Sulzer S20U

S20U
Operating Manual
Vessel / Plant:
Type:
Engine No.:
Book No.:
Wrtsil NSD Switzerland Ltd

PO Box 414
CH-8401 Winterthur
Switzerland
1997 Wrtsil NSD Switzerland Ltd, Printed in Switzerland
Tel. +41 52 262 49 22

Fax +41 52 212 49 17
http://www.wartsila-nsd.com
S20U
0000/1.1
Operation
For Particular Attention
This manual is put at the disposal of the recipient solely for use in connection with the corresponding type of Sulzer
diesel engine.
It has always to be treated as confidential.
The intellectual property regarding any and all of the contents of this manual, particularly the copyright, remains with
Wrtsil NSD Switzerland Ltd. This document and parts thereof must not be reproduced or copied without their
written permission, and the contents thereof must not be imparted to a third party nor be used for any unauthorized
purpose.
Before the operator attempts to use the engine or before maintenance work is undertaken, the Operating Instructions or the Maintenance Manual respectively is to be read carefully.
To ensure the best efficiency, reliability and lifetime of the engine and its components, only original spare parts
should be used.
It is to be ensured as well that all equipment and tools for maintenance are in good condition.
The extent of any supplies and services is determined exclusively by the relevant supply contract.
The data, instructions and graphical illustrations etc. in this manual are based on drawings made by Wrtsil NSD
Switzerland Ltd and correspond to the actual standard at the time of printing (year of printing is indicated on title
page).
Those specifications and recommendations of the classification societies, which are essential for the design, have
been considered therein. It must be recognized that such data, instructions and graphical illustrations may be subject to changes due to further development, widened experience or any other reason.
This manual is primarily intended for use by the engine operating and maintenance personnel. It is assumed that it
will always be at the disposal of such personnel for the operation of the engines and/or for the required maintenance
work.
This manual has been prepared on the assumption that operation and maintenance of the engines concerned will
always be carried out by personnel having the special knowledge, training and qualification needed to handle in a
workman-like manner diesel engines of the corresponding size, the associated auxiliary equipment, as well as fuel
and other operating media.
Therefore, generally applicable rules, which may also concern such items as protection against danger, are specified in this manual in exceptional cases only. It must be assumed that the operating and maintenance personnel are
familiar with the rules concerned.
This manual has been prepared to the best knowledge and ability of its authors. However, neither Wrtsil
NSD Switzerland Ltd nor their employees assume any liability - under any legal aspect whatsoever - in connection with this manual, its contents, or modifications to it or in connection with its use, including possible negligence.

Winterthur
Switzerland
1997
S20U
Operation
0010/1.1
Foreword
1. Summary
The documentation for this diesel engine type comprises the following books and publications:
Operating Manual
This contains information covering engine operation, the required operating media (oil, water
and fuel), as well as a description of the function of specific systems.
Maintenance Manual
This contains, in addition to the maintenance diagrams, information covering specific dismantling
and assembly work necessary for engine maintenance.
It contains furthermore a masses (weight) table of certain individual parts, a clearance table, a list
of rubber / Orings, tightening values for important screwed connections and a tools list.
Code Book (spare parts catalogue)
In this book all parts are marked with a code number by which they can be ordered from the engine
supplier. Such spare parts are to be ordered exclusively from this book.
Documentation for boughtout items
Separate publications are provided for those items on the engine supplied by outside manufactur
ers, such as turbocharger, governor, torsional vibration damper, etc. In most cases these can also
be used as a spare parts catalogue.
Records and drawings
With the first delivery of the documentation, the setting tables, shop trial documents and survey
or's certificates of the engine concerned as well as schematic diagrams are also supplied.
2. Structure of the manuals

Generally the manuals have to be regarded as "B a s i c M a n u a l s" i.e. they describe particularly the standard
engine with all cylinder numbers, alternative design executions and special equipment.
As a rule, in the case of alternative design executions their descriptions have been distributed on separate sheets
and clearly designated by the respective alternative names. This allows on one hand to quickly find with certainty
the respective passages on the other hand it allows the later removal of sheets of not specified alternatives and
special executions. Further indications can be found under the section 'Explanation on the Use of the Operating
Manual' sheet 0040/1.
The subdivision into 10 main groups (from 0 to 9) has been made within one manual analogous to the design
groups. The subdivision in the individual sections corresponds equally and largely with the design subgroup
ing. They are identical with the first digits of the sheet numbers in the Operating and Maintenance Manuals.
3. Repeatorder of technical documentation

Analogous with the continuing development of the engines the documentation is continually being brought up
to date. This signifies that in a back ordered manual for the same engine, text and indications may no longer
coincide in every way.
Independent to this, however, important information and improvements are brought to the customer's notice by
the 'Service Bulletin' so that the relevant part of any development should already be known.
When ordering documentation at a later stage for engines which are already in operation since several years, it is
recommended to specify enquiries and orders with the following details:
1. Engine type, year built and engine manufacturer
2. Name of motor ship or site of installation
3. Cylinder or engine number
4. Special equipment
5. Desired language of documentation (German or English)
1996
S20U
Operation
0020/1.1
Table of Contents
Group 0
General:
For particular attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000/1
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010/1
Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0020/1
Alphabetical index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0030/1
Explanation on the use of the Operating Manual (engine cross section and longitudinal section) . . . . . . . 0040/1
Short description in key words . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050/1
Working cycle of the fourstroke diesel engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0060/1
Numbering of cylinders, bearings and valves as well as definition of engine sides . . . . . . . . . . . . . . . . . . . . 0080/1
Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0090/1
Operating media:
Fuel oil for diesel engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0100/1
Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0110/1
Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120/1
Operation:
Safety measures and warnings (general information) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0200/1
Preparations for starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210/1
Prepare fuel oil system for operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0215/1
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0220/1
Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0225/1
Operating data sheet (pressure and temperature ranges at continuous service rating) . . . . . . . . . . . . . . . . 0230/1
Operation at low load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0235/1
Operation at overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0240/1
Changing over from diesel oil to heavy fuel oil and vice versa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0245/1
Viscositytemperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0245/2
Heavy fuel oil operation, fuel oil treatment, fuel oil system . . . . . single booster module . . . . . . . . . . . . 0250/1
Shutting down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260/1
Measures to be taken after shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0265/1
Special modes of operation:
Runningin after inspections or overhauls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0300/1
Operation with defective charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0320/1
Measures for prevention of crankcase explosions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0350/1
Operational failures:
Failures and their possible causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0400/1
Group 1
Resilient mounting elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1091/1
Crankshaft main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1201/1
Crankcase venting and explosion flap valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1601/1
Oil dip stick and oil filler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1605/1
1996
0020/1.2
Operation
S20U
Group 2
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2103/1
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701/1
High pressure fuel stud and stagnation pressure control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2716/1
Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722/1
Inlet and exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2750/1
Group 3
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3101/1
Integrated balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . for 4 cylinder engines . . . . . . . . . . . . . . . . . . . 3108/1
Vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3130/1
Turning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3201/1
Connecting rod and connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3301/1
Working piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3401/1
Group 4
Engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003/1
Camshaft drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4101/1
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . monoblock design . . . . . . . . . . . . . . . . . . . . . 4201/1
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . assembled in segments . . . . . . . . . . . . . . . . . . 4201/2
Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4304/2
Air starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4320/1
Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4401/1
Control elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4603/1
Tacho generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4901/1
Group 5
Speed governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5101/1
Governor drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . for WOODWARD governor . . . . . . . . . . . . 5105/1
Mechanical overspeed cutoff device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5303/1
Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5501/1
Regulating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5803/1
Regulating transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5808/1
Group 6
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500/1
Measuring point for the exhaust gas back pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6501/1
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6601/1
Wastegate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6735/1
Group 7
Enginedriven pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7005/1
Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7103/1
Oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7130/1
Oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7140/1
Prelubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7181/1
Fuel oil booster pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7403/1
Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7505/1
2.99
S20U
Operation
0020/1.3
Group 8
Lubricating oil diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8016/1
Cooling water diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HT and LT circuit connected . . . . . . . . . . . . 8017/1
Cooling water diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HT and LT circuit separated . . . . . . . . . . . . . 8017/2
Starting air diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8018/2
Starting air diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . for emergency power plants . . . . . . . . . . . . . 8018/3
Fuel oil diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . marine diesel oil (MDO) . . . . . . . . . . . . . . . . 8019/1
Fuel oil diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . heavy fuel oil (HFO) . . . . . . . . . . . . . . . . . . . 8019/2
Cleaning the turbocharger in service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8339/1
Fuel duplex filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8702/1
Group 9
Instrument panel on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9217/1
Oil level monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9317/1
4Stage limit switchpos. to load control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9320/1
Pressure switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9322/1
Flow detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9325/1
Fuel leakage monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9338/1
1996
S20U
Operation
0030/1.1
Alphabetical Index
A:
Air starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4320/1
C:
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . monoblock design . . . . . . . . . . . . . . . . . . . . . . . . . . . 4201/1
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . assembled in segments . . . . . . . . . . . . . . . . . . . . . . . 4201/2
Camshaft drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4101/1
Changing over from diesel oil to heavy fuel oil and vice versa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0245/1
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6601/1
Cleaning the cooling water systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120/1
Cleaning the turbocharger in service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8339/1
Connecting rod and connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3301/1
Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120/1
Cooling water diagram . . . . . . . . . . . . . . . . . . . . . . . . . HT and LT circuit connected . . . . . . . . . . . . . . . . . . 8017/1
Cooling water diagram . . . . . . . . . . . . . . . . . . . . . . . . . HT and LT circuit separated . . . . . . . . . . . . . . . . . . 8017/2
Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7505/1
Cooling water treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0120/1
Control elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4603/1
Crankcase venting and explosion flap valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1601/1
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3101/1
Crankshaft main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1201/1
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701/1
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2103/1
Cylinder, numbering of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0080/1
E:
Engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4003/1
Enginedriven pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7005/1
Engine sides, definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0080/1
Exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2750/1
Explanation on the use of the Operating Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0040/1
F:
Failures and their possible causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0400/1
Flow detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9325/1
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0010/1
For particular consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000/1
Fuel oil booster pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7403/1
Fuel duplex filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8702/1
Fuel leackage monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9338/1
Fuel oil diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019/1
Fuel oil diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HFO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8019/2
Fuel oil for diesel engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0100/1
Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5501/1
Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2722/1
Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250/1
1996
0030/1.2
Operation
S20U
G:
General information for the operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0200/1
Governor drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . for WOODWARD governor . . . . . . . . . . . . . . . . . . 5105/1
H:
Heavy fuel oil operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250/1
High pressure fuel stud and stagnation pressure control valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2716/1
I:
Inlet valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2750/1
Instrument panel on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9217/1
Integrated balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . for 4 cylinder engines . . . . . . . . . . . . . . . . . . . . . . . . 3108/1
L:
Limit switchpos. to load control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9320/1
Lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0110/1
Lubricating oil diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8016/1
Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7103/1
Lubricating oil, quality requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0110/3
M:
Measures for prevention of crankcase explosions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0350/1
Measures to be taken after shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0265/1
Measuring point for the exhaust gas back pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6501/1
Mechanical overspeed cutoff device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5303/1
N:
Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0225/1
Numbering of cylinders, bearings and valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0080/1
O:
Oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7140/1
Oil dip stick and oil filler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1605/1
Oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7130/1
Oil level monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9317/1
Operation at low load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0235/1
Operation at overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0240/1
Operating data sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0230/1
Operating media . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0100/1
Operation on heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0250/1
Operation with defective charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0320/1
P:
Prelubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7181/1
Preparations for starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210/1
Prepare fuel oil system for operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0215/1
Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0230/1
Pressure switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9322/1
2.99
S20U
Operation
0030/1.3
Q:
Quality requirements of lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0110/1
Quality requirements of heavy fuel oil for auxiliary engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0100/1.3
Quality requirements of heavy fuel oil for stationary engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0100/1.4
R:
Regulating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5803/1
Regulating transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5808/1
Requirements of lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0110/1
Resilient mounting elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1091/1
Runningin after inspections or overhauls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0300/1
S:
Safety measures and warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0200/1
Short description in key words . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0050/1
Shutting down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0260/1
Speed governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5101/1
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0220/1
Starting preparations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0210/1
Starting air diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8018/2
Starting air diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . for emergency power plants . . . . . . . . . . . . . . . . . . . 8018/3
Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4304/2
Summary of fuel oil specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0100/1
T:
Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0020/1
Tacho generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4901/1
Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0090/1
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6500/1
Turning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3201/1
V:
Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4401/1
Vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3130/1
Viskositytemperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0245/2
W:
Wastegate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6735/1
Work cycle of the fourstroke diesel engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0060/1
Working piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3401/1
1996
S20U
Operation
0040/1.1
Explanations on the Use of the Operating Manual

The Table of Contents (0020/1) and the Subject Index (0030/1) provide a basic guide if looking for information on
specific components, systems and their function, operating data, measures to be taken, general data etc..
Contents
This Operating Manual called Operation for short, contains mainly descriptions and indications on the servicing of
the engine in operation, the required operating media (oil, water, air, fuel) as well as explanations of the function of
specific components and systems.
The instructions on maintenance and overhauls are found in a separate book, the Maintenance Manual.
Structure and utilization
The individual paragraphs with their illustrations have been divided into respective design groups. Thus the sheet
number consists of the four digit group number and following (after the oblique line) sheet number. The numbers
after the full stop are page numbers.
Alternative design executions fulfilling the same function (either/or) are provided with the following sheet number
e.g.:
Fuel diagram, Marine Diesel Oil (MDO)
= 8019/1
Fuel diagram, Heavy Fuel Oil (HFO)
= 8019/2
Simultaneously such special sheets (both design executions) are clearly marked by a short variant designation ar
ranged opposite the title.
As a rule the remarks (see sheet ..../. ), within the text refer to the complete section and not to individual sheets.
Each sheet is provided at the bottom with the year of issue or of the last modification (month + year).
Where to find what
When looking for descriptive sections consult first of all the table of contents sheet 0020/1. Of great use is also the
subject index sheet 0030/1.
In the cross section and longitudinal section illustrations, important components have been marked with the sheet
number where they can quickly be found with their description. The sections further provide a general view of the
design of the engine, which, depending on specific design executions may, differ slightly.
(Cross section and longitudinal section see sheet 0040/1.2 and /1.3)
1996
0040/1.2
Operation
S20U
2722/1
2701/1
2716/1
5501/1
8019/1
4401/1
4201/1
8016/1
2103/1
3401/1
8017/1
3301/1
3101/1
1601/1
1201/1
1605/1
96.7797
1996
S20U
Operation
0040/1.3
2750/1
2716/1
3401/1
6500/1
2701/1
5501/1
4603/1
5101/1
4401/1
5105/1
4201/1
4101/1
6601/1
8702/1
5303/1
7403/1
2103/1
3301/1
7103/1
3101/1
3130/1
96.7799
1201/1
1996
S20U
Operation
0050/1.1
Short Description in Key Words

S20U . . . . . . . . . . . . . . . . . . . : Fourstroke diesel engine, built in line, cylinder bore 20 cm, stroke 30 cm.
Engine housing . . . . . . . . . . . : Monoblock, carrying all other components.
Crankshaft main bearing . . . : Split bearing shells, mounted in the engine housing with underslung bearing cov
ers.
Cylinder liner . . . . . . . . . . . . : Supported in the engine housing, water cooled.
Cylinder head . . . . . . . . . . . . : Upper end closure of the cylinder, fastened to the engine housing by hydraulically
tightened studs. Fitted in are two inlet and two exhaust valves, a fuel injection
valve and an indicator valve.
Valve drive . . . . . . . . . . . . . . . : From camshaft via cam rocking lever, push rods and rocker arms.
Crankshaft . . . . . . . . . . . . . . . : One piece construction, fitted with gear wheels for camshaft drive and builton
pumps and counterweights.
Connecting rod . . . . . . . . . . . : Crankpin bearing split, split bearing shell, hydraulically tensioned studs.
Working piston . . . . . . . . . . . : Oil cooled, twopart design, piston crown of steel, piston skirt of cast iron.
Camshaft drive . . . . . . . . . . . : Via intermediate gear wheel from crankshaft.
Camshaft . . . . . . . . . . . . . . . . : Designs are provided as monoblock, in two parts or assembled in segments, held in
bearing shields.
Starting air control . . . . . . . . : With solenoid valve via main starting air valve to air starter motor.
Speed governor . . . . . . . . . . . : Driven off camshaft drive wheel, mechanical/hydraulic or electronic.
Overspeed cutoff device . . . : The mechanical overspeed cutoff device is arranged at the free end of the cam
shaft. It shuts the engine down in case of overspeed by shifting the regulating link
age. The regulating linkage can be brought to the "Zero" position by pneumatic
actuation when the corresponding command is triggered via the monitoring sys
tem.
Fuel injection . . . . . . . . . . . . : Fuel injection pump (chamfer control) driven off camshaft (fuel cam), direct in
jection via HP pipe, fuel stud and nozzle holder to injection nozzle.
Regulating linkage . . . . . . . . : Mechanical connection, speed governor fuel injection pumps.
Exhaust gas turbocharger . . : Driven by exhaust gases, compresses the charge air.
Charge air cooler . . . . . . . . . : Cools the charge air heated by compression.
Enginedriven pumps . . . . . . : Oil pump, fuel delivery pump only for engines operated on diesel oil, cooling wa
ter pumps can be driven directly off the engine.
Instrument panel . . . . . . . . . : The most important system pressures and the engine speed can be read off this
panel during operation.
1996
S20U
Operation
0060/1.1
Working Cycle of the FourStroke Diesel Engine

First stroke:
Through the opened inlet valve compressed air is pressed by the exhaust gas turbocharger via charge air cooler into
the cylinder. The piston moves downwards. During this period the crankshaft goes through a half turn. The first
stroke is also designated suction stroke.
Second stroke:
With closed valves the air in the cylinder is compressed by the upwards moving piston. Before the top dead centre
(T.D.C.) is reached by the piston, fuel is injected into the combustion space. Here too the crankshaft goes through a
half turn. The second stroke is designated compression stroke.
Third stroke:
The injected, atomized fuel ignites in the hot compressed air. Combustion and with it expansion begins and presses
the piston downwards.The crankshaft goes through a further half turn. The third stroke is designated working stroke
or expansion stroke.
Fourth stroke:
The exhaust valve opens and the combustion gases are pressed out of the cylinder by the upwards moving piston.
These exhaust gases drive the turbine and with it the blower of the turbocharger. The crankshaft goes through a
further half turn. The fourth stroke is designated exhaust stroke or scavenging stroke.
First stroke
Second stroke
Third stroke
Fourth stroke
1996
S20U
Operation
0080/1.1
Numbering of Cylinders, Bearings and Valves as well as Definition of Engine Sides

Crankshaft Main Bearing
Bearing Number
7
FREE END
EXHAUST SIDE
Cylinder Number
Thrust Bearing
Exhaust Valve
FUEL PUMP SIDE
Inlet Valve
FUEL PUMP SIDE
Exhaust Valve
EXHAUST SIDE
Inlet Valve
EXHAUST SIDE
Turbocharger
FREE END
DRIVING END
DRIVING END
FUEL PUMP SIDE
DIRECTION OF ROTATION
VIEWED FROM DRIVING END
Camshaft Centre
Crankshaft Centre
CLOCKWISE ROTATION
ANTI-CLOCKWISE ROTATION
1996
S20U
Operation
0090/1.1
Technical Data
Type designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S20U
Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4, 6, 8 and 9 cylinders in line
Cylinder bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 mm
Piston displacement per cylinder . . . . . . . . . . . . . . . . 9425 cm
Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900 r.p.m. or 1000 r.p.m.
Output per cylinder

900 r.p.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 kW
1000 r.p.m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 kW
Firing sequence (clockwise rotation)

4 cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 3 - 4 - 2
6 cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 4 - 2 - 6 -3 - 5
8 cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 3 - 2 - 5 - 8 - 6 - 7 - 4
9 cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 7 - 4 - 2 - 8 - 6 - 3 - 9 - 5
Firing sequence (anticlockwise rotation)

4 cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 2 - 4 - 3
6 cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 5 - 3 - 6 - 2 - 4
8 cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 4 - 7 - 6 - 8 - 5 - 2 - 3
9 cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 5 - 9 - 3 - 6 - 8 - 2 - 4 - 7
1996
S20U
Operation
0100/1.1
Operating Media
Fuel Oil for Diesel Engines
In principle all liquid fossil fuels can, suitably treated, be used for diesel engine operation, however, the fuel quality
influences the overhaul frequency and the economics of fuel treatment. Besides technical reasons there are to a
great extent economic considerations which, dependent on engine size and speed and on its utilization are deter
mining the limits for the fuel quality.
Gas and diesel oils (distillates) can be used in all Sulzer engines. Whether and to what grade heavy fuel oils are
usable on a specific engine type, has been set down in the tables NSD "Fuel oil requirements" (see 0100/1.3 and
0100/1.4).
With fuels having a very low sulphur content, precautions are indicated particularly when new piston rings and cyl
inder liners are being run in.
For operation with heavy fuel oil, special measures must be taken. The plant must be arranged accordingly (see also
sheet 0250/1).
The table on the next sheet (0100/1.2) is a synopsis of data on diesel fuels as they are offered.
When bunkering, the suppliers generally provide only a few of the data shown in the table NSD "Fuel oil require
ments", often only specific gravity and maximum viscosity. This makes the evaluation of the supplied fuel oil quality
difficult for the engine user.
The suppliers should guarantee the stability of the fuel they supply i.e. their safety against sludge elimination. The
fuel must also not cause corrosive action on the engine fuel system.
Fuels of various deliveries should, if possible, not be mixed, since there is a risk of incompatibility and bring about
the precipitation of sludge leading to e.g. fouling of filters.
(continuation on sheet 0100/1.2)
1996
0100/1.2
Operation
S20U
Summary of marine fuel oil characteristic values

(This summary does not represent a quality specification)
Properties
Marine Gas Oil
Marine Diesel Oil
Intermediate Fuels
Bunker Fuel Oil
Density
at 15 C
kg/m3
820 ... 870
850 ... 920
900 ... 991
up to 1010
Viscosity
at 40 C mm2/s
at 50 C mm2/s
(cSt)
(cSt)
1.5 ... 7
-
4 ... 14
-
30 ... 420
up to 700
High viscosity fuels must be heated to reduce the viscosity to the recommended value
at engine entry.
Pour point
-6 ... +6
-6 ...-+6
0 ... 20
up to 30
The fuel can no longer be pumped in the vicinity of the pour point and heating devices
are necessary for tanks and pipes at corresponding ambient temperatures.
Sulphur
0.2 ... 2
0.2 ... 2
1 ... 5
1 ... 5
During combustion the sulphur of the fuel burns to form sulphur oxides which in turn
form sulphuric acids. These acids are very corrosive to the cylinder liner walls and the
piston rings primarily if temperatures of these components are below the dew point.
The corrosive attack can be combated by a cylinder oil with sufficient alkalinity,
expressed by its BN (Base Number).
Regarding the selection of the BN in relation to the sulphur content of the fuel, refer
ence is made to instructions on sheet 0110/1.
Experience shows that also an excessive BN can have detrimental effects such as form
ing hard deposits in the combustion chamber of the engine.
Conradson carbon
residue MCR
up to 0.2
up to 2.5
up to 18
up to 20
A high conradson figure shows that the fuel tends to form deposits during combus
tion, and thus favours the fouling of nozzles, piston ring grooves, gas outlet ducts and
scavenge ports.
Ash content
up to 0.01
up to 0.02
up to 0.15
up to 0.2
Ash grinds piston rings, cylinders and valves, and can also promote fouling and burn
off especially with a high vanadium and sodium content. The sodium content should
be less than 1/3 of the vanadium content.
Water content
Ignition quality
Cetane number/index
CCAI
0 ... 0.1
0 ... 0.25
0.1 ... 1
up to 2
~ 40
-
40 ... 20
-
890
880
The inflammability of marine fuels (heavy fuel oils) is as of recently being judged the
CCAI (Calculated Carbon Aromaticity Index). This index should not lie above 870.
For pure distillate fuels the CETANE NUMBER is used as reference. This number
should not lie below 30.
Flash point
Remark:
1996
Min. 60 C
This summary gives only a survey of available fuel oils but does not indicate their suitabil
ity.
Regarding the respective permissible limiting value, see NSD quality requirements on
sheet 0100/1.3 and /1.4.
It is not necessarily complete, other properties may also influence the engine perfor
mance.
Marine Diesel Oil can be pure distillates or may be blended. Some properties of blended
oil may exceed the fuel quality requirements for specific engine types.
S20U
Operation
0100/1.3
Auxiliary engines
NSD "Fuel oil requirements" gives the fuel quality limits for bunkers and recommendations at the engine inlet * 1)
Item
Unit
Limit value
Test method
Recommended value
at the engine inlet
kg/m3
max. 991 *2)
ISO 3675
max. 991
. . . . . . at 50 C
at 100 C
cSt
cSt
max. 700
max. 55
ISO 3104
ISO 3104
13 17
Density at 15 C
Kinematic viscosity
1)
Conradson carbon
2)
. . . . . . . (MCR)
% (m/m)
max. 22
ISO 10370
max. 15
Sulphur . . . . . . . . .
3)
..............
% (m/m)
max. 5.0
ISO 8754
max. 3.5
Ash content . . . . . .
4)
..............
% (m/m)
max. 0.15
ISO 6245
max. 0.05
Vanadium . . . . . . .
4)
..............
mg/kg
max. 600
ISO 14597
max. 150
Sodium . . . . . . . . .
5)
..............
mg/kg
max. 100
AAS
max. 30
Aluminium + silicon . . . . . . . . . . . . . .
mg/kg
max. 80
ISO 10478
max. 25
% (m/m)
max. 0.1
ISO 10307
0.05
Water content . . . . 6) . . . . . . . . . . . . . .
% (v/v)
max. 1.0
ISO 3733
0.2
Flash point . . . . . . 7) . . . . . . . . . . . . . .
min. 60
ISO 2719
min. 60
Pour point . . . . . . . 8) . . . . . . . . . . . . . .
max. 30
ISO 3016
max. 30
Asphaltenes . . . . . . . . . . . . . . . . . . . . . .
m/m (%)
max. 8
Sediment . . . . . . . .
2)
. . . . . . . . (SHF)
Notes 1) ... 8) to NSD quality requirements see sheet 0100/1.5 and 0100/1.6.
1cSt (centistokes) = 1mm2/s
*1. The fuel should not include any added substances, used lubricating oils or chemical waste etc.
*2. Density up to 1010 kg/cm3 can be accepted if the fuel treatment plant is suitably equipped to remove water from
highdensity fuel.
The above fuel quality requirements correspond to the following standards:
CIMAC Recommendations 1990 . . . . . . . . . . . . . . . . H55/K55
ISO 8217:1996 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RMH55
BS MA100:1996 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RMH55
1996
0100/1.4
Operation
S20U
Stationary engines
NSD "Fuel oil requirements" gives the fuel quality limits for bunkers and recommendations at the engine inlet * 1)
Item
Unit
Limit value
Test method
Recommended value
at the engine inlet
kg/m3
max. 991
ISO 3675
max. 991
. . . . . . at 50 C
at 100 C
cSt
cSt
max. 380
max. 35
ISO 3104
ISO 3104
13 17
Density at 15 C
Kinematic viscosity
1)
Conradson carbon
2)
. . . . . . . (MCR)
% (m/m)
max. 18
ISO 10370
max. 15
Sulphur . . . . . . . . .
3)
..............
% (m/m)
max. 5.0
ISO 8754
max. 3.5
Ash content . . . . . .
4)
..............
% (m/m)
max. 0.15
ISO 6245
max. 0.05
Vanadium . . . . . . .
4)
..............
mg/kg
max. 400
ISO 14597
max. 150
Sodium . . . . . . . . .
5)
..............
mg/kg
max. 100
AAS
max. 30
Aluminium + silicon . . . . . . . . . . . . . .
mg/kg
max. 80
ISO 10478
max. 25
% (m/m)
max. 0.1
ISO 10307
0.05
Water content . . . . 6) . . . . . . . . . . . . . .
% (v/v)
max. 1.0
ISO 3733
0.2
Flash point . . . . . . 7) . . . . . . . . . . . . . .
min. 60
ISO 2719
min. 60
Pour point . . . . . . . 8) . . . . . . . . . . . . . .
max. 30
ISO 3016
max. 30
Asphaltenes . . . . . . . . . . . . . . . . . . . . . .
m/m (%)
max. 8
Sediment . . . . . . . .
2)
. . . . . . . . (SHF)
Notes 1) ... 8) to NSD quality requirements see sheet 0100/1.5 and 0100/1.6.
1cSt (centistokes) = 1mm2/s
*1. The fuel should not include any added substances, used lubricating oils or chemical waste etc.
The above fuel quality requirements correspond to the following standards:
CIMAC Recommendations 1990 . . . . . . . . . . . . . . . . H55/K55
ISO 8217: 1996 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RMH55
BS MA100: 1996 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RMH55
1996
S20U
Operation
0100/1.5
Heavy fuel oil

Diesel engine fuels include a variety of petroleum products ranging from gas oil to heavy fuel oil. Gas oil is produced
from crude oil by distillation and processing whereas fuel oil is mainly the residue left after distillation of the crude
oil. To obtain the desired viscosity the residue is blended down with lighter, less viscous components. Modern refin
eries also apply socalled secondary conversion processes such as visbreaking and catalytic cracking to obtain a
higher proportion of lighter products. These products are used as blending stocks for heavy fuel oil.
Apart from distillate fuels, the designation for residual type fuel is not uniform and the following designations are in
use:
Marine fuel oil, light marine fuel oil, bunker fuel C
Intermediate fuel, thin marine fuel oil, light marine fuel oil.
Marine fuels are usually differentiated by viscosity, whereby the viscosity is mostly indicated in centistokes (cSt) at
50 C. The classification according to ISO or BSI standards and to the CIMAC as guiding principle is gradually gain
ing in importance.
It has to be well noted that viscosity by itself is not a quality criterion anymore. To evaluate the quality and suitability
of a fuel for use in a diesel engine, a number of characteristics such as listed in the fuel oil requirements table have to
be considered as a whole.
For assessing the inflammability of a diesel fuel so far solely the CETANE number (established by a standardized
engine test) or the CETANE index (established by calculation) have been utilized. This can according to definition
only be the case for distillate fuels. Nowadays the socalled CCAI (Calculated Carbon Aromaticity Index) is recom
mended for marine fuels. The inflammability is of particular importance for higher speed engines. Experience has
shown that for slowspeed diesel engines the inflammability is of little importance.
The use of fuel oils with properties approaching the maximum numbers requires very good supervision and mainte
nance of the engine and, in particular, of the fuel treatment equipment. With fuels of poor quality and inadequate
fuel preparation, premature overhauling and added maintenance costs have to be faced.
Notes to "Fuel oil requirements" of heavy fuel oil (HFO) (sheet 0100/1.3 and /1.4)
1. Viscosity
The maximum admissible viscosity of the fuel that can be used in an installation is dependent on the heating and fuel
preparation equipment. As a guidance, the necessary preheating temperature for a given viscosity may be taken
from the viscositytemperaturediagram (see sheet 0250/1.6) in the engine Operating Instruction Manual.
The recommended viscosity values of the fuel oil before engine are:
13 17 mm/s (cSt), 60 75 SecRW1
2. Conradson carbon residue (MCR), asphaltenes (compatibility / stability, SHF test)

High levels of carbon and asphaltenes impair the combustion quality of the fuel and may cause increased wear and
fouling of engine components. Asphaltenes also have a bearing on the compatibility and stability of blended fuels
and can cause problems of excessive sludge formation in the centrifugal separators. From experience, fuels with an
asphaltene content of less than two thirds of the MCR number are considered as being less critical in that sense. To
minimize compatibility problems, care should be taken to avoid mixing bunkers from different sources/suppliers in
the storage tank on board. Care must also be taken if fuel blending is intended to bring down the viscosity of the fuel
by blending with a distillate type fuel (e.g. marine diesel oil). Paraffinic distillate, when added to the heavy fuel oil,
can cause the asphaltenes to settle out, resulting in heavy sludge formation. For judging the stability of a type of
heavy fuel oil the SHF test (sediment by hot filtration) is generally applied. For a safe stability criterion, the fuel
must not exceed 0.10% sediments in the hot filtration test (SHF).
3. Sulphur
The alkalinity (BN) of the lubricating oil should be selected with regard to the sulphur level of the fuel in use.
1996
0100/1.6
Operation
S20U
4. Ash and metals

Fuel oils with a high content of ash forming contaminations promote abrasive wear in the engine. Vanadium, partic
ularly in a compound with sodium forms corrosive melts on hot components (valves and piston surface) which lead
to coatings (valve seat, turbine blades) as well as to material abrasion. Here certain ratios of vanadium/sodium are
particularly critical, as the melting temperature is much reduced so that also components running at a lower operat
ing temperature are affected.
Sodium originates partly from sea water, it is therefore essential to separate water by settling and centrifuging to the
utmost extent from the fuel oil. The sodium content must under no circumstances exceed 100 mg/kg (ppm).
Fuel oils with low values of vanadium and sodium are to be preferred. The effects of hot corrosion can to some
extent be counteracted by using suitable fuel additives (ash modifiers, combustion catalysts). Such additives in
crease the melting point of vanadium compounds or effect a change in their modification so that they adhere less to
components.
5. Aluminium, silicon
Aluminium occasionally appears in crude oil as a natural common impurity element. However, if it appears in a
larger percentage in compound with silicon in the fuel oil it can be regarded as an indication of catalytic fines (cat.
fines) as residues of catalytic cracking. Such residues can enter marine fuel oil as a result of errors in the refining
operation or else by using unsuitable blending components in considerable quantities in the process.
These catalytic residues of hard oxides appear as small pellets and can cause extraordinary high wear on piston rings
and cylinder liners. In order to eliminate these particles in the separator, the separator must be operated at its opti
mum, i.e. the throughput must possibly be reduced to less than 20% of the nominal rate and the separating tempera
ture kept as high as possible (98 C). Experience shows that with proper operation of the separator a sum of alumin
ium and silicon of 80 mg/kg can be reduced to less than 25mg/kg. When judging the destructiveness of such residue,
not only its ratio (mg/kg) but also the size distribution and the shape of the pellets are relevant. In practice these
criteria are, however, not easily kept under control.
6. Water
The water content of the fuel must be further reduced by careful purification, most effectively done by centrifuging
and the use of proper draining arrangements on the settling and service tanks. A water content not exceeding about
0.2% volume after fuel treatment is an appropriate guiding value.
To achieve a good separating effect, the throughput should be reduced and the separator temperature kept as
constant as possible. For recommended data, refer also to the separator Instruction Manual.
7. Flash point
The flash point is a value determined by the inspection authority for judging fire risks. For this, local regulations of
the responsible authorities must be additionally observed. The flash point is basically not a quality criterion for die
sel fuel.
8. Pour point
The lowest admissible temperature of the fuel must be about 510 C above the pour point to secure easy pumping.
9. Ignition quality (CCAI)

The Calculated Carbon Aromaticity Index (CCAI), as proposed by Shell, has been suggested as a criterion for the
ignition quality of diesel fuels. Although there appear to be no rigidly applicable limits for this quality, generally, a
fuel with a CCAI value not exceeding the number 870 may be considered as giving no trouble in this respect. The
CCAI is not a criterion for other quality properties of a diesel fuel.
1996
S20U
Operation
0110/1.1
Operating Media
Lubricating Oil
1. General
In the diesel engine the lubricating oil has to fulfill various duties, which might be circumscribed in this way: Reduc
tion of friction and wear, cooling of engine components, sealing between the piston ring and the cylinder liner as
well as prevention of corrosion at high and low temperatures as well as when the engine is stopped. The oil should
further be capable, by its neutralizing and dispersing qualities to combat effectively the noxious byproducts from
combustion. To fulfil these multiple duties the lubricating oil must have specific, physico/chemical properties.
For the application in Stype engines an alkaline trunkpiston engine oil with good detergent and dispersant proper
ties, designed to give good performance in mediumspeed marine diesel engines operating with residual fuels, must
be selected. Although there are no standard test methods in general use for this type of oil, reference is sometimes
made to API classifications, US Army Milspecifications or the obsolete Caterpillar ratings to indicate the perfor
mance level of such an engine lubricating oil. A minimum performance level equivalent to API CD is required for
all applications. (API = American Petroleum Institute)
Lubricating oil with increased corrosion protection and better adhesion qualities can also be used for emergency
diesel plants.
In the Stype engine the lubricating oil serves for lubricating the running gear and the bearings as well as for cooling
the piston.
When selecting the lubricating oil the type of fuel oil must be taken into consideration with which the engine will be
operated. Residual fuel oils tend more to the formation of deposits and acidic combustion residues than distillate
fuel oils, they therefore pose higher demands on the lubricating oil.
2. Requirements on the lubricating oil

As base oils well refined neutral oils of paraffinic as well as naphthenic and mixed basic structure have performed
well in practice. For fresh engine oils the following characteristics may be used as reference values:
Viscosity at 40 C . . . . . . . . . . . . . 120180 mm 2/S (cSt)

Viscosity index (VI) . . . . . . . . . . . 80100
SAE Viscosity class . . . . . . . . . . . . . . . . . 40
Flash point (PMCC) . . . . . . . . . . above 220 C
Pour point . . . . . . . . . . . . . . . . . . . . . . . . -15 C
The alkalinity i.e. the BN of the lubricating oil is to be selected in accordance with the type of fuel.
Minimum quality: API CD/MIL-L-2104C.
Fuel oil type
Distillate grad fuel

(MGO, MDO with MCR max. 0.25%)
Residualtype fuel
(HFO, intermediate grades)
Sulphur content by weight -%
up to 1
12
up to 5
BN (mg/KOH/g)
12 15
20 30
30
Remark
The "Base Number" or "BN" was formerly known as "Total Base Number" or "TBN". Only the
name has changed, values remain identical.
1996
0110/1.2
Operation
S20U
3. Oil care
3.1. Engines operated on heavy fuel oil
With operation on residual fuel, the lubricating oil must continuously be cleaned in a centrifugal separator, working
in bypass as a purifier. The lubricating oil entering the separator should have a temperature of 85 to 95 C, with a
throughput adjusted to 20% of the rated capacity. It is good practice to commence the centrifuging about 4 hours
before starting and continue for about 24 hours after shutting down the diesel engine. The lubricating oil must not
be water washed.
3.2. Engines operated on diesel oil
With operation on diesel oil an oil treatment is also recommended as described in paragraph 3.1.
4. Used oil testing

Oil samples must be taken periodically and analyzed to ascertain the good condition of the lubricating oil (see
Maintenance Manual sheet 0900/1). From an analysis of a sample, representing the actual condition of the oil
charge in use, it is possible to comment on the condition of the oil and to confirm if it is fit for further use. It is advis
able to use the services offered by the oil suppliers for this purpose and follow their instructions for obtaining a
sample.
The tests should a least cover the following characteristics:
- Viscosity
- Total insolubles
- Flash point
- Water contamination
- BN
- Nature of water
Contamination by fuel and wear metals might be included. The significance of such analysis results can best be as
sessed if they are considered as a whole and in relation to the past analytical history of the oil.
In the course of time, even the best quality lubricating oil tends to change its properties due to ageing, oxidation and
contamination caused by the working conditions in such a way that a change of the oil charge must be considered.
However, it is not possible to give a fixed interval for this purpose since this is influenced by the operating conditions
and the efficiency of the oil treatment.
For general guidance, values for some used oil characteristics are indicated below which can be regarded as atten
tion limits. A rather sudden change of one or the other of these parameters can indicate abnormal operating condi
tions or failures in the system. In such a case it would be of little help just to change the oil without investigating the
cause.
Correct sampling, of course, is most important to be able to draw conclusions from the oil analysis. Care must be
taken to ensure that the sample is representative of the complete oil charge in use, and that the sample is not con
taminated after being drawn. For further details, reference is also made to the relevant sections of the engine Main
tenance Manual sheet 0900/1.
5. Recommended admissible limit values

The following limit values are to be taken as recommendations. As already mentioned before they can best be inter
preted when taken as a whole and in relation to each other. Normally, the lubricating oil is still usable when the
indicated parameters still lie within the limits indicated:
- Change of viscosity . . . . . . . . . . . . . . between -20 and +30% of initial value
- Flash point (PMCC) . . . . . . . . . . . . . above 190 C
- Water content . . . . . . . . . . . . . . . . . . max. 0.2 vol.-%
- Total insolubles . . . . . . . . . . . . . . . . . below 2.5% by weight
- BN . . . . . . . . . . . . . . . . . . . . . . . . . . . about 60% of initial value
If one of these limits is reached, appropriate remedial action must be considered to bring the oil charge back to
normal conditions. Such action can be intensified purification (reduction of throughput, adjustment of tempera
tures), treating in a renovating tank or partial exchange of the oil charge. It is also recommended to seek advice from
the oil supplier.
It has been stressed by the separator manufacturers that lube oil separator must only be operated as purifier for
reasons of safety. In clarifier operation, the danger exists that the dirt separated out from the oil will solidify in the
bowl so that its removal is no longer certain, leading to outofbalance and destruction of the bowl.
1996
S20U
Operation
0110/1.3
6. Other lubricating oil directions

6.1. Turbocharger:
RR turbochargers are directly lubricated by the engine lubricating oil system.
6.2. Hydraulic governor:
For the governor a rust and oxidation inhibited mineral oil with low foaming tendency is recommended, which has a
viscosity of 25 to 60 mm/s (cSt) at operating temperature. Often the same oil can be utilized which lubricates the
engine. It is important to keep the oil clean.
1996
S20U
Operation
0120/1.1
Operating Media
Cooling Water / Cooling Water Treatment
1. General remarks
To avoid service stoppages due to the cooling water circuit the water must be suitably treated to cause neither corro
sion nor the formation of sediments. Untreated cooling water leads, from experience, relatively quickly to the
formation of sediments and incrustations and with it to troubles in the cooling system.
2. Raw water for closed cooling water circuits

For a fresh filling the raw water must, without fail, be totally desalinated water or condensate water from e.g. the
fresh water generators or from auxiliary steam systems with additives. Condensate water is highly corrosive and
must therefore be made suitable as a coolant by corrosion inhibitors.
Only in exceptional situations should drinking water or process water be used from the local mains. Its hardness
must on no account exceed 10dH (German hardness degrees). If the water exceeds this limit it must be desalinated
and brought to the hardness value indicated below.
Sea water must never be used as raw water because of its high content of salts.
As a nominal guide for the desired raw water quality the following values should be used:
Hardness . . . . . . . . . . . . . . . . . . . . . . . . . 3 to 10dH
Content of chlorides and sulphates . . . not more than 100 mg/liter
pH value . . . . . . . . . . . . . . . . . . . . . . . . . 8 to 10
In cases of doubt a water analysis must be carried out and advice be sought from New Sulzer Diesel Ltd.
It is generally not recommended to use corrosion protective oils (emulsion oils) for treating the cooling water, as
considerable risks are run to foul the cooling system, if instructions are not strictly adhered to and insufficient
checks of the coolant (a wateroil emulsion) are carried out.
3. Cooling water in service

To be suitable, cooling water must, as already mentioned above, be treated by the right, and correctly administered
corrosion inhibitor. Well proven in service are inhibitors with NITRITE and BORATE as active ingredients. A list
ing of proven and tested marketed products can be obtained from New Sulzer Diesel Ltd upon request. The dosage
must be strictly in accordance with the instructions of the manufacturer, and it must be periodically checked in ser
vice to maintain the correct concentration.
It is recommended to choose such suppliers of inhibitors who can also provide expert advice for the fresh filling as
well as for later in service.
Coolant leakages have to be made good again by adding the right water with the correctly metered additive. Loss by
evaporation has to be made up by correct raw water (see above). In this way an over concentration of inhibitors is
prevented.
The cooling water in the cooling system should have a pHvalue of 8 to maximum 10.
A faultless and permanent venting of the cooling system is an essential requirement for the uniform and effective
cooling of all components in the system.
The water cooled spaces must be regularly inspected for rust formation, contamination and the formation of sedi
ments. The quality of the cooling water must be tested for its correct inhibitor concentration as well as for other
parameters. Here the instructions of the supplier of the inhibitor must be carefully followed: It is also recom
mended to secure the services of the inhibitor supplier or to utilize appropriate test kits as per instructions.
1996
0120/1.2
Operation
S20U
Emulsion oils
When emulsion oils are used as inhibitors, it is essential that full attention be paid to the following points:
- the system must be scrupulously clean before being put into service.
- the emulsion oil is added according to the instructions.
When the system has been operating for a short time, the original inhibitor concentration falls sharply due to the
creation of an oil film on the metal surfaces (e.g. from 0.5% down to 0.1% by weight). Only after the concentration
drops below 0.1% weight should a calculated amount of fresh emulsion oil be added to bring the value back to 0.4%
to 0.5% by weight.
For tests on the existing concentration of inhibitors the recommendations of the oil supplier must be followed.
Too high a concentration causes an increase in the oil film thickness and thereby impairs the heat transfer, which in
turn causes increased corrosion and local overheating (heat cracks, burn scars).
Totally saltfree water can result in the emulsion oil causing foaming, in which case antifoaming additives should be
used according to the oil supplier's instructions.
Cooling water systems with emulsion oils are particularly sensitive to contamination or fouling and especially in
the presence of combustion residues. The acid in them causes the emulsion to decompose, which leads to sludge
formation.
We therefore strongly recommend using chemically acting corrosion inhibitors.
4. Cleaning the cooling water system

For a fresh filling the complete cooling system must be clean, free from grease and oil and must not contain any
foreign particles or remainders from the manufacture.
Later, in service, cleaning can become necessary if by influx of oil or when due to gradual formation of sediments the
heat transfer and with it the cooling effect is diminished. Such problems will occur earlier where the care of the
cooling water and of the cooling system has not been given the required attention. The complete system must then
be treated by a suitable detergent agent (decreasing, dissolution of chalk sediments). Prior to filling with the pre
pared cooling water, the system has to be thoroughly rinsed through and any residual acid remains neutralized.
For this purpose suitable cleaning agents are available, which are too numerous to be listed here. We again recom
mend, however, to consult a firm of specialists for assistance.
Contaminations occurring during operation are settling in the cooling system particularly in areas where the water
velocity is low and they considerably impair the heat transfer. Cooling water spaces in cylinder heads especially have
to be periodically checked. Should sedimentation be detected then the complete cooling system must be cleaned.
1996
S20U
Operation
0200/1.1
Operation
Safety Measures and Warnings (General Information)
Prerequisite for troublefree and safe operation is an engine which is properly maintained. The following points
should serve as guidelines to the operating personnel.
Lighting
As well as good permanent lighting, hand lamps should be kept handy at various places around the engine.
Cleanliness
The engine room, as well as the engine itself, should always be kept clean. Any leakages should be stopped as soon as
possible. Dust, sand or chemical vapours should be prevented from entering the engine room.
Warning
Opening valves and other shutoff devices may allow hot fluids or gases to escape.
Therefore open slowly and watch in which direction the medium escapes.
Avoid injury.
When removing valves from the cylinder head, avoid that oils or fuels drip onto the hot piston which could cause an
explosion. When disassembling parts of the engine without suitable tools and/or the required care, prestressed
springs can expand suddenly and cause injury. Pay attention to the maintenance instructions of the corresponding
parts.
Fire
Special attention has to be paid to the rules of fire fighting.
Welding work and activities which cause sparks must not be carried out in the engine room before ensuring that no
explosive gases, vapors or inflammable fluids are present. If spark generating work must be performed in the engine
room make sure that fire extinguishing equipment is readily at hand to fight a fire locally. Components such as
exhaust turbocharger air filters must be protected by suitable covering. When casings and covers are removed
before the engine has cooled down, the risk of fire or explosions is increased. Therefore keep the engine closed until
it has cooled down.
Care must also be taken when paints or easily inflammable solvents are used in the engine room.
Insulation material saturated with oil or fuel (due to leakages) is also easily ignited and must therefore be replaced.
Cleanliness in the whole engine room, also below the floor plates reduces the possibility of a fire and the risk of its
spreading.
For your personal safety make absolutely sure that in case of a fire alarm no fire extinguishing gases can be auto
matically released when people are in the engine room. Emergency escapes are to be marked and personnel is to be
instructed of what to do in the case of fire.
Tools
Hand tools should be clearly arranged in an easily accessible position.
Special tools and devices should be stored near to the area where they are used for maintenance.
In ships' installations they must be mounted and protected against rust.
Spare parts
Large parts should be stored, well supported and secured, as near as possible to where they will be used and in the
reach of the engine room crane. All spare parts should be well protected against corrosion, but with an agent which
can be removed without too much difficulty. They must also be protected against physical damage. Spare parts
taken from the stores should be replaced as soon as possible.
Opening the covers to the engine housing
Should the engine have to be stopped upon the suspicion of overheating running gear parts or an overheated bear
ing, at least 20 minutes must be waited before opening the crankcase openings in order to reduce the risk of explo
sion.
1996
0200/1.2
Operation
S20U
Temperature sensing
When commissioning an engine after an overhaul of its running gear a check must be made to find out whether any
areas are heatingup abnormally. This check should be made after 10 minutes operation and repeated after about 1
hour. Following this, the checking should again be made after a short full load run.
Attention
Approach the hot part slowly and avoid touching if it is too hot in order to prevent injury.
Turning device
The indicator cocks on the cylinder head must be open when using the turning device.
Attention
Check carefully, that no personnel as well as components (tools devices) are situated in the
danger area.
Remark
At standstill of the engine, in connection with maintenance work, the turning device must be
engaged. The engaged turning device prevents an unintentional starting of the engine by the
remote control.
Before starting the engine the turning device must be disengaged and secured, as otherwise the
end switch 62W19 prevents an engine start via remote control (see sheet 3201/1).
Measuring and indicating instruments

These instruments must be checked and calibrated periodically.
Risk of frost
Where the risk exists that the temperature in the engine room during a plant shutdown could drop below freezing,
precautions have to be taken to prevent the water in the engine, the pumps, coolers and cooling system from freez
ing (draining of the systems or heating of the engine room).
Note
1996
Further remarks concerning safety precautions for maintenance work see the relevant mainte
nance instruction (sheet 0011/1)
S20U
Operation
0210/1.1
Preparations for Starting

Preparations for Starting after a Stoppage of One or More Days
It is presupposed:
That all the components on which overhaul work has been carried out during the stoppage are again expertly fitted
and that the corresponding checks have been carried out.
That all the devices, tools, cleaning materials and other objects have been removed from and out of the engine.
That the settings of the fuel injection pumps and the governor as well as their connections to the regulating linkage
are in order. (Relevant indications for this are contained in the Maintenance Manual).
Before starting additional checks and preparations must be made
1. Check the liquid levels of engine oil, governor oil, cooling water etc.
2. Check easy movement of the fuel injection pump regulating linkage between the load indicator positions (LI
pos.) "0" and "maximum stop" (refer to the setting table).
3. Check that all the valves for the engine cooling water and lubricating oil systems are in the correct operating
position.
4. Preheat the high temperature cooling water to min. 50 C when stating the engine on heavy fuel oil.
5. Start the prelubricating pump. Switch on heater for the lubricating oil if the system is equipped therewith.
6. Check whether the vent valves of all the systems are open.
7. Open indicator valves and rotate the crankshaft slowly, by at least two turns in order to verify that the running
gear is working satisfactorily and that no water, oil or fuel oil are collected on top of the piston (rotating manu
ally by using turning device W 32.002).
Attention
Therefore, valve for pneumatic starting interlock 39 HA must be closed.

(see sheet 4603/1).
The electric starting interlock is active only with engaged turning device.
8. Disengage and secure turning device thereby the electric starting interlock is released by the limit switch.
9. Shut indicator valves.
10. Prepare the fuel system (see sheet 0215/1).
11. Check pressure in the starting air bottle (30 bar) and open water drain valve. Open shutoff valve to the engine.
12. Check along whole engine for leaks and if such appear remedy immediately.
Depending on the installation further preparatory measures must be taken. Such measures must be recorded on an
additional record sheet.
Preparations for starting after a long stoppage (one month) or after overhauls
In addition to the above mentioned measures the following points must be cared for:
1. Check the connection governorregulating linkage. The regulating linkage must to be allow pushed to LI posi
tion "0" with governor output position "10" (see also sheet 5808/1).
2. If bearing and/or parts of the running gear have been replaced or had been removed for inspection, their lubri
cating oil supply must be checked with removed covers of the engine housing. Thereby prelubricating pump
must be run. It is recommended to check these parts for abnormal heating during the following engine opera
tion. Regarding the runningin of newly fitted pistons, piston rings and cylinder liners please refer to sheet
0300/1.
3. Check the oil pressure after pressure relief valve in the oil pipe to the turbocharger with tool W 08.004 and with
running prelubricating pump (see shop trial documents).
4. Check whether the passages for starting air and exhaust gases are free.
5. Should conservation oil have been used to preserve some components or the whole engine, drain this oil off and
replace it with normal engine oil as recommended on sheet 0110/1.
1996
S20U
Operation
0215/1.1
Prepare the Fuel Oil System for Operation

1. General
The engine can be started on MDO (Marine Diesel Oil) or HFO (Heavy Fuel Oil). When starting with HFO it is
essential that the fuel is heated and that its viscosity at the inlet of the fuel injection pumps corresponds with the
requirements specified on sheet 0245/2.
Should the viscosity be too high, extremely high pressures are built up in the injection system by which, in certain
circumstances, parts of the injection pumps or of their drive mechanism may be damaged. Simultaneously, the
atomizing of the fuel deteriorates which leads to incomplete combustion.
2. Engine operated on MDO (see diagram, sheet 8019/1)

- Open all shutoff valves (plant side) from and to the daily tank.
- Drain daily tank.
- Bring the distributor cock of the fuel filter to service position (see sheet 8702/1).
- Switch on the electricallydriven booster pump (plant).
3. Engines operated on HFO (see diagram, sheet 8019/2)

3.1. Operation on MDO (see diagram 'B', sheet 0250/1)
Starting position: Fuel oil system of the main engine on HFO service
- Set the threeway change over valves 37 and 38 to MDO service.
- Open the respective shutoff valves (plant side) from and to the MDO daily tank 3.
- Open block ballcock in the inlet pipe at the engine (see sheet 8019/2).
- Drain MDO daily tank 3, buffer unit 25 and mixing unit 39.
- Switch on MDO booster pump 34 and adjust the fuel pressure before the injection pump according to sheet
0230/1.
Starting position: Fuel oil system of the main engine on MDO service
- Set the threeway change over valves 37 and 38 in such a way that fuel circulates from and to the buffer unit 25.
- Drain MDO daily tank 3 and mixing unit 39.
- Switch on booster pump 26 and adjust the fuel pressure before the injection pump according to sheet 0230/1.
3.2. Operation on HFO (see diagram 'B', sheet 0250/1)
Starting position: HFO system of the main engine in service
- Activate the heating for end heater 27, mixing unit 39, filter 40 and fuel pipes.
- Set threeway change over valves 37 and 38 to HFO service.
- Check that all shutoff valves from and to the MDO daily tank 3 are closed.
- Drain HFO settling tank, HFO daily tank 2, buffer unit 25 and mixing unit 39.
- Switch on booster pump 26 and adjust the fuel pressure before the injection pump according to sheet 0230/1.
- The fuel oil system is not ready for service until the HFO before the fuel injection pumps has reached the re
quired temperature read off on thermometer before engine.
Remark
In case of different fuel oil system layout, please refer to the respective plant documentation for
operation of the valves etc.
1996
0215/1.2
Operation
S20U
4. Priming the fuel system on the engine

The fuel system must not be vented in any case at the engine, if there is an electricallydriven booster pump fitted.
Fuel oil circulates through the fuel injection pumps by activating the booster pump and then the HP pipes are
vented during starting the engine.
Remark
Due to air in the HP pipes, it is possible that several engine starts are necessary before the en
gine turns normally.
The fuel system must be vented at the engine in plants without electricallydriven booster pumps. We recommend to
vent the fuel system at the engine with MDO only.
Procedure:
- Bring regulating linkage to pos. '0'.
- Pressurize the fuel system (depending on the installation with a manual pump or an electricallydriven booster
pump).
- Loosen the connections of the high pressure fuel pipes to the high pressure stud in the cylinder head one after
the other.
- Push cap nut to the rear till the connection becomes visible.
- Start venting at the fuel injection pump nearest to the fuel supply pipe.
- Loosen the relief screw on the fuel pump cover until fuel flows bubblefree from the opened connection.
- First tighten high pressure connection, then the relief screw.
- Proceed venting for all the cylinders one after the other in the described manner.
- Should the pressure in the fuel system collapse raise it again.
1996
S20U
Operation
0220/1.1
Starting
The preparations for starting have been carried out in accordance with the instructions on sheet 0210/1 and the fuel
system made ready according to sheet 0215/1.
Starting the engine after a long stoppage (several weeks) or after overhauls
1. Switch on prelubricating pump.
2. Turn speed setting knob to minimum speed on the governor.
3. Verify that the guard for the flywheel is mounted, and the turning device is disengaged and secured.
4. Start the feed pumps for fuel oil and cooling water (when not buildon at the engine).
5. Open interlocking valve 39 HA for pneumatic start.
6. Push lever to starting valve until the engine runs.
Attention
When the engine is started a second time shortly after the first start, it must stand still, i.e. the
crankshaft must not turn at all. Since the air starter motor shifts the pinion onto the toothed rim
of the flywheel at every start, the teeth will be damaged if the crankshaft is still turning.
7. As soon as the engine runs check the pressures of the water and lubricating oil systems (prelubricating pump
shutoff) on the instrument panel.
8. Check all the covers (engine housing, camshaft trough etc.) for possible leaks.
9. Listen to possible unusual noises (in the camshaft drive, in the camshaft trough, in the builton pumps, etc.).
Investigate causes immediately when irregularities are detected.
10. After a few minutes operation at idling speed compare the temperatures of the exhaust pipes at the outlet from
the cylinder heads. In this way one can establish whether firing occurs in all the cylinders. Should one or more
cylinders not be firing investigate the cause thereof (see sheet 0400/1).
11. Stop the engine after above check. The engine must slow down gradually. (Abrupt stoppage may point to irregu
larities in the running gear (see sheet 0400/1).
12. If bearings had been removed or replaced check them after a few minutes operation for unusual heating (see
also sheet 0300/1).
13. When cylinder liners or piston rings have been replaced, the engine must be runin (see sheet 0300/1).
Starting the engine
1. Carry out points 1 to 5 unchanged as mentioned above.
2. a) at the engine: . . . . . . . . Push lever to starting valve until the engine fires evenly.
or
3. b) with remote control: . . Push starting button until the engine fires evenly.
Attention
An electric signal must be provided in the control system in order to interlock a shortly follow
ing second start as long as the crankshaft turns.
The required control elements must be integrated in the automatic starting system delivered by
the remote control supplier. An operational check must be made before the first commission
ing of the engine.
4. Increase the engine speed slowly until the operating speed is reached.
5. Synchronize and put alternator in parallel (if supply is to a grid).
6. Load up the engine. In special installations an immediate loading is necessary, but wherever possible, the engine
should only gradually be loaded up.
7. Check operating pressures and temperatures (see sheet 0230/1).
8. Check the turbocharger speed and compare with the value in the acceptance records (the speed depends on the
load).
9. The load indicator may not exceed the position given for a certain load (see shop trial documents).
2.99
S20U
Operation
0225/1.1
Operation
Normal Operation
A constant engine load provides better operating results. Therefore, the load of the engine has to be changed as
gradually as possible.
During normal operation those checks have to be carried out and those measures taken which contribute towards
the avoidance of irregularities. The most important of these are:
- Regular checking of pressures and temperatures. The pressure and temperature ranges are summarized on op
erating data sheet 0230/1.
- The values read off the instruments provide a good check on the operational behaviour compared with the curve
sheet of the shop trial documents under reference of engine speed and load.
Deviations which occur have to be investigated. The cause may be found on the engine (see also sheet 0400/1), in
the plant, but also in the instrument. In case of doubt, instruments of the same type and range should be inter
changed when it can be done without risks.
- Check the correct positions of all shutoff devices in the cooling system and the lubricating oil system.
- When abnormally high or low water outlet temperatures are detected the normal value must be brought to the
prescribed normal value very gradually. Abrupt temperature variations can lead do damage.
- If larger differences of exhaust temperatures after the cylinder occur, the cause thereof must be investigated
(see sheet 0400/1).
- Maintain the correct charge air temperature after charge air cooler (see sheet 0230/1.1).
In principle a higher charge air temperature causes poor scavenging of the cylinders, i.e. higher fuel consump
tion, higher exhaust temperatures.
- Check the contamination of the turbocharger filter, the blower and the charge air cooler. Too high resistance
leads to air shortage.
- Heavy fuel oil must be carefully treated before using (see sheet 0250/1). Open periodically the drain cocks of the
fuel tanks and fuel filters in addition to eliminate any possible water or sludge sediments. Maintain the correct
fuel feed pressure before the fuel injection pumps. Regulate p across the engine with the pressure retaining
valve in the fuel return pipe. Fuel oil pressure before and after the fuel injection pumps can be read off the
instrument panel by closing and opening the needle valves in the connection plate (see sheets 8019/1 or 8019/2).
The pressure before fuel injection pump must be indicated during operation.
- Heat heavy fuel oil sufficiently, to keep the viscosity before the fuel injection pumps within the specified limits.
- Watching the inlet and outlet temperatures of the cylinder cooling water permits early detection of irregulari
ties.
If the difference is too big the cause may be found in a faulty hightemperature cooling water pump. It may also
signify that some parts of the engine are getting excessively hot which can be detected by the increased load in
dication. In such a case: Stop the engine immediately and investigate cause.
Contamination of the cooling spaces may be the reason if the difference is too small, or the throttle in the outlet
pipe may be defective and must be checked too.
- The permanent venting of the cooling systems must always be open.
- If the cooling water (in closed cooling systems) is contaminated or contains oil, the cause hereof must be investi
gated (leaks).
- The permanent drain of the charge air cooler casing must always be open and during operation charge air is
sues. If water emerges it is necessary to clarify whether it is condensate or cooling water, in which latter case the
cooler is defective and must be repaired.
- Check weekly the oil pressure after pressure relief valve in the oil pipe to the turbocharger with tool W08.004
(see shop trial documents).
- Check pressure drop through oil filter and clean if necessary.
- Listen in on unusual engine noises to reveal possible irregularities.
- When a new fuel is being used the cylinder pressures have to be checked at the first opportunity at service load
and compared with the values in the shop trial documents.
- Analyze oil samples at regular intervals. Comparisons with previous analysis best reveal irregularities (see also
Maintenance Manual, sheet 0900/1).
- Cooling water in closed circuits must be periodically checked to determine whether the inhibitor is still active, if
not this may lead to deposits and/or corrosion.
1996
S20U
Operation
0230/1.1
Operating Data Sheet

Pressure and Temperature Ranges at Continuous Service Rating
Medium
Circuit
Measuring point
Gauge pressure
bar 1)
Temperature
C
Min.
Max.
Min.
Max.
Diff.
High temperature
Engine inlet
75
up to
Cylinder cooling
Engine outlet
80
95
12
Low temperature
Air cooler 2nd stage inlet
25
36
Charge air and oil cooler
Air cooler 1st stage outlet
5)
Lubricating
oil
Main bearing lubrication
Engine inlet
50
70
20
Before injection pump
10
Heavy fuel oil
system 6)
p across the engine
3 3)
Before injection pump
p across the engine
100
mmWG
200
mmWG
30
60
Fresh water
Turbocharger lubrication
Fuel oil
Feed pump outlet

Marine diesel
oil
7)
Pressure drop 4)
Intake air system
Pressure drop
Charge air
Suction from outside

Charge air cooler
Air 9)
Exhaust gas 9)
Air filter on turbocharger
Cooler outlet
8)
Pressure drop
Starting air system
Engine inlet
12
30
Control air system
Engine inlet
12
30
Exhaust gas system
Cylinder outlet
5)
Turbine inlet
600 5)
Turbine outlet
normal
200 mmWG 8)
Remarks:
1)
2)
3)
4)
5)
6)
7)
8)
9)
Pressure measured at engine instrument panel.

Max. temperature rise at MCR power.
For pressurized fuel oil system min. fuel oil pressure before booster pump must be 1 bar higher than saturated
steam pressure at the relevant fuel oil temperature.
Ducting, filter, silencer.
Refer to acceptance trial results for normal values.
For HFO installation running on MDO pressure values indicated for HFO are applicable.
Values applicable for installations operating on MDO only.
The max. pressure drop and the exhaust gas back pressure under fouled conditions is limited to an increase of
200 mmWG above the measured value from sea trial.
Starting and control air pressure and exhaust gas pressure are not indicated on the instrument panel.
2.99
S20U
Operation
0235/1.1
Operation at Low Load

Fouling of the inlet ducts in the cylinder heads can occur when the engine is operated for a longer period below 25%
of nominal load. Therefore, we recommend not to operate the engine unnecessarily long at part load (not more
than one hour).
1996
S20U
Operation
0240/1.1
Operation at Overload
The engine can be operated at the guaranteed overload for a limited period of time. This is normally restricted to
110% of full load and to a duration of maximum one hour per 12 hours. The following points must be noted:
- The load indicator (LI) and the exhaust temperature before the turbine are applicable as scale factor for the
engine load. The values for the maximum LI in the shop trial documents and the values for exhaust temperature
before turbine on sheet 0230/1 must not be exceeded.
- The maximum stop for the regulating linkage to the fuel injection pumps, set during shop trial, is not to be re
moved.
- The temperatures of the operating media must not exceed the specified maximum admissible values (see sheet
0230/1 and shop trial documents).
- The visual supervision of the engine should be intensified during overload operation. The load must be reduced
when irregularities are noticed.
1996
S20U
Operation
0245/1.1
Changing Over from Diesel Oil to Heavy Fuel Oil and Vice Versa
Continuous operation with heavy fuel oil is recommended for engines and plants provided for running on heavy fuel
oil. Changing over from heavy fuel oil to diesel oil operation may only be undertaken when absolutely necessary for
example by:
- Flushing the engine before maintenance works
- Heating plant switched off in the drydock
- Environmental requirements
Recommended viscosity at inlet to the fuel injection pumps
The temperature necessary to ensure that the required viscosity of the fuel before inlet to the injection pumps is
reached can be seen on ViscosityTemperature Diagram 0245/2. This temperature is hereafter referred to as the
'required preheating temperature'.
The preheating of the fuel is controlled by a viscosimeter.
If the fuel viscosity is too high, excessive pressure is produced in the injection system which may cause parts of the
injection pumps or their drive to be damaged. At the same time the atomization of the fuel oil is impaired, which
results in incomplete combustion.
Shutting down while maintaining operational readiness with heavy fuel oil (see diagram 0250/1)
The booster pump 26 must be kept running, so that the fuel can circulate through all the fuel injection pumps 41 and
back to the buffer unit 25, thereby the threeway change over valve 37 and 38 must be in position for heavy fuel oil
operation.
Attention
The prelubricating pump has to be started (selector switch for pre/postlubrication in position
CONTINUOUS). The required 'sealing oil ring' must be builtup in the fuel injection pump.
Changing over from diesel oil to heavy fuel oil

Before changing over from diesel oil to heavy fuel oil it is necessary to start the system heater of the auxiliary engine
circuit and of the filter 40, so that the heavy fuel oil is maintained at the required operating temperature.
The threeway change over valve 38 has to be changed over from diesel oil operation to heavy fuel oil operation.
Subsequently the threeway change over valve 37 must be changed over from diesel oil operation to heavy fuel oil
operation.
A gradual temperature rise is effected which corresponds to the current fuel oil mixture in the mixing unit 39.
Changing over from heavy fuel oil to diesel oil operation:
Firstly threeway change over valve 38 has to be turned to the respective position for changing from normal heavy
fuel oil operation to diesel oil. A mixture of heavy fuel oil and diesel oil is forming in the mixing unit 39. The system
heating of the auxiliary engine circuit and of filter 40 can be switched off. Subsequently threeway change over valve
38 must be changed over as well with a delay of at least 10 minutes. This time interval is necessary to ensure that no
heavy fuel oil enters the diesel tank 3. A mixture of heavy fuel oil and diesel oil is gradually effected in the mixing
unit 39. Thereby a gradual temperature drop occurs, which corresponds to the current fuel mixture.
1996
S20U
Operation
0245/2.1
Viscosity Temperature Diagram

Typical Values of Petroleum Fuel Oils
Oils can be pumped only with difficulty

or not at all
91.7055b
E 91.7055a
Recommended viscosity before fuel injection pumps

Example:
To obtain the recommended viscosity before fuel injection pumps a fuel oil of 150 mm/s (cSt) at 50 C must be
heated to 108 to 120 C.
1996
S20U
Operation
0250/1.1
Heavy Fuel Oil Operation

Fuel Oil Treatment, Fuel Oil System
Single Booster Module
Heavy fuel oils, as they are supplied today for burning in diesel engines, require a careful treatment which makes the
installation of a suitable plant necessary. According to present techniques the most effective removal of solids and
water from liquid fuels is achieved by centrifugal separators.
1. Treatment of heavy fuel oils, treatment plant, presentday treatment equipment and their use
Heavy fuel oils are mostly contaminated with solids and water. Should uncleaned or insufficiently treated heavy fuel
oil enter the engine, it may cause unacceptably rapid wear on engine components like piston rings, cylinder liners,
fuel pumps, fuel valves, etc. Furthermore, excessive deposits can be formed in the combustion spaces.
In particular sodium in the fuel oil (which originates from sea water) leads to formation of deposits on pistons and in
the turbocharger. For this reason, water must be separated carefully out of the fuel oil.
Settling tanks are used for the first steps of treatment. However, they only effect a coarse separation, particularly of
free water, from the heavy fuel oil. To keep them effective, settling tanks must have the sludge and water, accumu
lating at the tank bottom, periodically drained off.
The main cleaning is effected by carefully dimensioned and correctly adjusted and operated centrifuges. Modern
designs render superfluous the previously necessary adaptation of the gravity discs to varying densities of heavy fuel
oils in use. Modern machines automatically expel the sludge from the centrifuge. Such centrifuges are an absolute
necessity for modern power plants designed for burning heavy fuel oils of the lowest grade. This applies in particular
when heavy fuel oils with densities of 991 kg/m3 and higher and with viscosities of 700 cSt/50 C are to be used.
Homogenizers can improve combustion properties to some extent, they will however be of no help in the removal of
solids from the fuel oil. They are therefore to be regarded solely as additional equipment in the treatment plant.
Filters hold back solids of a specified size and shape. They can, however, practically not hold back water. Water will
partly cause even accelerated fouling of filters.
Treatment of heavy fuel oil, heavy fuel oil and diesel fuel oil separation (see Fig. 'A')
As a result of experience we strongly recommend the use of modern centrifuges for the treatment of heavy fuel oils.
The separating effect, i.e. the cleaning effect depends on the throughput and on the viscosity of the heavy fuel oil. As
a general rule, the smaller the throughput (m3/h or ltr/h) and the lower the viscosity of the heavy fuel oil, the better
the separating effect. It necessitates heating the heavy fuel oil before it enters the centrifuge and maintaining the
working temperature at a constant level within a tolerance of 2C. The minimum preheating temperature re
quired depends on the viscosity at 50C of the heavy fuel oil in question. This temperature can be read off the viscos
ity/temperature diagram, please also refer to the instructions of the makers of your centrifuge. For design reasons
the admissible preheating temperature is sometimes limited to 98C.
For operation the instructions of the centrifuge makers are to be followed in the first place.
The sludge removed by centrifuging must be removed periodically from the separator bowl. In case of selfcleaning
centrifuges the sequence of the emptying process may be controlled automatically, but even in such a plant the cor
rect function and the frequency of proceedings must be kept under control by the operating personnel. Of utmost
importance is the unimpeded drain of the sludge from the bowl, so that unacceptably high back pressure does not
impair the function of separation and thereby of cleaning the heavy fuel oil. This point must be absolutely assured in
operation by periodical inspections.
2. Layout of the fuel oil system (see Fig. 'B')

In the recommended standard plant the complete fuel system is kept under pressure to prevent evaporation of any
water in the fuel at the temperature required for heavy fuel oil. At standstill of the main engine the system arrange
ment ensures that the auxiliary engine is operated by sufficient heated fuel oil, or respectively started in a short
period of time.
At the corresponding position of the 3way valve 21, heavy fuel oil is drawn from the daily tank 2 by the low pressure
feed pump 23 which supplies it to the buffer unit 25 via automatic selfcleaning filter 24. The booster pump 26 takes
fuel from here and delivers it to the main engine fuel injection pumps via end heater 27 and filter 28. The rated
capacity of the booster pump 26 is several times higher than that of the engine fuel consumption. Surplus fuel oil
from the main engine which is not consumed is returned to the buffer unit 25.
1996
0250/1.2
Operation
S20U
For the auxiliary engine heavy fuel oil is led to the fuel injection pumps 41 after end heater 27 via pressure reducing
valve 35, threeway changeover valve 37, mixing unit 39, and filter 40. The delivery is a multiple of the fuel oil used
by the engine. Fuel oil which is not consumed by the engine flows back into the common buffer unit 25 via the return
piping and threeway changeover valve 38.
The required system pressure is set by the pressure reducing valve 35, the pressure difference p across the fuel
injection pumps by pressure retaining valve 42.
The pump 23 supplies only as much fuel from the daily tank 2 as the engines consumes. The contents of the heavy
fuel oil daily tank 2 must be heated, if necessary. However, the official safety regulations limit the temperature to
which it can be heated.
Only the fuel in the system between the buffer unit 25 and the fuel injection pumps must be heated to the required
injection temperature. This is done by the end heater 27. The heating systems of the buffer unit 25 and the return
pipe can be put on during preheating if necessary.
The installation should be so arranged by fitting of nonreturn valves that no heavy fuel oil can enter the diesel oil
daily tank 3.
Key to the schematic diagrams on sheet 0250/1.3
1
2
3
4
5
6
7
8
9
10
20
21
22
23
24
25
26
27
28
I
II
III
IV
V
VI
VII
Fig. 'A'
: Heavy fuel oil and diesel oil separating system
Fig. 'B'
: Fuel system layout
Heavy fuel oil settling tank

Heavy fuel oil daily tank
Diesel oil daily tank
Heavy fuel oil separator supply pump
Heavy fuel and diesel oil
supply pump
Suction filter
Heavy fuel oil preheater
Threeway valve
Selfcleaning heavy fuel oil separator
Selfcleaning heavy fuel oil /
diesel oil separator
Auxiliary engine
Threeway valve
Suction filter (trace heated)
Lowpressure feed pump
Selfcleaning automatic filter
Buffer unit
Booster pump
End heater
Fuel filter, trace heated (for main engine)
To diesel oil storage tank
From heavy fuel oil transfer pump
Draining/dewatering
From diesel oil storage tank
To separator sludge tank
To heavy fuel oil separator
To vent manifold
Sight glass
Flow indicator
Viscosimeter
V
Heated and insulated pipes
Insulated pipes
Pressure regulating valve
LC Liquid level indicator
F
1996
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
VIII
IX
X
XI
XII
XIII
XIV
PI
TI
DAH
DPI
LAH
LAL
VAH
Air overflow pipe

Bypass pipe
Pressure regulating valve
Shutoff valve
Diesel oil suction filter
Diesel oil booster pump
Pressure reducing valve
Pressure relief and nonreturn valve
Threeway changeover valve
Threeway changeover valve
Mixing unit, trace heated and insulated
Duplex filter, trace heated for aux. eng.
Fuel injection pump
Pressure retaining valve on
auxiliary engine
Leakage pipe with fuel leakage
monitoring of high pressure fuel pipes
Leakage pipe f. fuel injection pumps
Pressure retaining valve (diesel oil)
Pressure relief valve
From further auxiliary engines
From diesel oil separator
From heavy fuel oil separator
From transfer pump
To main engine
From main engine
To further auxiliary engines
Pressure gauge
Thermometer
Differential pressure alarm high
Differential pressure indication
Fluid level alarm high
Fluid level alarm, low
Viscosity alarm high
S20U
Operation
0250/1.3
II
III
TI
TI
PI
PI
PI
PI
5
7
IV
10
91.7037b
6
91.7037b
IX
VIII
VII
45
X
VIII
XI
30
41
42
38
1
3
21
40
20
VI
31
XIII
46
XII
27
29
44
43
28
37
35
36
39
26
32 25
XIV
24
23 22
96.7846
34
33
1996
S20U
Operation
0260/1.1
Shutting Down
Unloading
Unless there are compelling reasons for a sudden shutdown the engine load should be gradually reduced and the
engine run for about 10 minutes idling, before it is shut down. When an engine operated on heavy fuel oil is being
stopped for a longer period or maintenance works are provided, then the engine must run on diesel oil until the fuel
system is clean before shutting down.
Stopping
From the control room: (via remote control, normal case)
An electric signal energizes the stop solenoid of the governor by pressing the STOP button.
At the engine:
Pushing the hand lever to position STOP on the regulating linkage until the engine stands still.
In an emergency
From the control room: (via remote control)
An electric signal energizes the emergency stop valve by pressing the EMERGENCY STOP button.
At the engine:
By manual operation of the emergency stop button.
Further possible ways of stopping the engine: (at the engine)
The engine can also be brought to a standstill by the following methods which, however, take more time and, to a
certain extent, take effect only slowly.
Opening the relief screws of all the fuel injection pumps by two turns.
Closing the block ballcock in the inlet pipe at the engine.
Remark
With selector switch for pre/postlubrication in position INTERVAL or CONTINUOUS the

prelubricating pump is operated automatically after each engine stop.
After shutdown, engine and turbocharger should be observed how they run out. Should a sudden stoppage be
noted the reason thereof must be investigated (see also sheet 0400/1).
Irregularities or leakages observed during operation are to be remedied too.
1996
S20U
Operation
0265/1.1
Measures to be Taken After ShutDown

1. The following measures apply to a short interruption of operation
(several hours to several days)
1.1. If the engine has to be operative (standby mode)

Let run the prelubricating pump (selector switch for pre/postlubrication in position CONTINUOUS).
Let the external pumps for fuel oil, lowtemperature cooling water and oil care in operation.
Keep hightemperature cooling water on preheating temperature.
If the engine has been shut off on heavy fuel oil operation, the heavy fuel oil must be kept at the required tempera
ture (see viscositytemperature diagram, sheet 0245/2).
Remark
If the fuel oil delivery pump is mounted on the engine operated on diesel oil, the selector switch
for pre/postlubrication has to be set to the INTERVAL position.
Remark
At a prolonged standby mode, we recommend to start the engine every three to four days and
run it under load for at least 30 minutes.
1.2. If the engine needs not to be operative

Let run the prelubricating pump (selector switch for pre/postlubrication in position INTERVAL).
The prelubricating pump runs according to the programme, i.e. it is periodically activated for 10 minutes.
Shut the valve 39HA for pneumatic start interlock.
Open the indicator valves.
Engage turning device, refer also to sheet 3201/1 (electric start interlock via remote control).
Shut the oil care supply and return pipings.
Shut the supply and return pipings of fuel oil and cooling water.
Shut the starting air supply unit and open the venting of the supply piping.
Shut the control air supply pipe.
Remedy all the defects found during operation (leakages, etc.)
Observe the safety instructions when doing maintenance works and due inspections. Let pressure out of the fuel
system beforehand if necessary.
2. Additional measures for longtime interruption of operation (several weeks)

For the charge air cooler the instructions of the cooler manufacturer are valid.
Turn the engine several times, the indicator valves opened, once a week in dry climate, once a day in humid climate.
Let run the prelubricating pump simultaneously.
If the engine is to be stopped for a long period of time, it must be thoroughly cleaned and preserved at the inside and
the outside (ask for preserving instructions from the manufacturer).
When there is danger of frost, the cooling chambers have to be emptied and protected against corrosion.
2.99
S20U
Operation
0300/1.1
Runningin after Inspections or Overhauls

1. General
After fitting new cylinder liners, new pistons or even only new piston rings, these have to be runin. The purpose of
the runningin process is getting the rings to seal as quickly and as well as possible.
1.1. Preparations and checks
Carry out all starting preparations according to sheet 0210/1.
2. Fitting of new piston rings and / or new pistons and / or new cylinder liners
2.1. Runningin program
Runningin time 2)
Speed
rpm
Output
% nominal
Remarks
Runningin at idling operation

10 '
0 500
Check whether all the cylinders are firing.

Should any cylinder not fire, investigate and
remedy the cause immediately (see also sheet
0400/1). Listen for abnormal noises and if
such are noticed investigate the cause thereof.
After engine stop: 1st bearing check 1)
10 '
500 nominal
After engine stop: 2nd bearing check 1)
Runningin under load

10 '
nominal
nominal
0 25
25
10 '
nominal
nominal
nominal
nominal
nominal
nominal
nominal
nominal
0 50
50
50 75
75
75 90
90
90 100
100
nominal
nominal
nominal
0 100
100
110
1 hr
1 hr
1 hr
10 '
30 '
10 '
2 hr
10 '
1 hr
10 '
2 hr
10 '
1)
After engine stop: 2nd visual inspection of

the cylinder liners
from below
Runningin time: 10 hrs total
Check the bearing for abnormal temperature by feeling with the hand and compare with the neighbouring bear
ings. Check axial mobility of the bottom end bearing on the crankpin.
Attention
2)
After engine stop: 1st visual inspection of

the cylinder liners
from below
Prevent injury, see also sheet 0200/1.
In case of service operation at reduced load, the runningin can be shortened correspondingly.
3. Fitting of new main bearing and new bottom end bearings

The crank deflection has to be checked before the first engine start if new main bearing shells have been fitted (see
Maintenance Manual, sheet 3301/1).
After runningin at idling operation and bearing checks, normal service can be proceeded.
1996
S20U
Operation
0320/1.1
Operation with Defective Charge Air Cooler

Should during operation water emerge from the permanent drain, investigate the following points:
- whether it is condensate, due to either from excessively cold cooling water inlet temperature or very high air
humidity (e.g. tropical climate);
- or if it is cooling water of the charge air cooler (short CAC) pointing to defective cooling tubes.
Remedy defective CAC
- Replace the defective CAC by a spare one or repair it.
1996
S20U
Operation
0350/1.1
Measures for Prevention of Crankcase Explosions

The oil mist in the crankcase is inflammable within a very narrow range of mixture only. Spontaneous ignition prac
tically does not occur. An external influence must always be present for ignition.
Explosions can nearly always be prevented with a well maintained engine and calm deliberate action in case of dan
ger. The following recommendations should be noted thereto:
- The oil mist shall not be drawn out from the crankcase, as otherwise new oxygenous air replaces it.
- Should the engine be shut down (manually or by monitoring unit) because of suspected heatingup, the covers or
casings may under no circumstances be removed before at least 20 minutes have passed, i.e. before the heated
components have sufficiently cooled down.
- To prevent accidents from possible opening of the explosion flap valves, no one should stay in immediate vicinity
of the engine during this time. While afterwards opening the crankcase or the engine housing a fire extinguisher
should be kept ready as a precaution.
1996
S20U
Operation
0400/1.1
Failures and their Possible Causes

Crankshaft does not turn, too slowly or swings back:
- No pressure or too low pressure in the starting air bottle.
- Main starting valve or control valve of the automatics defective.
Engine reaches firing speed but firing fails:
- Daily tank empty.
- Fuel system not vented.
- Relief screw in the fuel injection pump cover open.
- Unsuitable fuel or insufficiently heated up (heavy fuel oil).
- Fuel pressure too low.
- Booster (transfer) pump defective.
- Fuel filter choked, defective.
- Clearance between plunger and guide excessive.
- Mechanical overspeed cutoff device tripped.
- Oil pressure safeguard, solenoid in governor or flow indicator/water pressure switch tripped.
Cylinders fire irregularly:
- Unsuitable fuel, wrongly or insufficiently treated heavy fuel oil.
- Water in the fuel.
- Fuel injection valve defective.
- Inlet or exhaust valve jammed, valve spring broken.
Regulating linkage cannot be bushed to injection:
- Plunger in fuel injection pump sticking or jammed, spring broken.
- Regulating sleeve jammed.
- Governor or regulating linkage incorrectly adjusted jammed or going hard.
Engine does not reach full speed or power:
- Relief screw in fuel injection pump cover open.
- Unsuitable fuel, wrongly or insufficiently treated (heavy fuel oil).
- Water in fuel.
- Start of injection too early or too late.
- Excessive clearance between plunger and cylinder.
1996
0400/1.2
Operation
- Plunger in fuel injection pump jammed or seized, spring broken.

- Stagnation pressure control valve in the fuel stud defective.
- Nozzle holes or high pressure pipe chokedup.
- Governor or regulating linkage incorrectly adjusted, jammed or going hard.
- Inlet or exhaust valves stick, valve spring broken.
- Piston rings are jammed or are broken.
- Turbocharger dirtied or defective.
- Load limiting knob (UG10) not in position '10'.
- Charge air protection incorrectly adjusted.
Engine run is irregular knocks and jerks:
- Fuel booster (transfer) pump defective.
- Start of injection too early.
- Plunger in fuel injection pump sticks, spring broken.
- Nozzle holes or high pressure pipe choked.
- Engine or individual cylinders heavily overloaded.
- Inlet and exhaust valves sticking, valve spring broken.
- Gudgeon pin bearing clearance too big.
- Main or crankpin bearing clearance too big.
- Piston or bearings are running hot, start of seizure.
Speed fluctuations due to hunting of governor:
- Regulating sleeve or plunger jammed.
- Governor or regulating linkage incorrectly adjusted, sticks or going hard.
- Shutdown solenoid incorrectly adjusted, presses on shutdown rod in the governor.
Engine speed diminishes, stand still:
- Daily fuel tank empty.
- Water in fuel.
- Fuel filter choked, defective
- Piston or bearings run hot, start of seizure.
- Charge air protection incorrectly adjusted.
- Load limiting knob (UG10) not on position '10'.
1996
S20U
S20U
Operation
0400/1.3
Engine speed increases rapidly till mechanical overspeed cutoff device responds:
- Governor drive broken.
- Regulating linkage going hard or sticking.
- Governor setting (speed droop etc.) incorrectly adjusted.
Cooling water temperature too high:
- Indicating instrument defective.
- Lack of cooling water, pump defective.
- Cooling passages, coolers dirty.
- Thermostat defective.
Lubricating oil temperature too high:
- Oil cooler on water or oil side dirty.
- Oil pump defective.
Lubricating oil pressure too low:
- Main and/or crankpin bearing clearances too big.
- Level in oil sump too low.
- Spring of safety valve to lubricating oil pump broken.
- Lubricating oil piping leaking.
- Filter choked.
- Suction pipe choked or leaking.
- Lubricating oil pump defective.
Exhaust gas temperature of all or individual cylinders too high:
- Start of injection too late.
- Inlet and exhaust valves stick, valve spring broken.
- Charge air temperature too high.
- Turbocharger dirty or defective.
- Burnt exhaust valves.
- Charge air cooler dirty.
Exhaust sooty or smokes darkly:
- Start of injection too late.
- Inlet and exhaust valves sticking, spring broken.
- Turbocharger dirtied or defective.
1996
0400/1.4
Operation
Exhaust smokes bluish:

- Piston ring clearance or ring gap too big.
- Piston or oil scraper rings jammed or broken.
Fuel injection pump discharges irregularly:
- Relief valve in fuel injection pump cover open.
- Fuel filter defective, choked.
- Plunger in fuel injection pump sticks or became jammed, spring broken.
- Regulating sleeve is jammed.
- Stagnation pressure control valve in fuel stud leaks.
Speeddependent noises from valve or fuel pump drive:
- Plunger of fuel injection pump sticking, spring broken.
- Inlet and exhaust valves sticking, valve or drive springs broken.
- Driving roller defective.
- Valve clearance too big.
Smoke from crankspace venting, dull sounds from crankspace:
- Gudgeon pin bearing clearance too big.
- Main or crankpin bearing clearance too big.
- Piston or bearings run hot, or start to seize.
- Piston or oil scraper rings are jammed or are broken.
Temperature at charge air cooler wrong:
- Cooling water spaces dirty.
- Air side dirty on charge air cooler.
- Cooling water inlet temperature wrong.
- Thermostat defective.
High lubricating oil consumption:
- Piston or oil scraper rings jammed or broken.
- Deep scratches in the cylinder liner.
- Cylinder liner oval.
- Defective Orings on the nozzle holder.
- Shaft seal of a builton pump defective.
- Joint of valve guide bush defective.
- Lubricating oil pipe leaking.
- Lubrication oil loss in the lubricating oil treatment system (plant side).
1996
S20U
S20U
Operation
0400/1.5
Fuel injection pump plunger seizure:

- Water in the fuel oil.
- Fuel filter defective.
- Dirt in the fuel oil, poor treatment (heavy fuel oil).
Working piston seizure:
- Piston rings or oil scraper rings stuck or broken.
- Operating with engine or lubricating oil respectively too cold.
- Oil level in oil sump too low.
- Lubricating oil filter choked, defective.
- Lubricating oil pump defective.
- Lack of cooling water, (overheating).
- Lubricating oil very dirty.
- Screw on twopart piston loose.
Oil leakage at oil baffle:
- Pressure in crankcase too high.
- Piston rings are stuck or broken.
- Oil level in oil sump too high.
- Deep scratches in cylinder liner.
- Cylinder liner oval.
- Crankcase vent choked.
- Oil baffle defective.
Fuel injection pumps become hot (diesel oil operation):
- Fuel booster (delivery) pump defective.
- Fuel filter choked up.
Load indicator higher than normal:
- Unsuitable fuel, heavy fuel oil of wrong quality.
- Water in fuel.
- Fuel booster (delivery) pump defective.
- Clearance between plunger and cylinder too big.
- Stagnation pressure control valve in fuel stud leaking.
- Fuel injection valve defective or clogged.
- High pressure pipe clogged.
- Piston or bearings are running hot or start to seize respectively.
- Turbocharger dirty or defective respectively.
- Charge air cooler dirty.
1996
0400/1.6
Operation
Water flowing from permanent drain of air receiver:

- Cooling water inlet temperature to charge air cooler too low.
- Cooling tubes in charge air cooler cracked or corroded.
- Tropical climate (high air humidity).
Fuel oil in lubricating oil:
- Clearance between plunger and cylinder too big.
- Sealing faces between fuel nozzle and nozzle holder defective.
Mechanical overspeed cutoff device responds:
- Engine has been operated at too high a speed.
1996
S20U
Group 1
S20U
Operation
1091/1.1
Resilient Mounting Elements

Engine and generator are installed and coupled on a common base frame 1. The generating set is always resiliently
mounted.
The advantages of resilient mounting are the considerable reduction of structure borne noise, no vibration damage
of engine and generator bearings during stand still and protection of the entire generating set from bending forces
due to structure deformation.
4 and 6 cylinder engines are equipped with four resilient mounting elements, whereas for the 8 and 9 cylinder
engines six pieces are needed.
During erection and checking or if it is found necessary to replace the rubber elements, the erection instructions and
those of the rubber element suppliers are to be observed.
Key to Illustrations 1091/1.2

Fig. 'A':
1
2
3
4
5
6
7
Base frame
Resilient mounting element
Screw connection
Plant foundation
Mounting plate
Shim
Bolt
Variant 1
8
9
10
11
12
13
Upper part
Rubber element
Spindle buffer
Lower part
Sole plate
Clamping nut

Fig. 'B':
1
2
3
4
5
6
7
8
Base frame
Resilient mounting element
Screw connection
Plant foundation
Mounting plate
Shim
Bolt
Element cover
Variant 2
9
10
11
12
13
14
15
Rubber element
Central buffer
Lower part
Sole plate
Top lockring
Bolt
Locking cap
1996
1091/1.2
Operation
S20U
I-I
1
13
9
10
11
12
96.7674
1996
S20U
Operation
1091/1.3
B
I-I
2
3
14
15
13
10
11
12
96.7723
1996
S20U
Operation
1201/1.1
Crankshaft Main Bearing

Crankshaft main bearings 3 hold crankshaft 4 suspended in engine housing 1. The bearing covers 5 are fastened
from below by bearing cover studs 6 and nuts 8. For tightening the studs are pretensioned hydraulically.
Horizontal tie rods 7 keep the bearing cover 5 horizontally in the correct position. They are tightened mechanically.
This measure increases structural rigidity and reduces stress levels, i.e. the lower open part of the engine housing
obtains therefore the required stiffening. Removing and fitting are described in sheets 1201/1 and /2 of the Mainte
nance Manual.
A thrust bearing is integrated in the 1st crankshaft main bearing on the driving end. Two thrust bearing half rings 2
guide the crankshaft in axial direction.
When new bearing shells are fitted or used ones have been removed for inspection only, the bearings must be
checked after a brief running trial at idling, as described on sheets 0300/1 of this manual.
The bearings are lubricated with engine lubricating oil. It must be ascertained that oil flows out equally from all
bearings with crankcase covers removed and prelubricating pump in operation. This check must be made in partic
ular after any maintenance work has been done on crankshaft and main bearings.
The crankpin bearings are lubricated through bores 'B'. From the crankpin bearings the oil is pressed through a
drilling in the connecting rod to the gudgeon pin bearing and into the piston top where it is used to cool the piston
crown.
Key to Illustration 1201/1.2

1
2
3
4
5
6
7
8
Engine housing
Thrust bearing half ring
Crankshaft main bearing
Crankshaft
Bearing cover
Bearing cover stud
Horizontal tie rod
Nut
OE Oil inlet
B Bores through engine housing
B Bores through crankshaft
1996
1201/1.2
Operation
1
B
II - II
S20U
I-I
III
OE
B
Abgasseite
EXHAUST SIDE
7
8
Brennstoffpumpenseite
FUEL PUMP SIDE
III
88.7207
III - III
II
B
II
Normallager
NORMAL MAIN BEARING
1996
88.7208
Passlager
THRUST BEARING
4
Antriebsseite
DRIVING END
Freies Ende
FREE END
S20U
Operation
1601/1.1
Crankcase Venting and Explosion Flap Valves

Crankcase venting
The crankcase venting is arranged in the cover 2 of the camshaft drive at the fuel pump side. It prevents the buildup
of too high a pressure in the crankcase, which can lead to oil leakages (e.g. at the crankshaft seal on the driving side).
Should an increased oil vapour emergence be noticed during operation this may be a sign of an irregularity (e.g.
defective piston rings or bearing failures).
Key to Illustration 1601/1.2, 'A'

1
2
3
4
5
Engine housing
Cover
Screw to cover
Flange
Screen wire
Relief valves
The relief valves are fitted to the covers of the crankcase as shown on Figs. 1601/1.2 'B' and 'C'. Every second cover
is normally equipped with a relief valve at the exhaust side. They prevent after crankcase explosions, the admission
of fresh air and thereby the generation of further explosions.
If a crankcase explosion has been observed the engine must be stopped immediately. Do not open any covers to the
crankcase until the engine has cooled down and allow no one in the vicinity of the relief valves. Later the causes of
the crankcase explosion has to be found.
Remark
At least 20 minutes must be waited before removing the crankcase openings (see also sheet
0200/1).
Depending on the engine equipment various makes (see figures 'A' and 'B') may be fitted on the engine.
Key to Illustration 1601/1.2, 'B' and 'C'

6
7
8
9
10
11
12
Tubular joint
Oring
Cover with explosion relief valve
Cover
Spring carrier
Compression spring
Headless screw
13
14
15
16
17
18
19
Spring carrier
Joint
Support
Covering
Oring
Compression spring
Headless screw
1996
1601/1.2
Operation
S20U
88.7047a
C
8
8
6
9
10
1996
17
18
11
12
19
13
14
15
88.7139
16
S20U
Operation
1605/1.1
Oil Dip Stick and Oil Filler

All engines are equipped with an oil dip stick (see Fig. 'A').
On the oil dip stick of the engine two marks have been milled. Measuring is done during operation and with cleaned
dip stick. The oil level should lie between the mark MINIMUM and MAXIMUM.
Oil sump capacities
x in mm
x in litres
Oil sump volume

min / max
4 Cylinder
86
85
210 / 295
99
6 Cylinder
86
120
305 / 425
124
8 Cylinder
86
160
380 / 540
124
9 Cylinder
86
175
425 / 600
124
y in mm
Fig. 'B' shows the oil filler arrangement on the first crankspace cover at the fuel pump side.

1
2
3
4
5
Engine housing
Oil dip stick
Protection tube
Crankcase cover
Oil filler
1996
1605/1.2
Operation
S20U
FUEL PUMP SIDE
Maximal
x
y
Minimum
96.7726
1996
Group 2
S20U
Operation
2103/1.1
Cylinder Liner
The cylinder liner 6 is water cooled arranged hanging in the engine housing 5.
The soft iron gasket 1 seals the cylinder head 2 against the cylinder liner.
Through several sockets 4 cooling water passes from the engine housing into the cylinder head. The sockets are
sealed by Orings 3.
The Orings 7 seals the water space 'WR' against the crankcase 'KR'.
The fine thread in the upper part of the cylinder liner effects a uniform oil film on the surface of the cylinder liner
thus resulting in low oil consumption over longer operational periods.

1
2
3
4
5
6
7
8
9
Soft iron gasket

Cylinder head
Orings
Socket
Engine housing
Cylinder liner
Orings
Dirt groove
Fine thread
KR Crankcase
WR Water space
1996
2103/1.2
Operation
S20U
9
8
3
4
3
WR
88.7140a
KR
1996
S20U
Operation
2701/1.1
Cylinder Head
Every cylinder is equipped with a separate cylinder head, which provides the upper closure of the combustion cham
ber.
It is equipped with the following valves:
- one central fuel injection valve
- two inlet valves
- two exhaust valves with rotocaps
- one indicator valve
The HP stud with stagnation pressure control valve is described on sheet 2716/1 and the fuel injection valves on
sheet 7722/1.
The cylinder head is water cooled, which enters the cylinder head at 'E' and flows through various bores to the outlet
'A' (borecooled cylinder head).
The inlet and exhaust valves are described on sheet 2750/1 and the valve drives on sheet 440l/1.
The rocker arms are supplied with oil through the connection 'B' required for their lubrication.
Key to Illustrations 2701/1.2 and /1.3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Section 'A' Exhaust valve

Section 'B' Inlet valve
Oil connecting pipe
16 Clamp ring
Waisted stud
17 Pressure nipple
Auxiliary rocker arm support
18 HP fuel stud
Cylinder head
19 Insert bush
Orings
20 Auxiliary rocker arm
Fuel injection valve
21 Ball cap
Cylinder liner
22 Valve guide bush
Fuel injection nozzle
23 Inlet valve
Hand nut
24 Exhaust valve
Hood
Main rocker arm support
A Cooling water outlet
Main rocker arm
B Lubricating oil inlet
Push rod
C Indicating bore
Rubber joint
D Charge air inlet
NYLATRON seal
E Cooling water inlet
1996
2701/1.2
Operation
S20U
10
11
12
1
13
2
14
3
15
16
17
5
6
19
96.7727a
1996
S20U
Operation
2701/1.3
A
12
20
21
22
88.7142a
23
24
1996
S20U
Operation
2716/1.1
High Pressure Fuel Stud and Stagnation Pressure Control Valve

Fuel oil is pressed through fuel high pressure pipe 3 to fuel injection valve 5 via fuel high pressure stud 6 and stagna
tion pressure control valve 2. The fuel high pressure stud is screwed into the fuel injection valve and seals metalli
cally against its seating surface. Any leakage which may occur is drained away through bore LB. Such leakages
have to be remedied immediately as the perfect function of the engine is no longer ensured. (When the opening
pressure is low the respective cylinder no longer works).
Plastic joint ring 8 is pressed by clamp ring 9 against HP fuel stud 6 and seals the latter against the outside when
nipple 10 is tightened.
Stagnation pressure control valve 2 maintains the fuel pressure before injection valve as high as possible during
operation. Once the engine has been properly vented, the fuel system must only be vented again when at the fuel
system have been maintenance works carried out or when the engine has been standing still for a longer period.
Leakages are led through bores LB in valve housing 11 into the protection pipe of HP fuel pipe 3. Such leakages
are indicated in the installation visually or by the alarm system.

1
2
3
4
5
6
7
Compression spring
Stagnation pressure control valve
High pressure pipe
Thrust piece
Nozzle holder
HP fuel stud
Cylinder head
8
9
10
11
12
LB,LB
BB
Plastic joint ring

Clamp ring
Nipple
Valve housing
Cap nut
Fuel leakage bore
Fuel bore
1996
2716/1.2
Operation
S20U
BB 4
88.7151a
1996
LB1
8 9
10
11
12 LB2
S20U
Operation
2722/1.1
Fuel Injection Valve

The fuel injection valve is fitted in the centre of the cylinder head between the inlet and exhaust valves.
Fuel oil 'C' is fed to the injection nozzle 11 by the fuel injection pump through the high pressure pipe, fuel high
pressure stud 5 and bore 'BB' through nozzle holder 4. Nozzle needle 10 is lifted up from its seat at high fuel pres
sure against the force of the adjustable spring 6, and the nozzle sprays fuel oil finely atomized into the combustion
space. The opening pressure is set by adjusting screw 2.
Dowel pin 18 ensures the correct position of nozzle body 11 to nozzle holder 4. Spring dowel pin 15 positions thrust
piece 3 to the nozzle holder. When fitting the fuel injection valve care must be taken that high pressure stud 5 is
screwed straight into the nozzle holder.
Detailed descriptions on removal, setting, maintenance and fitting are found on sheet 2722/1 of the Maintenance
Manual.
Nozzle cooling
Engines operated on heavy fuel oil (HFO) are equipped with oilcooled nozzles. Engine lubricating oil is led
through bores 'A' in cylinder head 16, 'KB' in nozzle holder 4 and a bore in nozzle body 11 to a ring space between
nozzle body and bush 12. Bush 12 with nozzle 11 is shrink fitted. Through 'KA' and 'B' the oil returns into the bearing
lub. oil circuit (see Fig. 'A' on sheet 2722/1.2).
Engines operated on marine diesel oil (MDO) are equipped with uncooled nozzles. The required cooling is ef
fected by the fuel oil flow.
Remark
Identical nozzles have to be used in all cylinders of an engine.
Key to Illustrations Figs. 2722/1.2 and /1.3

Fig. 'A'
Fig. 'B'
1
2
3
4
5
6
7
8
9
10
11
12
13
Nut
Adjusting screw
Thrust piece
Nozzle holder
Fuel high pressure stud
Compression spring
Push rod
Oring
Cap nut
Nozzle needle
Nozzle body
Bush
Yoke
Fuel injection valve with oil cooling

Fuel injection valve uncooled
14 Screwing
15 Spring dowel pin
16 Cylinder head
17 Sleeve
18 Dowel pin
A
B
C
BB
KA
KB
Oil inlet
Oil outlet
Fuel
Fuel bore
Oil outlet bore
Oil inlet bore
1996
2722/1.2
Operation
S20U
A
I
I-I
KB
1
2
13
14
3
15
16
5
BB
II
II
KA
7
8
17
9
10
18
11
12
I
II - II
16
4
KA
B
KB
88.7154
1996
S20U
Operation
2722/1.3
B
I-I
1
2
13
14
3
15
16
5
BB
6
8
9
10
17
18
11
12
96.7733
1996
S20U
Operation
2750/1.1
Inlet and Exhaust Valves

General
Each cylinder head has two inlet valves and two exhaust valves.
Charge air flows into the cylinder with opened inlet valves.
Exhaust gases pass into the exhaust pipe through the opened exhaust valves. Doe to exhaust gas temperature the
exhaust valves are subjected to much higher stresses than the inlet valves. Furthermore, contaminations in the ex
haust gas tend to wear the sealing surfaces.
Inlet and exhaust valves differ in material, length and the valve seat angle. Under no circum
stances may they therefore be interchanged.
Remark
Identification features for exhaust valves:

- The upper part of the valve spindle 9 contains a ring groove which can also be noticed in fitted condition.
- The inscription is marked with EXH (abbreviation for exhaust).
- The exhaust valves must be equipped with rotocap 4 (valve rotating device).
- The valve seat 13 is water cooled.
- The exhaust valves are equipped with a 45 valve seat angle as opposed to the inlet valves with 30 .

1
2
3
4
5
6
7
Upper valve plate

Valve seat (uncooled)
Twopart cone piece
Rotocap
Valve spring
Oring
Lower valve plate
8
9
10
11
12
13
Valve guide bush

Valve spindle
Cylinder head
Valve seat, inner ring
Oring
Valve seat, water cooled
1996
2750/1.2
Operation
Einlassventil
INLET VALVE
S20U
Auslassventil
OUTLET VALVE
3
1
4
5
6
10
11
12
2
13
88.7145a
Auslassventil
OUTLET VALVE
FUEL PUMP SIDE
Einlassventil
INLET VALVE
FUEL PUMP SIDE
Auslassventil
Abgasseite
OUTLET VALVE
EXHAUST SIDE
1996
Freies Ende
FREE END
Antriebsseite
DRIVING END
10
Einlassventil
Abgasseite
INLET VALVE
EXHAUST SIDE
Group 3
S20U
Operation
3101/1.1
Crankshaft
Bores through the crankshaft 2 provide for the passage of lubricating oil from the shaft journals to the crankpins and
from there to the connecting rod bearings.
The vibration damper is bolted together with the spur gear which drives the builton pumps at the free end (see
sheet 3130/1).
Gear wheel 1 for the camshaft drive is shrunkon at the driving end. The graduation for the crank positions is en
graved at the driving flange.
Toothed rim 5 is fitted to the flywheel 4.

1
2
3
4
5
6
7
8
9
Gear wheel on crankshaft

Crankshaft
Counterweight
Flywheel
Toothed rim
Dowel screw
Heavy type dowel pin (for 9 cylinder engines only)
Pin
Screw for counterweight fastening
HZ Main journal
KZ Crankpin
1996
3101/1.2
Operation
KZ
S20U
7
6
HZ
96.7774
1996
S20U
Operation
Integrated Balancer
3108/1.1
for 4 Cylinder Engines
The four cylinder version requires an integrated balancer to compensate the free second order inertia forces in the
vertical axis.
The driving wheel 4 of the integrated balancer is driven by intermediate wheel 2 and the above mentioned forces are
eliminated by the eccentric shafts 5 turning in opposite directions with double engine speed.
The gear wheels are lubricated with bearing oil via a spray nozzle.

1
2
3
4
5
6
7
8
9
10

Intermediate wheel
Bearing pin
Driving wheel
Eccentric shaft
Bearing bush
Front support
Rear support
Screw
Screw
1996
3108/1.2
Operation
S20U
1
2
3
Freies Ende
FREE END
Antriebsseite
DRIVING END
4
90.7122
1996
10
4 Cyl. Engines
S20U
Operation
3130/1.1
Vibration Damper
When conditions demand it, the crankshaft is fitted with a torsional vibration damper. This is to reduce torsional
vibrations which may be dangerous for the crankshaft and the generator shaft.
Therefore, a viscous vibration damper is bolted onto the crankshaft at the free end.
Positioning marks 'M' on the flanges of the crankshaft and torsional vibration damper permit the latter to be re
fitted in exactly the same position if ever it has to be removed.
Thread 7 is used only for fitting a special device to measure torsional vibration.
The following is a short functional description of the viscous vibration damper:
The damper consists of a housing into which is installed a freefloating damping mass. The housing is rigidly con
nected to the crankshaft and hermetically sealed. A gap exists between the housing and the damping mass which is
filled with silicone oil of a specific viscosity.
- The damper requires no outside lubrication.
- The torque is transmitted to the damping mass by the friction of the silicone oil.
When torsional vibration occurs, there is relative motion between the housing and the damping mass.
The resulting sheer stresses (friction) in the silicone oil bring about a damping of the torsional vibrations.
- The work consumed by friction generates heat and is cooled down by the housing surface. When for any reason
the torsional vibration damper is overloaded, the silicone oil overheats which leads to a change in the viscosity of
the silicone oil. When this happens, the torsional vibration damper can no longer fulfil its function and can even
lead to damage of the damper itself.
- Maintenance:
A regular periodical check is absolutely essential (see Maintenance Manual). Defective vibration dampers can
lead to heavy breakdowns of the engine.
Remark
Checks and measures to be taken by an eventual substitution of a crankshaft.

The central connecting bore must be sealed with a screw plug on the crankshafts of older
manufacture which are furnished with a connecting bore up to the last crankshaft journal and
four oil feed bores in the crankshaft flange. The length of the screw plugs should be adapted in
such a way, that the four oil feed bores in the crankshaft flange are also sealedoff.
If for particular reasons, a spring damper which is cooled by the oil from the engine system is to
be attached, then the screw plugs used shall not seal the four oil feed bores in the crankshaft
flange.

1
2
3
4
5
6
7
8
9
10
11
OB
Casing at the FREE END

Engine housing
Crankshaft
Closing ring
Damping mass
Housing
Thread
Self locking nut
Fitted screw
Driving wheel for enginedriven pumps
Screw plug for use when taking silicon oil samples
Oil supply bore
1996
3130/1.2
Operation
S20U
2
11
10
9
8
OB
3
4
5
96.7756
1996
S20U
Operation
3201/1.1
Turning Device
A turning device is provided for rotating the crankshaft, i.e. during overhaul work and inspections (see Fig. 'A'). It is
actuated manually with tool W32.002.
Pneumatic starting valve 39HA must be shut and the starting air system completely drained
prior to working with engaged turning device. Thereby an unintended start of the engine is pre
vented.
Remark
Function and handling

The electric starting interlock is activated by end switch 7 (see Fig. C') through disengaging of lever 6 from retaining
nut 'HN' and shifting of shaft 4 (meshing of pinion 5 in toothed rim).
If the turning device is no longer to be used, then shaft 4 must be pushed back (disengaging of pinion 5 from toothed
rim 9) till lever 6 engages with retaining nut 'HN'. The engaged lever 6 prevents shifting of shaft 4 in axial direction
during operation of the engine. The electric starting interlock is also released by end switch 7.
Check lever 6 for properly engaging in retaining nut 'HN' with disengaged turning device be
fore starting the engine.
Remark

Fig. 'A' Arrangement of turning device
Fig. 'B' Turning device 'disengaged'
Fig. 'C' Turning device 'engaged'
1
2
3
4
5
6
7
8
Turning device
Mounting plate
Bearing support
Shaft
Pinion
Lever
End switch 63W19
Square AF19
10
11
12
13
13
14
Toothed rim
Flywheel
Base frame
Flywheel guard
Crankshaft
Engine housing
HN Retaining nut
1996
3201/1.2
Operation
S20U
A
13
14
12
1
11
10
9
97.7075
I-I
I
6 3 5
6 5
HN
II - II
5
3
II
9
6 5
2
HN
1996
II
10
S20U
Operation
3301/1.1
Connecting Rod and Connecting Rod Bearings

The connecting rod transmits the forces acting on the working piston to the crankshaft and converts the upand
down motion of the working piston into a rotating motion (crankshaft).
The gudgeon pin is supported in the upper connecting rod bearing 1. The lower twopart crankpin bearing 7 bears a
crankpin.
Lubricating oil from the crankpin lubricates the crankpin bearing. Lubricating oil is led to the gudgeon pin bearing
through bores in the bearing and through the longitudinal bore 'LB' in the connecting rod shank 2.

1
2
3
4
5
6
7
Upper connecting rod bearing

Connecting rod
Stud
Nut
Bearing cover
Dowel pin
Crankpin bearing shells
LB Longitudinal bore
1996
3301/1.2
Operation
S20U
LB
1996
88.7031
S20U
Operation
3401/1.1
Working Piston
General
During combustion the heat energy is partly converted into motive power i.e. the gases in the cylinder expand and
press the working piston downwards. The piston must seal the combustion space as efficiently as possible so that a
minimum of energy is wasted and the crankcase is not unnecessarily contaminated. To this end, piston rings are
fitted, which seal upwards, and an oil scraper ring which prevents excessive oil from entering the combustion space.
Piston skirt 4 and piston crown 2 are fastened together by waisted bolts 10 from below.
Lubricating oil is pressed through connecting rod 9 ('A') to the gudgeon pin bearing. From there, oil enters the space
between piston crown and piston skirt. Cooling oil reaches the extreme areas of the piston crown via bores 'OB' in
the piston crown (borecooled) . Through the central bore in the piston skirt cooling oil flows into the piston skirt at
'OA' and finally back to the oil sump.
The piston ring arrangement and design for engines operated on heavy fuel oil and marine diesel oil are shown in
the Maintenance Manual on sheet 3425/1.

1
2
3
4
5
6
7
8
9
10
11
12
13
A
B
OA
OB
Cylinder liner
Piston crown
Spring dowel pin
Piston skirt
Sleeve
Locking ring
Gudgeon pin
Locking ring
Connecting rod
Waisted bolt
Piston ring
Tapered ring
Oil scraper ring
Oil bore
Drain bore from oil scraper rings
Oil drain from piston crown
Bores in piston crown
1996
3401/1.2
Operation
S20U
1
OB
OA
2
11
3
12
13
10
6
7
8
A
88.7155a
1996
Group 4
S20U
Operation
4003/1.1
Engine Control
The engine control comprises all the elements which are necessary for operation, monitoring and safety of the en
gine. Terminal boxes are mounted on the engine, to which the cable ends from the control room can be connected.
The Control Diagram is a schematic synopsis of all pneumatic control components and of their functional connec
tions.
All Code Nos. and valve designations used in the following description are found in the Engine Control Diagram
sheet 4003/1.5.
In the following paragraphs the individual components have been presented and their functions explained.
70W11C1
- Electropneumatic valve (starting valve)
for starting the engine remotely or manually at the
engine.
- An electric signal interlocks a shortly following
second start as long as the crankshaft turns (see
also sheet 0220/1.1).
Hand actuation
126HA
3
1
- Starting air valve.

Control air from starting valve acts starting air valve
and releases starting air to the air starter motor.
- Air starter motor

accelerates the engine till ignition speed.
Air starter motor
2.99
4003/1.2
Operation
- Starting fuel limiter and shutdown cylinder on the

regulating linkage.
When connection 'A' is pressurized the regulating
linkage is pressed out of the piston and pushed to Li
position '0'.
When connection 'B' is pressurized the piston is
pressed to the stop. The regulating linkage can only
move between LI positions '0' and '6'.
S20U
Shut-down cylinder,
start fuel limiter
Overspeed
protection
mech. operated
- Interlocking valve for starting control air.

It prevents an unintended start by hand or from the
remote control. For all maintenance works on the en
gine, in particular in case of any manipulation of the
mechanical turning device, a start is thereby inter
locked.
- Shutdown solenoid
in the speed governor activated by "normal stop".
When the shutdown solenoid is energized the gover
nor shifts the regulating linkage to the load indicator
position (LI pos.) '0'.
1996
Start booster
350HB
Regulating linkage
- Start booster to speed governor (Woodward gover

nor).
On the engine a pressureconverter is fitted, which
receives pneumatic starting signals. The hydraulic
side is connected to the pressure system in the gover
nor. The hydraulic circuit must be closed so that the
oil volume is not pumped into the oil sump in the gov
ernor. The STOP signal onto the shutdown solenoid
must be cancelled prior to the starting signal.
- Filter
for control air and for pneumatic safety devices
(double air supply).
Piston
350HA
39HA
R P
70W11C2
Governor
shut-down
solenoid
S20U
Operation
4003/1.3
Safety devices
- Mechanical overspeed cutoff device.
It is triggered in cases of overspeed and pushes the
regulating linkage to LI pos. '0'. The mechanical
overspeed cutoff device must be manually reset.
(Remove cover on camshaft trough and turn back
with a spanner).
Shut-down cylinder,
start fuel limiter
Piston
Overspeed
protection
mech. operted
Regulating linkage
- Hydraulicpneumatic oil pressure monitoring.

It acts pneumatically on the regulating linkage.
Valves for suppression of the oil pressure monitor
ing: During starting and at standstill by electrical sig
nal onto valve 126HC.
45HA
53HA
3
8
- Electropneumatic valve
for shutdown from the plant (remotely) and manu
ally operated at the engine.
Acts upon shutdown cylinder on the regulating link
age.
2
126HC
126HB
Hand actuation
1996
4003/1.4
Operation
S20U
Measuring instruments on engine

- Tachometer for engine speed (electrical)
- Load indicator (mechanical)
- Differential pressure switch:
Lubricating oil filter

Fuel oil filter (for engines operated on MDO only)
- Pressure gauge for:
Lowtemperature cooling water, CAC 2nd stage inlet

Hightemperature cooling water, engine inlet
Lubricating oil, engine inlet
Fuel oil, engine inlet
Charge air, cylinder inlet
- Thermometer for:
Lowtemperature cooling water, CAC 1st stage inlet/outlet

Lowtemperature cooling water, CAC 2nd stage inlet/outlet
Hightemperature cooling water, engine outlet
Lubricating oil, oil cooler inlet
Fuel oil, engine inlet (for engines operated on HFO only)
Charge air, cylinder inlet
Remote and monitoring system

- Transmitter for electrical tachometer and additional connection for revolution switch point
- Solenoid switch when overspeed cutoff device has been actuated
- 4stage limit switchpos. to load control (LI positions)
- End switch for starting interlock by engaged turning device
- Fuel leakage monitoring for leakages from the HP pipes
- Flow detector for hightemperature cooling water in distributing pipe
- Flow detector for lubricating oil after prelubricating pump
- Pressure switch for:
Control air after interlock valve

Oil pressure shutdown device is activated
- Pressure transmitter for:

Starting air, engine inlet
Charge air, cylinder inlet (for engines with wastegate only)
- Temperature sensors for:

Fuel oil, fuel injection pump inlet (for engine operated on HFO only)
Exhaust gas, reference temperature in terminal box E-X3
Exhaust gas after each cylinder (for engines operated on HFO only,
optional for MDO engines)
Exhaust gas, turbocharger inlet
Exhaust gas, turbocharger outlet
Generator, bearing oil
Generator, windings
Remark
1996
For alarm and safety setting values please refer to the specified data on the shop trial docu
ments.
S20U
Operation
4003/1.5
Control Diagram with Woodward Governor and Air Starter Motor
96.7801
1996
S20U
Operation
4101/1.1
Camshaft Drive
Gear wheel 6 is shrunk onto crankshaft 8. It drives gear wheel pair 3 held on bearing journal 4 and through this
camshaft driving gear wheel 2.
The markings 'M' are necessary for fitting the camshaft. For this cylinder No. 1 must be in ignition T.D.C.
The bearing or intermediate gear wheel pair 4 is lubricated with engine oil, which is led to the bearing through bores
in the engine housing. The gear wheel teeth themselves are lubricated with engine oil which is sprayed onto them by
lubricating spray nozzles 14.
Key to Illustrations 4101/1.2 and /1.3

1
2
3
4
5
6
7
8
9
10
11
12
13
Casing on driving end

Camshaft driving gear wheel
Gear wheel pair
Bearing journal
Bearing
Oil baffle
Crankshaft
Engine housing
Camshaft
Thrust bearing for crankshaft
Governor drive
Lubricating oil spray nozzle
1996
4101/1.2
Operation
I
S20U
II - II
9
1
2
10
11
6
8
96.7744
1996
Gezeichnet mit Monoblock-Steuerwelle

DRAWN WITH MONOBLOCK CAMSHAFT
S20U
Operation
4101/1.3
I-I
II
12
9
M
2
13
II
88.7149
1996
S20U
Operation
4201/1.1
Camshaft
Monoblock Design
4 and 6 cylinder engines are equipped with a monoblock camshaft.

8 and 9 cylinder engines are provided with a twopart camshaft, i.e. the parts 'free end' and 'driving end' are bolted
together.
The camshaft is driven by the gear wheel on the crankshaft through the camshaft drive gear train (see sheet 4101/1).
It rotates with the half engine speed in the same direction of rotation as the crankshaft.
Thrust bearing 4 with its bearing bushes is bolted on the engine housing 1 at the free end. Overspeed cutoff device 5
fitted to camshaft part 'free end' 2 are locating together the camshaft in axial direction..
Camshaft driving gear wheel 8 is shrunkon camshaft part 'driving end' 7.
The camshaft is held in bearing shells. The bearing shells are pressed into bearing girders 6, which are screwed to the
engine housing. The bearings support the camshaft between inlet and exhaust valve cams.
Key to Illustration 4201/1.2 and /1.3

1
2
3
4
5
6
7
8
9
Engine housing
Camshaft part, free end
Thrust bearing housing
Thrust bearing
Overspeed cutoff device
Bearing girder
Camshaft part, driving end
Camshaft drive gear wheel
Screw for fastening
cover on camshaft trough
10 Camshaft bearing
11
12
13
14
15
16
17
18
Cam rocking lever

Compression spring
Fixing strap
Protection tube
Push rod
Cylinder head
Fuel injection pump
Lubricating oil pipe
to camshaft bearing lubrication
19 Oil pipe to fuel injection pump
20 Oil pipe to cylinder head
BN Fuel cam
AN Exhaust valve cam
EN Inlet valve cam
1996
4201/1.2
Operation
S20U
16
15
14
13
20
1
12
11
9
10
6
19
88.7177
18
1996
S20U
Operation
4201/1.3
15
16
17
14
20
13
12
11
96.7790
BN
EN
18 19
AN
10
1996
S20U
Operation
4201/2.1
Camshaft
assembled in Segments
The camshaft is driven by the gear wheel on the crankshaft through the camshaft drive gear train (see sheet 4101/1).
It rotates with the half engine speed in the same direction of rotation as the crankshaft.
The camshaft is assembled in segments 6 (one for each cylinder) with camshaft end piece 2 at the free end and cam
shaft end piece 8 at the driving end. The segments having flanged ends are bolted together.
Thrust bearing 4 with its bearing bushes is bolted on the engine housing 1 at the free end. Overspeed cutoff device 5
fitted to camshaft end piece 2 are locating together the camshaft in axial direction.
Camshaft driving gear wheel 9 is shrunkon camshaft end piece 8.
The camshaft is held in bearing shells. The bearing shells are pressed into bearing girders 7, which are screwed to the
engine housing. The bearings support the camshaft between inlet and exhaust valve cams.
Key to Illustration 4201/2.2 and /2.3

1
2
3
4
5
6
7
8
9
10
11
Engine housing
End piece for camshaft, free end
Thrust bearing housing
Thrust bearing
Overspeed cutoff device
Camshaft section
Bearing girder
End piece for camshaft, driving end
Camshaft bearing
Screw for fastening cover on camshaft trough
12
13
14
15
16
17
18
19
20
21
Cam rocking lever

Compression spring
Fixing strap
Protection tube
Push rod
Cylinder head
Fuel injection pump
Lubricating oil pipe for camshaft lubrication
Oil pipe to fuel injection pump
Oil pipe to cylinder head
BN Fuel cam
AN Exhaust valve cam
EN Inlet valve cam
1996
4201/2.2
Operation
S20U
17
16
15
14
21
1
13
12
11
10
7
20
88.7177
19
1996
S20U
Operation
4201/2.3
16
18
17
21
15
14
1
13
12
96.7748
19
20
8 10
1996
S20U
Operation
4304/2.1
Starting Air Valve

The starting air valve is mounted in immediate vicinity of the speed governor at the driving end.
The starting command can be released either manually with starting lever on the valve 126HA (see sheet 4603/1) or
via remote control.
Function
Ready to start:
The air inlet space 'B' is filled with the starting air from the starting air inlet 'A'. The valve 8 is kept closed
through the compression spring 6 and with control air from the shuttle valve 45HB in control air space 'C'.
Starting:
By actuating the starting valve 126HA, control air gets into the control air space 'E' and at the same time the
control air space 'C' gets evacuated over the shuttle valve 45HB. The valve 8 opens and starting air gets to the
air starter motor via the connection 'F'.
Starting end:
The shuttle valve 45HB switches over when the start valve 126HA is not actuated anymore. The control air
space 'E' gets evacuated and at the same time control air gets into the control air space 'C'. By the action of
compression spring 6 and control air, the valve 8 gets shutoff.

1
2
3
4
5
6
7
8
Piston
Casing
Connecting flange
Connecting cube
Connecting plate
Compression spring
Guide bush
Valve disc
A
B
C
D
E
F
G
H
Starting air inlet

Air inlet space
Control air space 'closing'
Control air to starting valve 126HA
Control air space 'opening'
Starting air to air starter motor
Control air from starting valve 126HA
To pressure transmitter 38P11A/1
1996
4304/2.2
Operation
S20U
D
A
94.7016a
H
5
1996
B 8
S20U
Operation
4320/1.1
Air Starter Motor

The engine is started with the air starter motor, which is arranged on a support fitted to the base frame.
Function
When starting air is released by the starting air valve (see sheet 4304/2), shaft 10 of the air starter motor begins to
turn. Due to its moment of inertia, pinon 9 is brought to driving position by the worm windings of shaft 10. It meshes
with toothed rim 6 of flywheel 7 and the engine is driven up to ignition speed.
The air supply is interrupted and spring 11 pushes the pinion to its starting position as soon as the cylinders fire.
Maintenance
Details on inspection and maintenance work can be gathered from the documentation of the manufacturer.

1
2
3
4
5
6
7
Base frame
Air starter motor
Support
Screw connection
Engine housing
Toothed rim
Flywheel
8
9
10
11
Flywheel guard
Pinion
Shaft
Spring
A Connection from starting air valve
1996
4320/1.2
10 11
Operation
S20U
2
3
94.7036
96.7873
Antriebsseite
DRIVING END
7
6
5
1996
Antriebsseite
DRIVING END
S20U
Operation
4401/1.1
Valve Drive Mechanism

The inlet and exhaust valves are opened by the cams on the camshaft via the valve drive mechanism. The valves are
closed by the force of the valve springs. The moving parts are lubricated with lubricating oil through internal bores.
In order to compensate for heat expansion a clearance (valve clearance) is adjusted in cold condition between valve
spindle and rocker arm. Detailed information on valve clearance is found in the Maintenance Manual on sheet
4401/1.
Function
The cam top 7 pushes the cam rocking lever 15 and therewith the push rod 5 upwards. Main rocker arm 3 actuates
the valve at fuel pump side, the auxiliary rocker arm and therewith the valve at exhaust side. Both valves open. As
camshaft 16 keeps turning with cam 7, the roller 18 in the cam rocking lever 15 rolls back to the base circle of cam 7.
Spring 12 presses the valve drive mechanism back and the cam swing lever downwards. The valve springs shut the
valves and care for perfect connection between the rocker arms and the push rod.
Key to Illustrations 440l/1.2 and /1.3

Section
Part section
1
2
3
4
5
6
7
8
9
10
'A' Valve drive for exhaust valve

'B' Valve drive for inlet valve
Auxiliary rocker lever support

Auxiliary rocker lever
Main rocker lever
Main rocker lever support
Push rod
Protection tube
Cam
Bearing girder
Cylinder head
Inlet valve
11
12
13
14
15
16
17
18
AN
EN
Exhaust valve
Compression spring for valve drive
Lower valve plate
Ball pin
Cam rocking lever
Camshaft
Fixing strap
Roller
Exhaust valve cam
Inlet valve cam
1996
4401/1.2
Operation
S20U
10
11
12
13
14
15
16
88.7179a
1996
S20U
Operation
4401/1.3
9
6
17
12
15
96.7790
18
16 EN
AN
Gezeichnet mit Monoblock-Steuerwelle

DRAWN WITH MONOBLOCK CAMSHAFT
1996
S20U
Operation
4603/1.1
Control Elements
The code numbers and valve designations used in the following description are found in the engine control diagram,
sheet 4003/1. Their function can be easily read from this diagram.
Operation of the control elements
Start:
Actuate valve 126HA manually with lever 2 or it is energized by signal 70W11C1 via remote control. Shutoff valve
39HA must be open.
Stop:
Actuate valve 126HB manually with lever 3 or it is energized by signal 70W11S via monitoring system. The engine is
shut down by the shutdown cylinder (see sheet 5803/1).
Starting interlock:
Close shutoff valve 39HA. The supply of air to the control elements is interrupted. Starting, either manually or by
remote control is no longer possible.
Electric interlock by end switch 63W19C if the turning device is engaged.

1
2
3
4
5
6
7
8
9
A
B
C
D
Starting air valve

Starting lever (hand actuation)
Stop lever (hand actuation)
Check point for checking and setting pressure switch 38P19A
Blocking valve 39HA
Air filter
Pressure switch 38P19A
3/2way valve
Condensate drain
To starting fuel limiter
Starting booster to the speed governor
Lubricating oil pressure monitoring
Shutdown air to regulating linkage
1996
4603/1.2
Operation
S20U
II
III
5
5
6
7
350HB
38P19A 350HA
6
9
9
III
126HA
II
1
A
B
C
126HB
96.7850
I
4
45HB
126HC
D
45HA
53HA
8
88.7183a
1996
S20U
Operation
4901/1.1
Tacho Generator
The tacho generator is arranged on the casing of the free end as shown in Fig. 'A'.
It is being driven by the driving shaft, which is mounted on the overspeed cutout device, by means of a carrier prong.
Function
The tacho generator supplies, in dependence of the speed of the camshaft, the corresponding electrical tension
(volt) for the speed indicating instruments.
Two independent coils are provided. Coil 1 is meant for the signal to the tachometer in the instrument panel on the
engine. Coil 2 is meant for the signal to the remote indication, normally arranged in the control room.
Coil connections are differently numbered depending on the manufacturer.
Figure 'B' shows the connection numbering of the tacho generator RHEINTACHO
Figure 'C' shows the connection numbering of the tacho generator HORN
Figure 'D' shows the connection numbering of the tacho generator NORIS
Key to Fig. 9401/1.2

1
2
3
4
5
6
7
8
Tacho generator
Plate
Casing on free end
Driver
Driving shaft
Thrust bearing for camshaft
Camshaft
Overspeed cutout device
2.99
4901/1.2
2.99
1
3
Wicklung 1
COIL 1
B
4
2
Wicklung 2
COIL 2
6 7
49A
49B
D
51
S20U
99.7024
Wicklung B
COIL B
52
Wicklung A
COIL A
Operation
1 2
Wicklung 2
COIL 2
Wicklung 1
COIL 1
Group 5
S20U
Operation
5101/1.1
Speed Governor
The function of the speed governor is to maintain the speed of the engine constant by controlling the fuel injection
quantity.
The mechanicalhydraulic WOODWARD UG10 governor is provided for engines coupled to generators running
at constant speed.
The setting of the governor speed and with it of the engine speed ( r.p.m.) is effected electrically. For emergency
operation the speed can also be set with the speed adjusting knob 9 on the governor.
For a more detailed description we refer to the WOODWARD Bulletins, separately supplied with the governor
actually installed. It contains all the information on function, troubles, maintenance, service and type of oil.
WOODWARD Bulletins:
03040
03013
03505
25071
UG Dial governor
Shutdown solenoid
Speed adjusting motor
Oils for hydraulic controls
The WOODWARD UG10 governor has an independent closed oil system. The oil level has to be maintained dur
ing operation between the two markings of the oil level sight glass 7.
The governor is driven from the spur gear wheel on the camshaft. The vertical governor drive shaft is driven by a
spur gear wheel and a pair of bevel gear wheels (see group 5105-1).
Adjustments or repairs on the governor should only be carried out by specially trained personnel.

1
2
3
4
5
6
7
8
9
10
11
12
13
14
Governor output shaft

Pgrade adjuster (speed droop)
Load limiter
Needle valve
Oil drain plug
Drive shaft
Oil level sight glass
Feed back adjustment
Setting knob
Setting indicator
Speed setting motor
Cable terminal
Shutdown solenoid
Oil filler, neck
1996
5101/1.2
Operation
S20U
(UG 10)
12
11
1
2
13
8
10
0
10
5
4
11
1
14
96.7585
1996
S20U
Operation
Governor Drive
5105/1.1
for WOODWARD Governor
Governor 1 is screwed onto the governor drive. The governor drive is fitted in the engine housing behind the instru
ment panel on the driving end.
The bearings are supplied with lubricating oil through connection 'A'.
Gear wheel 8 is pressed onto bevel gear wheel 7. The lower bevel gear wheel drives upper gear wheel 6 and with it
governor drive shaft 4.
The governor can be pulled out of the spline in the governor drive shaft without dismantling the governor drive (see
Maintenance Manual sheet 5103/1).

1
2
3
4
5
6
7
8
9
10
Speed governor
Housing
Engine housing
Governor drive shaft
Bearing
Upper bevel gear
Lower bevel gear
Gear wheel
Gear wheel
1996
5105/1.2
Operation
S20U
II - II
4
5
10
7
8
9
88.7186
I
I-I
II
1
2
4
3
6
8
10
88.7187
II
1996
S20U
Operation
5303/1.1
Mechanical Overspeed Cutoff Device

The mechanical overspeed cutoff device must shut the engine down in case of overspeed, by shifting the regulating
linkage to zero position (see sheet 5803/1) .
Function
The camshaft thrust bearing 4 is fitted at the free end. The shutdown piston 10 with the threaded pin 9 is integrated
therein.
The safety governor 1 with the fly weights 3 is rigidly mounted to the camshaft 5.
The fly weights 3 are pressed outwards against the force of the spring stack 8 if the engine speed increases too much.
They actuate the release lever 7 by this movement. The shutdown piston 10 is released and shoots upwards under
the force of spring 11. The threaded pin 9 presses reset lever and shutdown lever (see sheet 5803/1) upwards and
the regulating linkage is moved to zero position.
The adjustments on the spring stack 8 and the threaded pin 9 are made in the course of the shop trial and are re
corded in the setting table.
If the overspeed cutoff device is tripped, it can be reset on the nut to the reset lever (see sheet 5803/1.2, item 9). For
this the cover on the camshaft trough must be removed (see sheet 5803/1.2, item 22).
The cutout point for the overspeed cutoff device can be influenced by turning spring plate 18. Details thereof are
to be found on sheet 5303/1 in the Maintenance Manual.
Attention
The adjustment of the cutoff point should only be undertaken after fitting new parts of the
overspeed cutoff device and, as a consequence, might not correspond with the values given in
the setting table anymore.
Key to Illustration Fig. 5303/1.2

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Safety governor
Pin
Fly weights
Camshaft thrust bearing
Camshaft
Thrust bearing bush
Release lever
Spring stack (item 14 19)
Threaded pin
Shutdown piston
Spring
Flange
Spring
Guide sleeve
Compression spring
Spring dowel pin
Guide bolt
Spring plate
Locking wire
1996
5303/1.2
Operation
S20U
I-I
IV
6
9
1 2 3
IV
4 5
II
III
12 7
II - II
1996
14
10
11
15
13
16
17
18
19
3
11
III
II
10
III - III
7
4
10
11
7
12
88.7156
S20U
Operation
5501/1.1
Fuel Injection Pump

Each cylinder is supplied with fuel oil by its individual fuel injection pump. The pumps work according to the
BOSCH principle.
Function
The fuel delivery pump delivers fuel to ring space 'RR' via connection 'BE'. Excessively delivered fuel is led back to
the daily tank (MDO service) or buffer tank (HFO service) via connection 'BR' through the return pipe (see sheet
8019/1 or sheet 0250/1).
The vertical motion of plunger 11 is produced by fuel cam 20 as the camshaft rotates. When roller 17 rests on the
cam base circle fuel oil flows from ring space 'RR' through bores 'BB' into pressure space 'DR'. Bores 'BB' are
closed when the cam moves the plunger upwards.
Fuel is delivered at high pressure via connection 'HD' through HP pipe to the fuel injection valve in the cylinder
head (see sheet 2722/1).
Depending on the position of adjusting sleeve 14 and therewith of the plunger an exactly determined fuel amount is
injected through the fuel injection valve into the combustion space. The remaining fuel flows from pressure space
'DR' through the bores 'BB' back into the ring space 'RR'.
The position of the adjusting sleeve is determined by the governor via the regulating linkage (LI position).
Baffle screws 1 prevent erosion in pump housing 9 produced by flow energy in the pressure space 'DR'.
The fuel delivery can be interrupted with relief screw 8 during operation. With open relief screw the fuel is delivered
into ring space 'RR'. This permits cutting out individual cylinders.
Remark
The fuel injection pumps are not to be cut off when the engine is under load. Normally cutting
off of the pumps is undertaken only for compression measurements in idle running or to prime
the fuel system.
Leakages from the protection pipe of the high pressure pipes are drained at connection 'LB'. Leakages between
cylinder 10 and pump housing 9 are drained at connection 'LB1'.
The pump is lubricated with engine lube oil. At 'OE' the lube oil enters the pump housing from the engine housing
15. Via this connection the bearings of roller 17 and pin 18 are lubricated. Part of the oil flows via lube oil ring space
'OR' through bore 'OB' to adjusting sleeve 14 and through the bores 'OB' to regulating sleeve 13. From bore
'OB' the oil passes through bore 'OB' to plunger 11, where it forms a sealing barrier which prevents fuel leakage
into the camshaft trough and there from mixing with the engine lube oil.
Attention
If the fuel circulates through the fuel injection pumps when the engine is at standstill, the pre
lubricating oil pump has always to be in operation.
The setting data for the pump are recorded in the setting table and the procedure is described in the Maintenance
Manual on sheet 5501/2.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
Baffle screw
Upper spring plate
Compression spring
Pin
Guide piston
High pressure connection
Pump cover
Relief screw
Pump housing
Cylinder
Plunger
Retaining screw
Regulating sleeve
Adjusting sleeve
Engine housing
Lower spring plate
Roller
Pin
19
20
21
22
23
Bush
Cam on camshaft
Guide pin
Minimum limiter
Maximum limiter
BB
BE
BR
DR
HD
LB
LB1
Fuel oil bore

Fuel oil inlet
Fuel oil return
Pressure space
HP to fuel injection valve
Fuel oil leakage from HP pipe
Fuel oil leakage from cylinder
and pump housing
OB1 - OB3 Lube oil bores
OE Lube oil inlet
OR Lube oil ring space
RR Ring space
1996
5501/1.2
Operation
II - II
I
I-I
III
IV
2
3
OB1
4
5
HD
DR
BB
1
RR
S20U
LB
9
10
1
BR
11
12
OB2
BE
LB1
13
14 III
IV
15
OB3
14
19
16
17
18
OR
21
OE
III - III
20
IV - IV
II
1
8
II
10
11
13
14
9
23
1996
11
13
3
14
22
88.7192
S20U
Operation
5803/1.1
Regulating Linkage
The regulating linkage transmits impulses from the speed governor 7 (see sheet 5101/1) or from the hand lever 20
(see sheet 5808/1) to all fuel injection pumps 5, so that the required fuel amount is always fed to the cylinders.
Function
Regulating shaft 3 held in bearing brackets 17, is actuated via the shaft in support 6 and forked lever 18. Minimum
limit stop 19 forms the stop for load indicator position (LI pos.) '0'. The maximum stop is normally set with threaded
pin 11 in the shutdown cylinder of the overspeed cutoff device after the stop trials (see sheet 5303/1), and the value
is recorded in the setting table. The regulating linkage is limited by the maximum stop with reset lever 10 and shut
down lever 8.
Depending on the installation, solenoid switch 'MS' triggers an alarm which indicates that the overspeed cutoff
device has been actuated.
Forked levers 16 are moveably fitted on regulating shaft 3. They are pressed by springs 15 to the firmly fitted clamp
ing rings 14. In this way the fuel injection pumps 5 are regulated in dependance of the position of the regulating
linkage, and the regulating linkage can always be brought to zero position under any circumstances. Should e.g. one
of the fuel injection pumps be defective and be jammed, the other pumps can still be shut down in any position.
Should the overspeed cutoff device (see sheet 5303/1) have tripped, then it has to be reset with nut 9 to reset lever.
However, this requires the removal of cover 22.
At the free end of the engine a pneumatic cylinder is mounted at the end of the regulating shaft. This cylinder has
two functions:
- Start fuel limitation:
When air is pressed into space R then piston 1 is pushed against stop bush 4. The regulating linkage is then only
movable between LI pos. '0' and '6'. This function is only active during the starting phase.
- Shutdown cylinder:
When air is pressed into space R then piston 1 is pushed against the stop on shutdown cylinder 2 and the
regulating shaft is pushed to LI pos. '0'. The engine stops. This function can be actuated from various places.
Depending on the installation e.g. in case of oil pressure failure, electrical overspeed etc.

1
2
3
4
5
6
7
8
9
10
11
12
Piston
Shutdown cylinder
Regulating shaft
Stop bush
Fuel injection pump
Support
Speed governor
Shutdown lever
Nut to reset lever
Reset lever
Threaded pin (maximum stop)
Compression spring to overspeed
cutoff device
13
14
15
16
17
18
19
20
21
22
Support
Clamping ring
Compression spring
Forked lever
Bearing bracket
Forked lever
Minimum limit stop
Hand lever
Camshaft trough cover
Cover to item 9
MS Solenoid switch
LI Load indicator position
1996
5803/1.2
Operation
R
R
8
9
10
11
12
13
III
II
S20U
V
V
14 15 16
17
18
19
88.7159
MS
III
10
20
I
9
19
II
14
15
16
17
18
10 5 0 LI pos.
3
88.7160
V-V
III - III
3
21
8
18
21
22
88.7161
1996
88.7137
S20U
Operation
5808/1.1
Regulating Transmission
The connection governor regulating linkage is arranged in such a way that the linkage can be pushed to the shut
down position in case of a governor breakdown (governor moves to maximum load).
Function
Lever 3 on the governor output shaft 2 is connected with hand lever 10 by a telescopic rod. Hand lever 10 can be
pushed to the LI pos. '0', even if the governor output position is on '10'. Thereby piston 5 is pressed against spring 6.
Checks which must be made at standstill for safety reasons from time to time
Hold governor output shaft 2 with a suitable tool in the maximum governor output position. The hand lever 10 must
to be pushed against the spring force to the load indicator position '0' (setting see on sheet 5803/1 in the Mainte
nance Manual).
Check whether the governor output positions coincide with the load indicator positions (setting see on sheet 5803/1
in the Maintenance Manual).
This checks have to be carried out at standstill of the engine only!
Attention
Key to Illustration
1
2
3
4
5
6
Speed governor
Governor out put shaft
Lever
Spherical rod end
Piston
Compression spring
7
8
9
10
11
12
Cylinder
Spring housing
Spherical rod end
Hand lever
Support
Engine housing
2
3
4
10
5
11
12
96.7770
1996
Group 6
S20U
Operation
6500/1.1
Turbocharging
Depending on the number of cylinders, the nominal output and mode of operation, the turbocharger is properly
selected and matched to the engine with respect to size and specification.
Indications on mode of operation, maintenance and servicing are found in the respective turbocharger manual of
the manufacturer. Instructions on cleaning are given on sheet 8339/1.
Principle of function
Exhaust gases 'C' from the cylinders drive the turbine 7 of the exhaust gas turbocharger and are then exhausted to
'B' through the exhaust system of the plant. The rotation of the turbine drives the blower 8 which is mounted on the
same shaft.
The blower 8 draws fresh air 'A' from the engine room via a filtersilencer and compresses it to a higher pressure i.e.
the charge air pressure 'E'. The compression process heats the charge air, which is again cooled to a lower tempera
ture by charge air cooler 10. Depending on air humidity, the cooling produces more or less condensate, which is
separated by the water separator 12 fitted after the charge air cooler, then drained off through the permanently
open drain 'F'.
Charge air wastegate (17)
On engines equipped with the wastegate 9 operating in the upper load range, excess charge air is allowed to escape
into the engine room (details are described on sheet 6735/1).
1
2
3
4
5
6
7
8
9
10
11
12
Exhaust pipe
Exhaust valve
Inlet valve
Cylinder head
Cylinder liner
Working piston
Turbocharger
Blower
Wastegate
Charge air cooler
Receiver
Water separator
A
B
C
D
E
F
Suction air (fresh air)

Exhaust gases to the atmosphere
Exhaust gases after Cylinder
Charge air outlet from wastegate
Charge air after blower
Permanent water drain
1996
6500/1.2
Operation
S20U
E
D
10
5
96.7764
6
11
12
F
1996
S20U
Operation
6501/1.1
Measuring Point for the Exhaust Gas Back Pressure

The exhaust gas back pressure is an important value for the engine operation. For this reason and to ensure correct
interpretation, the measuring point has been clearly defined.
Engines with turbine washing plant (see Fig. 'A')
Open ball cock 3 in the washwater drain pipe 4. When the outlet is free, exhaust gas now flows from the washwater
drain 'WA'. Should this not be the case, then the outlet must be freed. Only then may the measuring point (washwa
ter drain 'WA') be used.
With ball cock 3 closed, connect a Utube pressure gauge by means of a suitable plastic hose.
As a makeshift, a transparent plastic hose 5 of sufficient length can be used as a Utube (see Fig. 'A').
Engines without turbine washing plant (see Fig. 'B')
At engine standstill, remove the the plug 6 from the measuring point 2. Connect a Utube, using a pipe line 7 of
approx. 0.5 m length with suitable bolting and plastic hose. If necessary, remove the casing on the turbocharger.
As a makeshift, a transparent plastic hose 5 of sufficient length can be used as a Utube (see Fig. 'B').
After the measurement, apply a heatproof lubricant on the plug 6 and screw it down.
Key to Illustrations: 'A' and 'B'
1
2
3
4
5
Turbocharger gas outlet housing

Measuring point
Ball cock
Washwater drain pipe
Plastic hose
6 Plug
7 Pipe line
WA Washwater drain
2
6
1
2
4
WA
3
WA
99.7041
ca. 1m
ca. 1m
1999
S20U
Operation
6601/1.1
Charge Air Cooler

The charge air cooler (short CAC) has to cool the compressed and thereby heated air after the blower, before it is
entering the cylinders. The CAC is mounted at the free end to support 5 of the exhaust gas turbocharger (see sheet
6601/1.2). A twostage CAC is applied to the closed cooling water circuit with treated fresh water and central cool
ing system.
The twostage CAC 8 is connected (at waterside) in series with the lubricating oil cooler arranged between the first
and second stage of the CAC. It is equipped with two cooling water inlet connections 'WE' and cooling water outlet
connections 'WA' per stage.
If in operation with the correct cooling water flow, the charge air temperature after CAC rises above the normal
values (see sheet 0230/1) the CAC may be fouled on the air side. When the temperature difference between cooling
water inlet and outlet becomes smaller, fouling on the CAC water side may be the cause. The cleaning of the CAC
air and water sides is described in the Maintenance Manual on sheet 6601/1.
Water separator 6 is screwed to the CAC housing. Any moisture from the air is condensed and drained through the
permanent water drain 7.
The permanent water drain 7 must always remain open during operation (charge air blows out of it). Periodic
checks are essential, as with fouled or blocked drain condensate would enter the cylinders and cause heavy damage
and rapid wear of the cylinder liners. On the other hand leakages of the CAC can be detected at an early stage, if
cooling water flows from the permanent water drain.
Detailed instructions on operation, maintenance and repairs of charge air coolers are con
tained in the separately issued instruction leaflet of the cooler manufacturer which is supplied
with the first delivery of the documentation.
Remark

1
2
3
4
5
6
7
8
9
Exhaust piping before turbocharger

Exhaust piping after turbocharger
Turbocharger
Bellow
Support
Water separator
Permanent water drain
Charge air cooler
Air inlet casing
E
E
WA
WE
AW
Vent
Drain
Cooling water outlet
Cooling water inlet
Connection wastegate
1996
6601/1.2
Operation
S20U
3
1
AW
4
E
E
9
8
96.7767
1996
WE
WA
E WE
E
WA
S20U
Operation
6735/1.1
Wastegate
General
The main function of the wastegate is the improvement of the accelerating ability and the optimization at 75 85
% load of the engine.
Turbochargers of engines equipped with a wastegate attain the maximum charge air pressure already at 85%
CMCR (Contracted Maximum Continuous Rating) as required for 100%. The duty of the wastegate is to keep the
charge air pressure constant between 85% and 100% CMCR. Beyond 100% load the charge air pressure rises
again.
A further advantage of the wastegate is that less smoke is developed at low loads and during acceleration.
The surplus charge air after CAC 3 is blown into the engine room through the wastegate and a silencer. The air is
dry and has charge air temperature of about 45 C.
Function
The pressure required to start opening the wastegate valve is set with adjusting screw 5. The maximum valve stroke
is limited to the charge air pressure at 100% with adjusting screw 4. Both adjustments are made during the shop
trials; afterwards the adjusting screws are locked with locking wire.
Compression spring 8 keeps valve body 7 shut up to 85% CMCR. Subsequently the valve opens continuously until
resting against the stop of adjusting screw 4 at 100% CMCR.
The surplus charge air is blown off via silencer 11 at outlet 'B'.
Attention
The engine is not to be operated with 90% or more load with wastegate valve compulsorily
closed. Inadmissible high firing pressures!

'A'
'B'
1
2
3
4
5
6
Turbocharger
Wastegate valve
Charge air cooler
Adjusting screw
Adjusting screw
Screw plug for valve
stroke check
7 Valve body
Arrangement on the engine

Longitudinal section
8 Compression spring
9 Screw plug for spring
pretensioning check
10 Locking nut
11 Silencer
A Charge air
B Charge air outlet
1996
6735/1.2
Operation
S20U
A
1
11
B
10
10
9
11
4
5
6
B
7
8
96.7769
1996
Group 7
S20U
Operation
7005/1.1
Enginedriven Pumps
The engine is provided with a cooling water pump 1 for the hightemperature circuit (cylinder cooling) and a lubri
cating pump 2. The pumps are fitted on the casing 5 at the free end. A gear wheel drives them on the crankshaft (see
Fig. 'A').
Where no pump is provided, the respective bore in the casing is closed by a cover with joint.
Depending on the purpose and the installation (e.g. emergency diesel power plants), a fuel delivery pump 3 and/or
another cooling water pump 4 for the lowtemperature circuit (charge air cooler and oil cooler cooling) are fitted in
addition (see Fig. 'B').
Detailed information on cooling pumps 1 and 4 can be found on sheet 7505/1. The lubricating oil pump is described
on sheet 7103/1. Detailed information on the fuel delivery pump 3, which is only builton for engines operated with
marine diesel oil, can be found on sheet 7403/1.

Fig. 'A' Standard equipment
Fig. 'B' Complete pump equipment
1
2
3
4
5
6
Cooling water pump (high temperature circuit)

Lubricating oil pump
Fuel delivery pump (MDO service only)
Cooling water pump (low temperature circuit)
Casing free end
Cover
1996
7005/1.2
Operation
S20U
1
6
B
5
1
3
2
4
96.7862
1996
S20U
Operation
7103/1.1
Lubricating Oil Pump

The lubricating oil pump is screw fastened at the free end of the engine. It is driven off a gear wheel on the crank
shaft by the gear (driven cog wheel) 2.
The lubricating oil pump is adjusted in the manufacturer's work to the correct delivery pressure by adapting the
shim 9. This adjustment need not be corrected in operation.
Valve 6 opens till the surplus oil has returned to the pump's suction side, if the oil pressure increases over 6.5 bar
after pump.
The throttle 10 in the relief bore 'EB' gives rise to a stable behaviour of the valve and thus inadmissible vibrations in
the piping system are avoided.

1
2
3
4
5
6
7
8
9
10
A
B
EB
SS
DS
Hexagon screw fastening

Gear (driven cog wheel)
Bearing cover
Gear piston (feeder cog)
Pump casing
Valve
Compression spring
Cover
Shim
Throttle
Oil inlet (suction side)
Oil outlet (inlet pipe)
Relief bore
Suction side
Pressure side
1996
7103/1.2
Operation
S20U
I-I
1
II
EB
10
88.7126a
II
DS 4 6 SS
II - II
I
5
88.7128
A
1996
S20U
Operation
7130/1.1
Oil Filter
The engine is equipped with an automatic filter 1 which is bolted together with the oil cooler 3 to the base frame 9.
The automatic filter is fitted between the lubricating oil pump and oil inlet pipe.
Differential pressure indicator 6 indicates the resistance through the filter or to what extent the filter cartridges are
clogged. Automatic filters have also to be cleaned manually if they are very dirty. Information on maintenance, serv
icing and cleaning are found in the instruction leaflets of the filter manufacturers.
Function of the automatic filter
In the interior of the automatic filter a number of filter cartridges are arranged in a circle. The oil flows through
these cartridges from the inside outwards. Dirt is held back in the cartridge interior and the oil flows to the sump.
A turbine installed in the inlet port drives the backflushing facility and moves the flushing arm from filter cartridge
to filter cartridge. The pressure within the filter decreases if a drain bore remains below a filter cartridge. Therefore,
the oil flows through filter cartridges in opposite direction and flushes accumulated dirt into dirty oil drain 'SA' of
the filter. This process is called "backflushing".
Oil in the sump is cleaned with permanent oil treatment by separators.
Checking and cleaning of the magnetic filter
We recommend to check the magnetic element 2 for metallic contamination as required and clean them if neces
sary, but particularly after runningin of new cylinder liners.

1
2
3
4
5
6
Automatic filter
Magnetic element
Oil cooler
Support
Drain plug
Differential indicator
7 Dirty oil drain pipe

8 Prelubricating oil pump
9 Base frame
OA Oil outlet
OE Oil inlet
SA Dirty oil drain
1996
7130/1.2
Operation
S20U
Freies Ende
FREE END
7
5
9
8
96.7771
6
OA
OE
2
96.7772
SA
1996
S20U
Operation
7140/1.1
Oil Cooler
The oil cooler 3 is mounted to the base frame 1 on the exhaust side. For fastening supports 2 is used which is bolted
together with the oil cooler to the base frame.
The oil cooler is cooled by the lowtemperature cooling water (see also sheet 8017/1).
Oil and water side of the oil cooler have to be cleaned at standstill. Instructions for servicing, maintenance and
cleaning are found in the documentation of the manufacturers.

1
2
3
4
5
E
OA
OE
WA
WE
Base frame
Support
Oil cooler
Oil filter
Charge air cooler
Drain
Lubricating oil outlet
Lubricating oil inlet
Cooling water outlet
Cooling water inlet
1996
7140/1.2
Operation
S20U
4
3
96.7771
WE WA
OE
OA
E
96.7773
1996
Freies Ende
FREE END
S20U
Operation
7181/1.1
Prelubricating Pump
The electrically driven prelubricating pump 1 is fixed to the base frame 9 at fuel pump side.
A protection hood 3 is fitted over the electric motor as protection against pollution.
The prelubricating pump is designed for constant supply volume as screw spindle pump with three rotors. The
function of the pump is to warrant the oil pressure for lubrication and cooling of the bearings and running parts
during the start and stoppage of the engine.
In automatic plants (emergency power plants) where prelubrication has to be carried out in specific time intervals,
the prelubricating pump is switched on by the remote control for periodic prelubrication during about 20 seconds.
For standby plants with electricallydriven booster pump, the lubricating oil pump must always be in operation
when the booster pump is running. With this, the required sealing oil is conveyed to the fuel injection pumps for
sealing.
Instructions on maintenance and care must be gathered from the manufacturer's documentation.

1
2
3
4
5
6
7
8
9
10
11
12
Prelubricating pump
Support
Protection hood
Screw connection
Screw connection
Oil cooler
Nonreturn valve
Base frame
Flow monitor
Throttle valve
Oil sump
2.99
7181/1.2
Operation
S20U
96.7098a
2.99
10
12
11
S20U
Operation
7403/1.1
Fuel Oil Booster (Delivery) Pump

The fuel booster pump (short pump) is fitted at the free end of engines intended to operate on marine diesel oil. The
pump delivers fuel to the injection pumps as long as the engine runs.
The pump can be arranged for clockwise or anticlockwise rotating engines by interchanging the feeder cog wheels 2
and 4 (see Fig. 'E').
Function of the valve
Fuel oil delivered by pumping gears 2 and 4 is fed through the bore in bush 13 and connection 'C' to the fuel injection
pumps.
When the pressure increases (over 15 bar) valve 10 opens and the excessive fuel oil returns back to the suction side
'D'.
When the fuel oil system must be primed with the engine at standstill, valve 10 opens as soon as sufficient pressure is
present on the suction side. When the pressure on the suction side drops the valve shuts by the force of spring 9. In
the system a certain pressure is retained.

1
2
3
4
5
6
7
8
9
10
11
12
13
Fuel pump casing

Feeder cog wheel
Cover
Feeder cog wheel with driving shaft
Bearing
GACO seal ring
Flange bearing
Gear wheel
Spring
Valve
Spacer
Screw plug
Bush
A
B
C
D
Connection for fuel leakage

Drilling
Connection to injection pumps
Suction side
1996
7403/1.2
Operation
S20U
2
3
4
5
88.7163
12
11
10
88.7154
13
88.7165
1996
S20U
Operation
7505/1.1
Cooling Water Pump

The cooling water pumps of the high and low temperature circuit are of the same design.
Cooling water circulates in the relevant cooling system as long as the engine runs.
The bearings are supplied with oil from the lubricating oil system, the oil reaching the bearings through internal
bores.
Should the leakage noticeably increase, it means that one of the shaft seals 2 or 4 is leaking and must be replaced.
This requires removing the pump from the engine and dismantling it (for repair and maintenance, see sheet 7505/1
in the Maintenance Manual).

1
2
3
4
5
6
7
8
9
10
Pump impeller
Shaft seal water side
Pump casing
Shaft seal oil side
Fixing bolts
Bearing housing
Driving pinion
Driving shaft
Nut
Intermediate flange
C Suction pipe (water inlet)

D Leakage drain
1996
7505/1.2
Operation
S20U
1
2
88.7166
10
1996
7
8
9
Group 8
S20U
Operation
8016/1.1
Lubricating Oil Diagram

Lubricating oil diagram shows the oil circuit at the engine. Oil cooler 6, automatic filter 20 and prelubricating
pump 21 are fitted on the base frame.
The lubricating oil pump 19 draws lube oil from the oil sump 17 and supplies to the various lubricating points via oil
cooler 6 and automatic filter 20.
Flushing oil (dirty oil) from automatic filter 20 is led to the oil sump drain pipe.
The distribution to the various lubricating points in and around the engine is shown in the following diagram.
Piston cooling:
The working piston is cooled by oil which passes from the crankshaft main bearing to the
crankpin bearing, through connecting rod 14 to the gudgeon pin bearing and through bores
in piston 13 to the piston crown. From there the oil returns to the sump.
Gear wheels:
The camshaft drive 15 and the drive of enginedriven pumps 25 are lubricated with lubricat
ing oil which is sprayed onto the gear wheels through nozzles. The bearing lubrication occurs
through bores in the housing.
Turbocharger:
The slide valves of the turbocharger are lubricated with system oil. The pressure reducing
pipe 2 provides for a finely adjusted admissible oil pressure before turbocharger during op
eration and standstill of the engine (see shop trial report). The oil pressure has to be checked
periodically with tool W08.004 at the test connection 3 (quick release coupling).
When the engine is in standstill, only very low oil pressure is permissible because the seals in
the turbocharger are only effective in a dynamic state. A minimal flow of oil to the turbochar
ger is guaranteed by the pressure reducing pipe 2 for prelubricating and subsequent cooling.
Lubricating oil treatment (see also sheet 0110/1)

Overflow system:
The shutoff valve 29 is always open when the system is in operation, the shutoff valve 28 is
closed.
The accumulated dirt in the oil sump 17 and of the flushing oil in the automatic filter 20 is to
be drained periodically every three days. For this purpose the shutoff valve 28 must be
opened for 20 seconds, and the shutoff valve 29 closed.
Sumptosump
system:
The shutoff valve 28 and 31 (plant) are always open when the system is in operation, the
shutoff valves 29 and 32 (plant) are closed.
The accumulated dirt in the oil sump 17 and of the flushing oil in the automatic filter 20 is to
be drained periodically every three days. For this purpose the shutoff valve 32 (plant) must
be opened for 20 seconds, and the shutoff valve 31 (plant) closed.
Attention
For draining the dirty oil with sumptosump treatment system, the separator must be in opera
tion and connected with the relevant engine (valve positions on plant side).
The oil piping with the shutoff cock 29 is omitted for 4 cylinder engines.
The arrangement of the oil treatment (plant side) is to be taken from the respective layout diagram.
Key to Illustrations 8016/1.2 and 1.3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Turbocharger
Pressure reducing pipe
Test connection (quick release coupling)
Instrument panel
Pressure gauge
Oil cooler
Needle valve
Nonreturn valve
Thermometer
Rocker lever
Speed governor
Working piston
Connecting rod
Camshaft drive
Crankshaft
Oil sump
20
21
22
23
24
25
26
27
28
29
30
31
32
A
B
Automatic filter
Prelubricating pump
Flow detector
Cooling water pump (HT circuit)
Fuel delivery pump
(for engines operated on MDO only)
Driving gear for enginedriven pumps
Cooling water pump (LT circuit)
Throttle valve
Shutoff valve for flushing oil drain, and
oil sump drain
Shutoff valve for overflow
Shutoff valve for taking oil samples
Shutoff valve for oil care in plant
with sumptosump treatment system
Shutoff valve for dirty oil drain
with sumptosump treatment system
Connection to oil treatment (plant)
Inlet from oil treatment
2.99
8016/1.2
Operation
1
S20U
5
10
20
11
12
18
13
19
9
22
14
23
21
24
16
15
25
17
B
26
29
28
96.7796a
27
31
32
A
2.99
S20U
Operation
8017/1.1
Cooling Water Diagram
HT and LT Circuit connected
The engine cooling water system consists of a hightemperature (HT) and a lowtemperature (LT) cooling water
circuit. Both circuits are connected on engine (standard execution) wherein the hightemperature circuit is cooled
by the lowtemperature circuit which in turn is recooled by an external central fresh water cooling system (central
cooler).
Cooling of the charge air and of the oil cooler is achieved in the lowtemperature circuit by series connection.
The complete cooling system forms a closed circuit in the plant, which is under static pressure via compensating
pipe to the expansion tank. Therefore, the expansion of the heated water and the water loss of both systems are
separately compensated.
The cooling water must be treated with an approved cooling water inhibitor to prevent corrosive attack, sludge
formation and scale deposits in the systems (see sheet 0120/1).
The arrangement of pumps, coolers, fresh water generator, heater, expansion tank, valves and throttling discs for
flow control etc. are found in the separate documentation for the plant layout (shipyard side).
Lowtemperature circuit
Cooling water pump 24 (electrically or enginedriven depending on installation) delivers cooling water first
through the 2nd stage of the charge air cooler 17, then through oil cooler 14 and finally through the 1st stage of the
charge air cooler 18. An automatic regulating valve (plant side) regulates the cooling water at the necessary inlet
temperature (see operating data sheet 0230/1).
Hightemperature circuit
The enginedriven cooling water pump 11 delivers cooling water to the individual cylinders via distributing pipe
arranged at the exhaust side. Then it circulates through cooling water space between engine housing and cylinder
liners 16 to the cylinder heads 15 and enters again into the circuit via outlet collector main.
In the distributing pipe a flow meter 10 is fitted, which triggers alarm or an automatic stop if necessary, when there is
an inadmissible flow in the system.
The cooling water for turbocharger 23 is derived from the distributor main and flows through the bearing support of
turbochager, then back to the outlet collector main.
The automatic temperature regulating valve 25 maintains the cooling water temperature in the required range at
the engine outlet (see operating data sheet 0230/1)..
A cooling water heater (preheater) is installed in standby plants where the cooling water is to be brought almost to
working temperature even before the start. The cooling water is delivered by an electrically driven pump through
the engine via connection 'C' and led back to the preheating circuit via connection 'E'.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Pressure gauge (hightemperature circuit)

Instrument panel
Pressure gauge (lowtemperature circuit)
Needle valve
Connection for pressure transmitter
Vent
Connection for remote thermometer
Thermometer
Throttling disc, cylinder cooling water outlet
Flow indicator
Cooling water pump (hightemperature circuit)
Drain
Oil cooler
Cylinder head
Cylinder liner
17
18
19
20
21
22
23
24
25
26
Charge air cooler (2nd stage)

Charge air cooler (1st stage)
Vent for 1st stage of CAC
Vent for 2nd stage of CAC
Drain for 1st stage of CAC
Drain for 2nd stage of CAC
Turbocharger
Cooling water pump (lowtemperature circuit)
Automatic temperature regulating valve
Nonreturn valve
A
B
C
D
E
Inlet from central cooler

Return to central cooler
Connection for preheating
Charge air
Connection for compensating pipe
1996
8017/1.2
Operation
S20U
3
5
22
17
20
23
14
15
16
10
21
18 19 13
11
12
E
96.7852
26
B
1996
25
24
A
HT and LT Circuit connected
S20U
Operation
8017/2.1
Cooling Water Diagram
HT and LT Circuit separated
The engine cooling water system consists of a hightemperature (HT) and a lowtemperature (LT) cooling water
circuit. Both circuits are separated on engine as shown in the following diagram.
Cooling of the charge air and of the oil cooler is achieved in the lowtemperature circuit by series connection.
The complete cooling system forms a closed circuit in the plant, which is under static pressure via compensating
pipe to the expansion tank. Therefore, the expansion of the heated water and the water loss of both systems are
separately compensated.
The cooling water must be treated with an approved cooling water inhibitor to prevent corrosive attack, sludge
formation and scale deposits in the systems (see sheet 0120/1).
Lowtemperature circuit
Cooling water pump 24 (electrically or enginedriven depending on installation) delivers cooling water first
through the 2nd stage of the charge air cooler 17, then through oil cooler 14 and finally through the 1st stage of the
charge air cooler 18. An automatic regulating valve (plant side) regulates the cooling water at the necessary inlet
temperature (see operating data sheet 0230/1).
Hightemperature circuit
The enginedriven cooling water pump 11 delivers cooling water to the individual cylinders via distributing pipe
arranged at the exhaust side. Then it circulates through cooling water space between engine housing and cylinder
liners 16 to the cylinder heads 15 and enters again into the circuit via outlet collector main.
In the distributing pipe a flow meter 10 is fitted, which triggers alarm or an automatic stop if necessary, when there is
an inadmissible flow in the system.
The cooling water for turbocharger 23 is derived from the distributor main and flows through the bearing support of
turbochager, then back to the outlet collector main.
The automatic temperature regulating valve 25 maintains the cooling water temperature in the required range at
the engine outlet (see operating data sheet 0230/1)..
A cooling water heater (preheater) is installed in standby plants where the cooling water is to be brought almost to
working temperature even before the start. The cooling water is delivered by an electrically driven pump through
the engine via connection 'C' and led back to the preheating circuit via connection 'E'.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Pressure gauge (hightemperature circuit)

Instrument panel
Pressure gauge (lowtemperature circuit)
Needle valve
Vent
Thermometer
Throttling disc, cylinder cooling water outlet
Flow indicator
Cooling water pump (hightemperature circuit)
Drain
Oil cooler
Cylinder head
Cylinder liner
17
18
19
20
21
22
23
24
25
Charge air cooler (2nd stage)

Charge air cooler (1st stage)
Vent for 1st stage of CAC
Vent for 2nd stage of CAC
Drain for 1st stage of CAC
Drain for 2nd stage of CAC
Turbocharger
Cooling water pump (lowtemperature circuit)
Automatic temperature regulating valve
A
B
C
D
E
F
G
Inlet from HT radiator (cooler)

Return to HT radiator
Connection for preheating
Charge air
Connection for compensating pipe
Inlet from LT radiator
Outlet to LT radiator
1996
8017/2.2
Operation
S20U
3
5
22
17
20
23
14
15
16
10
21
D 18 19 13
11
E
12
96.7851
24
25
G
1996
HT and LT Circuit separated
S20U
Operation
8018/2.1
Starting Air Diagram

Starting air is used for starting the engine. Moreover, air is supplied to the safety devices, the starting booster and
the starting fuel limiter. The various required air pressures are specified on operating data sheet 0230/1.
The correlation with the engine control is shown on the control diagram 4003/1.
Function
The starting air bottle 11 must be full and stop valves 10 must be open.
Start interlock valve 7 must be in the position as drawn. Pressure switch 8 gives the signal READY TO START.
Starting air is released to the air starter motor when starting valve 6 is operated (manually or by remote control).
If work has to be done on the engine, valve 7 has to be switched over whereby starting is interlocked.
Starting air must be clean and dry. The starting air bottle must be drained periodically of condensate water.
Air filters 3 and 5 have to be cleaned periodically. Cleaning has to be carried out when the engine is at standstill only.

1
2
3
4
5
6
Starting air valve

Connection to pressure transmitter
Air filter with condensate trap
Shuttle valve
Starting valve
7
8
9
10
11
12
Start interlock valve

Pressure switch
Air starter motor
Stop valve
Starting air bottle
Air reservoir
1996
8018/2.2
Operation
S20U
Parts on engine
Parts in plant
10
7
6
11
8
Safety device
Starting booster
Starting fuel limiter
9
12
96.7804
1996
S20U
Operation
8018/3.1
Starting Air Diagram
for Emergency Power Plants
Starting air is used for starting the engine. Moreover air is supplied to the safety devices, the starting booster and the
starting fuel limiter. The various required air pressures are specified on operating data sheet 0230/1.
The correlation with the engine control is shown on the control diagram 4003/1.
Function
The starting air bottle 11 must be full and stop valves 10 must be open.
Start interlock valve 7 must be in the position as drawn. Pressure switch 8 gives the signal READY TO START.
Starting air is released to the air starter motor when starting valve 6 is operated (manually or by remote control).
If work has to be done on the engine, valve 7 has to be switched over whereby starting is interlocked.
Starting air must be clean and dry. The starting air bottle must be drained periodically of condensate water.
Air filters 3 and 5 have to be cleaned periodically. Cleaning has to be carried out when the engine is at standstill only

1
2
3
4
5
6
7
Starting air valve

Connection to pressure transmitter
Shuttle valve
Starting valve
Start interlock valve
8
9
10
11
12
13
14
Pressure switch
Air starter motor
Stop valve
Starting air bottle
Air reservoir
Emergency air bottle
Emergency air compressor
1996
8018/3.2
Operation
S20U
Parts on engine
Parts in plant
10
7
6
13
14
11
Safety device
Starting booster
Starting fuel limiter
96.7806
12
1996
Emergency Power Plant
S20U
Operation
8019/1.1
Fuel Oil Diagram
Marine Diesel Oil
An enginedriven fuel delivery pump 4 is provided which is driven off a gear wheel on the crankshaft for engines
operated on MDO.
The fuel is fed to the fuel injection pumps 8 through fuel duplex filter 5. Fuel delivery pump 4 supplies more fuel oil
than used in the engine. Surplus fuel oil returns to diesel oil tank 1. A pressure retaining valve 15 built into the return
piping serves to maintain the pressure in the system (see operating data sheet 0230/1).
The fuel pressure before and after the fuel injection pump can be read at the pressure gauge 13 on the instrument
panel by closing and opening the needle valve 12 in the connection plate of the fuel supply pipe 7 and fuel return
pipe 11. For this purpose, the casing of the fuel pipes is to be removed at the first fuel injection pump.
During operation, the pressure gauge 13 should show the pressure before fuel injection pump.
A coarse filter 2 and a hand pump 3 must be provided at plant side. The system has to be primed with pump 3 by
building up a pressure before the engine is started, if the piping has been drained for a prolonged shutdown or for
maintenance.
Attention
The electricallydriven delivery pump 3 must be switched off during operation.
Leakages from high pressure pipes 9 are controlled by fuel leakage monitoring 17 which triggers an alarm when the
amount is exceeded (see sheet 9338/1).
Leakages 'LB' from fuel injection pumps 8 or from high pressure pipes to the fuel injection valves 10 are collected
on the plant side.
Differential pressure indication 6 indicates whether duplex filter 5 is dirty. An alarm is triggered in specially
equipped plants.
Fuel oil samples for laboratory analysis are taken at cock 19.

1
2
3
4
5
6
7
8
9
10
Diesel oil tank

Coarse filter
Delivery pump (hand or electric)
Fuel delivery pump
Duplex filter
Fuel supply pipe
Fuel injection pump
High pressure pipe with protection tube
11
12
13
14
15
16
17
18
19
Fuel return pipe

Needle valve
Pressure gauge in instrument panel
Pressure retaining valve
Fuel leakage pipe
Fuel leakage monitoring
Fuel leakage from item 8 and 10
Fuel sampling cock
LB Fuel leakage drain
1996
8019/1.2
Operation
S20U
2
3
13
14
10
9
8
12
11
16
7
15
19
5
17
6
96.7822
LB
Engine
1996
Plant
18
MDO
S20U
Operation
8019/2.1
Fuel Oil Diagram
Heavy Fuel Oil
Fuel oil is delivered to the injection pumps 2 via supply pipe 1 by an electricallydriven booster pump installed in the
plant. Block ballcock 10 must be open during operation. The delivered fuel quantity is considerably greater than
actually required by the engine. The surplus fuel is led back to the system via return pipe 5. A pressure retaining
valve 6 built into the return piping serves to maintain the pressure in the system (see operating data sheet 0230/1).
The fuel pressure before and after the fuel injection pump can be read at the pressure gauge 12 on the instrument
panel by closing and opening the needle valve 11 in the connection plate of the fuel supply pipe 1 and fuel return
pipe 5. For this purpose, the casing of the fuel pipes is to be removed at the first fuel injection pump.
During operation, the pressure gauge 12 should show the pressure before fuel injection pump.
For heavy fuel operation, preheating as well as keeping warm during a short engine stop must be absolutely as
sured. Therefore, and for reasons of safety, all pipes are provided with heating pipes and encased accordingly.
Leakages from high pressure pipes 3 are controlled by fuel leakage monitoring 8 which triggers an alarm when the
amount is exceeded (see sheet 9338/1).
Leakages 'LB' from fuel injection pumps 2 or from high pressure pipes to the fuel injection valves 4 are collected on
the plant side.
Fuel oil samples for laboratory analysis are taken at cock 14.

1
2
3
4
5
6
7
8
9
10
Fuel supply pipe

Fuel injection pump
High pressure pipe with protection tube
Fuel return pipe
Pressure retaining valve
Fuel leakage pipe
Fuel leakage monitoring
Fuel leakage from item 2 and 4
Block ballcock
11
12
13
14
15
Needle valve
Pressure gauge in instrument panel
Fuel sampling cock
BE Fuel inlet
BR Fuel return
LB Fuel leakage drain
1996
8019/2.2
Operation
S20U
12
13
4
3
2
11
1
5
7
10
6
8
BR
14
9
BE
15
96.7823
LB
Engine
1996
Plant
HFO
S20U
Operation
8339/1.1
Cleaning the Turbocharger in Service

Charge air blower and exhaust gas turbine can be cleaned while they are in operation. Periodic cleaning prevents or
at least delays excessive fouling and extends the intervals between overhauls.
Cleaning of the charge air blower
The blower can be cleaned internally while in operation by injection of water. The procedure is very effective, as
long as the fouling has not progressed too far. Very thick hardened deposits in the blower can only be removed in
dismantled condition.
The injected water does not act as a solvent, rather the impact of the water droplets 13 is a mechanical action, chip
ping away the dirt layer. Therefore, the water should be clean without any admixture of solvents agents. The water
should also not contain any chemical cooling water treatment which can adhere inside the blower as deposit.
Periodic cleaning in service prevents or at least delays excessive fouling, it does not replace maintenance of the
scheduled overhauls, when the turbocharger has to be completely dismantled.
Cleaning procedure:
- The engine should be run at as high a load as possible, so that the turbocharger speed too is as high as possible
and sufficient charge air is available to water injection.
- Remove the cover of dosing tank 6.
- Fill clean fresh water till 10 mm below the rim.
- Refit the cover and open valve 2 for cleaning.
- The cleaning process must be completed after 4 10 seconds.
- Success or failure of the cleaning procedure can be judged from the charge air pressure and the exhaust gas tem
perature.
- If unsuccessful repeat the cleaning process after letting at least 10 minutes have passed. Should this cleaning
attempt again fail to improve matters, then the blower must be dismantled and cleaned, as described in the
Turbocharger Manual at standstill.
- When the blower has been cleaned successfully in this manner, the engine should be kept operating under load
for at least 5 minutes.
Cleaning intervals:
Intervals between cleaning depend largely on operating conditions. As a guide, in service cleaning should be daily
carried out.
Cleaning of the turbine (for HFO service only)
Fouled turbine blades lead to loss of efficiency and reduced power. Fouling of the turbine can be observed mainly
when the charge air pressure and the exhaust gas temperature before turbine increase. The dirt accumulation is
mainly influenced by the quality of the fuel oil consumed. Therefore, the periods between washings in service must
be adjusted to suit the prevailing conditions.
Turbines, which were not periodically cleaned from the start tend to accumulate excessive dirt and can then no
longer be cleaned in service.
Principle of cleaning:
- The best effect is achieved when cleaning at the lowest possible load (max. 25%).
- The limiting values of the exhaust gas temperature have to be maintained between 430 C and 300 C.
- The cleaning effect depends on the one hand on the water solubility of the deposits, and on the other hand on the
force of impact of the mechanical chipping action by the water droplets.
- Use only fresh water, never seawater for the cleaning.
- The fresh water pressure has to be within 2 5 bar. The corresponding nozzle holes are:
R2-2
= 1.7 mm
R3-2
= 2.0 mm
R4-2
= 2.5 mm
In case the pressure is below 2 bar, the nozzles have to drilled up 0.5 mm.
1996
8339/1.2
Operation
S20U
Cleaning procedure:
- Reduce engine load till temperature is less then 430 C before turbine. Before cleaning operate the engine at
constant load for at least 5 minutes.
- Connect fresh water supply.
- Open ball cock 6 in the wash water drain pipe. When the outlet is free, exhaust gas now flows from the wash water
drain 'WA'. Should this not be the case, then the outlet must be freed. Only then may the washing process be
started!
- Open ball cock 7 in the wash water inlet pipe slowly within about 30 seconds.
- The cleaning duration is about 5 7 minutes.
- Shut ball cock 7 and disconnect fresh water connection 5.
- Shut ball cock 6.
- After cleaning, the engine must be operated under load for at least further 5 minutes to evaporate all the water
and thereby prevent standstill corrosion. Therefore, "in service cleaning" should logically be carried out at the
start of sailing or of a operation period.
The cleaning should be repeated when the gas temperature after turbine increases to 10%
above the average temperature at full load.
When no improvement in temperature behaviour is seen after three cleaning procedures, the
turbocharger must be dismantled for cleaning, whereby the instructions in the Turbocharger
Manual must be followed.
Remark
Cleaning intervals:
The cleaning process should be carried out periodically ones a week. The cleaning intervals should be adapted to
the condition of the turbine.

1
2
3
4
5
6
7
8
9
1996
Dosing tank
Valve
Pipe for charge air
Pipe for cleaning water
Fresh water inlet
Ball cock (pipe of wash water outlet)
Ball cock (pipe of wash water inlet)
Injection nozzle
Drain (hexagon)
10
11
12
13
RW
LA
WA
WE
Turbine housing
Turbine outlet housing
Blower casing
Air filter
Connection for cleaning water
Connection for charge air
Wash water drain
Wash water inlet
S20U
Operation
8339/1.3
8
5
WE
7
10
LA
WA
12
13
RW
10
11
9
4
96.7865
1996
S20U
Operation
8702/1.1
Fuel Duplex Filter

Fuel duplex filters are fitted to the engines operated on marine diesel oil. The filter is bolted on support 5 at the fuel
delivery pump 6 and installed in the fuel piping before the fuel injection pumps.
Depending on equipment, various makes of filters are used, which however do not differ in their function.
Filter cartridges of metal are used.
Servicing the fuel duplex filter:
Initial situation:
Both sides of the duplex filter are clean, the lever to distributor valve 8 is in that position
where oil flows through one filter cartridge only.
If the differential pressure indicator shows the filter cartridge as being dirty, the distributor cock is to be switched
over to the other side. The dirty filter cartridge can then be removed and cleaned.

1
2
3
4
5
6
7
8
9
Upper covering
Filter cover
Filter cartridge
Filter housing
Support
Fuel delivery pump
Plug
Distributor cock
Collector
A Fuel outlet
E Fuel Inlet
V Vent
1996
8702/1.2
Operation
S20U
1
2
2
3
4
9
5
I-I
Stellung:
Beide Filter in Betrieb
POSITION:
BOTH FILTER IN SERVICE
8
Stellung:
Filter 2 in Betrieb
POSITION:
FILTER 2 IN SERVICE
Stellung:
Filter 1 in Betrieb
POSITION:
FILTER 1 IN SERVICE
Stellung:
Beide Filter ausgeschaltet
POSITION:
BOTH FILTER SWITCHED OFF
88.7195
1996
Group 9
S20U
Operation
9217/1.1
Instrument Panel on the Engine

The instrument panel is mounted on the fuel injection pump side at the engine driving end.
With the needle valves 5 the conduits to the pressure gauges 3 can be throttled. Should a pointer vibrate too much on
pulsating pressure, the feed can be throttled by turning the respective needle valve until the pointer is steady.
The needle valves should never be completely closed. If the needle valves are closed, the actual
pressure of the system is not shown anymore.
Remark
Please refer to sheet 0230/1 of this book for normal pressure and temperature ranges.
The engine speed can be watched on the builtin tachometer.
Key to Illustration
1
2
3
4
5
6
Tachometer
Instrument panel
Pressure gauges
Counter nut
Needle valve
Support
2
2
3
3
3
88.7124
5
1996
S20U
Operation
9317/1.1
Oil Level Monitoring

The electrical oil level monitoring is mounted in oil sump 2. An alarm warns when the oil level drops below the
minimum or rises above the maximum.
This monitoring has been devised specially so that any changes in the oil level are immediately detected as for exam
ple due to an oil leak in the lubricating system (Minimum) or leakage of the cooling water system to the sump (Maxi
mum).
Function
In pipe 6 contacts are fitted which trigger an indication when float 5 reaches a certain position. Stops 4 serve for
positioning the float and have no influence on the switching point.
Key to Illustration
1
2
3
4
5
6
Engine housing
Oil sump
Housing
Limit stops
Float
Pipe
3
4
5
88.7198
6
1996
S20U
Operation
9320/1.1
4Stage Limit Switch Pos. to Load Control

The 4stage limit switch is fitted above pointer 2 of the load indicator (LI). Switching cams 4 are fitted to hand lever 5
of the regulating linkage. They are provided for various functions and can be individually actuated as required in the
respective power plant.
Range of adjustments
Cam 1:
Switching cam is rigidly fastened and not adjustable. Limit switch is actuated by the cam above LI pos. '1'.
Utilization: e.g. Indication for zerocharge.
Cam 2:
Switching cam is adjustable between LI pos. 2.8 6.2.
Utilization: Universal
Cam 3:
Switching cam is adjustable between LI pos. 2.8 9.2.
Utilization: Universal.
Cam 4:
Switching cam is adjustable between LI pos. 2.8 10.
Utilization: e.g. Indication for overload.

1
2
3
4
5
6
7
8
4stage limit switch

Pointer to LI pos.
Spacer
Switching cam
Hand lever to regulating linkage
Support
Engine housing
Scale to LI pos.
1996
9320/1.2
Operation
S20U
1
7
4
88.7199
1996
S20U
Operation
9322/1.1
Pressure Switch
The pressure switches 2 and pressure transmitters 1 are used for monitoring and remote indication of the pressure
system of the engine. They are arranged close by the control elements and speed governor at the driving end.
The switching points of pressure switches and pressure transmitters can be set in the following manner:
Pressure switch pressure/transmitter are to be separated from the medium with needle valve 3. The pressure re
quired is given to the pressure switch/pressure transmitter with testing device W08.004 for pneumatic elements at
measuring point 5. The corresponding alarm must immediately be triggered upon a drop below the switching point.
Utilization of the pressure switches and pressure transmitters
Signal No.
Designation
Function
Pressure switches
27W11A
Oil pressure shutdown device activated
Remote indication
38P19A
Control air after interlock valve
Remote indication
Pressure transmitters
15P31A
LT cooling water
Alarm switch point low, remote indication
16P11A
HT cooling water
27P11A
33P11A
Alarm switch point low
38P11A
Starting air, engine inlet
41P21A
Charge air, engine inlet

(for engines with wastegate only)
Alarm switch point high
Remark
For alarm setting values please refer to the specified data in the shop trial documents.

1
2
3
4
5
6
7
8
9
Measuring connection
Locking nut
Nozzle needle
Name plate
Valve block
Pressure switch
Pressure transmitter
Connection bar
End plate
1996
9322/1.2
Operation
S20U
I-I
I
5
6 7
6 7 3
III
9
II
2
5
8
7
II
III
II - II
III - III
8
4
1
5
1
3
6
7
96.7776
1996
S20U
Operation
9325/1.1
Flow Detector
Flow detectors 1 are fitted in the cylinder cooling water inlet piping 3 and in the prelubricating oil piping. Arrow 'P'
must point in the flow direction.
Baffle plate has to be designed according to the following dimension:
HT cooling water circuit:
58x25 mm (item 2)
Prelubricating oil circuit:
30x25 mm (item 4)
Function
The operating media in the piping presses baffle plate 3 in flow direction against the force of a spring if a spring
presses the baffle plate into its initial position and an alarm and is triggered the flow is interrupted.

'A' Flow detector in HT cooling water circuit
'B' Flow detector in prelubricating oil circuit
1
2
3
4
5
Flow detector
Baffle plate 58x25 mm
Cylinder cooling water inlet piping
Baffle plate 30x25 mm
Prelubricating oil piping
PF Arrow (for fitting position) flow direction

SR Flow direction
1996
9325/1.2
Operation
S20U
PF
SR
PF
SR
5
96.7775
1996
S20U
Operation
9338/1.1
Fuel Leakage Monitoring

The fuel leakage monitoring is mounted in the connecting piece 2 at the free end. Leakages from the fuel high pres
sure piping are also monitored and warned of by an alarm.
If an alarm is triggered the leakage must immediately be localized and stopped. Drain screw 5 must be opened to
empty float space in the connecting piece 2 (otherwise alarm keeps activated).
KSR flow magnetic switch has to be removed (disconnect cable connection) and all parts must be cleaned to ascer
tain full operation after an alarm has been triggered, particularly on engines operating with heavy fuel oil. If not the
heavy fuel would clog float 3 and no alarm would warn of future leakages.
Key to Illustration
1
2
3
4
5
6
7
KSR flow magnetic switch

Connecting piece
Fuel leakage pipe from HP pipes
Fuel leakage pipe from fuel injection pumps
Drain screw
Float
Over flow
LB Fuel oil leakage to plant
1
2
7
5
4
LB
96.7803
1996

Sulzer S20U

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S20U

Wrtsil NSD Switzerland Ltd

Tel. +41 52 262 49 22

For Particular Attention

Wrtsil NSD Switzerland Ltd

Wrtsil NSD Switzerland Ltd

2. Structure of the manuals

3. Repeatorder of technical documentation

Wrtsil NSD Switzerland Ltd

Wrtsil NSD Switzerland Ltd

Explanations on the Use of the Operating Manual

 Fuel diagram, Marine Diesel Oil (MDO)

 Fuel diagram, Heavy Fuel Oil (HFO)

Short Description in Key Words

Working Cycle of the FourStroke Diesel Engine

Numbering of Cylinders, Bearings and Valves as well as Definition of Engine Sides

FUEL PUMP SIDE

Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4, 6, 8 and 9 cylinders in line

Cylinder bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 mm

Piston displacement per cylinder . . . . . . . . . . . . . . . . 9425 cm

Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900 r.p.m. or 1000 r.p.m.

Output per cylinder

Firing sequence (clockwise rotation)

Firing sequence (anticlockwise rotation)

Summary of marine fuel oil characteristic values

Marine Gas Oil

Marine Diesel Oil

Bunker Fuel Oil

820 ... 870

850 ... 920

900 ... 991

max. 991 *2)

Heavy fuel oil

2. Conradson carbon residue (MCR), asphaltenes (compatibility / stability, SHF test)

4. Ash and metals

9. Ignition quality (CCAI)

2. Requirements on the lubricating oil

Viscosity at 40 C . . . . . . . . . . . . . 120180 mm 2/S (cSt)

Fuel oil type

Distillate grad fuel

Sulphur content by weight -%

4. Used oil testing

5. Recommended admissible limit values

6. Other lubricating oil directions

2. Raw water for closed cooling water circuits

3. Cooling water in service

4. Cleaning the cooling water system

Measuring and indicating instruments

Preparations for Starting

Therefore, valve for pneumatic starting interlock 39 HA must be closed.

Prepare the Fuel Oil System for Operation

2. Engine operated on MDO (see diagram, sheet 8019/1)

3. Engines operated on HFO (see diagram, sheet 8019/2)

4. Priming the fuel system on the engine

Operating Data Sheet

Air cooler 2nd stage inlet

Charge air and oil cooler

Air cooler 1st stage outlet

Main bearing lubrication

Before injection pump

Heavy fuel oil

p across the engine

Before injection pump

p across the engine

3. Repeatorder of technical documentation

Fuel diagram, Marine Diesel Oil (MDO)

Fuel diagram, Heavy Fuel Oil (HFO)

Working Cycle of the FourStroke Diesel Engine

Firing sequence (anticlockwise rotation)

Viscosity Temperature Diagram

With selector switch for pre/postlubrication in position INTERVAL or CONTINUOUS the

Measures to be Taken After ShutDown

1.1. If the engine has to be operative (standby mode)

2. Additional measures for longtime interruption of operation (several weeks)

Runningin after Inspections or Overhauls

Runningin at idling operation

Runningin under load

Runningin time: 10 hrs total