Volume I

MAN Diesel 1.00 UPDATES

1.01 GENERAL DATA

1.02 FREE 1.03 REDUCTION GEARBOX 1.04 MAIN ENGINE 1.05 FREE 1.06 FUEL OIL SYSTEM 1.07 LUBRICATING OIL SYSTEM 1.08 COOLING WATER SYSTEM 1.09 STARTING AIR SYSTEM 1.10 EXHAUST GAS SYSTEM

MAN Diesel

Logistic Ship for Mexican navyMAN Diesel, ref no: P-21178. 2 x 6L21/31, AMG 11EV, VBS640, AT2000PCS

1.01 General data

Drawing ident no Description Plate Item no

Date of update

Addendum 1.1 Addendum for General data

2 15 31 25-6.1 General Arrangement

2 05 19 68-9.2 Project Planning data for MGO/MDO. L21/31

2 04 79 48-0.2 List of symbols (4 pages)

1435000 1699891-5.

Quality of Marine Diesel Fuel (MDO) (2 Pages)

1435000 1699893-9.2

Viscosity temperature diagram of Fuel Oil (2 pages)

1440000 1699889-3.1

Quality of Lube Oil (SAE40) for Operation on gas Oil and Diesel Oil (MGO/MDO) and Biofuel

2 06 09 46-6.0 Gear Oil Specification (2 pages)

1400000 1699896 4 0

Quality of engine cooling water (8 pages)

13 July 2011

1699896-4.0 (8 pages)

2 04 77 49-0.2 Limits for crankshaft deflection

2 05 19 75-0.0 Flushing and cleaning (5 pages)

2 03 59 06-8.0 Cleaning and treating of pipes (3 pages)912000 1699261-3.0

Dispatch condition of engine and reduction gear from MAN Diesel

912000 1699912-1.1 Storage of electronic equipment

1400000 1690751-8.0 Engine ventilation

- - - o o o O O O o o o - - -

End of Section 1.01 - General data

MAN Diesel Supply Yard Supply Edition 4

MAN Diesel

Addendum 1.01.1 General data

- - - o o o O O O o o o - - -

End of General data

13 July 2011

The Installation Manual on the MAN Diesel extranet contains relevant information, instructions and drawings that notoriously have proven to be necessary to carry out the installation of the equipment supplied by MAN Diesel. The Installation Manual is made specifically for each project and to be used for the installation. After commissioning the Installation Manual will not be updated and the Instruction Manuals are to be used instead.

We kindly draw your attention to the fact that the Installation Manual is the only relevant place youmay find information for customizing the installation of your plant. All previous information sent toyou must not be used for design of the installation. Documentation such as the Project Guidesmay only be used for guidance. However, the Installation Manual may contain sections of theProject Guides.

Edition 1

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

14350001699891-5.1Page 1 (2)

08.50

Quality of Marine Diesel Fuel (MDO)

Other designations

Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Ma-rine Diesel Fuel.

Marine Diesel Oil (MDO) is offered as heavy distil-late (designation ISO-F-DMB) or as a blend of distil-late and small amounts of residual oil (designation ISO-F-DMC) exclusively for marine applications. The commonly used term for the blend, which is of dark brown to black colour, is Blended MDO. MDO is produced from crude oil and must be free from organic acids and any non-mineral oil products.

Specifi cation

The usability of a fuel depends upon the engine design and available cleaning facilities as well as on the conformity of the key properties with those listed in the table below which refer to the condition on delivery.

The key properties have been established to a great extent on the basis of ISO 8217-2005 and CIMAC-2003. The key properties are based on the test methods specifi ed.

Property/feature Unit Test method Designation

Speci cation ISOF DMB DMC

Density at 15 C kg/m3 ISO 3675 900 920

Cinematic viscosity at 40 C mm2/s cSt ISO 3104 >2.5 < 11 >4 < 14

Pour Point winter quality

C

ISO 3016 < 0 < 0

summer quality < 6 < 6

Flash point Pensky Martens ISO 2719 > 60 > 60

Total content of sediments % by weight ISO CD 10307 0.10 0.10

Water content % by weight ISO 3733 < 0.3 < 0.3

Sulphur content % by weight ISO 8754 < 2.0 < 2.0

Ash content % by weight ISO 6245 < 0.01 < 0.03

Coke residue (MCR) % by weight ISO CD 10370 < 0.30 < 2.5

Cetane number

ISO 5165 > 35 > 35

Copperstrip test ISO 2160 < 1 < 1

Vanadium contentmg/kg

DIN 51790T2 0 < 100

Content of aluminium and silicon ISO CD 10478 0 < 25

Visual inspection 1)

Other speci cations:

British Standard BS MA 100 1987 Class M2 Class M3

ASTM D 975 2D 4D

ASTM D 396 No. 2 No. 4

Table 1 Marine Diesel Oil (MDO) key properties to be adhered to

1) With good illumination and at room temperature, appearance of the fuel should be clear and transparent.

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

1435000 1699891-5.1Page 2 (2)

08.50

Supplementary information

At transshipment facilities and in transit MDO is handled like residual oil. Thus, there is the possibil-ity of oil being mixed with high-viscosity fuel oil or Interfuel, for example with remainders of such fuels in the bunkering boat, which may adversely affect the key properties considerably.

The fuel shall be free of used lubricating oil (ULO). A fuel shall be considered to be free of ULO if one or more of the elements Zn, P and Ca are below the specifi ed limits (Zn: 15 ppm; P: 15 ppm; Ca: 30 ppm).

The Pour Point indicates the temperature at which the oil will refuse to fl ow. The lowest temperature the fuel oil may assume in the system, should lie approx. 10 C above the pour point so as to ensure it can still be pumped.

A minimum viscosity at the fuel injection pump is re-quired to ensure a suffi cient lubricity. Therefore the temperature of the fuel must never exceed 60 C.

If Blended MDOs (ISO-F-DMC) of differing bunker-ing are being mixed, incompatibility may result in sludge formation in the fuel system, a large amount of sludge in the separator, clogging of fi lters, insuf-fi cient atomization and a large amount of combus-tion deposits. We would therefore recommend to run dry the respective fuel storage tank as far as possible before bunkering new fuel.

Sea water, in particular, tends to increase corrosion in the fuel oil system and hot corrosion of exhaust valves and in the turbocharger. It is also the cause of insuffi cient atomization and thus poor mixture formation and combustion with a high proportion of combustion residues.

Solid foreign matter increase the mechanical wear and formation of ash in the cylinder space.

If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we recommend to provide a centrifu-gal separator upstream of the fuel oil fi lter. Sepa-rator throughput 65 % with relation to the rated throughput. Separating temperature 40 to 50 C. Solid particles (sand, rust, catalyst fi nes) and water can thus largely be removed and the intervals be-tween cleaning of the fi lter elements considerably extended.

Safety/environmental protection

Wrong handling of operating media may cause harm to health, safety and environment. Respec-tive instructions of the manufacturer have to be fol-lowed.

Investigations

Fuel analyses are carried out in our chemical labo-ratory for our customers. For examination a sample of approx. 0.5 litre is required.

Quality of Marine Diesel Fuel (MDO)

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

14350001699893-9.2Page 1 (2)

09.36

Viscosity- Temperature (VT) Diagram of Fuel Oil

Figure 1 ViscosityTemperature (VT) diagram

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

1435000 1699893-9.2Page 2 (2)

09.36

Viscosity- Temperature (VT) Diagram of Fuel Oil

Explanations of the viscosity-temperature (VT) diagram

The diagram shows the fuel temperatures on the horizontal and the viscosity on the vertical scales.

The diagonal lines correspond to the viscosity-tem-perature curve of fuels with different reference vis-cosity. The vertical viscosity scales in mm2/s = cSt apply to 40 C, 50 C or 100 C.

Determination of the viscosity-temperature curve and the preheating temperature required

Example: Heavy fuel oil of 180 mm2/s at 50 C.

The fuel pipes from the fi nal preheater outlet up to the injection valve must be insulated adequately to ensure that a temperature drop will be limited to max. 4 C. Only then can the required injection vis-cosity of max. 14 mm2/s be achieved with a heavy fuel oil of a reference viscosity of 700 mm2/s = cSt/50 C (representing the maximum viscosity as referred to in international specifi cations such as ISO, CIMAC or British Standard). If a heavy fuel oil of a lower reference viscosity is used, an injection viscosity of 12 mm2/s should be aimed at, ensuring improved heavy fuel oil atomisation and thus fewer residues from combustion.

The transfer pump is to be designed for a heavy-fuel-oil viscosity of up to 1000 mm2/s. The pump ability of the heavy fuel oil also depends on the pour point. The design of the bunkering system must permit heating up of the fuel oil to approx. 10 C above its pour point.

Caution!Gas oil or Diesel oil (Marine Diesel Oil) must have a viscosity of at least 2 mm2/s before engine. With a too low viscosity, insuffi cient lubricity may cause the seizure of the pump plungers or the nozzle nee-dles. This can be avoided if the fuel temperature is controlled. The maximum allowed temperature is dependent on the fuel viscosity but must never exceed:

- max. 50 C for gas oil operation and

- max. 60 C for MDO operation.

Therefore a fuel oil cooler has to be installed.

In case of fuel viscosities < 2,5 cSt, consultation with PrimeServ is required.

Speci ed injectionviscosity

Required heavy fuel oil temperature before

engine inlet 1)

mm2/s = cSt C

12 126 (line c)

14 119 (line d)

Table 1 Determination of the viscositytemperaturecurve and the preheating temperature

1) The temperature drop from the nal preheater tothe fuel injection pump is not covered by these gures.

A heavy fuel oil of 180 mm2/s at 50 C reaches a viscosity of 1,000 mm2/s at 24 C (line e), which is the max. permissible viscosity with respect to the pump ability of the fuel.

Using a state-of-the-art fi nal preheater a heavy fuel oil outlet temperature of 152 C will be obtained for 8 bar saturated steam. Higher temperatures involve the risk of increased formation of residues in the preheater, resulting in a reduction of the heating power and a thermal overload of the heavy fuel oil. This causes formation of asphaltenes, i.e. a dete-rioration of quality.

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

L21/31L27/38

14400001699889-3.1Page 1 (4)

08.50

Quality of Lube Oil (SAE40) for Operation onGas Oil and Diesel Oil (MGO/MDO) and Biofuel

The specifi c power output offered by todays Die-sel engines and the use of fuels which more and more often approach the limit in quality increase the requirements placed on the lube oil and make it imperative that the lube oil is chosen carefully. Blended lube oils (HD oils) have proven to be suit-able for lubricating the running gear, the cylinder, the turbocharger and for the cooling of the pistons. Blended lube oils contain additives which, amongst other things, provide them with sludge carrying, cleaning and neutralisation capabilities.

Only lube oils, which have been released by MAN Diesel, are to be used. These are listed in Table 3.

Note!For Dual-fuel engines which will be operated for >40% of the time on Diesel oil fuel we recommend to use a quality of lube oil with a Base Number (BN) from 10-16 according to this specifi cation.

Specifi cations

Base oil

The base oil (blended lube oil = basic oil + addi-tives) must be a narrow distillation cut and must be refi ned in accordance with modern procedures.

Bright stocks, if contained, must neither adversely affect the thermal nor the oxidation stability. The base oil must meet the limit values as specifi ed in Table 1, particularly concerning the ageing stabil-ity.

Blended lube oils (HD-oils)

The base oil for which additives have been mixed (blended lube oil) must demonstrate the following characteristics:

Additives

The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion. The ash must be soft. If this prerequisite is not complied with, increased deposits are to be expected in the combustion chamber, especially at the outlet valves and in the inlet housing of the turbochargers. Hard additive ash promotes pitting on the valves seats, as well as burnt-out valves and increased mechani-cal wear.

Additives must not facilitate clogging of the fi lter el-ements, neither in their active nor in their exhaust-ed state.

Table 1 Lube oil (MGO/MDO) - specifi ed values* in-house method

Characteristic features Unit Test method Limit valueStructure preferably paraf nbasic

Behaviour in cold, still owsC

ASTMD2500 15

Flash point (as per Cleveland) ASTMD92 > 200

Ash content (oxide ash)Weight %

ASTMD482 < 0.02

Coke residue (as per Conradson) ASTMD189 < 0.50

Ageing tendency after being heated up to 135 C for 100 hrs.

MAN Diesel ageing cabinet *

nheptane insolublesWeight %

ASTMD4055or DIN 51592

< 0.2

Evaporation loss Weight % < 2

Drop test ( lter paper) MAN Diesel test

Must not allow to recognise precipitation of resin or asphaltlike ageing products

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

L21/31L27/38

1440000 1699889-3.1Page 2 (4)

08.50

Engine SAEClass

16/24, 21/31, 27/38, 28/32S, 32/40,32/44, 40/54, 48/60, 58/64, 51/60DF 40

Table 2 Viscosity (SAE class) of lube oils

Detergency

The detergency must be so high that coke and tar-like residues from fuel combustion must not build-up.

Dispersancy

The dispersancy must be selected such that com-mercially available lube-oil cleaning equipment can remove the detrimental contamination from the used oil, i.e. the oil must have good separating and fi ltering properties.

Neutralisation capacity

The neutralisation capacity (ASTM-D2896) must be so high that the acidic products which result dur-ing combustion are neutralised. The reaction time of the additives must be matched to the process in the combustion chamber.

Evaporation tendency

The tendency to evaporate must be as low as pos-sible, otherwise the oil consumption is adversely affected.

Further conditions

The lube oil must not contain agents to improve vis-cosity index. Fresh oil must not contain any water or other contamination.

Lube oil selection

The content of additives included in the lube oil de-pends upon the conditions under which the engine is operated, and the quality of fuel used. If marine Diesel fuel is used, which has a sulphur content of up to 2.0 weight % as per ISO-F DMC, and coke residues of up to 2.5 weight % as per Conradson, a BN of approx. 20 is preferred. Ultimately, the op-erating results are the decisive criterion as to which content of additives ensures the most economic mode of engine operation.

Cylinder lube oil

In the case of engines with separate cylinder lubri-cation, the pistons and the cylinder liner are sup-plied with lube oil by means of a separate oil pump. The oil supply rate is factory-set to conform to both the quality of the fuel to be used in service and to the anticipated operating conditions.

A lube oil as specifi ed above is to be used for the cylinder and the lubricating circuit.

Speed governor

In case of mechanic-hydraulic governors with sep-arate oil sump, multi grade oil 5W-40 is preferably used. If this oil is not available for topping-up, an oil 15W-40 may exceptionally be used. In this context it makes no difference whether multicoloured oils based on synthetic or mineral oil are used. (Desig-nation for armed forces of Germany: O-236)

The oil quality specifi ed by the manufacturer is to be used for the remaining equipment fi tted to the engine.

For the engine L27/38 (propulsion) service experi-ence have shown that the operation temperature of the Woodward governor UG10MAS and the corre-sponding actuator for UG723+ can exceed 93 C. In such case we recommend to use a synthetic oil like Castrol Alphasyn HG150. Engines delivered later than March 2005 are already fi lled with this oil.


Blended grade

Blended lube oils (HD oils) corresponding to inter-national specifi cations MIL-L 2104 or API-CD, and having a Base Number (BN) of 10 16 mg KOH/g are recommended by us (Designation for armed forces of Germany: O-278).

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

L21/31L27/38

14400001699889-3.1Page 3 (4)

08.50

Approved SAE40 lube oils

Manufacturer Base Number 10161) [mgKOH/g]

AGIP Cladium 120 SAE 40Sigma S SAE 40 2)

BP Energol DS 3154

CASTROL Castrol MLC 40Castrol MHP 154Seamax Extra 40

CHEVRON(Texaco, Caltex)

Taro 12 XD 40Delo 1000 Marine SAE 40Delo SHP40

EXXON MOBIL Exxmar 12TP40Mobilgard 412 / MG 1SHCMobilgard ADL 40 2)

Delvac 1640

PETROBRAS Marbrax CCD410

Q8 Mozart DP40

REPSOL Neptuno NT 1540

SHELL Gadinia 40Sirius FB 40 2)

Sirius/Rimula X40 2)

Gadinia AL40

STATOIL MarWay 1540MarWay 1040

TOTAL Lubmarine Disola M4015

Lube-oil additives

It is not allowed to add additives to the lube oil, or mixing the different makes (brands) of the lube oil, as the performance of the carefully matched pack-age of additives which is suiting itself and adapted to the base oil, may be upset.

Selection of lube oils / warranty

Most of the mineral oil companies are in close and permanent consultation with the engine manufac-turers and are therefore in a position to quote the oil from their own product line that has been approved by the engine manufacturer for the given applica-tion. Independent of this release, the lube oil manu-facturers are in any case responsible for quality and performance of their products. If any questions, we are more than willing to provide you with further in-formation.

Oil in service

There are no defi ned oil change intervals for MAN Diesel medium-speed engines. The oil has to be analysed on a regular basis. As long as the oil char-acteristics are within the specifi ed limits of Table 4, the oil is suitable for further use. An oil sample has to be analysed every 1-3 months (see maintenance plan). The quality of the oil can only be maintained if the oil is cleaned by an appropriate device (e.g. separator).

Safety/environmental protection

Wrong handling of operating media may cause harm to health, safety and environment. Respec-tive instructions of the manufacturer have to be fol-lowed.

Examinations

We carry out the investigations on lube oil in our laboratories for our customers. A representative sample of about 0.5 litre is required for the exami-nation.

Table 3 Lubricating oils (SAE40) which have been approved for the use in MAN Diesel four-stroke engines running on gas oil and Diesel oil


1) If Marine Diesel fuel of poor quality (ISO-F-DMC) is used, a Base Number (BN) of ap-prox. 20 is of advantage.

2) If the sulphur content of the fuel is < 1 %.

MAN Diesel do not take any reponsibility for dif-fi culties that might be caused by these oils.

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

L21/31L27/38

1440000 1699889-3.1Page 4 (4)

08.50

Limit value Method

Viscosity at 40 C 110-220 mm2/s ISO 3104 or ASTM D445

Base Number (BN) min. 50% of fresh oil BN ISO 3771

Flash Point (PM) min. 185 C ISO 2719

Water Content max. 0.2% (for a short period max. 0.5%) ISO 3733 or ASTM D1744

nHeptan Insoluble max. 1.5% DIN 51592 or IP 316

Metal Contentdependent upon the engine type and

operating condition

only for guidanceFeCrCuPbSnAl

max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppm

For biofuel operation:biofuel content

max 12% FT-IR

Table 4 Limit value

Quality of Lube Oil (SAE40) for Operation onGas Oil and Diesel Oil (MGO/MDO) Biofuel

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

14000001699896-4.0Page 1 (8)

08.49

Quality of Engine Cooling Water

Preliminary remarks

The engine cooling water, like the fuel and lubrica-ting oil, is a medium which must be carefully selec-ted, treated and controlled. Otherwise, corrosion, erosion and cavitation may occur on the walls of the cooling system in contact with water and deposits may form. Deposits impair the heat transfer and may result in thermal overload on the components to be cooled. The treatment with an anti-corrosion agent has to be effected before the fi rst commis-sioning of the plant. During subsequent operations the concentration specifi ed by the engine manufac-turer must always be ensured. In particular, this ap-plies if a chemical additive is used.

Requirements

Limiting values

The characteristics of the untreated cooling water must be within the following limits:

Test device

The MAN Diesel water test kit includes devices permitting, i.a., to determine the above-mentioned water characteristics in a simple manner. Moreover, the manufacturer of anti-corrosion agents are of-fering test devices that are easy to operate. As to checking the cooling water condition, see Descrip-tion "Checking cooling water".

Supplementary information

Distilate

If a distillate (from the freshwater generator for in-stance) or fully desalinated water (ion exchanger) is available, this should preferably be used as engine cooling water. These waters are free from lime and metal salts, i.e. major deposits affecting the heat transfer to the cooling water and worsening the cooling effect cannot form. These waters, however, are more corrosive than normal hard water since they do not form a thin fi lm of lime on the walls which provides a temporary protection against cor-rosion. This is the reason why water distillates must be treated with special care and the concentration of the additive is to be periodically checked.

Hardness

The total hardness of the water is composed of temporary and permanent hardness. It is largely determined by calcium and magnesium salts. The temporary hardness is determined by the carbo-nate content of the calcium and magnesium salts. The permanent hardness can be determined from the remaining calcium and magnesium salts (sul-phates). The decisive factor for the formation of calcareous deposits in the cooling system is the temporary (carbonate) hardness.

Water with more than 10dGH (German total hard-ness) must be mixed with distillate or be softened. A rehardening of excessively soft water is only ne-cessary to suppress foaming if an emulsifi able anti-corrosion oil is used.

Property/feature

Characteristics Unit

Type of water

Distillate or freshwater, free from foreign matter.Not to be used: Sea water, brackish water, river water, brines, industrial waste water and rain water

-

Total hardness max. 10 dH 1)

pH-value 6,5 - 8 -

Chloride ion content

max. 50 mg/l 2)

Table 1 Cooling water - characteristics to be adhered to

1) 1dGH = German hardness:

= 10mg CaO/litre

= 17.9mg CaCO3/litre

= 0.357mval/litre

= 0.179mmol/litre

2) 1 mg/l = 1 ppm

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

1400000 1699896-4.0Page 2 (8)

08.49

Damage in the cooling water system

Corrosion

Corrosion is an electro-chemical process which can largely be avoided if the correct water quality is selected and the water in the engine cooling sy-stem is treated carefully.

Flow cavitation

Flow cavitation may occur in regions of high fl ow velocity and turbulence. If the evaporation pressure is fallen below, steam bubbles will form which then collapse in regions of high pressure, thus produc-ing material destruction in closely limited regions.

Erosion

Erosion is a mechanical process involving material abrasion and destruction of protective fi lms by en-trapped solids, especially in regions of excessive fl ow velocities or pronounced turbulences.

Corrosion fatigue

Corrosion fatigue is a damage caused by simulta-neous dynamic and corrosive stresses. It may in-duce crack formation and fast crack propagation in water-cooled, mechanically stressed components if the cooling water is not treated correctly.

Treatment of the engine cooling water

The purpose of engine cooling water treatment is to produce a coherent protective fi lm on the walls of the cooling spaces by the use of anti-corrosion agents so as to prevent the above-mentioned dam-age. A signifi cant prerequisite for the anti-corrosion agent to develop its full effectively is that the un-treated water which is used satisfi es the demands mentioned under Requirements .

Protecting fi lms can be produced by treating the cooling water with a chemical anti-corrosion agent or emulsifi able anti-corrosion oil.

Emulsifi able anti-corrosion oils fall more and more out of use since, on the one hand, their use is heav-ily restricted by environmental protection legisla-tion and, on the other hand, the suppliers have, for these and other reasons, commenced to take these products out of the market.

Treatment before operating the engine for the fi rst time

Treatment with an anti-corrosion agent should be done before the engine is operated for the fi rst time so as to prevent irreparable initial damage.

Warning! It is not allowed to operate the engine without cooling water treatment.

Cooling water additives

No other additives than those approved by MAN Diesel and listed in "Chemical additives - contai-ning nitrite" up to "Anti-freeze agents with corrosion inhibiting effect" are to be used.

Permission required

A cooling water additive can be approved for use if it has been tested according to the latest rules of the Forschungsvereinigung Verbrennungskraft-maschinen (FVV), Testing the suitability of cool-ant additives for cooling liquids of internal combus-tion engines. The test report is to be presented if required. The necessary testing is carried out by Staatliche Materialprfanstalt, Department Ober-fl chentechnik, Grafenstrae 2, 64283 Darmstadt on request.

In case the cooling water additive has been suc-cessfully tested at FVV, an engine test for the fi nal approval has to be conducted.

Quality of Engine Cooling Water

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

1400000

To be used only in closed circuits

Additives can only be used in closed circuits where no appreciable consumption occurs except leak-age and evaporation losses.

Chemical additives Additives based on sodium nitrite and sodium

borate, etc. have given good results. Galvanised iron pipes or zinc anodes providing cathodic pro-tection in the cooling systems must not be used. Please note that this kind of corrosion protection, on the one hand, is not required since cooling water treatment is specifi ed and, on the other hand, considering the cooling water temperatures commonly practised nowadays, it may lead to po-tential inversion. If necessary, the pipes must be dezinced.

Anti-corrosion oilThis additive is an emulsifi able mineral oil mixed with corrosion inhibitors. A thin protective oil fi lm which prevents corrosion without obstructing the transfer of heat and yet preventing calcareous de-posits forms on the walls of the cooling system.

Emulsifi able anti-corrosion oils have nowadays lost importance. For reasons of environmental protection legislation and because of occasion-ally occurring emulsion stability problems, they are hardly used any more.

Anti-freeze agentIf temperatures below the freezing point of water may be reached in the engine, in the cooling sy-stem or in parts of it, an anti-freeze agent simul-taneously acting as a corrosion inhibitor must be added to the cooling water. Otherwise the entire system must be heated. (Designation for armed forces of Germany: Sy-7025).

Suffi cient corrosion protection will be achieved by admixing the products listed in Anti-freeze agents with corrosion inhibiting effect taking care that the specifi ed concentration is observed. This concen-tration will prevent freezing down to a tempera-ture of about - 22 C. The quantity of anti-freeze actually required, however, also depends on the lowest temperatures expected at the site.

Anti-freeze agents are generally based on ethy-lene glycol. A suitable chemical additive must be admixed if the concentration of the anti-freeze specifi ed by the manufacturer for a certain appli-cation does not suffi ce to afford adequate corro-sion protection or if, due to less stringent require-ments with redard to protection from freezing, a lower concentration of anti-freeze agent is used than would be required to achieve suffi cient cor-rosion protection. The manufacturer must be con-tacted for information on the compatibility of the agent with the anti-freeze and the concentration required. The compatibility of the chemical ad-ditives stated in Chemical additives - containing nitrite with anti-freeze agents based on ethylene glycol is confi rmed. Anti-freeze agents may only be mixed with each other with the suppliers or manufacturers consent, even if the composition of these agents is the same.

Prior to the use of an anti-freeze agent, the cool-ing system is to be cleaned thoroughly.

If the cooling water is treated with an emulsifi -able anti-corrosion oil, no anti-freeze may be ad-mixed, as otherwise the emulsion is broken and oil sludge is formed in the cooling system.

For the disposal of cooling water treated with ad-ditives, observe the environmental protection leg-islation. For information, contact the suppliers of the additives.

BiocidesIf the use of a biocide is inevitable because the cooling water has been contaminated by bacte-ria, the following has to be observed:

- It has to be ensured that the biocide suitable for the particular application is used.

- The biocide must be compatible with the sea-ling materials used in the cooling water system; it must not attack them.

- Neither the biocide nor its decomposition pro-ducts contain corrosion-stimulated constituents. Biocides whose decomposition results in chloride or sulphate ions are not permissible.

- Biocides due to the use of which the cooling water tends to foam are not permissible.

1699896-4.0Page 3 (8) Quality of Engine Cooling Water

08.49

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

1400000

Prerequisites for effi cient use of an anti-corro-sion agent

Clean cooling system

Before starting the engine for the fi rst time and af-ter repairs to the piping system, it must be ensured that the pipes, tanks, coolers and other equipment outside the engine are free from rust and other deposits because dirt will considerably reduce the effi ciency of the additive. The entire system has therefore to be cleaned using an appropriate clean-ing agent with the engine shut down (see Descrip-tion "Cleaning cooling water").

Loose solid particles, in particular, have to be re-moved from the system by intense fl ushing because otherwise erosion may occur at points of high fl ow velocities.

The agent used for cleaning must not attack the materials and the sealants in the cooling system. This work is in most cases done by the supplier of the cooling water additive, at least the supplier can make available the suitable products for this pur-pose. If this work is done by the engine user it is ad-visable to make use of the services of an expert of the cleaning agent supplier. The cooling system is to be fl ushed thoroughly after cleaning. The engine cooling water is to be treated with an anti-corrosion agent immediately afterwards. After restarting the engine, the cleaned system has to be checked for any leakages.

Periodical checks of the condition of the cooling water and cooling system

Treated cooling water may become contaminated in service and the additive will loose some of its effectively as a result. It is therefore necessary to check the cooling system and the condition of the cooling water at regular intervals.

The additive concentration is to be checked at least once a week, using the test kit prescribed by the supplier. The results are to be recorded.

Note!The concentrations of chemical additives must not be less than the minimum concentrations stated in "Chemical additives - containing ni-trite" .

Concentrations that are too low may promote corro-sive effects and have therefore to be avoided. Con-centrations that are slightly too high do not cause damages. However, concentrations more than dou-ble as high should be avoided.

A cooling water sample is to be sent to an inde-pendent laboratory or to the engine supplier for making a complete analysis every 2 6 months.

For emulsifi able anti-freeze agents, the supplier generally prescribes renewal of the water after approx. 12 months. On such renewal, the entire cooling system is to be fl ushed, or if required to be cleaned (also see Description "Cleaning cooling water"). The fresh charge of water is to be submit-ted to treatment immediately.

If chemical additives or anti-freeze agents are used, the water should be changed after three years at the latest.

If excessive concentrations of solids (rust) are found, the water charge has to be renewed com-pletely, and the entire system has to be thoroughly cleaned.

The causes of deposits in the cooling system may be leakages entering the cooling water, breaking of the emulsion, corrosion in the system and calcare-ous deposits due to excessive water hardness. An increase in the chloride ion content generally indi-cates sea water leakage. The specifi ed maximum of 50 mg/kg of chloride ions must not be exceeded, since otherwise the danger of corrosion will in-crease. Exhaust gas leakage into the cooling water may account for a sudden drop in the pH value or an increase of the sulphate content.

Water losses are to be made up for by adding un-treated water which meets the quality demands according to Requirements . The concentration of the anti-corrosion agent has subsequently to be checked and corrected if necessary.

1699896-4.0Page 4 (8)Quality of Engine Cooling Water

08.49

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

1400000

Checks of the cooling water are especially neces-sary whenever repair and servicing work has been done in connection with which the cooling water was drained.

Protective measures

Anti-corrosion agents contain chemical compounds which may cause health injuries if wrongly handled. The indications in the safety data sheets of the manufacturers are to be observed.

Prolonged, direct contact with the skin should be avoided. Thoroughly wash your hands after use. Also, if a larger amount has been splashed onto the clothing and / or wetted it, the clothing should be changed and washed before being worn again.

If chemicals have splashed into the eyes, immedi-ately wash with plenty of water and consult a doc-tor.

Anti-corrosion agents are a contaminating load for the water in general. Cooling water must therefore not be disposed off by pouring it into the sewage system without prior consultation with the compe-tent local authorities. The respective legal regula-tions have to be observed.

Marine GenSets

If a marine auxiliar engine of the type 16/24, 21/31, 23/30H, 27/38 or 28/32H shares the cooling water system with a two-stroke main engine MAN B&W Diesel type, the cooling water recommendation from the main engine has to be followed.

Investigation

Cooling water analysis are carried out in our chemi-cal laboratory for our customers. For examination a sample of approxiamately 0.5 litre is required.


08.49

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

1400000

Manufacturer Product designation Initial dose

per 1,000

litre

Minimum concentration ppm

ProductNitrite

(NO2)

Na-Nitrite

(NaNO)2

Ashland WaterTechnologiesDrew MarineOne Drew PlazaBoonton, New Jersey 07005USA

LiquidewtMaxigardDEWT-NC

15 l40 l

4.5kg

15,000 1)

40,0004,500

7001,3302,250

1,0502,0003,375

Unitor ChemicalsKJEMI-Service A.S.P.O. Box 493140 BorgheimNorway

Rocor NB LiquidDieselguard

21.5 l4.8kg

21,5004,800

2,4002,400

3,6003,600

Nal eet MarineChemicalsP.O. Box 11NorthwichCheshire CW8DX, UK

Nal eet EWT Liq (9-108)Nal eet EWT 9-111Nalcool 2000

3 l10 l30 l

3,00010,00030,000

1,0001,0001,000

1,5001,5001,500

Maritech ABP.O. Box 14329122 KristianstadSweden

Marisol CW 12 l 12,000 2,000 3,000

UniserviceVia al Santurio di N.S.della Guardia 58/A16162 Genova, Italy

N.C.L.T.

Colorcooling

12 l

24 l

12,000

24,000

2,000

2,000

3,000

3,000

Marichem - Marigases64 Sfaktirias Street18545 Piraeus, Greece

D.C.W.T - Non-Chromate

48 l 48,000 2,400

VecomSchlenzigstrasse 721107 HamburgGermany

Cool treat N.C.L.T. 16 l 16,000 4,000 4,000

Table 2 Chemical additives - containing nitrite

1) The values in the marked areas can be determined with the test kit of the chemical manufacturer.

Permissible cooling water additives

Chemical additives (Chemicals) - containing nitrite


08.49

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

1400000

Manufacturer Product designation Initial dose per 1,000 l Minimum concentration

ArtecoTechnologieparkZwinaarde 2B-9052 GentBelgium

HavolineXLI

75 l 7.5 %

Total LubricantsParis, France

WT Supra 75 l 7.5 %

Ashland Water TechnologiesDrew MarineOne Drew PlazaBoonton, New Jersey 07005USA

Drewgard CWT 8 l 1 %

Table 3 Chemical additives - free from nitrite

Manufacturer Product (designation)

BP MarineBreakspear WayHemel HempsteadHerts HP2 UL, UK

Diatsol MFedaro M

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Solvex WT 3

Deutsche Shell AGberseering 3522284 Hamburg, Germany

Oil 9156

Table 4 Emulsi able anti-corrosion oils

Chemical additives (Chemicals) - free from nitrite

Emulsifi able anti-corrosion oils


08.49

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

1400000

Manufacturer Product (designation)Minimum

concentration

BASFCarl-Bosch-Str.67063 Ludwigshafen, Rhein, Germany

Glysantin G48Glysantin 9313Glysantin G 05

35 %

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Antifreeze NF,SF

BP, Brittanic Tower, Moor Lane,London EC2Y 9B, UK

Antifrost X 2270A

Deutsche Shell AGberseering 3522284 Hamburg, Germany

Glycoshell

Hchst AG, Werk Gendorf84508 Burgkirchen, Germany

Genatin extra(8021 S)

Mobil Oil AGSteinstrae 520095 Hamburg, Germany

Frostschutz 500

Arteco/Technologiepark, Zwijnaarde 2,B-9052 Gent, Belgium

Havoline XLC

50 %

Total LubricantsParis, France

Glacelf Auto SupraTotal Organifreeze

Table 5 Anti-freeze agents with corrosion inhibiting effect

Anti-freeze agents with corrosion inhibiting effect


08.49

MAN Diesel

The engine and reduction gear are situated on wooden foundation, covered with tarpaulins and equipped with lifting tools.

External components which are not varnished are protected with preservative (VCI-product) and inter-nal unvarnished components are sprayed with same. This protective oil is totally soluble with lubricating oils and should not be removed when putting the engine and reduction gear into service.

Storage of engine and reduction gear at customers

Engine and gearbox should always be stored indoor in a dry environment and at a minimum, covered with tarpaulins.

Engine and gearbox should be stored indoors at a minimum of 5C above outside temperatures to avoid condensation, or in a humidity controlled en-vironment at a relative humidity of 45-55%.

Maintenance intervals

Protection maintenance must be carried out at the following intervals:

Storage conditions (dry and indoor at 5C above outside temperature or relative Humidity of 45-55% every 4 months

If the above conditions are not met every 1 month

Exhaust must be covered until installation, and In-dicator valves closed.

Turning of engine and reduction gear

When storage of engines is for more than 60 days following dispatch from the factory, then engine must be turned 3 1/2 revolutions each month, and the rest position of the crank must be at a different position. Indicator valves should be opened prior to turning and then closed again on completion of turning.

Dispatch condition of engine and reduction gear from MAN Diesel

1699261-3.0Page 1 (1)

Where storage is for 8 months or more, lubricating oil must be applied to each cylinder every six months, during the monthly turning.

For lubrication, lub oil or preservation (VCI-prod-uct) (max 1/4 litres per cylinder) can be introduced through the indicator valve.

When storing the engine longer than 24 months, bearing and piston inspection must be carried out before starting up the engine, and MAN Diesel must in all cases, be informed.

During storage the reduction gear should be turned monthly and when storage exceeds 24 months, in-spection of the bearings, gearwheels, servomotor, and clutch must be carried out. MAN Diesel must in all cases be informed.

Protection maintenance

- Remove the crankcase, camshaft and rocker arm covers.

- Check the surfaces and maintain the preserva-tion by painting thoroughly with preservative (VCI-product).

- Check the top of the cylinder heads and paint-with preservation.

- Replace covers. - Check the external surfaces and restore pres-

ervation, if necessary with preservative. - Check the paint work and repair, as neces-

sary. - Remove the outlet pipe from the turbocharger

exhaust and turn the rotor of the turbocharg-er.

- Replace the pipe. - Restore the original packing as far as possible

and cover with tarpaulins.

09.22

General

912000

MAN Diesel

Dispatch conditions of electronic equipment from MAN Diesel

Panels and control unit are packed in well-sealed boxes and to protect the components from corrosion they are supplied with a Cor-trol VCI VapourCorrosion Inhibitor giving an invisible protective ionic layer.

Small electronic components are packed in poly bags supplied with Cor-trol VCI tablets.

Storage of electronic equipment at custom-ers

The equipment should always be stored in a dry en-vironment. Under normal warehouse conditions the Cor-trol VCI will give long term protection provided they remain sealed and maintained in such a condi-tion that prevents any air circulation within.

Protection maintenance

Provided the sealing has been properly maintained no additional measures are needed for the entire period of protection.

The electronic equipment can be put into operation without degreasing, coating removal or cleaning.

Storage of electronic equipment1699912-1.1Page 1 (1)

Installation works

During the installation period the yard has to protect the cabinets and electrical equipments against water, dust and fire.It is not allowed to do any welding works near the cabinets. The cabinets have to be fixed to the floor or to the walls by means of screws.

If it is inevitable to do wielding works near the cabinet the cabinets and panels have to be protected against heat, electric current and electromagnetic influences. For protection against current, all cabling has to be disconnected from affected components.

Installation of additional components inside the cabinets is allowed upon approval by the responsible project manager of MAN Diesel only.

09.17

General

912000

MAN B&W Diesel

1690751-3.0Page 1 (1) 1400000Engine ventilation

The air intake to the engine room should be dimen-sioned in such a way that a sufficient quantity of air isavailable not only for the main engine, auxiliaries,boilers etc, but also to ensure adequate ventilationand fresh air when work and service are in progress.

We recommend the ventilation capacity should bemin 50% more than required air consumption (intropical conditions more than 100% should be consid-ered) for main engine, auxiliaries, boilers etc.

It is important that the air is free of oil and sea waterto prevent fouling of the ventilators and filters.

The air consumption of the main engine appears fromthe planning data.

Approx 50% of the ventilating air should be blown inat the level of the top of the main engine close to theair inlet of the turbocharger. Air should not be blowndirectly onto heat emitting components or directlyonto electric or other water sensitive apparature.

A small airflow should be evenly distributed around theengine and reduction gear in order to dissipate radi-ated heat.

With closed engine room and all air consumingequipment operating, there should always be positiveair pressure in the engine room.

Surplus air should be led up through the casing viaspecial exhaust openings. Alternatively extractionfans should be installed.

Fire arresting facilities must be installed within thecasings of the fans and ventilation trunkings to retardthe propagation of fire.

L21/31L27/38

03.43

MAN Diesel


1.03 Reduction gear

Drawing ident no Description Plate Item no

Date of update

2 15 33 04-2.0 Installation drawing - AMG11EV (3 pages) 2 05 88 09-9.2 Foundation drawing - epoxy chock

2 05 58 50-0.1 Technical data AMG11E/EV (3 pages)

amg11ev Guiding epoxy calculation (2 pages)

Side and end chocks with wedges are yard supply M24 Adjusting bolt. 4 off 5 Holding-down bolt. 6 off EN926A24390 6 M24 Nut. 6 off EN91R24 1 Washer. 6 off 187369.3 3 M24 Self-locking nut. 6 off EN89D24.3 4 Spherical washer. 6 off EN31T24 12

186 618 5 Di t i 6 ff 186618 5 11

13 July 2011

See drawing no. 2153161-4 in

section 1.04

186 618-5 Distance pipe. 6 off 186618-5 112 15 06 23-6.1 Oil diagram - system

Please be referred to the drawing "Plant specific data and data for alignment" in chapter 2.

Lubricating oil:

Only approved lubricating oils of the type SAE40 are to be used for the gear

Please see Gear Oil Specification in part 1.01

Lubricating oil system components:

The pipelines between the individual components of the lubricating oil system must be

carefully cleaned before start-up of the system.

Check of flushing:

An engineer from MAN Diesel, must approve the cleanliness of

the external lubricating oil system, before the lubricating oil system is connected to

the main engine.

Alignment of reduction gear

- - - o o o O O O o o o - - -

End of Section 1.03 - Reduction gear


M

1

2

3

3

4

5

6

7*

8

TO

LU

BR

ICA

TIN

G

CLU

TC

H O

UT

CL

UT

CH

IN

SE

RV

O F

OR

WA

RD

SE

RV

O A

ST

ER

N

**

P2

SERVO RETURN OIL

P1

E4

E5

ALPHA REDUCTION GEAR

2221

PT

2222

PSH

2206

LSL

2244

TE

2240

TE

2241

TE

2242

TE

2243

TE

2246

TE

2245

TE

2231

PSL

2231A

PT

2231B

PT

2231

TE

3253

PT

2230

PT

3***

3251

PSH

3252

PT

***

Date Des. Chk. A.C. Revision change Chg. Not. Rev.

03 02 01

20100108 MEJE SMJ 00 Basic Standards (MBD SB) Suppl. Drawing No.

EN21F-m Tolerances EN21C Surf. Roughness

Material / Blank: Final User Material: Mass (Kg)

Scale: Size: Product Type: Page No.: Projection: MAN Diesel

A3 AMG EV 1 (1) Info. No.: Item Name: Item Id.:

3G0092 Oil diagram - system 2150623-6 Final User Info No.:

Final User Description:

Final User Ident. No.:

Copyright 2010 MAN Diesel This drawing is the property of MAN Diesel and is to be treated as confidential by the party to whom it has been submitted by MAN Diesel and is not to be disclosed to any third party without the specific prior written permission of MAN Diesel

Description:

1 Prefilter for pump

2 Oil pump

3 Non-return valve

4 Oil cooler

5 High pressure filter

6 Prefilter for stand-by pump

7 Oil stand-by pump

8 Low pressure filter

Connection: see installation Arrangement. E4 Cooling water to cooler E5 Cooling water from cooler P1 Oil stand-by pump-suction P2 Oil stand-by pump-pressure

* = Not built on ** = Only for AMG55EV *** = Only for AMG28EV, AMG55EV

MAN Diesel


1.04 Main Engine

Drawing ident no Description Item no Part ident no Date of update

2 14 10 32-9.1 Installation drawing (2 pages) 2 15 31 61-4.2 Foundation for engine and gear (2 pages) 24/6-2010

2 15 33 02-9.0 Resilient Foundation, Engine (12 pages) 20/5-2010

Starting Air - Inlet: A1 2510257-7706 240-9 Flexible hose, DN38 706248-2 20/5-2010

063434-5.0 Flange 063434-5.0

Overspeed stop air - inlet: A2706 230-0 Flexible hose,DN6 706231-8 20/5-2010

Fuel Oil Primary Pump- Suction: B1 2507233-5706 260-7 Flexible hose with flame guard 706267-2 20/5-2010

Fuel Oil Primary Stand-by pump: B3 2507233-5706 260-7 Flexible hose with flame guard, DN25 706267-2 20/5-2010

Fuel Oil Circulation to Service Tank: B4 2507233-52 04 86 84-6.0 Flexible hose with flame guard, DN25 706267-2

Leak Oil to Drain Tank (with alarm): B7A 2507235 9

13 July 2011

Leak Oil to Drain Tank (with alarm): B7A 2507235-9706 260-7 Flexible hose. DN10 706233-4 20/5-2010

Lub. Oil stand-by Pump - Suction: D4 2150233-71 67 87 41-6.4 Compensator. DN150 1678808-9

Lub. Oil stand-by Pump - Pressure: D5 2510238-62 05 85 60-4.0 Intermediate Piece 2058560-4.1 67 87 41-6.4 Compensator 1678806-5

Lub. Oil, Centrifuge & Filling: D7, D8 & D12 2507219-32 04 83 43-2.0 Intermediate piece 2048343-2

1 67 87 41-6.4 Compensator 1678801-6

L.T. Cooling Water: E1, E2, E3, F1, F4 & F13 2510234-91 67 55 81-7.1 Compensator 1685552-3

HT Cooling Water: F5 & F6 2510264-82 05 85 83-2.1 Intermediate flange 2058583-2

1 67 87 41-6.4 Compensator 1678805-3

L.T. Cooling Water, gear: E6 & E7 2510237-41 67 87 41-6.4 Compensator 1678804-1

LT Cooling Water to Expansion tank: E8 2510259-0706 230-0 Flexible hose, DN8 706232-6 20/5-2010

HT Cooling Water to Expansion tank: F7 2510258-9706 230-0 Flexible hose, DN10 706233-4

HT Cooling Water E pansion tank HT Cooling Water Expansion tank and preheater: F8 & F12 2510260-0 MAN Diesel Supply Yard Supply Edition 1

MAN Diesel


1.04 Main Engine

Drawing ident no Description Item no Part ident no Date of update

13 July 2011

706 230-0 Flexible hose. DN19 706236-7

Engine preheating - Inlet: F10 2510262-42 05 85 81-9.0 Intermediate piece 2058581-9

706 230-0 Flexible hose. DN19 706236-7

Venting of crankcase - HCooler hose 2502203-3

List of spare flexible hoses and compensators 2140175-0Rubber Design Conical mountings.

Installation Instruction

1K60100129 Flexible coupling between engine and gear. Vulkardan-E 6014-4111 2143303-7

311004728 Installation and Operating Instruction for Flexible coupling1400000 1690749-1.1 Space requirements (2 pages)1487000 Weight and dimensions of principal parts1487000 1690746-6.0

Weight and dimensions of principal parts (2 pages)

Important:The protecting covers located inside the crankshaft covers must not be removed during installation of engine.

The protecting covers insure that dirt cannot enter the crankshaft housing.

The protecting covers are to be removed before start-up of the propulsion plant.- - - o o o O O O o o o - - -

End of Section 1.04 - Main Engine


Current Displaying Contents of 2502203-3.0-FLEX. CONN. FOR VENTING PIPE F&E (DesignView) x 1

2502203-3.0-FLEX. CONN. FOR VENTING PIPE F&E (DesignView) x 1 623044-5.0-COOLER HOSE, 76 X 5 MM x 0.9 702815-2.0-HOSE CLIP WITH WORM (DesignView) x 4 702810-3.1-HOSE CLAMP x 1

Page 1 of 1

2010-05-21file://C:\DOCUME~1\aal\LOCALS~1\Temp\Tcprint55519.html

Conical mountings Installation Instruction

Rubber Design BV, Rev. D, 10-03-2009

List of deviations Revision A 03-02-2004 Original issue Revision B 23-06-2004 List of deviations / Remarks added

Additional instructions divided stud changed Revision C 30-08-2007 Lay-out Revision D 10-03-2009 X-dimensions added

Remarks


Conical mountings General information General The range of conical marine mountings were designed specially with medium speed engines in mind. The conical design provides high deflection and load capacity combined with long service life. Although originally designed for main engine, auxiliary engine and generator installations, the mountings are particularly versatile and can be equally used for exhaust gas boilers and silencers. For applications like the suspension of deckhouses, accommodation rooms and control cabins, this mounting is an excellent isolator against structure borne vibration and noise, passive isolation. The acoustic properties of this type of mounting are excellent. The result of the measured structure - borne vibration and noise transmission are available. In both vertical and horizontal directions the transfer functions show in the low frequency range a decrease of 12 dB/octave, an ideal mass-less spring characteristics. Specification The characteristics of the mounting are provided by a conical rubber element designed to carry the vertical load in a combination of compression and shear. The rubber elements for the mountings are produced in several types. Type RD 113, 114, 214 and 314 are produced with extra interleaf rings and type RD 115, 215 and 315 without extra interleaf ring. The types RD 244 and 344 are produced with extra interleaf ring and opposite recesses to enable different stiffnesses in three directions. The rubber elements are manufactured in six standard rubber mixes: 45NR11, 50NR11, 55NR11, 60NR11, 65NR11, 70NR11 and consequently cover a wide range of load / deflection requirements. Applicable up to 70C continuous and 90C peak temperatures. Next to that, for the high temperatures applications, there are the NR39 (90C continuous and 110C peak temperature) and the CR56 (110C continuous and 130C peak temperature) compounds, available in the above mentioned Shore hardnesses. All mounting inserts are both individual tested and selected on stiffness by Rubber Design. The mounting castings are manufactured in a seawater resisting aluminium-silicon alloy and / or nodular cast iron. They are designed to protect the rubber element against oil and physical damage. An adjustable central buffer (spindle), manufactured in high tensile steel, controls the mounted equipment displacements due to e.g. ship movements, both vertically and horizontally within defined limits and so eliminates the need for separate buffers. The cut out in the bottom casting allows the buffer adjustment to be checked. Shock The standard execution of the RD 113 in nodular cast iron can withstand shock loads up to 360 kN in all directions. The standard execution of the RD 114 - 115 in nodular cast iron can withstand shock loads up to 300 kN in all directions. The standard aluminium execution of the RD 214 - 215 - 244 mountings can withstand shock-loads up to 150 kN in all directions. On application we can supply a special non-magnetic type manufactured in inoxyda, adjustable in axial and radial direction and suitable for shock loads up to 300 kN. The aluminium execution of the RD 314 - 315 - 344 can withstand shock loads up to 70 kN in all directions. Approval The mountings and our calculation method have been approved on many applications by the following classification societies: - American Bureau of Shipping - Bureau Veritas - Class NK - Det Norske Veritas - Germanischer Lloyd - Korean Register of Shipping - Lloyds Register of Shipping - Registro Italiano Navale - USSR Register of Shipping


Instructions for fitting conical mountings General It is advisable to read the instructions completely, before starting to design and / or fit the resiliently mounted system. There are several possible ways to fit the conical mounting to the suspended equipment and / or foundation, the final choice being with the end user. Preparation It is critical that the correct vibration isolator is installed in the proper location. Clean the bracket and the conical bearing, especially on the contact surfaces. Clean the upper surface of the ships foundation from dust, rust, oil, dirt and particles at the intended positions of the mountings. Anti corrosion oil should be applied on the steel parts. Attach each mounting to the engine / installation brackets hand tight; simultaneous block the central buffer by applying a spanner to the top hexagon. Lower the installation load onto the mountings. Loosen the nut. Fitting Check that all central buffers can be turned easily by applying a spanner to the top hexagon. If this is not possible it will be necessary to partly remove the installation load, until the buffers can be turned freely. The central buffer should now be turned anti-clockwise (upwards) and the installation relowered onto the mountings. Check that all central buffers can be turned freely with full installation load on the mountings. If this is not the case then the above mentioned procedure should be repeated. Where practical, the mountings should be allowed to settle for a minimum of 48 hours before any attempt is made to line up drives, pipe-work, etc. The suspended installation may now be leveled if necessary by means of jacking bolts which can be placed into the tapped holes of the base casting of each mounting. Care must be taken, during leveling of the installation, to ensure that individual mountings are not overloaded. The variation in laden height should not exceed 2 mm and should ideally be less. The laden height can be measured between top- and base casting at X (or H3 / H4) on two sides. The difference between the two sides of a mounting should not be more than the value mentioned in the table. Vertical buffer adjustment The central buffer working clearance for each mounting can be set as follows: Turn the central buffer clockwise (downwards) to the maximum lower position until it contacts the filler plate or foundation. Turn the central buffer anti-clockwise (upwards) into its operating position and to set the working clearance (see table on the next page). The central buffer clearance can be checked by using a feeler gauge though the cut in the base casting of the mountings. A feeler gauge has to pass easily under the internal buffer. Final assembly The buffer can be fixed by means of an nut , while simultaneously blocking the buffer by applying a spanner to the top hexagon. The nut should be tightened with the maximum recommended torque. Further locking is not necessary. We recommend, as prevention against corrosion, to apply an amount of water-resistant grease in the supplied (nut) cap. Individual filler plate thickness can now be measured. Notice that the filling plate must at least have the dimensions of the mounting foot. Maintenance The central buffer clearance should be examined and reset if necessary after the first week, after three months and thereafter to fit in with normal maintenance programmes. The central buffer clearance can be checked by using a feeler gauge though the cut in the base casting of the mountings. A feeler gauge has to pass easily under the internal buffer.


Instructions for fitting conical mountings (continued) Pouring Chocking of the foundation plate by means of synthetic cast resin is to be done by the manufacturer or its authorized agency. The type of the cast resin has to be approved by the resp. classification society. The supplier of the cast resin or its authorized personnel has to confirm the mechanical strength of the cast resin considering the tightening torque of the foundation bolts, engine weight and engine torque. In order to avoid an additional thermal shock of the rubber elements of the conical mountings, an additional heat treatment for speeding up the curing process of the cast resin is not permissible! After curing (curing time is stated by the manufacturer of the synthetic casting resin), the jacking bolts are to be removed. The foundation bolts have to be tightened in accordance with the required tightening torque.

Additional instructions for fitting conical mountings with divided stud Turn the central buffer clockwise (downwards) to the maximum lower position until it contacts the filler plate or foundation. The stud can be tightened onto the buffer (recommended torque : see table). Turn the central buffer anti-clockwise (upwards) into its operating position and to set the working clearance. If the stud loosens from the buffer while turning it anti-clockwise, the stud should be tightened again onto the buffer. The base casting of the conical mounting can be lifted by using four hexagon bolts to get the buffer clear off the foundation and the stud and buffer can move freely. When it is not possible to lift the base casting of the conical mounting by using four hexagon bolts, due to the limited space to apply a spanner, you will need an external hydraulic jack to lift the engine slightly and remove some of the installation load before turning the central buffer anti-clockwise (upwards) into its operating position and to set the working clearance. By turning the stud anti-clockwise it is possible to loosen the stud and remove it easily from the central buffer. After removing the stud it is easy to remove the conical mounting sideways after slightly lifting the installation. For specific instructions for fitting of conical mountings with divided stud, please contact Rubber Design. A copy of the instructions including a drawing will be send on request.

Mounting type

Allowable difference per mounting

No. of turns to set working clearance

Working clearance

Torque divided stud

RD 113 0,9 mm 1,5 (anti-clockwise) 6,0 mm RD 114 / RD 115 0,9 mm 2,0 (anti-clockwise) 6,0 mm 120 Nm RD 214 / RD 215 / RD 244 0,6 mm 2,0 (anti-clockwise) 4,0 mm 80 Nm RD 314 / RD 315 / RD 344 0,5 mm 2,0 (anti-clockwise) 4,0 mm 40 Nm


Key widths central buffers and nuts standard conical mountings

Mounting type

Execution

Material

Thread

Key widths Central buffer Nut Adjusting nut

RD 113 Non height adjustable Cast iron M 56 x 4

36 85 -


30 75 -

RD 114 Height adjustable Cast iron M 48 x 3

30 75 100


30 75 -

RD 115 Height adjustable Cast iron M 48 x 3 30 75 100

RD 214 Non height adjustable Aluminium

M 42 x 2 22 - -

RD 214 Height adjustable

Aluminium M 27 x 2 M 42 x 2

19 30

41 65

90 90


M 42 x 2

22 - -



19 30

41 65

90 90


M 42 x 2

22 - -



19 30

41 65

90 90

RD 314 Non height adjustable Aluminium M 27 x 2

19 41 -

RD 314 Height adjustable Aluminium M 27 x 2

19 41 65


19 41 -


19 41 65


19 41 -

RD 344 Height adjustable Aluminium M 27 x 2 19 41 65


Tightening torques bolts and nuts standard conical mountings

Mounting type

Execution

Material

Nut

Tightening torque

Bolts (4x)

Tightening torque


7600 Nm M 30 8.8 (base) 1425 Nm


4900 Nm M 27 8.8 (base) 1030 Nm


4900 Nm M 27 8.8 (base) 1030 Nm


4900 Nm M 27 8.8 (base) 1030 Nm

RD 115 Height adjustable Cast iron M 48 x 3 4900 Nm M 27 8.8 (base) 1030 Nm


- M 20 8.8 (base) M 20 8.8 (top)

400 Nm 250 Nm



1000 Nm 1650 Nm

M 20 8.8 (base) M 20 8.8 (base)

400 Nm 400 Nm


- M 20 8.8 (base) M 20 8.8 (top)

400 Nm 250 Nm



1000 Nm 1650 Nm

M 20 8.8 (base) M 20 8.8 (base)

400 Nm 400 Nm


- M 20 8.8 (base) M 20 8.8 (top)

400 Nm 250 Nm



1000 Nm 1650 Nm

M 20 8.8 (base) M 20 8.8 (base)

400 Nm 400 Nm


300 Nm M 16 8.8 (base) 205 Nm


1000 Nm M 16 8.8 (base) 205 Nm


300 Nm M 16 8.8 (base) 205 Nm


1000 Nm M 16 8.8 (base) 205 Nm


300 Nm M 16 8.8 (base) 205 Nm

RD 344 Height adjustable Aluminium M 27 x 2 1000 Nm M 16 8.8 (base) 205 Nm


Key widths central buffers and nuts special conical mountings (long spindles)

Mounting type

Execution

Material

Thread



30 75 -

RD 214 Non height adjustable

Aluminium Aluminium Aluminium Cast iron Cast iron

M 24 x 2 M 27 x 2 M 42 x 2 M 42 x 2 1 1/2-12UNF

19 19 30 30 1 1/8 (28,6)

36 41 65 65 2 1/4 (57,2)

- - - - -


Aluminium Cast iron Cast iron

M 24 x 2 M 27 x 2 M 42 x 2

19 19 30

36 41 65

90 90 90


Aluminium Aluminium

M 24 x 2 M 42 x 2

19 30

36 65

- -


Cast iron Cast iron

M 27 x 2 M 42 x 2

19 30

41 65

90 90


Cast iron Cast iron

M 27 x 2 M 42 x 2

19 30

41 65

90 90



M 20 x 1,5 M 24 x 2 M 27 x 2 1- 12 UNF

13 19 19 3/4 (19,05)

30 36 41 1 1/2 (38,1)

- - - -

RD 314 Height adjustable Aluminium Cast iron Aluminium Cast iron Cast iron

M 20 x 1,5 M 20 x 1,5 M 24 x 2 M 24 x 2 M 27 x 2

13 13 19 19 19

30 30 36 36 41

65 65 65 65 65

RD 315 Non height adjustable Aluminium Aluminium Cast iron

M 16 x 1,5 M 24 x 2 M 27 x 2

10 17 19

24 36 41

- - -


M 20 x 1,5 M 20 x 1,5 M 24 x 2 M 24 x 2 M 27 x 2

13 13 19 19 19

30 30 36 36 41

65 65 65 65 65

RD 735 Height adjustable Cast iron M 27 x 2 19 41 65


Tightening torques bolts and nuts special conical mountings (long spindles)

Mounting type

Execution

Material

Nut

Tightening torque

Bolts (4x)

Tightening torque


4900 Nm M 27 8.8 (base) 1030 Nm


Aluminium Aluminium Aluminium Cast iron Cast iron

M 24 x 2 M 27 x 2 M 42 x 2 M 42 x 2 1 1/2-12UNF

250 Nm 300 Nm 800 Nm 1400 Nm 1400 Nm

M 20 8.8 (base) M 20 8.8 (base) M 20 8.8 (base) M 20 8.8 (base) 7/8 UNC (base)

400 Nm 400 Nm 400 Nm 400 Nm 400 Nm



M 24 x 2 M 27 x 2 M 42 x 2

400 Nm 600 Nm 1400 Nm

M 20 8.8 (base) M 20 8.8 (base) M 20 8.8 (base)

400 Nm 400 Nm 400 Nm


Aluminium Aluminium

M 24 x 2 M 42 x 2

250 Nm 800 Nm

M 20 8.8 (base) M 20 8.8 (base)

400 Nm 400 Nm


Cast iron Cast iron

M 27 x 2 M 42 x 2

600 Nm 1400 Nm

M 20 8.8 (base) M 20 8.8 (base)

400 Nm 400 Nm


Cast iron Cast iron

M 27 x 2 M 42 x 2

600 Nm 1400 Nm

M 20 8.8 (base) M 20 8.8 (base)

400 Nm 400 Nm



M 20 x 1,5 M 24 x 2 M 27 x 2 1- 12 UNF

200 Nm 400 Nm 600 Nm 600 Nm

M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base) 5/8 UNC (base)

205 Nm 205 Nm 205 Nm 205 Nm


M 20 x 1,5 M 20 x 1,5 M 24 x 2 M 24 x 2 M 27 x 2

200 Nm 280 Nm 400 Nm 500 Nm 600 Nm

M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base)

205 Nm 205 Nm 205 Nm 205 Nm 205 Nm

RD 315 Non height adjustable Aluminium Aluminium Cast iron

M 16 x 1,5 M 24 x 2 M 27 x 2

150 Nm 400 Nm 600 Nm


205 Nm 205 Nm 205 Nm


M 20 x 1,5 M 20 x 1,5 M 24 x 2 M 24 x 2 M 27 x 2

200 Nm 280 Nm 400 Nm 500 Nm 600 Nm

M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base) M 16 8.8 (base)

205 Nm 205 Nm 205 Nm 205 Nm 205 Nm



Key widths central buffers and nuts conical mountings with divided stud

Mounting type

Execution

Material

Thread

Connection thread


RD 114

Non height adjustable Cast iron M 48 x 3 M 36 x 2 30 75 -


M 36 x 2

30 75 100

RD 115 Non height adjustable Cast iron M 48 x 3 M 36 x 2 30 75 -


Cast iron

M 27 x 2 M 42 x 2

M 24 x 2 M 27 x 2

19 30

41 65

- -


Aluminium Cast iron

M 27 x 2 M 27 x 2

M 24 x 2 M 24 x 2

19 19

41 41

90 90

RD 215 Non height adjustable Cast iron

M 42 x 2

M 27 x 2

30 65 -


Aluminium M 27 x 2

M 24 x 2

19 41 90

RD 244 Height adjustable Cast iron M 27 x 2 M 24 x 2 19 41 90


Aluminium Cast iron

M 20 x 1,5 M 27 x 2 M 27 x 2

M 18 x 1,5 M 18 x 1,5 M 18 x 1,5

13 19 19

30 41 41

- - -

RD 314 Height adjustable Aluminium Cast iron

M 27 x 2 M 27 x 2

M 18 x 1,5 M 18 x 1,5

19 19

41 41

65 65


M 18 x 1,5

19 41 -

RD 315 Height adjustable Aluminium Aluminium

M 24 x 2 M 27 x 2

M 18 x 1,5 M 18 x 1,5

19 19

36 41

65 65

RD 344 Non height adjustable Cast iron M 27 x 2 M 18 x 1,5 19 41 -


Tightening torques bolts and nuts conical mountings with divided stud

Mounting type

Execution

Material

Nut

Tightening torque

Bolts (4x)

Tightening torque

RD 114

Non height adjustable Cast iron M 48 x 3 2800 Nm M 27 8.8 (base) 1030 Nm


2800 Nm M 27 8.8 (base) 1030 Nm

RD 115 Non height adjustable Cast iron M 48 x 3 2800 Nm M 27 8.8 (base) 1030 Nm


Cast iron

M 27 x 2 M 42 x 2

700 Nm 700 Nm

M 20 8.8 (base) M 20 8.8 (base)

400 Nm 400 Nm


Aluminium Cast iron

M 27 x 2 M 27 x 2

700 Nm 700 Nm

M 20 8.8 (base) M 20 8.8 (base)

400 Nm 400 Nm


M 42 x 2

700 Nm

M 20 8.8 (base) 400 Nm


Aluminium M 27 x 2

700 Nm M 20 8.8 (base) 400 Nm



Aluminium Cast iron

M 20 x 1,5 M 27 x 2 M 27 x 2

200 Nm 300 Nm 300 Nm


205 Nm 205 Nm 205 Nm

RD 314 Height adjustable Aluminium Cast iron

M 27 x 2 M 27 x 2

300 Nm 300 Nm

M 16 8.8 (base) M 16 8.8 (base)

205 Nm 205 Nm


300 Nm M 16 8.8 (base) 205 Nm

RD 315 Height adjustable Aluminium Aluminium

M 24 x 2 M 27 x 2

250 Nm 300 Nm

M 16 8.8 (base) M 16 8.8 (base)

205 Nm 205 Nm

RD 344 Non height adjustable Cast iron M 27 x 2 300 Nm M 16 8.8 (base) 205 Nm


Maintenance of the conical mountings The life expectancy of the rubber elements will be approx. 20 years in ideal circumstances.

Unfortunately ideal circumstances are not feasible, therefore the (working) life expectancy will be approx. 10 years. The life expectancy of the rubber elements is dependent on the environmental circumstances (weather influences, contaminants, etc).

A visual inspection of the conical mountings should be carried out six months after installation and should repeated every year. For better recognition of damages one can use a blunt pin. The use of a screwdriver is not advisable, because of the damage it can cause to the conical mountings.

The use of a natural rubber (NR) compound for the rubber elements means that they are not oil resistant. The occasional occurrence of oil-leaks does not effect the working of the conical mountings, because the oil will only damage the surface of the rubber elements. In case of oil contamination the rubber elements will show some signs of swelling.

To prevent damage caused by oil contamination, the rubber elements can be treated with an oil resistant coating.

When cleaning the engine or the engine room with a solvent cleansing agent, it is advisable to cover up the conical mountings. If the cleansing agent still contaminates the rubber elements, they should be cleaned as follows.

Storage, cleaning and maintenance of the rubber elements should be done in accordance with DIN 7716. The cleaning of the conical mountings should be done with a normal (household) cleansing agent. It is also advisable to use a glycerine-alcohol mixture (1:10). Do not use a solvent cleansing agent.

In cases where it is necessary to replace the rubber insert, we advise to return the complete conical mounting to Rubber Design BV.

If required, the conical mountings can be painted by the customer. Be aware that only the top- and base casting of the conical mounting can be painted. Do not use paint on the rubber element as the rubber element might be contaminated and therefore be damaged.

The central buffer clearance should be examined and reset if necessary after the first week, after three months, and thereafter to fit in with normal maintenance programmes.

Each conical mounting has a serial number for identification which will be used for replacement to deliver a complete new identical product or to replace the insert of the mountings in question with genuine inserts and / or parts.

Serial number Rubberhardness Type of mounting

All deliveries are stored for over 20 years in a database including all relevant data and characteristics.


Weight of the standard conical mountings

Mounting type

Execution

Material

Approximate weight


64,5 kg


59,5 kg

RD 114 Height adjustable Cast iron

62,0 kg


58,0 kg

RD 115 Height adjustable Cast iron 60,5 kg


Cast iron Aluminium

25,5 kg 13,5 kg


Cast iron Aluminium

27,0 kg 14,0 kg


Cast iron Aluminium

25,0 kg 13,0 kg


Cast iron Aluminium

26,5 kg 13,5 kg


Cast iron Aluminium

25,5 kg 13,5 kg


Cast iron Aluminium

27,0 kg 14,0 kg


Aluminium

16,0 kg 8,0 kg

RD 314 Height adjustable Cast iron Aluminium

16,3 kg 8,3 kg

RD 315 Non height adjustable Cast iron Aluminium

15,2 kg 7,2 kg


15,5 kg 7,5 kg

RD 344 Non height adjustable Cast iron Aluminium

15,6 kg 7,6 kg


15,9 kg 7,9 kg


Thermo shock, thermal expansion and creep effect of the conical mountings The typical creep rate of the conical mountings will vary with compound, rubber hardness, dynamic loads and strain. A typical figure for a natural rubber compound in Shore A for loads in between the maximum static load marine application and half that load will be 2% of the static deflection increase per decade. 48 hours after loading, more than half of the total creep figure over 20 years will be achieved. Every temperature exceeding the latest achieved peak temperature will cause a permanent set of the conical mounting of approximately 0,01 mm /C in the range from 20 to 70 C. For instance the first thermal load from surrounding temperature to normal working temperature will cause an extra set of the deflected height next to the normal creep. Every time the mounting temperature is raised to the normal working temperature, no extra set will occur. Once the normal working temperature is exceeded, an extra set will occur again. The permanent set is directly related to the temperature of the rubber element. The typical thermal expansion rate of the conical mounting will be approx. 0,03 mm / C increase in height depending on compound, rubber hardness and strain. The expansion rate is directly related to the temperature of the rubber element. On the next page you will find a sketch with the explanation of the deflections, thermo shock, thermal expansion and extra deflections caused by creep. The numbers correspond with the numbers in the sketch. The values as mentioned are all assumptions. 1) After assembly of the mountings, we will preset the mountings for 4 mm to simplify the installation

of the mountings underneath the diesel engine. 2) After the engine is installed on the mountings, the weight of the diesel engine will be distributed

over the mountings and a deflection of 10 mm is reached. 3) Due to the pre-heating of the diesel engine form 15 C to 35 C and supposed that the mountings

will follow after a period of time to the same level of temperature, the mountings will have a thermo shock over the difference of 20 C. Based on our experience this will be 20 x 0,01 mm = 0,2 mm. This will result in a permanent extra deflection.

4) In the meantime the conical mounting will grow due to the thermal expansion over the same range of 20 C. Based on our experience this will be 20 x 0,03 mm = 0,6 mm.

5) After cool down of the installation, the mountings will follow and the conical mountings become the same height before the pre-heating of the diesel engine. Only the 0,2 mm of the thermo shock remains.

6) Due to the full operation of the engine, the mountings will reach a temperature of lets say 55 C. The thermo shock effect will cause an extra deflection; however, only from 35 C to 55 C !! Based on our experience this will be 20 x 0,01 mm = 0,2 mm. This will again result in a permanent extra deflection.

7) In the meantime the conical mounting will grow due to the thermal expansion over the same range of 40 C. Based on our experience this will be 40 x 0,03 mm = 1,2 mm.

8) After cool down of the installation, the mountings will follow and the conical mountings become the same height before the pre-heating of the diesel engine. Only the 0,2 mm of the thermo shock remains.

9) In the meantime we have an extra deflection caused by creep; this starts already at point 1 and will be after a period of approx. 2 years 1,49 mm. The extra deflection per decade will be 2 % and can be calculated as follows. 6 sec 10,00 mm deflection 60 sec 10,00 x 1,02 10,20 mm deflection 600 sec 10,20x 1,02 10,40 mm deflection

1,9 year 10,00 x 1,02

7 11,49 mm deflection

10) So, when the engine is not running and supposed that the environment temperature is 15 C, the deflection will be 11,90 mm. During running the conical mountings can reach a temperature of 55 C and the deflection will be 10,70 mm due to thermal expansion.


Thermo shock, thermal expansion and creep effect of the conical mountings


Data sheet for loaded height

Unloaded condition Loaded condition

Before measuring the loaded height; please make sure that the internal buffer (spindle) can be turned freely.

As a minimum; please measure or H1 + H2 or H3 + H4

Pos Serial number H1 H2 H3 H4

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18


Minimum dimensions to reject a flexible mounted system

Marine application

Mounting type

Shore A.

Mounting Height H1 (Unloaded)

Tolerance

X-dimension H3 (Unloaded) GGG Alu

Max. Deflection

X-dimension H4 (Loaded)

Mounting height H2 (Loaded)

RD 114

RD 114 RD 114 RD 114 RD 114

45 50 55 60 65

181,0 181,0 181,0 181,0 181,0

+1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5

44,0 44,0 44,0 44,0 44,0

16,0 15,0 15,0 14,0 13,0

28,0 29,0 29,0 30,0 31,0

165,0 * 166,0 * 166,0 * 167,0 * 168,0 *

RD 115

RD 115 RD 115 RD 115 RD 115

45 50 55 60 65

181,0 181,0 181,0 181,0 181,0

+1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5

44,0 44,0 44,0 44,0 44,0

18,0 18,0 18,0 18,0 17,0

26,0 26,0 26,0 26,0 27,0

163,0 * 163,0 * 163,0 * 163,0 * 164,0 *

Stationary application

Mounting type

Shore A.

Mounting Height H1 (Unloaded)

Tolerance

X-dimension H3 (Unloaded) GGG Alu

Max. Deflection

X-dimension H4 (Loaded)

Mounting height H2 (Loaded)

RD 114

RD 114 RD 114 RD 114 RD 114

45 50 55 60 65

181,0 181,0 181,0 181,0 181,0

+1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5

44,0 44,0 44,0 44,0 44,0

18,0 17,0 16,0 16,0 14,0

26,0 27,0 28,0 28,0 30,0

163,0 * 164,0 * 165,0 * 165,0 * 167,0 *

RD 115

RD 115 RD 115 RD 115 RD 115

45 50 55 60 65

181,0 181,0 181,0 181,0 181,0

+1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5 +1,0 / -1,5

44,0 44,0 44,0 44,0 44,0

20,0 20,0 20,0 19,0 18,0

24,0 24,0 24,0 25,0 26,0

161,0 * 161,0 * 161,0 * 162,0 * 163,0 *

* : The mounting height H2 (Loaded) is related to the mounting height H1 (Unloaded) without observing the

Volume I

Documents

Transcript of Volume I