased heat to be dissipated. These requirements can only be met by proper prepared, monitored and maintained cooling water. If the the preperation, monitoring and maintenance work are not carried out properly, even a short period of operation may result in damages due to corrosion. Three decisive facts are to be considerd for a proper treatment: Suitable fresh water effective corrosion inhibiting agent - corrosion inhibiting oil, soluble - chemical corrosion inhibiting agent (chemicals) exact dosing of the corrosion inhibiting agent
Requirements for the cooling water Always use clear, clean water. Suitable are: - Natural water (deep well-, well water) - condensate and - fully de-ionized water. The values for the fresh water analysis must be within the following limits:
corrosioninhibiting oil total - alkaline earths mmol / l - Hardness * dGH 0,5 3 2,2 12 6,5 - 8
Chemicals
0 - 1,8 0 - 10***
pH value ** at 20 C Chloride ion content mg / l total chloride + sulphate ions mg / l
max. 100 max. 200
en / 03.03.2008
BA000198
1/2

Cooling Water
M20-M601C
A4.05.09.00
*) Water hardness: Water which does not fulfil the above requirements must be hardened or softened. Water with a hardness of > 12 (10) dGH must be brought within the specified range by mixing with condensate or fully de-ionized water (by ion exchange), see Diagram I (A4.05.09.03). Condensate and fully de-ionized water should be hardened up to 3 dPH. Magnesium sulfate (Mg SO4) should be used for this purpose, if corrosion inhibiting oils are used. Dosing: For 1 dPH 21.4 g Mg SO4 per ton of water are required.
German total dGH
= =
Permanent hardness dPH
+ +
Carbonate hardness dKH
Comparison with other values: 1 dGH = 0,18 mmol/l 1 dGH = 1,79 French hardness 1 dGH = 1,25 British hardness 1 dGH = 17,9 USA hardness
**) pH value: Concentration of hydrogen ions < 7 = acid, 7 = neutral, > 7 = alkaline.
***) In general, the corrosion inhibiting effect of chemicals shows the best results with low water hardness values (- 0). At higher hardness values and with missing hardness stabilization the chemicals may react with water contents, what may result in precipitations and in reduction of the inhibiting effect.
en / 03.03.2008
BA000198
2/2

Treatment of cooling water
M20-M601C
A4.05.09.01
1.
Treatment of cooling water with corrosion inhibitors
Anticorrosive agents to be used in MaK/CAT engines must have been tested for their effectiveness according to the rules of the Forschungsvereinigung Verbrennungskraftmaschinen e. V. (Research Association for Internal Combustion Engines Inc). MaK/CAT will issue a recommendation on the basis of the results of the test. No liability for the anticorrosive agent used will be accepted because MaK/CAT is unable to control the recipe and treatment. MaK/CAT has received positive test results for the agents mentioned in 1.1 and 1.2 or they have proven effective over a long period of operation.
~
1.1
Safety note: No anti-corrosion oil emulsion must be used in case of systems heating living quarters by engine cooling water or in case of shell cooling! In this cases use only chemicals!
Anti-corrosion oil The fresh water is mixed outside the engine with anti-corrosion oil to form a stable emulsion. For the initial filling or after cleaning the coolant circuit a 1.5 % emulsion should be used and for the subsequent filling a 1.0 % emulsion should be used. The following anti-corrosion oils are known to us to be effective (alphabetical order, not complete): BP: Castrol: Esso: Shell: FEDARO-M SOLVEX WT3 Kutwell 40 Dromus B Shell Oil 9156
The preparation of the emulsion can generally be carried out as follows: Add oil to the water (15 - 25 C) and stir vigorously. For initial fillings take so much water that a 10 % emulsion can be prepared with the required amount of anti-corrosion oil. This 10 % emulsion is added to the cooling circuit which is already filled with 75 % of the necessary cooling water amount, via the expansion tank. Topping up can be done with the engine running.
en / 23.11.2005
BA020912
1/3

M20-M601C
A4.05.09.01
1.2
Chemical corrosion inhibitors The chemical corrosion inhibitors have some advantages over the anti-corrosion oils e. g. no danger of sludge formation due to breaking down of the emulsion and are simplier to prepare and control.
Attention:
It is important to avoid too low concentration, because this may result in crevice corrosion!
As far as we know, the following materials are being used in MaK/CAT Diesel engines at the moment: Manufacturer Additive Limit value of nitrite content as NO2 in mg /l 1200 1400 - 1500 1500 800 500 1000 750 750 750 1500 1500 1500 1500 2500 2250 1100 700 2000 1000 1000 1000 2500 2500 2500 2100
Bedia Rohm + Haas
Bedia Liquid BL1 Dia-Prosim RD 11 Dia-Prosim RD 25
Ashland (Drew Ameroid)
DEWT-NC (Schiff) CWT-110 (Land) Maxigard Liqui dewt
Maritech Nalfleet
Marisol CW 9-108 9-111 Nalcool 2000
Unitor
Dieselguard NB Rocor NB Liquid
Vecom Arteco Marichem Marigases
CWT Diesel / QC2 (D99) Havoline XLI DCWT Non Chromate
~
Note: en / 23.11.2005
Safety note! Chromates are not recommended despite of their good properties due to their poisonous nature!
Using and checking procedures must be obtained from the manufacturers, taking particular care not to use any poisonous substance it fresh water plants are connected into the cooling circuit. A chemical anticorrosive agent is added to the delivery scope (fittings) of some stationary engines. In any case, a filling with this chemical is to be implemented prior to commisioning. BA020912 2/3

M20-M601C
A4.05.09.01
2.
2.1
Checking and care of the treated water

Anti-corrosion oil A daily check of the coolant level in the sight glass on the expansion tank is just as important as checking the anti-corrosion oil contents every 750 operating hours. During prolonged operating breaks, a monthly check should be made. Take the emulsion sample out of the supply line from expansion tank to pump and let it stand for 1 h. Pour off oil which rises to the surface. Carry out emulsion test e.g. with hand refractometer (specialist shop laboratory equipment) . 0% < 0,5 % 0,5 - 1 % >1% Cooling water change and cleaning necessary, see A4.05.09.02 Emulsion freshening required Emulsion in order Concentration too high, possibly incorrect measurement
In case the measured values are higher than 1.5 %, test again with fresh sample water. If the result is confirmed, a correction of the emulsion is necessary. Emulsion freshening in case of concentration too low Mix required amount of oil according to diagram II (A4.05.09.04) with conditioning water to a highly concentrated emulsion. Always add oil to water Fill in the mixed emulsion via the compensator reservoir, also possible with engine running. Emulsion correction in case of concentration too high Drain cooling water emulsion according to diagram II (A4.05.09.04) and refill the circuit with conditioning water.
2.2
Chemical corrosion inhibitors. The maintaining of the determined concentration is of decisive importance for a proper corrosion protection. A concentration check of the chemical corrosion inhibitors under consideration of the limit values (see 1.2) is to be carried out with the relevant testing equipment every 150 h in accordance with the instructions of the supplying companies. After a freshening up of the concentration mix well with engine running!
en / 23.11.2005
BA020912
3/3

Changing the cooling water
M20-M601C
A4.05.09.02
1.
1.1

Anti-corrosion oil emulsion The anti-corrosion emulsion must be changed at the latest every 7500 operating hours, at least annually if the 7500 operating hours are spread over a period of more than one year due to long breaks in operation.
1.1.1 Cleaning the cooling water chambers before changing the emulsion Stop engine and let cooling water cool down to 30 C. First drain expansion tank with floating oil then drain the entire system. Remove water inlets on the crankcase and flush out any sludge which may have formed. Fill engine with an alkali solution (e. g. P3T 308 from Messrs. Henkel 0.5 % solution) and run it for approximately 12 hours. Stop engine and let it cool down to 30 C. Drain the cleaning solution and flush engine thoroughly with fresh water. Then put in 90 % of the required amount of water. With the remaining 10 % and the required amount of anti-corrosion oil (according to diagram II: A4.05.09.04) prepare a highly concentrated emulsion.
Attention:
Always add oil to water!
Add the emulsion to system via the expansion tank. 1.2 Chemical corrosion inhibitors When recirculating cooling water has chemical corrosion protection the cooling water does not need changing.
en / 23.11.2005
BA020059
1/2

M20-M601C
A4.05.09.02
2.
Cooling water with anti-freeze agent

In case of temperatures at or below the freezing point of the cooling water an anti-freeze agent must be added to the coolant. Only an anti-freeze agent with a corrosion protective effect may be used, for example BASF Glysantin G48, GlycoShell AF 405, BP Antifrost X 2270, Havoline XLC. To obtain adequate corrosion protection, a 30 % concentration is necessary. The highest concentration is 50%. This agent must be changed annually.
When an anti-freeze agent is used, a reduction in cooling efficiency must be expected. In cases of doubt MaK should be contacted. For summer operation, it is advisable to drain off the cooling water with anti-freeze in it and replace it with cooling water with chemical corrosion protection in order to guarantee adequate radiator performance at higher ambient temperatures.
3.
Cleaning the cooling water chambers

Before badly scaled cooling water chambers can be cleaned, they must be precleaned as described and flushed well with water under pressure. This will remove loose foreign matter such as sand and sludge which may have been deposited at places where the water flow speed is low. The firm which supplies the anti-corrosion material will usually be able to offer a good cleaning agent for scale, such as: Drew Chemical: Rohm + Haas: SAF - ACID RD 13 M
Attention:
Keep to the manufacturers instructions!Improper use of the cleaning agents may cause damages to your health!
Flush cooling water chambers or cooling system with a 1 % sodium carbonate solution after draining off the cleaning agent. Afterwards flush the water chambers with fresh water.
en / 23.11.2005
BA020059
2/2

Diagram I
M20-M601C
A4.05.09.03
Diagram I Determining the cooling water mixture for 10 dGH
amount used (litres)
Cooling system capacity (litres)
Example: Cooling system capacity: Hardness of available fresh water: 2300 l 19 dGH
To determine the fresh water mixture, proceed from the abscissa Cooling system capacity (2300 l) via the intersection of the 19 dGH line to the ordinate Amount used and read off the amount of water with 19 dGH which is to be used and which is to be mixed with the difference of 2300 - 1200 = 1100 litres of condensate or fully de-ionized water.
en / 28.06.1996
BA000210
Hardness = dGH 1/1

Diagram II + III
M20-M601C
A4.05.09.04
Diagram II Emulsion freshening for weak concentration

measured oil concentration in vol. %
amount of cooling water in circuit m3
amount of oil to be added in litres to obtain a 0.7 % oil concentration
Diagram III Emulsion freshening for excessive concentration

measured oil concentration in vol. %
amount of cooling water in circuit m3
amount of cooling emulsion to be drained off water to be added in m 3
en / 28.06.1996
BA021428
1/1
Maintenance
-
A5
Maintenance
en / 24.04.2008
AA000026
1/1
Table of Contents
-
A5.01
Maintenance Table of Contents Introduction Safety instructions Periodical schedule Heavy fuel Engine, cylinder head Valve Clearance Rocker Arm Bracket Valve Rockers Valve Rocker Bush Valve Rotator Valve Guide / Oil Scraper Ring Media guiding system Cylinder Head Nozzle sleeve Relief Valve In and Outlet Valve Cone Valve Cones Valve Seat Ring Valve Seat Ring (Inlet/Outlet) Starting Valve Starting Valve Cylinder Head Cylinder Head Cylinder Head Engine, gear Running Gear / Engine Timing Crank Web Deflection Bearing Shells and Bearing Bushes Bearing Shells Big-end bearings Big-end bearings Crankshaft bearing Crankshaft thrust bearings/crankshaft be Crankshaft thrust bearing
A5 A5.01 A5.02 A5.03 A5.04.02 A5.05.01 A5.05.01.01.01.00 A5.05.01.02.01.01 A5.05.01.02.02.01 A5.05.01.02.03.01 A5.05.01.03.01.00 A5.05.01.05.01.01 A5.05.01.05.50.51 A5.05.01.06.01.51 A5.05.01.06.50.00 A5.05.01.06.70.00 A5.05.01.07.01.02 A5.05.01.08.01.00 A5.05.01.08.02.00 A5.05.01.08.03.00 A5.05.01.09.01.00 A5.05.01.09.02.03 A5.05.01.10.00.01 A5.05.01.10.01.01 A5.05.01.11.01.51 A5.05.02 A5.05.02.01.01.00 A5.05.02.02.01.00 A5.05.02.03.03.01 A5.05.02.03.07.01 A5.05.02.04.01.52 A5.05.02.04.02.51 A5.05.02.05.01.53 A5.05.02.05.02.50 A5.05.02.05.05.51
en / 24.04.2008
AA020041
1/3
Table of Contents
-
A5.01
Piston Piston Crown Piston Replace Piston Rings and Grooves Piston pin Small-End Bush Piston Engine, housing Cooling water distributor housing Cylinder Liner Cylinder liner Cylinder Liner Engine Bolting and Unions Engine, control Camshaft Bearing Camshaft Bearing Bottom part for Valve Mechanism Camshaft Timing Gear Train Governor Drive Vibration Damper on Camshaft Engine, regulation Control shaft bedding Starting Valve Control shaft Compressed Air System Control Valves Compressed-Air Filter Engine, exhaust gas system/supercharging Exhaust Manifold Charge air drain
A5.05.02.06.01.53 A5.05.02.06.02.04 A5.05.02.06.04.00 A5.05.02.07.01.03 A5.05.02.08.01.50 A5.05.02.09.01.01 A5.05.02.10.01.52 A5.05.03 A5.05.03.02.00.50 A5.05.03.03.01.03 A5.05.03.04.01.50 A5.05.03.04.02.50 A5.05.03.07.01.00 A5.05.04 A5.05.04.01.01.50 A5.05.04.01.02.51 A5.05.04.02.00.01 A5.05.04.04.01.52 A5.05.04.08.01.51 A5.05.04.08.03.51 A5.05.04.09.01.52 A5.05.05 A5.05.05.01.02.00 A5.05.05.02.01.02 A5.05.05.08.01.00 A5.05.05.09.01.00 A5.05.05.09.05.00 A5.05.05.09.06.00 A5.05.06 A5.05.06.01.01.52 A5.05.06.06.00.04
en / 24.04.2008
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Table of Contents
-
A5.01
Engine, fuel system Injection Pump Injection Pump Fuel Injector Fuel Injector Fuel Injector Fuel Distributor Manifold Engine, lubricating oil system Lubricating oil pump Protective Lube Oil Filter Oil pressure control valve Oil pressure control valve Prelubricating pump/Prelubrication Engine, starting system Starting Air Distributor Stop cylinder Engine control equipment Pressure Switches RPM Switch Pressure Switch Pressure Switch Crankcase Monitoring Device Engine auxiliary units Vibration Damper Vibration Damper Turning Device
A5.05.07 A5.05.07.02.01.02 A5.05.07.03.01.03 A5.05.07.07.01.03 A5.05.07.08.01.00 A5.05.07.09.01.00 A5.05.07.15.01.56 A5.05.08 A5.05.08.03.02.03 A5.05.08.04.03.51 A5.05.08.05.01.01 A5.05.08.05.01.02 A5.05.08.10.00.00 A5.05.10 A5.05.10.01.02.00 A5.05.10.03.01.00 A5.05.11 A5.05.11.01.03.00 A5.05.11.05.01.02 A5.05.11.06.05.02 A5.05.11.06.06.02 A5.05.11.09.01.03 A5.05.12 A5.05.12.04.01.52 A5.05.12.04.02.51 A5.05.12.08.01.52
en / 24.04.2008
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Introduction
M20-M601C
A5.02
1.
General
It is assumed that the engine room personnel has the necessary knowledge and experience required for the proper maintenance and servicing of diesel engines. For this reason and in the interest of clearness we did not go too much into details in the maintenance documents. No claims can be raised owing to missing instructions in the maintenance documents, if damage is caused by improper handling. All information refers to the date of printing.
2.
2.1
Explanation of the maintenance system

Scheduled maintenance Without Scheduled maintenance the economic operation of supercharged engine is in the long run not possible at today's state of art. The explanations are used to make the user of this engine plant familiar with the existing maintenance system of MaK and to interest and deepen the understanding of the user for the problems and importance of the Scheduled maintenance. It is the purpose of the maintenance to replace parts subject to wear and tear or to repair these parts before they are damaged. The Scheduled maintenance is thereby supported by inspections according to fixed deadlines. These inspections are decision criteria for the need and extend of maintenance and servicing. The following is used as parameter: data on wear and tear evaluation criterion and performance checks
Most of the work to be carried out does not have a fixed deadline since the service life of individual components is highly influenced by environmental and operating conditions, fuel qualities and their care. Therefore the present interval schedule shall not be considered stringent in the long run, but it is left to the user to modify the maintenance schedule in accordance with own experiences. But in any case a sufficient safety margin - even if the mean wearing levels are well-known - is to be calculated in order to cover the always occurring variations. It is recommended to consult MaK with regard to extended intervals in order to maintain the guarantee. The information given by us gives no rise to legal claims.
en / 27.02.2008
AA000021
1/5
Introduction
M20-M601C
A5.02
2.2
Maintenance system The maintenance system consists of: work interval schedule job cards maintenance schedule (large-scale plan) *
While the work interval schedule indicates the date when inspection, maintenance or repair shall be carried out, the job cards indicate the manner in which the work is to be carried out.
2.2.1
Work interval schedule The work interval schedule shall provide for a quick summary of all intended inspection, maintenance and repair work occurring up to 90,000 operating hours.
The interval schedule is subdivided into the following four areas: Daily inspection and control work Initial inspection and maintenance work Work which has to be carried out after first commissioning or commissioning after major repair work. Periodic maintenance work A list of all recurrent inspection, maintenance and repair work to be carried out at the scheduled date. The indicated intervals are statistical mean values. Other values may be obtained, depending on equipment condition, operating and maintenance conditions. Maintenance work to be carried out independent of deadlines List of work which may be required in the scope of scheduled work which cannot be allocated to a deadline.
will be handed over by the MaK service department for commissioning of the engine
en / 27.02.2008
AA000021
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Introduction
M20-M601C
A5.02
2.2.2
Job cards The job cards are instructions for inspection, maintenance, repair and safety check.
Title of the job card Maintenance work Activity
Discharge valve
Inspection / Dismounting and mounting
A5.05.01.04.01.03
Operating hours/maintenance deadline
M 551 / M 552 6,000 / 12,000

Engine type Register Main maintenance group
01
See also: Spare parts list: Time requirement: Personnel qualification: Operating medium:
01.01.01.nn, 01.02.01.nn, 01.08.01.nn B1.05.01.7.2104, B1.05.01.7.2220 1 Pers. / 3 h skilled engine hand Heavy fuel and destillate fuel
Breakdown
Chapter maintenance Vol. A operating instructions Subchapter Job cards
A5.05. 01.04.01.03
Main maintenance group Maintenance group Subgroup Variant
Job cards Document number
en / 30.09.91
Date of issue
IB000003
1/1
Registration number Language
Page/number of pages
en / 27.02.2008
AA000021
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Introduction
M20-M601C
A5.02
The job card number consists of the index breakdown (A5.05) and the maintenance number (bold) subdivided into four pairs of digits. The first pair of digits indicates the engine main maintenance group: 01. 02. 03. 04. 05. 06. 07. Cylinder head Driving mechanism Engine housing Engine control Regulation Exhaust gas system/ supercharging Fuel system 08. 09. 10. 11. 12. 13. Lube oil system Cooling water system Starting air system Monitors Auxiliary generator sets and tools Additional installation
In order to facilitate the finding of the engine main group, the pair of digits on the right margin has been set as register 01 . The second and third pair of digits indicates the subgroups of the main group and the titles of the job card where maintenance work is required. The fourth pair of digits indicates the type of variant. See job card: Reference is made to other job cards required for maintenance work. At this point the types of variants (fourth pair of digit) are marked nn. Spare parts sheets: For easy finding of necessary comsumables and spare parts for the maintenance group in Vol. B Spare parts catalogue, indicating other design details in the illustrations, if necessary. The third pair of digits in the index breakdown in the spare parts number indicates the main group/register. Fuel: Documenting the sold type of fuel of the engine plant (see also: introduction A0.02). Safety note: Each safety note is additionally marked with a symbol attention to the text (see A5.03).
~ in order to draw special
Attention: Marking technical regulations or measures to be strictly observed in order to avoid damage or destruction of equipment or components of the engine plant or other material. Note: Gives the personnel information which optimize the work process.
en / 27.02.2008
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Introduction
M20-M601C
A5.02
In the maintenance sheets the checks, maintenance, cleaning and repair works of the maintenance sheets are briefly designated Under the designation "tools (W)" only special and additional tools are listed with the MaK tool No. Not all of these tools are included in the normal scope of supply. Together with the engine type it will be indicated for what engine the job card is valid. The indicated personnel and time requirement does not define the working time of the individual person. The indicated time is based on estimated mean values which may deviate according to the equipment of the plant and its maintenance conditions. Wherever the required working time depends on the number of cylinders the indicated time of the maintenance sheets refers to one cylinder unit only.
2.2.3
Maintenance schedule (Periodic maintenance work) A large-scale plan showing all maintenance work up to the largest maintenance interval clearly indicating all occurrences and the future work expenditure for the individual components. It would be useful to mount the plan on a wall; when this is not possible for space reasons, it has to be folded and filed in the map maintenance forms *. We cannot and will not give instructions for handling this plan but we will only give you some guidelines how to use this plan as an aid for the maintenance system. The work already carried out will be countersigned in fields intended for this purpose. Different colours can be used to differentiate between the results, e.g.: green = no defects/o.k.; yellow = readjustment/correction (e.g. clearances); red = damage/replacement of parts. Typical consumption parts which are replaced routinely or any time mounting is carried out (Oring seals, O-rings etc.) are not considered defective parts.
The map will be handed over by the MaK service department for commissioning of the engine
en / 27.02.2008
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Safety instructions
M20-M601C
A5.03
1.
Safety instructions
1.1
Work safety symbol
~
1.2
All texts marked with this symbol in the maintenance sheets are safety instructions which have to be observed in all cases in order to eliminate danger to life and limb of the user or of third parties!
General safety instructions

The provisions of the relevant accident prevention regulations of the appropriate employer's liability insurance association are to be observed any time operation and repair work is carried out. In addition, the following is to be observed: Seals made of VITONR have been used at various locations in the engine. With normal engine operation this material is completely harmless, however it should not be exposed to temperatures above 300 C, since above 325 C a thermal decomposition and the formation of hydrofluoric acid can occur.
Replaced seals should be disposed of immediately, and above all, it should be taken care that this material is not overheated even by accident e.g. during combustion and welding operations. If this should however has happened, the gases emitted must not be inhaled. Skin contact with decomposed VITONR is to be avoided at all times. After a fire with VITONR, it is essential that neoprene gloves are worn during the clearing up operations.
Any residues have to be neutralized before their disposal, i.e. saturated with calcium hydroxide. Maintenance and repair work must only be carried out by skilled and authorized personnel! Use personal protective equipment as far as necessary or as required by the regulations!
en / 01.12.1999
AA000022
1/4
Safety instructions
M20-M601C
A5.03
When work is being carried out on engines and systems, the switch-on devices have to be switched off and protected. In order to prevent reconnection, the engines and systems have to be marked with a plate Do not switch or an appropriate pictogram plate! Re-install removed guards and protecting devices on completion of work. During replacement work, individual parts and large assemblies are to be carefully fastened and secured on hoists to avoid risks of accidents!
Use only suitable and technically perfect lifting gear and suspension systems with adequate lifting capacity!
Never work or stand under suspended loads! When carrying out overhead assembly work, the specially designed or safety-oriented climbing aids are to be used only!
Do not use engine/plant parts for climbing on! Keep all handles, steps, handrails, platforms, ladders free from dirt, e.g. oil, grease, fuel! Clean the engine parts, especially connections and threaded unions of any traces of oil, fuel or preservatives before carrying out maintenance/repair (disassembly, assembly)!
Never use aggresive detergents and preservatives!
Use non-fuzzy cleaning rags! Pressurized plant components (lube oil, hydraulic oil, fuel, cooling water, starting and control air) must be depressurized. Shut-off valves are to be secured by a plate Do not open! Mounting openings are to be protected! Perfect hoists, tools and devices are to be used only! Observe all indicating labels attached to the engine!
en / 01.12.1999
AA000022
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Safety instructions
M20-M601C
A5.03
1.3
Working on electrical equipment

Work on the electrical equipment of the engine/plant must be carried out only by a skilled electrician or by instructed persons under the supervision and guidance of a skilled electrician in accordance with the electrical engineering rules and regulations! Use only original fuses with the specified current raiting! Switch off the engine/plant immediately if trouble occurs in the electrical system! The electrical equipment is to be inspected/checked at regular intervals. Defects such as loose connections or scorched cables must be rectified immediately! Engine or plant parts on which inspection and maintenance work is being carried out have to be - if prescribed - shut off at the power supply and provided with the notice Do not switch on or the corresponding warning sign!
1.4
Working with hydraulic devices

Operating instructions, tightening torques and setting dimensions specified in the appropriate job card are to be carefully observed! Do not place parts of your body above/below pressurized hydraulic tools! The minimum bending radii r = 130 mm of the high-pressure hoses are to be strictly observed! The hose lines are to be protected against damage caused by external mechanical, thermal or chemical influences! Replace hydraulic hose lines at regular intervals, even if no safety relevant defects are detectable!
1.5
Checking and adjustment of injection valve

During testing make sure that no parts of your body are positioned in the area of the fuel jet! Do not inhale the fuel mist - respiratory mask!
en / 01.12.1999
AA000022
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Safety instructions
M20-M601C
A5.03
1.6
Handling of liquid nitrogen or carbon dioxide snow

When handling liquid nitrogen or carbon dioxide snow, safety shoes, safety gloves and safety glasses are to be worn in order to avoid injuries. Observe protection against cold! Parts of the skin which have come into contact with liquid nitrogen or carbon dioxide snow must not be rubbed but covered with sterile surgical bandage!
1.7
Cleansing agents/chemicals
Use only cleansing agents with a flash point above 65 C! Observe instructions for use in accordance with DIN safety data sheet of the regulations for dangerous substances! Observe the specialist disposal of all cleansing agents and chemicals in accordance with the regulations for dangerous substances! In case of accident, observe the accident leaflets including first-aid actions for dangerous substances in accordance with the regulations for dangerous substances!
2.
The non-observance of the safety instructions may cause danger to persons and failure of important functions of engine/system!
3.
en / 01.12.1999
AA000022
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Periodical schedule
Heavy fuel
M32
A5.04.02
Intervall
Designation / Work to be carried out Remarks
Doc-Nr.
Daily inspection and monitoring procedures

(if it is not automated)
-------------------------------------------------------------------------------------------------------------------------------General Engine operating data Compare with acceptance test records: Speed, rating Lubricating oil Engine inlet; Temperature rise at rated output see also A1.10 Cooling water Engine inlet; Temperature rise at rated output see also A1.10 Cooling water Upstream charge air cooler; downstream charge air cooler Charge air Upstream charge air cooler; downstream charge air cooler Exhaust gas After cylinder; downstream turbocharger Lubricating oil At the main bearing or at the camshaft bearing see also A1.10 Cooling water Upstream engine see also A1.10 Fuel Upstream pumps Charge air Upstream charge air cooler; downstream charge air cooler Control air Starting air Lube oil circulation tank Check of the lube oil level Expansion tank Check of the cooling water level Day tank Check of the fuel level Air bottles Drain AA020752 A1.10
Temperature
A1.06
Temperature
A1.06
Temperature
A1.10
Temperature
A1.10
Temperature Pressure
A1.10 A1.05
Pressure
A1.05
Pressure Pressure
A1.05 A1.10
Pressure Pressure Lube oil system Cooling water system Fuel system Pressure air en / 24.04.2008
A1.05 A1.05 A3.05.08.00 A3.05.09.00 A3.05.07.00 A3.06.10.00
1/9
Periodical schedule
Heavy fuel
M32
A5.04.02
Intervall
Doc-Nr.
First inspection and maintenance procedures

Work to be carried out after the first commissioning or after major repairs.
-------------------------------------------------------------------------------------------------------------------------------24 h Lubricating oil safety filter Inspection/Cleaning A5.05.08.04.03.51
150 h
Engine bolting and unions Inspection/Checking Tight fitand leaks Compressed air strainer Maintenance/cleaning Exhaust gas turbocharger Function check see book C
A5.05.03.07.01.00
150 h 150 h
A5.05.05.09.06.00
en / 24.04.2008
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Periodical schedule
Heavy fuel
M32
A5.04.02
Intervall
Doc-Nr.
Periodical maintenance procedures -------------------------------------------------------------------------------------------------------------------------------24 h 24 h Compressed air strainer Maintenance/Cleaning Charge air drain Inspection A5.05.05.09.06.00 A5.05.06.06.00.04
150 h 150 h 150 h
Valve rotor Inspection/Evaluate Cylinder head Inspection/Checking Prelubricating pump/Prelubrication Maintenance/Checking
A5.05.01.03.01.00 A5.05.01.10.00.01 A5.05.08.10.00.00
750 h 750 h 750 h 750 h 750 h 750 h
Cooling water system Inspection/Corrosion inhibitors Compressed air system Inspection/Adjust Charge air drain Cleaning Stop cylinder Inspection/Checking Oil mist detector Inspection/Checking Turning device Maintenance/Disassembly and reassembly
A4.05.09.01 A5.05.05.09.01.00 A5.05.06.06.00.04 A5.05.10.03.01.00 A5.05.11.09.01.03 A5.05.12.08.01.52
1,500 h 1,500 h 1,500 h 1,500 h
Valve clearance Inspection/Adjust Starting valve Inspection/Checking Control shaft bearings Maintenance/Checking Oil mist detector Inspection/Checking
A5.05.01.01.01.00 A5.05.01.09.01.00 A5.05.05.01.02.00 A5.05.11.09.01.03
en / 24.04.2008
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Periodical schedule
Heavy fuel
M32
A5.04.02
Intervall
Designation / Work to be carried out Remarks Turning device Maintenance/Disassembly and reassembly Governor Governor behaviour/governor control rod see book C
Doc-Nr.
1,500 h 1,500 h
A5.05.12.08.01.52
3,750 h 3,750 h 3,750 h 3,750 h 3,750 h
Running gear/engine timing Inspection/Checking Timing gear train Inspection/Checking Pressure switch Inspection/Adjust Turning device Maintenance/Disassembly and reassembly Governor Oil change see book C Monitors Checking of alarm and safety system see book C
A5.05.02.01.01.00 A5.05.04.08.01.51 A5.05.11.01.03.00 A5.05.12.08.01.52
3,750 h
7,500 h
Inlet and exhaust valve cone Inspection/Disassembly and reassembly of one cylinder unit Piston rings and grooves Inspection/Checking of one piston Starting valve Maintenance/Disassembly and reassembly Control shaft Maintenance/Disassembly and reassembly Compressed air filter Maintenance/Cleaning Exhaust gas line Inspection/Checking Injection pump Inspection/Disassembly and reassembly of one pump Fuel injector Repair/Disassembly and reassembly
A5.05.01.07.01.02
7,500 h
A5.05.02.07.01.03
7,500 h 7,500 h 7,500 h 7,500 h 7,500 h
A5.05.05.02.01.02 A5.05.05.08.01.00 A5.05.05.09.06.00 A5.05.06.01.01.52 A5.05.07.03.01.03
7.500 h
A5.05.07.09.01.00
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Periodical schedule
Heavy fuel
M32
A5.04.02
Intervall
Designation / Work to be carried out Remarks Lubricating oil safety filter Inspection/Cleaning RPM-switch Inspection/Adjust Oil mist detector Inspection/Checking Turning device Maintenance/Disassembly and reassembly Anti-corrosion oil emulsion Change
Doc-Nr.
7,500 h 7,500 h 7,500 h 7,500 h 7,500 h
A5.05.08.04.03.51 A5.05.11.05.01.02 A5.05.11.09.01.03 A5.05.12.08.01.52 A4.05.09.02
15,000 h 15,000 h 15,000 h 15,000 h 15,000 h 15,000 h
Valve guide/Oil scraper ring Inspection/Replace Nozzle sleeve Maintenance/Disassesmbly and reassembly Inlet and exhaust valve cones Inspection/Disassembly and reassembly Starting valve Maintenance/Disassembly and reassembly Cylinder head Maintenance/Cleaning Big-end bearings Inspection/Disassembly of one big-end bearing Main bearings Inspection/Disassembly of two main bearings Cylinder lining Inspection/Measuring at one cylinder unit Camshaft bearing Inspection/Checking of one bearing Camshaft bearings Maintenance/Disassembly and reassembly Timing gear train Inspection/Checking Governor drive Inspection/Disassembly and reassembly AA020752
A5.05.01.05.01.01 A5.05.01.06.50.00 A5.05.01.07.01.02 A5.05.01.09.02.03 A5.05.01.10.01.01 A5.05.02.04.01.52
15,000 h
A5.05.02.05.01.53
15,000 h
A5.05.03.03.01.03
15,000 h
A5.05.04.01.01.50
15,000 h 15,000 h 15,000 h
A5.05.04.01.02.51 A5.05.04.08.01.51 A5.05.04.08.03.51
en / 24.04.2008
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Periodical schedule
Heavy fuel
M32
A5.04.02
Intervall
Designation / Work to be carried out Remarks Vibration damper on camshaft Repair/Disassembly and reassembly Control valve Inspection/Checking Injection pump Inspection/Disassembly and reassembly of all pumps Oil pressure regulating valve Maintenance/adjust Starting air distributor Maintenance/Disassembly and reassembly Vibration damper Inspection/Disassembly and reassembly
Doc-Nr.
15,000 h 15,000 h 15,000 h
A5.05.04.09.01.52 A5.05.05.09.05.00 A5.05.07.03.01.03
15,000 h 15,000 h 15,000 h
A5.05.08.05.01.nn A5.05.10.01.02.00 A5.05.12.04.02.51
22,500 h
Pressure switch Inspection/Replace
A5.05.11.06.05.02
30,000 h 30,000 h 30,000 h
Valve rockers Maintenance/Disassembly and reassembly Relief Valve Maintenance/Replace Big-end bearing Inspection/Disassembly exchange of all big-end bearings Main bearings Inspection/Disassesmbly exchange of all bearings Main thrust bearings Inspection/Disassembly Piston rings and grooves Inspection/Checking of all pistons Small-end bush Maintenance/Measuring Cylinder lining Inspection/Measuring at all cylinder units Cylinder liner Maintenance/Disassembly AA020752
A5.05.01.02.02.01 A5.05.01.06.70.00 A5.05.02.04.01.52
30,000 h
A5.05.02.05.01.53
30,000 h 30,000 h
A5.05.02.05.05.51 A5.05.02.07.01.03
30,000 h 30,000 h
A5.05.02.09.01.01 A5.05.03.03.01.03
30,000 h
A5.05.03.04.01.50
en / 24.04.2008
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Periodical schedule
Heavy fuel
M32
A5.04.02
Intervall
Designation / Work to be carried out Remarks Camshaft bearings Inspection/Checking at all bearings Camshaft bearings Maintenance/Disassembly and reassembly Control valves Inspection/Checking Vibration damper Maintenance/Disassembly and reassembly Turning device Maintenance/Disassembly and reassembly
Doc-Nr.
30,000 h
A5.05.04.01.01.50
30,000 h 30,000 h 30,000 h 30,000 h
A5.05.04.01.02.51 A5.05.05.09.05.00 A5.05.12.04.01.52 A5.05.12.08.01.52
45,000 h
Vibration damper Maintenance/Replace
A5.05.12.04.02.51
60.000 h
Piston Maintenance/Replace
A5.05.02.06.04.00
90.000 h
Piston Maintenance/Replace
A5.05.02.06.04.00
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Periodical schedule
Heavy fuel
M32
A5.04.02
Intervall
Doc-Nr.
Non-interval dependent maintenance procedures -------------------------------------------------------------------------------------------------------------------------------Valve rocker brackets Maintenance/Disassembly and reassembly Valve rocker bush Inspection/Replace Media guiding system Maintenance/Disassembly and reassembly Cylinder head Maintenance/Disassembly Inlet and exhaust valve cones Repair/Checking Valve seat ring Repair/Checking Valve seat ring (inlet/outlet) Repair/Replace Cylinder head Repair/Reassembly Crank web deflection Inspection/Checking Bearing shells and bearing bushes Inspection/Evaluate Bearing shells Inspection/Evaluate Big-end bearings Inspection/Reassembly Main thrust bearings and main bearings Maintenance/Reassembly Pistons Maintenance/Disassembly Piston crown Maintenance/Replace Piston pin Inspection/Disassembly and reassembly A5.05.01.02.01.01 A5.05.01.02.03.01 A5.05.01.05.50.51 A5.05.01.06.01.51 A5.05.01.08.01.00 A5.05.01.08.02.00 A5.05.01.08.03.00 A5.05.01.11.01.51 A5.05.02.02.01.00 A5.05.02.03.03.01 A5.05.02.03.07.01 A5.05.02.04.02.51 A5.05.02.05.02.50 A5.05.02.06.01.53 A5.05.02.06.02.04 A5.05.02.08.01.50
en / 24.04.2008
AA020752
8/9
Periodical schedule
Heavy fuel
M32
A5.04.02
Intervall
Designation / Work to be carried out Remarks Piston Maintenance/Reassembly Cooling water distributor housing Maintenance/Disassembly and reassembly Cylinder liner Maintenance/Reassembly Camshaft Repair/Disassembly and reassembly Charge air blow-off equipment Inspection/Checking Jet assist system Inspection/Checcking Injection pump Repair/Disassembly and reassembly Fuel injector Maintenance/Disassembly and reassembly Fuel injector Maintenance/Adjust Injection valve Repair/Disassembly and reassembly Fuel distributor/collection pipe Repair/Disassembly and reassembly Lubricating oil pump Maintenance/Disassembly and reassembly Pressure switch Maintenance/Adjust Crankcase monitoring device Inspection/Checking Vibration damper Maintenance/Disassembly and reassembly
Doc-Nr.
A5.05.02.10.01.52 A5.05.03.02.00.50 A5.05.03.04.02.50 A5.05.04.04.01.52 A5.05.06.06.00.04 A5.05.06.06.00.04 A5.05.07.02.01.02 A5.05.07.07.01.03 A5.05.07.08.01.00 A5.05.07.09.01.00 A5.05.07.15.01.56 A5.05.08.03.02.03 A5.05.11.06.06.02 A5.05.11.09.01.03 A5.05.12.04.01.52
en / 24.04.2008
AA020752
9/9
Valve Clearance
Inspection / Adjust
M32
A5.05. 01.01.01.00
1500 02.01.01.nn B1.05.01.9.2107 1 Pers./ 0,50 h
See also: Spare parts list: Time requirement:
01
Personnel qualification: skilled engine hand Operating medium: Heavy fuel and distillate fuel
-------------------------------------------------------------------------------------------------------------------------------Inspection:
The valve clearance is to be checked every 1,500 hours and adjusted, if required.
Tools:
Feeler gauge * not available as figure W2 * 1.9075-003
Note:
The valve clearance should only be measured with warm engine, i.e. 15 minutes after shutting down the engine. Valve clearance (Fig. 1/S): Inlet: Outlet: 0.4 + 0.1 mm 1.1 + 0.1 mm
A readjustment of the valve bridge position to the valve spindles must be carried out before every valve clearance adjustment during scheduled inspections or due to work being carried out on the valve drive components.
Sequence of operations:
1. 1.1 1.2 1.3 1.4 Adjust valve bridge. Open indicator valves. Engage the barring gear. Remove cylinder cover hoods without damaging the gaskets. Turn the crankshaft until the piston of the cylinder to be adjusted comes into the ignition dead center position.
en / 14.09.2006
IB020905
1/2
Valve Clearance
Inspection / Adjust
M32
A5.05. 01.01.01.00
1500 Release valve bridge of rocker arm (Fig. 1/1). Enlarge clearance S and/or flap back rocker arm (1). Release locknut (Fig. 2/3) and unsrew setting bolt (4) until a contact in X without clearance is reached. At this position of the valve bridge screw in setting bolt (4) until contact at Y without any clearance is reached. Valve bridge must not be tited. Hold tight setting bolt (4) and tighten locknut (3) with M = 150 Nm.
1.5
01
1.6
1.7
1.8
1.9
Check absence of clearance at X and Y with feeler gauge of 0.02 mm (W2). Afterwards adjust valve clearance S as per instruction. Adjust valve clearance. Measure the clearance (Fig. 1/S) with a feeler gauge. Thereby press the pushrod down. Correct clearance "S". Loosen counternut (5). Turn the valve adjusting screw (2) until the stipulated clearance has been attained. Tighten the counternut (5) with M = 250 Nm in order to fix the position of the adjusting screw.
2. 2.1
2.2 2.2.1 2.2.2 2.2.3
2.2.4 2.2.5
Check clearance again after countering. Disengage the barring gear and close the indicator valves.
en / 14.09.2006
IB020905
2/2
Rocker Arm Bracket

Maintenance / Disassembly and reassembly
M32
A5.05. 01.02.01.01
01.01.01.nn B1.05.01.9.2107 1 Pers./ 0,20 h
01
-------------------------------------------------------------------------------------------------------------------------------Tools:
Torque wrench 100 - 400 Nm Ring wrench SW30 * not available as figure W1 * W2* 1.9454-400 1.9459-030
Auxiliary material:
Molykote paste "G-Rapid Plus" ** ** or a product of equal standard
1. 1.1 1.2 1.3 1.4 1.5 2. 2.1 2.2 2.3 Disassembly Engage the barring gear. Dismount the cylinder head cover. Turn piston to TDC. Inlet and exhaust valves are closed, rocker arms are unloaded. Remove fastening nuts (1). Remove rocker arm bracket (3) with rocker arm shaft (2) and inlet and exhaust valve rocker. Reassembly Clean the supporting surfaces of the rocker arm bracket (3). Blow through oil overflow holes with compressed air. Place rocker arm bracket (3) with rocker arm shaft (2) and rocker arms by means of stud bolts on the cylinder head and align in such a way that the adjusting screws sit in the middle of the valve bridges.
en / 18.02.2005
IB022290
1/2
Rocker Arm Bracket

M32
A5.05. 01.02.01.01
2.4
Apply a thin film of Molykote paste "G-Rapid Plus" to thread and nut contact face and tighten nuts (1) alternately in steps with a torque of M = 300 Nm
01
2.5 2.6 2.7 2.8
Adjust valve clearance (01.01.01.nn). Check the oil flow. Disengage the barring gear. Mount cylinder head cover (check gasket!).
en / 18.02.2005
IB022290
2/2
Valve Rockers
M32
A5.05. 01.02.02.01
30000 01.02.01.nn, 01.02.03.nn B1.05.01.9.2107 1 Pers./ 0,20 h skilled engine hand Heavy fuel and distillate fuel
01
---------------------------------------------------------------------------------------------------------------------------------Maintenance:
Disassemble intake and exhaust rocker arms and check bearing clearance every 30,000 h
Note:
The liners may only be lubricated with oil. Molykote paste may not be used for installing the bushings.
Procedure:
1. 1.1 Disassembly Remove securing rings (Fig. 1/4) and thrust washers (5) from the rocker arm shaft (3). Remove the intake valve rocker arm (1) and the exhaust valve rocker arm (2) from the rocker arm shaft (3).
1.2
Note:
All additional maintenance work is identical for the intake and exhaust valve rocker arms. 2. Clean all parts and check for damage. Blow out oil bores with compressed air and check to ensure that they are clear.
en / 12.06.2001
IB022284
1/2
Valve Rockers
M32
A5.05. 01.02.02.01
30000 Check the bearing surfaces of the ball pin (Fig. 2/10) and the adjusting screw (12) for wear and damage. Replace parts as necessary. Cool ball pins to -195 C with liquid nitrogen and slide into place.
3.
01
~
4.
Attention!
Note and follow all safety instructions when handling liquid nitrogen. Measure the rocker arm bush (Fig. 2 /13) and shaft (Fig. 1/3) and replace the bush when the clearance meets or exceeds the wear limit (01.02.03.nn).
New clearance (mm) 0.02 - 0.159
Wear limit (mm) 0,25
5.
Assembly
Note:
Rocker arm shaft must be undamaged and may have no burrs or scratches. 5.1 5.2 Oil the contact surfaces of the intake (Fig. 1/1) and exhaust rocker arms (2) and the rocker arm shaft and slide the rocker arms onto the shaft carefully. Do not tilt the rocker arms. Reinstall the rocker arm bracket and rocker arms on the cylinder cover (01.02.01.nn) and check the oil flow through the components.
en / 12.06.2001
IB022284
2/2
Valve Rocker Bush

Inspection / Replace
M32
A5.05. 01.02.03.01
01.02.01.nn, 01.02.02.nn B1.05.01.9.2107 1 Pers./ 0,40 h skilled engine hand Heavy fuel and distillate fuel
01
-------------------------------------------------------------------------------------------------------------------------------Tools:
Copper punch * no picture W1 *
Note:
The liners may only be lubricated with oil. Molykote paste may not be used for installing the liners.
Procedure:
1. 2. 2.1 2.2 Measure the rocker arm bush (1) and (01.02.02.nn). Replace. Drive out the bush (1) with the proper copper punch (W1). Oil the new bush lightly and press into rocker arm.
Attention:
Note the position of the oil bores (2) and the separating joint (3) when pressing the new bush into place. The rokker arm must protrude past the liner (Z) s = ca. 0.2 mm on both sides. Be careful not to damage the plastic coated contact surface.
en / 12.06.2001
IB022287
1/1
Valve Rotator
Inspection / Evaluate
M32
A5.05. 01.03.01.00
150 01.07.01.nn, 01.10.00.nn B1.05.01.9.2107, B1.05.01.9.2225 1 Pers./ 0,10 h
01
-------------------------------------------------------------------------------------------------------------------------------Inspection:
of the valve rotator every 150 h
Note:
Check the rotational speed of the valve versus engine speed when taking the new or repaired cylinder cover into service. Use this rotational speed for further reference.
1. 2. Open lock cap of cylinder head cover and check valve rotation. See mark "X" on spring plate (Fig. 1/1). The valve rotator works properly, if a uniform engine speed-dependent rotation can be detected.
Fig. 1 Lubricate the valve rotator with some drops of lubricating oil/gas oil mixture (mixture ratio 1:1) if a considerable deceleration of rotation is detected in comparison to the new condition. 2.1 If at nominal engine speed the rotational speed goes down to approx. n 1 min-1, the valve rotator must be replaced.
Note:
Deceleration of the valve rotation can also be caused by hard motion of the valve stem in the valve guide. Remedy: Inject a gas-oil/lubricating oil mixture drop by drop onto the valve stem.
Attention:
Do not apply too much lubricating oil/gas oil mixture. Danger of lubricating oil dilution!
en / 02.11.1998
IB002320
1/1
Valve Guide / Oil Scraper Ring

M32
A5.05. 01.05.01.01
15000 01.01.01.nn, 01.02.01.nn, 01.06.01.nn, 01.07.01.nn B1.05.01.9.2107 1 Pers./ 0,20 h
01
Personnel qualification: skilled engine hand Operating medium: Heavy fuel
-------------------------------------------------------------------------------------------------------------------------------Inspection:
of valve guide clearance of inlet and outlet valves after 15,000 h
Auxilary material:
Molykote paste "G-Rapid Plus"** ** or product of equal standard
1. 1.1 1.2 Replacement of oil scraper rings (O-rings) Dismount valve cone, clean stem thoroughly. Remove the O-ring (Fig. 1/1) from the groove with a sharp-angled wire.
Attention:
The O-ring is used to adjust the lubricant quantity and must only be replaced by a new original MaK spare part.
1.3 1.4
Clean groove. Lubricate new O-ring slightly and carefully place in groove. The ring must not be twisted in mounting position.
Fig. 1
en / 29.05.2000
IB020926
1/2
Valve Guide / Oil Scraper Ring

M32
A5.05. 01.05.01.01
15000
01
2. 2.1 2.2 2.3 Normal clearance (mm) Outlet Inlet 3. 0.18 - 0.24 0.11 - 0.17 Limit clearance (mm) 0.35 0.35 Measurement of the valve guide clearance Measure the outside diameter of the valve stem in the guide zone of the bush. Measure the inside diameter of the guide bush in traverse direction of the engine.
Replacement of the valve guide
Note:
If possible, replace the valve guide during cylinder head maintenance in the workshop of an MaK dealer. There is a risk of damaging the cylinder cover when the old valve guide is knocked out.
en / 29.05.2000
IB020926
2/2
Media guiding system

VM32
A5.05. 01.05.50.51
01.06.01.nn, 01.11.01.nn, 07.02.01.nn B1.05.01.9.2144 1 Pers./ 0,25 h
01
-------------------------------------------------------------------------------------------------------------------------------Auxiliary material:
Vaseline * * or a product of equal standard
1. Disassembly
~
1.1
Safety note: The system must be depressurized before assembly! Loosen the cheese head screws (fig. 2/10) and disassemble the connecting flanges (fig. 1/2, 3) together with the sleeves (11).
en / 20.03.2002
IB022850
1/4

VM32
A5.05. 01.05.50.51
1.2 1.3
Pull the sleeves (fig. 2/11) out of the connecting flanges (2, 3). Check the O-rings (15). Replace faulty O-rings (15). Insert the O-rings in the grooves using Vaseline and making sure that they are not twisted! Check the gaskets (16) for the connecting flanges (2, 3) as well as the gaskets for the connecting flanges (fig. 1/4 and 5) and the blank flanges (1). Clean the sealing surfaces.
01
1.4
en / 20.03.2002
IB022850
2/4

VM32
A5.05. 01.05.50.51
1.5 1.6 1.7 1.8
Pull the sleeves (fig. 3/30) out of the media block (31 and 35). Replace O-rings (32). Remove media block (31 and 35). Replace O-rings (33) and clean all sealing surfaces.
01
en / 20.03.2002
IB022850
3/4

VM32
A5.05. 01.05.50.51
2. 2.1 2.2 2.3 2.4
Reassembly Mount the connecting flanges (fig. 2/2 and 3) with inserted sleeves (11). Replace faulty gaskets (16) beforehand. Mount the media block (fig. 3/31 and 35). Insert sleeves (30) with new O-rings (32). Put the connecting flanges (4 and 5) onto the sleeves (30) and mount them. Replace faulty gaskets (16) beforehand. Mount the blank flanges (fig. 1/1). Replace faulty gaskets (fig. 2/16) beforehand.
01
Attention:
Make sure that all gaskets (16) are centred properly by the dowel pins (17)!
3. 3.1
Functional check of the alarm probe for leak fuel (fig. 3/20). Dismantle the alarm probe, refit the connector and dip the tip of the alarm probe into a medium. If an alarm is triggered, acknowledge it. If no alarm is triggered, replace the alarm probe and repeat the test. Mount the alarm probe. Identification of the defective fuel delivery pipe in the event of a "leak fuel" alarm.
3.2 4.
Hinweis:
Leak fuel can result from a defective fuel delivery pipe or a faulty gasket between the fuel delivery pipe/injection pump or the fuel delivery pipe/injection nozzle.
4.1 4.2
When a "leak fuel" alarm is given, acknowledge the alarm and, beginning with cylinder 1, remove the screw (fig. 2/12) with gasket (13) on each cylinder. Check the bore in the connecting flange (2) for leak fuel. If, for example, leak fuel is found on cylinders 1, 2 and 3, but not on cylinder 4, then replace the fuel delivery pipe for cylinder 3 ((07.02.01.nn).
4.3
Mount the screw (12) with a new gasket (13).
en / 20.03.2002
IB022850
4/4
Cylinder Head
Maintenance / Disassembly
VM32
A5.05. 01.06.01.51
01.02.01.nn, 02.06.01.nn, 03.04.01.nn, 06.01.01.nn B1.05.01.9.2107 1 Pers./ 0,50 h
01
-------------------------------------------------------------------------------------------------------------------------------Tools:
Hydr. set of devices consisting of High-pressure pump High-pressure hose (1 m) Hydr. jack Distributor Support ring Threaded sleeve Support ring Threaded sleeve Pin Eye bolts M16 (3x) Cylinder head lifting device * not available as figure W1 W2 W3 W4 W5 W6 W7 W8 W9 W10 W11 * 0.9204 D 0.9205 B 0.9213 C 0.9203-004 0.9203-221 0.9203-112 0.9203-211 0.9203-106 0.9203-110 9.9221 D
Attention:
The actual bending radius of the high-pressure hoses must not fall below the minimum bending radius r = 120 mm. Use only hydraulic oil. The devices are to be stored protected against corrosion.
~
1. 2.
Safety note:
Do not place any parts of the body over pressurized devices. Secure the engine against accidental starting.
Open indicator valves, turn the piston to top dead center, remove cylinder head cover and pump covering. Drain the cooling water: Close the stop cocks of the corresponding cooling water feed lines and open the corresponding stop cocks of the drainage lines. Loosen the screw plug (fig. 1/3) of the respective cooling water distributor housing and drain the residual cooling water. Loosen the connecting flange (1) / blank flange (2) of the media guide of the cylinder head which is to be dismantled and remove if necessary.
3. 4.
en / 30.01.2002
IB023645
1/5
Cylinder Head
VM32
A5.05. 01.06.01.51
01
5.
Disassemble rocker arm bracket (01.02.01.nn).
Note
In order to avoid damages and ensure trouble-free assembly and disassembly, the complete rocker arm bracket must be disassembled. 6. 7. 8. Loosen the union nut of the fuel delivery pipe on the injection pump. Loosen union nut of nozzle holder one turn and turn 90 to the right. Remove covering cap between exhaust pipe and cylinder head. Loosen clamp ring on the exhaust pipe (06.01.01.nn). Loosen the six cylinder head nuts with the hydraulic tightening device.
Attention:
Stroke limit indicator (Fig. 3/10) must not be project above upper edge of the cover.
en / 30.01.2002
IB023645
2/5
Cylinder Head
VM32
A5.05. 01.06.01.51
8.1
Place hydraulic jack (Fig. 2/W3) connected with support ring (W5) and threaded sleeve (W6) over round nut (Fig. 3/12) setzen. Make sure the slits (13) are easily accessible. Screw threaded sleeve (W6) onto cylinder head screw (11) until a step S = 3,5 mm of the threaded sleeve to top edge ofjack (W3) has been reached.
01
8.2
8.3
Place hydraulic jacks (Fig. 2/W3) connected with support rings (W7) and threaded sleeves (W8) over round nuts (Fig. 3/12). Make sure the slits (13) are easily accessible. Screw threaded sleeves (W8) onto cylinder head screw (11) until a step S = 3,5 mm of the threaded sleeve to top edge of jack (W3) has been reached.
8.4
8.5
Connect hydraulic jack (Fig. 4/W3) and distributor (W4) to high pressure pump (W1) via high pressure hoses (W2). Close valve (Z) on high-pressure pump (W2) and extend all six cylinder head screws simultaneously and stepless with a hydraulic pressure of p = 850 bar
8.6
8.7
Loosen round nuts (Fig. 3/12) with pin (W9). Turn round nuts back by at least eight holes.
en / 30.01.2002
IB023645
3/5
Cylinder Head
VM32
A5.05. 01.06.01.51
Note:
If a loosening of the round nuts is not possible, then the pre-stressing of the cylinder head screw can be increased by 50 bar. In the case of a further pressure increase, there is a risk of the round nut getting stuck due to the expansion of the bolt thread.
01
8.8
Relieve jacks, remove hydraulic devices and unscrew round nuts.
en / 30.01.2002
IB023645
4/5
Cylinder Head
VM32
A5.05. 01.06.01.51
9.
Screw the eye bolts (Fig. 5/W10)into the cylinder head and attach to the lifting device (W11). Lift the cylinder head with crane. Pay attention to pushrod guide!
01
Attention:
Risk of damage to transfer ports, cylinder head screws, pushrods, fuel delivery pipe and charge air connecting piece.
10.
Place the cylinder head on wooden base.
en / 30.01.2002
IB023645
5/5
Nozzle sleeve
M32
A5.05. 01.06.50.00
15000 01.06.01.nn, 07.07.01.nn B1.05.01.9.2107 1 Pers./ 0,50 h
01
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Replacement of O-rings every 15.000 h
Tools:
Dismounting and mounting device, consisting of: wrench bush torque wrench 100 - 400 Nm reducer extension brass mandrel * no illustration W1 W4* W5* W6* W7* 9.9220 C 1.9454-400 1.9023-017
Auxiliary material:
Vaseline ** Adhesive and sealant Loctite 510 ** ** or a product of equal standard
5*
1. 1.1 Dismount nozzle sleeve (1). Place wrench (5) with bush (6) on nozzle sleeve (1) so that nozzle sleeve and wrench (5) are engaged. Attach torque wrench (W4) with reducer (W5) and extension (W6) to wrench (5) and unscrew nozzle sleeve until the threads of nozzle sleeve and cylinder head (2) are exposed.
6*
3 4 1
1.2
2 * = W1
en / 30.05.2007 IB020933 1/2
Nozzle sleeve
M32
A5.05. 01.06.50.00
15000
Attention:
The threads of nozzle sleeve and cylinder head must be exposed.
01
1.3 1.4 2. 2.1 2.2
Use a brass mandrel (W7) and carefully drive out the nozzle sleeve. Remove O-rings (3 and 4). Mount the nozzle sleeve (1). Apply a film of vaseline to the new blackish brown O-ring,insert O-ring in groove (4) and make sure the O-ring is not twisted. Apply a film of vaseline to the new green O-ring, insert O-ring in groove (3) and make sure the O-ring is not twisted.
Attention:
Do not exchange the position of the O-rings; observe the mounting instructions.
2.3 2.4
Apply a film of Loctite 510 to the threads of the nozzle sleeve. Insert the nozzle sleeve and tighten it by means of wrench (5) at a torque of M = 300 Nm.
en / 30.05.2007
IB020933
2/2
Relief Valve
Maintenance / Replace
M32
A5.05. 01.06.70.00
30000 01.06.01.nn B1.05.01.9.2107 1 Pers./ 0,20 h
01
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Replacement of relief valve every 30,000 h
Auxiliary Material:
High-temperature thread paste Dag S 5080 * * or a product of equal standard
Sequence of Operations:
1. 2. Unscrew hexagon nut (1). Remove cover (2).
en / 09.03.2001
IB023036
1/2
Relief Valve
M32
A5.05. 01.06.70.00
30000 Slacken relief valve (3) by means of a wrench and remove it. Lubricate the thread of the new relief valve with high-temperature thread paste Dag S 5080. Mount new relief valve (3) with new joint ring (4). Firmly tighten the relief valve by means of a wrench. Mount cover (2). In doing so mind disc spring (5). Firmly tighten hexagon nut (1).
3. 4. 5. 6. 7. 8.
01
en / 09.03.2001
IB023036
2/2
In and Outlet Valve Cone

Inspection / Disassembly and reassembly
M32
A5.05. 01.07.01.02
15000, 7500 01.02.01.nn, 01.05.01.nn, 01.06.01.nn, 01.08.01.nn B1.05.01.9.2107 1 Pers./ 0,50 h
01
-------------------------------------------------------------------------------------------------------------------------------Inspection:
of the in and outlet valve cones of a cylinder unit as regards contact reflection and deposits after 7,500 h
Maintenance:
of all in and outlet valve cones after 15,000 h
Tools:
Valve spring clamping device W1 9.9222 A
Auxiliary material:
Molykote paste "G-Rapid Plus" ** ** or product of equal standard
Note:
The service lives of the valve cones depend on the fuel quality, operating conditions of the plants and the quality of the repaired valve cones/seat rings and therefore differ from plant to plant. For this reason the user must stipulate the repair intervals depending on the conditon of the inspected valve cones. The seat geometry is to be checked, remilled, if necessary, every time the valve cones are dismantled (01.08.01.nn, 01.08.02.nn).
1. 1.1 1.2 Disassembly Dismantle cylinder head (01.06.01.nn). Dismantle rocker arm (01.02.01.nn) and lift valve bridge.
en / 22.03.2001
IB022833
1/2
In and Outlet Valve Cone

M32
A5.05. 01.07.01.02
15000, 7500 Screw off clamping sleeve (5) by hand until it can be placed on valve stem (9). Screw down by hand clamping sleeve (5).
1.3 1.4
01
Note:
The receptacle of sleeve (5) must engage in the groove of valve stem (9) 1.5 Coat the contact surface (X) of the valve spring clamping device (W1) with G-Rapid PlusMolykote paste before use. Place valve spring clamping device (W1) on spring plate (2) and with the clamping screw (6) fit the clamping block (7) into the clamping sleeve receptacle (8). Remove circlip (10). Compress valve spring (3) and remove cone clamp halves (4). Carefully unload valve spring (3).
1.6
1.7
~
1.8 1.9
Safety note:
Spring tension Lift off valve spring clamping device (W1), spring plate (2), valve spring (3) as well as the valve turning device or valve spring disk from the cylinder cover. Pull valve cone out of cylinder head.
Note:
Valve cones with signs of heavy wear in the clamping area as well as cone clamp halves on which heavy burr has formed must be replaced by new parts. Projecting burr must be removed before dismantling such valve cones. Repairing valve cone/valve seat (01.08.01.nn/01.08.02.nn). 2. 2.1 2.2 2.3 2.4 Reassembly Check valve guide clearance, renew O-rings (01.05.01.nn). Lubricate burr-free valve stem before fitting and put in valve cone screwing so that the O-ring is not damaged. The re-assembly is effected in a reverse dismantling sequence. After putting in the cone clamp halves, slowly unload the valve spring and make sure that the cone clamp halves are sitting properly.
en / 22.03.2001
IB022833
2/2
Valve Cones
Repair / Checking
M32
A5.05. 01.08.01.00
01.07.01.nn, 01.08.02.nn B1.05.01.9.2107 0 Pers./ 0,00 h
01
Personnel qualification: Chief engineer / skilled engine hand Operating medium: Heavy fuel and distillate fuel
-------------------------------------------------------------------------------------------------------------------------------Tools:
Valve refacer W1 6.9224 B
Auxiliary material:
Diamond paste Dp 30/10 - 15 m * Thinner F25 * * or a product of equal standard
Note:
New or refinished or undamaged used in and outlet valve cones are to be ground before mounting in accordance with operating sequence 4. Refinishing of the valve cones (according to operating sequence 3) may be necessary in the following cases:
after extended operating times, in case of negative result, e.g. damaged sealing faces, deep scars, uneven contact reflexions of valve cone/seat.
1. 1.1 Checking of condition Valves may be reused without refinishing when
the circumference of the valve cone face is bright metallic the valve cone face does not indicate carbon pockets with blow holes by inspecting cracks, using illuminated magnifying glass (8-fold magnification) or powderspraying procedure (Met L'Check) and/or in the flux procedure, no crack formation is established at the valve cone face.
en / 02.02.1998
IB002338
1/5
Valve Cones
Repair / Checking
M32
A5.05. 01.08.01.00
when the deviation from the straightnesss does not exceed the following values (Fig. 1).
Measuring range "s" = 390 mm
A B
01
= contact points for test device
when the radial runouts of the valve cone do not exceed the following values:
0,04 0,08 AB
20
20
A s
0,03 AB
0,006
Fig. 1 1.2 The valves cannot be reused in the following cases
the valve cone face is damaged (cracks,

blowholes) exceeds
the wear caused by corrosive material

>2% of the valve head diameter (compare with new valve)
concave burns "s" caused by high
temperature corrosion on the underside of the valve head exceeds > 1.5 mm (Fig. 2) Fig. 2 indicates severe pitting (formation of socalled "paving stones") in zone of the valve stem, the stem transition and valve head
the underside of the valve head
corrosion pits and mechanical damage excess of limit dimension for refinishing.
en / 02.02.1998 IB002338 2/5
Valve Cones
Repair / Checking
M32
A5.05. 01.08.01.00
01
2. Cleaning Clean the valve spindles e.g. blasting with glass beads. Cleaning with sharp-edged tools as well as pickling with inorganic acids (hydrochloric acid, sulphuric acid etc.) is not allowed. 3. Repairing (refinishing of the sealing surface)
Note:
In all cases the refinishing must be carried out professionally on precision spindle grinding machines. If no such machine is available, the valve cones should be taken to a MaK workshop for regrinding. 3.1 Regrind sealing surface in accordance with the prescribed angle (Fig. 3). Do not refinish existing concave fillets. Outlet valve cone Inlet valve cone 3.2 = Fig. 3 = Fig. 3a
Fig. 3
The appropriate information of the grinding machine manufacturer is to be observed when grinding is carried out. The dimension between the visible edge of the base metal arm ring "X" and the outer edge of the seat is to be determined upon completion of the grinding process. The valve cone is to be resplaced when the actual dimension falls below the minimum dimension (Fig. 3, outlet valve, Fig. 3a, inlet valve). Outer edge rounded with stone. Fig. 3a
3.3
3.4
Attention:
When the valve cone is refinished, the valve seat ring must also be refinished (01.08.02.nn).
en / 02.02.1998
IB002338
3/5
Valve Cones
Repair / Checking
M32
A5.05. 01.08.01.00
01
4. 4.1 Maintenance (Checking contact reflexion/grinding) Apply small dots of diamond paste Dp 30/ 10 - 15 m with a syringe to the fitting surface of the new or remachined valve cone and distribute the paste evenly (Fig. 4). Thereafter, the seat ring surface is to be sprayed with a thinner (F25) belonging to the diamond paste for dilution and in order to increase the grip. Insert the lubricated valve stem into the guide. Fasten the device (Fig. 5/W1) to the valve head and grind the valve cone face and seat by hand applying a moderate pressure, rotating the device. The contact reflexion (Fig. 6/a) which is visible due to the light grinding process should not exceed 30 - 50 % of the seatwidth "b" starting from the outside diameter.
4.2
Fig. 4
Fig. 5
en / 02.02.1998
IB002338
4/5
Valve Cones
Repair / Checking
M32
A5.05. 01.08.01.00
01
4.3 When the contact reflexion is poor, the valve must not be reground anymore, however, both sealing surfaces are to be refinished by machine. Ensure that the components (valve cone and seat ring) refaced to one another stay together. Final check Ensure that the refinishing limits are maintained. Clean valve cone/seat thoroughly and check the sealing surfaces with an illuminated magnifying glass (8-fold magnification) for cracks in the armouring and in the adjacent area.
4.4
5. 5.1 5.2
a
b a
Fig. 6
en / 02.02.1998
IB002338
5/5
Valve Seat Ring

Repair / Checking
M32
A5.05. 01.08.02.00
01.07.01.nn, 01.08.01.nn B1.05.01.9.2107 0 Pers./ 0,00 h
01
-------------------------------------------------------------------------------------------------------------------------------Tools:
Precision seat grinding machine Valve seat milling machine * not available as figure W1 * W2 1.9224 YY 9.9224 A
Auxiliary material:
Illuminated magnifying glass (8-fold magnification) Diamant paste Dp 30/10 - 15 m ** Diluting agent DIAPLASTOL ** ** or product of an equal standard
Note:
In the case of irregular contact reflexions or scars being shown on the sealing faces of valve seat/ valve cone, both sealing faces must be refinished. New or refinished valve seats are to be ground in accordance with operating sequence 4. Refinishing of the seats may be necessary:
after extended operating times in case of negative result, e.g. damaged seat face, deep scars, uneven contact reflexions of valve seat/cone (Fig. 1 and 2).
en / 05.07.2001
IB002340
1/5
Valve Seat Ring

Repair / Checking
M32
A5.05. 01.08.02.00
01
1. Checking of condition The hardness of the valve seat is designed in such a manner that a certain adaptability is present, with regard to the valve cone. Carbon desposits are therefore a normal indication and not hazardous if good cooling is present (Fig. 3, 4 and 5).
en / 05.07.2001
IB002340
2/5
Valve Seat Ring

Repair / Checking
M32
A5.05. 01.08.02.00
1.1
The valve seat rings are re-usable without refinishing when
01
the circumference of the seat face is bright metallic no carbon desposits with blowholes or visible wear are present by inspecting cracks using an illuminated magnifying glass (8-fold magnification) or powder1.2 The valve seat rings are not re-usable when spraying procedure (Met L'Check) and/or in the flux procedure no crack formation is established at the seat face.
cracks are present in the seat face burn holes are present the refinishing limits have been exceeded.
2. Cleaning Remove residues from the seat faces. 3. Maintenance (refinishing of valve seat rings)
Note:
Remachining is to be carried out professionally with the MaK precision seat grinding machine (W1). Refer to special operating instructions. Alternatively, the seats may be refinished by means of the MaK valve seat milling device (Fig. 6/W2). Unnecessary material removal is to be avoided, carbon pockets are only to be repaired, if they are present in the contact area. 3.1 3.1.1 3.1.2 Remilling of the valve seat Clean the valve seat ring thoroughly in the contact area (3) of the centering disk (4) in order to ensure an absolutely centrical fixing of the guide mandrel (5). Remove O-ring from guide bush. Insert centering disk (4) with guide mandrel (5) and tighten with star handle (6).
Attention:
Handle the cutter head (2) with care, cutters are sensitive to impact, hard touchdown can also damage the valve seat face.
en / 05.07.2001
IB002340
3/5
Valve Seat Ring

Repair / Checking
M32
A5.05. 01.08.02.00
3.1.3
Place cutter head (Fig. 6/2) on greased guide mandrel, screw in knurled screw (1) until resistance can be felt. Rotate valve seat clockwise uniformly and slowly and remill the seat in one operation pass. The cutting of the cutters has to be noticeable. Set the contact pressure according to touch.
01
3.1.4
Attention:
The machine will rattle when the contact pressure is too low and/or the cutting speed is too high.
3.1.5
Prior to finishing the cutting process, slowly unscrew the knurled screw (1), at the same time rotating the cutter head.
3.1.6
Maximum permissible dimension (x) for refinishing (Fig. 7): 107+0.2 a = no material removed Outlet valve seat ring Inlet valve seat ring = Fig. 7 = Fig. 7a Fig. 6
Fig. 7
Fig. 7a
en / 05.07.2001
IB002340
4/5
Valve Seat Ring

Repair / Checking
M32
A5.05. 01.08.02.00
01
3.1.7 3.1.8 4. 4.1 When the milling cutters are blunt, the cutter head is to be sent to the MaK for refinishing. Dismount the milling device. Grind sharp edges with fine emery cloth. Checking of contact reflexion/grinding Apply small dots of diamond paste Dp 30/10 - 15 m with a syringe to the seat face of the new or refinished valve spindle and distribute the paste equally. Thereafter, spray the total surface of the seat ring with diluting agent DIAPLASTOL (01.08.01.nn). Insert the lubricated valve stem into the guide bush. Fasten the device (W1) (01.08.01.nn) to the valve head and grind the cone and seat by hand applying a moderate pressure, rotating the device. The contact reflexion "a" which is a visible due to the light grinding process should not exceed 30 - 50 % of the circumferential seatwidth "b" starting from the outside diameter (01.08.01.nn). 4.3 4.4 5. 5.1 5.2 When the contact reflexion is poor, the valve must not be reground anymore, however, both sealing faces must be refinished by machine. Ensure that the components (valve cone and seat ring) reface to one another stay together. Final check Check whether the refinishing limit dimensions are observed. Clean valve cone/seat thoroughly and check the sealing face with an illuminated magnifying glass (8-fold magnification) for cracks in the arm ring and in the adjacent area.
4.2
en / 05.07.2001
IB002340
5/5
Valve Seat Ring (Inlet/Outlet)

Repair / Replace
M32
A5.05. 01.08.03.00
01.06.01.nn, 01.07.01.nn, 01.08.02.nn B1.05.01.9.2107 1 Pers./ 1,00 h
01
-------------------------------------------------------------------------------------------------------------------------------Tools:
Pressure applying device W1 9.9222 C
Auxiliary materials:
Diamond paste Dp 30/10 - 15 m * Molykote paste G-Rapid * * or a product of equal standard
1. Cut off the unusable valve cone at the shaft end (Fig. 1/1) and bevel the resulting cutting surface (2) to avoid buckling. Turn valve head to approx. 83 mm (inside diameter of seat ring). Insert the valve cone into the valve seat ring and hold in the shown position. Connect cone and seat ring with welding bead around total circumference (electro welding unit). Grease cylinder cover bottom outside of seat ring in order to prevent damage by spraying of welding beads. 3. Drive the valve seat ring out by striking the valve spindle forcefully. Clean the bore where the new insert is to be fitted by hand using a 120 grain emery cloth or in the case of heavier fouling, with a serated disk (260). Shrink the new seat ring in. Cool the seat ring to at least -20 heat C, the cylinder head to 130 C. Fig. 1
2.
4. 4.1
en / 02.02.1998
IB002354
1/2
Valve Seat Ring (Inlet/Outlet)

Repair / Replace
M32
A5.05. 01.08.03.00
4.2
Carefully insert the seat ring with the help of a valve cone to the bottom of the cylinder head bore by means of light hammer blows. Slightly grease thread and contact face of nut (Fig. 2/1) with Molykote paste G-Rapid. Tighten nut (1) with M=150Nm . After that, hold the seat ring in this position with the pressure applying device (W1) until the cylinder head has cooled down. Slightly refinish the seat ring, e.g. with valve seat grinding machine or valve seat milling machine. Grind the valve cone lightly with diamond paste Dp 30/10 - 15 m and check the contact reflexion (01.08.02.nn). Fit valve cone.
01
5.
6.
W1
Fig. 2
en / 02.02.1998
IB002354
2/2
Starting Valve Inspection / Checking

M32
A5.05. 01.09.01.00
1500 01.01.01.nn B1.05.01.9.2107 1 Pers./ 0,20 h
01
-------------------------------------------------------------------------------------------------------------------------------Check:
Check starting valve for easy movement For V-engines only on cyl. bank A all 1.500 h
Attention:
When performing work on starting system close main valves on compressed-air bottles, vent lines, block start valve.
Procedure:
1. 2. Loosen fixing screws (1) and remove cover (2) with sealing ring (3). Push down piston (4) and spindle (5) approx. 7 mm using the handle of the hammer. The piston and spindle should move freely when doing so. Ensure that the piston und spindle return to the original position quickly and easily.
2 3
6 4
3.
Note:
Do not move spindle (5) by turning locknut (6). 4. If the parts do not move freely, lubricate the piston (4) and guide in the cylinder head with engine oil. Fit cover (2) with new sealing ring (3). Tighten fixing screws (1).
5.
Note:
If there is moisture, rust, dirt or other soiling between the cover (2) and piston (4), the treatment / dehumidification of the starting air should be checked.
en / 29.05.2000
IB020953
1/1
Starting Valve
M32
A5.05. 01.09.02.03
15000 01.06.01.nn, 01.11.01.nn B1.05.01.9.2107 1 Pers./ 0,50 h
01
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Remove starting valves, dismantle and if necessary, regrind every 15,000 h
Tools:
Insertion ring for starting valve piston Starting valve reseating tool * not shown W1 * W2 9.9227-001 9.9224 C
Aid:
Molykote paste "G-Rapid" ** ** or equivalent product
Attention:
When performing work on the starting system close main valves on compressed air bottles, vent lines, block start valve and engage turning unit.
Procedure:
1. 1.1 1.2 Disassembly Loosen fixing screws (Fig. 1/10) and remove cover (1) with sealing ring (2). Loosen locknut (3) while holding valve spindle (4) with spanner.
en / 29.05.2000
IB020969
1/3
Starting Valve
M32
A5.05. 01.09.02.03
15000 Remove disk (Fig. 1/5), step piston (6), spring (7), spring block (8), and valve spindle (4) from cylinder head. Carefully clean all parts in gas oil. Check step piston (6), sealing rings (11) and valve seat (9). Carefully smooth of scored step piston (6) with fine emery cloth. Rework starting valve seat with reseating tool (Fig. 2/W2). Carefully clean valve seat and guide of valve spindle. Loosen adjusting screw (20) on reseating tool (W2). Lightly oil valve canon. Insert reseating tool in valve guide and fix with spanner (21). Tighten adjusting screw (20) until a slight resistance is felt. Then tighten adjusting screw another 1/4 turn to set cutting pressure.
1.3 1.4 1.5 1.6 1.6.1 1.6.2 1.6.3
01
21
20
W2
en / 29.05.2000
IB020969
2/3
Starting Valve
M32
A5.05. 01.09.02.03
15000 Turn reseating tool evenly and slowly without additional pressure. Repeat process until valve seat is clean. Maximum size for rework (Fig. 3/X). Turn reseating tool evenly and slowly without additional pressure. Repeat process until valve seat is clean. To do so, apply a thin layer of try-out paste to valve spindle. Press valve spindle onto valve seat and turn through max. 90. If the appearance of the bearing surface is not satisfactory, repeat steps 1.6.1 to 1.6.5.
1.6.4
01
1.6.5
1.6.6
2. 2.1 2.2
Assembly Lightly rub in Molykote paste "G-Rapid" on step piston, distribute ring joints evenly around periphery. Insert piston using insertion ring (W1). Replace sealing ring (2). Tighten locknut (3) until a frictional connection between the valve spindle (4) and locknut (3) is obtained. Then tighten with a rotation angle of 45. Check using M = 50 Nm
en / 29.05.2000
IB020969
3/3
Cylinder Head
Inspection / Checking
M32
A5.05. 01.10.00.01
150 01.03.01.nn, 01.06.01.nn, 01.11.01.nn, 07.07.01.nn B1.05.01.9.2107 1 Pers./ 0,50 h
01
-------------------------------------------------------------------------------------------------------------------------------Inspection:
of all cylinder heads every 150 h
1. Check the gasket between the cylinder head, cylinder liner and cooling water distributor housing at the inspection hole (1) for combustion gas leaks or cooling water leakage. In the case of leakage, loosen the cylinder head screws and tighten again according to regulation (01.11.01.nn). If a proper sealing cannot be obtained, remove cylinder head - clean sealing surfaces and check - replace with new O-rings, if necessary and tighten according to regulation (01.06.01.nn, 01.11.01.nn). 2. 2.1 2.2 3. 3.1 3.2 3.3 3.4 Check cylinder head externally for leakage. In case of lubeoil leakage, check the retaining screws of the cylinder head cover for tightness and check profile rubber for damage. In case of leakage at the wedge parts of the media supply, check retaining screws for tightness. Replace seals if necessary. Remove cylinder head cover, inspect cylinder head upper side. Observe conformability of valve movement. Irregularities can be seen better at low engine revolutions. Check function of the valve rotating device (01.03.01.nn). Check valve springs for damage. Check lube oil supply of valve lever and valve lever bearing.
en / 02.02.1998
IB002636
1/1
Cylinder Head
Maintenance / Cleaning
M32
A5.05. 01.10.01.01
15000 01.02.01.nn, 01.06.01.nn, 01.07.01.nn, 01.09.02.nn B1.05.01.9.2107 1 Pers./ 1,00 h
01
-------------------------------------------------------------------------------------------------------------------------------Note:
Put the cylinder head bottom only on a wooden base.
The following parts have been removed: Inlet valve, outlet valve, injection valve, starting valve and rocker arm bracket. 1. 2. 3. 4. 5. 6. 7. Wash the cylinder head with a cold cleaner. Clean the inlet and outlet ports and the cylinder head underside (not the valve seats!) of carbon deposits with a wire brush or scraper. Do not damage seat recess. Clean cooling water inlet ports and cooling water outlet. Check underside of cylinder head, especially at the valve webs, for cracks. Clean the sealing surface for the injection valve. Check in and outlet holes of the media supply for free passage. (especially leak fuel of pressure pipe monitor) Check the function of the alarm probe for fuel leakage in the distributor plate at the connecting piece of the media supply (cyl. 1).
en / 29.05.2000
IB020982
1/1
Cylinder Head
Repair / Reassembly
VM32
A5.05. 01.11.01.51
01.06.01.nn, 03.04.01.nn, 06.01.01.nn B1.05.01.9.2107 1 Pers./ 1,00 h
01
-------------------------------------------------------------------------------------------------------------------------------Tools:
See maintenance sheet 01.06.01.nn.
Auxiliary material:
High temperature bolt lubricant "Dag S-5080" * Molykote lubricant "G-Rapid Plus" * Vaseline * * or comparable product
Caution:
Do not exceed the minimum bending radius r = 120mm of the high pressure hoses. Use only hydraulic oil as operating medium.
Safety note:
Do not place any parts of the body over pressurized devices.
en / 30.01.2002
IB023653
1/5
Cylinder Head
Repair / Reassembly
VM32
A5.05. 01.11.01.51
1. 2. Turn piston to ignition top dead center. Clean sealing faces and contact surfaces of cylinder head and liner thoroughly and check for damage. Insert new sealing ring (Fig. 1/1) into cylinder liner collar. Check and clean sealing surface on exhaust pipe (06.01.01.nn). 3. Renew the following O-rings. Upper O-ring on cylinder liner collar (2), on the cylinder head (3), at the pushrod sleeve (4), at the cooling water connection to the starting air inlet, at the control air inlet and at the charge air inlet port (5).
01
en / 30.01.2002
IB023653
2/5
Cylinder Head
Repair / Reassembly
VM32
A5.05. 01.11.01.51
Note:
Coat all O-rings with petroleum jelly or green soap and insert in the grooves without twisting. Align connections for cooling water and starting air vertically in cooling water distributor housing and check completeness. 4. Carefully place cylinder head onto cooling water distributor housing using cylinder head lifting device (W11) and lifting gear. Insert pushrods into cylinder head. Ensure correct positioning towards rocker arm. Align cylinder head. Mount clamping ring for exhaust pipe and hook in chain links (06.01.01.nn). Grease screw with high temperature bolt lubricant "Dag S-5080" and tighten by hand (no seal).
01
5.
Caution:
Before using the hydraulic equipment, take care that the cylinder head is resting firmly on the cylinder liner. To do this, install the round nuts (Fig. 3/12) with pin (W9) alternately fingertight. Failure to do this can cause damage to the hydraulic equipment.
6.
Tightening of the six (6) cylinder head screws together with the hydraulic tightening device.
Caution:
The indicator max. stroke (Fig. 3/10) should not project above cover upper limit.
6.1
Install hydraulic pulling elements (Fig. 2 / W3) connected to backup rings (W5/W7) and threaded bushes (W6/W8) over round nuts (Fig. 3/12). Ensure good accessibility of slots (13) Install threaded bushes (W6/W8) on cylinder head bolts (11) finger tight.
6.2
en / 30.01.2002
IB023653
3/5
Cylinder Head
Repair / Reassembly
VM32
A5.05. 01.11.01.51
6.3 6.4
Connect hydraulic pulling elements (Fig. 4/W3) and distributor (W4) to high pressure pump (W1) via high pressure hoses (W2). Close valve (Z) on high pressure pump and extend all six cylinder head screws simultaneously and steplessly with a hydraulic pressure of p = 850 bar.
01
Caution:
The pressure must remain constant when the pump is not used, otherwise a pulling error could occur.
6.5 6.6
Tighten round nuts (Fig. 3/12) with pin (W9). Make sure parts move easily. Check the firm positioning of the round nuts.
reduce pressure by 50 bar. it should no longer be possible to loosen the round nuts with the pin.
6.7
Unload hydraulic pulling elements and dismantle.
en / 30.01.2002
IB023653
4/5
Cylinder Head
Repair / Reassembly
VM32
A5.05. 01.11.01.51
7. 8. 9. 10. 11. 12. 13. 14.
Tighten clamping ring for exhaust pipe. The position of the clamping ring is fixed at the lower part by a retaining screw (06.01.01.nn). Mount the removed connecting flange of the media supply with new seals. Make sure the tension pins are properly positioned. Mount the removed pressure gauge lines and fill up with cooling water. Venting at cooling water return flow pipe from turbocharger. Insert the pushrods into the cylinder head. Assemble rocker arm bracket (01.02.01.nn). Connect fuel pressure pipe with corresponding injection pump. Adjust valve clearance (01.01.01.nn) and mount pump compartment paneling. Check sealing of all connections after bringing engine into service.
01
en / 30.01.2002
IB023653
5/5
Running Gear / Engine Timing

M32
A5.05. 02.01.01.00
3750 03.01.01.nn, 04.08.01.nn, 01.01.01.nn B1.05.03.9.1112 1 Pers./ 0,50 h
02
-------------------------------------------------------------------------------------------------------------------------------Note:
The temperature check for the bearings must be carried out with the engine at operating temperature after switching off the circulation system lubrication. The remaining tasks are to be carried out after allowing a period of ventilation.
1. 2. 3. 4. 5. 6. 7. 7.1 7.2 8. 9. Open indicator valve and engage turning gear. Open crank case cover approx. 10 min. after shutting down the engine. Check crankshaft bearings and big end bearings for even and normal temperatures. Visually check screws and nuts. Check extent of soiling of the engine room (silt deposits, corrosion, bearing metal particles, detached paint). Check cylinder liner surface on engine side. Carry out lubrication oil flow check and check oil delivery at bearing points. Remove camshaft cover. Check screws of camshaft components and the lower valve mechanism for proper tightness. Turn engine and check bearing surfaces of cams and rollers for scoring, pitting or other damage. Check lubricating oil flow for camshaft bearing and valve mechanism. Check wheel mechanism (04.08.01.nn). Check oil tray and crank case for left-behind tools, cloths etc. Check seals of all crank case and sealing lids and refit cover.
en / 28.10.2003
IB020989
1/1
Crank Web Deflection

Inspection / Measuring
M32
A5.05. 02.02.01.00
See also: Spare parts list: Time requirement: B1.05.02.9.2520, B1.05.03.9.1110 2 Pers./ 1,00 h
02
-------------------------------------------------------------------------------------------------------------------------------Inspection:
Measurements are to be carried out in the following cases: When there is suspicion or danger of deformation of the foundation, e.g.: after the collision of a ship signs of the foundation subsiding bearing or crankshaft damage before and after docking of a ship.
Tools:
Crank web measuring device W1 1.9425-300
Note:
Crank web deflection is the change in distance beween a web pair during one rotation of the crankshaft (Fig. 1). Depending on the location of the engine, the rigidness of the foundation and the ship, different values are given in comparison with loaded and unloaded condition of the ship as well as warm or cold engine. Measurements should therefore be carried out when the engine is warm, with normal loading and even keel; not in dock! Changes that suddenly appear or appear after a longer period under otherwise uniform conditions point to a deformation or subsiding of the foundation. It is therefore suggested to collect the measurement sheets extra so that the chronological allocation of the values and changes are visible. In the event of unpermissible changes, the installation must be realigned and the respective main bearings inspected.
a) Initial position b) Negative deflection c) Positive deflection
en / 02.02.1998
IB002366
1/4

M32
A5.05. 02.02.01.00
1. Turn the crank pin from bottom dead center in the direction of the exhaust side so that the measuring gauge is placed as far out as possible between the webs and the con rod just passes the gauge (Fig. 2/1st measuring point). Where punch holes are found, do not place the measuring tips on the centring marks, the purpose of the latter is only to indicate the space in which to use the measuring tips. Set the pointer to the scale value 20 on the measuring gauge: 1st measuring point (initial position). Turn the crankshaft, so that the crank pin turns in the direction of the exhaust side and the gauge towards the camshaft side. Watch the gauge continuously and read the values at the measuring points 2 - 5 . If a higher value is read before or after the measuring point, then at the stipulated measuring point, record this value.
02
2. 3. 4.
Fig. 2 1 2 3 4 5
= = = = =
1st measuring point 2nd measuring point 3rd measuring point 4th measuring point 5th measuring point
(initial positon) (crank pin - exhaust side) (crank pin - TDC) (crank pin - camshaft side) (crankshaft pin - BDC camshaft side)
en / 02.02.1998
IB002366
2/4

M32
A5.05. 02.02.01.00
Note:
Crank web deflection is primarily a criterion for the alignment of the engine with the shafting. Heavy crank web deflection imposes additional loads on crankshaft and main bearings. This means that the permissible deflection is determined by the engine load. A high load permits less deflection than a low one. The values given below must be observed if it is impossible to obtain the permissible limits for the plant from MaK. Only the values measured on an engine at operating temperature can be used for the assessment. Values from a cold engine are of secondary importance.
02
Values for crank web deflection in mm:
RM32/VM32 Cylinder 1 or last cylinder with additional load (flywheel/coupling) All cylinders without external load Permissible values for realignment of base frame mounted gensets in horizontal direction
+ 0,06 / - 0,13 mm
+ 0,06 / - 0,09 mm
+ 0,04 / - 0,04 mm
en / 02.02.1998
IB002366
3/4

M32
A5.05. 02.02.01.00
02
en / 02.02.1998
IB002366
4/4
Bearing Shells and Bearing Bushes

M32
A5.05. 02.03.03.01
02.03.07.nn, 02.04.01.nn, 02.05.01.nn, 02.09.01.nn B1.05.02.9.2601, B1.05.03.9.1110 0 Pers./ 0,00 h
02
-------------------------------------------------------------------------------------------------------------------------------Note:
Contaminated oil, solid foreign matters and water are the cause of 85 % of all cases of bearing damage. Dirt is the enemy to all bearings! To avoid restrictions in the service life consider the following:
See A1.05 and A1.06 for specifications of the lubricating oil temperature and pressure See A4.05.08.nn for recommendations of the lubricating oil brand (viscosity classification) See A4.05.08.nn for recommendations of lubricating oil treatment See A4.05.08.nn for renewal/supplement of the lubricating oil (additives)
When the engine is frequently started and stopped (mixed friction), the bearings may be more rapidly worn so that they must be renewed sooner.
Attention:
When replacing the bearings in the drive unit, the bearing shells must generally be replaced in pairs (top and lower bearing shell)!
Note:
Corrosion-resistant two-metal bearings are employed at normal loaded bearings. They consist of a steel back (layer strength up to 10 mm thickness) and a running-in layer of approx. 0.7 to 1.1 mm thickness made of either: lead bronze (Fig. 1, CuPb...Sn) or aluminium/tin layer (Fig. 1, AlSn...)
en / 02.02.1998
IB002410
1/2
Bearing Shells and Bearing Bushes

M32
A5.05. 02.03.03.01
The corrosion protection flash of the bearing (approx. 3 m) is already passed after a short running time. Replacement of the bearing only after - heavy scratches, - exceeding of a possibly specified limit value or - according to the specified evaluation criteria (02.03.07.nn, only for AlSn bearings).
02
Layer configuration of two-metal bearings Lead bronze bearing / AlSn.. bearing
Corrosion protection flash Sn - Flash 3 m Lead bronze or AlSn.. layer 0.7 - 1.1 mm Steel back Steel C.. Shell thickness up to 10 mm
en / 02.02.1998
IB002410
2/2
Bearing Shells
M32
A5.05. 02.03.07.01
02.03.03.nn, 02.05.01.nn, 02.05.05.nn B1.05.03.9.1110 0 Pers./ 0,00 h
02
-------------------------------------------------------------------------------------------------------------------------------Note:
The following assessment catalog shows different degrees of wear, caused by mechanical wear and overload of the bearing shells. Assessment catalog: Criteria for reuse Fig. 1 The contact pattern is evenly developed over the total bearing surface. As experience shows, the scratch caused by foreign matter in the lubricating oil has negligible influence on the reliability of the plain bearing. This bearing shell may be reused. Fig. 2 Fig. 3 The contact pattern is evenly developed over the total bearing surface. This bearing shell may be reused. The contact pattern is evenly developed over the total bearing surface. The scratches in running direction are caused by small foreign matter particles in the lubricating oil. If the depth of these scratches is neither measurable nor feelable, the bearing shell may be reused. If the number, depth and a big extent of the scratches impede the development of a lubricating film, both bearing shells are to be replaced.
Attention:
When replacing the bearings in the drive unit, the bearing shells must generally be replaced in pairs (top and lower bearing shell)!
en / 02.02.1998
IB002418
1/4
Bearing Shells
M32
A5.05. 02.03.07.01
Criteria for replacement Fig. 4 The contact pattern show heavily developed overload along the edges with galling areas in the aluminium alloy plated overlay. This bearing shell may not be reused, both bearing shells have to be replaced. The cause for the overload along the edges has to be found and corrected. Fig. 5 The contact pattern show a large area damage with differently developed gallings. This bearing shell may not be reused, both bearing shells have to be replaced. The cause for this damage has to be found and corrected. Inspect further bearing shells. Fig. 6 The loaded area of the bearing shell shows bearing metal scaling caused by overload. Some bearing metal fragments may lay loosely in the effected area. This bearing shell may not be reused, both bearing shells are to be replaced. The cause for the scaling is definitely to be found and corrected. Inspect further bearing shells.
02
en / 02.02.1998
IB002418
2/4
Bearing Shells
M32
A5.05. 02.03.07.01
02
en / 02.02.1998
IB002418
3/4
Bearing Shells
M32
A5.05. 02.03.07.01
02
en / 02.02.1998
IB002418
4/4
Big-end bearings
Inspection / Disassembly
VM32
A5.05. 02.04.01.52
30000, 15000 02.03.03.nn, 02.03.07.nn, 02.06.01.nn B1.05.02.9.2601 2 Pers./ 0,50 h
02
-------------------------------------------------------------------------------------------------------------------------------Inspection:
of a big-end bearing of all big-end bearings every every 15.000 h 30.000 h
Tools:
Hydraulic device consisting of: High pressure pump High pressure hose (1 m) Hydraulic tension element Support ring Threaded sleeve Pin Distributor Mounting / extraction device for big-end bearings, consisting of: Slide rail (22) Slide rail [extension (27)] Suspension (25) with spacers (26) Suspension (20) Stopper (24) Guide tube (28) Clamping device (2x) for con-rod W1 W2 W3 W4 W5 W6 W7 W8 0.9204 D 0.9205 B 0.9213 C 0.9203-209 0.9203-101 0.9203-110 0.9203-004 9.9228 G
W9
9.9228 F
Auxiliary material:
Molykote paste "G-Rapid Plus" * * or a product of equal standard
Attention:
A minimum bending radius of r = 120 mm must be observed for the hydraulic hoses! Only use hydraulic oil for operating the hydraulic device. Store the hydraulic device protected against corrosion.
Safety note: Do not position any parts of the body over pressurized devices! Secure the engine against unintentional starting!
en / 25.06.2001
IB023261
1/6
Big-end bearings
VM32
A5.05. 02.04.01.52
30000, 15000
Note:
The bearing cover, bearing shells, con-rod eye and con-rod are always marked on the corresponding control end (cylinder row A or B) according to which cylinder they belong (beginning at the clutch end) and must not be swapped. New parts must be marked accordingly.
02
1. Remove piston (02.06.01.nn).
Caution:
After disassembly of the piston the engine may be cranked as described below with installed con-rod holder!
2.
Turn the con-rod. The round nuts (fig. 1/2) must be freely accessible.
3. 3.1 3.2
Loosen the round nuts (2) by means of the hydraulic device. Place the hydraulic tension elements (W3) with the support rings (W4) above the round nuts (2). Pay attention to good accessibility of the slits. Screw the threaded sleeve (W5) firmly onto the con-rod bolt (1) and then loosen by 3/4 of a rotation. The ring surface (a) of the threaded sleeve is then flush with the upper surface (b) of the hydraulic tension element.
en / 25.06.2001
IB023261
2/6
Big-end bearings
VM32
A5.05. 02.04.01.52
30000, 15000 Connect the hydraulic tension elements (fig. 2/W3) and distributor (W7) to the high pressure pump (W1) via the high pressure hoses (W2).
3.3
02
Attention:
The pin (fig. 1/9, maximum stroke indicator) must not be driven out of the hydraulic tension element (W3) when extending the con-rod bolt (1)!
4.
Close the valve (fig. 2/6) on the high pressure pump and extend both con-rod bolts simultaneously and gradually at a pressure of p = 1200 bar + 25 bar.
5.
Loosen the round nuts (fig. 1/2) with the pin (W6). Turn the round nuts back by at least 8 holes.
en / 25.06.2001
IB023261
3/6
Big-end bearings
VM32
A5.05. 02.04.01.52
30000, 15000
Note:
If it is not possible to loosen the round nuts by means of the pin, then the con-rod bolts can be pretensioned at a higher pressure of p = 50 bar. A further pressure increase could cause the round nut to clamp as a result of the con-rod bolt thread expanding! 6. 7. 8. Open the valve (fig. 2/6)on the high pressure pump (W1). The tension elements are relieved. Wait for the pressure to drop completely and then dismantle the hydraulic devices (W3, W4, W5 and W7). Turn the con-rod (fig. 3/10) to a horizontal position with the con-rod shank division towards the center of the engine.
02
Note:
The removal of a con-rod from cylinder row B using the mounting/ extraction device (W8) is described and shown in the following. The mounting/ extraction device for the big-end bearing (W8) can also be mounted mirror-inverted.
9.
Mount the suspension (fig. 3/25) with spacers (26) and suspension (20).
en / 25.06.2001
IB023261
4/6
Big-end bearings
VM32
A5.05. 02.04.01.52
30000, 15000 Insert the slide rail (fig. 3/22) via clamp bolts (21) in the crankcase; raise and suspend in suspension (20). Align the slide rail (22) with the clamp bolts (21). It must lie flush on the con-rod (10) and the bigend bearing cover (11). Mount the stopper (24) and screw the con-rod to the stopper. Dismantle the con-rod clamping device (W9). Unscrew the round nuts (2) and pull off the big-end bearing cover (11) approx. 160 mm from the bearing.
10. 11. 12. 13. 14.
02
Note:
The con-rod bolts (1) are not removed for disassembling the bearing shells. 15. 16. 17. 18. 19. Remove the lower big-end shell (12) from the crank pin. Loosen the lateral stopper fixing device (23) in such a way that the stopper can glide in the slots. Pull the con-rod (10) off the bearing by approx. 60 mm. Turn the upper big-end shell (13) by 180 on the crank pin and pull it off. Check the condition of the big-end shells (02.03.03.nn and 02.03.07.nn).
Disassembly of con-rod:
20. 20.1 Disassemble con-rod (10) only, if required; perform steps 1-11 to do so. Stopper (Fig. 5/24) should only be mounted to con-rod in such a way that it intercepts the con-rod and rests freely movable on the slide rail. Disassemble con-rod clamping device (W9). Remove round nuts (2) and con-rod bolts. Insert guide tube (Fig. 4/28) in upper conrod bolt bore. Pull out con-rod bearing cover (11) with bearing shell and place on a suitable surface.
20.2 20.3 20.4 20.5
28 11
4
en / 25.06.2001
IB023261
5/6
Big-end bearings
VM32
A5.05. 02.04.01.52
30000, 15000 Relocate guide tube Fig. 5/28). Stabilize con-rod with guide tube and pull out from engine on guiding rail. Sling con-rod to crane and remove guide tube. Disassemble stopper (24), lift con-rod and place on suitable surface.
20.6 20.7 20.8 20.9
02
28
24
5
en / 25.06.2001
IB023261
6/6
Big-end bearings
Inspection / Reassembly
VM32
A5.05. 02.04.02.51
02.03.03.nn, 02.03.07.nn, 02.04.01.nn B1.05.02.9.2601 2 Pers./ 0,50 h
02
-------------------------------------------------------------------------------------------------------------------------------Tools:
Tools W1 - W9 refer to 02.04.01.nn
Note:
The bearing cover, bearing shells, con-rod eye and con-rod are always marked on the corresponding control end (cylinder row A or B) according to which cylinder they belong (beginning at the clutch end) and must not be swapped. New parts must be marked accordingly.
1. 1.1 1.2 1.2.1 Reassembly of the bearing shells Clean and lubricate the crank pin. If necessary, attach the disassembled con-rod (fig. 2/10) to a crane by means of a sling. Place the con-rod on the slide rail (27) of the mounting / extraction device (W8) in such a way that the locating hole (4) for the dowel pin (3) is located on the corresponding control end (cylinder row A or B). Insert big-end bolts (1) with washer (5) and assemble stopper (24) on connecting rod (10). Assemble washer (5) with chamfer pointing towards bottom end of connecting rod. Push the con-rod to approx. 60 mm in front of the crank pin. Do not remove the sling! Preassemble the lateral stopper fixing device (23). Do not tighten it. Lubricate the bearing shells on the inside and outside.
1.2.2
1.2.3 1.2.4 1.3
Attention:
The bearing shells each have a locating projection (fig. 1/X) at different positions to fix them in the con-rod/big-end bearing cover. The bearing shells must be mounted with the locating projections towards the corresponding control end (cylinder row A or B)!
en / 25.06.2001
IB023265
1/5
Big-end bearings
VM32
A5.05. 02.04.02.51
1.4 1.5
Place the upper bearing shell (a, without holes) on the crank pin and turn it under the con-rod by 180. Carefully press the con-rod against the bearing shell. The locating projection on the bearing shell must be positioned exactly in the recess on the con-rod. Tighten the lateral stopper fixing devices (fig. 2/23).
02
1.6
Mount the con-rod clamping devices (W9). Remove the sling from the con-rod.
Attention:
Pay attention to the allocation of the locating hole (fig. 2/4, con-rod) and dowel pin (3, bigend bearing cover). They must be located at the corresponding control end (cylinder row A or B)!
1.7 1.8
Insert the lower bearing shell (fig. 1/b) paying attention to the locating projection (x). Align it and press it into the base bore. Carefully push the big-end bearing cover (fig. 2/11) against the bearing shell and the foot of the con-rod. The projection on the bearing shell must be positioned exactly in the recess on the bigend bearing cover.
Attention:
Pay attention that the bearing shell halves on the exhaust side and control side align axially. There must be no offset between the bearing shell halves in an axial direction.
en / 25.06.2001
IB023265
2/5
Big-end bearings
VM32
A5.05. 02.04.02.51
1.9 1.10 1.11 2.
Assemble round nuts (fig. 3/2) and fasten finger-tight. Dismantle the mounting / extraction device for the big-end bearing [(fig. 2/W8), slide rails (27, 22) with suspensions (25, 20) and stopper (24)]. Check the con-rod shells on the exhaust side for any offset in an axial direction. Eliminate any offset by aligning the bearing shells. Tighten the round nuts (fig. 3/2) by means of the hydraulic device.
02
~
2.1
Safety note: Do not place any parts of the body above pressurized devices! Secure the engine against unintentional starting! Turn the con-rod with the con-rod division downwards by approx. 15-30, see position illustrated (fig. 3). Both round nuts (2) must be freely accessible.
en / 25.06.2001
IB023265
3/5
Big-end bearings
VM32
A5.05. 02.04.02.51
2.2 2.3
Place the hydraulic tension elements (fig. 4/W3) together with the support rings (W4) above the round nuts (2). Pay attention to good accessibility to the slits (8). Screw the threaded sleeves (W5) hand-tight onto the con-rod bolts (1).
02
2.4 2.5
Connect the hydraulic tension element (fig. 5/W3) at pin side (camshaft side) to the high-pressure pump (W1) via high-pressure hose (W2). Close the valve (6) of the high-pressure pump (W1) and stretch the big-end bolt at pin side (camshaft side) steplessly with a pressure of p = 50 bar.
2.6 2.7 2.8
Firmly tighten the round nut (fig. 4/2) with the pin (W6). Pay attention to easy action. Open the valve (fig. 5/6) of the high pressure pump (W1). The tension elements are relieved. Connect both hydraulic tension elements (W3) and the distributor (W7) to the high-pressure pump (W1) via high-pressure hoses (W2).
Attention:
The pin (fig. 4/9), maximum stroke indicator) must not be driven out of the hydraulic tension element (W3) when extending the con-rod bolts (1)! The pressure must be kept constant if the hydraulic pump is not used otherwise tightening will be faulty!
2.9
Close the valve (fig. 5/6) on the high pressure pump (W1) and extend both con-rod bolts IB023265 4/5
en / 25.06.2001
Big-end bearings
VM32
A5.05. 02.04.02.51
simultaneously and gradually at a pressure of p = 1200 bar + 25 bar. 2.10 2.11 Firmly tighten the round nuts (fig. 4/2) with the pin (W6). Pay attention to easy action. Check firm seating on the round nuts
02

2.12
Reduce the pressure by 50 bar. It must no longer be possible to loosen the round nuts with the pin.
Open the valve (fig. 5/6) of the high pressure pump (W1). The tension elements are relieved.
2.13 3.
Wait until the pressure has dropped completely and then remove the hydraulic devices (W3, W4, W5 and W7). Mount the piston (02.10.01.nn).
en / 25.06.2001
IB023265
5/5
Crankshaft bearing
VM32
A5.05. 02.05.01.53
30000, 15000 02.03.03.nn, 02.03.07.nn B1.05.03.9.1110 2 Pers./ 2,00 h
02
Personnel qualification: Chief engineer / skilled engine hand Operating medium: Heavy fuel
-------------------------------------------------------------------------------------------------------------------------------Inspection:
a) of two crankshaft bearings Number of cylinders 12 16 every Bearing number 4 ans 6 5 and 7 15.000 h
b) exchange all crankshaft bearings
every
30.000 h
Tools:
Hydraulic device consisting of: High pressure pump High pressure hose (3 x 1 m) Pin Hydraulic tension element (lateral waisted studs) Hydraulic tension element (crankshaft bearing bolts) Support ring (lateral waisted studs) Support ring (crankshaft bearing bolts) Threaded sleeve (lateral waisted studs) Threaded sleeve (crankshaft bearing bolts) Distributor W1 W2 W3 W4 W5 W6 W7 W8 W9 W10 0.9204 D 0.9205 B 0.9203-110 0.9213 C 0.9213 M 0.9203-119 0.9203-209 0.9203-107 0.9203-101 0.9203-004 9.9214 B
Mounting / extraction device for crankshaft bearing, consisting of: Mechanism W11 Carrier W12 Mounting device W13 * Feeler gauge * for assembly only ** not illustrated W14**
1.9075-003
Attention:
en / 05.06.2000
IB021847
1/9
Crankshaft bearing
VM32
A5.05. 02.05.01.53
30000, 15000
~
Note:
02
The bearing cover and bearing shells of the crankshaft bearings are always marked on the righthand side of the engine (cylinder row B) and are not allowed to be swapped. New parts must be marked accordingly. The retaining pin of the lower bearing shell points towards cylinder row B. The crankshaft bearings must also be removed, checked and measured within the specified interval in the event of: Distortion of the foundation or Changes in the crank web deflection
6 7 8
after suffering sea damage
1. 1.1 Dismantle the crankshaft bearing. Open the respective power unit cover at the clutch end on both sides of the engine (cylinder row A and cylinder row B) Turn the crankshaft to a favourable position. The round nuts (fig. 1/23) of the crankshaft bearing bolts (22) must be freely accessible. Use the hydraulic device to loosen the round nuts (7) on the lateral waisted studs (6). Unscrew the protective caps (8). Place the hydraulic tension elements (fig. 2/W4) with the support rings (W6) above the round nuts (7). Pay attention to good accessibility to the slits (11). Screw the threaded sleeves (W8) firmly onto the waisted studs (6) and then slakken again by half a rotation. The ring surface (a) of the threaded sleeve must then be flush with the upper surface (b) of the hydraulic tension element (W4).
23 22
1.2
1.3
W3
W4
1.3.1 1.3.2
11
1.3.3
7 a W6 6 W8 10 b
en / 05.06.2000
IB021847
2/9
Crankshaft bearing
VM32
A5.05. 02.05.01.53
30000, 15000 Connect the hydraulic tension element (fig. 3/W4) and the distributor (W10) to the high pressure pump (W1) via high pressure hoses (W2).
1.3.4
02
Attention:
The pin (fig. 2/10, maximum stroke indicator) must not be driven out of the hydraulic tension element (W4) when extending the waisted studs (6)!
W2
W2
W10
13
3
W1
1.3.5
Close the valve (fig. 3/13) on the high pressure pump (W1) and extend both waisted studs simultaneously and gradually at a hydraulic pressure of p = 680 bar.
1.3.6
en / 05.06.2000
IB021847
3/9
Crankshaft bearing
VM32
A5.05. 02.05.01.53
30000, 15000
Note:
If it is not possible to loosen the round nuts with the pin, then the waisted studs can be pretensioned at higher pressure of p = 50 bar. If the pressure is increased even further then there is a risk of the round nuts jamming as a result of the bolt thread expanding! 1.3.7 1.3.8 1.3.9 1.3.10 1.4 Open the valve (fig. 3/13) on the high pressure pump (W1). The tension elements are relieved. Wait for the pressure to drop completely. Remove the threaded sleeves (fig. 2/W8), hydraulic tension elements (W4) and support rings (W6). Loosen the waisted studs (fig. 1/6) and unscrew them completely. Only loosen the round nuts (7) on the lateral waisted studs (6) on the adjacent crankshaft bearing by means of the hydraulic device. Refer to 1.3.1 to 1.3.8. Insert the mechanism (fig. 4/W11).
02
W7
20*
W5 15* 19* W9
W11
16
* = W11 19* 24*

4
1.4.1
Move the mechanism to the lowest position (stopper) by means of the IB021847 4/9
en / 05.06.2000
Crankshaft bearing
VM32
A5.05. 02.05.01.53
30000, 15000 threaded rod (fig. 4/15).
02
1.4.2
Disassemble the table (20). Lift the mechanism (W11) on the respective crankshaft bearing into the cylinder crankcase and place it in the oil sump. Remount the table on the bearing block (19). Push the mechanism under the crankshaft bearing and align it. The holder (fig. 5/17) engages in the reinforcement (16). Loosen the round nuts (23) on the crankshaft bolts by means of the hydraulic device. Place the hydraulic tension elements (fig. 4/W5) together with the support rings (W7) flush on the bearing block (19) and pull outwards up to the stoppers (24). Drive the mechanism (W11) upwards until the support rings (W7) make contact with the crankshaft bearing cover (3). Pay attention to good accessibility to the slits (fig. 6/27).
1.4.3
U
3
U
23 22 19
21
1.5
20
1.5.1
1.5.2
W11 16
Attention:
When driving up, pay attention that the round nuts glide properly into the support rings! Align the table accordingly if necessary!
17
5
1.5.3
Screw the threaded sleeves (W9) firmly onto the crankshaft bearing bolts (22) through the bearing block from below and loosen them again by half a rotation. The ring surface (a) on the threaded sleeve is then flush with the upper surface (b) of the hydraulic tension element (W5). Connect the hydraulic tension elements (fig. 7/W5) and the distributor (W10) to the high pressure pump (W1) via the high pressure hoses (W2).
1.5.4
en / 05.06.2000
IB021847
5/9
Crankshaft bearing
VM32
A5.05. 02.05.01.53
30000, 15000
Attention:
The pin (fig. 6/26, maximum stroke indicator) is not allowed to be driven out of the hydraulic tension element (W5) when extending the crankshaft bearing bolts (22)!
23 W7 W3
27
02
W5
1.5.5 Close the valve (fig. 7/30) on the high pressure pump (W1) and extend both crankshaft bearing bolts simultaneously and gradually at a pressure of p = 1025 bar. 1.5.6 Loosen the round nuts (fig. 6/23) with the pin (W3). Turn the round nuts back by at least 8 holes.
22 26
a
6
W9
W5 W2 W2
W10
30 W1
7
en / 05.06.2000
IB021847
6/9
Crankshaft bearing
VM32
A5.05. 02.05.01.53
30000, 15000
Note:
If it is not possible to loosen the round nuts with the pin, then the waisted studs can be pretensioned at higher pressure of p = 50 bar. If the pressure is increased even further, then there is a risk of the round nuts jamming due to the bolt thread expanding! 1.6 1.6.1 1.6.2 1.7 1.8 Open the valve (fig. 7/30) on the high pressure pump (W1). The tension elements are relieved. Wait for the pressure to drop completely, then dismantle the threaded sleeves (W9). Drive the mechanism down to the stopper. Remove the support rings and the hydraulic tension elements. Measure the gap. Refer to operation sequence 2. Drive the mechanism onto the crankshaft bearing cover and remove the round nuts. Drive the mechanism with the crankshaft bearing cover and lower bearing shell down to the stopper.
02
Note:
If the crankshaft bearing cover does not come off, then screw the table (fig. 5/21) to the crankshaft bearing cover (3) using counter sunk screws and drive the mechanism (W11) with the crankshaft bearing cover down to the stopper. 1.9 1.10 Remove the lower bearing shell. Push the carrier (fig. 8/W12) down to the stopper in the oil bore of the crankshaft.
Attention:
Only turn when the mechanism (W11) has been driven down to the stopper!
W12
1.11
Turn the upper bearing shell towards the left-hand side of the engine (cylinder row A) and remove it. Assess the bearing shells. Refer to 02.03.03.nn and 02.03.07.nn.
1.12
W11 8
en / 05.06.2000
IB021847
7/9
Crankshaft bearing
VM32
A5.05. 02.05.01.53
30000, 15000 Check the wall thickness wear at measuring points in the main strain zone (fig. 9/X) by means of a micrometer gauge. Wear = dimension when new - actual dim.
1.13
02
1.14
The bearing shells must be replaced if the wear is > 0,05 mm. New dimension = 8,87- 0,015 mm
Attention:
If the inspection results in the bearing shells having to be changed, then the adjacent bearings should also be inspected.
2. 2.1
Measure gap. Remove the waisted studs (fig. 10/6) of the respective crankshaft bearing on both sides of the engine (cylinder rows A and B). Refer to operation sequence 1.3 up to an including 1.3.10.
10
23
en / 05.06.2000
IB021847
8/9
Crankshaft bearing
VM32
A5.05. 02.05.01.53
30000, 15000 Loosen both round nuts (fig. 10/23) hydraulically according to operation sequence 1.4 and 1.5. Drive the mechanism (W10) downwards. Relieve the hydraulic extraction device and remove it. Refer to 1.6. Loosen the round nuts further but do not move them. Then tighten the round nuts evenly and alternately by hand until the surfaces of the bearing shells just make contact. Use a feeler gauge to measure the gap "K" between the cylinder crankcase and crankshaft bearing cover on both side of the engine (cylinder rows A and B) and add the two measured values. K = KA + KS Gap "K" mm 1,00 - 1,25 Service limit value mm 0,80
2.1.1
02
2.1.2 2.1.3
en / 05.06.2000
IB021847
9/9
Crankshaft thrust bearings/crankshaft be Maintenance / Reassembly

VM32
A5.05. 02.05.02.50
02.05.01.nn B1.05.03.9.1110 2 Pers./ 1,00 h
02
-------------------------------------------------------------------------------------------------------------------------------Tools:
Tools W1 - W14. Refer to maintenance sheet 02.05.01.nn 100 - 400 Nm torque wrench 1/2 Changeover ratchet * not illustrated W15 * W16 * 1.9454-400 1.9459-033
Auxiliary material:
Attention:
A minimum bending radius of r = 120 mm must be observed for the hydraulic hoses! Only use hydraulic oil for operating the hydraulic device set. Store the hydraulic device set protected against corrosion.
~
Note:
The bearing cover and bearing shells of the crankshaft thrust bearing/crankshaft bearings are always marked on the right-hand side of the engine (cylinder row B) and are not allowed to be swapped. New parts must be marked accordingly. The locking pin of the lower bearing shell points towards cylinder row B. Damaged crankshaft bearing bolts and round nuts must be replaced together.
en / 26.03.2008
IB003361
1/8

VM32
A5.05. 02.05.02.50
1. Fit bearing shells.
02
Note:
The upper bearing shell has a lubrication groove and oil bores. Reinsert the upper check plate segments if they have been removed (only in the case of the crankshaft thrust bearing). 1.1 Lubricate the running surface of the upper crankshaft bearing shell. Dry the back of the bearing and turn the bearing shell as far as possible into the bearing.
Attention:
The locating nose on the upper bearing shell points towards the left-hand side of the engine (cylinder row A). The bearing shells are marked on the right-hand side of the engine (cylinder row B).
1.2 1.3
Insert the carrier (fig. 1/W12) in the oil bore pushing it down to the stopper. Place the mounting device (W13) in the crankshaft bearing cover. Pay attention to the lateral stopper. Slowly drive the mechanism (W11) up until the mounting device (W13) lies on the bearing block (x). Tighten the round nuts (23) finger-tight. The mounting device (W13) is clamped. Drive the mechanism (W11) down
1.4
1.5
W13
Attention:
Only turn the crankshaft when the mechanism (W11) has been driven right down to the stopper!
23
1.6 Turn in the upper bearing shell. Pay attention that the bearing shell is centred correctly. The locating nose must glide into the guide groove in the bearing block.
W12
1
W11
1.7
Drive up the mechanism (W11) and remove the round nuts (23). Drive the mechanism (W11) down again and remove the carrier (W12) as well as the mounting device (W13).
en / 26.03.2008
IB003361
2/8

VM32
A5.05. 02.05.02.50
1.8
Lubricate the running surface of the lower crankshaft bearing shell (fig. 2/4). Dry the back of the bearing and fit the shell in the crankshaft bearing cover (3).
02
1 4 2
Attention:
The locating nose on the lower bearing shell must point towards the right-hand side of the engine (cylinder row B).
1.9
If they have been removed, put the lower check plate segments (1; on crankshaft thrust bearing only) back onto the dowel pins (2). Preassemble the round nuts (fig. 3/23) for the crankshaft bearing bolts. Drive the mechanism (W11) together with the crankshaft bearing cover (3) up to the stopper. Do nor damage the crankshaft bearing bolts (22) when doing so! Align the table (20) with the crankshaft bearing cover if necessary. Screw the round nuts (23) onto the crankshaft bearing bolts (22) and tighten fingertight by means of the pin (fig. 5/W3). If used, loosen and remove the countersunk screws (fig. 3/21).
2
2. 2.1
U
3
U
23 22 19
21
2.2
20
2.3
W11 24
Note:
Measure the gap "K" (02.05.01.nn) after fitting new bearing shells. The axial clearance must also be measured (02.05.01.nn) after replacing the check plate segments (fig. 2/1) or the bearing shells on the crankshaft thrust bearing. 2.4 Lower the mechanism (W11) down to the stopper. Do not dismantle!
en / 26.03.2008
IB003361
3/8

VM32
A5.05. 02.05.02.50
3.
Mount the lateral waisted studs (fig. 4/6).
6 7 8
02
Note:
The waisted studs for the crankshaft thrust bearing (crankshaft bearing cover 1) must be fitted with a new O-ring (5). 3.1 Coat the threads of the waisted studs (6) with Molykote. Screw them in and tighten them at a torque of M = 150 Nm. 3.2 3.3 Screw the round nuts (7) finger-tight onto the waisted studs. Place the hydraulic tensions elements (fig. 5/W4) with the support rings (W6) over the round nuts (7). Pay attention to good accessibility to the slits (11). Screw the threaded sleeves (W8) fingertight onto the wastes studs (6). Connect the hydraulic element (fig. 6/W4) on B-side via the high-pressure hose (W2) and the distributor (W10) to the high-pressure pump (W1).
4
3.4 3.5
W3
W4
11
Attention:
The pin (fig. 5/10), maximum stroke indicator) must not be driven out of the hydraulic tension element (W4) when extending the waisted studs (6)!
7 10
W6
W8
en / 26.03.2008
IB003361
4/8

VM32
A5.05. 02.05.02.50
3.6
Close valve (fig. 6/13) of the high-pressure pump (W1) and stretch the stud steplessly with a pressure of p = 150 bar + 50 bar
02
W4
W2
W2
W10
13
6
W1
Attention:
The pressure must remain constant if the hydraulic pump is not used otherwise the tightening will be faulty!
3.7 3.8 3.9 3.10
Firmly tighten the round nut (fig. 5/7) using the pin (W3). Open the valve (fig. 6/13) of the high-pressure pump (W1), the element is relieved. Connecthe hydraulic element (W4) on B- and A-side via the high-pressure hose (W2) and the distributor (W10) to the high-pressure pump (W1). Close valve (13) of the high-pressure pump (W1) and stretch both studs steplessly with a hydraulic pressure of p = 680 bar - 25 bar.
en / 26.03.2008
IB003361
5/8

VM32
A5.05. 02.05.02.50
Attention:
02
3.11
Reduce the pressure by 50 bar It must no longer be possible to loosen the round nuts with the pin.
Open the valve (13) on the high pressure pump (W1). The tension elements are relieved. Wait for the pressure to drop completely before removing the threaded sleeves (fig. 5/W8), hydraulic tension elements (W4) and support rings (W6). Tighten the round nuts (fig. 4/7) on the lateral waisted studs (6) on the adjacent bearing(s) by means of the hydraulic device. Refer to operation sequence 3.2 to 3.10. Screw the protective caps (8) onto the waisted studs. Tightening the round nuts on the crankshaft bearing bolts. Place the hydraulic tension elements (fig. 7/W5) together with the support rings (W7) flush on the bearing block (fig. 3/19) and pull outwards up to the stoppers (24). Drive the mechanism (W11) up until the support rings (fig. 7/W7) lies on the crankshaft bearing cover. Pay attention to good accessibility to the slits (27). Screw the threaded sleeves (W9) fingertight onto the crankshaft bearing bolts (22) through the bearing block from below. Connect the hydraulic tension elements (fig. 8/W5) and distributor (W10) to the high pressure pump (W1) via the high pressure hoses (W2).
Check firm seating of the round nuts
3.12 3.13 3.14 3.15 4. 4.1
23 W7 W3
27
W5
4.2
22 26
4.3
4.4
W9
7
Attention:
The pin (fig. 7/26, maximum stroke indicator) must not be driven out of the hydraulic tension element (W5) when extending the crankshaft bearing bolts (22)!
en / 26.03.2008
IB003361
6/8

VM32
A5.05. 02.05.02.50
4.5
Close the valve (fig. 8/30) on the high pressure pump (W1) and extend both crankshaft bearing bolts simultaneously and gradually at a hydraulic pressure of p = 1025 bar.
02
Attention:
4.6 4.7
Firmly tighten the round nuts (fig. 7/23) with the pin (W3). Pay attention to easy action.
Reduce the pressure by 50 bar It must no longer be possible to loosen the round nuts with the pin.
Open the valve (fig. 8/30) on the high pressure pump (W1). The tension elements are relieved. Wait for the pressure to drop completely before unscrewing the threaded sleeves (fig. 7/W9). Drive the mechanism (W11) down to the stopper. Remove the support rings and hydraulic tension elements. Dismantle the table (fig. 3/20) and remove it. Remove the mechanism (W11) and remount the table. Check the lubricating oil flow. Mount the power unit cover on both sides of the engine (cylinder rows A and B) as well as the cover under the gear drive.
Check firm seating of the round nuts
4.8 4.9 4.10 4.11 4.12 4.13 4.14
en / 26.03.2008
IB003361
7/8

VM32
A5.05. 02.05.02.50
02
W5 W2 W2
W10
30 W1
8
en / 26.03.2008
IB003361
8/8
Crankshaft thrust bearing

VM32
A5.05. 02.05.05.51
30000 02.03.03.nn, 02.03.07.nn B1.05.03.9.1110 2 Pers./ 1,00 h
02
-------------------------------------------------------------------------------------------------------------------------------Inspection:
Crankshaft thrust bearing every 30.000 h
Tools:
Hydraulic device consisting of: High pressure pump High pressure hose (3 x 1 m) Pin Hydraulic tension element (lateral waisted studs) Hydraulic tension element (crankshaft bearing bolts) Support ring (lateral waisted studs) Support ring (crankshaft bearing bolts) Threaded sleeve (lateral waisted studs) Threaded sleeve (crankshaft bearing bolts) Distributor W1 W2 W3 W4 W5 W6 W7 W8 W9 W10 0.9204 D 0.9205 B 0.9203-110 0.9213 C 0.9213 M 0.9203-119 0.9203-209 0.9203-107 0.9203-101 0.9203-004 9.9214 B
Mounting / extraction device for crankshaft bearing, consisting of: Mechanism W11 Carrier W12 Mounting device W13 * Feeler gauge * for assembly only ** not illustrated W14**
1.9075-003
Attention:
en / 05.06.2000
IB021892
1/9

VM32
A5.05. 02.05.05.51
30000
Note:
The crankshaft thrust bearing consists of the 1st crankshaft bearing (clutch end) and four check plate segments which limit the axial play of the crankshaft. The two lower check plate segments (fig. 1/1) are locked in position on the crankshaft bearing cover (3) by means of dowel pins (2), the two upper check plate segments are inserted in the grooves on the cylinder crankcase. The bearing cover and bearing shells of the crankshaft thrust bearing are always marked on the right-hand side of the engine (cylinder row B) and are not allowed to be swapped. New parts must be marked accordingly. The retaining pin of the lower bearing shell points towards cylinder row B. The first crankshaft bearing must also be removed, checked and measured within the specified interval in the event of: Distortion of the foundation or Changes in the crank web deflection after suffering sea damage
02
1. 1.1 Measure the axial clearance "s". Open the cover below the geared drive and the first propulsion unit cover on both sides of the engine on the clutch side (cylinder row A and cylinder row B). Measure the axial clearance "s" (s1 and s2) by means of the feeler gauge. Axial clearance "s": s = s1 + s2
s1
s2
1.2 1.3
3
Clearance when new mm 0,3 - 0,5 Limit mm 0,8
The check plate segments and bearing shells must be renewed pair-wise when the clearance limit is exceeded. Refer to operation sequence 2, disassembly of crankshaft thrust bearing.
en / 05.06.2000
IB021892
2/9

VM32
A5.05. 02.05.05.51
30000
Attention:
Make sure the check plates are marked before disassembly for inspection purposes to avoid the parts being mixed up by mistake. Then remount the parts without delay!
02
2. 2.1
Disassemble the crankshaft thrust bearing.
5
Turn the crankshaft to a favourable position. The round nuts (fig. 2/23) on the crankshaft bearing bolts (22) must be freely accessible. Use the hydraulic device to loosen the round nuts (7) on the lateral waisted studs (6): Unscrew the protective caps (8). Place the hydraulic tension elements (fig. 3/W4) with the support rings (W6) above the round nuts (7). Pay attention to good accessibility to the slits (11). Screw the threaded sleeves (W8) firmly onto the waisted studs (6) and then slakken again by half a rotation The ring surface (a) of the threaded sleeve must then be flush with the upper surface (b) of the hydraulic tension element (W4). 2.2.4 Connect the hydraulic tension elements (fig. 4/W4) and the distributor (W10) to the high pressure pump (W1) via high pressure hoses (W2).
6 7 8
2.2
2.2.1 2.2.2
23 22
2.2.3
W3
W4
11
Attention:
The pin (fig. 3/10, maximum stroke indicator) must not be driven out of the hydraulic tension element (W4) when extending the waisted studs (6)!
7 a W6 6 W8 10 b
en / 05.06.2000
IB021892
3/9

VM32
A5.05. 02.05.05.51
30000 Close the valve (fig. 4/13) on the high pressure pump (W1) and extend both waisted studs simultaneously and gradually at a hydraulic pressure p = 680 bar.
2.2.5
02
2.2.6
Note:
If it is not possible to loosen the round nuts with the pin, then the waisted studs can be pretensioned at higher pressure of p = 50 bar. If the pressure is increased even further then there is a risk of the round nuts jamming as a result of the bolt thread expanding! 2.2.7 Open the valve (fig. 4/13) on the high pressure pump (W1). The tension elements are relieved.
W2
W2
W10
13
4
W1
en / 05.06.2000
IB021892
4/9

VM32
A5.05. 02.05.05.51
30000 Wait for the pressure to drop completely. Remove the threaded sleeves (fig. 3/W8), hydraulic tension elements (W4) and support rings (W6). Loosen the waisted studs (fig. 2/6) and unscrew them completely.
2.2.8 2.2.9
02
Note:
Replace the O-ring (5) during assembly! 2.2.10 2.3 2.3.1 2.3.2 Only loosen the round nuts (7) on the lateral waisted studs (6) on the adjacent crankshaft bearing by means of the hydraulic device. Refer to 2.2.1 to 2.2.8. Inserting the mechanism (fig. 5/W11): Move the mechanism to the lowest position (stopper) by means of the threaded rod (15). Disassemble the table (20). Lift the mechanism (W11) on the crankshaft thrust bearing into the cylinder crankcase and place it in the oil sump. Remount the table on the bearing block (19). Push the mechanism under the crankshaft thrust bearing and align it. The holder (fig. 6/17) engages in the reinforcement (16).
2.3.3
W7
20*
W5 15* 19* W9
W11
16
* = W11 19* 24*

5
en / 05.06.2000
IB021892
5/9

VM32
A5.05. 02.05.05.51
30000 Loosen the round nuts (23) on the crankshaft bolts by means of the hydraulic device. Place the hydraulic tension elements (fig. 5/W5) together with the support rings (W7) flush on the bearing block (19) and pull outwards up to the stoppers (24). Drive the mechanism (W11) upwards until the support rings (W7) make contact with the crankshaft bearing cover (3). Pay attention to good accessibility to the slits (fig. 7/27).
2.4
U
3
02
2.4.1
U
23 22 19
21
20
2.4.2
Attention:
When driving up, pay attention that the round nuts glide properly into the support rings! Align the table accordingly if necessary!
W11 16
2.4.3
Screw the threaded sleeve (W9) firmly onto the crankshaft bearing bolts (22) through the bearing block from below and loosen them again by half a rotation. The ring surface (a) on the threaded sleeve is then flush with the upper surface (b) of the hydraulic tension element (W5). Connect the hydraulic tension elements (fig. 8/W5) and the distributor (W10) to the high pressure pump (W1) via the high pressure hoses (W2).
17
6
23
2.4.4
27
W7 W3
Attention:
The pin (fig. 7/26, maximum stroke indicator) is not allowed to be driven out of the hydraulic tension element (W5) when extending the crankshaft bearing bolts (22)!
W5
22 26
a
7
W9
en / 05.06.2000
IB021892
6/9

VM32
A5.05. 02.05.05.51
30000 Close the valve (fig. 8/30) on the high pressure pump (W1) and extend both crankshaft bearing bolts simultaneously and gradually at a pressure of p = 1025 bar.
2.4.5
02
2.4.6
Note:
If it is not possible to loosen the round nuts with the pin, then the waisted studs can be pretensioned at higher pressure of p = 50 bar If the pressure is increased even further, then there is a risk of the round nuts jamming due to the bolt thread expanding! 2.5 Open the valve (fig. 8/30) on the high pressure pump (W1). The tension elements are relieved.
W5 W2 W2
W10
30 W1
8
en / 05.06.2000
IB021892
7/9

VM32
A5.05. 02.05.05.51
30000 Wait for the pressure to drop completely, then dismantle the threaded sleeves (fig. 7/W9). Drive the mechanism down to the stopper. Remove the support rings and the hydraulic tension elements. Measure the gap. Refer to operation sequence 3. Drive the mechanism onto the crankshaft bearing cover and remove the round nuts. Drive the mechanism with the crankshaft bearing cover and lower bearing shell down to the stopper.
2.5.1 2.5.2 2.6 2.7
02
Note:
If the crankshaft bearing cover does not come off, then screw the table (fig. 6/21) to the crankshaft bearing cover (3) using countersunk screws and drive the mechanism (W11) with the crankshaft bearing cover down to the stopper. Remove both lower check plate segments (fig. 1/1) and only replace them if excessive axial play has been discerned. Refer to operation sequence 1. Only remove the upper check plate segments if a replacement is to be made. 2.8 2.9 Remove the lower bearing shell. Push the carrier (fig. 9/W12) down to the stopper in the oil bore of the crankshaft
Attention:
Only turn when the mechanism (W11) has been driven down to the stopper!
W12
2.10
Turn the upper bearing shell towards the left-hand side of the engine (cylinder row A) and remove it. Assess the bearing shells. Refer to 02.03.03.nn and 02.03.07.nn. Measure the wall thickness at measuring points in the main strain zone (fig. 10/x) by means of a micrometer gauge. Wear = dimension when new - actual dim.
9
2.11 2.12
W11
2.13
The bearing shells must be replaced if the wear is > 0,05 mm. Dimension when new = 8,87- 0,015 mm
en / 05.06.2000
IB021892
8/9

VM32
A5.05. 02.05.05.51
30000
Attention:
If the inspection results in the bearing shells having to be changed, then the adjacent bearings should also be inspected.
02
3. 3.1
Measure gap. Remove the waisted studs (fig. 11/6) of the crankshaft thrust bearing on both sides of the engine (cylinder rows A and B). Refer to operation sequence 2.2 up to and including 2.2.10.
11
23
3.1.1
Loosen both round nuts (23) hydraulically according to operation sequence 2.3 and 2.4. Drive the mechanism (W11) downwards. Relieve the hydraulic extraction device and remove it. Refer to 2.5. Loosen the round nuts further but do not move them. Then tighten the round nuts evenly and alternately by hand until the surfaces of the bearing shells just make contact. Use a feeler gauge to measure the gap "K" between the cylinder crankcase and crankshaft bearing cover on both side of the engine (cylinder rows A and B) and add the two measured values. K = KA + KS Gap "K" mm 1,00 - 1,25 Service limit value mm 0,80
3.1.2 3.1.3
en / 05.06.2000
IB021892
9/9
Piston
VM32
A5.05. 02.06.01.53
01.06.01.nn, 02.05.50.nn, 02.07.01.nn, 03.04.01.nn B1.05.02.9.2601 1 Pers./ 0,30 h
02
-------------------------------------------------------------------------------------------------------------------------------Tools:
Assembly, disassembly rig, piston, consisting of: Spacer blocks (2x) Crosspieces (2x) Lever (assembly/disassembly rig, cylinder liner) Piston rod clamping rig (2x) Cylinder liner retainer Pistoin rod eye holder Torque wrench 100-400 Nm Reversible ratchet 3/4 Flexible head wrench 3/4 Extension 3/4 Disassembly rig for gauging ring W1 W1.1 W1.2 W2 W3 W4 W5 W6 W7 W8 W9 W10 9.9223 B 9.9223-004 9.9223-001 9.9216-001 9.9228 F 9.9217 B 9.9223-003 1.9454-400 1.9495-036 9.9216 H
Note:
In order to prevent the cylinder liner (Fig. 1/3) from loosening while the cylinder head is lifted or during turning, the cylinder liner must be held in place with the cylinder liner retainer (W4) at all times.
en / 27.11.2000
IB022760
1/4
Piston
VM32
A5.05. 02.06.01.53
Procedure:
1. Open the indicator valves, remove the crankcase cover for the respective cylinder on both sides and remove the cylinder head (01.06.01.nn). Turn crank journal to the control side to ca. 20 before TDC. Clean carbon deposits from the area above TDC for the 1st piston ring up to the gauging ring. Do not damage the cylinder liner surface. Turn the upper piston edge to just below the gauging ring (Fig. 2/4). Insert disassembly rig (W10) so that the recess is inside the gauging ring. Tighten the disassembly rig slightly by turning the spindle nut. Press out and remove the gauging ring by turning the engine to raise the piston. Remove the disassembly rig (W10). Turn the piston to TDC and rethread the threaded holes (Fig. 1/1; M12, 11 mm deep) in the piston crown. Bolt the crosspiece (Fig. 3/W1.2) to the piston crown. Bolt the spacer blocks (W1.1) into the crosspiece and mount the lever (W2) with the extension. Attach the crane to the lever (W2) and bring the piston to BDC.
02
2. 3.
4. 5. 6. 7. 8. 9.
10. 11.
12.
Note:
The crane and lever must remain connected!
en / 27.11.2000
IB022760
2/4
Piston
VM32
A5.05. 02.06.01.53
13. 13.1 13.2 13.3
Split the connecting rod shank. Bolt the flexible head wrench (Fig. 4/W8) to the piston rod cap on both sides with the holder. Use the additional extension (W9) on the inside of the V. Place the flexible head wrench on the uniform strength bolts (20). Secure the wrench above the holder with set collars. Mount the piston rod clamping ring (W3) on the counterweight to secure the piston rod (22).
02
en / 27.11.2000
IB022760
3/4
Piston
VM32
A5.05. 02.06.01.53
Note:
The engine may not be turned with the piston rod clamping rig (23) in place.
02
13.4 13.5 14. 15.
Loosen the uniform strength bolts (20) with the torque wrench (W6) and reversible ratchet (W7). Remove the uniform strength bolts (20) with the segments (21). Place the holding device (Fig. 3/W5) for the piston rod eye (12) on the connecting rod shank with the opening towards the middle of the engine and lock into place into the piston bottom. Pull the piston (4) carefully, moving the crane as required. Place the piston on a suitable surface.
Note:
Remove the connecting rod eye (Fig. 3/12) if the piston will be stored for a longer period of time to prevent vibration damage in the small end bearing bush area.
16. 17.
Seal off the oil bore in the piston rod shank split with a protective cap. Measure the wear of the cylinder liner (03.03.01.nn).
en / 27.11.2000
IB022760
4/4
Piston Crown
M32
A5.05. 02.06.02.04
02.06.01.nn, 02.07.01.nn, 02.08.01.nn B1.05.02.9.2601 1 Pers./ 0,70 h
02
-------------------------------------------------------------------------------------------------------------------------------Tools:
Lifting gear for pistons (2x) Torque wrench 20 - 90 Nm * not available as figure W1 W2 * 9.9223-001 1.9454-020
Auxiliary material:
Molykote paste "G-n plus" ** ** or a product of equal standard
1. 1.1 1.2 Turn piston. Attach crane to lifting gear for piston (Fig. 1/W1), lift piston. Mount second lifting gear for piston (W1) to connecting rod boss (1) and attach to second crane. Carefully turn piston and place on suitable base. Disassembly of piston crown Attach lifting gear for piston (W1, connecting rod shank division) to crane, remove piston pin (2) (02.08.01.nn). Measure small-end bearing (3) (02.09.01.nn) and evaluate (02.03.03.nn).
1.3 2. 2.1
2.2
en / 18.04.2006
IB025305
1/3
Piston Crown
M32
A5.05. 02.06.02.04
2.3 2.4
Loosen hexagon nuts (Fig. 2/5) and remove with piston lower part (12). Clean piston crown (8) and piston lower part (12). Pay attention to cleanliness of contact surfaces of piston parts.
02
Attention:
Check contact surfaces for friction scars and signs of cold welding, contact Caterpillar/ MaK customer service if necessary.
2.5 2.6 2.7
Remove locking ring (9), remove sliding block (10). Check and clean oil bores and sliding surfaces on sliding block (10) as well as piston lower part (12). Determine length projection (I) of piston screws (7) from contact surface; replace piston screw if I > 129.5 mm
en / 18.04.2006
IB025305
2/3
Piston Crown
M32
A5.05. 02.06.02.04
2.8 2.9
Mounting of piston Screw piston screws (if removed) into piston crown and tighten with a torque of M = 10 Nm.
02
2.10 2.11
Mount piston lower part (12), centering hole and dowel pin (11) must coincide. Coat inner thread and contact surfaces of the hexagon nuts (5) with Molykote paste.
2.12
Tighten hexagon nuts (5) crosswise with a torque of M = 30 Nm
2.13
Loosen hexagon nuts again.
2.14
Tighten up tapering of piston screws (7) in piston crown, torque: M = 10 Nm
2.15
Tighten hexagon nuts (5) crosswise with a torque of M = 35 Nm and finally turn through an angle of 90.
2.16
Check: It should not be possible to turn the hexagon nuts any further at a torque of M = 100 Nm!
en / 18.04.2006
IB025305
3/3
Piston
M32/VM32
A5.05. 02.06.04.00
60000, 90000 02.06.01.nn, 02.07.01.nn, 02.08.01.nn, 02.10.01.nn, 02.06.02.nn B1.05.02.9.2601 0 Pers./ 0,00 h
02
-------------------------------------------------------------------------------------------------------------------------------Note:
We have to point out that this maintenance sheet was prepared only for the purpose of maintenance planning. Please contact the Caterpillar/ Kiel Customer Service in time before reaching the 60,000/ 90,000 hours deadline.
Action:
Replacement of all piston skirts (lower part) Replacement of all piston crowns (upper part)
every 60 000 h every 90 000 h
See also documents no. A5.05.02.06.01.nn = Piston (disassembly). A5.05.02.10.01.nn = Piston (assembly). A5.05.02.07.01.nn = Piston rings and grooves (disassembly and assembly). A5.05.02.08.01.nn = Piston pin (disassembly and assembly). A5.05.02.08.01.nn = Piston crown (disassembly and assembly).
en / 25.09.2007
IB025688
1/1
Piston Rings and Grooves

M32
A5.05. 02.07.01.03
30000, 7500 02.06.01.nn B1.05.02.9.2617 1 Pers./ 0,50 h
02
-------------------------------------------------------------------------------------------------------------------------------Inspection:
of one piston and its rings after 7,500 h
Maintenance:
of all pistons and their rings after 30,000 h
Tools:
Piston ring expander W1 6.9227 B
Note:
If the running surfaces of all liners are without scores or high spots or any other damage, and if the parts of the drawn piston are in proper condition, all piston rings free and no heavy wear can be detected, the check of the other pistons can be postponed to a later date, but not beyond a maximum of 30,000 operating hours. During inspection, pay special attention to any sharp edges of the rings, ring tension, rings sticking due to carbon deposits. Do not remove the graphite coating on the piston skirt. After fitting new piston rings, the engine must be driven in according to the driving-in regulation A3.10.01.nn! Built up pistons with chromium-plated first ring groove must only be reconditioned by MaK or MaK contract workshops.
1. 1.1 1.2 1.3 Piston inspection (7,500 h) Open all crankcase covers. Check the running surfaces of the cylinder liners from the crank chamber. Draw the piston from the liner with the worst running pattern (02.06.01.nn). Draw the other pistons too, if the piston rings are stuck or burnt.
en / 30.04.2001
IB021136
1/3

M32
A5.05. 02.07.01.03
30000, 7500 Remove piston rings only with the piston ring expander (Fig. 1/W1). Record position of ring gaps in regard to the installation position of the piston on measuring sheet. Clean the piston rings. Check the chromium layer for wear, particularly at the cut and the opposite side. Renew all rings of this piston if there is no chromium visible in some spots. If the chromium layer of one ring has been worn, check the rings of all pistons.
1.4
02
1.5 1.6
1.7 1.8 1.9
Clean the piston, ring grooves and oil return holes for the scraper ring. Smooth light friction and seazing marks with a fine oily emergy cloth or a fine carborandum stone. In case of heavy damage or deep scores renew the piston. Measure the groove width hN (Fig. 2) in the front area of the groove in the longitudinal and transverse directions of the engine. When exceeding the limits, have the grooves reconditioned by MaK. Measure the ring thickness hR (Fig. 2) at 4 opposite lying points.
1.10
hN1 = new hN2 = worn
en / 30.04.2001
IB021136
2/3

M32
A5.05. 02.07.01.03
30000, 7500 Calculate the limit tolerances and check according to the chart for standard piston ring sets. Ring thickness hR Nominal mm 8 6 10 Groove width hN2 Wear limit mm 8.45 6.45 10.2 Limit hN2 - hR mm 0.5 0.5 0.3
1.11
02
Groove 1 2 3
1.12
Insert piston rings with inscription upwards (Fig. 3/X) and with the ring gaps lying alternately opposite in the ring grooves in engine longitudinal direction. Maintenance (30,000 h) Draw all pistons (02.06.01.nn). Check the state of lubrication and appearance of the running surface of the piston and clean it. Remove the piston rings with the expander (Fig. 1/W1). Record the position of the ring gaps in regard to the installation position of the piston on the measuring sheet. Clean all ring grooves and check wear of the chromium layer. If the chromium layer is worn away in some places, send the piston to MaK for reconditioning. Measure the groove width hN according to operation sequence 1.9. Replace oil scraper ring and all compression rings. Insert piston rings with inscription (Fig. 3/X) upwards and with the ring gaps alternately opposite in engine longitudinal direction in the ring grooves. Fit all pistons (02.10.01.nn).
2. 2.1 2.2
2.3
2.4
2.5 2.6 2.6.1 2.7
en / 30.04.2001
IB021136
3/3
Piston pin
VM32
A5.05. 02.08.01.50
02.06.01.nn, 02.09.01.nn B1.05.02.9.2601 2 Pers./ 1,00 h
02
-------------------------------------------------------------------------------------------------------------------------------Tools:
Mounting/extraction device, piston, consist of: Spacer Cross-piece Turning gear Lever (mounting/extraction device, cylinder liner) Holding device, con-rod eye W1 W1.1 W1.2 W1.3 W2 W10 9.9223 A
1. 1.1 1.2 Turn the piston. Attach the crane to the lever (fig. 1/W2) and lift the piston. Extract holding device (W10) for con-rod eye. Mount with the opening towards the corresponding control side and lock it again in the piston.
W2
W1.1
Attention:
The holding device (W10) must lie on the piston base when being turned and must support the con-rod eye (5)!!
W1.2 4
1.3
Mount turning gear (W1.3) on the con-rod eye (5) and attach to a second crane.
W10 W1.3
en / 15.11.1996
IB003363
1/4
Piston pin
VM32
A5.05. 02.08.01.50
1.4 1.5
Only rotate the piston around the tip of the lever (fig. 1/W2) in the direction shown. Mark the installation position of the lever (W2, extension to control side) on the piston. Dismantle the cross-piece (W1.2) with the spacers (W1.1) and lever (W2). Place the piston on a suitable base and secure it! Disassemble the piston pin. Mark the con-rod eye (fig. 2/5), piston (4) and piston pin (31) for assembly on the correct side. Raise the con-rod eye slightly to relieve the piston pin. Remove the locking rings (32). Push the piston pin (31) out of the piston bore and small end bearing bush (30) without using force.
02
W10 W1.3
1.6 1.7 2. 2.1
A
4 5 31
2.2 2.3 2.4
32
Note:
If the piston pin cannot be pushed out by hand, heat up the piston to 80 C in an oil bath. The piston pin can usually be fitted and removed without heating up the piston. It is possible that the clearances are insufficient in a cold condition in the case of new parts. The overall clearance is only given at operating temperature.
A-A
30 5
31 32
en / 15.11.1996
IB003363
2/4
Piston pin
VM32
A5.05. 02.08.01.50
2.5 2.6 3. 3.1 3.2 3.3
Check the piston pin surface for cracks and damage. Measure the piston pin, small end bearing bush and piston pin bore in the piston (02.09.01.nn). Reassembly Fit a locking ring (fig. 2/32) in the piston bore. Insert the con-rod eye (5) in the piston (4) in such a way that the piston bore and small end bearing bush are flush. Lubricate the piston pin (31) and push it into the piston and small end bearing bush according to the side mark and without tilting it.
02
Note:
If necessary, heat up the piston to 80 C in an oil bath/freeze the piston pin. 3.4 4. 4.1 4.2 Secure the piston pin with the second locking ring (32). Turn the piston to the installation position. Attach the crane to the turning gear (fig. 2/W1.3) or to a second sling and raise the piston. Mount the cross-piece (W1.2) with spacers (W1.1) and lever (W2) according to the mark on the piston.
Note:
When mounting the lever pay attention that: the extension of the lever (W2) and the cylinder mark (fig. 3/40)
face towards the control side!
40
en / 15.11.1996
IB003363
3/4
Piston pin
VM32
A5.05. 02.08.01.50
4.3 4.4
Attach the crane to the shackle on the lever (fig. 1/W2). Rotate the piston in the opposite direction shown in fig. 1.
02
Attention:
The holding device (W10) must lie on the piston base when being turned and must support the con-rod eye (5)!
4.5
Extract the holding device (W10) for the con-rod eye. Mount it with the opening towards the middle of the engine and lock it again in the piston base). Dismantle the turning gear (12) and place the piston on a suitable base.
4.6
en / 15.11.1996
IB003363
4/4
Small-End Bush
Maintenance / Measuring
M32
A5.05. 02.09.01.01
30000 02.03.03.nn B1.05.02.9.2601 2 Pers./ 1,00 h
02
-------------------------------------------------------------------------------------------------------------------------------Maintenance/repairing:
Measure clearance: Renew small-end bush: every 30,000 h if any criteria for exchange is reached
Note:
Exactly inserting a small-end bush is hardly possible with conventional on-board equipment. If possible, this work should be carried out by the MaK works or a contractor. The small-end bush in the connecting rod boss is equipped with a galvanic plated overlay; see 02.03.03.nn. The clearance limits are in general decisive for assessment of the small-end bush (see table). A small-end bush must be replaced only in cases of reaching a clearance limit or the clearance limit will probably be exceeded by the next overhaul.
1. 1.1 1.2 Measure small-end bush Clean piston pin (Fig. 2/1), small-end bush (2) and piston bosses and measure the sizes A, B, and C with suitable measuring device e.g. external or internal micrometer gauge. Determine axial clearance [piston boss distance (size D) and measure bearing thickness (size X)]. In case the clearance limits (see Fig. 1) are reached, the relevant wearing parts are to be exchanged.
en / 13.09.2000
IB021149
1/3
Small-End Bush
M32
A5.05. 02.09.01.01
30000
02
Clearance min. (mm) Piston boss (A) Piston pin (C) Bush (B) Piston pin (C) Boss distance (D) Bush width (X) 0.005 0.12 0.2 Clearance max. (mm) 0.029 0.182 0.8 Limit mm 0.06 0.25 1.1
Fig. 1
D B 2 A
X 1
Fig. 2
en / 13.09.2000
IB021149
2/3
Small-End Bush
M32
A5.05. 02.09.01.01
30000
02
2. Disassemble small-end bush
Y
Note:
The following work should be carried out by MaK works or a contractor. To be carried out on bord in the emergency case only! 2.1 When disassembling the small-end bush make sure, the disassembly is carried out with a minimum of force. The small-end bush must not be pressed out, it has to be made tensionless by careful sawing or milling at the marked position (Fig. 3/Y).
Fig. 3
Attention:
It is decisive to make sure that the surface of the small-end bush bore in the connecting rod boss is not damaged! After taking out, examine the bore surface of the small-end bush carefully for cracks, corrosion pits or other damages. Use a suitable crack testing equipment as Magna-Flux and a magnifying glass. Prior to testing, remove carefully possible piled-up materials. Connecting rod bosses with damaged bore surface may never be reused without prior reconditioning. A reconditioning by MaK is generally possible.
3. 3.1
Assemble the small-end bush Cool a piston bush by means of CO2 snow to approx. -60 C and heat the connecting rod boss in clean oil bath to abt. 80 C (consider the safety provisions!).
Attention:
Make sure the small-end bush in the connecting rod boss is at the right place! The lateral projection (Fig. 2/Z) of the bush has to be equal on both sides!
3.2 3.3
Insert bush into the connecting rod boss. After reaching the normal temperature, the dimensional accuracy and the position of the oil bores and oil grooves are to be checked.
en / 13.09.2000
IB021149
3/3
Piston
Maintenance / Reassembly
VM32
A5.05. 02.10.01.52
01.11.01.nn, 02.06.01.nn, 02.07.01.nn, 02.05.50.nn B1.05.02.9.2601 1 Pers./ 0,50 h
02
-------------------------------------------------------------------------------------------------------------------------------Tools:
Tool W1 - W10 siehe 02.06.01.nn Piston mounting ring Piston guiding device (sheet-metal sleeve) W11 W12 9.9220 B 9.9220 A
Auxiliary material:
Molykote paste G-Rapid Plus * * or a product of equal standard
Note:
To prevent the cylinder liner from coming loose when turning the engine (before the cylinder head is mounted) the cylinder liner always has to be secured by means of the cylinder liner hold-down. (Fig. 4/W4)! After mounting a new piston or new piston rings the engine has to be run-in according to the running-in instructions (A3.10.01.nn)!
1. 1.1 Replace piston rings, if necessary. Dismantle lever (Fig. 2/W2) together with cross-piece (W1.2) and spacers (W1.1). Mark the mounting position of the lever (W2, extension towards camshaft side) on the piston and remove the piston rings. Insert the new piston rings and arrange them so that every other ring joint points to an alternate end of the engine (i.e. they are to be at 180 opposite each other)! Thoroughly lubricate piston rings and piston on the outside.
1.2
en / 27.07.1998
IB004703
1/5
Piston
VM32
A5.05. 02.10.01.52
2.
Loosen the tension bolt (Fig. 1/1) until the piston guiding device (W12) is relaxed and can be guided freely above the piston rings. Grease the thread and the bolt contact surface of the tension bolt (1) with Molykote paste G-Rapid Plus. Place the piston guiding device (Fig. 1/ W12) above the piston ring zone and tighten the tension bolt (1).
02
3.
4.
Attention:
When you tighten the tension bolt make sure the piston rings do not rest on the outer edge of the ring groove. Slightly beat on the piston guiding device to remove possible deformations.
W2
5. Check by turning if the piston guiding device (W12) can still be moved around the piston. Mount the piston mounting ring (Fig. 2/ W11). Mount the piston mounting/extraction device (W1) on the piston as follows: Mount cross-piece (W1.2) with spacers (W1.1) and lever (W2) with extension on the piston in accordance with the piston marking.
W11
6. 7. 7.1
W1.1
W1.2
4 12 5
2
W5
en / 27.07.1998
IB004703
2/5
Piston
VM32
A5.05. 02.10.01.52
Note:
When you mount the lever, make sure: 8. 9. the extension of the lever (W2) and the cylinder marking (Fig. 3/13) are pointing towards camshaft side
02
Attach a crane to the lever (Fig. 2/W2) and lift it up. Check the position of the holding device (W5). On camshaft side it must rest against the inside of the piston (opening pointing towards engine centre) and support the small end (12). If necessary, pull off the small-end holding device (W5), mount it with the opening pointing towards engine centre and engage it in the piston end again.
12
13 14 21 20
Attention:
Remove the protective cap from the oil bore of the con-rod.
3
22
10. 11. 12.
Carefully insert the piston into the cylinder liner. Lower the piston; the piston must not be tilted in the cylinder liner. If necessary, align the piston with the lever (W2) and follow up with the crane. Place the piston guiding device (Fig. 1/W12) onto the piston mounting ring (Fig. 2/W11) so that the guiding device is level. Carefully lower the piston until the parallel pins (Fig. 3/14) are inserted in the bores of the small end (12). Carefully place piston with small end on the con-rod (22) and remove the holding device (W5)! In case the cylinder liner hold-down (Fig. 4/W4) was removed, mount it again on the cylinder liner and screw the hexagon socket screw (6) against the engine block (5) only hand-tight.
13. 14.
en / 27.07.1998
IB004703
3/5
Piston
VM32
A5.05. 02.10.01.52
15. 15.1 15.2
Mounting of piston and con-rod. Grease the threads and contact surfaces of the tension bolts (Fig. 3/20) with Molykote. Place the segments (21) upon the shank partition, insert the tension bolts and tighten the tension bolts alternately with a torque of M = 50 Nm.
02
15.3 15.4 15.5
Mark the positions of the tension bolts with chalk. Remove the con-rod clamping devices (Fig. 4/W3). Screw the flexible head spanners (W8) at both sides onto the big-end bearing cap with the strap. At the side pointing towards the inside of the Vee use an extension (W9) additionally.
20 W4 6 5 W8 W8 W6 21 W3 22
W7 W9
4
en / 27.07.1998
IB004703
4/5
Piston
VM32
A5.05. 02.10.01.52
15.6
Put the flexible head spanners onto the tension bolts (20). Fix the spanners above strap by means of set collars.
02
Attention:
Do not turn the engine with spanners put on!
15.7
Tighten the tension bolts alternately with a torque of M = 250 Nm.
15.8
Check the position of the tension bolt marking visually. It must have reached an angle of rotation = approx. 50 + 10.
15.9 16. 17. 18. 19. 20. 21.
Remove the flexible head spanners (Fig. 4/W8) and the extension (W9) together with straps and set collars. Turn the piston to TDC position whilst following up with the crane. Dismount piston extraction/mounting device (Fig. 2/W1) and lever (W2) with extension, piston guiding device (Fig. 1/W12) and piston mounting ring (Fig. 2/W11). Clean the calibrating ring contact surface (fig. 5/2) in the cylinder liner collar (3). Lower the piston and insert new calibrating ring (2). Mount the cylinder head (01.11.01.nn). Dismount the cylinder liner hold-down (Fig. 4/W4), mount the crankcase doors and close the indicator valves.
en / 27.07.1998
IB004703
5/5
Cooling water distributor housing

VM32
A5.05. 03.02.00.50
01.06.01.nn, 01.10.01.nn, 03.04.01.nn, 03.04.02.nn B1.05.03.9.1110 1 Pers./ 0,50 h
03
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Replace O-rings
Tools:
M16 ring bolt * not illustrated W1*
Auxiliary material:
Vaseline ** ** or a product of equal standard
Sequence of operations: Attention:

It is only possible to remove the cooling water distributor housing (fig. 2/6) when the cylinder liner (03.04.01.nn) has been removed.
Y V
1
X X W
en / 28.04.1998
IB003365
1/4

VM32
A5.05. 03.02.00.50
1. 1.1 1.2
Disassembly of the cooling water distributor housing. Dismantle the corresponding cylinder head and retainer for the exhaust pipe (fig. 2/11). Remove the hexagon bolts (fig. 3/23) on the cooling water distributor and collecting pipeline (24).
03
12 1 13 14 10 11
1.3
Remove the hexagon bolts (fig. 2/10) together with the washers (11). Push the sleeves (16; control air duct) into the adjacent cooling water distributor housing (1). Remove the cheese head screws (fig. 3/ 20). Screw the ring bolts (W1) into the cooling water distributor housing and lift the housing off by means of a crane. Follow up with the crane accordingly! Remove the O-rings (25) on the cooling water distributor and collecting pipeline connection.
1.4
15 16
2
1.5
15
24
Y
25 26 20 W1 20 21 22
23 1 27
20
Z
20 W1 16 14
12
en / 28.04.1998
IB003365
2/4

VM32
A5.05. 03.02.00.50
1.6
Replace the O-ring (fig.4/30) on the air charge opening and the O-ring (fig. 5/40) on the push rod leadthrough (fig.3/21) on the cooling water distributor housing.
03
Note:
Insert all O-rings in the grooves using vaseline and make sure they are not twisted. The sealing ring (fig. 5/44) and O-ring (43) on the cylinder liner collar as well as the O-rings
27 24
25
Fig. 2/13; starting air inlet (fig. 3/14) and the opposite cooling water outlet (26) Fig. 4/27; air charge transfer Fig. 5/22; push rod leadthrough Fig. 6/50; control air transfer are replaced when assembling the cylinder head! The sleeves (fig. 2/12, 14 and 26) must be positioned vertically! The O-ring (fig. 5/41) is replaced when mounting the cylinder liner (42)! 1.7 Pull the sleeves (fig. 2/16) out of the adjacent cooling water distributor (1) housings and replace the O-rings (15).
30
4
W
44 22 43 42 41 21 12
U
50
40
5
2.
Reassembly of the cooling water distributor housing IB003365 3/4
en / 28.04.1998

VM32
A5.05. 03.02.00.50
Attention:
Only mount the cooling water distributor housing (fig. 3/1) when the cylinder liner has been dismantled (03.04.01.nn).
03
2.1
Clean the contact surfaces on the cylinder crank case and carefully lower the cooling water distributor housing with new O-rings onto the cylinder crank case by means of a crane. Follow up with the crane accordingly. Insert the push rods in the push rod leadthrough (22).
2.2
Press the cooling water distributor housing against the cooling water distributor and collecting pipeline (24) and tighten the cheese head screws (20) slightly.
Attention:
Final tightening of the cheese head screws only after mounting the cylinder liner!
2.3 2.4 2.5 2.6 2.7
Mount the cylinder liner (03.04.02.nn) and tighten the cheese head screws (fig. 3/20). Push the sleeves (fig. 2/16) of the starting air duct into the correct position and secure with the hexagon bolt (10) and washer (11). Mount the retainer for the exhaust pipeline (fig. 1/2). Tighten the hexagon bolts (fig. 3/23) on the cooling water distributor and collecting pipeline. Remove the ring bolts (W1) and mount the cylinder head.
en / 28.04.1998
IB003365
4/4
Cylinder Liner
M32
A5.05. 03.03.01.03
30000, 15000 02.06.01.nn, 03.04.01.nn B1.05.03.9.1110, B1.05.03.9.1611 1 Pers./ 0,20 h
03
Personnel qualification: Chief engineer Operating medium: Heavy fuel
-------------------------------------------------------------------------------------------------------------------------------Inspection:
of one cylinder liner after 15.000 h of all cylinder liners after 30,000 h of all cylinder liners after every piston removal, before every removal and after every fitting of the cylinder liner.
W1 1
Tools:
Gauge ruler for cylinder liner W1 9.2084 A Precision inside micrometer W2 *, ** 1.9419 B * not available as figure ** or measuring instrument of equal standard
1. Check the cylinder liner.
2
Note:
Extreme wear can occur on the cylinder liners which has to be evaluated and measured, depending on the operating time and operating conditions (see Fig. 3) 1.1 1.2 1.3 Pull piston (02.06.01.nn). Clean the cylinder liner internally (thoroughly cover the crankcase). Measure the cylinder liner with the precision inside micrometer (W2) at the measuring points longitudinal, transverse and 2 x diagonal to the engine axis, determined by the ruler gauge (Fig. 1/W1) and table (Fig. 2).
1.4 Wear Measuring point 1 2 3 Ref. dimension Longitudinal direction Transverse direction Diagonal Diagonal
en / 18.12.2001
IB021192
1/2
Cylinder Liner
M32
A5.05. 03.03.01.03
30000, 15000 Enter the measured values in the table (Fig. 2) and thereafter determine the wear (d1 - reference dimension d3 etc.). See also measuring sheet in the file "Forms for maintenance reports". When the wear limit, normally in the area of the top dead center of the piston ring (TDC 1st ring), or other limit values indicated in the table are reached (Fig. 3 and Fig. 4), replace the cylinder liner. Reconditioning of the cylinder liners only by Caterpillar/MaK . Cylinder liner wear chart Evaluation criteria Nominal (new) 320,0 + 0,057 Max. out-of-round Wear Gusset height depth * max. number length total width number length depth number length width ** depth * 0.30 1.00 8.00 0.03 3 8.00 4.00 3 180.00 0.03 3 90.00 30.00 0.02 Wear limit (mm) * ** *** Explanation Radius r 3mm In circumferential direction 1: gusset, 2: pocket, 3: scores, 4: TDC 1st ring, 5: canyon
1.5
03
1.6
TDC 1st ring Wedge-shaped indentation across the entire circumference, beginning frm the TDC of 1st piston ring. Individual deep blow-through ducts in the area of the 1st piston ring (TDC). Vertical and linear scores.
Canyon
Scores
Pocket
Irregular indentations.
3 2
***1
en / 18.12.2001
IB021192
2/2
Cylinder liner
VM32
A5.05. 03.04.01.50
30000 02.06.01.nn, 03.03.01.nn B1.05.03.9.1110, B1.05.03.9.1611 1 Pers./ 0,50 h
03
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Remove the cylinder liner Replace the O-ring every 30.000 h
Tools:
Mounting /extraction device for cylinder liners consist of: Lever Clamping plate Tension rod Hexagon nuts W1 W1.1 W1.2 W1.3 W1.4
Attention:
All sealing surfaces of the cylinder liner (fig. 1/3) must be protected against damage!
1. 1.1 1.2 Disassemble the cylinder liner. Remove the piston and cylinder liner holder (02.06.01.nn). Remove the sealing ring (fig. 2/21) and O-ring (20) from the cylinder liner collar.
Note:
The sealing ring (21) and O-ring (20) are replaced when mounting the cylinder head! 1.3 Measure the wear on the cylinder liner.
en / 05.06.2000
IB021905
1/2
Cylinder liner
VM32
A5.05. 03.04.01.50
30000 Mount the mounting / extraction device (fig. 1/W1). To do so: Place the lever (1) with the extension on the cylinder liner collar. Place the clamping plate (W1.2) under the cylinder liner (3). Fix the clamping plate (W1.2) and lever (W1.1) together by means of the hexagon nuts (W1.4) and tension rod (W1.3). Attach the lifting gear and carefully pull out the cylinder liner (3). Follow up with the lifting gear accordingly. Do not tilt the cylinder liner. Align with the lever (W1.1) if necessary. Place the cylinder liner on a suitable base and secure it. Remove the O-ring (fig. 2/22) in the cooling water distributor housing (2). Carefully clean the sealing surface and groove for the O-ring and check for damage. Carefully clean the cooling water area on the cylinder liner collar. Check all sealing surfaces for damage. Clean the cylinder liner support, upper and lower fitting in the cylinder crank case.
1.4 1.4.1 1.4.2 1.4.3
03
W1.1
1.5
1.6 1.7 1.8 1.9
W1.2 W1.4 W1.3

1
1.10 1.11 1.12
21
20 3 22 2
en / 05.06.2000
IB021905
2/2
Cylinder Liner
VM32
A5.05. 03.04.02.50
03.03.01.nn, 03.04.01.nn B1.05.03.9.1110, B1.05.03.9.1611 1 Pers./ 0,50 h
03
-------------------------------------------------------------------------------------------------------------------------------Tools:
Mounting/extraction device for cylinder liners consisting of: Lever Clamping plate Tension rod Hexagon nut W1 W1.1 W1.2 W1.3 W1.4
Auxiliary material:
Vaseline * * or a product of equal standard
Note:
After fitting a new cylinder liner, measure the new cylinder liner before mounting the calibrating ring. Observe the driving-in regulation (A3.10.01.nn)!
1. 2. Clean the inside of the cooling water manifold housing (fig. 1/2). If necessary, replace the O-rings on the push rod lead-through and the air charge opening to the cylinder crankcase (03.02.00.nn). Fit a new O-ring (22) in the groove on the cooling water manifold housing.
en / 24.11.2000
IB003373
1/3
Cylinder Liner
VM32
A5.05. 03.04.02.50
Attention:
Fit the O-ring in the groove using vaseline making sure it is not twisted!
03
3. 4. 5.
Dismantle the mounting/extraction device (W1) from the drawn cylinder liner. Mount the mounting/extraction device (W1) on the cylinder liner which is to be installed (03.04.01.nn). Attach lifting gear to the mounting/extraction device (W1) and guide the cylinder liner (3) into the cylinder crankcase (4). Follow up with the lifting gear accordingly. Do not tilt the cylinder liner. If necessary, use the lever (W1.1) to align it.
5.1
en / 24.11.2000
IB003373
2/3
Cylinder Liner
VM32
A5.05. 03.04.02.50
Note:
Insert the cylinder liner in such a way that the marking (fig. 2/25) for the cylinder liners of Cylinder row A faces towards the side opposite the coupling and Cylinder row B faces towards the coupling side.
03
The marking (26) on the cooling water manifold housing can be used as an alignment aid.
Attention:
The cylinder liner must glide into the fitting on the cylinder crankcase (fig. 1/4) by its own weight!
6. 7.
Dismantle the mounting/extraction device (W1) and measure the new cylinder liner. Mount the piston and calibrating ring.
en / 24.11.2000
IB003373
3/3
Engine Bolting and Unions

M32
A5.05. 03.07.01.00
150 02.02.01.nn, 06.01.01.nn
03
1 Pers./ 2,00 h
-------------------------------------------------------------------------------------------------------------------------------Inspection:
of all bolts, unions and screwed connections for good fitting and leaks.
Note:
This precautionary measure has to be taken once to detect any leaks or slack screwed connections that may result from some parts or gaskets taking a set that could cause damage. When starting up a new unit (150 h) or after big repairs the engine unions and screwed connections are to be inspected for good fitting and leaks.
1. Check for good mounting and leaks of flanged connections, filters, thermostats and pipe clamps of the following systems:
cooling water lubricating oil fuel starting air exhaust gas pneumatic control
2. 3. 4. 5. 6. Ceck the expansion joints and screwed connections of the exhaust manifold for leaks and tight fit and the manifold itself for proper suspension (06.01.01.nn). Check the tight fitting of the suspensions and unions in the charge air manifold. Retighten the fixing bolts of the brackets of the injection pump control rods and check the locking washers and pins of the connection joints. Check the monitoring and control equipment for good fitting. Cables and signal pipes must not scrab against any part. Check the foundation bolts and chocks by knocking. Measure the crank web deflection after tightening slack foundation bolts (02.02.01.nn). Torque values can be obtained at the MaK customer support. Check elastic bedding elements for damages.
7.
en / 05.10.2001
IB002385
1/1
Camshaft Bearing
VM32
A5.05. 04.01.01.50
30000, 15000 02.01.01.nn, 04.01.02.nn B1.05.04.9.3122, B1.05.04.9.3123 1 Pers./ 0,20 h
04
-------------------------------------------------------------------------------------------------------------------------------Inspection:
Bearing clearance of one camshaft bearing after Bearing clearance of all camshaft bearings after 15,000 h 30,000 h
Note:
Camshaft bearings are not subjected to load changes. The load on the bearing occurs exceptionally in the lower contact area and is relatively heavy in this area. Smooth overload along the edges is not unusual.
1. 1.1 1.2 Check the camshaft bearing clearance. Open corresponding inspection glass lid of the camshaft door. Measure clearance camshaft bearing / bearing neck. New clearance mm 0.23 - 0.37 Clearance limit mm 0.5
Note:
With reaching the clearance limit the camshaft bearing is to be replaced (Caterpillar-customer support) and the clearance of all camshaft bearings are to be checked. Check running surface of the bearing necks of the corresponding camshaft bearings.
en / 10.01.2001
IB022819
1/1
Camshaft Bearing
VM32
A5.05. 04.01.02.51
30000, 15000 02.03.03.nn, 04.04.01.nn B1.05.04.9.3122, B1.05.04.9.3123 1 Pers./ 0,20 h
04
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Check the running surface of one camshaft bearing and the corresponding bearing journals from the first cylinder onwards Check the running surface of all the camshaft bearings and the corresponding bearing journals from the first cylinder onwards 15,000 h
30,000 h
Tools:
refer to 04.04.01.nn
Note:
The camshaft bearings are only subject to stress in the lower contact area where the stress is relatively high. Slight pressure on the edges is normal!

Inform Carterpillar Customer Service for maintenance of the camshaft bearing between the camshaft gear wheel and the first cylinder.
1.
Check the running surface of one camshaft bearing and the corresponding bearing journal from the first cylinder onward
Attention:
Secure the vibration damper (fig. 1/2) before disassembly of the camshaft bearing for the last cylinder!
1.1
Dismantle the camshaft section of the respective cylinder. Refer to 04.04.01.nn.
en / 06.02.2001
IB022830
1/4
Camshaft Bearing
VM32
A5.05. 04.01.02.51
30000, 15000 Mount the mounting / extraction device for camshaft sections on the corresponding left hand / right hand camshaft section and bring it into position. Remove the hexagon bolts (fig. 1/5) from the bearing journal which is to be checked. Pull out the bearing journal (3) without tilting it! Check the running service of the bearing journal and replace the journal if there is any scoring. Check the camshaft bearing (1) and dismantle it in the event of: a poor contact pattern pressure on the edges scoring,
1.2 1.3 1.4 1.5 1.6
04
To do so: 1.6.1 Loosen the locating screwing (4) and remove the camshaft bearing. Also check the back of the bearing.
2. 2.1 2.2
Reassembly Insert the camshaft bearing and align it with the locating screwing (4). Tighten the locating screwing (4) at a torque of M = 60 Nm.
2.3
Lubricate the outside of the bearing journal.
Note:
The bearing journals are equipped differently with straight pins according to the firing order and the cylinder to which they belong. 2.4 2.5 Fit the bearing journals of cylinder row A and B with straight pins (fig. 1/7) according to the pin code (fig. 2 /fig. 3) and insert them in the camshaft bearing correct left to right. Further assembly: refer 04.04.01.nn.
en / 06.02.2001
IB022830
2/4
Camshaft Bearing
VM32
A5.05. 04.01.02.51
30000, 15000 Cylinder row A Bearing journal number Pin in bore coupling side X 2 3 4 5 6 7 8 1 Bearing journal A1 coupling side X opposite side of coupling Y opposite side of coupling Y 1 1 1 1 1 1 1 -
04
A1 A2 A3 A4 A5 A6 A7 A8
en / 06.02.2001
IB022830
3/4
Camshaft Bearing
VM32
A5.05. 04.01.02.51
30000, 15000 Cylinder row B Bearing journal number Pin in bore coupling side X 1 1 1 1 1 1 1 1 Bearing journal B1 opposite side of coupling Y coupling side X opposite side of coupling Y 2 3 4 5 6 7 8 -
04
B1 B2 B3 B4 B5 B6 B7 B8
en / 06.02.2001
IB022830
4/4
Bottom part for Valve Mechanism

VM32
A5.05. 04.02.00.01
See also: Spare parts list: Time requirement: B1.05.04.9.3502 2 Pers./ 0,50 h
04
Personnel qualification: skilled engine hand / Assistant engine hand Operating medium: Every fuel
-------------------------------------------------------------------------------------------------------------------------------Tools:
Torque wrench (100-400 Nm) Mounting bolts (2x) W1* W2 1.9454-400 9.9104 A
Also needed:
G-Rapid Plus ** Molykote Paste Vaseline ** * not shown ** or comparable product
Sequence:
1. 1.0.1 1.0.2 1.0.3 1.0.4
Disassembly Remove respective camshaft cover. Take off cylinder head cover. Turn inlet and outlet radial cam to the base circle position (unload rocker arm.) Take off rocker arm bracket (01.02.01.nn) (if necessary, move up).
en / 15.10.2004
IB023923
1/5

VM32
A5.05. 04.02.00.01
1.0.5 1.0.6 1.0.7
Turn injection cam to base circle position (unload rocker arm.) Remove respective injection pump (Abb.1/1) (07.02.01.nn). Take out plunger rod (15), spring (16), spring collar (17), and spring guide (18).
04
Note
Mark pushrods (Fig.2/2) and their positions to prevent them from being switched up during assembly.
1.1 1.2 1.3
Remove pushrods (2). Remove one retainer clip (4) each for oil tubes (5) on either side of the cam follower bracket to be removed. Insert both oil tubes (5) a short distance into the rocker shaft bore and remove by tilting slightly.
en / 15.10.2004
IB023923
2/5

VM32
A5.05. 04.02.00.01
1.4
Remove the two upper mounting bolts (7) with washer (8) of cam follower bracket (3) and replace
04
withmounting bolts (W2) - tigthten by hand.
Attention:
Inorder to prevent damage to cam followers (9) and their rollers (10) during disassembly, cam followers (9) should be supported using timbers.
en / 15.10.2004
IB023923
3/5

VM32
A5.05. 04.02.00.01
1.5 1.6 1.7 1.8 1.9
Remove the two bottom mounting bolts (7a) and washers (8a). Carefully pull cam follower bracket (3) up to the stop (bolt head). During this process, always make sure rollers (10) are not damaged. Attach cam follower bracket (3) to the crane using a sling and remove mounting bolt (W1). Remove plates (11). Set cam follower bracket (3) down on appropriate surface.
04
2.
Assembly:
Note
When assembling can follower bracket (3), the cam followers (9) must be lifted so that rollers (10) come to rest on cams (12).
2.1 2.2
Attach cam follower bracket (3) to the crane using a sling and move into place carefully. Insert plates (11) according to the illustration.
Note
Treat all threads lightly with Molykote before assembly. Check all contact areas and points for cleanliness and damage.
2.3 2.4 2.5 2.6
Insert mounting bolts (W2) into the upper two mounting bores and tighten by hand. Take sling off and place cam follower bracket (3) into position with cam followers (9) (wooden support). Insert lower mounting bolts (7a) with washers (8a) and tighten slightly. Remove mounting bolts (W2) and replace with upper mounting bolts (7) with washers (8).
en / 15.10.2004
IB023923
4/5

VM32
A5.05. 04.02.00.01
2.7
Tighten mounting bolts (7/ 7a) incrementally working crosswise until a torque of M = 300 Nm has been reached.
04
2.8 2.9 2.10 2.11 2.12 2.13 2.14 2.15 2.16
Treat new O-rings (13) slightly with vaseline and insert the rings into the oil pipe grooves without twisting them. Insert oil pipes (5) into rocker arm shaft (6) and secure with retainer clip (4). Insert pushrods (2) according to their markings (note: page 1/5.) Treat plunger rod (Fig.1/15), spring (16), spring collar (17), and spring guide (18) lightly with Molykote and position parts appropriately. Install injection pump (1) (07.02.01.nn). Install rocker shaft bracket (01.02.01.nn) . Check valve clearance (01.01.01.nn). Start pre-lube pump and check oil pipes for leaks. Install cam shaft cover.
en / 15.10.2004
IB023923
5/5
Camshaft
Repair / Disassembly and reassembly
VM32
A5.05. 04.04.01.52
01.01.01.nn, 01.02.01.nn, 04.08.03.nn B1.05.04.9.3122, B1.05.04.9.3123 1 Pers./ 3,00 h
04
-------------------------------------------------------------------------------------------------------------------------------Tools:
Mounting / extraction device for camshaft section consisting of: Grip Adjustment bar Fine adjusting devices Locking lever 100 - 400 Nm torque wrench 1/2 changeover ratchet Tool holder Attachment screw W1 W1.1 W1.2 W1.3 W1.4 W4 * W5 * W6 W 6.1 9.9230 B
1.9454-400 1.9459-033 9.2103 A
* not illustrated
Auxiliary material:
Molykote paste "G rapid plus" ** "Dirco 610.020" sealing compound ** ** or a product of equal standard

The camshaft is not allowed to be turned after a camshaft section has been removed! The section which has been removed must always be refitted before dismantling a further section!
en / 05.01.2006
IB023956
1/6
Camshaft
VM32
A5.05. 04.04.01.52
1. 1.1
Disassembly Dismantle all valve covers on the respective side of the engine. Open the indicator valves and dismantle the respective camshaft covers.
04
Note:
To be dismantled, the camshaft sections of cylinder bank A must only be displaced towards the free end of the engine. When dismantling a camshaft section of cylinder bank B, the camshaft sections remaining in the engine must be displaced accordingly towards the free end / driving end of the engine. The gear casing cover must also be removed when disassembling the camshaft section of cylinder 1. 1.2 1.2.1 1.3 1.4 Only carry out operating sequence 1.2.1 when working on the camshaft of cylinder bank B. Remove the cover (fig. 1/2) at the free end of the engine and remove all sealing compound from the cover and the engine block. Dismantle all rocker arms to relieve the corresponding camshaft (cylinder bank A or B) (01.02.01.nn). Dismantle the pushrods of the corresponding camshaft section, lift the cam follower of the inlet and exhaust valves off the cam and secure them with wire.
1.5
Dismantle the injection pump (07.02.01.nn) of the respective cylinder; furthermore, in case of reIB023956 2/6
en / 05.01.2006
Camshaft
VM32
A5.05. 04.04.01.52
pair on Cylinder bank A Dismantle the injection pumps of all cylinders arranged in way of the free end of the engine. Cylinder bank B Dismantle the injection pumps of all cylinders of side B. 1.6 Loosen all hexagon bolts (fig. 2/18) on the camshaft section which is to be replaced and remove them.
04
1.7
Turn the camshaft to make hidden hexagon bolts accessible, making sure that the inlet and exhaust cams are more or less in a horizontal position before loosening the last hexagon bolts.
Note:
Secure the vibration damper (20) when dismantling the camshaft section of the last cylinder!
Attention:
en / 05.01.2006
IB023956
3/6
Camshaft
VM32
A5.05. 04.04.01.52
The engine must no longer be turned!
04
1.8
Fit tool holder (fig. 3 /W2) as shown in the figure onto the stud bolts of the camshaft cover retainers and tighten with hexagon nuts (5). Insert the mounting/extraction device (W1) with adjustment bar (W1.2) into the tool hoder (W6) and tighten well using attachment screws (W6.1). Pull the locking lever (W1.4) and use the grip (W1.1) to press it down until the fine adjusting devices (W1.3) lie firmly (without pressure) on the camshaft section (4). If necessary, adjust the fine adjusting devices and bring the locking lever (W1.4) into the locking position and lock it. Cylinder bank A camshaft Push the remaining part of the camshaft at free end including the bearing journal, axially up to 20 mm to the left (free end of the engine). Displace the camshaft section which is to be replaced in such a way that it lies between the straight pins (fig. 2/15). Cylinder bank B camshaft Push the remaining left-hand and righthand camshaft components, including the bearing journal, axially up to 10 mm to the left / right. The camshaft section which is to be replaced must lie between the straight pins (fig. 3/15).
1.9
1.10
1.11
Attention:
Do not use any force when displacing the camshaft. Check the clearance of the cam followers if there is a restriction!
en / 05.01.2006
IB023956
4/6
Camshaft
VM32
A5.05. 04.04.01.52
Note:
The camshaft section which has been removed is held in the engine by the mounting/extracting device. 1.12 Pull the locking lever (fig. 3/W1.4) and lift the grip (W1.1) to a horizontal position. Lock the locking lever in the adjustment bar (W1.2) in this position. Attach the camshaft section (4) to a crane by means of a sling. Roll the camshaft section (4) up to the opening of the casing, press over the casting projections on one side and lift out. Set down onto a suitable surface.
04
1.13 1.14
2. 2.1 2.2 2.3
Reassembly Place the camshaft section (4) on the grip (W1.1) by means of the crane and roll it into the engine block as far as possible. Remove the sling, pull the locking lever (W1.4), lower it by means of the grip and raise the camshaft section (center of camshaft axis). Lock the locking lever in the bearing block. Raise / lower the camshaft section towards the center of the camshaft axis by means of the fine adjusting devices and align the bore (fig. 2/23) in the flange with the straight pin (15) of the bearing journal on the free end.
Note:
No pressure is allowed to be applied when pushing together the camshaft sections. If necessary, optimize the height of the camshaft section. 2.4 Cylinder bank A camshaft Push the camshaft section without pressure flush against the bearing journal on the driving end. Push the rest of the camshaft including the bearing journal, axially, without pressure, to the right (driving end). It must lie flush on the camshaft section. Cylinder bank B camshaft Push the camshaft gearwheel (fig. 1/5) with the bearing journal (22) and, if applicable, the camshaft sections from the driving end and the remaining camshaft from the free end against the camshaft section which has been fitted. The straight pins in the bearing journals and the recesses must hold the camshaft section securely. 2.5 Apply Molykote to the thread and contact surfaces of the hexagon bolts (fig. 2/18). Insert the hexagon bolts (18) as far as possible and tighten them finger-tight.
en / 05.01.2006
IB023956
5/6
Camshaft
VM32
A5.05. 04.04.01.52
2.6
Dismantle the mounting / extraction device (fig. 3/W1).
04
Note:
The engine can now be turned again! 2.7 Fit the remaining hexagon bolts (fig. 2/18) and tighten them finger-tight. Turn the engine if necessary. Tighten the hexagon bolts (18) by progressive stages, crosswise, at a torque of M = 210 Nm Make the hidden hexagon bolts accessible by turning the camshaft. 2.8 2.9 2.10 2.11 2.12 2.13 Apply a thin film of sealing compound to the contact surface of the cover (fig. 1/2) and mount it. Check the axial play of the camshaft gear wheel (04.08.03.nn). All injection cam followers must be raised! Mount all injection pumps (07.02.01.nn). Mount the rocker arms (01.02.01.nn) and check the valve clearance. Close the indicator valves and check the lubricating oil passage. Check the gaskets and mount the camshaft covers, valve covers as well as the gear casing cover if it has been removed.
en / 05.01.2006
IB023956
6/6
Timing Gear Train

VM32
A5.05. 04.08.01.51
15000, 3750 02.01.01.nn B1.05.03.9.1112, B1.05.04.9.5140, B1.05.08.9.8450 1 Pers./ 0,50 h
04
-------------------------------------------------------------------------------------------------------------------------------Inspection:
of tooth faces and oil nozzles firm seating of locking ring on intermediate wheel axle axial clearance of intermediate wheel every 3.750 h
every
15.000 h
Tools:
Torque wrench 100 - 400 Nm Changeover ratchet 1/2" Dial gauge with holder * no illustration W1 * W2 * W3 * 1.9454-400 1.9459-033
Auxiliary material:
Molykote-paste G-Rapid ** ** or a product of equal standard
1. 1.1 1.2 Inspection of tooth faces and oil nozzles Dismantle the gear casing covers on both sides of the engine. Check the tooth faces of both camshaft gear gear wheels (Fig. 1/1, 4),the intermediate wheel (3) and the crankshaft gear wheel (5). Measure the tooth clearance between intermediate wheel and camshaft gear wheels (x) and between intermediate wheel and crankshaft gear wheel (z). Set-points 1.4 1.5 x = 0,19 - 0,38 z = 0,31 - 0,43
1 X 2 5 Z 2 X
1.3
1.4 Check function and tight fit of oil nozzles (2). 1.5 Check the gaskets and mount the gear casing cover.
en / 05.06.2000
IB021951
1/2
Timing Gear Train

VM32
A5.05. 04.08.01.51
15000, 3750 6. Check the axial clearance s of the intermediate wheel (Fig. 2/3). Dismantle the protective hood for the flywheel and the cover (10) with the gasket. If necessary, loosen the drainage pipe (15) and the bearing blocks (12) for the control rod (13). Pull the intermediate wheel (3) against the cylinder crankcase towards the coupling side. Mount the dial gauge together with the holder. Place the dial gauge on the intermediate wheel (3) and set to O. Push the intermediate wheel toward the opposite side of the coupling and determine the axial clearance s. Set-point s = 0,3 - 0,6 mm
2. 2.1 2.2 2.3 2.4 2.5
04
Inform the MaK after-sales service in case the tooth faces are damaged or the allowable set-points(tooth clearance, axial clearance) are not observed. 2.6 2.7 2.6 Check the gasket on the cover (10) and replace it, if necessary. Mount the cover together with the gasket. 2.7 Mount the protective hood on the flywheel and - if removed at all - mount the drainage pipe (15) and the bearing blocks (12) for the control rod (13).
A-A
3
12 13
15 10
A W
s
en / 05.06.2000
IB021951
2/2
Governor Drive
VM32
A5.05. 04.08.03.51
15000 04.04.01.nn B1.05.03.9.1110, B1.05.04.9.4111 1 Pers./ 2,00 h
04
-------------------------------------------------------------------------------------------------------------------------------Inspection:
Contact pattern on helical gear wheel every Contact pattern on intermediate gear wheel Serration of governor drive shaft End float of camshaft gear wheel 15.000 h
Tools:
Torque wrench 40 - 180 Nm Shift ratchet 1/2" * not illustrated W1 * W2 * 1.9454-040 1.9459-033
Auxiliary material:
Molykote paste G-Rapid Plus ** Sealing compound Dirco 610.020 ** ** or a product of equal standard
1. 1.1 1.1.1 1.1.2 Disassembly Loosen the governor linkage from the governor (fig. 1/1), to this end: Arrest the stop lever in stop position. Remove the prevailing torque type nut (1) with spacer sleeve (4), bolt (6) and washer (2). Put aside the spring element (7). Remove hexagon head screws (11) and lift up the governor (10).
1.1.3 1.2
en / 18.10.2001
IB020902
1/4
Governor Drive
VM32
A5.05. 04.08.03.51
15000 Remove hexagon head screws (fig. 2/20) with spacers (21) and hexagon head screws (22).
1.3
04
1.4
Attach the governor drive housing (23) to a crane by means of a sling and carefully lift up from the engine block
Attention:
Danger of damage to lubricating oil passage sleeve fig. 3/30) and O-rings (31). Mind the cylindrical pins (32).
1.5 1.6
Put the governor drive housing (fig. 2/23) onto a suitable base. Remove gasket (24) and clean the contact face on the engine block.
en / 18.10.2001
IB020902
2/4
Governor Drive
VM32
A5.05. 04.08.03.51
15000 Check the gear flanks of the helical gear wheels (fig. 4/40, 41) for pittings, skewing or break off. Check the intermediate gear wheel (42).
1.7
04
1.8 1.9
Check the serration of governor drive shaft (43) and governor (fig. 1/10) for wear, if necessary clean it. Check all oil lubrication bores for lubrication of the governor drive shaft and the helical gear wheels for free passage.
en / 18.10.2001
IB020902
3/4
Governor Drive
VM32
A5.05. 04.08.03.51
15000 Reassembly Provide the lubricating oil passage sleeve (fig. 3/30) with new O-rings (31). Put gasket (24) onto the engine block.
2. 2.1 2.2
04
Attention:
It is absolutely necessary to reuse the old gasket or use a gasket of same material thickness!
2.3
Carefully put the governor drive housing (fig. 2/23) onto the engine block by means of a crane. In doing so absolutely mind the lubricating oil passage sleeve (fig. 3/30), gasket (24) and cylindrical pins (32). Insert screws (fig. 2/20) with spacers (21) and screws (22). Firmly tighten screws (20) and (22) crosswise. Daub the contact face for the governor with "Dirko 610.020". Put the governor (fig. 1/10) onto the contact face of the governor drive (fig. 2/23).
2.4 2.5 2.6
Note:
The serration of the governor shaft must smoothly slide into the serration of the governor drive shaft (fig. 4/43). 2.7 2.8 Insert and firmly tighten screws (fig. 1/11). Mount the governor linkage in reversed disassembly sequence. If required readjust the governor (see also Governor adjustment, Book C).
en / 18.10.2001
IB020902
4/4
Vibration Damper on Camshaft

VM32
A5.05. 04.09.01.52
15000
04
-------------------------------------------------------------------------------------------------------------------------------Tools:
40-180 Nm torque wrench * not illustrated W1* 1.9454-040
Auxiliary material:
Note:
The vibration damper must be replaced by a new one after 15,000 operating hours!
~
1. 1.1 1.2 1.3 2. 2.1 2.2
Safety note!
Attention, there is a risk of injury! Never open a vibration damper.
Disassembly Completely remove the camshaft cover of the last three cylinders. Remove the hexagon bolts (3) and resilient sleeves (2). Support the vibration damper (1). Pull it off the intermediate piece (4) and remove it. Reassembly Clean the support surface of the vibration damper (1) and the intermediate piece (4). (Free from grease). Apply Molykote paste to the contact surface and thread of the hexagon bolts (3).
en / 30.11.2006
IB024242
1/2
Vibration Damper on Camshaft

VM32
A5.05. 04.09.01.52
15000 Push the new vibration damper (1) onto the intermediate piece (4). Mount the hexagon bolts (3) together with the resilient sleeves (2). Tighten the hexagon bolts (3) at a torque of M = 50 Nm.
2.3 2.4
04
2.5
Apply Molykote paste to the contact surface and thread of the loosened hexagon bolts (5) and tighten at a torque of M = 210 Nm.
2.6
Check the gasket on the camshaft cover and replace if it necessary. Mount the complete camshaft cover for the last three cylinders together with the gasket.
en / 30.11.2006
IB024242
2/2
Control shaft bedding

Maintenance / Checking
M32
A5.05. 05.01.02.00
1500 B1.05.04.9.4110, B1.05.05.9.4210, B1.05.05.9.4523 1 Pers./ 0,20 h
05
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Oil control shaft after 1.500 h
Auxiliary material:
Multi-purpose grease or lubricating oil according to A4.05.08.nn
1. 2. Remove control shaft/injection pumps and control station covers. Check control shaft and spindle to emergency-off lever and oil bearing areas slightly with lubricating oil.
Attention:
After cleaning with fat dissolving agents, all bright-metallic components are to be oiled slightly. Care has to be taken that all cleaned bearings are thoroughly greased.
3.
Grease the following bearings with multi-purpose grease: - swivel heads of the intermediate shaft between shaft and control station and control shaft - swivel head of spring link between control shaft and regulator Remove excessive gease.
Note:
At V-engines the swivel heads of the intermediate shaft of both control shafts are to be greased. 4. 5. Oil all moving bearings of the swivel arm between control shaft and injection pump slightly. Assemble covers.
en / 30.05.2000
IB021386
1/1
Starting Valve
M32
A5.05. 05.02.01.02
7500 A3.05.nn B1.05.05.1.4906 1 Pers./ 1,20 h
05
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
of the starting valve every 7.500 h
Tools:
Fork wrench * not available as figure W1* 0.9105 A
Auxiliary material:
Molykote paste G-Rapid ** ** or a product of equal standard
~
Note:
Safety note: Danger of accident! Be careful during disassembly! Position (Fig. 2/17) is under spring tension.
All pneumatic elements are lubricated with a special grease (see A4.05.08.nn; multi-purpose grease) which ensures sufficient lubrication for several years. In the event of a repair only this grease may be used. If other lubricants are used, the function of the components cannot be guaranteed.
en / 30.05.2000
IB021402
1/4
Starting Valve
M32
A5.05. 05.02.01.02
7500
1. 1.1 1.2 Close the main shut-off valve on the air receiver. Vent the air pipes on the engine. Disassemble all pipework and cable connections from the starting valve.
05
Disassembly:
2. Unscrew the screws (Fig. 1/1) and disassemble the starting valve from the engine.
en / 30.05.2000
IB021402
2/4
Starting Valve
M32
A5.05. 05.02.01.02
7500 Disassemble the protective cover (Fig. 2/2). Disassemble the silencer (3) and remove the solenoid (4). Disassemble the armature (5) by slackening the screw connection (6). Pay attention to the spring (7). Slacken the screw connection (8) and pull out the emergency actuation knob (9). Pay attention to the spring (10). Disassemble screw connection (11) and nut (12). Disassemble piston (13) by means of the fork wrench (W1).
3. 3.1 3.2 3.3 3.4 3.5
05
Note:
When disassembling nut (12) and piston (13) secure the spindle (14) against being dragged along. To this end put a wrench through the air duct (15) on the key face of the spindle (14) and counterhold it. 3.6 3.7 4. Unscrew the hexagon socket screws (16) and disassemble flange (17). Pay attention to the spring (18). Remove the spindle (14) completely from the casing. Clean the casing by means of gas oil. Check the sliding surfaces for rust formation, if necessary carefully rework with polishing cloth.
en / 30.05.2000
IB021402
3/4
Starting Valve
M32
A5.05. 05.02.01.02
7500
Reassembly:
5. 5.1 5.2 5.3 Renew all O-rings, piston guide ring (19) and other sealing rings. Grease the sliding surfaces slightly. Insert a new, completely assembled spindle (14). Assemble all valve parts in inverse disassembly order. Assemble the emergency actuation knob (9) with a new spring (10) and a new O-ring (20).
05
Note:
Daub the threads of all fixing screws slightly with Molykote paste "G-Rapid". 5.4 5.5 5.6 6. 7. Put the finish assembled valve onto the engine. Firmly tighten the screws (Fig. 1/1).. Mount all pipe and cable connections. Mount the protective cover (Fig. 2/2). Open the main shut-off valve on the air receiver. Carry out a functional and leakage test with starting air.
en / 30.05.2000
IB021402
4/4
Control shaft
M32
A5.05. 05.08.01.00
7500
05
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Replacement of bushes every 7.500 h
6
1. 1.1 Dismount the bushes (1).
8
Dismount linkage between injection pump control shaft (Fig. 1/7) and hinged lever (8) of control shaft. Remove bracket (6) from hinged lever. Remove bushes (Fig. 2/1) from bracket (6). Mounting of bushes (1). Insert new bushes (1) in bracket (6). Mount bolt (3), washers (4 and 5) and nut (2) to connect the bracket (6) to the hinged lever.
1.2 1.3
2. 2.1 2.2
Attention:
Tighten the nut (2) until the connection between bracket (6) and hinged lever is smooth. When you tighten the nut make sure the bushes (1) are not twisted.
en / 30.05.2000
IB021423
1/2
Control shaft
M32
A5.05. 05.08.01.00
7500 Mount bolt (3), washers (4 and 5) and nut (2) to connect the bracket (6) to the injection pump control shaft.
2.3
05
X
2 4
8 1
6 5 3
2
Attention:
Tighten the nut (2) until the connection between bracket (6) and injection pump control shaft is smooth. When you tighten the nut make sure the bushes (1) are not twisted.
en / 30.05.2000
IB021423
2/2
Compressed Air System

M32/M282/M332C/M452/M453C/M551/M552C/M601/M601C
A5.05. 05.09.01.00
750
See also: Spare parts list: Time requirement: B1.05.10.n.861n 1 Pers./ 0,50 h
05
-------------------------------------------------------------------------------------------------------------------------------Inspection:
Check control air lines and fittings for tightness and proper function.
Note:
During the checks air must be admitted to the piping. In rather rare cases leakages can be stated by noise; normally an air detector will be required to find the leakages. The interval for draining results from the water quantity stated that depends on air consumption, temperature and operating site.
Drain pipes and air vessel. The drain cocks are fitted at lowest points on the inclined side of the pipes. lnspect the piping visually and check for tight fit of the fittings and tightness of the screwed connections.
Notes:
When fitting new pipes, the following must be observed: Use either seamless steel pipes or copper pipes (against corrosion) for the control piping. Steel pipes must not be corroded nor have any other fault impairing their good operation. Only copper pipes are permitted for the pneumatic remote control. All pipes have to be laid as straightlined as possible without water pockets. Water pockets which cannot be avoided must have a draining socket with plug at the lowest point. The radius of pipe bends must be as large as possible. All pipes are to be bent in a cold condition. Never fill the pipes with sand or similar material for bending. Fit the bent pipes carefully and free them from any scale or other impurities before mounting them on the engine.
en / 05.06.2000
IB022014
1/2
Compressed Air System

M32/M282/M332C/M452/M453C/M551/M552C/M601/M601C
A5.05. 05.09.01.00
750
05
Keep the number of pipe connections and the resulting sealing points as low as possible. The use of red lead, varnish or white lead is not permitted because this would make a later undoing of the connections more difficult and disintegrated particles might enter the air ducts and cause damage. If any pipes do not properly fit together they must be rebent so that they can be laid without tension. Blow through them with compressed air after bending.
Attention:
Assembly work must be done with extreme care and cleanliness. Even the slightest dirt particles in the lines could entail failure of the control units.
en / 05.06.2000
IB022014
2/2
Control Valves
M32/M282/M332C/M452/M453C/M551/M552C/M601/M601C
A5.05. 05.09.05.00
30000, 15000
See also: Spare parts list: Time requirement: B1.05.10.n.861n 1 Pers./ 2,00 h
05
-------------------------------------------------------------------------------------------------------------------------------Inspection:
After two years carry out a random test of the high pressure valves, after four years of the low pressure valves. In case of deficiencies reconditon all control valves.
Note:
Low pressure valves: High pressure valves: < 10 bar > 10 bar
Special grease for all control units see MaK Lubricant Recommendations A4.05.08.nn. The use of other lubricants may be in detriment of the function of the fittings. General instructions for maintenance see Description to Functional Diagram in book C, section 1. There will result a certain cycle for control or inspection depending on kind and function of the individual control units. Regulating units (pressure reducers) must be checked in their circuit after maintenance work for their setting values and must be reset if required. See to it that no air is available at the components to be disassembled or that no air can be admitted to these. Prior to disassembly operations and where required measure and mark the position of valves, lengths of levers and lever travels of, e.g., actuators, limitations by set screws, and so on. Do not dismantle control fittings at random since the built-in springs are sometimes prestressed. In case there is available a screw or nut for adjustment of the prestress, slacken these completely. Thoroughly clean the individual parts and exchange wear parts. During assembly slightly grease rubber rings and their sliding surfaces with the grease prescribed.
en / 05.06.2000
IB022029
1/1
Compressed-Air Filter
M20/M25/M32/M43/M453C/M552C/M601C
A5.05. 05.09.06.00
24, 7500
05
-------------------------------------------------------------------------------------------------------------------------------Maintenance/cleaning:
Drain compressed-air filter: Disassemble and clean compressed-air filter: Disassemble and clean compressed-air filter: every initially every 24 h 150 h 7,500 h
Auxiliary material:
Nitro-Solvents * * or a product of equal standard
~
Note:
Safety note: Close feed air lines and depressurize air system before every disassembly!
It is to be checked to what extent following units/systems (emergency stop) in the circuit are affected in their functioning by the execution of the disassembly and cleaning measures!
en / 30.05.2000
IB021438
1/2
Compressed-Air Filter
M20/M25/M32/M43/M453C/M552C/M601C
A5.05. 05.09.06.00
24, 7500
1. 1.1 1.2 2. 2.1 2.2 2.3 2.4 2.5 2.6 Drain compressed-air filte Loosen drain plug (7) and empty filter completely. Close drain plug. Disassemble compressed-air filter and clean Loosen drain plug (7) and drain filter completely. Close compressed-air feed line and secure. Relieve compressed-air filter via drain plug. Loosen housing cap (5) and remove, check O-ring (1) and replace if necessary. Loosen Phillips screw (4), remove with guide (3) and filter element (2). Remove locking ring (8), unscrew drain plug and check O-ring (6), replace if necessary. Clean all disassembled parts and check for reuse. Assemble compressed-air filter in reverse sequence. Open shut-off valve in the compressed-air supply line. Close drain plug after a short while. 8 7 6 2
05
1
3 4 5
2.7 2.8 2.9
en / 30.05.2000
IB021438
2/2
Exhaust Manifold
VM32
A5.05. 06.01.01.52
7500
06
-------------------------------------------------------------------------------------------------------------------------------Inspection:
Check the exhaust manifold for leakage every 7,500 h
Auxiliary material:
"Dag S 5080" high-temperature thread paste * * or a product of equal standard
Note:
Also check the exhaust piping after the exhaust gas turbine within the scope of this inspection. In case of severe exhaust gas turbine vibrations or noise the flange connection of the exhaust piping after the turbine must be slackened and the tension of the piping has to be checked. To prevent any damages to the expansion joints, they must not be subjected to bending or radial forces during disassembly and reassembly. A slight pretension (expansion approx. 3-5 mm) in an axial direction is attained during installation by tightening the expansion joints. "Dag S 5080" high-temperature thread paste must be used on all bolts to avoid sticking due to heat.
Sequence of operation:
1. Remove the covering from the exhaust manifold.
~
2. 3.
Safety note! Beware, danger of getting burnt! Check the temperatures and let the exhaust piping cool off sufficiently before working on the exhaust manifold! Check all screwed connections for firm seating. Accumulation of soot on flanges and expansion joints is in an indication of leakages.
en / 26.01.2001
IB022965
1/3
Exhaust Manifold
VM32
A5.05. 06.01.01.52
7500 Exchange damaged exhaust pippe. To this end: Slacken and remove adjacent expansion joints (4, 5). Do not subject the expansion joints to any stress caused by bending or radial forces!
4. 4.1
06
4.2 4.3
Slacken hexagon bolt (1) to such an extent that both clamp top parts (3) are still connected, but can be easily displaced! Displace the clamp top parts. Unhook the chain links (2) on both sides from the clamp bottom parts.
en / 26.01.2001
IB022965
2/3
Exhaust Manifold
VM32
A5.05. 06.01.01.52
7500 Lift off both clamp top parts together. Exchange the damaged exhaust pipe. Manufacture fitting pieces (x or y) for mounting the new exhaust pipe. Length of the fitting piece x = 263 mm y = 267 mm
4.4 4.5
06
4.6 4.7 4.8
Screw the fitting piece/s to the new exhaust pipe. Mount exhaust pipe and clamp top parts. Remove fitting piece/s, mount expansion joint/s and screw down. - When mounting the expansion joint/s (4, 5) pay attention to the marked flow direction, arrow on the flanges! Do not subject expansion joints to any stress caused by bending or radial forces! Put all bolts (6) through from expansion joint side and tighten with a torque of M = 85 Nm. see
New gaskets (7) at the marked positions only. All other flange connections without gasket. 4.9 4.10 Expansion joints with cracks in the bellows must be replaced, see 4.8. Mount the lagging.
en / 26.01.2001
IB022965
3/3
Charge air drain

Inspection / Cleaning
VM32/GCM34
A5.05. 06.06.00.04
24, 750
06
Personnel qualification: skilled engine hand Operating medium: Every fuel
-------------------------------------------------------------------------------------------------------------------------------Inspection:
for proper function of the filter elements every every 24 h 750 h
Tools:
Ring wrench (SW 36) * no picture W1 *
Hilfsmittel:
Molykote paste "G-Rapid Plus" ** ** or equivalent product
Note:
The water traps (Fig.1/ 1) are located at the free end of the engine. Another water trap of different construction which is located at flywheel end is described in the documentation as from Book C.
en / 24.05.2006
IB025326
1/2
Charge air drain

VM32/GCM34
A5.05. 06.06.00.04
24, 750
1. 1.1
Functional check (every 24 h): When the water trap (1) is working properly, water (water steam) must continually emerge out of the drain hole (2) during engine operation. In case of a malfunction the filter has to be cleaned; parallel to this the instructions of the manufacturer as from Book C.
06
Attention:
The following maintenance work may only be carried out when the engine has come to a standstill!
2. 2.1 2.2
Inspection of filter elements (every 750 h): Disassemble the hexagon plug (Fig.2/ 3). Carefully take out the filter element (4) and clean it.
Note:
Damaged or severely oxidized components may not be used any more and are to be replaced. 2.3 2.4 2.5 Check the filter receptacle in the water trap (1) for dirt and clean it if necessary. Insert cleaned or new filter element. Slightly coat thread of the hexagon plug (3) with Molykote paste, mount, and tighten it.
en / 24.05.2006
IB025326
2/2
Injection Pump
M32
A5.05. 07.02.01.02
07.03.01.nn, 07.15.01.nn B1.05.04.9.3580, B1.05.07.9.8510, B1.05.07.9.8525 1 Pers./ 1,00 h
07
-------------------------------------------------------------------------------------------------------------------------------Tools:
Torque wrench 100 - 400 Nm Switch-over ratchet 1/2" Claw foot wrench * not available as figure W1* W2* W3* 1.9454-400 1.9459-033 1.9497-030
Auxiliary material:
Molykote paste "G-Rapid" ** ** or a product of equal standard
1. 1.1 1.2 1.3 Disassembly Open indicator valves. Remove corresponding camshaft cover on the control side. Turn the engine so that the rocker (Fig. 3/ 20) of the injection pump drive is on the base circle of the injection cam. Close the shut-off cocks and drain the fuel distributor pipe (drain cock (Fig. 1/4) in the nozzle leakage pipe at the side of the injection pump for cylinder 1). Disassemble the fuel overflow line on the injection pump. Remove the fuel distributor/collecting pipe (07.15.01.nn).
1.4
1.5 1.6
en / 26.11.2004
IB024739
1/3
Injection Pump
M32
A5.05. 07.02.01.02
1.7
Loosen screwed connection (Fig. 2/16) and disconnect the connection of the injection pump control rod to the regulating shaft. Push the control rod (15) right into the injection pump. Loosen the pipe clamp (12). Loosen hexagon cap screw (14) and remove with leak fuel drain (13). Loosen bracket (9) for stop cylinder (10) on the injection pump. Completely loosen pressure screw (6) and union nut (8). Push union nut upwards, slightly lift forced fuel pipe (5), turn 90 to the right and lift out of the cylinder head. Secure fuel bores (injection pump, forced fuel pipe) with suitable caps, glue if necessary!
07
1.8 1.9 1.10 1.11 1.12
~
1.13
Safety note:
Careful! Spring tension of the injection pump drive works against the injection pump. Loosen nuts (11) evenly, dismount the extention sleeve (17) and lift the injection pump from the cylinder crankcase.
Attention:
The spacer plates belonging to the cylinders (Fig. 3/23) are secured with grooved drive studs and must not be removed.
en / 26.11.2004
IB024739
2/3
Injection Pump
M32
A5.05. 07.02.01.02
2.
Assembly For assembling, the rocker (Fig. 3/20) of the injection pump drive must lie on the base circle of the injection cam, turn engine if necessary. Clean the contact surfaces on the injection pump, the spacer plates and the spring plate (21). Replace O-rings (22), place the injection pump over the retaining screws. Mount the extention sleeve (17). Coat the threads and contact surfaces of the nuts (11) with Molykote paste and pull the injection pump onto its seat by tightening the nuts evenly.
07
Note:
2.1 2.2 2.3 2.4
~
2.5 2.6 2.7
Safety note:
Careful! Spring tension of the injection pump drive works against the injection pump. Tighten the nuts (11) with a torque of M = 260 Nm. Mount the control air line (Fig. 1/3) in front of the injection pump, pipe clamp (Fig. 2/12) and bracket for stop cylinder (9). Screw regulating shaft to control rod (15) of the injection pump. Before tightening the screwed connection (Fig. 2/16) check the linkage for ease of movement. Remove seals from the fuel bores (injection pump, forced fuel pipe). Check O-ring (7) and replace if necessary. Insert forced fuel pipe with pressure screw (6) into the cylinder head, turn, lift slightly and place union nut (8) on injection pump. Tighten union nut (8) and pressure screw (6) evenly by hand. Tighten fuel injector nuts in two steps. See sequence of operations 2.9 (07.07.01.02). Tighten union nut (8) and pressure screw (6) evenly with a torque of M = 80 Nm
2.8 2.9 2.10 2.11 2.12 2.13
2.14
Then tighten union nut (8) and pressure screw (6) with a torque of: M = 160 Nm + 10 Nm = angle of rotation of 25 deg + 5 deg
2.15 2.16 2.17
Check compressed-air lines for stop cylinder for leakage using compressed air. Check emergency-stop facility (operation of the stop cylinder). Close indicator valves and mount camshaft cover on the control side. Open shut-off cocks, fill up fuel system with reserve pump and vent.
en / 26.11.2004
IB024739
3/3
Injection Pump
M32
A5.05. 07.03.01.03
15000, 7500 07.02.01.nn B1.05.07.9.3597 2 Pers./ 2,00 h
07
-------------------------------------------------------------------------------------------------------------------------------Inspection:
a) of one injection pump after b) of all injection pumps after 7,500 h 15,000 h
Tools:
Pressure pipe Nozzle testing device Torque wrench 40 - 180 Nm 1/2" * not available as figure W1 * W2 * W3 * 1.9470-051 1.9470 F 1.9454-040
Auxiliary material:
Note:
All parts of the injection pump are manufactured with atmost precision in special workshops. This is the only guarantee for proper function. When repairing a pump, make sure that the various parts of one pump, e.g. control sleeve, control rod, pointer etc. remain allocated to the respective housing. A renewal or exchange of the parts will considerably influence the fuel delivery. The pump must therefore be reset on a test rig. Piston and guide must only be replaced as a unit. In order to keep repair costs low, any parts to be reconditioned should be shipped only complete and the possibility of a mix-up must be excluded. Lapped surfaces must be preserved and not touched with the fingers. If there is a noticeable drop in the cylinder performance, check the pressure keeping valve and replace it if necessary! The admissible lube oil leak rate of the fuel injection pump is 1l / 24 hours
en / 30.05.2000
IB021555
1/4
Injection Pump
M32
A5.05. 07.03.01.03
15000, 7500
1. 1.1 1.2 Checking the pressure keeping valve (Fig. 1/6) Place the injection pump next to the nozzle tester (W2). Screw the pressure pipe (W1) onto the connecting piece (Fig. 1/4) and connect to the test device (W2). The fillister head screws (2) are tightened securely! Pump with tester and increase the pressure gradually up to the opening pressure p and check whether the pressure keeping valve holds the pressure level set. p = 130 +10 -20 bar Replace the pressure keeping valve if the valve ejects before the lower opening pressure. 2. 2.1 2.2 Disassembly Clean the outside of the injection pump. Remove the baffle screws (Fig. 1/7), check (see assembly) and replace if necessary. Clamp the pump with the mounting flange (13) upwards. Loosen fillister head screws (18) and remove plate (17) with flange (15).
07
3 2 4 5 6
1 7 25 24 23 22 21 8 9
1.3
10 11
20 19
12
2.3 2.4
13
X
14
Note:
The tappet (16) is held by the retainer ring (19), do not remove!
15 16 18
X
~
2.5
Safety note:
Careful! The spring tension of the tappet spring (11) works against the retainer ring (14)! Load the tappet axially in a vice, remove the retainer ring (14) and slowly open the spindle device; the tappet spring is relieved.
17 27
30
28 29
en / 30.05.2000
IB021555
2/4
Injection Pump
M32
A5.05. 07.03.01.03
15000, 7500 Remove plunger foot plate (20) with tappet (16), tappet spring (11) and pump plunger (12). Check tappet spring for possible corrosion. Remove control sleeve (22) with spring plate (21); check the toothing of the control sleeve. Remove locking ring (10), pull out retaining pin (9) and control rod (8) and check toothing. Clamp injection pump housing (1) with connecting piece (4) facing upwards. Remove fillister head screws (3). Loosen fillister head screws (2) alternately and carefully lift off connecting piece (4). Pay attention to delivery valve spring (5) and valve spring (6). Force pump element (25) out of housing (1) with round block of wood. Clean all parts with gas oil and a hard brush and blow out with compressed air. Replace all O-rings and gaskets. Unscrew hexagon socket head cap screws (30) and dismount plate (27) to replace rotary shaft seal (28) and O-ring (29). After replacement of O-ring (29) and rotary shaft seal (28), insert plate (27) and tighten hexagon sockt head cap screws (30) at a torque of M = 5 Nm
2.6 2.7 2.8 2.9 2.10 2.11 2.12 2.13 2.14 2.15 2.16
07
Note:
Place O-rings untwisted with vaseline in the grooves, do not pull over sharp component edges. During visual check, special attention is to be paid to the following wear phenomena: Plunger Scores in the running surface, control helix worn (by cavitation or erosion). A black plunger or black spots on it indicate water in the fuel. Barrel Buffer screws Tappet Delivery valve Pressure keeping valve Plunger foot plate Scores on the running surface; damage to the sealing surface of the pump element. Caviation in the inner bore, mainly in the inlet bush. Scores in the running surface, worn contact face of pump, worn contact face of stud. Damaged sealing surfaces, worn seat, worn pressure valve spring (5) and valve spring (6). Worn tappet guide.
en / 30.05.2000
IB021555
3/4
Injection Pump
M32
A5.05. 07.03.01.03
15000, 7500 Assembly Assembling is carried out in reverse sequence of disassembly.
3. 3.1
07
Attention:
A refinishing of sealing surfaces, as is the case with all injection parts, is not possible on board and is therefore not permissible! When assembling, make sure that the marks on the control rod and control sleeve correspond with each other and likewise the marks on the control sleeve and plunger! In order to position the control sleeve to the control rod, it is marked with a tooth and the control rod is marked with two teeth. The tooth marked on the control sleeve must be positioned between the two teeth of the control rod.
3.2
Insert the rotary shaft seals (Fig. 2/23, 24) with the lips and the metal spiral facing upwards, see Fig. 2. Apply engine oil to the thread and contact surface of the following screws and tighten them cross-wise at the respective tightening torque: Fillister head screw (Fig. 1/2) Fillister head screw (3) Fillister head screw (18) Buffer screws (7) M = 70 Nm M = 140 Nm M = 30 Nm M = 150 Nm
3.3
25
24
23
2
3.4
Check free movement of the control rod.
en / 30.05.2000
IB021555
4/4
Fuel Injector
M32
A5.05. 07.07.01.03
07.02.01.nn, 07.08.01.nn B1.05.01.9.2107, B1.05.07.9.2260 2 Pers./ 1,00 h
07
-------------------------------------------------------------------------------------------------------------------------------Tools:
fuel injector extractor Cleaning tool for valve seat * not illustrated W1 W2 * 9.2144 A 9.9222 D
Auxiliary material:
Molykote paste "G-Rapid"** "Dag S 5080" high-temperature thread paste ** or a product of equal standard
Note:
When running the engine on heavy oil, the system must be switched over to distillate fuel for at least 0.5 h before working on the injection system so that the fuel injector is thoroughly flushed.
1. 1.1 Disassembly Remove the valve cover.
~
1.2 1.3 1.4
Disassemble the high-pressure injection pipe only after complete mounting of pulling unit (W1). Loosen hexagon nuts (Fig. 1/1), remove extension sleeves (10) and flange (3). Reassemble extension sleeves (10). Bolt the injector valve pulling unit (Fig. 2/W1) securely to the adjuasting screw (Fig. 1/8) of the injector valve (4). To this end:
en / 07.04.2005
IB023912
1/3
Fuel Injector
M32
A5.05. 07.07.01.03
1.4.1 1.4.2
Put in place the complete unit. Loosen the hexagon head bolts (Fig. 2/20) a bit and firmly screw the threaded pieces (21) onto the extension sleeves (2) up to stop. Firmly tighten the hexagon head bolts (20). Firmly screw the threaded rod (22) onto the adjusting screw (Fig. 1/8). Place the torsional lock (Fig. 2/23) on the hexagon of the threaded rod (22). Disassemble high-pressure injection pipe (07.02.01.nn). Loosen the injector valve by turning the threaded sleeve (24) by means of wrench (25) and screw out until the bottom O-ring (Fig. 1/7) is exposed. Remove hexagon head bolts (Fig. 2/20) Pull out injector valve with pulling unit. Remove the pulling unit completely and reassemble it. Remove extension sleeves (Fig. 1/10). Clean the injector valve externally, mark it with the cylinder number and carry out a functional check of the injector (07.08.01.nn). Clean the injector seat (9) in the sleeve (6) by scraping with tool (W2). Clean the inside of the sleeve. 25 Assembly Replace O-rings (7).
25 24 20
07
1.4.3 1.4.4 1.4.5 1.5 1.6
21 22 10 2 23
1.7 1.8 1.9 1.10 1.11
22 24
20
1.12
2. 2.1
20 21
23
en / 07.04.2005
IB023912
2/3
Fuel Injector
M32
A5.05. 07.07.01.03
Attention:
use original MaK spare parts only!
07
2.2 2.3
Apply a thin film of high-temperature thread paste to the valve seat, nozzle element (fig. 1/5) and valve stem. Apply a thin film of Molykote paste to the stud threads (2), contact surface of the nuts (1) and Orings (7). Excessive paste must be removed! Excessive paste could squash the O-rings in the retention groove in the cylinder head!
Attention:
No gasket between the fuel injector and sleeve in this area (fig. 1/X).
2.4
Insert the fuel injector in the sleeve. Pay attention to the position of the positioning pin (fig. 5/12). Mount the flange (fig. 1/3) with the dowel pin (fig. 5/11) facing the exhaust side and the neck facing downwards (fig. 1). Mount extension sleeves (10) and tighten nuts (1) by hand uniformly. Make sure flange (3) is level with injection valve (4). Tighten nuts (1) in two steps with a torque of M = 60 Nm
2.5
2.6
2.7 2.8
Mount the fuel delivery pipe (07.02.01.nn) and the cylinder head cover. Check the lubricating oil and fuel circulations for leakage.
en / 07.04.2005
IB023912
3/3
Fuel Injector
Maintenance / Adjust
M32
A5.05. 07.08.01.00
07.07.01.nn, 07.09.01.nn B1.05.07.9.2260, B1.05.07.9.2267 1 Pers./ 0,50 h
07
-------------------------------------------------------------------------------------------------------------------------------Tools:
Nozzle tester Adapter/nozzle support nozzle tester Injector delivery pipe W1 W2 W3 1.9470 F 9.9208 B 1.9470-051
~
Note:
Safety note:
When checking the opening pressure: Danger! Keep your hands off the fuel jet!
Carbon trumpets at the nozzle are mostly caused by unsufficient cooling. Corrosive attack and erosion, however, are the consequence, if the nozzle temperature is too low; the charge air temperature may also be too low or water in the charge air. The proper function of the fuel injectors can exclusively be assessed from the behaviour of the exhaust gas temperatures resp. the smoking behaviour. The fuel injector should only be checked in case of a clear deviation of the exhaust gas temperature from the mean temperature. The poor opening of heavy fuel nozzles in the nozzle tester is often caused by an insufficient flushing of the fuel injector with diesel oil before the test. Previous to replacing the fuel injector, this should be cleaned again thoroughly. A drop in the opening pressure of approx. 20 bar is normal after a short period of operating (set of nozzle spring and needle).
en / 18.04.2002
IB002481
1/2
Fuel Injector
M32
A5.05. 07.08.01.00
1. 2. 3. 4. 5. Remove carbon deposits from the nozzle with a hard brush (no wire brush). Check the nozzle hole for sharp edges, ovalization, corrosion and damage. Place the injector with the adapter (W2) in the tester (W1). Connect the injector delivery pipe (W3). Increase the pressure gradually until the nozzle opens. Injector opening pressure, see acceptance test records A1.10.
07
Note:
If a high portion of fuel is leaking, repair (07.09.01.nn) or replace the injector. 5.1 If the opening pressure is not correct, slacken the lock nut (1) and turn the adjusting screw (2) until the pressure is correct. Tighten the lock nut (1) again.
en / 18.04.2002
IB002481
2/2
Fuel Injector
M32
A5.05. 07.09.01.00
7500 07.07.01.nn, 07.08.01.nn B1.05.07.9.2267 1 Pers./ 0,50 h
07
--------------------------------------------------------------------------------------------------------------------------------
Maintenance:
Replace all injector elements every 7.500 h
Tools:
Torque wrench 60 - 420 Nm * not available as figure W1 * 1.9454-060
Auxiliary material:
Hydraulic sealing compound Loctite 566 ** ** or a product of equal standard
Note:
Injectors should only be dismantled, if the test (07.08.01.nn) reveals faults (e.g. leakage, low opening pressure etc.). All parts of the fuel injection system are manufactured with utmost precision in special workshops. Only this guarantees a perfect function. For this reason, repair carried out by the operator is impossible, and the required maintenance work should be confined to
Cleaning Checking opening pressure and tightness Replacement of wearing parts using original spares and components.
To keep repair costs low, any parts to be reconditioned should be shipped complete, preserved, and the possibility of inter-changing must be excluded.
en / 09.08.2001
IB021570
1/3
Fuel Injector
M32
A5.05. 07.09.01.00
7500
1. 1.1 1.2 1.3 1.4 1.5 1.6 1.7 Disassembly Slacken nut (Fig. 1/1) and relieve nozzle spring (4) by unscrewing the adjusting screw (2). Slacken nozzle nut (6) by turning left and unscrew. Extract nozzle (8) including nozzle needle without damaging the lapped surfaces. Be aware of cylinder pin (7). locking screw (3) and unscrew adjusting screw (2) , remove spring guide (10), nozzle spring (4) and setbolt (5). Submit nozzle spring (4) and setbolt (5) to visual inspection. Clean the parts with gasoil. Fit a nozzle needle with gasoil in the nozzle (8) and check, whether the needle falls on the seat by its own weight. If the needle is hanging or jammed, replace it together with the nozzle. Submit all parts particularly seat and sealing faces to a visual inspection. Replace defective parts. Reassembly Wipe all sealing surfaces dry with clean, anti-fluff paper. Renew O-ring-type sealing ring (9). Apply a film of lubricating oil to the thread of the fuel injector housin To assemble, reverse the dismantling sequence. When inserting into the casing (11) align the spring guide (10) to the locking screw (3).
07
2 1
11 10 9 3
1.8
2. 2.1 2.2 2.3 2.4
6 7
en / 09.08.2001
IB021570
2/3
Fuel Injector
M32
A5.05. 07.09.01.00
7500 Degrease and dry locking screw (3) and bore hole. Apply Hydraulic sealing compound Loctite 566 to the thread of the locking screw (3).Screw the locking screw into the housing (11) with two turns, unscrew it and screw it in again. Tighten the locking screw (3) with a torque of M = 20 Nm.
2.5 2.6 2.7
07
2.8 2.9
Remove residues of adhesive from housing (11) and locking screw (3). Tighten the nozzle nut (6) with a torque of M = 350 Nm
2.10
Check the injector according to 07.08.01.nn and set.
en / 09.08.2001
IB021570
3/3
Fuel Distributor Manifold

VM32
A5.05. 07.15.01.56
B1.05.07.9.8510 1 Pers./ 0,50 h
07
-------------------------------------------------------------------------------------------------------------------------------Tools:
Torque wrench 40 - 180 Nm Torque wrench 20 - 90 Nm *not shown W1* W2* 1.9454-040 1.9454-020
Aids:
Molykote paste G-Rapid Plus ** ** or equivalent product
Procedure:
1. 1.1 1.2 Disassembly Remove pump chamber covering. Close shut-off valves, loosen screw plug (Fig.1/1) by approx. 3 turns to drain fuel distributor line.
en / 08.10.2002
IB023870
1/3

VM32
A5.05. 07.15.01.56
1.3 1.4 1.5
Loosen cheese-head srews (Fig. 2/2). Shift sleeves (3) with O-rings (17, 10) and plate (18) with guide ring (19) to the right and left respectirely. Remove fuel lines (4). To remove blind flange (Fig. 2/5) at injection pump cyl.1 dismantle jet leakage pipe (Fig. 1/6).
07
1.6
Remove tube (Fig. 3/7). Release cheesehead screws (8) and screwed connection (9) so that blind flange (Fig. 2/5) can be detached from sleeves at injection pump cyl.1.
en / 08.10.2002
IB023870
2/3

VM32
A5.05. 07.15.01.56
2. 2.1 2.2 2.3
Reassembly Check O-rings (Fig. 2/10, 17) and guide rings (19) at fuel lines (4) for damages. Replace them if necessary. Position blind flange (5) over sleeves of injection pump cyl.1. Hold cone (Fig. 3/12) with screwdriver and tighten screwed connection (9) with a torque of M = 100 Nm.
07
2.4 2.5
Fit tube (7). Firmly tighten connectors (15). Tighten cheese-head screws (8) with a torque of M = 65 Nm. When doing so check conical part (16) is in correct position.
2.6 2.7 2.8
Fit jet leakage pipe (Fig.1/6). Insert fuel lines (Fig. 2/4). Shift sleeves (3) with O-rings (10, 17), Runddichtung (10) and plate (18) with guide ring (19) to the right and left respectirely up to limit stop. Apply Molykote-Paste "G-Rapid-Plus" to cheese-head screws (2) and tighten with a torque of M = 25 Nm.
2.9 2.10
Open shut-off valves, close ball valve (Fig. 1/1), fill fuel system with spare pump and vent. Replace pump chamber covering.
en / 08.10.2002
IB023870
3/3
Lubricating oil pump

M32/VM32/GCM34
A5.05. 08.03.02.03
08
-------------------------------------------------------------------------------------------------------------------------------Tools:
Torque wrench 20 - 90 Nm 1/2" * not available as figure W1 * 1.9454-020
Auxiliary material:
Molykote paste "G-Rapid Plus" ** Silicone sealing compound "Dirco Grau" ** ** or a product of equal standard
Note:
If necessary, remove the lubricating oil pump from the motor and check the gearwheels, gearwheel shafts and bushes for wear and replace if necessary.
1. 1.1 1.2 Disassembly Drain lubricating oil system. Remove suction (Fig. 1/4) and pressure line (2).
en / 08.10.2007
IB022585
1/3

M32/VM32/GCM34
A5.05. 08.03.02.03
1.3 1.4
Loosen hexagon nuts (1) and pull lubricating oil pump (3) with gearwheel (6) out of cylinder crankcase. Loosen hexagon cap screw (8) and pull gearwheel (6) off drive gearwheel shaft (Fig. 2/10) with extractor.
08
1.5 1.6 1.7 1.8
Check tooth profiles for wear (pitting, slanting run, splintering). Slacken screws (16,18) and remove end cover (17,21) from pump casing (20). Disassemble driving gear wheel shaft (10) and impeller shaft (19). Check the bushes (11 and 14), bearing areas of the drive and intermediate gearwheel shafts for wear and replace with original MaK spare parts if necessary. Replace o-rings (12).
Note:
Cool down new bushes before installing them.
en / 08.10.2007
IB022585
2/3

M32/VM32/GCM34
A5.05. 08.03.02.03
2. 2.1 2.2
Assembly Mount lubricating oil pump in reverse sequence. Before mounting the gearwheel, check the contact reflection between gearwheel cone (Fig. 1/6) and drive gearwheel shaft cone (Fig. 2/10) through grinding. Contact reflection must be even and the contact reflection portion > 80 %! Clean, free from grease and dry gearwheel cone and drive gearwheel shaft cone. Put gearwheel (Fig. 1/6) on drive gearwheel shaft cone, measure distance S (Fig. 1/X) and make a note of it. Heat gearwheel in oil bath to approx. 110 C to 120 C above the temperature of the drive gearwheel shaft and shrink on firmly up to the limit of the drive gearwheel shaft cone. Check the distance S, it must be smaller by 0.58 - 0.68 mm than in cold condition. Coat the thread and contact surface of the hexagon cap screw (Fig. 1/8) and disk (7) with Molykote paste "G-Rapid Plus". Tighten the hexagon cap screw (8) with a torque of M = 60 Nm.
08
2.3 2.4 2.5 2.6 2.7
2.8 2.9 2.10 2.11 2.12 2.13
Clean the contact surfaces of the pump flange (Fig. 2/17) and the pump carrier plate (Fig. 1/5) and coat with sealing compound. Carefully insert the lubricating oil pump (3) with gearwheel (6) into the cylinder crankcase (tooth profiles of the drive gearwheels must engage with each other) and mount. Mount suction (4) and pressure lines (2) with new seals. Fill in new lubricating oil (lubricating oil quality, see A4.05.08.nn) up to the respective level mark on the circulation tank. Fill up lubricating oil system and take lubricating oil prelubricating pump into service. Vent system. Check oil supply of the gearwheels.
en / 08.10.2007
IB022585
3/3
Protective Lube Oil Filter

VM32
A5.05. 08.04.03.51
7500
08
-------------------------------------------------------------------------------------------------------------------------------Inspection:
of the protective lube oil filter every 7,500 h
Note:
The protective lube oil filter is installed between the engine and duplex filter to retain the following impurities and to protect the engine: a) Welding beads scale which have remained in the external lubricating oil lines during installation of the engine and which could come loose after the first operating hours. b) Dirt particles freed after the possible destruction of fine filter inserts. The filter must be checked after 24 hours after commissioning a new plant or working on the lubricating oil pipeline system and must be cleaned if necessary.
en / 07.02.2001
IB022962
1/2
Protective Lube Oil Filter

VM32
A5.05. 08.04.03.51
7500 Sequence of operations Unscrew the plug / thermometer or probe insert at the highest point of the pipe section to be drained. The protective lube oil filter (1) is drained via line (2). Dismantle the bracket (5) and pull out the filter insert (3). Check the filter insert and wash it out. Replace the O-rings (6 /7). Push in the filter insert and mount the bracket (5) with a new gasket (4). Screw in the plug / thermometer or probe insert with new gaskets. Take the standby lubricating oil pump into operation and fill the lubricating oil system.
1. 1.1
08
1.2 1.3 1.4 1.5 1.6
en / 07.02.2001
IB022962
2/2
Oil pressure control valve

M20/M25/M32/M43
A5.05. 08.05.01.01
15000
See also: Spare parts list: Time requirement: B1.05.08.n.7810 1 Pers./ 1,00 h
08
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Disassembly and adjustment of the oil pressure control valve every 15,000 h
Note:
Disassembly of the pressure control valve during the repair interval is only necessary if the necessary lubricating oil pressure can no longer be set by adjusting the initial tension of the spring. The lubricating oil pressure (see A1.05, engine data) is only allowed to be adjusted at the nominal engine speed (A1.10) and at the specified lubricating oil temperature (see A1.06).
1. Disassembly
~
1.1 1.2
Safety note:
Pay attention to the tension of the pressure spring (Fig. 1/3) on the control valve (1)! Loosen the cheese head screws (8) evenly to relieve the pressure spring (3). Remove and dismantle the control valve (1).
~
1.2.1 1.2.2 1.2.3 1.2.4
Safety note:
Pay attention to the tension of the pressure spring (13) on the screwed connection (17)! Loosen the hexagon nut (18) and completely unscrew the spindle (19) by turning it counterclockwise and remove it together with the ball (16). Loosen the screw connection (17) and remove it together with the sealing ring (14) and bush (10). Remove the locking ring (9) and take out the piston (11) with washer (15) and pressure spring (13). Remove the screw plug (26) of the pilot control unit (A-A) with the sealing ring (25), washers (27), pressure spring (28) and ball (29).
en / 31.01.2008
IB022593
1/3

M20/M25/M32/M43
A5.05. 08.05.01.01
15000
08
1.3 1.4 1.5
Clean all parts with gas oil and check them. Check the free passage of the control oil bore (12) in the pressure control valve and in the set screw (5) and remove any deposits. Check the valve seats, balls, piston seating as well as the slide faces and grind them if necessary.
en / 31.01.2008
IB022593
2/3

M20/M25/M32/M43
A5.05. 08.05.01.01
15000
2. 2.1 2.2 2.3
Reassembly Check the O-rings (2 and 7) and sealing ring (14) and replace them if necessary. Assembly is effected in the reverse sequence of disassembly. Pay attention to the free movement of the pistons (4 and 11)! Check the lubricating oil pressure at the pressure gauge on the control panel and adjust it if necessary. Adjustment Pressure to be set (see engine data A1.05). Loosen the hexagon nut (18). Regulate the pressure by turning the spindle (19). Counter-clockwise: Clockwise: Oil pressure drops Oil pressure increases
08
3. 3.1 3.2
3.3
Secure the setting with the hexagon nut (18).
en / 31.01.2008
IB022593
3/3

M32/VM32/GCM34
A5.05. 08.05.01.02
15000 08.03.02.nn B1.05.08.9.6417 1 Pers./ 1,00 h
08
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Disassembly and adjustment of the oil pressure control valve every 15,000 h
Note:
Disassembly of the pressure control valve during the repair interval is only necessary if the necessary lubricating oil pressure can no longer be set by adjusting the initial tension of the spring. The lubricating oil pressure (see A1.05, engine data) is only allowed to be adjusted at the nominal engine speed (A1.10) and at the specified lubricating oil temperature (see A1.06).
1. Disassembly
~
1.1 1.2
Safety note:
Pay attention to the tension of the pressure spring (Fig. 1/3) on the control valve (1)! Loosen the cheese head screws (8) evenly to relieve the pressure spring (3). Remove and dismantle the control valve (1).
~
1.2.1 1.2.2 1.2.3 1.2.4
Safety note:
Pay attention to the tension of the pressure spring (13) on the screwed connection (17)! Loosen the hexagon nut (18) and completely unscrew the spindle (19) by turning it counterclockwise and remove it together with the ball (16). Loosen the screw connection (17) and remove it together with the sealing ring (14) and bush (10). Remove the locking ring (9) and take out the piston (11) with washer (15) and pressure spring (13). Remove the screw plug (26) of the pilot control unit (A-A) with the sealing ring (25), washers (27), pressure spring (28) and ball (29).
en / 02.04.2007
IB022601
1/3

M32/VM32/GCM34
A5.05. 08.05.01.02
15000
08
1.3 1.4 1.5
Clean all parts with gas oil and check them. Check the free passage of the control oil bore (12) in the pressure control valve and in the set screw (5) and remove any deposits. Check the valve seats, balls, piston seating as well as the slide faces and grind them if necessary.
en / 02.04.2007
IB022601
2/3

M32/VM32/GCM34
A5.05. 08.05.01.02
15000
2. 2.1 2.2 2.3
Reassembly Check the O-ring (7) and sealing ring (14) and replace them if necessary. Assembly is effected in the reverse sequence of disassembly. Pay attention to the free movement of the pistons (4 and 11)! Check the lubricating oil pressure at the pressure gauge on the control panel and adjust it if necessary. Adjustment Pressure to be set (see engine data A1.05). Loosen the hexagon nut (18). Regulate the pressure by turning the spindle (19). Counter-clockwise: Clockwise: Oil pressure drops Oil pressure increases
08
3. 3.1 3.2
3.3
Secure the setting with the hexagon nut (18).
en / 02.04.2007
IB022601
3/3
Prelubricating pump/Prelubrication
Maintenance / Checking
M20/M25/M32/M43/M453C/M552C/M601C
A5.05. 08.10.00.00
150
C5.05.08.10.00.nn
08
1 Pers./ 0,20 h
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Prelubrication and turning approximately every 150 h
Note:
When multi-engine systems run on rigid bearings, the bearings might be damaged by vibration when individual engines are shut down for more than 3 days. Prelubrication alone is no guarantee that damage caused by vibration is prevented, since the components which run on sliding bearings, are not able to float in the bearing because of the prelubricating pressure. No or only a little quantity of oil is carried to the endangered contact surfaces. Damage caused by vibration during engine shut-down can only be avoided when the engine is lubricated and turned simultaneously. The following method is to be applied to avoid damage caused by engine shut-down, without affecting the unattended operation of the system:
1. 1.1 1.2 Carry out steps 1.1 and 1.2 simultaneously for approx. 5 min. Start the stand-by pump Turn the engine by means of the barring gear.
en / 18.11.1999
IB004168
1/1
Starting Air Distributor

M32
A5.05. 10.01.02.00
15000
10
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Disassemble and clean the starting air distributor every 15,000 operating hours.
Tools:
Torque wrench 20 - 90 Nm * * not available as figure W1 1.9454-020
Auxiliary material:
Molykote paste "G-Rapid" ** ** or a product of equal standard
Note:
Before disassembly, block starting valve and close air bottles.
1. 1.1 1.2 1.3 1.4 Disassembly
9 5 10
Remove air pipes from the swivelling screw fittings (Fig. 1/1) and muffs (5). Loosen cover (4), remove and take out control disk (2) with shaft (3). Loosen fillister head screws (11) and pull off starting air distributor housing (10). Clean all parts, blow out with compressed air, inspect and replace defective parts.
4 3 2 7
1 14 8
Note:
After replacing the shaft (3), control disk (2), or the carrier (7), the setting of the starting air distributor must be checked and readjusted if necessary. See operation sequence 3.! 2. Assembly IB023242
13
12 11
Fig. 1 1/2
en / 22.05.2001
Starting Air Distributor

M32
A5.05. 10.01.02.00
15000 Reassembly is effected in reverse sequence. Threads and contact surfaces of the loosened hexagon cap screws (8) are to be coated with Molykote and tightened, torque: M = 34 Nm
2.1 2.2
10
2.3
Install starting air distributor with shaft (3) and carrier (7). The housing (10) must lie flat against the cover (9) of the governor drive. If necessary, remove starting air distributor, turn by 180 and refit. Threads and contact surfaces of the hexagon cap screws (11) are to be coated with Molykote and tightened, torque: M = 17 Nm
2.4
2.5 2.6
Check setting according to 3. and tighten cover (4). Fix compressed-air pipelines with new seals upon completion of assembly, start engine numerous times with air. Check function of starting air distributor and also check for leakage. Setting the starting air distributor Turn the piston of the 1st cylinder to ignition position. Disk slot (Fig. 2/20) of the control disk (2) must cut the bore of the 1st cylinder (Fig. 2/c) according to the engine rotating direction a = clockwise b = anti-clockwise.
3. 3.1 3.2
20
b
2
3.2.1
If necessary, loosen hexagon nut (14) (attention: lefthand thread), coat thread of the shaft extension and contact surface of the hexagon nut with Molykote.
14
Fig. 2
3.2.2 3.2.3
Set control disk with disk slot according to 3.2 and tighten hexagon nut by hand. Clamp shaft in vice with soft blocks, fix control disk and tighten nut with torque M = 35 Nm. (attention: lefthand thread).
3.3
Recheck the position of the disk and shaft and mount starting air distributor according to 2.
en / 22.05.2001
IB023242
2/2
Stop cylinder
M32/VM32
A5.05. 10.03.01.00
750 07.02.01.nn B1.05.05.9.4241 1 Pers./ 0,20 h
10
-------------------------------------------------------------------------------------------------------------------------------Inspection:
Check operation of the stop cylinder every 750 h
Note:
Only carry out the inspection when the engine has been shut down during the scope of other work!
1. 2. Activate the emergency stop facility (machine control room). Check the position of the control rods.
Attention:
The control rods must be in the "zerofilling level" position!
2 1
3.
Check the stop cylinder (3). To do so, press the control rod (2) into the injection pump by applying pressure to the saddle (1).
Note:
Check all injection pumps. Replace the respective stop cylinder if individual control rods/only one control rod can be pushed into the injection pump against the pressure of the stop cylinder (07.02.01.nn). Check the control air lines for leakage/damage if all control rods can be pushed in. 4. Press the "Reset" button on the safety system.
Note:
The solenoid valve is reset and the emergency stop facility is vented.
en / 07.12.2005
IB021678
1/2
Stop cylinder
M32/VM32
A5.05. 10.03.01.00
750
Attention:
This document only describes the pneumatic and mechanical release of an engine stop. In connection with this inspection work all of the emergency stop equipment on the engine is to be checked for proper function. (Please refer to (C5.05.05.10.50.nn) ). 13 1. (Fig. 2/T3) Measuring point 6105 (function of the safety system) in the maintenance unit (C5.05.05.45.23.01). Venting by loosening screw (13). If the shutdown air pressure is decreased below the switching value of 6 bar an alarm "Low shutdown pressure" will be released. 10
10
1.1
T3
2.
Check the emergency stop by actuating the emergency stop lever (Fig. 3/20) on the control stand.
en / 07.12.2005
IB021678
2/2
Pressure Switches
Inspection / Adjust
M25/M32/M43
A5.05. 11.01.03.00
3750
See also: Spare parts list: Time requirement: B1.05.11.9.4842, B1.05.11.254842, B1.05.11.434843 1 Pers./ 0,50 h
11
-------------------------------------------------------------------------------------------------------------------------------Tools:
Adjusting device, electric measuring instrument
Inspection:
Check the set operating values of the pressure switches every 3,750 operating hours.
Note:
These testing and adjusting instructions apply to the following types: Pressure range: Pressure range: 0 - 6 bar 0 - 16 bar Switching differential: Switching differential: 0.2 bar 0.8 bar
1. 1.1 1.2 Connecting the adjusting device Turn cock (Fig. 1/1) of the pressure line to test position (downwards). Remove plug (2) (G1/8") (depressurizing the line, soaking up fluid with a rag) and connect adjusting device to test connection according to Fig. 2 and Fig. 3.
2
Fig. 1
en / 12.12.2001
IB023083
1/3
Pressure Switches
Inspection / Adjust
M25/M32/M43
A5.05. 11.01.03.00
3750
1.3
Pneumatic connection (Fig. 2).
11
15
10
11
12
13
Fig. 2
14
16
10 11 12 13 14 15 16 1.4
Compressed-air flange > 16 bar Pressure reducer Shut-off valve One-way restrictor Volume 1 l Precision pressure gauge Pressure switch
Electrical connection (Fig. 3) Connect terminals 1, 2, 3 in unit plug.
P
[] [+]
Fig. 3 2. 2.1 2.2 2.3 Inspection Vent pressure switch via adjusting device. Check the switch point with the precision pressure gauge of the adjusting device and test lamps. Slowly vent the pressure switch, thereby observing the switch point on the precision pressure gauge of the adjusting device and test lamp(check the displayed switch difference according to the measurement points list in book C).
1 3
en / 12.12.2001
IB023083
2/3
Pressure Switches
Inspection / Adjust
M25/M32/M43
A5.05. 11.01.03.00
3750
3.
Correction of the adjustment
11
Note:
If there is a deviation from the set value (see measurement points list in book C), carry out correction according to operation sequence 3. The pressure switch is set when the pressure is falling. 3.1 3.2 3.3 Remove lead seal. Loosen housing cover (Fig. 4/20) of the pressure switch. Set switch point to required value according to measurement points list with a hexagon spanner (5 mm). Removal of the adjusting device Loosen the cable connections and pneumatic connection of the test device. Seal test connection with plug and turn cock (Fig. 1/1) to operating position. Screw on housing cover and seal with lead seal. Fig. 4
20
4. 4.1 4.2 4.3
en / 12.12.2001
IB023083
3/3
RPM Switch
Inspection / Adjust
M20/M25/M32/M43
A5.05. 11.05.01.02
7500 C5.05.05.70.06.43
11
1 Pers./ 1,00 h
Personnel qualification: E-specialist Operating medium: Heavy fuel and distillate fuel
-------------------------------------------------------------------------------------------------------------------------------Inspection:
Check the function of the rpm switches every 7,500 operating hours.
Note:
The engine speed must be constant whilst testing.
1. Note the rpm switch point setting. Loosen the pointer locking plate (2) and set the pointer (1) at the highest engine speed. The output relay on the plug-in card must switch and the luminous diode (3) on the dial will go out (Fig. 1). 2. Turn the pointer carefully to the left towards 0 rpm. When reaching the engine speed, the output relay will switch and the diode on the dial must light up (switch hysteresis 25 rpm). Set the pointer again at the original rpm switch point and lock it. If the rpm switch does not work, proceed as follows in order to locate the defect: 4. The automatic cut-out F 1.1 and F 2.1 on the plug-in card A1 in the rpm switch installation must be switched on. At constant speed and with the setting as under point 1, continue as follows: 5. 5.1 Voltage check at the plug-in socket contacts of the plug-in frame. Supply (24 V DC at contact z16 and z20, contact z20 positive).
3.
en / 25.05.2005
IB021724
1/2
RPM Switch
Inspection / Adjust
M20/M25/M32/M43
A5.05. 11.05.01.02
7500
5.2
PICK UP IMPULSE (dependent upon engine speed up to 1500 Hz at contact b14 and d14). If nothing could be detected whilst checking points 4 - 6, renew the plug-in card.
11
Attention:
Carry out the rpm adjustment of the new plug-in card. For this see the "Plant components file (C), section 5, rpm switch".
en / 25.05.2005
IB021724
2/2
Pressure Switch
M20/M25/M32/M43
A5.05. 11.06.05.02
22500 11.06.06.nn
11
1 Pers./ 2,00 h
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Replacement of all pressure switches after 22,500 h
Tools:
Metric standard tools.
Set of replacement parts:

Pressure switch M2103 (emergency stop - cooling water pressure) Pressure switch M1106 (emergency stop - lubricating oil pressure) Depending on the equipment status all other pressure switches are to be replaced as well.
Attention:
- Ensure that the engine cannot be started! - When exchanging the pressure pipe or draining off the cooling water it is possible that "hot" cooling water leaks out. - There is a danger of scalding. - Avoid skin contact with cooling water emulsions, observe the safety data sheets of the manufacturers.
en / 11.04.2008
IB025581
1/3
Pressure Switch
M20/M25/M32/M43
A5.05. 11.06.05.02
22500
Procedure:
1.
11
Put the engine and the related safety systems out of operation.
- > Notify the engine to be unserviceable < -.
Attention:
Prior to replacing the pressure switches the shut-off cocks of the media must be closed. Prior to installation the pressure switches are to be adjusted to the specified pressure values.
2. Note:
Replacement of the pressure switches.
The measuring point designations are always provided on the engine cable and the engine. 2.1 2.2 Remove the old pressure switch. Mount the new pressure switch. When doing so, slightly grease the O-ring (Fig. 1/1) at the foot of the new pressure switch before inserting it. Replacement of the plug.
2.3 3. 3.1 3.1.1 3.1.2 3.1.3 3.1.4 3.1.5 3.1.6 3.1.7 3.1.8
Testing of the completed work:

Cooling water system Start the engine and run up to nominal speed. Simulate "Low cooling water pressure" by means of test valve (Fig. 2, 3, 4/2). The engine has to stop automatically latest after 20 seconds. Put test valve (2) into "Operation" position again. Lubricating oil system Start the engine and run up to nominal speed. Simulate "Low lubricating oil pressure" by means of test valve (2). The engine has to stop automatically without any delay. Put test valve (2) into "Operation" position again. The other pressure switches are to be tested according to the same procedure.
en / 11.04.2008
IB025581
2/3
Pressure Switch
M20/M25/M32/M43
A5.05. 11.06.05.02
22500
4.
Put the engine and the safety system into normal operating condition again. -> Notify the engine to be "ready for operation" <-.
11
en / 11.04.2008
IB025581
3/3
Pressure Switch
M20/M25/M32/M43
A5.05. 11.06.06.02
11.06.05.nn
11
1 Pers./ 0,25 h
-------------------------------------------------------------------------------------------------------------------------------Tools:
Pressure calibrating device Electric continuity tester (multimeter)
* no picture
W1* W2*
Procedure:
1. 2. 2.1 Mount new pressure switch, see A5.05.11.06.05.nn. Close shut-off valve (Fig. 3/6) of the corresponding medium to the pressure pipe. Remove the plug from the pressure switch and connect the pressure calibrating device (W1) to the test connection. The adjustment value is to be inferred from the list of measuring points in
Book C.
2.2 2.3 2.4
In pressureless state the pressure switch contacts (Fig. 1) 1 + 2 are closed and contacts 1 + 3 are open (ohmic flow). When the pressure drops, the pressure switch should switch at the measuring point value, in this state contacts 1 + 2 are open and contacts 1 + 3 are closed. If a pressure switch is replaced, the switching value is to be inferred from the list of measuring points. (The measuring point number is indicated on the cable or the related nameplate.)
Note:
If the pressure switch responds before or after the read limit, the switching point has to be readjusted, see item 3.
en / 11.04.2008
IB025583
1/2
Pressure Switch
M20/M25/M32/M43
A5.05. 11.06.06.02
3. 3.1 3.2
Adjustment of switching point Remove cover (Fig. 2/4). By turning the hexagon socket screw (5) the switching point can be adjusted correspondingly.
11
4. 4.1
Assembly: Mount cover (4).
4.2
4.3 4.4
Remove pressure calibrating device (W1).

Clip on plug to the pressure switch. Open shut-off valve (Fig. 3/6) of the corresponding medium to the pressure pipe.
Replacement of the complete switch, see A5.05.11.06.05.nn. .
en / 11.04.2008
IB025583
2/2
Crankcase Monitoring Device

M20/M25/M32/M43/M453C/M552C/M601C
A5.05. 11.09.01.03
1500, 750, 7500
See also: Spare parts list: Time requirement: B1.05.11.nn4810 2 Pers./ 1,00 h
11
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
a) Check the underpressure in the measuring chamber every b) Clean the infrared filter and replace the sintered bronze filter in the measuring attachment every c) Replace the sintered bronze filter in the pressure control every 750 h 1.500 h 7.500 h
Tools:
Test equipment and spare parts. Service box
Maintenance and trouble shooting: refer to manual C
Attention:
The engine is not monitored in the event of the device malfunctioning. his can result in engine damage!
en / 17.02.2004
IB021758
1/1
Vibration Damper
VM32
A5.05. 12.04.01.52
30000
See also: Spare parts list: Time requirement: B1.05.12.n.6347 0 Pers./ 0,00 h
12
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Every 30,000 h check size of gap "s" between the spring ends and the flanks of the interior grooves. Renew all seals.
Auxiliaries:
Molykote "G-Rapid Plus" * Molykote lubricant "Typ 60 G" * Silicon sealant "Dirco-Grau" * Loctite 275 * or product of equivalent quality
Note:
The oscillation damper is connected to the engine lubrication system. The system must be bled before the first operation and after maintenance work (operation sequence 5.1). At every lubrication oil change, the system must be completely drained of oil (operation sequence 1.3), even in the case of self-bleeding dampers, and the oil replaced (operation sequence 5.1). If running abnormalities appear at certain speeds, the cause may be a defective damper. To avoid extensive damage, avoid critical speeds and attempt to narrow down the fault as soon as possible by measuring the torsional oscillation. In damper replacement (possible in AT procedure) or damper assembly lubricate the screw thread plate and screw head of the antifatigue screws (Fig. 1/1) with Molykote "G-Rapid Plus" paste and set with a pre-torque of M = 400 Nm and finally tighten at torque angle = 60
The fastening screws of the pump bearing plate (4), the pump wheel carrier (15) and the pump gear wheel (14) must be tightened at the torque values given (see Assembly, Molykote Lubrication).
en / 05.02.2001
IB022862
1/4
Vibration Damper
VM32
A5.05. 12.04.01.52
30000
1. 1.1 Dismantling Drain the oil:
12
Turn oil flow boring to lower position For full drainage turn the damper
through 180 m several times. 1.2 1.3 1.4 1.5 1.6 Mark the position of the damper to the crankshaft. Remove the antifatigue screws and fastening screws (1) (12). Dismantle the pump wheel carrier (15) and pump gear wheel (14). Remove fastening screws (13). Remove the oscillation damper and forcing screw from the crankshaft and dismantle. Dismantle side plates (18); forcing may be carried out through tapping bore holes. Remove O rings (20 and 21). Clean all parts thoroughly. Check oil flow bores and oil feed bores are clear. (30).
1.7 1.8 1.9
en / 05.02.2001
IB022862
2/4
Vibration Damper
VM32
A5.05. 12.04.01.52
30000 Measure gap (Fig. 2/"s" ) between spring ends and groove flanks of the interior using a feeler gauge. Maximum permitted value for gap "s" between spring ends and groove flanks:
1.10
12
Damper No. D 80/20 G1 05043 D 80/21 G1 05044
Anzugsmoment (Pos 23) 226 Nm 226 Nm
Gap "s" (mm) 0,18 0,18
1.11
Apply an adequate quantity of "Loctite 275" to both sides of the cup spring (Fig. 1/22). Tighten hexagonal screw (23) until cup spring (22) lies flat. At least tighten with a torque to M =226 Nm
Attention:
In the case of one-sided positioning of groove flank: gap "s" x 2..
en / 05.02.2001
IB022862
3/4
Vibration Damper
VM32
A5.05. 12.04.01.52
30000
Note:
When critical values have been reached the damper should be replaced (AT procedure). If critical values have been exceeded, the engine should be operated only at reduced power and avoiding critical speeds; the damper should be replaced as soon as possible. 2. 3. 4. Apply Molykote "Typ 60 G" across the inner side of the side plates (18). Insert new greased O rings (20 and 21). Set the side plates so that the oil flow bore holes are positioned between the oil feed bore holes. Screw the side plates tightly with the corresponding starting torque. Seal screw threads and cup springs with oil-resistant sealant. Assembly of oscillation damper:
12
5.
Observe the marking of the damper position to the crankshaft!

5.1 Bleed the air from the oscillation damper:
Turn an oil flow bore hole (30) to the highest position (30). Operate reserve lubricant pump until oil flows evenly out of the oil feed bore hole. Turn the oscillation damper through 180. Operate reserve lubricant pump until oil flows evenly out of the second oil feed bore hole Wait until no more air bubbles are visible.
5.2 Further assembly procedure takes place in reverse order from dismantling procedure.. Apply Molykote "G-Rapid Plus" to the screw threads and screw head plates of the screws. Starting torque of screws: M12 = 60 Nm ; M16 = 130 Nm 5.3 5.4 Assemble lubricant piping. Check systems for sealing and check lubricant supply to gearwheels.
en / 05.02.2001
IB022862
4/4
Vibration Damper
VM32
A5.05. 12.04.02.51
45000 A5.05.12.04.01.nn B1.05.12.1.6347 0 Pers./ 0,00 h
12
Personnel qualification: skilled engine hand / Cat/MaK-specialist Operating medium: Heavy fuel and distillate fuel
-------------------------------------------------------------------------------------------------------------------------------Maintenance/ exchange:
Vibration damper: Replacement (on an exchange basis) after 45,000 h
Note:
We have to point out that this maintenance sheet was prepared only for the purpose of maintenance planning. Please contact the Caterpillar/ Kiel Customer Service in time before reaching the 45,000 hours deadline.
en / 04.03.2004
IB024251
1/1
Turning Device
VM32
A5.05. 12.08.01.52
30000, 750, 3750
12
-------------------------------------------------------------------------------------------------------------------------------Maintenance:
Oil level check Lubricating / greasing of shaft and gearwheel Oil change every every every 3.750 h 750 h 30.000 h or 6 months or monthlys or 4 years
Auxiliary material:
Bearing grease Klber Altemp. QNB 50 * Gear oil Shell Omala Oil 460 * *or a product of equal standard 1. Operating the turning device
~
1.1 1.1.1 1.1.2 1.1.3
Safety note:
Protect engine against unintentional start-up! Apart from these instructions, the operating- and maintenance instructions of the manufacturer of the turniing device have to be observed too ! Engaging the turning device Move blockinglever (1) to position V and hold. Move lever (2) to position X, so that the gearwheel of the turning device engages completely in the flywheel toothing. Let off blockinglever and make sure that the blockinglever engages in position Z.
Attention:
When the turning device is engaged, the position switch (11) is automatically set to position engine OFF . The engine cannot be started during turning !
1.1.4
Turn the engine.
en / 08.03.2001
IB022985
1/3
Turning Device
VM32
A5.05. 12.08.01.52
30000, 750, 3750 Disengaging the turning device Move blockinglever (1) to position V and hold. Move lever (2) to position Y , so that the gearwheel of the turning device is disengaged from the flywheel toothing. Let off blockinglever and make sure that the blockinglever is engaged in position W.
1.2 1.2.1 1.2.2 1.2.3
12
Attention:
The engine can only be started if the turning device is disengaged ! The position switch (11) is then in position engine-ON)
7 10
3 4 1 X V W Z 2 Y 9 11 5 6
en / 08.03.2001
IB022985
2/3
Turning Device
VM32
A5.05. 12.08.01.52
30000, 750, 3750 Maintenance Oil level check
2. 2.1
12
Note:
If a topping up should be necessary, only the prescribed gear oil is to be used ! 2.1.1 Check oil level at the oil level glas (10) and fill in gear oil ( e.g. Shell Omala Oil 460 ) up to the oil level marke.
2.2
Lubricating / greasing of shaft and gearwheel
Note:
Grease the notch on the output shaft and the gearwheel only if the turning device is engaged. 2.2.1 Grease the notch on the output shaft (9) and the gearwheel (3) with bearing grease by means of the grease nipple (4).
Attention:
Grease the gearwheel toothing only if the turning device is disengaged.
2.2.2
Coat toothing of gearwheel thinly with bearing grease.
2.3 2.3.1 2.3.2 2.3.3 2.3.4 2.3.5 2.3.6
Oil change Remove screw plug (5) on the driving gear of the turning device. Drain the oil from the driving gear of the turning device. Mount the screw plug (5) with new gasket (6). Remove breather (7) on the driving gear of the turning device. Fill in new oil (e.g. Shell Omala Oil 460 ; ca.10 l) up to the oil level mark (10). Mount the breather (7) .
en / 08.03.2001
IB022985
3/3
Tools
-
A6
Tools
en / 24.04.2008
AA000112
1/1
Table of contents
-
A6.01
Tools Table of contents
A6 A6.01
en / 24.04.2008
AA020050
1/1

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