Operating Instruction

MAN Marine Diesel Engines

D2840 LE403/404
D2842 LE404/407/410/414/415/416/417

MAN Engines
A Division of MAN Truck & Bus
Operating Instruction

MAN Marine Diesel Engines

D2840 LE403/404
D2842 LE404/407/410/414/415/416/417

51.99493-8496 “Translation of the original operating instructions”

Version 03
 Information and Copyright

Subject to technical alterations in the interests of further development.

Reprinting, copying or translating of these instructions, even in part, is forbidden without written permission
from MAN. All legal copyrights remain the exclusive property of MAN.

© 2014
MAN Truck & Bus AG
Vogelweiherstraße 33
90441 Nürnberg
Germany
Tel.: +49 911 / 420-1745
Fax: +49 911 / 420-1932
E-Mail: [email protected]
Internet: www.man-engines.com

Technical status: 06.2008

51.99493-8496

2
 Contents

Page

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Nameplates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Safety regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Safety regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Commissioning and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Engine views D 2840 LE 403 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
First commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Operation monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Shutting down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

Maintenance and care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Lubrication system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
V‐belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Temporary decommissioning of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

Troubleshooting table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

3
 Preface

Dear Customer,
these Operating Instructions are intended to familiarize you with your new MAN Diesel engine and how it
operates.
This manual contains information on “Fuels, Lubricants and Coolants for MAN Diesel Engines”.
This manual is supplemented by the publication “Service record book”.

Note:
All three publications belong to the engine and must always be kept ready to hand near the en­
gine in the engine room.
Comply in full with instructions relating to operation, prevention of accidents and environmental
protection.

MAN Diesel engines are developed and manufactured in line with the latest state of the art. However,
trouble‐free operation and high performance can only be achieved if the specified maintenance intervals
are observed and only approved fuels, lubricants and coolants are used.

Note:
Only use fuel, coolants and lubricants in accordance with MAN's regulations otherwise the manu­
facturer's warranty will not apply!
For basic information on the fuels see the publication “Fuels, Lubricants and Coolants for MAN
Diesel Engines”.
You can find the approved products in the internet under:
https://mmrepro.mn.man.de/bstwebapp/BSTServlet

It is imperative and in your own interest to entrust your MAN Local Service Centre with the removal of any
disturbances and with the performance of checking, setting, and repair work.

Yours faithfully,
MAN Truck & Bus AG
Werk Nürnberg

4
 Instructions

Important instructions which concern technical safety and protection of persons are emphasised as shown
below.

Danger:
This refers to working and operating procedures which must be complied with in order to rule out
the risk to persons.

Caution:
This refers to working and operating procedures which must be complied with in order to prevent
damage to or destruction of material.

Note:
Explanations useful for understanding the working or operating procedure to be performed.

5
Nameplates

In all your correspondence please always quote en­

gine model, serial number and job number (Order
number).

For this reason it is advisable to read off the data

from the engine type plates before putting the engine
into operation and to enter them in the appropriate
spaces.

The engine type plates are on the crankcase (see

illustration).

Model

......................................................................

delivered on

......................................................................

installed on

......................................................................

Engine serial number

......................................................................

Order number

6
 Safety regulations

General notes
Handling diesel engines and the necessary resources is no problem when the personnel commis­
sioned with operation and maintenance are trained accordingly and use their common sense.
This summary is a compilation of the most important regulations. These are broken down into main sec­
tions which contain the information necessary for preventing injury to persons, damage to property and
pollution. In addition to these regulations those dictated by the type of engine and its site are to be
observed also.
Important:
If, despite all precautions, an accident occurs, in particular through contact with caustic acids, fuel penetrat­
ing the skin, scalding from hot oil, anti‐freeze being splashed in the eyes etc., consult a doctor immedi­
ately.

1. Regulations designed to prevent accidents with injury to persons

During commissioning, starting and operation

D Before putting the engine into operation for the first time, read the operating instructions
carefully and familiarize yourself with the “critical” points. If you are unsure, ask your
MAN representative.

D For reasons of safety we recommend you attach a notice to the door of the engine
room prohibiting the access of unauthorized persons and that you draw the attention of
the operating personal to the fact that they are responsible for the safety of persons
who enter the engine room.

D The engine must be started and operated only by authorized personnel.

Ensure that the engine cannot be started by unauthorized persons.
D When the engine is running, do not get too close to the rotating parts. Wear close‐fitting
clothing.

D Do not touch the engine with bare hands when it is warm from operation - risk of burns.

ËË
D Exhaust gases are toxic. Comply with the instructions for the installation of MAN Diesel
engines which are to be operated in enclosed spaces. Ensure that there is adequate
ventilation and air extraction.
D For safety reasons a separate, functioning red emergency‐stop‐button for each
engine must be installed at every bridge (the engine must stop immediately when
the button is pressed once).
D Keep vicinity of engine, ladders and stairways free of oil and grease.
Accidents caused by slipping can have serious consequences.

7
 Safety regulations

During maintenance and care

D Always carry out maintenance work when the engine is switched off.
If the engine has to be maintained while it is running, e.g. changing the elements of
change‐over filters, remember that there is a risk of scalding. Do not get too close to
rotating parts.

D Change the oil when the engines is warm from operation.

Caution:

ËË
There is a risk of burns and scalding. Do not touch oil drain plugs or oil filters with bare
hands.

D Take into account the amount of oil in the sump. Use a vessel of sufficient size to
ensure that the oil will not overflow.
D Open the coolant circuit only when the engine has cooled down.

ËË
If opening while the engine is still warm is unavoidable, comply with the instructions in

ËË
the chapter entitled “Maintenance and Care”.

D Neither tighten up nor open pipes and hoses (lube oil circuit, coolant circuit and any
additional hydraulic oil circuit) during the operation.
The fluids which flow out can cause injury.

D Fuel is inflammable. Do not smoke or use naked lights in its vicinity. The tank must be
filled only when the engine is switched off.

D When using compressed air, e.g. for cleaning the radiator, wear goggles.

D Keep service products (anti‐freeze) only in containers which can not be confused with
drinks containers.

D Comply with the manufacturer's instructions when handling batteries.

Caution:
Accumulator acid is toxic and caustic. Battery gases are explosive.

8
 Safety regulations

2. Regulations designed to prevent damage to engine and premature wear

Do not demand more from the engine than it is able to supply in its intended application. Detailed informa­
tion on this can be found in the sales literature. The injection pump must not be adjusted without prior
written permission of MAN Nürnberg.
If faults occur, find the cause immediately and have it eliminated in order to prevent more serious damage.
Use only genuine MAN spare parts. MAN will accept no responsibility for damage resulting from the
installation of other parts which are supposedly “just as good”.
In addition to the above, note the following points:
D Never let the engine run when dry, i.e. without lube oil or coolant.
D When starting do not use any additional starting aids (e.g. injection with starting pilot).
D Use only MAN‐approved service products (fuel, engine oil, anti‐freeze and anti‐corrosion agent). Pay
attention to cleanliness. The Diesel fuel must be free of water. See “Maintenance and care”.
D Have the engine maintained at the specified intervals.
D Do not switch off the engine immediately when it is warm, but let it run without load for about 5 minutes
so that temperature equalization can take place.
D Never put cold coolant into an overheated engine. See “Maintenance and care”.
D Do not add so much engine oil that the oil level rises above the max. marking on the dipstick.
Do not exceed the maximum permissible tilt of the engine.
Serious damage to the engine may result if these instructions are not adhered to.
D Always ensure that the testing and monitoring equipment (for battery charge, oil pressure, coolant tem­
perature) function satisfactorily.
D Comply with instructions for operation of the alternator. See “Maintenance and care”.
D Do not let the sea water pump run dry. If there is a risk of frost, drain the pump when the engine is
switched off.

9
 Safety regulations

3. Regulations designed to prevent pollution

Engine oil and filter elements / cartridges, fuel / fuel filter

D Take old oil only to an old oil collection point.
D Take strict precautions to ensure that no oil or Diesel fuel gets into the drains or the ground.
Caution:
The drinking water supply could be contaminated.
D Filter elements are classed as dangerous waste and must be treated as such.

Coolant
D Treat undiluted anti‐corrosion agent and / or anti‐freeze as dangerous waste.
D When disposing of spent coolant comply with the regulations of the relevant local authorities.

4. Notes on safety in handling used engine oil ∗

Prolonged or repeated contact between the skin and any kind of engine oil decreases the skin. Drying,
irritation or inflammation of the skin may therefore occur. Used engine oil also contains dangerous sub­
stances which have caused skin cancer in animal experiments. If the basic rules of hygiene and health and
safety at work are observed, health risks are not to the expected as a result of handling used engine oil.
Health precautions:
D Avoid prolonged or repeated skin contact with used engine oil.
D Protect your skin by means of suitable agents (creams etc.) or wear protective gloves.
D Clean skin which has been in contact with engine oil.
- Wash thoroughly with soap and water. A nailbrush is an effective aid.
- Certain products make it easier to clean your hands.
- Do not use petrol, Diesel fuel, gas oil, thinners or solvents as washing agents.
D After washing apply a fatty skin cream to the skin.
D Change oil‐soaked clothing and shoes.
D Do not put oily rags into your pockets.
Ensure that used engine oil is disposed of properly
- Engine oil can endanger the water supply -
For this reason do not let engine oil get into the ground, waterways, the drains or the sewers. Violations are
punishable.
Collect and dispose of used engine oil carefully. For information on collection points please contact the
seller, the supplier or the local authorities.
∗ Adapted from “Notes on handling used engine oil”.

10
 Commissioning and operation

Engine views D 2840 LE 403

1 2 3 4 5 6 7 8

13 12 11 10 9

8 7 6

18 9 17 16 15 14

11
 Commissioning and operation

(1) Heat exchanger and coolant surge tank

(2) Relief valve on coolant surge tank

(3) Intercooler

(4) Coolant filler neck

(5) Oil filler neck

(6) Oil separator valve for crankcase breather

(7) Air intake

(8) Turbocharger

(9) Exhaust pipe

(10) Oil dipstick

(11) Starter motor

(12) Oil sump

(13) Engine cranking device

(14) Alternator

(15) Coolant pump (engine coolant circuit)

(16) Oil drain plug

(17) Speed sender

(18) Oil filter

12
 Commissioning and operation

First commissioning
When putting a new or overhauled engine into operation for the first time pay attention to the “Installation
instructions for MAN marine diesel engines” without fail.
It is recommended that new or overhauled engines should not be operated at a load higher than about 75%
maximum load during the first few hours of operation. Initial run‐in should be at varying speeds. After this
initial run‐in, the engine should be brought up to full output gradually.

Caution:
Use only approved fuels, lubricants etc. (see brochure “Fuels, lubricants etc.”).
Otherwise the manufacturer's warranty will become null and void.

Filling with fuel

Caution:
Fill the tank only when the engine is switched off. Pay attention to cleanliness.
Do not spill fuel.
Use only approved fuels (see “Fuels, Lubricants etc.”).

Filling‐in of coolant
Fill the cooling system of the engine with a mixture of drinkable tap water and anti‐freeze agent on ethylene
glycole basis or anti‐corrosion agent.
See Publication “Fuels, Lubricants and Coolants for MAN Diesel Engines”.
D Pour in coolant slowly via expansion tank, see page 66
D For coolant filling quantity, see “Technical data”

13
 Commissioning and operation

Sea water pump

Do not let sea water pump run dry.

Make sure that all valves / cocks in the sea water
circuit are open.
If there is a risk of frost, drain the sea water pump.

Filling with engine oil

Caution:
Do not add so much engine oil that the oil
level rises above the max. marking on the
dipstick. Overfilling will result in damage
to the engine.

The engines are as a rule supplied without oil.

Pour oil into engine via filler neck (arrow), see
page 60.
For the quantity required see “Technical Data”.

14
 Commissioning and operation

Commissioning
Before daily starting the engine, check fuel level, coolant level and engine oil level and replenish, if neces­
sary.

Caution:
Use only approved fuels, lubricants etc. (see brochure “Fuels, lubricants etc.”).
Otherwise the manufacturer's warranty will become null and void.

Checking oil level

Check engine oil level only approx. 20 minutes
after the unit has been switched off.
D Pull out dipstick (arrow)
D wipe it with a clean, lintfree cloth
D and push it in again up to the stop
D Pull out dipstick again
The oil level should be between the two notches in
the dipstick and must never fall below the lower
notch. Top up oil as necessary.

Caution:
Do not add so much engine oil that the oil
level rises above the max. marking on the Oil
dipstick. Overfilling will result in damage
to the engine. ?
Ensure outmost cleanliness when handling fuels,
lubricants and coolants.

MAX
MIN

15
 Commissioning and operation

Starting

Danger:
Before starting make sure that no‐one is in the engine's danger area.

Caution:
When starting do not use any additional starting aids (e.g. injection with starting pilot).

Ensure that the gearbox is in neutral.

Insert starter key and turn it to position “I”. The check lamp comes on to show that the engine is ready for
operation.
Turn starter key further to position “II” (pre‐glow). The display lamp (usually in the driver's station) comes
on.
After the pre‐glow period the display lamp begins to flash. This signalizes that the engine is ready for start­
ing.

Note:
If the engine is not equipped with a pre‐glowing function, immediately turn the starter key through
to position “III”.

Turn key further up to the stop (position “III”). The display lamp goes out. The starter motor is actuated.
Lube oil pressure must build up at the oil pressure gauge. If it does not, switch off the engine immediately.
Do not operate starter for longer than 10 seconds at a time.
After ignition of the engine, release the starter button and adjust control lever for desired speed.
If engine fails to start, release the key, wait about 30 seconds, then operate starter again.
For repeated starting turn the key back to OFF.
If the engine is kept idling for long periods it may cool down and thus start to emit white or blue smoke.
We therefore recommend that you do not let the engine idle for more than 5 minutes.
It is well known that with any internal combustion engine wear is higher during idling.
Idling for longer periods is also an environmental nuisance.

16
 Commissioning and operation

Operation monitoring

Caution:
Do not overload the engine. Do not exceed the maximum permissible engine tilt.
If faults occur, find their cause immediately and have them eliminated in order to prevent more se­
rious damage!
If an engine / gearbox alarm is displayed on the monitoring devices, the engine is to be turned off
or, i.e. operated at low load at max. 1200 rpm.
When the following alarms are displayed
- engine oil pressure / reduction of lubrication oil pressure
- engine coolant temperature / overheating of engine coolant
- engine charge‐air temperature
the engine is to be turned off immediately and the cause of the fault properly remedied, i.e. in a
specialist workshop.
Do not put this engine into operation again until the fault has been eliminated.

The D 2840 LE 403 / D 2842 LE 404 is equipped as series standard with a monitoring and diagnostic sys­
tem MMDS.
On the control console and alternatively on other control stands, the following display devices are available
for monitoring operation:
Serially‐controlled display devices:
1. Analog round instruments, see below
2. Display device MMDS‐L, see page 19
3. Display device MMDS‐LC, see page 21
4. Engine room panel MMDS‐EP, see page 29
CAN bus‐controlled display devices:
5. CAN‐Bus round instruments, see page 30
6. Display device MMDS‐CLC 6.3, see page 34
For operation and speed adjustment, MAN provides the following equipment:
7. Drive lever control system Mini Marex made by Bosch‐Rexroth, see page 40
8. Optional: Emergency unit Em, see page 50

17
 Commissioning and operation

Differences in operating parameters of engines and gearboxes

Differences in parameters can be observed on identical engines, irrespective if they are installed in one
boat or in different boats (boat series), such as
D pressures
D temperatures
D speeds
D fuel consumption
D injection quantity
D load moment and torque
D relative load
D control head signal
D oil level of engine and gearbox
D engine coolant level
D battery and charging voltage
The same applies to a single V‐engine (e.g. exhaust temperatures before turbine, l.h. and r.h. side cylinder
banks).

These differences may be caused by

D component tolerances of the mechanical and electrical engine components
D design‐related influences on engines (this applies especially to the exhaust temp.)
D external influences such as fuel supply, air supply and coolant supply
D installation conditions, hull characteristic and flow, exhaust system
D differences in the propeller and stern gear.
Under normal conditions this does not have any negative impact on the engine's operating safety. If the
operating parameters are in an impermissible area, this is indicated by appropriate alarms of the diagnostic
system.
The same applies to the gearbox parameters.
Please note that especially differences in the oil temperature may arise on gearboxes running in clockwise
or anticlockwise direction.

18
 Commissioning and operation

Serially‐controlled display devices:

1. Round instruments
MAN can supply the following VDO round instruments for operation monitoring:
Revolution counter with integrated digital hours of operation counter
Oil pressure engine 0-6 bar
Oil pressure gearbox 0-25 bar
Oil temperature engine 50-150°C
Coolant temperature engine 40-120°C
Exhaust temperature engine 100-900°C
Voltmeter 18-32 V

2. Display device MMDS‐L

The engine monitoring alarms the officer guiding

the ship when important engine operating values MAN MARINE DIESEL
are outside the permitted tolerance range.
Engine in operation Boost pressure
D Acoustically by means of an integrated buzzer
Generator/speed sensor Coolant level
or horn connected at the shipyard Engine oil pressure Overspeed
D Visually in that the relevant warning lamp Engine coolant temp.
flashes Charge air temperature
Alarm
The engine operating parameters shown on the Cool. press. water pump Engine slow down
display device are monitored. Cool. press. expans. tank Engine stop

If gearbox parameters are to be monitored, this de­ Exhaust gas temperature Sensor failure

pends whether the corresponding sensors have Engine oil temperature

TYP MMDS−L
Pressure air filter
been fitted in the gearbox.
Gearbox oil pressure
Gearbox oil temperature
Electronics failure TEST

System
RESET Fault

51.27720−7008

The device distinguishes between the following types of alarm, error messages:
D Preliminary alarm: the corresponding light‐emitting diode flashes
D Main alarm: the corresponding light‐emitting diode flashes
light‐emitting diode “Alarm” flashes
In the case of an engine slow down alarm,
“Engine slow down” also flashes
In the case of a stop alarm, “Engine stop” also flashes
D Sensor fault: the corresponding light‐emitting diode flashes
light‐emitting diode “Sensor fault” flashes

19
 Commissioning and operation

The alarm “Sensor fault” means that the corresponding sensor is classified by the monitoring system as de­
fective, as it is returning an unrealistic value.
The engine speed is not reduced.
In the event of a fault in the electronic system, the warning lamp lights up continuously.
There is then a defect in the electronic fuel injection (EDC).
So as not to endanger the engine, the engine power is automatically reduced in the case of selected main
alarms.

Note for engines with electronically controlled diesel injection (EDC):

After the ignition has been switched on, the lamp “Electronic fault” lights up briefly (lamp test). If
there is a fault in the electronically controlled diesel injection (EDC), the lamp “Electronic fault”
lights up permanently.

Operation of the display device MMDS‐L

The display device has the following operating keys:

Switches off the alarm horn and the integrated buzzer

Switches off the flashing signal of the relevant warning lamp, i.e. the flashing light switches to
continuous light. Before the flashing signal is cleared, the alarm horn must be switched off.

Clears the alarm message (red warning lamp goes out)

Requirement for clearing an alarm message is:

- Pressing the keys “Horn off” and “Test” in that order
- Removing the cause of the alarm
- In the event of a reduction alarm the engine speed must be brought down below 800 rpm in
order to be able to reach higher speeds again
- In the case of a stop alarm, the alarm can only be deleted if the engine is at a standstill

Function test of the warning lamps

If there is no alarm, the warning lamps can be tested.

When the “Test” key is pressed, all the warning lamps must light up

Dimming
All alarm LEDs are dimmed automatically depending on the ambient brightness. A photo‐electric element
integrated in the front plate ensures this.

20
 Commissioning and operation

Horn test
If the 'Clear horn' key is pressed for approx. 5 seconds, the fitted buzzer as well as possibly horns fitted at
the shipyard go off.

System Failure
Two failure states are distinguished and indicated by the failure LED flashing or lighting up continuously:
D A flashing System Failure LED signals a communication fault, i.e. the data bus is interrupted or there is
interference. In this case, the seating of plug‐in connections for the MMDS‐L and the serial distributor
MMDS‐SD are to be checked.
D Continuous lighting up of the System Failure LED indicates an internal fault. If this state remains after
switching off and on again, the device is defective.

3. Display device MMDS‐LC

The device serves to visualise analog engine data,

as well as visual and acoustic notification of engine MAN MARINE DIESEL
alarms. All engine data is entered at the factory
in the languages German, English, French, Ital­ M Motordrehzahl 1835 upm
ian and Spanish. 1 Oeldruck Motor 4.3 bar Engine run
Kuehlwassertemp.Motor 83 C
“Scrolling” with the PAGE key enables the user to A Ladelufttemperatur 64 C Alarm
3 Oeltemp. Motor 120 C
call up all the important engine data. Another key
System fail.
is used to show current alarms or warnings.
51.27720−7015 TYP MMDS−LC

ALARMS PAGE RESET TEST

Men Prg

21
 Commissioning and operation

Representation of monitor pages

The analog engine data provided by the MMDS is distributed on 4 monitor pages. On each page, the cur­
rent engine speed is displayed in the top line. The 1st page continues with the most important engine data
such as oil pressure, coolant pressure, charge‐air pressure and oil pressure in the gearbox. Other engine
and gearbox data, as well as exhaust temperatures and supplementary information is shown on the subse­
quent pages:

Page 1 Actual value (example)

P1 Engine speed 2100 rpm
Oil pressure, engine 4,3 bar
Coolant temperature, engine 82 °C
Charge‐air temperature 41 °C
Oil pressure, gearbox 19 bar

Page 2 Actual value (example)

P2 Engine speed 2100 rpm
Coolant pressure compensator 830 mbar
reservoir
Coolant pressure coolant pump 3,9 bar
Oil temperature, engine 103 °C
Battery voltage 27,1 V

Page 3 Actual value (example)

P3 Engine speed 2100 rpm
Intake air vacuum 30 mbar
Charging pressure 1,86 bar
Exhaust temperature T.A. 629 °C
Exhaust temperature T.B. 613 °C

Page 4 Actual value (example)

P4 Engine speed 2100 rpm
Oil temperature, gearbox 70 °C
Fuel consumption 162 l/h
Engine load 79 %

The pages are scrolled using the “PAGE” key. Each time the key is pressed, the screen moves up to the
next page. After page 4, page 1 appears again.
For the display of current alarms and warnings, an alarm screen has been included. This is called up using
the “ALARMS” key. If there is no alarm, the message “no message” appears on the screen.

A1 > no message

22
 Commissioning and operation

If an alarm is activated, the device switches automatically to the alarm screen. Each new entry is made in
the top line. Any messages that might already be present shift one line downwards. In a column to the right
of this, the code and current time are added. Although a warning (message without alarm) is entered in the
alarm screen, there is no automatic switch to that screen, e.g. in the case of a programmed ship alarm or
ship‐specific warning, see page 28.
The following codes are distinguished:
Warnings: without code
Warnings (preliminary alarms): WA
Main alarms: AL
Sensor error alarms: SE
Example:
Message text Code Time
A1 Coolant temperature WA 14:14
Charge‐air temperature SE 13:57
Coolant level 11:00
Oil pressure, engine AL 08:37
Bilge pump ON
Programmed ship‐specific warning
If there are more than 5 alarms (e.g. during commissioning in the shipyard), the alarms can be displayed in
groups of five (A2 to An) by pressing the “ALARMS” key again.
All alarms are always displayed in reverse order of their occurrence. The alarm generated last is therefore
located in the first line of the alarm screen. As long as at least one alarm is active, the red LED “Alarm” to
the right of the display lights up.

Alarms
If an engine alarm from the central unit MMDS or an alarm configured by the user is issued, the built‐in
buzzer is activated and the LED “Alarm” flashes. At the same time, the monitor switches automatically to
the alarm screen. The new alarm is entered in the first line as a flashing message.
The alarms that would be issued if the engine is stopped but the engine ignition is on (e.g. lack of oil pres­
sure) are suppressed (disabled) until the green LED “Engine run” lights up. This occurs approx. 8 seconds
after ignition engine speed has been reached.
When the acoustic acknowledgement (Horn Quit key) has been pressed, the integrated buzzer switches
off. With the visual acknowledgement (Visual Quit key), the flashing text and the LED “Alarm” switches to
continuous display. When the fault has been remedied, the alarm text disappears from the monitor. The
LED “Alarm” goes out unless another alarm has been issued.
In the case of alarms that have led to automatic stopping or reduction of the engine speed by the
central unit MMDS, the “RESET” key must also be pressed.
This function is only enabled in the case of a stop alarm at engine standstill and in the case of a
slow down alarm below an engine speed of 800 rpm.

23
 Commissioning and operation

Horn test
If the 'Clear horn' key is pressed for approx. 5 seconds, the built‐in buzzer sounds.

System Failure
The front plate of the device has a red LED with the description “System Failure”.
This is activated in the following two cases:
A Failure of the serial data from the Safety, Alarm and Diagnosis system MMDS in the engine terminal
box. In this case, LED “Alarm” also flashes and the message “System Failure” appears on the alarm
screen.
B Fault in the LCD monitor itself. In this case, no other message appears.

Key functions
The front of the device has 5 keys that enable various functions such as scrolling, contrast adjustment,
alarm acknowledgement and menu control. The keys have the following functions: Standard, Test, Menu
and Special functions.

Horn Quit: Standard function: acoustic acknowledgement or deactivation of the internal horn. All
other monitoring devices in the system are acknowledged via the serial bus.

P rg
Test function: Holding the key for at least 5 seconds activates the built‐in buzzer.

PRG menu function: adopt currently selected setting (Prg=program)

Visual Quit / Test: Standard function: visual acknowledgement, i.e. all flashing alarm texts in the cur­
rently visible alarm screen switch to constant representation if the horn was acknowl­
TES T
edged beforehand; the red alarm LED integrated in the front plate is also switched
from flashing to continuous lighting. All other monitoring devices in the system are
acknowledged via the serial bus.

Test function if there is currently no alarm and / or all issued alarms have been vis­
ually acknowledged beforehand: Lamp test, i.e. the three LEDs in the front plate are
activated as long as the key is pressed.
P AG E

Special function: see explanation of key

+‐menu function: Shift selection cursor to the right or increase input value.

RESET: Standard function: The reset key can be used to reset a slow down or stop alarm:
A reduction alarm can only be reset after reduction of the speed below 800
R E S ET rpm.
If the corresponding criteria have been met, horn and optics / test button pressed /
activated and the cause of the alarm eliminated, the reduction or stop alarm in the
central processing unit is reset.
P AG E

Special function: see explanation of key

-‐menu function: Shift selection cursor to the left or decrease input value.

24
 Commissioning and operation

PAGE: Standard function: Switch to next highest display screen for analog engine data. The
page number is indicated in the top left‐hand side of the display with P1 to P4. Page
P AG E
4 is followed again by page 1.
If this key is pressed while the alarm screen is on display, the monitor switches back
to the analog engine data from which the alarm screen was originally called.

‐Special function: Key enables setting of the LCD contrast with simultaneous pres­
TES T R E S ET
sing of the keys or .

ALARMS: Standard function: Calling up the alarm screen; the five alarms or warnings last is­
sued and still present are displayed. At the top left of the monitor is the code A1. If
ALARMS there are more than 5 messages issued, the messages can be displayed in groups
M en
of five by pressing the key again. The page number is indicated in the top left with
A1 to Ax.
If the display jumps to the 1st alarm screen or the display remains unchanged when
the key is pressed, no more messages are active.

Special function: Holding the key for at least 5 seconds activates the built‐in configur­
ation menu. There, the language, units, date and time can be set.

Menu function: Within the menu, this key has a cancel function (Esc).
The program moves back by one menu level and / or from the main menu to the nor­
mal display function.

25
 Commissioning and operation

Menu functions
By holding the “ALARMS” key (for at least 5 seconds), you enter the configuration menu. The keys are now
given the significance described at “Menu function”. The new allocation is shown in the bottom line in con­
tinuous black:

Escape function Move function Enter function

Cancel Move selection cursor Accept setting
esc(Men) move(+/-) enter(Prg)
Menu guidance is in English and cannot be changed. You first enter the main menu, where the language
and units for measurement point designations and measured values can be selected. There are also addi­
tional sub functions for time setting (set‐time), as well as service functions, incl. PC communication (ser­
ALARMS
vice). Each current selection can be cancelled using the Escape function (menu key ). All other
M en

previously made settings are not influenced by this.

Selection of language and units

When the menu is opened, the current settings are shown highlighted in black.
A flashing selection cursor marks the language currently set (e.g. English):

English German French Italian Spanish

> (US/GB) < (D) (F) (I) (E)
TES T R E S ET
The selection cursor can be moved using the Move function (+- keys ).

The Enter function (PRG key ) is used to accept each marked language and highlight it in black.
P rg

The selection cursor then returns to the currently set unit for temperatures (e.g. °F):

Display in degrees Celsius Display in degrees Fahrenheit

(°C) > (°F) <
TES T R E S ET
Selection is again using the Move function (+- keys ) followed by acceptance using the

Enter function (PRG key ). The selection is highlighted in black and the selection cursor jumps to
P rg

the currently set unit for pressures (e.g. bar).

Display in BAR Display in PSI

> (BAR) < (PSI)
After selection and acceptance, all the settings for language and unit have been concluded and highlighted
accordingly in black. The selection cursor jumps to the second last line to the item “exit”:

>exit< back set‐time service

26
 Commissioning and operation

If this is confirmed using the Enter function (PRG key ) or you cancel at this point using the Escape
P rg

ALARMS
function (Menu key ), you return with the currently marked mode to the normal display function. In
M en

the event of an input error, you can use the function “back” to repeat the input. The selection cursor jumps
back to the initial position (language selection).

Setting the time

First, the selection cursor must be placed in the second last line. To do so, the current language and unit

settings are confirmed each time with the key . The selection cursor can now be positioned using
P rg

TES T R E S ET
the +- keys to “set‐time”.

exit back > set‐time < service

The function is called up using the PRG key .

P rg

A new page is opened and the current time (time / date) is displayed.
The selection cursor jumps to “Hour”.

set‐time hour minute second

time (H:M:S) >13< : 29 : 56
day month year
date (D:M:Y) 27 : 06 : 00

ALARMS
If nothing is to be changed, you can cancel using the Menu key . Otherwise, the setting is made
M en

TES T R E S ET
using the +- keys and the PRG key in the order Hour, Minute, Second, Day, Month
P rg

and Year. A correctly specified time or date is confirmed using the PRG key and the selection cur­
P rg

sor jumps to the next value. The year is given last, and the selection cursor jumps to the second last line to
the item “exit”; the time setting is now concluded.

>exit< Back get‐mmds‐time

ALARMS
You return to the main menu by pressing the PRG key or the Menu key .
P rg M en

In the event of an input error, you can use the function “back” to repeat the input.
An additional function makes it possible to download the system time of the MMDS central unit into
the display module. To do so, the selection cursor is placed on “get‐mmds‐time” and confirmed with

PRG . If the central unit is active (engine ignition on), the date and time are overwritten and the
P rg

following message appears briefly in the display.

27
 Commissioning and operation

>>> LOAD MMDS‐SYSTEM‐TIME <<<

If the central unit is switched off (engine ignition off), nothing is changed and the following message ap­
pears:

>>> NO MMDS‐TIME RECEIVED <<<

The selection cursor then jumps back to the second last line to the item “exit”:

Ship‐specific alarms
There is the possibility to connect 11 ship‐specific alarms or warnings and to generate these using soft­
ware. The text of the alarms or warnings is entered by the shipyard.
In the event of an alarm, the corresponding measurement point text appears on the alarm page; the pro­
gram switches automatically into the alarm menu. In the case of warnings, the program does not switch
automatically into the alarm menu.

28
 Commissioning and operation

4. Engine room panel MMDS‐EP

MAN MARINE DIESEL

M Motordrehzahl 1835 upm

1 Motoroeldruck 4.3 bar Engine run
Kuehlwassertemp. 83 C
A Ladelufttemperatur 64 C Alarm
3 Motoroeltemperatur 120 C
System Fail.
51.27720−7018
TYP MMDS−EP
ALARMS PAGE RESET TEST

Men Prg

The functions of the keys and of the LCD displays are the same as those on the MMDS‐LC (see operating
instructions for MMDS‐LC).
Differences to MMDS‐LC:
D no ship‐specific alarms can be programmed
D additional: - Ignition
-Pre‐glow plug

Note on pre‐glow plug:

The pre‐glow plug is not active in the in‐line 6‐cylinder engine (D 2876 LE401 /404), as this engine
is not equipped with a pre‐glow system.
On V‐engines, pre‐glow can be fitted as an option. In ignition position “I”, the lamp lights up. Wait
until the lamp begins to flash, then start.

29
 Commissioning and operation

CAN bus‐controlled display devices:

5. CAN‐Bus round instruments, rev counter with information display and buttons
D Rev counter (0-3000 rpm) with integrated LCD display for the following parameters and buttons for pag­
ing:
- Engine oil pressure
- Gearbox oil pressure
- Engine coolant temperature
- Engine oil temperature
- Engine exhaust temperature
- Charge air temperature
- Charge air pressure
- Load
- Hours of operation
- Fuel consumption
- Battery voltage
D Engine oil pressure 0-10 bar
D Engine oil gearbox 0-25 bar
D Engine oil temperature 50-150°C
D Engine coolant temperature 40-120°C
D Engine exhaust temperature 100-900°C
D Battery voltage 18-32 V

Tachometer CAN‐Master

The VDO Ocean Link Tachometer (CAN‐Bus Tachometer)

The VDO Ocean Link tachometer is a multifunctional instrument for
indicating engine data, and is intendet for use in navigation of sports
ships. The tachometer shows the actual engine speed in operating,
on the analogue scale. Further values and operating aids appear in
the LC‐display.
The instrument has a push‐button key on the front side, with which
all the functions can be selected. Handling of the instrument is thus
easy and uncomplicated.

LC‐Display Push‐button
key

30
 Commissioning and operation

Main Functions
The main functions of the VDO Ocean Link can be called by pressing the push‐button key. Each time the
key was pressed, the next measured value is displayed.

- Engine oil pressure - Charge air temperature

- Gearbox oil pressure - Charge air pressure

- Coolant temperature - % Load

- Engine oil temperature - Running time

- Exhaust gas temperature - Instantaneous fuel

before turbine 1 consumption
D 28 in line‐ and V‐engine

- Exhaust gas temperature - Battery voltage

before turbine 2
D 28 V‐engine

- Exhaust gas temperature

after turbine
D 08 engine

The exhaust temperature to be displayed must be set when the display messages (Screen on / off) are se­
lected.

Setting possibilities
Further settings can be made by pressing the button:
D Selection of illumination intensity in 8 steps
D Selection of display unit in metric or english units
D Selection of transmitters for the analogue inputs

Selection of illumination intensity

If you keep the push‐button key pressed for 4 seconds, the roll bar for the illumination setting appears. By
repeated pressing of the key you can change the illuminating of the tachometer and the connected bus dis­
play in 8 steps. The display jumps back to the normal operating mode 8 seconds after the last key depres­
sion. The illumination setting is retained even switching off the power supply and switching on again.
Please note that setting of the illumination is possible only if external illumination is set to “Internal” in the
settings menu.

31
 Commissioning and operation

Basic Settings
The basic settings necessary for perfect operation can be selected in the settings.
These are obtained by pressing and holding the push‐button key while switching on the power supply of the
display.

Display Units: Selection of display unit

Screens on / off: Selection of display
Simulator Mode: Activation of simulator mode
Exit Setup: Ending the setting menu
In order to change a value (e.g. from NO to YES), press the push‐button key briefly.
In order to not change a value, keep the push‐button key pressed until the set value flashes once. Then re­
lease the push‐button key immediately. Through this the displayed setting is taken over. If the push‐button
key is not pressed, the displayed setting is automatically taken over after 10 seconds.
Selection of the display units
The values for temperatures and pressures can be displayed alternatively in the units
°C/bar (METRIC) or °F/psi (ENGLISH). Selection of the units is carried act as follows:
In the example shown the unit is changed from METRIC to ENGLISH.

DISPLAY UNITS DISPLAY UNITS

Press key
METRIC ENGLISH

Setting the illumination (external illumination)

Select here whether illumination of the tachometer and the connected bus instruments are to be connected
internally or externally.

EXTERNAL: The illumination is switched on and off through an input of the 14‐pole plug.
Dimming of the illumination is thus not possible.
INTERNAL: The illumination is regulated in the normal operating mode by pressing and
holding the push‐button key in 8 steps.

32
 Commissioning and operation

Selection of the displays (screen on / off)

Select here witch measured values are to be displayed in the normal operating mode.

YES: Here all measured values, with their ISO symbol, are displayed. By selecting
“NO” the measured value can be removed from the normal operating mode. If
the measured value is to be displayed again, select “YES” when the ISO sym­
bol of the measured value is displayed.
NO: No change in the setting are made.

Activation of the simulation mode (simulator mode)

Select here whether the simulation mode is to be switched on.

YES: The simulation mode is switched on. The display now generates random val­
ues for all measuring channels and displays these. The measured values are
also transmitted to the bus instruments.
NO: The simulation mode is switched off.
Please note that the simulation mode still remains after switching off and switching on again, if it has not
been switched off by selecting NO.

Setting of the number of exhaust gas temperature measured values (charge boost amount)
Select here whether one or two measured values are to be displayed for the exhaust gas temperature be­
fore the turbine.

1: One exhaust gas temperature measured value.

2: Two exhaust gas temperature measured values.
(V‐type engines)

Ending the settings (exit setup)

Select here whether the settings are to be exited.

YES The settings are exited, the display restarts in the normal operating mode.
NO The settings are restarted.

33
 Commissioning and operation

6. MMDS‐CLC 6.3 display device (colour display)

Introduction
This document describes how the MMDS‐CMS 6.3 colour display with MMDS‐CLCB 6.3 remote control op­
erates and is used in its application as an engine display allowing monitoring of engine operation. Fitting,
mounting and installation are explained in separate instructions for the device.
The engine and gearbox data are represented graphically on the colour display in the form of dials and di­
gital displays. LED symbols are used to display alarms; these are complemented by a table which lists all
alarms present with more detailed information.
A logo which will be displayed on all pages may be activated on commissioning.
The shipyard can set this logo selection itself using integrated DIP switches.

34
 Commissioning and operation

Buttons

1
2
3
4
5
6

Figure: Numbering of the operating buttons

Operational functions and configuration

The display is switched on and off using the Power button (bottom right).
The system is operated and the display is configured using the buttons above this or the MMDS‐CLCB 6.3
remote control.
The following functions are implemented:

Default function: Call the alarms table, or browse to further alarm pages.

Additional function: If pressed longer than 5 seconds => Switches configuration menu on and off.

Default function: Browse to the previous page

Additional function in the menu: Change parameters / Reduce value.

Default function: Browse to the next page.

Additional function in the menu: Change parameters / Increase value.

Default function: Acoustic and optical acknowledgement of all monitoring devices connected to
the same CAN bus.

Additional function: -

Test function: If there is no alarm current at the time, of if all alarms previously occurring have
been optically acknowledged, and if this button is pressed for more than 5 seconds, a horn test is
performed, ie the internal buzzer and the horn relay are supplied for as long as the button is
pressed.

35
 Commissioning and operation

Default function: A reset signal is sent on the CAN bus to the engine monitoring and diagnostic
system control unit (engine terminal box) or to a data station.
As long as the appropriate criteria are fulfilled, the engine slow down or shutdown alarms arising
are reset.

Additional function in the menu: Accept change and pass to the next parameter.

Function: Switches display on and off (only on display, not on the remote control).

Function
The colour display is automatically activated when the supply voltage is applied. It can then be switched on
and off manually using the “Power” button (6). There are two screen pages for displaying the most import­
ant engine and gearbox data. Alarms are displayed in an alarms table.
The engine speed display incorporates a damping algorithm to simulate mechanical instruments. This
means that small variations do not lead to an unstable display, which could irritate the officer controlling the
ship.

Graphical display of engine and gearbox data

When the display is switched on, it opens automatically on the start page which shows the engine speed
and coolant temperature in representations of dials, and the engine oil pressure in digital form. If the engine
has an electronic control system (EDC), the calculated fuel consumption is displayed at the bottom left.

Figure: Page with analogue and digital display elements

A second page shows engine and gearbox data as digital display values. The engine speed is also dis­
played on a bar graph. This consists of 14 LEDs, 12 green, one orange and one red. Increasing numbers of
green LEDs are lit with increasing engine speed. The orange LED is also switched on if the speed exceeds
2400 rpm, and the red LED once 2600 rpm is exceeded.

36
 Commissioning and operation

Figure: Page with digital display elements

The “Page Y” (2) and “Page B” (3) buttons can be used to toggle between the graphical pages. If the
alarms table is currently active, the most recently displayed graphical page is called.

Alarms
Should an alarm condition occur, an alarms table is automatically displayed. This lists all advance warn­
ings, alarms and sensor fault alarms. An internal buzzer and the horn relay are activated at the same time.
The collective alarm relay drops out after three seconds. The collective alarm relay issues a repeat pulse if
another alarm was already active.
It is picks up for approximately 3 seconds, and then drops out again. In this way, it is possible to activate a
visual call system for each new alarm or to send a telephone message if the ship is not occupied. Acoustic
acknowledgement with the (5) button switches the internal buzzer off and the horn relay drops out.
Apart from the engine speed, all displays that are monitored for their value falling short of or exceeding limit
values have LED symbols to display alarm conditions. As long as the green LED is lit, the value is in the
“normal range”. When an advance warning occurs, the orange LED flashes. The red LED flashes for an
alarm. All flashing displays return to steady illumination after optical acknowledgement (button (4)). The
alarm display only changes to the “normal state” once the fault has been rectified and acknowledged both
acoustically and optically (button (4)).

Normal Advance war­ Alarm

i
Figure: Example of a display with alarms
The engine monitoring and diagnostic system control unit monitors all important sensors for plausibility. If a
sensor fault alarm occurs, the value is cleared from digital displays and the pointer is removed from dials.
The LED indicating the alarm condition goes out.
The “Reset” button (5) must also be pressed in the case of alarms that have lead to the automatic shut­
down or deceleration of the engine by the engine monitoring and diagnostic system control unit. This func­
tion is enabled for a shutdown alarm only when the engine is at a standstill and for a shutdown alarm below
a speed of 800 rpm.
Alarm acknowledgements and reset signals are sent on the CAN bus to the engine monitoring and dia­
gnostic system Diagnostics unit and to all the monitoring devices subscribing to the same CAN bus.

37
 Commissioning and operation

Alarms table
This table is automatically called when an alarm condition occurs, or can be called manually by pressing
the “Alarms” button (1). It shows all existing alarm messages, ie those that have not been acknowledged or
reset. Each entry contains a measuring point text, the current measured value, the time when the alarm oc­
curred, the unit of measurement and the type of alarm. The following labels are used for the type of alarm:

Text Meaning
Warning Advance warning
Alarm Alarm
Sensor Sensor fault alarm
The most recent alarm entry is always shown in the top line. This is highlighted in flashing red, until it is op­
tically acknowledged. Previously existing messages are automatically pushed one line down. If there are
more than 10 entries, further alarm pages are automatically presented for selection. In this event, pressing
the “Alarms” button (1) browses on to the next available alarm page. Once the first page appears again, or
if the display remains unchanged after the button is pressed, then no further alarms are present.
The page number of the alarm page displayed is shown in the bottom right.
A message generally remains active until it has been acoustically and optically acknowledged (button (4))
and the fault has been rectified. Shutdown and engine slow down alarms must also be reset using the “Re­
set” button (5).

Figure: Alarms table

38
 Commissioning and operation

Menu functions
The device incorporates a clock that is set in the factory. The time can be reset. Pressing the “Men” button
(1) for approximately 5 seconds brings up the clock setting function.
The value in the field currently highlighted in red can be adjusted using the - (2) and + (3) buttons. Pressing
the “Prg” button (5) switches the highlight to the next field. Pressing the “Men” button (1) once more for ap­
proximately 5 seconds accepts the values set and quits the menu. The display switches to the alarms
table.

Figure: Setting the time

39
 Commissioning and operation

7. Drive lever control system Mini Marex

Danger:
For safety reasons a separate, functioning red emergency‐stop‐button for each engine must be in­
stalled at every bridge (the engine must stop immediately when the button is pressed once).

At the request of the shipyard or customer, it is possible to purchase from MAN an electronic drive lever
control system made by Bosch‐Rexroth, type Mini Marex.
This control system has plug connections specially configured for MAN.
Operation of the control system:

Command master

Neutral
Gearbox forwards (lock) Gearbox reverse
(lock) (lock)
1
2 2
Infinitely vari­ Infinitely vari­
able speed able speed
adjustment adjustment

Forwards area Reverse area

3 3
Operating field

Max. speed Max. speed

Acous­
tic sig­
nalling
device

“Neutral” (lock) position (1)

In this position, the gearbox clutch is disengaged and the power unit is idling. Each time the “Neutral posi­
tion” is reached, the control system indicates this acoustically by means of a short “beep tone”.

40
 Commissioning and operation

“Gearbox forwards / reverse” (lock) position (2)

In this lever position, two different functions are possible.
1. Standard function:
The gearbox clutch is engaged to “Forwards” or “Reverse”; the power unit is idling.
2. “Increase engine speed” function:
The “Increase engine speed” function is set. The engine speed of the power unit is raised prior to enga­
ging the clutch and after disengaging the clutch it is lowered again to idling speed. Between the clutch
engaging operations, individual delays (waiting periods BEFORE and AFTER clutch engaging) can be
set.

“Maximum engine speed” position (3)

Position (3) shows the “maximum engine speed” for the “Forwards and Backwards Range”. Between posi­
tions (2) and (3), the engine speed can be set variably.
The gearbox clutch is engaged to “Forwards” or “Reverse”.

Operating panel – command master for twin‐engine systems

L4
L1 L2 L3 L5 L6

COMMAND
SYNCHRO
TROLLING
COMMAND SYN./TROL.

T1 L7 L8 T2

Key “Command takeover” T1

The “Command takeover” key occurs only once on the command master.
The key is permanently illuminated weakly via LED L1 and indicates that the control system is
COMMAND
being supplied with voltage. The key serves to take over commands onto the relevant control
stand.
The key has two other additional functions.

41
 Commissioning and operation

Additional function “Warming Up”

The expression “Warming Up” means “engine running without shifting gear”, which enables, for example,
warm‐up of a cold power unit across the entire speed range.
The gearbox clutch is not engaged in lever position (2).

Starting the “Warming Up” function:

. The “Warming Up” function can only be started at an active command master and only from the position
“(1) neutral”.
1. Set the control lever of the command master in position “(1) neutral”.
2. Press the key “Command takeover” and keep it pressed.
3. Set the control lever of the command master in position “(2) gearbox forwards / reverse”.
The “Warming Up” function is indicated acoustically by a short “double beep” tone and visually by a
brief, rhythmic extinguishing of the command master lighting.
4. Release the “Command takeover” key.
The engine idles and the gearbox clutch remains disengaged. The control lever can now be moved towards
position “(3) maximum engine speed”. The entire engine speed range between the positions (2) and (3) is
available.
. In the case of twin‐engine systems, any power unit can be run separately.

Quitting the “Warming Up” function:

To exit from the “Warming Up” function, the control lever of the command master must be set to position
“(1) neutral”. The normal “beep” tone sounds for the “Neutral position”.
The command master lighting returns to continuous light. The function is disabled.

Note:
If the control lever is shifted from “Forwards” to “Reverse” or vice versa during the “Warming Up”
function, the “Warming Up” function stops automatically when position “(1) neutral” is reached.
When position “(2) gearbox forwards / reverse” is reached again, the gearbox clutch would be en­
gaged again.

42
 Commissioning and operation

Additional function: switch error message to mute

The acoustic signal transmitter, which is activated for some alarms, can be disabled at the relevant control
stand by pressing the “Command takeover” key.
. However, this does not delete the alarm!

Display Alarm L7 and L8

This display element is present on the command master twice (once for the port system / once for the star­
board system). In the event of a fault, the “Alarm lamp” lights up continuously in red.
. When the control system is switched on, the “Alarm lamp” is also lit up continuously in red, but this is
extinguished following command takeover.

Key Syn./Trol. T2

This key can be used to ENABLE and DISABLE special functions enabled beforehand in the set­
ting unit (key is permanently illuminated weakly via LED 6).
SYN/TROL

The following special functions are available for this setting unit:
1. Engine speed synchronisation (only twin‐engine systems)
2. Trolling
The “Syn./Trol.” key can be used to operate both functions in parallel, but not simultaneously.

Engine speed synchronisation (only possible with twin‐engine systems)

If the special function “Engine speed synchronisation” has been enabled in the setting units, twin‐engine
systems provide the possibility to synchronise the engine speeds of both drive engines. For both drive en­
gines to run synchronously, an engine speed feedback signal from a speed sensor is required for each en­
gine.

43
 Commissioning and operation

Pressing the “Syn./Trol.” key (press once) enables the “Engine speed synchronisation” function.
Pressing the key again (press once) disables the function once again.
It is only possible to enable or disable the engine speed synchronisation on the active control
SYN/TROL
stand when both command master levers are in the engine speed range “Forwards” or during the
“Warming Up” function. Before exiting from these areas, disable the “engine speed synchronisa­
tion”.
While the function is active, LED 4 “SYNCHRO” shows continuous light.
. As soon as one of the command masters leaves the engine speed range “Forwards” without terminating
the synchronisation beforehand, it is switched off automatically.
In this case, the LED “SYNCHRO” flashes rapidly (approx. 0.2 seconds on / 0.2 seconds off) and the
acoustic signal transmitter issues a continuous tone at the active control stand (this is not a fault alarm
but a warning).
The second command master must then be set into the “Neutral” position to terminate the warnings.
The engine speed of the relevant command master is kept at idling speed during this period.
While the control system is in the function “Synchronisation”, the engine speeds of both power units can
only be changed using the control lever of the “Master system”.
If there is a command change to another control stand, the active function “Engine speed synchronisation”
is also taken over onto the new control stand.

44
 Commissioning and operation

Trolling
If the special function “Trolling” has been enabled in the setting units, there is the possibility to use the
“Syn./Trol.” key to enable the trolling mode to continuously adjust the clutch slip.

Pressing the “Syn./Trol.” key (press once) enables the “Trolling” function.
Pressing again (press once) disables the function once again.
It is only possible to enable or disable the trolling function on the active control stand when the
SYN/TROL
command master lever (both command master levers in the case twin‐engine systems) is (are) in
the “Neutral” position. While the function is active, LED L8 “Trolling” shows continuous light.
If there is a command change to another control stand, the active function “Trolling” is also taken
over onto the new control stand.
. In the trolling mode, the command master function changes in comparison to the power shift
mode.
The command master function in the trolling mode is described below.

Neutral
Gear: for­ (lock) Gear: reverse
wards Clutch: 100%
Clutch: 100% slip
slip 1 (lock)
Infinitely vari­ (lock) 2 2 Infinitely vari­
able slip ad­
able slip ad­ justment and
justment and speed in­
speed in­ crease
crease

Forwards area Reverse area

3 3
Operating field

Clutch: 0% slip Clutch: 0% slip

(grip) and max. (grip) and max.
speed when speed when
trolling trolling

Acous­
tic sig­
nalling
device
To enable the trolling function, the command master must be in position (1) “Neutral” (lock). The engine
idles and the gearbox is in neutral.
If the trolling mode is enabled, the clutch is set to its highest slip level (100% slip).
The engine continues to idle and the gearbox is in neutral.

45
 Commissioning and operation

If the command master lever is set in position (2) (lock), the gearbox is shifted into the “Forwards or Re­
verse” position. The engine idles, but due to the greatest possible clutch slip (100% slip) is not yet able to
turn the propeller shaft, or can do so only very slowly.
If the command master lever is moved further towards position (3), the clutch slip drops continuously and at
the same time the engine speed rises.
When position  is reached, the clutch is in the smallest possible slip position (0% slip / frictional connec­
tion) and the engine speed has reached the set value for “Maximum engine speed for trolling”.

Acoustic signal transmitter

The acoustic signal transmitter is located below the command master and is present once on
each system (once for the port system and once for the starboard system).
The signal transmitter supports the visual displays of the command master lighting and the alarm
lamp with acoustic signals. In addition, each time the “Neutral position” of the control lever is
reached, it issues a short “beep tone”. The start of the “Warming Up” function is indicated by a
short “double beep” tone.

Display Command L2 and L3

COMMAND

Continuous light of the “Command” display indicates which command master is currently in command. The
“Command” displays of the other control stands are disabled.
If the command is requested on this master, the “Command” display flashes.
If the command master is in the “Warming Up” function, this is indicated by a brief, rhythmic extinguishing
of the “Command” display.
The “Command” display is present on the system once (once for the port system / once for the starboard
system).

Enabling the control system with command masters

1. Switch on control system

Execution: - apply supply voltage.
Consequence: - Display “Alarm” (red) on all control stands lights up continuously.
- “Command” and “Syn./Trol.” keys. On all control stands weakly
lit up (only visible in darkness).
- Acoustic signal transmitter sounds with slow intermittent tone on all
control stands.

46
 Commissioning and operation

2. Command request:
The command can be requested at any control stand. The control levers of the command master on the re­
questing control stand must be set at the “Neutral position”.
. “Command master calibration and enable of control stands” must have been carried out. Otherwise, the
command can only be taken over at control stand 1.
Execution: - Set the control lever of the command master to the “Neutral position”.
- Press “Command” key once for command request.
Consequence: - Display “Alarm” (red) on all control stands remains lit up continuously.
- Acoustic signal transmitter sounds with fast intermittent tone on all
control stands.
- The display “Command” flashes rapidly.
. If the control system continues to issue long lighting and tone intervals, it is usually the case that the
control lever of a command master is not in the “Neutral position”.

3. Command takeover:
Execution: - Press “Command” key once again for confirmation
of command request.
Consequence: - Display “Alarm” (red) goes out on all control stands.
- Acoustic signal transmitter remains silent on all control stands.
- “Command” display shows continuous light on the command
master in command.
On all other command masters, the “Command” display is off.
The command is now at this control stand. The control system is ready for operation (standby).

47
 Commissioning and operation

Command change between control stands

For a command change to a different control stand, there are two variants which have to be set using DIP
switch I–2 in the setting unit. Command change with lever comparison or free command change.
On twin‐engine systems, both setting units must have the same setting.
. “Command master calibration and enable of control stands” must have been carried out.
Otherwise, the command can not be changed between the individual control stands.

Command change with lever comparison

The control system compares the lever positions of the command masters involved in the control stand
change. A command change from one control stand to another can only take place if the lever of the re­
questing command master is either in the “Neutral position” or in the same travel direction position as the
lever of the command master that is in command.
The command change for this variant takes place in two steps.

1st step: Command request on the selected control stand.

Execution: - Set the control lever of the command master in the takeover position
(“Neutral” position or same travel direction as the
command master that is in command).
- Press “Command” key once to request the command
on this control stand.
Consequence: - The acoustic signal transmitter “beeps” in short intervals.
- The display “Command” flashes rapidly.
The command is now requested on this control stand. The control system has enabled the command
takeover and indicates this by means of short tone and lamp intervals.
. If the control system issues long lamp and tone intervals, the subsequent command takeover is refused.
In this case, the control levers of the command master are usually not in the correct position or there is
a fault in the system.

48
 Commissioning and operation

2nd step: Command takeover on the selected control stand.

Execution: - Press “Command” key once to take over the command
on this control stand.
Consequence: - The acoustic signal transmitter is silent.
- The “Command” display shows continuous light.
The command takeover is complete and the command is now at this control stand.

Free command change (without lever comparison)

With this variant, a control stand change takes place without taking account of the lever position of the
command master involved in the command change. The command change takes place in one step.

Command takeover on the selected control stand

Execution: - Press “Command” key (white) to take over the command
on this control stand.
Consequence: - The “Command” display on the selected control stand
immediately shows continuous light.
The command is immediately at this control stand and the control system instantly runs the lever position
of the command master set here.

In this variant, carelessness can lead to manoeuvres that are not intended.
Example: Lever of the active command master is in position “Full forwards”.
Lever of the requesting command master is in the position “Full reverse”. If there were a com­
mand change, a full reverse manoeuvre would be performed immediately.

49
 Commissioning and operation

8. Emergency operation unit:

The emergency operation control system - Em - is

conceived as a simple engine speed and gearbox
MAN MARINE DIESEL
control system which enables safe continuation of
a trip in the event of a failure in the electrical con­
trol lever system.
The operating unit for the emergency operation Em.Op Power System−
control system is integrated preferably near the On On Failure
control lever in the bridge control console. For safe
ship operation, the keys on the front must be easily Em.op.off :engine stop + ignition off
accessible. When the ignition is on, emergency op­

− +
ENGINE
eration can be activated using the corresponding
function keys. A green LED indicates standby
mode.
Operation is by means of six keys on the front,
which light up when a requested mode is reached
and thus return the corresponding operating mode
or actual mode.
GEARBOX

N
EMERGENCY OPERATION UNIT
Typ Em−C 51.27720−7012

Em. Op.
Key On
Activate emergency operation

Key
N Shift gearbox to neutral position

Key Shift gearbox to forwards position

Key Shift gearbox to reverse position

Key + Increase engine speed

Key − Decrease engine speed

LED Power On indicates the presence of supply voltage when the ignition is on

LED System Failure indicates failure status by flashing or with continuous light

50
 Commissioning and operation

Operating the emergency operation unit

Requirements for operation / activation / deactivation:
D Operation of the emergency operation control system is only permitted in neutral position of the com­
mand master of the control lever system
D The emergency operation control system should only be activated when the engine is running. Other­
wise, the LED “System Failure” flashing indicates that the engine speed signal is missing
D The engine should be switched off using the ignition
When the emergency stop switch is activated while the ignition is on, the LED “System Failure” lights up on
the Em‐C operating unit, as the active systems EDC engine control and emergency operation unit are
switched off by the emergency stop.
The LED “System Failure” goes out when the emergency stop switch is unlocked.

Operation / function of emergency operation unit in operation:

Enabling emergency operation unit

The system is ready for operation (standby) after the ignition is switched on. This is indicated by the green
LED “Power On”. The red LED (Failure) must not light up.
Pressing the “EM.Op On” key twice can now activate the emergency operation system:

The first press of the key requests emergency operation. The key flashes for approx. 6 seconds
Em.Op
in cycles and an acoustic signal is sounded. During this period, the request must be confirmed by
On
a second press of the key. The key lights up permanently as soon as emergency operation has
been activated.

If the confirmation by the second press of the key is not given, the system returns to the initial
position (power on - standby).

Note:
Once the emergency operation system has been activated, switching back to normal control lever
operation only takes place when the engine is switched off (at least 3 seconds ignition OFF).

51
 Commissioning and operation

Gearbox control
With emergency operation active, the gearbox is controlled using 3 key functions in the positions Neutral,
Forwards or Reverse:

Key
N Shift gearbox to neutral position

Key Shift gearbox to forwards position

Key Shift gearbox to reverse position

Gearbox shifting only takes place when the engine speed is in the idle range.
It is advisable always to switch the gearbox into neutral first prior to reversing.
However, if reverse is requested directly after forwards (or vice versa) and the engine is at a higher speed,
the engine is automatically returned to idling speed prior to each active gear shift.
As long as the desired state has not yet been reached, the key that has been pressed flashes.
It goes out as soon as another control command is issued or it signals with continuous light that the gear
shift has taken place (display of the actual state).

Engine speed control

If the gearbox is in forwards or reverse position, two key functions can be used to increase or decrease the
current engine speed:

Key + Increase engine speed

Key − Decrease engine speed

As long as the + or - keys are pressed (“Tastensysmbol einfügen”), there is a continuous change in the en­
gine speed.
The rate of increase and / or rate of change is 50 revolutions per second.
With a single brief press of the key, the engine speed changes by 10 engine revolutions.
The engine speed is restricted downwards to the idling speed and upwards to the maximum permitted en­
gine speed.

52
 Commissioning and operation

Disabling emergency operation

Emergency operation is always terminated automatically when the engine is switched off; the ignition must
be switched off for at least 3 seconds.
After switching on again, normal control lever operation is enabled first, i.e. the emergency operation sys­
tem must be reactivated if required.

Fault messages
Two LEDs on the Em‐C operating unit (green LED “Power On” and red LED “Failure”) enable the distinc­
tion of various failure states:
Green LED off and red LED off
Ignition switched off or no supply voltage
(emergency operation not possible)
Green LED on, red LED flashing without any other operating key also flashing
Failure of the internal engine speed signal
(function still possible with delayed shift times)
Green LED on, red LED flashing together with the forwards key
Fault following gear shift in forwards direction
(this travel direction can no longer be activated)
Green LED on, red LED flashing together with the reverse key
Fault following gear shift in reverse direction
(this travel direction can no longer be activated)
Green LED and red LED continuously on
System failure or no communication between Em‐C and Em‐R.
(emergency operation not possible)
Em‐R is the receiver component in the terminal box.
Fault states that are indicated by flashing on the Em‐C operating unit must be acknowledged using the (N)
key after the fault has been rectified. Until this acknowledgement, the fault message continues to flash.

53
 Commissioning and operation

Main fuses for + / - on the engine

Two main fuses with 20 A are fitted at the engine; these blow in the event of overcurrent or short circuit.
If a fuse as blown, the engine can no longer be started.
The fuses can be reset by the operator using the keys fitted.
There are two different possibilities for fitting the fuses:

Fitting with fuse box Fitting without fuse box

54
 Commissioning and operation

Main fuses on terminal box

Three more main fuses are fitted in the terminal

box.
These fuses blow in the event of overcurrent or
short circuit.
They separately protect
D the electronic fuel injection EDC, F5=16 A
D the diagnosis system, F6=10 A
D and the external electrical connections,
F7=10 A
The fuses can be reset by the operator using the
keys fitted.

Top side of terminal box with the keys

for fuses F5 / F6 / F7

Charge control lamp on the terminal box

A charge control lamp is fitted on the terminal box.

This should only light up at “Ignition on”.
As soon as the engine is running, this lamp should
go out.
If it lights up when the engine is running, there is a
defect in the dynamo.
The battery is no longer being charged. The monit­
oring system reports the fault “Failure of charge
voltage”.
A restart can thus be a problem.

Top side of terminal box

with charge control lamp

55
 Commissioning and operation

Terminal box in the engine room / interface with light‐emitting diodes + keys

MAN Marine Diesel

RESET
TEST

Serial data activity

TYP BE3

The terminal box with light‐emitting diodes functions at the same time as an engine room monitoring panel.
If an alarm is issued, the corresponding light‐emitting diode lights up. The following relays are activated on
the diagnosis unit:
D Engine slow down (main alarm) = reduction of engine speed
D Horn = acoustic alarm
D Group alarm = collective fault indication
The keys are intended for:
D Horn off
Switches off the alarm horn and the integrated buzzer

D Flashing light off, transition to continuous light / test of light‐emitting diodes

Switches off the flashing signal of the relevant warning lamp, i.e. the flashing light switches to
continuous light. Before the flashing signal is cleared, the alarm horn must be switched off.

D Reset
Clearing the alarm message (red warning lamp goes out)

Requirement for clearing an alarm message is:

- Pressing the keys “Horn off” and “Test” in that order
- Removing the cause of the alarm
- In the case of an engine slow down alarm, short‐term lowering of engine speed below 800
rpm so that higher engine speed can be reached
- In the case of a stop alarm, the alarm can only be deleted if the engine is at a standstill

56
 Commissioning and operation

The following light‐emitting diodes function continuously:

D Power on: Diagnosis unit is receiving voltage
D Ignition: Ignition is on
D Serial data activity: Data interchange at the bridge.
If this fails, no more data is displayed on the bridge, neither
on the display (MMDS‐L /‐LC) nor on the round instruments.
The two light‐emitting diodes below the “Horn off” key must
always be functioning.
The light‐emitting diode below the “Test” key only reacts when
alarms are acknowledged.
If the following light‐emitting diodes light up, there is a fault
D Diagnostic unit failure: The diagnosis unit is defective
D Sensor failure: A sensor is defective. The measurement point of the defective
sensor flashes with the same frequency as “Sensor failure”
D Remote slow down: Remote reduction of speed.
Alarm at other engine. The defective engine reduces
the intact engine.
This prevents a curving manoeuvre in the case of an alarm.

Shutting down
After the engine has been running at a high load level, do not shut it down immediately but allow it to idle
about 5 minutes so that temperatures may equalize.
Set deck switch to “Neutral” and switch off the engine at the ignition key.
Remove key from starting lock.

Danger:
Ensure that the engine can not be started by unauthorized persons.

57
Commissioning and operation

58
 Maintenance and care

Lubrication system
Ensure outmost cleanliness when handling fuels, lubricants and coolants.

Caution:
Use only approved fuels, lubricants etc. (see brochure “Fuels, lubricants etc.”).
Otherwise the manufacturer's warranty will become null and void.

Engine oil change

Danger:
The oil is hot‐ risk of scalding. Do not
touch the oil drain plug with bare fingers.
Oil is an environmental hazard. Handle it
with care!

With the engine at operating temperature, remove

the oil drain plugs on the oil sump and the oil filter
bowl and allow the old oil to drain off completely.
Use a vessel of sufficient size to ensure that the oil
does not overflow.
As the oil drain plug is often not accessible, a
manually operated vane pump may be attached to
the engine for draining the oil.
Pump the old oil out of the sump while the engine
is still warm. Remove oil drain plugs in oil filter
bowl and let old oil drain out of oil filters. Use a
vessel of sufficient size to ensure that the oil does
not overflow.
Refit the oil drain plugs with new gaskets.

Note:
Change the oil filter elements every time
the engine oil is changed

59
 Maintenance and care

Refilling with oil

Caution:
Do not add so much engine oil that the oil
level rises above the max. marking on the
dipstick. Overfilling will result in damage
to the engine.

Refill with fresh engine oil at the oil filler neck (ar­
row).
After filling start the engine and let it run for a few
minutes at low speed.

Caution:
If no oil pressure builds up after approx.
10 seconds switch off the engine immedi­
ately.

Check oil pressure and check that there is no oil

leakage.
Then shut down the engine. After about 20 min­
utes, check the oil level.
D Pull out dipstick (arrow)
D wipe it with a clean, lintfree cloth
D and push it in again up to the stop
D Pull out dipstick again
The oil level should be between the two notches in
the dipstick and must never fall below the lower
notch. Top up oil as necessary.
Oil

?
MAX
MIN

Changing oil filter

A changeover‐type oil filter, the filter elements of
which can be replaced even during operation, can
be fitted on request.
However, oil filter cartridges must be changed at
every oil change.

60
 Maintenance and care

During continuous operation position the selector

lever that both filter halves are in operation. Continuous operation (both
Observe positions of selector lever! filter halves
in operation)
Caution:
Do not leave selector lever in any inter­ Right‐hand filter
mediate position because this would be li­ cut out
able to interfere with oil supply. If in doubt
stop engine to change oil filter.

Left‐hand filter
Renewal of filter cartridges cut out
D Allow the filter content to run off along drain
plugs (4).
Hold a suitable vessel under hole

Danger:
The oil is hot and under pressure when 1
the drain plug is opened.
Risk of burns and scalds.
8
D After releasing the clamping bolts (8) remove
filter bowls (7)
4
D Renew filter cartridges (5). Thoroughly clean all
other parts in cleaning fluid (do not allow clean­
ing fluid to enter the oil circuit)
D Use new gaskets (6) for reassembly of filter
bowls 7

Note:
To prevent the seal (6) from twisting hold
the filter bowl (7) firmly when tightening 2
the tensioning screw (8).

Caution:
Used oil filters are classed as dangerous 5
waste and must be disposed of accord­
4
ingly.
3
6

(1) Oil filter, standard design

(non‐changeover)
(2) Oil filter, changeover‐type
(3) Selector cock
(4) Oil drain plugs
(5) Filter cartridge
(6) O‐ring
(7) Filter bowl
(8) Clamping bolt

61
 Maintenance and care

Fuel system

Fuel
If Diesel fuel which contains moisture is used the injection system and the cylinder liners / pistons will be
damaged. This can be prevented to same extent by filling the tank as soon as the engine is switched off
while the fuel tank is still warm (formation of condensation is prevented). Drain moisture from storage tanks
regularly. Installation of a water trap upstream of the fuel filter is also advisable. Do not use any additives to
improve flow properties in winter.

Caution:
Use only approved fuels, lubricants etc. (see brochure “Fuels, lubricants etc.”).
Otherwise the manufacturer's warranty will become null and void.

Injection pump
Neither the injection pump nor the control unit must be modified in any way. If the lead seal is damaged the
engine warranty will become null and void.

Faults
We urgently recommend that you have faults in the injection pump rectified only in an authorized specialist
workshop.

Cleaning fuel pre‐cleaner

Strip the fuel pre‐cleaner:
D Remove filter housing (1)
D Wash out filter housing (1) and gauze filter (2)
in clean Diesel fuel and blow them out with
compressed air
D Reassemble using new seal
D Screw on filter housing and tighten it to
10-12 Nm

1 2

D Actuate plunger of hand priming pump until the

overflow valve of the injection pump opens au­
dibly
D Screw in the tappet of the hand pump again
and tighten it
D Start engine
D Check fuel pre‐cleaner for leaks

62
 Maintenance and care

Parallel fuel filter

Changing fuel filter

Only when engine is switched off
D Loosen filter cartridge by means of tape
wrench, unscrew it by hand and take it off
D Moisten the seals on the new filter cartridge
with fuel
D Screw on the filter cartridges and tighten them
vigorously by hand
D Bleed fuel system
D Check filter for leaks

Caution:
Used fuel filters are classed as danger­
ous waste and must be disposed of ac­
cordingly.

Change‐over fuel filter

Continuous operation (both
Where the changeover‐type filter is installed, the filter halves
servicing procedure is for the filter side requiring to in operation)
be shut off with the engine running. During continu­
ous operation, the selector lever should be placed
in a position where both filter halves are in oper­ Right‐hand filter
ation. cut out

Caution:
Do not leave selector lever in any inter­ Left‐hand filter
mediate position because this would be li­ cut out
able to interfere with fuel supply. If in
doubt stop the engine to change the fuel
filter.

63
 Maintenance and care

Changing fuel filter

D Loosen filter cartridge by means of tape
wrench, unscrew it by hand and take it off
D Moisten the seals on the new filter cartridge
with fuel
D Screw on the filter cartridges and tighten them
vigorously by hand
D Bleed fuel system
D Check filter for leaks

Caution:
Used fuel filters are classed as danger­
ous waste and must be disposed of ac­
cordingly.

Bleeding the fuel system

Note:
To bleed the fuel system switch on the
“ignition” so that the EHAB will be open.

An arrow on the filter head indicates the direction

of fuel flow.
D Unscrew bleed screw of first filter in direction of
flow by one or two turns
D Actuate tappet of hand primer until fuel
emerges without bubbles
D Screw in the tappet of the hand pump again
and tighten it
D Close bleed screw again
D Repeat this procedure at the second bleed
screw
D Check fuel system for leaks

64
 Maintenance and care

Cooling system

Danger:
Draining hot coolant involves a risk of scalding.

Draining the cooling system

Caution:
Drain coolant into a suitable container
and dispose of it in accordance with regu­
lations. 1
Drain coolant as follows, but only when the en­
gine has cooled down:
D Briefly open cap (1) (large cap) on the filler
neck of the expansion tank for pressure com­
pensation
D Remove drain screws in exhaust manifold (2),
oil cooler housing (3), coolant pipe (4) and
crankcase (5)
2 3
D Then remove cap (1)
D Drain coolant into a container of adequate size
D Refit screw plugs
D Filling / bleeding the cooling system

65
 Maintenance and care

Filling / bleeding the cooling system (only when engine has cooled down)
Fill the cooling system of the engine with a mixture of drinkable tap water and anti‐freeze agent on ethylene
glycole basis or anti‐corrosion agent.

Caution:
Use only approved fuels, lubricants etc. (see brochure “Fuels, lubricants etc.”).
Otherwise the manufacturer's warranty will become null and void.

Coolant must be added at the filler neck only

(1) (large cap). When topping up do not add cold 1
coolant if the engine is still warm from operation.
Ensure that the ratio of water to anti‐freeze is cor­
rect. Find the cause of the loss of coolant and
have it eliminated.
D Remove cap (1) (large cap)
D Fill in the coolant slowly
D During the filling procedure the liquid‐cooled
turbochargers and the intercooler must be bled.
For this there are bleed screws on the diffusor
(2) and on the intercooler (3). These must re­
main open until coolant emerges without
bubbles or until the coolant level reaches the
filler neck (depending on installation position) 2
D Let engine run at a speed of 2,000 rpm for
approx. 15 minutes
D Switch off engine, carefully turn cap (1) with
safety valve to the first detent to relieve pres­
sure and then carefully remove cap and top up
with coolant

Danger:
Risk of scalding and burning yourself!

66
 Maintenance and care

D Before the engine is next put into operation (with the engine cold) check the coolant level and top up if
necessary
D Repeat this procedure until no more coolant can be added

Note:
The turbochargers must not be bled while the cooling system is being topped up.

Danger:
If, in an exceptional case, the coolant level has to be checked in an engine that has reached op­
erating temperature, first carefully turn the cap (1) (large cap) with safety valve to the first stop, let
off pressure, then open carefully.

Note:
Don't open the cooling system when the engine is at operating temperature.
This causes a pressure loss in the cooling system.
If the cooling system has been opened when the engine is at operating temperature this can lead
to the alarm “pressure in the expansion tank” when the engine is then put into operation and to a
reduction in the engine output.
Coolant pressure in the expansion tank is only built up again when the engine has cooled down.
The cooling system must therefore only be filled up when the engine is cold.

If the expansion tank needs to be filled up while the engine is at operating temperature, the following is to
be heeded:

D To operate the hot engine without alarm again

after the end cover has been opened, a pre‐
pressure of 0.7 bar must be present in the cool­
ing system
D To achieve this pressure a pressure valve is
fitted to the expansion tank. An air pump avail­
able on the open market can be connected to
this valve. The system must be pumped up to
0.7 bar using this pump

67
 Maintenance and care

V‐belts

Checking condition
D Check V‐belts for cracks, oil, overheating and
wear
D Change demaged V‐belts

Checking tension
Use V‐belt tension tester to check V‐belt tension.
D Lower indicator arm (1) into the scale
D Apply tester to belt at a point midway between
two pulleys so that edge of contact surface (2)
is flush with the V‐belt 1
D Slowly depress pad (3) until the spring can be
heard to disengage. This will cause the indica­
tor to move upwards
If pressure is maintained after the spring has dis­
engaged a false reading will be obtained!

Reading of tension
Tensioning forces according
D Read of the tensioning force of the belt at the to the kg graduation on the tester
point where the top surface of the indicator arm Drive belt New installation When ser­
(1) intersects with the scale width
After 10 vicing after
D Before taking readings make ensure that the Installation min. run­ long run­
indicator arm remains in its position ning time ning time
If the value measured deviates from the setting 2/3VX 90-100 70-80 60
value specified, the V‐belt tension must be cor­
rected.

68
 Maintenance and care

Tensioning and changing V‐belt

Alternator 120A
D Remove mounting nut (1) 1 2
D Turn setting screw (2) in clockwise direction
until the tension of the V‐belts is correct.
D Retighten mounting nut.
To change the V‐belts turn the setting screw anti‐
clockwise

55 A alternator on heat exchanger

D Remove fixing bolts (1)
1
D Remove lock‐nut (2)
D Adjust nut (3) until V‐belts have correct ten­ 2
sions
D Retighten lock‐nut and fixing bolts 3
To replace the V‐belts loosen lock‐nut and swing
alternator inwards.

Tension pulley at bottom right

D Remove fixing bolts (1)
D Remove lock‐nut (2)
D Adjust nut (3) until V‐belts have correct ten­ 2 3
sions
D Retighten lock‐nut and fixing bolts
To change the V‐belts turn the adjusting nut back
and swing the tension pulley inwards.

69
 Maintenance and care

55 A alternator at bottom right

D Remove fixing bolts (1)
D Remove lock‐nut (2) 1
D Adjust nut (3) until V‐belts have correct ten­
sions
D Retighten lock‐nut and fixing bolts
To replace the V‐belts loosen lock‐nut and swing
alternator inwards.

3
2

70
 Maintenance and care

Alternator
The alternator is maintenance‐free.
Nevertheless, it must be protected against dust and, above all, against moisture.
In order to avoid damage to the alternator, observe the following instructions:

While the engine is running

D Do not de‐energize the main battery switch!
D Do not disconnect the battery or pole terminals or the cables!
D If, durig operation, the battery charge lamp suddenly lights up, stop the engine immediately and remedy
the fault in the electrical system!
D Do not run the engine unless the battery charge control is in satisfactory order!
D Do not short‐circuit the connections of the alternator with those of the regulator or said connections with
ground, not even by briefly bringing the connections into contact!
D Do not operate the alternator without battery connection!

Temporary decommissioning of engines

Temporary anti‐corrosion protection according to MAN works norm M 3069 is required for engines which
are to be put out of service for fairly long periods.
The works standard can be obtained from our After‐Sales Service department in Nuremberg.

71
 Technical data

Model D 2840 LE 403/404

Design V 90°
Cycle 4‐stroke Diesel with turbocharging /
intercooling and wastegate
Combustion system Direct injection
Turbocharging Turbocharger with intercooling
and wastegate
Number of cylinders 10
Bore 128 mm
Stroke 142 mm
Swept volume 18 270 cm3
Compression ratio 13.5 : 1
Rating see engine nameplate
Firing order 1-6-5-10-2-7-3-8-4-9
Valve clearance (cold engine)
Intake 0.50 mm
Exhaust 0.60 mm
Valve timing
Intake opens 12° before TDC
Intake closes 48° after BDC
Exhaust opens 61° before BDC
Exhaust closes 11° after TDC
Fuel system
Injection In‐line pump
Governor Electronic Diesel Control
(EDC) - Model M(S) 5
Start of delivery
D 2840 LE 403
up to engine No. ... 9218 039 .... 24°±1° before TDC
from engine No. ... 9218 040 .... 21°±1° before TDC
D 2840 LE 404
with optimised consumption 20°±1° before TDC
with optimised NOx 16°±1° before TDC
Injectors five‐hole nozzles
Opening pressure of injector
New nozzle holder 290+8 bar
Used nozzle holder 280+8 bar

72
 Technical data

Engine lubrication Force feed

Oil capacity in oil sump (litres) min. max.
shallow 32 l 38 l
deep (front end sump) 26 l 30 l
deep (V48) 38 l 48 l
Oil change quantity (with filter)
shallow 41 l
deep (front end sump) 33 l
deep (V48) 51 l
Oil pressure during operation (depending on oil must be monitored by oil pressure monitors /
temperature, oil viscosity class and engine gauges
rpm)
Oil filter Full flow filter with two paper cartridges
Engine cooling system Liquid cooling
Coolant temperature 80-85°C, temporarily 90°C allowed
Coolant filling quantity 80 l
Electrical equipment
Starter 24 V; 6.5 kW
Alternator 28 V; 55, 120 A

73
 Technical data

Model D 2842 LE 404/407/410/414/415/416/417

Design V 90°
Cycle 4‐stroke Diesel with turbocharging /
intercooling and wastegate
Combustion system Direct injection
Turbocharging Turbocharger with intercooling
and wastegate
Number of cylinders 12
Bore 128 mm
Stroke 142 mm
Swept volume 21 930 cm3
Compression ratio 13.5 : 1
Rating see engine nameplate
Firing order 1-12-5-8-3-10-6-7-2-11-4-9
Valve clearance (cold engine)
Intake 0.50 mm
Exhaust 0.60 mm
Valve timing
Intake opens 24° before TDC
Intake closes 36° after BDC
Exhaust opens 63° before BDC
Exhaust closes 27° after TDC
Fuel system
Injection In‐line pump
Governor Electronic Diesel Control
(EDC) - Model M(S) 5
Start of delivery
D 2842 LE 404
up to engine No. ... 9029 045 .... 23°±1° before TDC
from engine No. ... 9029 046 .... 21°±1° before TDC
D 2842 LE 410 / 415 19°±0,5° before OT
D 2842 LE 407 / 414 / 416 / 417 20°±0,5° before OT
Injectors five‐hole nozzles
Opening pressure of injector
New nozzle holder 290+8 bar
Used nozzle holder 280+8 bar

74
 Technical data

Engine lubrication Force feed

Oil capacity in oil sump (litres) min. max.
deep 24 l 32 l
deep (V70) 60 l 70 l
semi‐shallow 22 l 30 l
for 38 / 45° tilt 37 l 45 l
Oil change quantity (with filter)
deep 35 l
deep (V70) 73 l
semi‐shallow 33 l
for 38 / 45° tilt 48 l
Oil pressure during operation (depending on oil must be monitored by oil pressure monitors /
temperature, oil viscosity class and engine gauges
rpm)
Oil filter Full flow filter with two paper cartridges
Engine cooling system Liquid cooling
Coolant temperature 80-85°C, temporarily 90°C allowed
Coolant filling quantity 96 l
Electrical equipment
Starter 24 V; 6.5 kW
Alternator 28 V; 55, 120 A

75
 Troubleshooting table

Fault
Engine does not start, or starts only with difficulty
Engine starts but does not reach full speed or stalls
Engine idles out of true when warm, misfiring
Engine speed fluctuates during operation
Power output unsatisfactory
Coolant temperature too high, coolant being lost
Lube oil pressure too low
Lube oil pressure too high
Black smoke accompanied by loss of power
Blue smoke
White smoke
Knocking in the engine
Engine “too loud”
Reason
D Fuel tank empty
D Fuel cock closed
D D D D D Air in fuel system
D D D D D Fuel pre‐filter / pre‐cleaner clogged
D Condensation in fuel
D D D D Air filter clogged
D Electric circuit interrupted
D Batteries flat
D Starter / solenoid switch defective
D D D D D Start of delivery not correct / incorrectly set
D Injection nozzles clogged
D Internal damage to engine
(piston seized, possibly caused by water in fuel)
D D D Fuel quality not in accordance with specifications or fueled severely
contaminated
D Lower idling speed set too low
D D D D Valve clearance incorrect
D Injection nozzles of injection pipes leaking
D Too little fuel in tank
D Rev. counter defective
D D D Injection nozzles defective or carbonized
D Engine being asked to do more than it has to
D Fuel supply faulty, fuel too warm
D D Oil level in sump too high
D Incorrect rated speed setting
D Coolant level too low
D Air in coolant circuit
D Tension of coolant pump V‐belts incorrect (slip)
D Cap with working valves on expansion tank / radiator defective or leak­
ing
D Temperature gauge defective
D Coolant pipes leaking, blocked or twisted

76
 Troubleshooting table

Fault
Engine does not start, or starts only with difficulty
Engine starts but does not reach full speed or stalls
Engine idles out of true when warm, misfiring
Engine speed fluctuates during operation
Power output unsatisfactory
Coolant temperature too high, coolant being lost
Lube oil pressure too low
Lube oil pressure too high
Black smoke accompanied by loss of power
Blue smoke
White smoke
Knocking in the engine
Engine “too loud”
Reason
D Oil level in sump too low
D Engine temperature too high
D Oil filter clogged
D D Oil pressure gauge defective
D D Selected oil viscosity not suitable for ambient temperature (oil too thin)
D Oil in sump too thin (mixed with condensation or fuel)
D Engine cold
D D Engine, coolant or intake air still to cold
D Lube oil getting into combustion chamber
(piston worn, piston rings worn or broken)
D Overpressure in crankcase (crankcase breather clogged)
D long operation under a low load
D Coolant getting into combustion chamber
(cylinder head / gasket leaking)
D Engine operating temperature incorrect
D Intake or exhaust pipe leaking

77
 Index

A O
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Operation monitoring . . . . . . . . . . . . . . . . . . . . . . 19
CAN bus-controlled display devices . . . . . . . . 32
B Charge control lamp on the terminal box . . . . 57
Bleeding the fuel system . . . . . . . . . . . . . . . . . . . 66 Display device MMDS-L . . . . . . . . . . . . . . . . . . 21
Display device MMDS-LC . . . . . . . . . . . . . . . . . 23
C
Drive lever control system Mini Marex . . . . . . 42
Changing oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Emergency operation unit . . . . . . . . . . . . . . . . . 52
Checking oil level . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Engine room panel MMDS-EP . . . . . . . . . . . . . 31
Cleaning fuel pre-cleaner . . . . . . . . . . . . . . . . . . . 64
Main fuses for + / - on the engine . . . . . . . . . . 56
Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Main fuses on terminal box . . . . . . . . . . . . . . . . 57
Commissioning and operation . . . . . . . . . . . . . . . 13
MMDS-CLC display device (colour display) . . 36
CAN-Bus round instruments, rev counter with in­
formation display and buttons . . . . . . . . . . . . . 32 Round instruments . . . . . . . . . . . . . . . . . . . . . . 21
Tachometer CAN-Master . . . . . . . . . . . . . . . . . 32 Serially-controlled display devices . . . . . . . . . . 21
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Terminal box in the engine room / interface with
light-emitting diodes + keys . . . . . . . . . . . . . . . 58
D
R
Draining the cooling system . . . . . . . . . . . . . . . . . 67
Refilling with oil . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
E
S
Engine oil change . . . . . . . . . . . . . . . . . . . . . . . . . 61
Safety regulations . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Engine views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Handling used engine oil . . . . . . . . . . . . . . . . . . 12
F Preventing accidents with injury to persons . . . 9
Filling / bleeding the cooling system . . . . . . . . . . 68 Preventing damage to engine and premature
wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Filling with engine oil . . . . . . . . . . . . . . . . . . . . . . . 16
Preventing environmental damage . . . . . . . . . 12
Filling with fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Sea water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Filling-in of coolant . . . . . . . . . . . . . . . . . . . . . . . . 15
Shutting down . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
First commissioning . . . . . . . . . . . . . . . . . . . . . . . 15
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Fuel filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Changing fuel filter . . . . . . . . . . . . . . . . . . . . 65, 66
T
Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Temporary decommissioning . . . . . . . . . . . . . . . . 73
I
Troubleshooting table . . . . . . . . . . . . . . . . . . . . . . 78
Injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
V
V-belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
L
Lubrication system . . . . . . . . . . . . . . . . . . . . . . . . 61

M
Maintenance and care . . . . . . . . . . . . . . . . . . . . . 61

N
Nameplates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

78
MAN Truck & Bus AG
Vogelweiherstraße 33
90441 Nuremberg
Germany
[email protected]
www.man-engines.com

MAN Truck & Bus – a member of the MAN Group