Troubleshooting Guide for MAN B&W

GOLDEN UNION SHIPPING CO. S.A.

Electronically Controlled Main Engine

Table of Contents

Abbreviation List Page 03

1. Alarms & Reporting Page 04

1.1. Alarm Event Log Page 04
1.2. HCU / HPS Event Log Page 05
2. Engine Control System Page 06
2.1. General Page 06
2.2. MPC Exchange / Replacement Page 08
2.2.1. Procedure of dismantling MPC or MPC-1 .Page 08
2.2.2. Procedure of mounting MPC or MPC-1 Page 08
2.2.3. Case studies . Page 09
2.3. ID Key Replacement Procedure Page 10
3. Tacho System Page 11
3.1. Major Alarms Page 11
3.2. Tacho Set Failure Page 11
3.3. Tacho Alignment Error Page 12
3.4. Tacho System Function Test Page 12
4. Hydraulic Cylinder Unit (HCU) Page 14
4.1. Major Alarms Page 14
4.2. Function Test Page 14
4.3. Function Test Page 16
4.4. Cylinder Cut- Page 18
5. Hydraulic Power Supply (HPS) Page 20
5.1. Function Test Page 20
5.1.1. Preparation Test Page 21
5.1.2. Replacement of HPS proportional valve Page 21
5.2. Low hydraulic pressure Page 22
6. Cylinder Lubrication Failure Page 23
6.1. Page 23
6.2. Feedback Failure Page 23
6.3. No signal Page 23
6.4. Emergency Cylinder Lubrication Page 24

Page 25
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

Abbreviation List

ACU : Auxiliary Control Unit

CCU : Cylinder Control Unit
EICU : Engine Interface Control Unit
ECU : Engine Control Unit
ELFI : ELectronic Fuel Injections
ELVA : ELectronic Valve Actuator
HCU : Hydraulic Cylinder Unit
LOP : Local Operating Panel
MOP : Main Operating Panel
MPC : Multi-Purpose Controller
SCU : Scavenge air Control Unit
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

1. Alarms & Reporting

In case of a major alarm, it is recommended that a proper history log of the alarms is prepared.

A proper history log consists of the following:

- Alarm Event Log
- HCU / HPS Event log (if relevant) and
- Function Test results (will be discussed later)

1.1. Alarm Event Log

The event log can be used for viewing the history of events and to support the operator in
troubleshooting. Events stay in the log even after they have been acknowledged and re no longer
active.

from the toolbar, it is possible

to print a copy of the Event-log or save an Event-log record on a USB memory stick. Following
that, the record file can be e-mailed to head office and/or service engineer for evaluation.

Note: Always ensure that any USB memory stick inserted into the MOP is scanned and cleaned
from any malware.

MOP Alarms/Event Log Tab

 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

1.2. HCU / HPS Event Log

HCU Events and HPS Events can be accessed through Maintenance -> Troubleshooting.

These screens are an aid to the engineer and are used to monitor the actual movements of the
HCU/HPS related signal. Both are used to show the actual movements of FIVA valve, plunger
positions exhaust valve movements and swash plate positions as trend graphs.

It is recommended to take manual HCU and HPS Event Logs from time to time where no problems
or malfunctions are present. By comparing these logs with logs from emergency situations, it is
possible to make proper conclusions regarding the cause of the problems.

HCU / HPS Event logs can be exported manually and saved on a USD memory stick.

MOP Maintenance/Troubleshooting tab

 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

2. Engine Control System (ECS)

2.1. General

The Engine Control System (ECS) consists of a set of controllers. Briefly described, the functions
of the controllers are:

MOP
EICU : The Engine Interface Control Units handle the interface to external systems
ECU : The Engine Control Units perform the engine control functions:
engine speed, running modes and start sequence
ACU : The Auxiliary Control Units control the pumps of the hydraulic system and the auxiliary
blowers
CCU : The Cylinder Control Units control the ELFI/ELVA and FIVA valves, starting air valves
and the M/E cylinder lubricators
SCU : The Scavenge air Control Unit controls both the EGB (Exhaust Gas By-pass

The normal function of the ECS controllers can be checked through the System View I/O tab, in the
Maintenance section of the MOP. On this tab, a potential MPC malfunction can be detected by the
Not Accessible indication.

Note: It is recommended that before you proceed with the MPC replacement, you should carry out
a reboot of the MPC. You can reboot the MPC by disconnecting and connecting back the power
cable.

MOP Maintenance / System View I/O tab

 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

General overview of ECS

 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

2.2. MPC Exchange / Replacement

Warning!! Static electricity may harm the MPC. When changing battery or doing other
maintenance on MPC, it is important to level the electric potential between hand and frame.

2.2.1. Procedure of dismantling MPC or MPC-10

i. Disconnect the power connector

ii. Disconnect the ID-key
iii. Check the placement of connectors according to the table shown on the metal plate on the
MPC board. If necessary, note down the connector placement.
iv. Disconnect all connectors on the MPC board
v. Unscrew the MPC board and remove it from the panel.

2.2.2. Procedure of mounting MPC or MPC-10

i. Check that the back-up battery is mounted

ii. Check
position.
iii. Mount the MPC board in the panel
iv. Mount the connectors according to the table shown on the metal plate on the MPC board
v. Mount the ID-key
vi. Mount the power connector

In case of new MPC board, the MPC board will automatically download software and setting from
MOP panel. Once the program completes the ID-key verification and continues the boot sequence.
Start-up process will take about 15 minutes

When the LED shows GREEN, the MPC board is running normally.

After the replacement of the MPC, the normal function is confirmed by the following:

1. Function Test (in case of CCU, ACU failure)

2. By verifying that MPC is active in the System View I/O tab of the MOP
3. Engine Start Conditions on the Engine->Status tab are normal ( )

Note: After the replacement of the MPC and before we start the main engine, one Slow Turn and
one Air Run must be ordered. Otherwise, the engine will NOT start.
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

2.2.3. Case studies: Unavailable spare MPC

One spare MPC and one spare MPC-10 are included in the main engine standard spare parts. In case
of MPC failure, the defected MPC must be replaced at first chance, otherwise the ECS redundancy
is compromised and the operation of the main engine might be seriously affected.

The following table summarizes the actions that must be taken, in case that the spare MPC or MPC-
10 has already been used and there is not any additional spare available on board.

ECS Type of
Case Remarks / Action
Controller MPC
System is redundant, engine operation is maintained.
A SCU MPC
Engine load must be kept below 80%.
If EICU A fails, EICU B will take over the control, without any
EICU A MPC
interruption
B
If EICU B fails, EICU A will take over the control, without any
EICU B MPC
interruption
EICU
C MPC Engine control must be transferred to the LOP
A&B
If ECU A fails, ECU B will take over the control, without any
ECU A MPC
interruption
D
If ECU B fails, ECU A will take over the control, without any
ECU B MPC
interruption
Engine cannot operate.
It is recommended to use existing MPC as spare.
ECU 1st option: SCU (Keep engine load below 80%)
E MPC
A&B 2nd option : EICU
3rd option : ECU
4th option: ACU 3
System is redundant, engine operation is maintained.
ACU 1 MPC Auxiliary blower #1 is out of control.
Engine-driven pump #1 is locked in AH/AS position
System is redundant, engine operation is maintained.
F
ACU 2 MPC Auxiliary blower #2 is out of control.
Engine-driven pump #2 is locked in AH/AS position
System is redundant, engine operation is maintained.
ACU 3 MPC
Engine-driven pump #3 is locked in AH/AS position
Cylinder Cut-Off is recommended.
G CCU MPC-10 In top emergency case, MPC can be used as spare, instead of
MPC-10
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

2.3. ID Key Replacement Procedure

i. Pull out electric power supply connector (J1) of MPC / MPC-10, of the ID key that must be
replaced.
ii. Set DIP switch S1 of the MPC, by referring to the below table

DIP switch setting table

iii. Remove existing ID key and connect electric power supply connector (J1)
iv. Check the LED color flashing sequence until you notice the following:
RED: 4 times, GREEN: 2 times
v. Fit the new ID key
vi. Check the LED color flashing sequence until you notice the following:
RED: 4 times, GREEN: 3 times
vii. Turn OFF all DIP switches S1
viii. Check the LED color flashing sequence until you notice the following:
RED: 4 times, GREEN: 4 times
ix. After you confirm the color flashing sequence above, turn ON the first DIP switch S1 for 2
seconds and then turn OFF.
x. Wait for about 1-2 minutes, until LED becomes green permanently.
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

3. Tacho System

3.1. Major Alarms

- Tacho Set Failure (Set A or Set B)

- Tacho Alignment Error

3.2. Tacho Set Failure

Most common reason of tacho set failure alarm is failure of MSA (Masterslave) signal from the
pick-up sensor of the flywheel. In this case, our first actions are the following:

i. Disconnect the MSA signal cable of the pick-up sensor from the Tacho System Amplifier
(TSA) A
ii. Connect the separately isolated MSA signal cable of the angle encoder sensor A to the Tacho
System Amplifier (TSA) A
iii. If the alarms resets, it is probably attributed to defective pick-up sensor. Replace the pick-up
sensor and carry out function test for verification.
iv. If the alarm does not reset, next possible reason might be defective angle encoder sensor
and/or MPC. Replace the defective sensor and carry out function test and fine adjustment.
Check System View I/O tab and replace MPC, if needed.

Electric diagram of Tacho system A, Angle encoder A & TSA A

 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

Note: Tacho system is redundant and does not give Shut Down Alarm. In case of one angle
encoder sensor failure, M/E continues to run with one sensor in operation.

3.3. Tacho Alignment Error

Tacho alignment error occurs when the readings of Tacho A & Tacho B are different

i. Perform visual inspection of encoder sensors A & B

ii. Perform tacho system function test from the MOP in order to check the tacho alignment
deviation.
iii. Perform manual adjustment of the encoder sensors, if needed
iv. Perform tacho system function test from the MOP in order to verify the proper operation of
the angle encoder.

3.4. Tacho System Function Test

The function test is performed by selecting Maintenance / Function Test, from the MOP.
Function test requires the crew assistance, the MOP must be in CHIEF access level and the engine
must be stopped.

The tacho test allows for the verification of the angles of the tacho pick-ups and angle encoder fine
adjustment.

3.4.1. Test of tacho signals

i. Make sure that an assistant is standing by the flywheel in order to operate the turning gear and
verify the crankshaft position
ii. Press start and follow the instructions on the screen.
iii. before
iv. -booted
v. Turn engine at the indicated angles and verify that the test value is the same as the reference
value. Please find the following table of reference values for your information.

If tacho test fails, re-setting of angle encoder sensors is required.

Note that initial positions are:
The LED indicator on TSA-
The LED indicator on TSA- after cylinder No.1 TDC, in the engine
direction, is reached.
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

3.4.2. Setting of Fine Adjustment Parameters

Setting of Fine Adjustment Parameters is necessary when the angle encoder sensor is replaced.

i. With engine running, press Start button. As indicated on the screen, the engine must be
running at a minimum required speed.
ii. From PMI, select ,
in order to perform PMI-0 diagram and calculate the trigger offset.
iii. From PMI, select
in order to view the calculated trigger offset.
iv. Meanwhile, the ECS is measuring the Delta Tacho-B value. During ECS, the value is verified
to be within limits.
v. Enter the Trig offset ahead value, as occurred from the PMI-0 diagram and save.
vi. Setting of Fine Adjustment parameter is completed.

Note: It is recommended that function test results are saved (Print screen & paste in paint
document) and sent by email, together with alarm event log and HCU/HPS event logs.

MOP Tacho Function Test tab

 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

4. Hydraulic Cylinder Unit (HCU)

4.1. Major Alarms

- Fuel injection (e.g. Illegal Plunger Position)

- Exhaust Valve movement (e.g. Exhaust Valve Open Stroke Low )
- FIVA position (e.g. Illegal ELFI/FIVA position)

All the alarms above should be handled in the same way

HCU order sequence

4.2. Sensor Reset

Our first action is to reset the sensor.

The sensor reset is performed from the MOP, in order to address to the specific alarm and check if
the signal is frozen

Sensor reset can be done when engine is running.

HOW TO PERFORM SENSOR RESET

i. From MOP, we select Maintenance -> System View I/O Test
ii. Select CCU from which the alarm occurs
iii. Select Alarm Input
iv. Select Invalid and then Valid again
v. Reset is completed!
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

General View of MOP Panel / Maintenance / System View I/O Test

View for MOP of channel 34 / Exhaust valve position

If the alarm remains, the engine must be checked for mechanical damage. If there is no mechanical
damage of the engine components, function test must be performed on the faulty HCU.
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

4.3. Function Test

The function test is performed by selecting Maintenance / Function Test, from the MOP. Function
test requires the crew assistance, the MOP must be in CHIEF access level and the engine must be
stopped.

i. Preparation: To begin the function test, press the START button and follow the indicated
steps.

ii. Test of FIVA valve / Calibration of fuel plunger: When the function test starts, the CCU
MPC is automatically rebooted to test mode. For testing, the FIVA will make one fuel
injection and will activate the respective exhaust valve once.

During the test, one crew member must be stationed on the engine top at the cylinder unit in
question, in order to verify that the fuel booster and/or exhaust valve are functioning properly.

Note: When rebooting an MPC in test mode, multiple alarms irrelevant to the test may occur.

Note: Function test of amplifiers is only applicable to Curtis-Wright FIVA valves, where the HCU
is equipped with external amplifiers.

iii. Cycle test of exhaust valve and / or fuel injection : When START button is pressed, a set of
buttons will appear on the toolbar, which enables the C/E to start a repeated cyclic test of the
exhaust valve. (The exhaust valve will start opening & closing until the STOP button is
pressed). Also, a single injection for the fuel booster is possible.

iv. CCU MPC is automatically rebooted and set to normal operating mode.

Note: It is recommended that function test is carried out for a non-faulty cylinder as well, in order
to compare the function test signal results with the faulty one.

Reporting:
The function test results should be saved (Print screen & paste in paint document) and sent by
email, together with alarm event log and HCU/HPS event logs.
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

Diagnostics

If there was not any fuel injection or valve opening sound during the function test, but the
output signals were within normal range, the cause of the alarm is limited between the MPC-
10 and the proportional valve of the HCU. In this case, the faulty MPC-10 must be swapped
with a working one, in order to clarify whether the problem is the MPC-10 or the valve.

If the fuel injection and valve opening sounds were normal during the function test, but the
output signals were not within normal range, the cause of the alarm is limited between the
MPC-10 and the position sensors. In this case, the faulty MPC-10 must be swapped with a
working one, in order to clarify whether the problem is the MPC-10 or the sensor.

Note: In case of sensor failure, it is highly recommended that the complete FIVA valve is replaced.
Each position sensor is calibrated for the specific FIVA valve which is mounted on. If the defective
sensor is replaced with a non-calibrated one, the cylinder will not run without fine tuning.
However, in emergency cases, the non-calibrated sensor can temporarily be used.
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

4.4. Cylinder Cut-Off

In case of emergency, when there is not enough time to perform the troubleshooting instructions
mentioned above, the cylinder cut-off procedure must be carried out.

When there is a HCU failure, we follow the procedure that corresponds to case C, as indicated in
the table below.
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

Cylinder Cut-Off Procedure

i. From MOP, select

ii. Press the Chief Index Limit of the cylinder in question
iii. Set the Chief Index Limit to 0%, in order to cut-off the fuel supply
iv. If exhaust valve is not operational, disconnect signal cable from channel 34 of the CCU, in

Depending on whether the engine load will be over or under 50%, the exhaust valve shall kept
open or closed, respectively.

If exhaust valve is working normally, recommended engine load is 50%.

Note:
non-cancellable alarm, the relevant signal cable must be disconnected from the CCU. There will be
a signal missing alarm, but no slow down alarm.

MOP - Engine / Chief Limiters tab

 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

5. Power Supply (HPS)

5.1. Function Test

In case of HPS failure, it should be indicated as pump control failure alarm.

The cause of the failure can be detected by HPS function test. The HPS function test allows for the
test and calibration of the hydraulic pumps. Each tab corresponds to a specific pump.

Function test requires the crew assistance, the MOP must be in CHIEF access level and the engine
must be stopped.

MOP Maintenance/HPS Function test tab

 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

5.1.1. Preparation & Test

i. Make sure that a start-up pump is set to local control on the starter cabinet and running so that
hydraulic pressure can be maintained.
ii.
iii. After the relevant ACU MPC is automatically set in test mode, full ahead signal is ordered to
the proportional valve of the HPS.
iv. The position of the swash plate position is visually inspected by the crew and the feedback
signal (Channel 34) on the MOP is assessed.
v. Full astern signal is ordered to the proportional valve of the HPS.
vi. The position of the swash plate position is visually inspected by the crew and the feedback
signal (Channel 34) on the MOP is assessed.
vii. Calibration is saved and ACU MPC is automatically set back in normal mode.

Diagnostics :

If swash plates do not follow the signal order, the proportional valve has failed and must be
replaced.
If swash position is normal, but feedback signal is not within normal mA limits, then the
feedback sensor has failed and must be replaced

Reporting: The function test results should be saved (Print screen & paste in paint document) and
sent by email, together with alarm event log and HCU/HPS event logs.

5.1.2. Replacement of HPS proportional valve

i. Disconnect the power cable of the respective ACU MPC

ii. Dismantle the defective proportional valve
iii. Install the new proportional valve
iv. Connect the signal cables
v. Connect the MPC power cable
vi. HPS function test to be carried out, in order to verify the normal function of the valve.
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

5.2. Low hydraulic pressure

In case start-up pump hydraulic oil pressure is low, leakage check must be carried out as follows:

1. Close valve 420 of each FIVA valve

2. Start the start-up pumps

If the oil pressure remains low, the start-up pump local safety valve must be checked for
leakage.

If the oil pressure rises to normal values of 170-200bar, the leakage point must be detected.

Continue by opening valves 420, one by one, while start-up pumps are running

Check and verify that the following drain valves are CLOSED, as normal:
Valve 315 on distribution block
Valve 421 on each HCU

M/E Hydraulic Oil System Diagram for Leakage Detection

 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

6. Cylinder Lubrication Failure

6.1. Common Alarms

- Tacho Set Failure (Set A or Set B)

- Tacho Alignment Error

6.2. Feedback failure

In case of feedback failure, we perform the following actions to identify the cause of the failure:

i. Measure the voltage of channel 52 socket at the respective MPC-10 of the CCU.
If there is low voltage of the socket, cylinder lubrication is not affected.
ii. Check the lubricator solenoid valve.
If the valve is not flashing, there is no cylinder lubrication and the solenoid valve must be
replaced.
iii. Check the lubricator feedback sensor.
If the sensor has failed, there is no cylinder lubrication and the sensor must be replaced.
iv. We select Maintenance / System View I/O Test from the MOP and we check if the respective
CCU is accessible or not. However, in this case, possible MPC-10 failure is highly unlikely

6.3. No supply

In case of no supply alarm, we perform the following actions to identify the cause of the failure:

i. Check the cylinder oil flow to the lubricator.

ii. Check the HCU level switch
iii. Measure the voltage of channel 21 socket at the respective MPC-10 of the CCU.
If there is low voltage of the socket, cylinder lubrication is not affected.
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

6.4. Emergency Cylinder Lubrication

In case of CCU failure (and the CCU cannot be changed immediately), activation of the ME
lubricator can be achieved as follows:

i. Remove the plug from the cylinder lubricator solenoid valve.

ii. Connect the plug on the ECU temporary backup cable for lubricator with the solenoid valve.
iii. Connect the other end of the ECU temporary backup cable with the ECU A or ECU B MPC
board, in socket J52.
 Troubleshooting Guide for MAN B&W
GOLDEN UNION SHIPPING CO. S.A.
Electronically Controlled Main Engine

Appendix

Tacho System Overview

Work Card 4565-0600-0005 Control Valves Data,

Work Card 4565-0601-0010 Control Valves Checking, Dismantling, Mounting

Work Card 4765-1900-0001 MPC Data

Work Card 4765-1901-0002 MPC Checking, Dismantling, Mounting

Work Card 4765-1901-0002 MPC-10 Checking, Dismantling, Mounting

Work Card 7065-1100-0005 Angle Encoder Data

Work Card 7065-1100-0005 Angle Encoder Checking, Dismantling, Overhaul,

Mounting

Work Card 7065-1200-0004 Pick- Data

Work Card 7065-1201-0003 Pick- Checking, Adjustment, Mounting

Engine Control System
Tacho System

There are two redundant Tacho systems:

System A

System B

Standard is:
angle encoders with one
reference sensor on the turning
wheel (A-system)

Option is sensors at the turning wheel

LDE2/NKJ/34410 – 2007-09-24 © MAN Diesel A/S 1

 Tacho System – signal names
MMA
Q1A System A (powered from ECU A)
Q2A
MMA = Marker Master A
MMB
Q1B
Q2B
MSA = Marker Slave A
Q1A = Quadrature 1A
Q2A = Quadrature 2A

System B (powered from ECU B)

MMB = Marker Master B
MSA
MSB = Marker Slave B
Q1B = Quadrature 1B
Q2B = Quadrature 2B

Trigger ring MSB

pos. 1

Semi-circular
marking ring
pos. 2

LDE2/NKJ/34410 – 2007-09-24 © MAN Diesel A/S 12

 Assembled (complete)
Tacho system overview
MMA
Q1A System A (powered from ECU A)
Q2A
MMA = Marker Master A
0 TDC 1 MMB
Q1B
MSA = Marker Slave A
Q2B
Q1A = Quadrature 1A
45
Q2A = Quadrature 2A
0-44 45-89
90-134
315-35
9
System B (powered from ECU B)

MSA MMB = Marker Master B

270-31 (Fly Wheel MSB = Marker Slave B
4 90
135-179 Reference)
Q1B = Quadrature 1B
225-26 Q2B = Quadrature 2B
9 180-22
4
135

Trigger ring MSB

pos. 1
Pos 0-44 45-89 90-134 135-179 180-224 225-269 270-314 315-359
MMA ON ON ON ON OFF OFF OFF OFF
Semi-circular
marking ring MMB OFF ON ON ON ON OFF OFF OFF
pos. 2 MSA OFF OFF ON ON ON ON OFF OFF
MSB OFF OFF OFF ON ON ON ON OFF
LDE2/NKJ/34410 – 2007-09-24 © MAN Diesel A/S 16