Guascor Siemens SLE Family - F & S (F - SF)

SLE
FAMILY
EDITION 05/2020 F&S
(F/SF)
CHANGES MADE TO EDITION MARCH 2019
CHAPTER 2 – ENGINE TECHNICAL DESCRIPTION
- 2.1 General
IM-F-C-00-003e_A
change index to IM-F-C-00-003e_C
- 2.2 Cooling System
IT-C-A-20-009e_K
change index to IT-C-A-20-009e_L
- 2.3 Lubrication System
IT-C-A-25-002e_J
change index to IT-C-A-25-002e_K
IT-C-A-25-002e_I
change index to IT-C-A-25-002e_J
- 2.5 Intake
IC-C-D-35-001e_E
change index to IC-C-D-35-001e_F
CHAPTER 3 – HANDLING AND STORAGE INSTRUCTIONS
IT-F-A-70-001e_A
change index to IT-F-A-70-001e_B
CHAPTER 4 – OPERATING INSTRUCTIONS
IO-C-M-20-001e_E
change index to IO-C-M-20-001e_F
IO-C-M-25-006e_G
change index to IO-C-M-25-006e_H
CHAPTER 5 – MAINTENANCE INSTRUCTIONS
- 5.1 Maintenance Instructions
IO-F-M-00-016e_B
change index to IO-F-M-00-016e_C
IO-F-M-00-017e_B
IO-F-M-00-018e_B
- 5.2 Description of Maintenance Operations Type E
IO-C-M-25-004e_C
change index to IO-C-M-25-004e_E
IO-C-M-55-001e_A
change index to IO-C-M-55-001e_B
IO-C-M-55-003e New Ip
- 5.3 Description of Maintenance Operations of Auxiliary Equipment

IO-C-M-20-004e has been suppressed
1/1 OPERATION & MAINTENANCE MANUAL SLE FAMILY F&S (REF.: 16.09.201)
Protection class: UNRESTRICTED
SLE family: F & S (F/SF)
Ref.: 16.09.201
05/2020
Protection class: UNRESTRICTED siemens.com/engines

16.09.201 05-2020 GENERAL INDEX
OPERATION & MAINTENANCE MANUAL

SLE: F & S families (F/SF)
O&M_16.09.201_05_2020
CHAPTER 1 – SAFETY FEATURES AND PRECAUTIONS
IC-F-D-60-007e_C Safety precautions for Diesel engines. 1.1
IC-F-D-60-001e_D Compliance with european machine security norms and "CE" mark requirements. 1.11
IC-F-D-00-057e_B Sound pressure level in Diesel engines. 1.19
IO-C-M-00-004e_B Guide to environment-friendly waste management during product maintenance and at end of life. 1.23

2.1. General
IC-F-D-00-055e_C Nameplates and specification plates of Diesel engines 2.1.1
IC-C-D-00-013e_B Identification plate of the power generating set 2.1.5
IC-F-D-00-036e_B General description of SLE Diesel engines 2.1.7
IC-F-D-00-051e_C Diesel engines technical specifications 2.1.11
IC-F-D-00-052e_B Description of SLE line engine components 2.1.15
IC-F-D-00-053e_B Description of SLE IN “V” engine components 2.1.19
IM-F-C-00-003e_C Clearances and wear limits for Diesel engines 2.1.23
IM-F-C-00-002e_A Tightening torques for in line Siemens engines 2.1.29
IM-F-C-00-004e_B Tightening torques for SLE “V” Siemens engines 2.1.31
IM-C-C-00-002e_D Tightening torques for commercial nuts & bolts 2.1.33
IC-C-D-00-025e Units conversion 2.1.37
2.2 Cooling System

IT-C-A-20-003e_C Cooling system for Siemens engines 2.2.1
IT-F-A-20-009e_E Diesel engine cooling systems 2.2.5
IT-C-A-20-008e_I Water preheating 18 and 24 Liters series engines 2.2.13
IT-C-A-20-009e_L Water preheating with electro-pump “V” series engines 2.2.15
IT-F-A-20-025e_D Diesel engines - pressure losses and flowrates 2.2.19
2.3 Lubrication System

IC-C-D-25-004e_D Description of lubrication system for “In-Line” engines 2.3.1
IC-C-D-25-005e_E Description of lubrication system for “V” engines 2.3.7
IT-C-A-25-002e_K Automatic engine oil level controller for engines SLE-F & S / SGE-S & H 2.3.13
IT-C-A-25-009e_M Lube oil level indicator 2.3.17
IC-C-D-25-006e_D Description of a crankcase gas recirculation system 2.3.21
IC-C-D-25-007e_A Open crankcase gas exhaust system description 2.3.27
IT-C-A-25-030e_J Siemens engines submerged oil preheating system 2.3.31
2.4 Fuel System

IC-F-D-30-004e_C Description of the fuel system 2.4.1
IC-F-D-30-002e_A Water separating filters 2.4.7
IT-F-A-30-008e_B Fuel filter water separator SLE-18ST & SLE-24FT, SLE- 24ST engines 2.4.11
IT-F-A-30-009e_B Fuel filter water separator SLE "V" engines 2.4.13
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2.5 Intake
IT-C-A-35-001e_F Ventilation 2.5.1
IC-C-D-35-001e_F Air filters 2.5.5
IC-F-D-35-003e_A Description of marine air filters 2.5.9
2.6 Exhaust
IC-F-D-40-001e_B Description of the exhaust system 2.6.1
2.7 Regulation and Control

IT-F-A-50-012e_B SLE engine speed control system 2.7.1
IC-F-D-50-001e_B Helenos IV electronic speed control 2.7.7
2.8 Starter
IT-C-A-55-001e_L Electric starter 2.8.1
IT-C-A-55-002e_D Pneumatic starting 2.8.5
2.9 Safety and Control

IO-F-M-60-002e_D General Diesel engine instrumentation 2.9.1
IC-F-D-60-004e_B Safety system SLE engines 2.9.5

IT-F-A-70-001e_B Norms for correct handling of Siemens machines 3.1
IO-C-M-00-001e_C Deferred start-up engine inspection and protection 3.5

IO-C-M-15-002e_B Siemens engine barring gear operating instructions 4.1
IO-C-M-20-001e_F Liquid coolant quality and maintenance 4.3
IC-F-D-25-003e_D SIEMENS ENGINES OIL 4000M lube oil for marine Diesel engines 4.11
IC-C-D-30-001e_B Diesel fuel specifications 4.13
IC-F-D-30-005e_A Biodiesel fuel specification 4.19
IC-F-D-30-007e_A Recommendations for the storage of Biodiesel 4.23
IO-F-T-00-001e_A Diesel engine start-up and shutdown 4.25
IC-C-D-40-001e_D Emission units conversion 4.29
IO-C-M-25-006e_H Oil level indicators 4.33
IO-C-M-25-005e_E Automatic oil level controller 4.35
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5.1 Maintenance Instructions
IO-F-M-00-015e_B General maintenance of Diesel engine 5.1.1
IO-F-M-00-006e_G Maintenance of SLE 1500 RPM diesel engines configuration 1 5.1.5
IO-F-M-00-002e_H Maintenance of SLE 1800 RPM diesel engines configuration 1 5.1.13
IO-F-M-00-009e_F Maintenance of SLE propulsion Diesel engines configuration 1 5.1.21
IO-F-M-00-016e_C Maintenance of SLE 1500 RPM diesel engines configuration 2 5.1.29
IO-F-M-00-018e_C Maintenance of SLE propulsion Diesel engines configuration 2 5.1.49
IO-F-M-00-014e_D Maintenance of SLE 1500 RPM biodiesel engines 5.1.59
5.2 Description of Maintenance Operations Type E

IO-F-M-25-001e_A Diesel engines – oil servicing instructions 5.2.1
IO-C-M-25-001e_C Oil sampling procedure 5.2.5
IO-C-M-25-004e_E Engine oil change instructions in SIEMENS engines 5.2.7
IO-C-M-25-002e_A Siemens 18 liters and 24 liters engines centrifugal oil filter maintenance instructions 5.2.11
IO-C-M-25-003e_B Siemens 18, 24, 36, 48 and 56 liters engines centrifugal oil filter maintenance instructions 5.2.13
IO-C-M-25-011e Maintenance of the crankcase Gas recirculation system. 5.2.15
IO-C-M-25-012e_C Cleaning the oil separator filter of the crankcase Gas breather 5.2.19
IO-F-M-30-002e_A Maintenance of fuel filters 5.2.21
IO-F-M-30-001e Maintenance of fuel strainers water separators 5.2.23
IO-C-M-00-006e_C Siemens engine cylinder compression test 5.2.25
IO-F-T-30-001e_B Control of Jet-carriers calibration and spraying (inspection of injectors) 5.2.29
IO-F-T-10-002e_C Valve adjustment in F/SF Diesel engines 5.2.47
IO-C-M-55-001e_B Maintenance of batteries 5.2.53
IO-C-M-55-003e Battery storage 5.2.55
IO-C-M-35-001e_G Air filters. Maintenance 5.2.57
IO-F-M-35-002e Maintenance of marine air filters 5.2.65
IO-C-M-15-001e_C Damper condition monitoring 5.2.69
IO-C-M-20-002e_H Cooling system maintenance 5.2.73
IO-C-M-20-010e_B Maintenance of intercoolers 5.2.79
IO-C-M-60-004e_A Maintenance of pick-ups 5.2.83
IO-C-M-15-003e_B Maintenance of flexible coupling 5.2.85
IO-C-M-45-001e_D Maintenance of turbocharger siemens engines 5.2.89
5.3 Description of Maintenance Operations of Auxiliary Equipment

IO-C-M-20-003e_B User and maintenance manual – electric water pumps. 5.3.1
IO-C-M-20-005e_B User and maintenance manual – standard plate heat exchangers. 5.3.7

CHAPTER 6 – TROUBLESHOOTING
IO-C-T-00-001e_A Siemens Diesel engine diagnosis and troubleshooting 6.1
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Ref.: 16.09.201
Chapter 1 - Safety Features and
Precautions
INDEX Chapter 1
16.09.201 05-2020
SAFETY FEATURES AND PRECAUTIONS

O&M_16.09.201_05_2020
CHAPTER 1 – SAFETY FEATURES AND PRECAUTIONS
IC-F-D-60-007e_C Safety precautions for Diesel engines. 1.1
IC-F-D-60-001e_D Compliance with european machine security norms and "CE" mark requirements. 1.11
IC-F-D-00-057e_B Sound pressure level in Diesel engines. 1.19
IO-C-M-00-004e_B Guide to environment-friendly waste management during product maintenance and at end of life. 1.23
1/1
PRODUCT INFORMATION INDEX DATE
Dep. 1
IC-F-D-60-007e C October 2018
SAFETY PRECAUTIONS FOR DIESEL ENGINES
O&M_16.09.201_05_2020
1. INTRODUCTION
All Siemens engines have been designed in accordance with European Machinery Safety Regulations,
European Directive 2006/42/EC and the harmonised standards UNE EN ISO 12100-1, UNE EN ISO 12100-2,
EN 12601 and EN 60204-1. Accordingly, they are supplied with the EC Declaration of Conformity and «CE»
mark.
The intention has been to supply an intrinsically-safe engine, although the nature of this machine means
potential risks exist for which certain safety precautions must be taken.
The purpose of this information to inform engine users of the safety precautions that should be taken to handle
and operate them correctly.
Engine and especially fuel-powered engine installation must be adapted in all cases to the local regulations.
2. PRIOR COMMENTS
When receiving a Siemens engine, read the safety warnings and instructions. They are always in the engine’s
use and maintenance manual. The manual also includes:
• A technical description of the engine.

• A preventive maintenance manual, in which periodic operations such as controls and verifications,
adjustments and corrective maintenance are described in detail.
Keep this manual in good condition (clean) and always available to operators and engine maintenance
personnel.
Since our engines are easy to maintain, the manual has been simplified.
Every paragraphs is important and must be applied as written during maintenance.
Our service shop web is available for testing and repairs under the best conditions, applying Siemens’
established standards.
The use of original replacement parts guarantees continuous performance during long operation periods. These
parts have been manufactured with the same rigorous quality controls applied to the originals.
3. BODILY PROTECTION
Always use the necessary body, eyes, ears and respiratory system protection. When you work on, or close to,
an engine do not use baggy clothing, wear hanging jewellery and be careful if you have long hair. Always follow
the safety instructions available on the risk assessment at the engine’s location.
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4. EXHAUST FUMES
Internal combustion exhaust gases’ chemical components are toxic and if breathed in may cause injury or
death. All engine installations must have and maintain exhaust pipes to conduct exhaust fumes outside. Any
closed space must have adequate ventilation and a constant outside air supply.
5. ENGINE FUEL
Engine fuels may ignite or explode. They must be drawn to the engine by means of an adequate piping system
free of leaks or seepage and also designed to withstand vibration fractures.
When filling fuel tanks do not smoke or have any open flames close by.
Fuel tanks must be grounded to prevent the accumulation of static electricity.
6. EFFECTIVE FUEL SHUT-OFF
All engine facilities must be equipped with means to completely cut-off usable fuel in emergency situations. The
user is responsible for ensuring that the installation is free from fuel or exhaust gas leaks and that the
installation complies with all regulations.
7. FUEL INJECTORS
Never allow an injector to discharge against your body. High pressure fuel shot out at high pressure penetrates
skin and may cause infection or very serious injury.
8. SAFETY GUARDS
IC engines must be provided with guards to protect persons or structures from rotating or hot parts. The engine
user is responsible for attaching the appropriate guards.
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9. CRANKCASE GASES
All engines are fitted with a crankcase gas vent that relieves the pressure generated by the passage of a
fraction of the combustion gases through the segments (blowby). Make sure the vent pipe is correctly fitted, so
the gases can pass through unobstructed.
10. COOLING SYSTEM PRESSURE CAPS AND CONNECTIONS
Do not remove pressure caps while engine is operating or if water is hot. The cooling system works under
pressure and serious burns may occur from boiling water that gushes out when the cap is removed. Wait until
engine and water have cooled before removing caps from heat exchangers, expansion vessels or the radiator.
Always replace damaged hoses, pipes and flexible connections.
11. GENERATOR SETS
Voltage produced by the generator equipment is dangerous to anyone touching any electric system part while in
operation; severe shock may result from contact. . Make sure the generator set is grounded before operation.
Be extremely careful when the unit or surrounding area is damp or wet. When servicing any part of the electrical
system or making any connections, make sure that the main power switch is off. To clean or provide the
generator with any service, the engine must be off.
Only authorised and skilled personnel should do any electrical assembly or maintenance work. In case an
accident from electrical shock happens, stop the generator set immediately. If it cannot be stopped, remove the
victim from the vicinity of the live line, but without direct contact.
Avoid direct contact with the victim. Use a dry board, rope or another non-conducting item to free the victim. If
unconscious, apply artificial respiration and heart massage and ask for medical help. In the case of heart
fibrillation from an electrical shock, a defibrillator may be useful.
Do not turn on the generator with the current transformer's circuit open. Voltage dangerous for personnel and
equipment may be generated in a current transformer’s open secondary circuit.
If a generator stops because a safety device has turned it off, do not try to start it again until the cause has been
found and repaired.
When the generator set is shut down after operation, disconnect all line switches to all external power and
parallel circuits.
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12. TIDINESS AND CLEANLINESS
Tidiness and cleanliness are essential to a safe work place. An orderly workplace, with clean catwalks and well
organised equipment and tools is easier to work in and plays an important role in accident prevention.
13. ENGINE AND EQUIPMENT, REPAIR AND SERVICE
Always stop engine before cleaning, servicing, or repairing the engine or the driven machine. Set all controls to
the disconnected or stopped position to prevent accidental start-up. If possible, place all controls in the
disconnected position and remove the key. Place a sign on the instrument panel to indicate that the engine is
being serviced. Before starting the engine, make sure all the engine and equipment tools and materials have
been removed.
Correct service and repair are important for safe and reliable engine and driven machine operation. The
procedures recommended by Siemens in this manual are effective ways to service and repair. Some of these
procedures require the use of special tools, which should be used when and as recommended.
Anyone performing a service, repair or installation not recommended by Siemens should first verify he or she
will not endanger his or her safety when using those methods for the service.
14. ENGINE FAN BLADES
• Do not start engine if fan is bent, if a piece is missing or if it has been tampered with or damaged in any way.
• Do not turn on the engine if the fan contacts or hits any engine accessory or the radiator shroud or core.
• Do not try to rebalance the fan. Contact the fan supplier if the fan needs to be rebalanced.
• Make sure all attachment screws are tightened to the engine, vehicle or ship manufacturer’s specified
torque.
• Install the fan so that it is directed facing the radiator.
• Perform all required maintenance on the drive system as described in this manual.
• Do not tamper with or substitute any parts of the engine without the approval of Siemens’ Service
Department. Take special care not to make any changes which might increase the fan's operating speed.
• Install the fan only if the engine is the fan kind. Only Siemens-defined fan propulsion should be installed.
• If the fan or the fan-drive has a plastic or rubber component, only an authorised mechanic should inspect the
fan and its drive after its operation or after it has been subjected to extremely high temperatures (120ºC air
temperature).
• Replace fan if there are signs of excessive corrosion or deterioration.
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• For reversible or adjustable pitch fans, make sure the blades are correctly locked in the proper position prior
to starting the engine. Also inspect the fan before starting the engine to determine if the fan has accumulated
ice or dirt that may cause potential fan imbalance.
• Be sure that all fans, fan drives and belts are properly shielded with guards.
15. TURBOCHARGER
Turbochargers are designed specifically for each application. They operate at high temperatures, therefore
flammable materials must be kept at a safe distance. Before working on the turbochargers, the engine must be
switched off and cooled to room temperature to prevent severe burns.
Keep all outside materials and parts away from the turbocharger’s openings.
16. ENGINE STORAGE CHEMICALS
Engine-protection oils contain a petroleum distillate that may be harmful or deadly if swallowed. Avoid contact
with skin. Vapours are harmful because they cause eye, nose, throat and skin irritation. Use only with adequate
ventilation. Avoid breathing in the vapours. Avoid contact with skin, eyes or clothing. Do not ingest. Keep
container closed and away from heat. Read and follow the “WARNING” labels on the containers. Do no tamper
with the warning labels.
All chemical products will have a safety data sheet (SDS) as stipulated by the European directive REACH.
Follow the safety standards.
In general, protective compounds should not be heated to over 93ºC. In order to reach this temperature the
containers must be placed into a vessel with hot water. The lid should be removed or a hole made in the
container to reduce the danger of explosion. Heating or direct heat is an unnecessary fire risk.
17. FIRE PROTECTION, EVACUATION ROUTES AND EMERGENCY EXITS
Locate fire extinguishers so that they are easily accessible if there is a fire. Inspection and extinguisher refill
records should be kept in case they are needed.
Ask your extinguisher provider or your fire brigade about the engine installation requirements. Well-identified fire
exits are required in every engine facility, according to fire safety rules.
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18. CLEANING SOLVENT
Only use approved cleaning solvents in cleaning operations in well ventilated places; do not breathe in solvent
vapours, because some may be deadly. Keep away from open flames or sparks. Do not use petrol, paint
thinners or other highly volatile fluids for cleaning.
Read and follow the “WARNING” label on the containers. Do no tamper with the warning labels. Cleaning
solvents can cause various skin irritations.
All chemical products will have a safety data sheet (SDS) as stipulated by the European directive REACH.
Follow the safety standards.
19. WELDING EQUIPMENT
A welding cylinder may explode if damaged by falling or being struck and may cause significant damage.
Cylinders must be stored in accordance with manufacturer’s specifications and the safety requirements. When
welding or cutting with acetylene, check valves must be installed between regulators and hoses to prevent
flashback toward the regulators and the tanks. Flashback may cause regulators and tank to explode.
Oily and greasy materials must be kept away from oxygen valves, hoses, etc. Oxygen can cause an explosive
reaction when combined with those materials.
Always use welding masks when welding and cutting, even when visually checking the work. Protective clothing
must be worn. Do not weld or cut near combustible materials. Request authorisation and apply the safety
measures required for any work with heat.
20. EARTHING PRECAUTIONS WHEN WELDING
When using an electrical welder on an engine, clip the ground lead as close to the welding site as possible.
Clipping the earth lead too far from the welding site may result in arcing across the main bearings, causing them
to fuse to the crankshaft.
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21. ELECTRICAL TOOLS
Make sure that the tools are properly earthed. Use eye protection and the other PPEs defined in your
occupational hazard assessment. Do not work in wet or damp conditions. Ensure that the tool is in good
condition and safety guards are in position. Portable electric lamps must also be earthed. Do not carry electric
power tools by the cord. Do not yank the cord when removing from a socket. Grip the plug to remove it from a
socket.
Follow the instructions in your occupational hazard assessment.
22. BATTERIES
Always disconnect the battery earth connection before performing any work on the engine or equipment. This
will prevent sparks or burns when accidentally shorting an electrical connection.
Never expose batteries to open flames or electric sparks. The chemical action of the battery produces hydrogen
gas which is inflammable and explosive. Do not let battery fluid contact skin, eyes, clothes or painted surfaces.
Electrolyte is a sulphuric acid solution, which could cause serious burns or damage equipment. Wear eye
protection when working with batteries.
23. PRECAUTIONS WHEN USING BOOSTER BATTERIES AND CABLES
Do not try to start an engine with an auxiliary battery when the main battery is frozen, because the frozen
battery could break or explode. If you suspect the battery is frozen, before starting, examine all fill vents on the
battery. If there is ice or if the electrolyte fluid cannot be seen, do not attempt to start with jump cables. Charged
or discharged batteries must be handled with care when using auxiliary batteries and cables.
The following procedures will help reduce sparks and explosion risks that always exist when connecting a new
battery to another discharged battery. Disconnect all electrical charges. Remove vent caps and lay a damp cloth
over the open vent well of each battery. Booster batteries must have the same total voltage as the empty
batteries. The positive terminal is identified with the “+” sign, is usually painted red and has a larger diameter
than the negative terminal. The negative terminal is identified with a “-“ sign, and is a natural lead colour.
Battery with Negative Pole to Ground
First:
Connect a bridge cable from the positive terminal of the full battery (the auxiliary one) to the positive terminal of
the empty battery. If there is more than one battery serially or serial-parallel connected, connect the bridge cable
to the positive terminal where the start-up engine cable is connected.
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Second:
Connect other cable bridge from the negative terminal of the full (auxiliary) battery to a good ground in the
engine, NOT to the empty battery. When disconnecting the bridge cables, first disconnect the cable to the
engine’s ground before disconnecting the positive cable.
Battery with Positive Pole to Ground
Perform the same procedure as the one with the battery’s negative grounding, with this exception: the engine
start-up cable must be connected to the negative terminal and the positive terminal is the one to be grounded.
24. COMPRESSED AIR

Compressed air or gases should never be used to clean clothing or your body. A jet of compressed air that
penetrates a very small aperture can pierce the skin and cause severe and very painful injury. Never test the air,
gas or liquid circulation or pressure against your hand. Never joke around with air, gas o liquid hoses. Follow all
applicable regulations on compressed gases. Use protection for your eyes and face.
25. SAFE ACID HANDLING PRACTICES
Certain cast or equipment parts are frequently cleaned with acids.
• Avoid contact with skin, eyes or clothing.

• Descaling must be done away from flames, sparks or other possible sources of ignition.
• Keep acids off concrete floors because they corrode the lime in the concrete. If the solution does spill
onto concrete surfaces, apply an alkaline solution to neutralise it.
• Acids can react with metals to form gases. Generally, acid solutions on lime scale and rust result in the
formation of harmless carbon dioxide. However, when acid comes into contact with aluminium, zinc,
cadmium, tin, sulphur, arsenic or cyanides, very poisonous and explosive gases may be created.
• When descaling with acid in a closed area, install proper ventilation to pull the gases away.
• Always store containers closed, placing them in their normal position.
• Make sure the component or container being cleaned with an acid has no leaks or cracks the solution
could drip out of and reach the equipment’s other side. Fill the other side of the equipment being cleaned
with water with water up to a higher level than the acid-solution.
• Always add the acid to the water, never add water to the acid when mixing the solution.
• Never stir acid solutions with compressed air.
• The application of acid should be followed by thorough rinsing, then neutralisation with an alkaline
solution to remove all acid residues and prevent further action.
• Store acid solutions in acid-proof wooden or synthetic rubber-lined steel containers.
• Check steel equipment to be treated with acid solution for copper or brass fittings or fusible metal plugs. If
possible, dissimilar metals should be removed prior to descaling to prevent electrolytic action which might
interfere with the inhibiting action of acid solution. Do not use acid to descale aluminium parts.
• Use personal protection for your eyes, face and hands when handling acids.
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26. LIFTING AND MOVING EQUIPMENT

- Fabric slings should be used to prevent damage to the equipment if moved suddenly. Their label should
specify their rated elevation capacity.
- Ensure that the slings do not come into contact with sensitive parts of the equipment. Throw out any
deteriorated slings.
- Carefully check all anchor points to ensure that there are no faulty welds, loose screws, etc., that might be
dangerous when lifting the equipment.
- Ensure that the structure has been inspected, is in good condition and can withstand the weight of the
equipment plus another 10% at least. If you are not sure, weigh the equipment before lifting it.
- Balance the equipment as much as possible before lifting it. If necessary, use different length slings.
- Keep all personnel away from the area when the unit is in the air.
- Do not lift the equipment any higher than necessary.
- Only authorised and skilled personnel can use auxiliary lifting equipment (slings, chains, cables, eyebolts,
shackles, hooks, etc.) to mechanically handle the loads.
27. RISK ASSESSMENT

Risks for the entire facility with the engine installed should be assessed in accordance with each country's
regulations. The preventative measures to be used, the operational safety instructions derived from them as
well as the personal protective equipment needed should be included in the risk assessment.
28. PERSONAL PROTECTIVE EQUIPMENT

Review the job's and the section's risk assessment before beginning work.
Use the personal protective equipment described in the risk assessment for the jobs to be done.
Here are some general recommendations:
- Use facial and eye protection to protect yourself from solid, liquid and gas projections.
- Use protection for your hands to protect yourself from mechanical risks, high-low temperature risks,
chemical/biological risks, and electrical risks.
- Use protective footwear to protect yourself from falling objects or blows.
- Always use hearing protection in noisy environments (whenever you're in the machine room with the
engine running).
- Use respiratory protection to protect your lungs in toxic environments (risk of breathing in particulates
and/or vapours).
- Use protection for jobs with the risk of falling from a different level when there is no general protection or it
is insufficient.
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29. LOCK-OUT--TAG-OUT
Use the Lock-out--Tag-out (LOTO) system to guarantee the worker’s full control to make sure that during
adjustment, cleaning, maintenance and/or repair work no other worker can unexpectedly or accidentally connect
it to the power supply while that work is going on.
Using the LOTO system for a power source for a certain piece of equipment may not be enough. Many
machines use several power sources: electrical, pneumatic, hydraulic, etc. In those cases, use LOTO for all of
them.
30. WORKERS IN MACHINE ROOM DURING ENGINE STARTING AND/OR OPERATION

No worker should be next to the engine when it is turned on for the first time, or after a commissioning and/or
maintenance-adjustment intervention. Any poorly executed operation when setting up the engine and its
peripherals or the configuration of its controls can lead to dangerous unpredictable and uncontrollable
situations.
Once the engine has correctly switched on without any incidents detected, two basic safety conditions should be
met at the same time to be next to the engine when it is running:
- There should always be at least two people on hand: one at the controls to activate an emergency stop if
the other person needs it if the machine performs erratically.
- All the engine's standard mechanical and control elements are in operation and have been tested.
31. INTOXICANTS AND NARCOTICS
Anyone drunk or under the influence of narcotics are a danger to themselves and anyone working with them.
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IC-F-D-60-001e D October 2018
COMPLIANCE WITH EUROPEAN MACHINE

SECURITY NORMS AND "CE" MARK REQUIREMENTS
O&M_16.09.201_05_2020
1. INTRODUCTION
This document describes all the engine design and operative features, as well as the adopted technical
solutions, in relation to compliance with the European machine security standards requirements as established
in unified norms UNE EN ISO 12100-1, UNE EN ISO 12100-2, EN 12601 and EN 60204-1, which must be met
in order to issue the Declaration of Conformity with the European Regulations and to use the "CE" mark, all in
accordance with Royal Decree 2006/42.
2. ENGINE DESIGN
The machine security review described in this document applies to gas-oil burning engines manufactured by
Siemens.
These have been designed as a DIESEL version intended for use in Heavy Duty applications. It has undergone
technical design audits by renowned certification agencies like Lloyd’s Register, Bureau Veritas, Germanischer
Lloyd’s, Rina, Det Norske Veritas, Helenic Register of Shipping, and others, for approval in marine applications,
and was awarded the ‘TYPE APPROVAL' certificate that guarantees the suitability of the basic engineering
design.
In designing and manufacturing the engines, Siemens follows risk suppression or reduction criteria,
implementing adequate solutions and adopting the necessary protective measures when it is not possible to
eliminate these risks. In this event, Siemens informs users of any residual hazards, advising them that they
must have specific training and when using personal protective equipment is necessary.
Similarly, in designing and manufacturing the machine as well as in writing the product information, Siemens
bears in mind not only normal use, but also any reasonably expectable use of the machine.
3. ENGINE ROOM
The engine room or the surroundings of the engine cannot be considered danger zones under the prevailing
regulations, since running the engine will under no circumstances give rise to the release of solids, liquids or
heat which could affect the operators' safety.
However, given that the engine operation does not require for service or control for anybody to be very close to
it, operators should remain an adequate safety distance away to prevent the effects of any fatal, unforeseeable
failure, if it were to occur.
Any necessary setting or tuning (valve timing, oil and water level control, etc.) are completed with the engine off.
Any adjustments and inspections that must be done with the motor running should be carried out by qualified
personnel according to the established procedures, without putting any of the operators in harm's way.
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4. RISK ANALYSIS
When designing the engines, a number of technical measures or solutions were adopted to intrinsically avoid
engine operation-specific hazards.
Nevertheless, due to the very conception and operation of the machine, there are still several unavoidable,
though limited, hazards representing a risk for the operator.
This section reviews the design solutions implemented to overcome those possible machine-specific risks.
Siemens shall not be liable for any injury or damage arising from any use of the engine other than those
described in the instruction manual. Operating the engine beyond its nominal conditions (e.g. in terms of power,
ignition advance, mixture strength - carburation, etc.) can have serious consequences for the user or even put
the user's life at risk and cause extensive property damage.
4.1. MATERIALS AND PRODUCTS
The materials and products used for the construction and operation of the machine do not give rise to any
health or safety hazard as long as operators follow the user instructions and current regulations.
4.2. EQUIPMENT DRIVES
The drive systems are safe and reliable, with clearly identified and visible controls, including adequate alarms as
well as normal and emergency stop devices.
4.3. MECHANICAL HAZARDS
The equipment supplied has been designed and built to offer sufficient stability under the foreseen operating
conditions. The engine’s parts are designed to withstand in-service operating conditions adequately. Product
information sheets specify the necessary safety inspection and maintenance schedules.
We design and manufacture the moving parts of the engine to prevent risks. They incorporate guards or
protective systems to prevent any physical contact that would cause injury or accident. Driving components
(pulleys, belts, gears, etc.) have covers that can be fixed or movable depending on the frequency of servicing
tasks. All protective devices are solid and resistant.
4.4. ELECTRICAL HAZARDS
The engines’ design, construction and equipment prevent or ensure possible prevention of all electrical hazards.
Please refer to 'Electrical Installation' section. There are also systems to discharge electrostatic charges.
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4.5. FIRE, EXPLOSION AND HIGH TEMPERATURE HAZARDS
Measures have been implemented to prevent the risk of injury from high temperature parts or materials through
direct or remote contact. The risks associated with the discharge of hot materials have also been studied. In
addition, any risk of fire or overheating caused by the engine has also been avoided.
Various types of fluids with varying properties circulate through the engine at varying temperatures.
4.5.1. COOLING WATER
By design, all the connections in the water circuit are fitted with mechanical seals and/or bushed systems with
ethylene propylene O-rings, suitable for the high temperature of the engine coolant in the main system (120 ºC)
and in the auxiliary circuit (90 ºC). No rubber couplings are used.
4.5.2. LUBRICATING OIL
The oil circuit has been designed fully integrated into the engine so that the only outgoing pipes are those to and
from the oil cooler. All pipes are sealed with mechanical seals or bushing seals with Viton O-rings, avoiding the
use of rubber couplings at all times.
4.5.3. SUPERCHARING
The supercharging circuit (downstream of the turbocharger) has been designed with mechanical seals between
parts with Viton O-ring seals. Rubber and other material-made sleeves were not used.
4.5.4. MANIFOLDS AND EXHAUST PIPE
To limit the risk of leaks, the engine exhaust manifolds are mechanically sealed with special metal-reinforced
joints.
The exhaust manifolds are cooled to protect operators from any possible accidental contact. This means that
the exterior of the exhaust manifold is covered with engine water circulating outside and around the exhaust
manifold, so the temperature of the exhaust manifold surface, otherwise 400 – 500º C, falls to the coolant
temperature levels, 80 - 90º C.
In addition, the casing of the turbocompressor turbine (exhaust side) is also at exhaust temperatures. In this
case, as the turbocompressors are not cooled, the risk is mitigated by a thermal insulation blanket or covering
that limits the temperature on its surface to less than 90º C. This solution also applies where the engine
application requires the use of hot (uncooled) exhaust manifolds.
In the same way, the exhaust pipe is protected up to the connection flange on the hose to connect to the
engine’s exhaust pipe. The installation project shall provide for the protection of the exhaust. When the
installation is supplied, we check for possible contact with this pipe and, where appropriate or for exhaust heat
recovery if desired, we protect the pipe with a stainless steel lined heat-insulating blanket.
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4.6. VIBRATION
Engine vibrations do not affect operator safety, although they could be transmitted through the engine mounting
to other machines or buildings, resulting in a nuisance for those nearby. Engines for applications where
structure-borne vibrations are likely to occur will be isolated from their support by means of elastic vibration
absorbers.
We also use flexible elements to connect all the utilities (water, fuel, oil, etc.) to the outside of the engine.
4.7. NOISE
Engines naturally make noise and that is generally inevitable although for the design to be approved it must stay
under a reasonable operating noise level when necessary means of protection are used.
Ear protection is necessary for all the people in the engine room when the engines are running. At the entrance
to the engine room, there must be a clear and visible warning that operators are required to wear ear protection.
The type of protection is not specified, as any approved personal protective equipment available on the market
is deemed suitable.
As regards noise outside the engine room (environmental noise pollution), adequate exhaust silencers must be
and are installed in all cases to meet the local or environmental rules and regulations in force where the engines
are installed.
4.8. ELECTRICAL INSTALLATION
The engine’s electrical installation consists of one terminal box for the connection of 24 V DC and 220 V, 400 V,
480 V, etc., devices, including sensors, contacts, etc. This terminal box and the wiring for these devices comply
with the low voltage wiring regulations and Directive 73/23/EEC as amended by Directive 93/68/EEC. There is a
switch on the front of the box to immediate stop the engine in an emergency.
4.9. CRANKCASE GASES
Because it is impossible to have the combustion chamber completely sealed, combustion gases always
accumulate in the crankcase and can mean oil splashes outside due to excess pressure in the crankcase. To
prevent this from occurring, all the engines come complete with an oil sump gas ventilator to vent those gases,
which are fed back after filtering into the engine intake system for environmental protection reasons.
4.10. EXHAUST FUMES
The emission of exhaust fumes is intrinsic to the engine function and as such inevitable. There are clear and
specific instructions for installing exhaust gas pipes to eliminate the risk of emissions in the engine room.
Those instructions specify the requisites for the exhaust piping conditions, how to calculate the pipe diameters,
norms for fitting expansion joints, etc.
4.11. MAINTENANCE
Maintenance should be done with the machine switched off. The maintenance, adjustment, lubrication and
upkeep points should be outside of danger zones. Operators can work safely and easily, and the reasons for
their intervention are limited.
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4.12. INSTRUCTIONS
The product information necessary to use the equipment is clear, concise and easy to understand. The
equipment has alarm systems that report any malfunction of the machine and warn exposed persons of any
possible risks. The equipment has warning devices (alarm clocks, control panels, etc.). There are warning signs
in case of persistent not obvious potential risks which consist of pictograms everyone can understand.
All engines are delivered with a minimum of safety devices and operational controls, and although their primary
function may not be to protect operators, they do protect them indirectly by preventing malfunctions or
inadequate operation.
The following information is legibly and indelibly available on each machine: nameplate (manufacturer's name
and address, model, serial number, year of manufacture, power, fuel type and pressure requirements), and
specific “CE” mark tag. In addition, the product information sheet contains all the necessary instructions for safe
operation of the machine.
The non-moving parts of the engine are fitted with strong lugs for safe handling of the engine using conventional
lifting equipment. Additionally, the product information sheet clearly states the engine weights needed to
arrange for their adequate transport.
4.13. INSTALLATION, OPERATION AND MAINTENANCE INSTRUCTION MANUALS
Each machine has its own instruction manual containing a reminder of the data required for the marking, except
the serial number, as well as the instructions for easy maintenance, conditions in intended use, instructions for
safe commissioning, operation, handling (including information about the machine’s weight), installation,
assembly, disassembly, adjustment, maintenance (preventive and corrective), and counter-indications.
Siemens has drawn up an instruction manual in Spanish, English, French, German and Italian. This manual
should be kept close to the machine when put into service. The mechanic's handbook, intended for specialist
staff who report to the manufacturer, is available in English and Spanish. According to the regulations in force,
in order to use the CE mark, the engine instruction manuals must be available in the official language of the
member state where the engine is installed. These regulations are met by translating the Installation, Operation
and Maintenance Instruction Manuals as our engines are sold in the different countries of the European Union.
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The instruction manuals include all the necessary drawings and diagrams to start up the machine, test its
correct operation, maintain and inspect the machine and make any repairs if needed in addition to other relevant
recommendations, especially related to safety issues. Siemens has prepared the following manuals in
compliance with the Machinery Safety Directive:
- Installation Manual (installation and start-up).

- Operation and Maintenance Manual (maintenance, inspection, safety and correct operation testing).
- Spare Parts Manual (list of spare parts for the equipment).
- Mechanic's Manual (specialist inspection and repair of the equipment).
Catalogues and other documents used as an introduction to the machine are consistent with the instruction
manuals as regards safety. The Installation Manual provides assembly and installation recommendations to
reduce noise and vibration (dampers, foundation, etc.). This information on the airborne noise emitted by the
machine appear in the Instruction Manuals.
Engines are installed according to a specific installation manual for each application. This manual contains:
- Diagram of the overall dimensions of the engine.

- Engine peripherals drawing (includes information for installing all the necessary peripherals for engine
operation - water, oil, fuel, exhaust, etc.).
- Specific installation instructions for each peripheral.
- Specific instructions for engine complements or optional and additional devices (not mandatory).
The operation and maintenance manuals for each engine are written so the operator has readily available
information:
- To identify the machine and its components.

- Specific adjustment and preparation instructions for correct servicing.
- Operating instructions.
- Maintenance instructions: (frequency of maintenance). Very important as a direct safety element to
ensure proper engine condition and operation.
5. SAFEGUARDING AGAINST MALFUNCTION

The monitoring and safety systems that verify the engine operating condition by measuring its major parameters
activate PREVENTIVE warning signals when actual values exceed the predetermined set points or immediately
STOP THE ENGINE if the alarm threshold is reached.
In any event, should there be any potential monitoring system failure, all engines are fitted with a
communication and junction box connected to the electric control panels. This box, placed ON THE ENGINE,
includes an EMERGENCY STOP SWITCH for the deliberate and immediate stoppage of the engine.
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6. TRANSPORT
The non-moving parts of the engine are fitted with strong lugs for safe handling of the engine using conventional
lifting equipment.
Additionally, the product information sheet clearly states the engine weights needed to arrange for their
adequate transport.
7. SAFETY PRECAUTIONS
In addition, the injection pumps (mechanical controller) have a STOP lever to stop the engine.
Because Vee engines have two injection pumps, both STOP levers must be used at the same time.
The engine operation and maintenance documentation includes Product Information Sheet IC-F-D-60-007e on
the safety measures applicable to SIEMENS DIESEL engines. It specifies all the preventive actions to operate
our engines and their environment.
8. CONCLUSION
The above review allows us to conclude that Siemens engines have been designed in full awareness of and
in compliance with the machinery safety regulations requirements, as specified in Directive 2006/42/EC
and the harmonised standards UNE EN ISO 12100-1, UNE EN ISO 12100-2, EN 12601 AND EN 60204-1.
Consequently, it can issue the relevant Declaration of Conformity and use the "CE" mark that certifies it.
All the certificates that support the statements and conclusions in this report have been documented and
submitted to an external audit.
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IC-F-D-00-057e B September 2017
SOUND PRESSURE LEVEL IN DIESEL ENGINES
O&M_16.09.201_05_2020
1. INTRODUCTION
This sheet informs the noise level in Siemens Diesel engines.
2. NOISE EMISSION - 1200 RPM

The following table includes the sound pressure level distributed in octave frequency bands and the total
sound pressure level, when the engine is working at 1200 rpm and 100% of power in a continuous way.
ENGINE 180 240 360 480
125 -- -- 66 69
LpA IN FREQUENCY
250 70 63 78 74
BANDS (Hz)
500 87 89 85 85
1000 92 89 90 91
2000 90 88 90 91
4000 87 86 84 86
LpA, ∑ dB(A) 95 94 94 95
- Sound power levels are calculated using ISO 9614-2.

- Sound pressure levels are measured at 1m from the engine and calculated according to
UNE-EN ISO-11203:1996. For another distance calculate according to:
Lw = Lp + 10log (Smed)
Where: Lw is the sound power level, which doesn’t change with distances
Lp is the sound pressure level at r distance
Smed is the measure surface
- The uncertainty of the results corresponds to 3 class determinations, with a maximum standard deviation,
±
σ = 4 dB(A).
Acoustic definitions:
Decibel: logarithmical unit that relates an energetical magnitude with another similar magnitude, which is
accepted as a reference.
Sound power: energy that a sound source gives to the surrounding atmosphere, in a time unit.
Sound pressure: atmospheric pressure variations at one point, produced by the propagation of a sound wave.
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ENGINE 180 240 360 480
125 70 73 74 72
LpA IN FREQUENCY
250 79 82 83 80
BANDS (Hz)
500 89 88 89 88
1000 92 90 90 93
2000 91 89 90 94
4000 87 87 85 88
LpA, ∑ dB(A) 96 95 96 98

±
σ = 4 dB(A).
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ENGINE 180 240 360 480
125 -- 78 74 74
LpA IN FREQUENCY
250 75 86 84 88
BANDS (Hz)
500 92 94 93 92
1000 97 96 93 97
2000 96 97 92 96
4000 93 94 87 90
LpA, ∑ dB(A) 101 102 98 101

±
σ = 4 dB(A).
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IO-C-M-00-004e B October 2017
GUIDE TO ENVIRONMENT-FRIENDLY WASTE MANAGEMENT

DURING PRODUCT MAINTENANCE AND AT END OF LIFE
O&M_16.09.201_05_2020
1. INTRODUCTION
Waste generated during the maintenance of Siemens equipment, or at the end of their useful life, demands
environmentally correct management. This guide establishes adequate environment-friendly waste
management procedures that aim at keeping the environmental impact as low as possible and at boosting
waste recycling and valorisation processes.
It is thus essential to disassemble, handle and manage the parts, components and waste removed from
Siemens machines according to the waste management procedures that legislation prevailing at the
equipment’s operating site might provide from time to time.
Most components of the machines are ferrous and non-ferrous materials (scrap) that are usable as raw
materials in the iron and steel industry. All other non-reusable waste products will be disposed of to landfill sites.
When performing the a.m. disassembling, removal and handling operations, it is necessary to bear in mind the
impact they may have on the environment, including but not limited to contamination resulting from inadequate
arrangement of stored supplies or from ground pollution at the place where said operations are carried on.
The environmental impact that improper handling of waste products may cause further originates in machines
containing hazardous substances that must be considered throughout the operations said machines undergo.
2. DECONTAMINATION AND DISASSEMBLY
Maintenance staff shall decontaminate the machine, stripping it of all the parts that contain hazardous
substances and are classified as hazardous waste (see further below). Only if it is planned to reuse the
complete engine block is it admissible to keep it lubricated, omitting to extract oil.
The area assigned to decontamination operations shall comprise pollution prevention systems against
accidental spillage while handling the machines (sealed collection boxes) and (whenever possible) grease
separation and settling systems. Likewise, provisions shall be made to store decontamination process waste
under cover and separately in adequate containers, such as containers for batteries or sealed tanks for each
type of liquid waste (fuels, oils, coolants, etc.). Those tanks must have individual retention basins per type of
waste, or similar systems to ensure possible overflow containment.
All collected dangerous waste shall be forwarded, separately and subject to prior acceptance, to authorised
hazardous waste managers.
Decontaminated machines, which thus rank as NON-HAZARDOUS WASTE, shall undergo the following
process: disassembly and sorting of components and special waste products capable of reuse or recycling. This
type of waste includes metallic components that contain copper, aluminium and magnesium, electric parts and
plastic items.
It will thus be necessary to do the following: remove the battery as soon as possible, extract fuel and all other
fluids, materials and components classified as hazardous waste, discharging them into their respective, properly
tagged containers. Draining all the fluids must be carried on in the appropriate manner to minimise hazardous
waste generation at subsequent pressing and fragmentation processes and to make recycling easier. The fluid
removal means (funnels, drums, pumps, etc.) shall be assigned to one single duty exclusively and be duly
identified and tagged to prevent using them for other duties. For instance, gas oil extracting means shall differ
from lube oil draining equipment.
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3. STAFF TRAINING
Operators in charge of decontamination and disassembly shall receive adequate information and training to
ensure they qualify to do the jobs involved. Besides maintenance of the equipment to prevent contamination in
the event of accidental spillage or leakage, training shall cover safety procedures in relation to: (i) the storage
and labelling of hazardous chemicals (pollutant, inflammable, toxic, harmful, etc.); (ii) pouring inflammable
liquids into other containers; (iii) manual handling of loads (carrying and lifting); (iv) correct use of personal
protective equipment; and (v) correct use of extinguishers and fire-fighting systems.
4. DECONTAMINATION, WASTE PROCESSING AND MANAGEMENT METHODS

Another important issue refers to the choice of the waste products’ final destination. As is the case for any other
type of waste, this selection shall comply with the established hierarchical process structure:
1. Reduce, whenever possible, the amount of waste through good operating practices. That will avoid spillage,
leakage, etc., which in turn will result in less soaked cloths, contaminated absorbent products, etc.
2. Recycle. Where reuse is not feasible, it will be necessary to look for processing methods enabling to re-
incorporate the waste products into the production chain (scrap, retreading of tyres, etc.).
3. Valorise. If no other use is possible, energetic valorisation may be an option.
4. Dump. The portion of waste for dumping shall always be the lowest possible.
4.1. HAZARDOUS WASTE
Fuels, motor oils, coolants and antifreeze products, batteries, oil filters and fuel filters are items classified as
hazardous waste, which can be present in the machines at the end of their useful life and must be removed
during the decontamination phase.
There are various methods available to remove and extract fluids from the machines: gravity draining, pumping
out, etc. The simplest method consists in suction pumping any waste fluid.
To do so, open the fluid containing tank or cavity and install the fluid recovery unit in the adequate position.
You must obligatorily use one such unit per type of fluid. Make sure it is properly identified and tagged to
prevent cross contamination of the different fluids to be drained. It is advisable for you to use a unit fitted with a
large funnel and telescopic pipe or another similar vertically adjustable system.
Pumping with a pneumatic pump will be the method for discharging waste fluid from the recovery unit tank to the
storage vessel or container pending collection by the authorised waste manager. As an alternative to the a.m.
mobile recovery unit, it is possible to use a funnel, connecting it to a drum through a hose.
4.1.1. RECOMMENDED HANDLING METHODS
Lead-Acid Battery. Selective disposal of batteries implies eliminating such contaminants as sulphuric acid and
lead from the fragmentation waste products and recovering such materials as metals and plastic. Batteries are
classified as corrosive. Decontamination: Remove the battery from its housing; cut the connection wires if the
terminals are rusty and hard to detach. Check for leaks. Always make sure you have a battery acid neutraliser
(e.g. sodium bicarbonate) within reach and ready for use in case of spill.
Fuels: They include petrols, gas oil and ethanol that are classified as inflammable and harmful.
Decontamination: Empty the fuel tank. Pour waste fuel or non-reusable fuel into adequate and properly tagged
tanks or vessels. Store them separately and forward them separately to the authorised waste manager.
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Used motor oils: These fluids pollute soils; they are leaching-toxic to surface and underground waters.
Therefore, correct management is essential to avoid transferring contamination to the receiving environments.
Motor oils are classified as toxic and hazardous in addition to inflammable. Toxic additives are present in their
composition and they can be spoiled and contaminated by combustion by-products or materials they have been
in contact with. Decontamination: Open and remove the filling plugs and crankcase drain caps allowing oil to
flow by gravity or pumping. Instead of an Oil Recovery unit, you may use a funnel connected to a container
through a hose, complete with an antidrip tray.
Whenever possible, before removing motor oil, it is best to operate the engine for a certain time; this will
improve draining, especially in case of low ambient temperature.
Antifreeze. Coolants for the engine cooling system consist of a water and antifreeze mixture. Antifreeze
products generally are glycols or similar polyalcohols (ethylene glycol or propylene glycol). They are classified
as toxic products. Decontamination: Visually inspect antifreeze to determine whether it is reusable or it is waste
fluid. Install the available collecting system appropriately. Release or cut the sleeves to enable complete
draining of the engine cooling circuit. This will be easier if you open the filling plug and drain caps. Waste
antifreeze is recyclable for marketing again, either through an authorised waste manager or at the operating site
itself, using the distillation, filtration, ultrafiltration or ion exchange techniques.
Used oil filter. Decontamination: The most efficient method for removing oil from the filter consists in taking off
and emptying the filter, allowing oil to drain on the funnel of the collecting system or on a drip pan, before
squeezing the filter to facilitate draining. An alternative procedure consists in carefully drilling the filter cap with
an adequate (spark resistant) tool and setting it (with the hole downwards) on a collecting vessel or drip pan for
24 hours at least. Store the filter in an ad hoc container until you can forward it to the authorised waste
manager.
Fuel filter. Decontamination: The most efficient method for removing fuel from the filter consists in taking off
and emptying the filter, allowing fuel to drain on the funnel of the collecting system or on a drip pan, before
squeezing the filter to drain fuel completely. An alternative procedure consists in removing the filter, carefully
drilling the filter cap with an adequate (spark resistant) tool and setting it upside down, with the hole downwards,
on a collecting vessel (drip pan, funnel, etc.) for 24 hours at least. Store the filter in an ad hoc container until you
can forward it to the authorised waste manager.
Asbestos. Asbestos is classified as a toxic and hazardous (carcinogenic) substance. Presently, there is a ban
put on its marketing and use. Siemens machines are free from asbestos.
Decontamination process waste and handling waste. Management of hazardous waste resulting from the
decontamination process shall conform to the following. Absorbent products: Keep the absorbent products used
to collect spills and leaks in adequate containers until you can forward them to the relevant waste manager.
Empties: Non-reclaimable empty drums that contained hazardous substances shall be forwarded to the
authorised manager. Contaminated rags: put them in an ad hoc container and forward them to the authorised
waste manager.
4.2. NON-HAZARDOUS WASTE

Remove all reusable parts and components from the machine, as well as any items that can be disassembled
and recycled through scrap reclamation.
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5. WASTE MANAGEMENT
Effective management of the Hazardous Waste Products deriving from machine maintenance and end of life
starts with appropriate packaging, labelling and storage at the operating site.
The producers of hazardous waste are under an obligation to refrain from pouring waste liquids into sewer
systems, septic tanks, etc., as well as to use different methods and systems for collecting and processing each
type of waste in order to avoid cross contamination, and to avoid mixing different classes of waste.
Packaging of Hazardous Waste. The containers and their seals shall be so designed and developed as to
prevent leakage whatsoever. They shall be made of materials resistant to the type of waste they are to hold.
Those constructional materials shall not be prone to hazardous combinations with the waste products.
Labelling of Hazardous Waste. Containers or packagings shall bear a firmly secured, clear, readable and
indelible label stating the waste identification code, nature of waste intrinsic hazards, name and address and
phone number of the owners of the waste products, date packed.
WASTE OIL
Waste identification code:
T
Q7//R1//L8//C51//H5/6//A241//B0019
CER: 13 02 05
Details of the owners of waste
Name:
Address:
Telephone nr.:
POISON
Date packed:
Hazardous Waste Waste Identification Code CER Pictogram

Used oil Q7 //R_//L8//C51//H5/6//A935/B0019 130205 Toxic – T
Antifreeze Q7 //D-R_//L20//C51//H6//A935/B9711 160114 Toxic – T
Lead-acid batteries Q6 //R_//S37//C18/23//H8//A935/B0019 160601 Corrosive – C
Flammable - F
Gas oil Q7 //R_//L9//C51//H38//A935/B9711 130701
Harmful – Xn
Flammable - F
Ethanol Q8 //R13 //L9//C51//H3A//A870/B0019 130703
Toxic – T
Oil filters Q6 //R_//S35//C51//H5//A935/B9711 160107 Harmful – Xn
Contaminated cloths and

Q5 //D_//S40//C51//H5//A935/B9711 150202 Harmful –Xn
absorbent products
Fuel filters Q6 //D_//S35//C51//H5//A935/B9711 160121 Harmful –Xn
Contaminated metal containers Q5 //R_//S36//C41//H5//A935/B9711 150110 Harmful –Xn
Contaminated plastic
Q5 //D-R_//S36//C41/51//H5//A935/B9711 150110 Harmful –Xn
containers
1.26 4/5
Dep. 2

O&M_16.09.201_05_2020
Hazardous Waste Register. Every company that produces hazardous waste shall keep a Register in such
conditions as the prevailing legislation provides.
Storage of Hazardous Waste. Waste liquids shall be stored in individual and separate tanks or containers, by
type of waste. Those containers, properly closed and tagged, shall be stored in a sheltered area, on an
impermeable surface. Applicable legislation defines the storage conditions.
Transport and disposal. Before forwarding hazardous waste products resulting from the decontamination
process to the authorised waste manager, it is necessary to verify that the selected carriers can take charge of
waste transport to the manager’s premises, being duly authorised to do so and that the waste manager has the
necessary permits to process the specific waste products to be disposed of.
1.27 5/5
1.28
Ref.: 16.09.201
Chapter 2 - Engine Technical Description

INDEX Chapter 2
16.09.201 05-2020
ENGINE TECHNICAL DESCRIPTION

O&M_16.09.201_05_2020

2.1. General
IC-F-D-00-055e_C Nameplates and specification plates of Diesel engines 2.1.1
IC-C-D-00-013e_B Identification plate of the power generating set 2.1.5
IC-F-D-00-036e_B General description of SLE Diesel engines 2.1.7
IC-F-D-00-051e_C Diesel engines technical specifications 2.1.11
IC-F-D-00-052e_B Description of SLE line engine components 2.1.15
IC-F-D-00-053e_B Description of SLE IN “V” engine components 2.1.19
IM-F-C-00-003e_C Clearances and wear limits for Diesel engines 2.1.23
IM-F-C-00-002e_A Tightening torques for in line Siemens engines 2.1.29
IM-F-C-00-004e_B Tightening torques for SLE “V” Siemens engines 2.1.31
IM-C-C-00-002e_D Tightening torques for commercial nuts & bolts 2.1.33
IC-C-D-00-025e Units conversion 2.1.37
2.2 Cooling System

IT-C-A-20-003e_C Cooling system for Siemens engines 2.2.1
IT-F-A-20-009e_E Diesel engine cooling systems 2.2.5
IT-C-A-20-008e_I Water preheating 18 and 24 Liters series engines 2.2.13
IT-C-A-20-009e_L Water preheating with electro-pump “V” series engines 2.2.15
IT-F-A-20-025e_D Diesel engines - pressure losses and flowrates 2.2.19
2.3 Lubrication System

IC-C-D-25-004e_D Description of lubrication system for “In-Line” engines 2.3.1
IC-C-D-25-005e_E Description of lubrication system for “V” engines 2.3.7
IT-C-A-25-002e_K Automatic engine oil level controller for engines SLE-F & S / SGE-S & H 2.3.13
IT-C-A-25-009e_M Lube oil level indicator 2.3.17
IC-C-D-25-006e_D Description of a crankcase gas recirculation system 2.3.21
IC-C-D-25-007e_A Open crankcase gas exhaust system description 2.3.27
IT-C-A-25-030e_J Siemens engines submerged oil preheating system 2.3.31
2.4 Fuel System

IC-F-D-30-004e_C Description of the fuel system 2.4.1
IC-F-D-30-002e_A Water separating filters 2.4.7
IT-F-A-30-008e_B Fuel filter water separator SLE-18ST & SLE-24FT, SLE- 24ST engines 2.4.11
IT-F-A-30-009e_B Fuel filter water separator SLE "V" engines 2.4.13
2.5 Intake
IT-C-A-35-001e_F Ventilation 2.5.1
IC-C-D-35-001e_F Air filters 2.5.5
IC-F-D-35-003e_A Description of marine air filters 2.5.9
2.6 Exhaust
IC-F-D-40-001e_B Description of the exhaust system 2.6.1
1/2
INDEX Chapter 2
16.09.201 05-2020
ENGINE TECHNICAL DESCRIPTION

O&M_16.09.201_05_2020
2.7 Regulation and Control

IT-F-A-50-012e_B SLE engine speed control system 2.7.1
IC-F-D-50-001e_B Helenos IV electronic speed control 2.7.7
2.8 Starter
IT-C-A-55-001e_L Electric starter 2.8.1
IT-C-A-55-002e_D Pneumatic starting 2.8.5
2.9 Safety and Control

IO-F-M-60-002e_D General Diesel engine instrumentation 2.9.1
IC-F-D-60-004e_B Safety system SLE engines 2.9.5
2/2
Dep. 1
IC-F-D-00-055e C September 2017
NAMEPLATES AND SPECIFICATION PLATES OF

DIESEL ENGINES
O&M_16.09.201_05_2020
1. ENGINE NAMEPLATE
The engine nameplate aims to provide engine specific identification data that will enable:
 Determining the engine constructional design,

 Defining its rated power and nominal working conditions, and
 Ensuring traceability throughout the manufacturer's process and quality system.
It includes the following data: serial number, type and version of the engine as well as its rated power and date
of construction.
On SLE 18 and 24 liters in-line engines, the nameplate is located on the crankcase, on the external right-hand
side seen from the flywheel, whereas it is affixed onto the crankcase's front left-hand side, seen from the
vibration damper, for SLE 36 and 48 liters engines.
(On every request for information or spare parts to Siemens, please quote the engine identification data or serial
number.)
MT-90
Digital Tachometer
3 4 100
5 80
2 60 110
6
1
bar 7 40 120
0 °C
MODELO
FECHA
Fig. 1 - Identification plate location Fig. 2 - Identification plate location

SLE 18 and 24 liters engines SLE 36 and 48 liters engines
Fig. 3 - Engine Identification Plate
2.1.1 1/3
Dep. 1

DIESEL ENGINES
O&M_16.09.201_05_2020
2. SPECIFICATION PLATE
The aim of this specification plate is to provide essential engine operating data readily available on the engine
under all circumstances, in order to ensure a safe use of the engine.
Those data are: the engine firing order and the pump order of injection.
On SLE 18 and 24 liters in-line engines, the specification plate is located on the crankcase, on the external
right-hand side seen from the flywheel, whereas it is affixed onto the crankcase's front left-hand side, seen from
the vibration damper, for SLE 36 and 48 liters (See Fig. 7.)
MT-90
Digital Tachometer
3 4 80 100
5
2 60 110
6
1
bar 7 40 120
0 °C
1 1
8 7 6 5 4 3 2 1
8 7 6 5 4 3 2 1
Fig. 4 - Characteristics plate location SLE 18 & 24 liters engines
Fig. 5 y 6 - Characteristics Plate SLE 18 & 24 Engines
2.1.2 2/3
Dep. 1

DIESEL ENGINES
O&M_16.09.201_05_2020
1 1
A 1 2 3 4 5 6
1 2 3 4 5 6
7 8 9 10 11 12
B 1 2 3 4 5 6
Fig. 7 - Characteristics plate location SLE 36 & 48 liters engines
Fig. 8 y 9 - Characteristics Plate SLE 36 & 48 liters Engines
2.1.3 3/3
2.1.4
Dep. 1
IC-C-D-00-013e B February 2019
IDENTIFICATION PLATE OF THE POWER GENERATING SET
O&M_16.09.201_05_2020
1. IDENTIFICATION PLATE OF THE POWER GENERATING SET

The identification plate of the power generating set has the purpose to give a unique reference for the group
identification, this reference almost to:
- Explain the version of the built power generating set
- Indicate the power and the raring of its rated service
- Assure the tracking in the production and quality system of the company
The details that are compiled are:
Serial number, manufacturing year, rated power, power factor, altitude and maximum temperature of the
installation without necessarily derating power, frequency, strain and rated intensity, weight and kinds of
operations.
The identification plate is set over the power generating support.
m
C°
Hz
V
A
kg
MADE IN SPAIN
IDENTIFICATION PLATE
PLACA IDENTIFICACION BANCADA
BEDPLATE
Fig. 1 – nameplate location, plan review
Fig. 2 – Generating set nameplate
2.1.5 1/1
2.1.6
Dep.2
GENERAL DESCRIPTION OF SLE DIESEL ENGINES
O&M_16.09.201_05_2020
1. INTRODUCTION
We have designed and developed SLE Siemens engines to cover "heavy-duty" applications in the naval and
industrial markets.
In order to cover the power range from 250 to 1570 HP, we have developed four (4) basic models that make up
the F & S Siemens Diesel engine family. They share common features: modularity and the use of the same
cylinder-specific components on all of them.
The table below shows the major characteristics of these engines.
CYLINDER DIÁMETER COMPRESSIÓN APPROX.

CONSTRUCT. APROX. DIMENSIONS
CAPACITY STROKE RATIO WEIGHT
Litres mm kg (W / L / H) mm
18 in line 2620 976.5 / 2510 / 1459
24 in line 3400 1014 / 2560 / 1459

SLE (F & S) 152 / 165 14/1
36 Vee 4630 1368 / 2789 / 1738
48 Vee 5450 1368 / 3259 / 1738
All are four-stroke, compression ignition, direct injection internal combustion engines.
In order to achieve correct power grading, we designed the engines in three main versions:
- "N" normally aspirated engines.

- "T" turbocharged engines.
2. GENERAL DESCRIPTION OF ENGINE CONSTRUCTION

2.1. CYLINDER BLOCK
The cylinder block is made from grey cast iron submitted to an ageing and stress-relieving heat treatment. It is
of such great mechanical strength as befits its original design intended for diesel applications.
The engine block is the wet liner type, which allows liner cooling by means of a cooling circuit in the interspace
between the liners and the block wall. Sealing of the assembly is done separately for each individual cylinder.
A number of lateral openings exist in the block for easy access to the engine's internal parts, including
connecting rods, camshafts, etc., which in turn facilitates maintenance.
2.2. LINERS
The liners are of polished spun-cast grey pig iron, suitable for long operating times and fulfilling their combustion
gases sealing function at the lowest possible oil demand. Being removable, they allow for easy servicing.
2.3. CRANKSHAFT
A press-forged hardened and tempered alloy steel crankshaft is used.
The crankshaft supports and throws have been induction-hardened to ensure adequate surface hardness,
improved performance and longer service life of the crankshaft.
2.1.7 1/3
Dep.2
O&M_16.09.201_05_2020
Because it hangs from the block, it is secured by means of nodular cast iron bearing caps and alloy steel studs,
all of which contribute to the rigidity of the entire engine.
The crankshaft is dynamically-balanced by means of built-in counterweights and is fitted with a flywheel at one
end and with a vibration damper at the other, which guarantees smoothness of operation.
2.4. BEARINGS
The crankshaft and connecting rod big end half-bearings consist of a steel core and a tin aluminium alloy roller
track.
2.5. CYLINDER HEADS
Cylinder heads are of grey cast iron and there is a separate one for each cylinder, which makes engine
maintenance quite easy.
In addition to housing the intake and exhaust conduits, they have two water chambers that provide for cooling of
the combustion chamber.
The cylinder heads also house the valve system - consisting in four valves per cylinder (2 intake and 2 exhaust
valves), complete with their seats and guides - as well as springs, etc. All of these components are removable,
which makes replacement and maintenance easier.
Also fitted in the cylinder head is the fuel injection nozzle that is easy to remove and fit on for improved
efficiency of the system.
2.6. CONNECTING RODS
The connecting rods are of alloy steel, forged, and subsequently hardened and tempered to improve their
mechanical properties. They feature an oblique section and a "saw tooth" joint between the big end and the
bearing cap, which ensures reliable working once assembled.
2.7. PISTONS
Aluminium alloy pistons are used. Only their crown separates them from the combustion chamber volume
(direct injection).
Piston cooling is by means of individual nozzles per cylinder; each nozzle receives cooling oil through a specific
controlled-pressure gallery and shoots it in a constant jet at the piston body.
2.8. PISTON RINGS
Pistons rings consist of three types:
- Taper-sided compression ring in the first groove of the piston

- Scraper ring
- Lubricating ring
Piston rings, jointly with the cylinder liner, provide oil tightness and combustion gas sealing.
2.1.8 2/3
Dep.2
O&M_16.09.201_05_2020
2.9. CAMSHAFTS
The camshafts (one for in-line engines and two on Vee engines) are made from alloy steel and induction-
hardened.
The cams have been calculated with a view to optimising the operation of the entire engine timing system, the
camshaft being driven by the timing gears.
As for cam followers (auxiliary rocker arms), a roller type is used and they are mounted on rocker arms.
2.10. TIMING SYSTEM
The timing system, i.e. the drive of several components including camshafts, regulators, oil pump, fuel-injection
pump, water pump etc., consists of spur gears on in-line engines and helical gears on Vee engines.
2.11. LUBRICATION
The oil pump is driven by the crankshaft through gears. Constructionally, this is a gear pump type and the core
of a lubricating system that further includes interchangeable filters, thermostatic oil temperature regulation (V-
engines), oil cooler, lubricating oil pressure controller and other safeties, as well as centrifugal filters depending
on applications.
2.12. COOLING
Normally two centrifugal pumps driven by the engine timing system assure cooling of the engine. For the
cylinder block, cylinder heads, and exhaust manifold, the cooling medium is fresh water circulating in a closed
circuit. Depending on the application of the engine, fresh or salt water will be used for cooling the supercharged
air and lube oil.
2.13. INJECTION
In-line injection pumps with built-in mechanical or electronic controller, that are mounted on the engine and
driven by the engine timing system, meter and deliver the appropriate amount of fuel under the required high
pressure into the combustion chamber through injectors or jets.
2.14. INTAKE
All the engines include an air filter system that is selected depending on the installation's characteristics.
Supercharged in-line engines are fitted with an exhaust gas-operated turbine-type turbocharger and an air
compressor in the intake line. V-engines come complete with two turbochargers of the same type. Installed
behind the turbochargers are high-performance coolers: tubular-type for coolant and plate-type for air
refrigeration. Intake manifolds are made of aluminium.
2.15. OTHERS
Each engine includes an explosion relief valve system.
The engine also comprises such auxiliary pre-lubrication, oil-drain, oil level control systems, etc. as may be
necessary to make it fit for the intended application.
2.1.9 3/3
2.1.10
Dep. 2
IC-F-D-00-051e C April 2018
DIESEL ENGINES TECHNICAL SPECIFICATIONS
O&M_16.09.201_05_2020
1. SLE-FT (F 180 T / TB / TA / TAB et F 240 TA / TAB) IN-LINE ENGINES

SLE-18FT SLE-18FT SLE-24FT
Units
(F 180 T / TB) (F 180 TA / TAB) (F 240 TA / TAB)
Revolutions per Minute r.p.m. 1500 / 1800
ENGINE
No. of Cylinders 6 6 8
Cycle Stroke 4 4 4
Cylinder Diameter (Bore) mm 152 152 152
Piston Stroke mm 165 165 165
Total Cylinder Capacity l 17.96 17.96 23.96
Compression Ratio 14.7:1 / 13.2:1 13.5:1 / 13.2:1 13.5:1 / 13.2:1
Flywheel Sump Flange SAE 1/2 SAE 1/2 SAE 1/2
Engine Weight Kg 2620 2620 3400
INTAKE SYSTEM
Maximum Permissible Negative Pressure mm w.c. 370 370 370
FUEL SYSTEM
Feed Pump Output 1500 rpm 256 / 205 256 / 260 320 / 340
l/h
1800 rpm 286 / 225 286 / 280 340 / 360
Feed Pump Output Pressure bar 1.5 1.5 1.5
EXHAUST SYSTEM
Maximum Exhaust Backpressure mm.w.c. 450 450 450
LUBRICATION SYSTEM
Oil Tank Capacity l 55 70 95
Type of Oil: SIEMENS ENGINES OIL 4000 - 4000M 4000 - 4000M 4000 - 4000M
Normal Oil Pressure bar 4 to 6 4 to 6 4 to 6
Normal Oil Outlet Temperature ºC 80 to 110 / 85 to 95 85 to 95 85 to 95
Specific Oil Demand gr/Kw h < 0.5 < 0.5 < 0.5
Oil Pressure when Idling bar >3.1 >3.1 >3.1
COOLING SYSTEM
Water Capacity of Single Circuit l 50 60 80
Normal Water Outlet Temperature ºC 75 to 90 75 to 90 75 to 90
STARTING SYSTEM
CV 13.6 13.6 13.6
Electric Starting Motor Power
Kw 10 10 10
Voltage V 24 24 24
Battery Capacity Ah 180 180 180
SUPERCHARGING
Charge Air coolers - Plate cooler Plate cooler
* Maximum AV Lengthwise Slope grad/degr 10 10 5

* Maximum AT Lengthwise Slope grad/degr 11 8 8
* Maximum Crosswise Slope grad/degr 15 15 15
Consult Heat balances for other engine operation parameters.
2.1.11 1/3
Dep. 2
O&M_16.09.201_05_2020
2. SLE-FT (F 360 TA et F 480 TA) V ENGINES
Units SLE-36FT (F 360 TA) SLE-48FT (F 480 TA)

Revolutions per Minute r.p.m. 1500 / 1800 1500 / 1800
ENGINE
No. of Cylinders 12 16
Cycle Stroke 4 4
Cylinder Diameter (Bore) mm 152 152
Piston Stroke mm 165 165
Total Cylinder Capacity l 35.93 47.9
Compression Ratio 13.5:1 13.5:1
Flywheel Sump Flange SAE 00/18" SAE 00/18"
Engine Weight Kg 4630 5450
INTAKE SYSTEM
Maximum Permissible Negative Pressure mm w.c 370 370
FUEL SYSTEM
Feed Pump Output 1500 rpm
l/h 750 / 910 750 / 910
1800 rpm
Feed Pump Output Pressure bar 1.5 1.5
EXHAUST SYSTEM
Maximum Exhaust Backpressure mm w.c. 450 450
LUBRICATION SYSTEM
Oil Tank Capacity l 150 200
Type of Oil: SIEMENS ENGINES OIL 4000 - 4000M 4000 - 4000M
Normal Oil Pressure bar 4 to 6 4 to 6
Normal Oil Outlet Temperature ºC 85 to 95 85 to 95
Specific Oil Demand g/kW h < 0.5 < 0.5
Oil Pressure when Idling bar >3.1 >3.1
COOLING SYSTEM
Water Capacity of Single Circuit l 360 400
Normal Water Outlet Temperature ºC 75 to 90 75 to 90
STARTING SYSTEM
CV 13.6 13.6
Kw 10 10
Voltage V 24 24
Battery Capacity Ah 230 230
SUPERCHARGING
Charge Air coolers Plate cooler Plate cooler
* Maximum AV Lengthwise Slope grad/degr 10 10

* Maximum AT Lengthwise Slope grad/degr 8 8
* Maximum Crosswise Slope grad/degr 15 15
2.1.12 2/3
Dep. 2
O&M_16.09.201_05_2020
3. SLE-ST (SF 180/240/360/480 TA) ENGINES

SLE-18ST SLE-24ST SLE-36ST SLE-48ST
Units
(SF 180 TA) (SF 240 TA) (SF 360 TA) (SF 480 TA)
Revolutions per Minute r.p.m. 1200 / 1500 / 1800
ENGINE
No. of Cylinders 6L 8L 12V 16V
Cycle Stroke 4 4 4 4
Cylinder Diameter (Bore) mm 152 152 152 152
Piston Stroke mm 165 165 165 165
Total Cylinder Capacity l 17.96 23.96 35.93 47.9
Compression Ratio 13.5:1 13.5:1 13.5:1 13.5:1
Flywheel Sump Flange SAE 1/2 SAE 1/2 SAE 00/18" SAE 00/18"
Engine Weight Kg 2620 3400 4630 4550
INTAKE SYSTEM
Maximum Permissible Negative Pressure mm w.c. 370 370 370 370
FUEL SYSTEM
1200 rpm 256 280 600 600
Feed Pump Output 1500 rpm l/h 286 340 750 750
1800 rpm 343 407 910 910
Feed Pump Output Pressure bar 1.5 1.5 1.5 1.5
EXHAUST SYSTEM
Maximum Exhaust Backpressure mm.w.c. 450 450 450 450
LUBRICATION SYSTEM
Oil Tank Capacity l 70 95 150 200
4000 - 4000 - 4000 - 4000 -
Type of Oil: SIEMENS ENGINES OIL
4000M 4000M 4000M 4000M
Normal Oil Pressure bar 4 to 6 4 to 6 4 to 6 4 to 6
Normal Oil Outlet Temperature ºC 80 to 95 85 to 95 85 to 95 85 to 95
Specific Oil Demand g/kW h < 0.5 < 0.5 < 0.5 < 0.5
Oil Pressure when Idling bar >3.1 >3.1 >3.1 >3.1
COOLING SYSTEM
Water Capacity of Single Circuit l 50 80 360 400
Capacity of double fresh water circuit l - 32 144 160
Normal Water Outlet Temperature ºC 75 to 90 75 to 90 75 to 90 75 to 90
STARTING SYSTEM
HP 13.6 13.6 13.6 13.6
Kw 10 10 10 10
Voltage V 24 24 24 24
Battery Capacity Ah 180 180 230 230
SUPERCHARGING
Charge Air coolers Plate cooler Plate cooler Plate cooler Plate cooler
* Maximum AV Lengthwise Slope grad/degr 10 10 10 10

* Maximum AT Lengthwise Slope grad/degr 11 11 8 8
* Maximum Crosswise Slope grad/degr 15 15 15 15
2.1.13 3/3
2.1.14
Dep.8
DESCRIPTION OF SLE LINE ENGINE COMPONENTS
O&M_16.09.201_05_2020
1. CROSS SECTIONAL VIEW. IN LINE ENGINES
15 26 14 20
39
13
9
12
10
19
8
6
32
28
30
27
38
7
31
29
18
5
33
34 34
35
1 3 2
Fig. 1.1
2.1.15 1/3
Dep.8
O&M_16.09.201_05_2020
2. LONGITUDINAL SECTION VIEW. IN LINE ENGINES
39
9 40
22 22 25 13 19
41
36
16
43
18
23
37 17
24 2 42 17 1
Fig. 1.2
2.1.16 2/3
Dep.8
O&M_16.09.201_05_2020
No. Name
1 Oil sump
2 Oil pump
3 Oil pump inlet
4 Dipstick
5 Oil cooler
6 Oil filters
7 Connecting rod
8 Piston
9 Turbocharger
10 Exhaust manifold
11 Exhaust valve
12 Intake valve
13 Intake manifold
14 Rocker arm
15 Water outlet drain
16 Flywheel
17 Flywheel housing
18 Crankshaft
19 Cylinder head
20 Cylinder head cover
21 Thermostats box
22 Intercooler
23 Damper
24 Timing gears
25 Thermostat
26 Injector
27 Camshaft
28 Auxiliary rocker arm
29 Piston cooling jet
30 Fuel filters
31 Fuel pump
32 Water inlet pipe
33 Starter
34 Engine brackets
35 Bearing cap
36 Cylinder liner
37 Crankshaft counterweight
38 Injection pump
39 Gas outlet exhaust elbow
40 Air inlet intake elbow
41 Intercooler
42 Over pressure valve
43 Fresh water pump
2.1.17 3/3
2.1.18
Dep.8
IC-F-D-00-053e B December 2018
DESCRIPTION OF SLE IN “V” ENGINE COMPONENTS
O&M_16.09.201_05_2020
1. CROSS-SECTIONAL VIEW. VEE ENGINES
20 34
8
35 10
31
25 22
30 29
7
21
27
5
36 12
24
28
6
19
37
16
17
1 18
26 11
Fig. 1.1
2.1.19 1/3
Dep.8
O&M_16.09.201_05_2020
2. LONGITUDINAL SECTION VIEW. VEE ENGINES
35 34 10 20 32
15 8
14 9
33
39
13
38
11 23 26 1 4
Fig. 2.2
2.1.20 2/3
Dep.8
O&M_16.09.201_05_2020
No. Name
1 Oil sump
2 Flywheel housing
3 Flywheel
4 Starting motor
5 Piston
6 Connecting rod
7 Intake manifold
8 Exhaust manifold
9 Intercooler (compressed air cooler)
10 Turbocharger
11 Oil pump
12 Oil filter
13 Fresh water pump
14 Water heat exhanger
15 Thermostats box
16 Oil inlet to sump
17 Oil outlet to cooler
18 Temperature and pressure control valve support unit
19 Oil filter overpressure valve
20 Cooling water inlet pipe to intercooler
21 Valve
22 Injector
23 Crankshaft
24 Camshaft
25 Rocker arm
26 Oil pump inlet
27 Auxiliary rocker arm
28 Piston cooler jet
29 Cylinder head
30 Cylinder head cover
31 Water manifold
32 Cooling pipe from intercooler to cooled exhaust manifold
33 Oil gallery
34 Gas outlet exhaust elbow
35 Air inlet intake elbow
36 Injection pump
37 Dipstick
38 Damper
39 Engine brackets
2.1.21 3/3
2.1.22
Dep. 2
IM-F-C-00-003e C March 2020
CLEARANCES AND WEAR LIMITS FOR DIESEL ENGINES
O&M_16.09.201_05_2020
1. SLE IN LINE ENGINES

CLEARANCES & LIMITS (mm)
ITEM
NORMAL LIMIT
TIMING GEARS
Camshaft bushing Ø 68 / 68.001 to 68.068 / 68.001 68.15
End play of camshaft (locked pinion) 0.10 to 0.20 0.3
Gap between tooth faces of oil pump and crankshaft pinions 0.13 to 0.19
Gap between faces of crankshaft pinions and intermediate gear 0.14 to 0.194
Gap between tooth faces of intermediate gear and driving gear of camshaft,
0.106 to 0.209
driving gear of jet pump
OIL CIRCUIT
Axial clearance of internal pump gears 0.10 to 0.209
Radial clearance of internal pump gears 0.24 to 0.325
Gap between gear tooth faces 0,14 to 0,22
Diametral clearance of drive shaft in pump cover and sleeve 0.069 to 0.139
Oil pump safety valve rating 8 bar
Lube oil pressure control valve rating 4.5 bar
Piston coolant pressure control valve rating 3 bar
VALVE LIFTERS
Lifter guide housing inside Ø 14.5 to 14.077
Clearance between housing and lifter 0.006 to 0.044
Lifter guide Ø 14.033 to 14.044
Clearance between lifter and rocker arm (intake) 0.3
Clearance between lifter and rocker arm (exhaust) 0.4
CYLINDER
Liner inside Ø (top) 152.0 to 152.025 152.4
Maximum out-of-roundness 0.03 0.2
Upper Ø of bore (liner housing) 175.50 to 175.54
Lower Ø of bore (liner housing) 172.00 to 172.04
Protrusion of liner over cylinder block 0.04 to 0.10
CONNECTING ROD
Width of connecting rod big end 57.814 to 57.860
Clearance between piston pin and connecting rod bearing insert 0.030 to 0.087
PISTON-RINGS
Height of piston groove 1 (compression ring) 4
Height of piston groove 2 (scraper ring) 3.54 to 3.56 3.7
Height of piston groove 3 (oil control ring) 4.04 to 4.02 4.15
Height of compression ring 1 3.832 to 3.812
Height of scraper ring 2 3.478 to 3.490 3.4
Height of oil control ring 3 3.978 to 3.990 3.9
Protrusion of the piston over the liner (dwell) -0.90 to -0.30
Clearance of ring 1 in groove 1 0.168 to 0.188
2.1.23 1/6
Dep. 2
O&M_16.09.201_05_2020

ITEM
NORMAL LIMIT
Clearance of ring 2 in groove 2 0.05 to 0.082 0.15
End-to-end clearance of compression ring (1) 0.50 to 0.70 1.7
End-to-end clearance of scraper ring (2) 1.8 to 2
End-to-end clearance of oil control ring (3) 0.50 to 0.80 1.7
CRANKSHAFT
Crankpin Ø 114.991 to 115.013
Crankpin Ø 1st repair size 114.491 to 114.513
Crankpin Ø 2nd repair size 113.991 to 114.013
Crankshaft journal Ø 134.96 to 135.00
Crankshaft journal Ø 1st crankshaft repair size 134.46 to 134.50
Crankshaft journal Ø 2nd crankshaft repair size 133.96 to 134.00
Axial thrust disk thickness 3.5 to 3.62 3.3
End play of crankshaft 0.22 to 0.586 0.8
-Main bearings
Original/Standard 3.423-3.440
1st Repair 3.673-3.690
2nd Repair 3.923-3.940
-Conrod Bearings (W1)*
Original/Standard (W1)* 2.935-2.945
1st Repair (W1)* 3.185-3.195
2nd Repair (W1)* 3.435-3.445
VALVE
Head angle, intake / exhaust valves 121º / 91º
Milling angle, intake / exhaust valve seats 120º / 90º
Free length of external spring 67.1 64.2
Free length of internal spring 56.6 53.9
Clearance of valve stem in removable guide 0.076 to 0.104 0.15
Depression of valve with regard to cylinder head plane 1.25 to 1.75 3
ROCKER ARM
Rocker arm shaft 31.975 to 31.991 31.9
Clearance of rocker arm shaft in removable bushing 0.018 to 0.059 0.1
NOTES:
1 - The connecting rods and their bearing caps are marked with matching identification numbers in addition to the
revelant cylinder number for assembly purposes.
2 - All connecting rods (rod + cap + 2 screws + piston) are equal in weight: 9,610g ±45 for connecting rod
ref.: 16.15.570.
3 - It is necessary to replace the connecting rod bolts after either their third retightening or 27,000 hours of
operation.
2.1.24 2/6
Dep. 2
O&M_16.09.201_05_2020
4 - The lips of the front and rear seals must be oriented towards the inside of the engine and impregnated with
motor oil on assembly.
5 - Change the counterweight fixing screws each time the crankshaft is rectified.
6 - The damper is a precision device, the internal parts of which are adjusted to very close tolerances. Any wear
of its external housing can reduce its performance and cause serious damage to the engine crankshaft.
7 - Main bearing caps are marked with figures in ascending order from the flywheel side. These figures are
reproduced on the lower face of the cylinder block.
8 - Conrod bearings measurement. The conrod bearings have variable thickness. The bearing thickness
decreases from the middle point of the bearing to the split line according to the following scheme.
The W1 value is indicated in the table of the pag 2. The W2 value must be always 0.005-0.015mm minor to W1
value.
2.1.25 3/6
Dep. 2
O&M_16.09.201_05_2020
2. SLE IN “V” ENGINES

ITEM
NORMAL LIMIT
TIMING GEARS
Camshaft bushing Ø 92-0+0,057 / 92-0-0.057 / 92-0,110+0.020 92
End play of camshaft (locked pinion) 0.15 to 0.20 0.3
Gap between timing gear faces
OIL CIRCUIT
Axial clearance of internal pump gears 0.10 to 0.237
Radial clearance of internal pump gears 0.15 to 0.31
Gap between gear tooth faces 0.3 to 0.5
Diametral clearance of drive shaft in pump cover and sleeve 0.075 to 0.130
Oil pump safety valve rating 8 bar
Lube oil pressure control valve rating 4.5 bar
Piston coolant pressure control valve rating 3 bar
Rating of plugged filter-operated relief valve 6 bar
VALVE LIFTERS
Lifter guide housing inside Ø 14.05 to 14.077
Clearance between housing and lifter 0.006 to 0.044
Lifter guide Ø 14.033 to 14.044
Clearance between lifter and rocker arm (intake) 0.3
Clearance between lifter and rocker arm (exhaust) 0.4
CYLINDER
Liner inside Ø (top) 152.0 to 152.025 152.4
Maximum out-of-roundness 0.03 0.2
Upper Ø of bore (liner housing) 175.50 to 175.54
Lower Ø of bore (liner housing) 172.00 to 172.04
Protrusion of liner over cylinder block 0.04 to 0.10
CONNECTING ROD
Width of connecting rod big end 52.87 to 52.90
Clearance between piston pin and connecting rod bearing insert 0.030 to 0.087
PISTON-RINGS
Height of piston groove 1 (compression ring) 4
Height of piston groove 2 (scraper ring) 3.54 to 3.56 3.7
Height of piston groove 3 (oil control ring) 4.04 to 4.02 4.15
Height of compression ring 1 3.832 to 3.812
Height of scraper ring 2 3.478 to 3.490 3.4
Height of oil control ring 3 3.978 to 3.990 3.9
Protrusion of the piston over the liner (dwell) -0.90 to -0.30
Clearance of ring 1 in groove 1 0.168 to 0.188
2.1.26 4/6
Dep. 2
O&M_16.09.201_05_2020

ITEM
NORMAL LIMIT
End-to-end clearance of compression ring (1) 0.50 to 0.70 1.7
End-to-end clearance of scraper ring (2) 1.8 to 2
End-to-end clearance of oil control ring (3) 0.50 to 0.80 1.7
CRANKSHAFT
Crankpin Ø 114.991 to 115.013
Crankpin Ø 1st repair size 114.491 to 114.513
Crankpin Ø 2nd repair size 113.991 to 114.013
Crankshaft journal Ø 159.96 to 160.00
Crankshaft journal Ø 1st crankshaft repair size 159.46 to 159.50
Crankshaft journal Ø 2nd crankshaft repair size 158.96 to 159.00
Axial thrust disk thickness 5.05 to 5.11 4.85
End play of crankshaft 0.28 to 0.586 0.8
-Main bearings
Original/Standard 3.423-3.440
1st Repair 3.673-3.690
2nd Repair 3.923-3.940
-Conrod Bearings (W1)*
Original/Standard (W1)* 2.935-2.945
1st Repair (W1)* 3.185-3.195
2nd Repair (W1)* 3.435-3.445
VALVE
Head angle, intake / exhaust valves 121º / 91º
Milling angle, intake / exhaust valve seats 120º / 90º
Free length of external spring 67.1 64.2
Free length of internal spring 56.6 53.9
Depression of valve with regard to cylinder head plane 1.25 to 1.75 3
ROCKER ARM
Rocker arm shaft 31.975 to 31.991 31.9
Clearance of rocker arm shaft in removable bushing 0.018 to 0.059 0.1
NOTES:
1 - The connecting rods and their bearing caps are marked with matching identification numbers in addition to the
revelant cylinder number for assembly purposes.
2 - All connecting rods (rod + cap + 2 screws + piston) are equal in weight: 9,610g ±45 for connecting rod
ref.: 16.15.100.
3 - It is necessary to replace the connecting rod bolts after either their third retightening or 27,000 hours of
operation.
4 - The lips of the front and rear seals must be oriented towards the inside of the engine and impregnated with
motor oil on assembly.
2.1.27 5/6
Dep. 2
O&M_16.09.201_05_2020
5 - Change the counterweight fixing screws each time the crankshaft is rectified.
6 - The damper is a precision device, the internal parts of which are adjusted to very close tolerances. Any wear
of its external housing can reduce its performance and cause serious damage to the engine crankshaft.
7 - Main bearing caps are marked with figures in ascending order from the flywheel side. These figures are
reproduced on the lower face of the cylinder block.
8.-. Conrod bearings measurement. The conrod bearings have variable thickness. The bearing thickness
decreases from the middle point of the bearing to the split line according to the following scheme.
The W1 value is indicated in the table of the pag 2. The W2 value must be always 0.005-0.015mm minor to W1
value.
2.1.28 6/6
Dep.8
IM-F-C-00-002e A December 2018
TIGHTENING TORQUES FOR SIEMENS LINE

DIESEL ENGINES
O&M_16.09.201_05_2020
1. TIGHTENING TORQUE FOR OUT OF STANDARD SPECIFICATION SCREWS

In table 1, are detailed the tightening torques of the screws that are out of the standard specification. This
specification is detailed in IM-F-C-00-005e.
TIGHTENING TORQUE
ITEM REFERENCE
N.m Ft.lb
ENGINE BLOCK
Bearing capscrew 16.10.024 804** 593**
Bearing cap cross bolt 16.10.296 120 to 140 88 to 103
Cylinder head stud to crankcase 16.10.172 50 37
MOVING PARTS
Counterweight to crankshaft capscrew 16.15.105 304* 225*
Connecting rod capscrew 16.15.186 480 to 520** 354 to 384**
Crankshaft companion flange capscrew 16.15.128 353 260
Vibration damper capscrew 70.12.303 137 100
CYLINDER HEAD
Cylinder head nut 16.10.047 500* 368*
Jet-holder sleeve 16.10.409 74 55
Fixing of jet-holder onto the cylinder head 76.60.680 100 74
Rocker arm adjusting screw 16.15.139 108 80
DISTRIBUTION
Oil pump gear fixing nut 16.25.372 294 217
OTHERS
Fastening nut for water pump impeller 16.20.401 98 72
Water pump gear drive capscrew 16.20.296 98 72
Engine to skid / subbase capscrew 70.20.351 330 243
Exhaust manifold to cylinder head capscrew 16.40.029 47 to 50 35 to 37
Intake manifold to cylinder head capscrew 17.10.351 47 35
Turbocharger to manifold nut 17.40.064 55 to 60 41 to 45
Jet pump to support fixing bolt 70.10.258 47 35
* Oil lubricated (engine oil)
** Lubricated with paste for bolted metal joints (Molykote 1000)
1dNm = 10 Nm = 1,02 kgm = 7,3756 ft.lb
Table 1 - Tightening torques of the screws that are out of the standard specification
2.1.29 1/1
2.1.30
Dep.2
IM-F-C-00-004e B December 2018
TIGHTENING TORQUES FOR SLE "V" SIEMENS ENGINES
O&M_16.09.201_05_2020
1. TIGHTENING TORQUE FOR OUT OF STANDARD SPECIFICATION SCREWS

In table 1, are detailed the tightening torques of the screws that are out of the standard specification. This
specification is detailed in IM-F-C-00-005e.
TIGHTENING TORQUE
ITEM REFERENCE
N.m Ft.lb
ENGINE BLOCK
Bearing capscrew 16.10.166 98 72
Bearing cap nut 16.10.155 981 ** 722 **
Bearing cap cross bolt 15.10.077 265 195
Cylinder head stud to crankcase 16.10.172 50 37
MOVING PARTS
Counterweight to crankshaft capscrew 16.15.105 304 * 224 *
Connecting rod capscrew 16.15.186 491 ** 362 **
CYLINDER HEAD
Cylinder head nut 16.10.047 500 * 368 *
Fixing of jet-holder onto the cylinder head 76.60.680 100 74
Rocker arm adjusting screw 16.15.139 108 80
DISTRIBUTION
Oil pump gear fixing nut 16.25.026 343 252
OTHERS
Fastening nut for water pump impeller 16.20.401 98 72
Water pump gear drive capscrew 70.50.408 177 130
Engine to skid / subbase capscrew 70.20.351 330 243
17.40.058 64 47
Exhaust manifold to cylinder head capscrew
70.10.453 81 59
Intake manifold to cylinder head capscrew 70.10.302 47 35
Turbocharger to manifold nut 17.40.064 55 to 60 41 to 45
Jet pump to support fixing bolt 70.10.258 47 35
* Oil lubricated (engine oil)
** Lubricated with paste for bolted metal joints (Molykote 1000)
1dNm = 10 Nm = 1,02 Kgm = 7,3756 ft.lb
Table 1 - Tightening torques of the screws that are out of the standard specification
2.1.31 1/1
2.1.32
Dep. 2
IM-C-C-00-002e D October 2017
TIGHTENING TORQUES FOR COMMERCIAL NUTS AND BOLTS
O&M_16.09.201_05_2020
1. STANDARD TIGHTENING TORQUE SPECIFICATION

The tightening torques for commercial nuts and bolts are presented in a table below, according to their metrics
and grades. These are considered to be screws without shortened shaft.
GRADE
THREAD 8.8 10.9 12.9
N.m Ft.lb N.m Ft.lb N.m Ft.lb
M.4 3 2 4 3 5 4
M.5 6 4.4 9 6.6 10 8.1
M.6 10 7 15 11 18 13
M.8 25 18 34 25 43 32
M.10 47 35 65 48 83 61
M.12 78 58 113 83 140 103
M.14 120 86 175 129 210 155
M.16 180 133 260 192 310 229
M.18 250 184 360 266 430 317
M.20 330 243 470 347 560 413
M.22 430 317 600 443 720 531
M.24 560 413 790 583 950 701
M27 710 524 1060 782 1180 870
M30 1000 737 1300 959 1500 1106
M33 1110 819 1540 1136 1730 1276
Table 1 - Tightening torques according to metrics and grades
GRADE
FINE
8.8 10.9 12.9
THREAD
N.m Ft.lb N.m Ft.lb N.m Ft.lb
M.6x0.75 11 8 15 11 18 13
M.8x1 27 20 40 30 47 35
M.12x1.5 92 68 135 100 155 114
M.14x1.5 150 110 220 162 260 191
M.16x1.5 230 170 340 250 390 287
M.18x1.5 350 258 490 361 580 427
M.22x1.5 640 472 920 678 1070 789
Table 2 - Fine thread screw tightening torques according to metric and grade
Screw tightening torques outside this standard specification are listed in documents IM-F-C-00-002e and
IM-F-C-00-004e for diesel and dual-fuel engines, IM-G-C-00-001e for gas and ethanol engines and
IM-G-C-00-073e for SGE-EM engines.
2.1.33 1/3
Dep. 2
O&M_16.09.201_05_2020
2. CALCULATING THE SCREW PRE-STRESSING FORCE ACCORDING TO THE

TIGHTENING TORQUE APPLIED
The applied screw tightening torque is used for two purposes:
- To overcome friction between contact areas, whether between screw and nut threads or between screw
head and bearing surface.
- To apply pre-stressing force to the screw.
The amount of tightening torque used for applying the pre-stressing force varies depending on the coefficient of
friction to overcome. Therefore, even though the same tightening torque is applied to two identical screws, the
pre-stressing force can vary if the friction coefficient is different in each case. The lower the coefficient, the lower
the effort needed to overcome friction and consequently, the pre-stressing force will be greater.
Torque table 1 has been calculated with a coefficient of friction standard for steel μ=0.14. For other coatings,
see table 3.
In any case, the normal coefficient of friction normally used is: 0.14 for clean and non-lubricated steel-to-steel
assembly, and 0.1 for clean steel-to-steel assembly lubricated with oil.
Coefficient of friction
Coating
Normal Lubricated
Steel with cadmium 0.07 0.07
Cadmium with zinc 0.1 0.08
Cadmium with cadmium 0.1 0.07
Steel with phosphate 0.11 0.1
Phosphate with cadmium 0.11 0.08
Phosphate with phosphate 0.11 0.11
Steel with zinc 0.12 0.1
Zinc with zinc 0.14 0.07
Table 3 - Coefficient of friction for different coatings
With the following formula, it is possible to calculate the pre-stressing force using this formula, if you know the
coefficient of friction.
df = side diameter
 = The average coeficient of friction of :
1 = Coeficient of friction between screw and part
S + dn
M = Pv [  ( + 0.58 df ) + 0.16 p ]  2 = Coeficient of friction in screw and part´s thread
4 S = Washer´s diameter
dn = Screw nominal diameter
p = Screw pitch
Pv = Pre - stressing force obtained with the torque M
2.1.34 2/3
Dep. 2
O&M_16.09.201_05_2020
To determine whether a screw will resist a pre-stressing force (as calculated from a known tightening torque and
coefficient of friction), it is necessary to know the mechanical properties of that screw. These properties are
specified in the table:
GRADE 8.8 10.9 12.9

Min. 784 980 1176
Tensile strength (N/mm2)
Max. 980 1176 1372
2
Yield strength (N/mm ) 627 882 1058
Min elongation at fracture (%) 12 9 8
Resilience (N.m/cm2) 59 39 29.4
Min. 18 27 34
Hardness HRC
Max. 31 38 44
Table 4 - Mechanical properties of different screws used at Siemens (acc. to DIN267)
3. AUXILIARY SCREW ASSEMBLY PRODUCTS

We must ensure that all parts of the screwed joints are perfectly clean and assembly will be carried out with the
joints lubricated with oil. For special applications, a series of different products may be used to complete
assembly. The following situations may occur:
- Screws that never need to be removed, which are at risk of coming loose due to vibrations or for other
reasons. In these cases, high strength threadlocker (Loctite 270) will be used.
- Screws that may only need to be removed on rare occasions, and which are at risk of coming loose due
to vibrations or for other reasons. In these cases, medium strength threadlocker (Loctite 243) will be
used.
- Screws that never need to be removed, which fix low-pressure oil or water pipes, where gaps between
threads are small. Medium strength thread sealant (Loctite 542) will be used.
- Screws that may have to be removed, which fix low-pressure oil or water pipes, where gaps between
threads are small. They require low-strength thread sealant (Loctite 511).
- Screws that never need to be removed, which fix high-pressure oil or water pipes, where gaps between
threads are important. They require high-strength sealant (Loctite 270 with Activator N [7649]).
- Fitting of awkward bolts and nuts, where high tightening torque accuracy and a known steady coefficient
of friction are necessary, which will have to be removed, even after working in bad conditions. They
require the application of solid lubricants for bolted metal joints (Molykote 1000).
2.1.35 3/3
2.1.36
Dep. 2
IC-C-D-00-025e December 2013
UNITS CONVERSION
O&M_16.09.201_05_2020
Length
25.4 mm 0.039370 in
1 inch (in) 2.54 cm 1 mm 0.0032808 ft
0.0254 m 0.0010936 yd
304.8 mm 0.39370 in
12 in 10 mm
30.48 cm 0.032808 ft
1 foot (ft) 1 cm
0.3048 m 0.010936 yd
914.4 mm 39.370 in
3 ft 100 cm
91.44 cm 3.2808 ft
1 yard (yd) 1m
0.9144 m 1.0936 yd
Area
645.16 mm2 0.155 sq. In
1 sq.in 1 cm2
6.4516 cm2 0.0010764 sq ft
929.03 cm2 10000 cm2 1550 sq. In

1 sq.ft
0.092903 m2 1 m2 10.764 sq ft
Volume
0.061024 cu.in
16.387 cm3 (c.c)
1 cubic.in 1 cm3 (c.c) 0.000035315 cu.ft
0.016387 dm3 (liters)
0.00026417 gal
61.024 cu.in
28.317 dm3 (liters) 1000 cm3 (c.c)
1 cubic ft 0.035315 cu.ft
0.028317 m3 1 dm3 (liters)
0.26417 gal
61024 cu.in
3.7854 dm3 (liters) 1000 dm3 (liters)
1 US gallon 35.315 cu.ft
0.0037854 m3 1 m3
264.17 gal
Mass
453.59 g
1 pound (lb) 1 kg 2.2046 lb
0.45359 kg
Torque
1 ft lb 1.3558 N m 1Nm 0.73756 ft lb
Power
0.0013410 HP
1 hp 0.7457 kW 1W 3,4121 Btu/hr
0.056838 Btu/min
1.3410 HP
1000 W
1000 Btu/hr 0.293 kW 3412.1 Btu/hr
1 kW
56.838 Btu/min
1341.0 HP
1000 kW
1 Btu/min 0.01759 kW 3412100 Btu/hr
1 MW
56868 Btu/min
2.1.37 1/2
Dep. 2
IC-C-D-00-025e December 2013
UNITS CONVERSION
O&M_16.09.201_05_2020
Energy
1.0551 kJ 1 kJ
1 Btu 0.94782 Btu
0.00029307 kWh (0.00027778 KWh)
Temperature
ºF = ºC x 1,8 + 32 K = ºC + 273,15
Presure
PSI In HG in H2O kPa bar kg/cm2 mmH2O
1 2.0360 27.68 6.8948 0.068948 0.070307 703.07
0.49115 1 13.595 3.3864 0.033864 0.034532 345.32
0.036127 0.073556 1 0.24909 0.0024909 0.00254 25.400
0.14504 0.2953 4.0146 1 0.01 0.010197 101.97
14.504 29.53 401.46 100 1 1.0197 10197
14.223 28.959 393.70 98.067 0.98067 1 10000
0.0014223 0.0028959 0.039370 0.0098066 0.000098066 0.0001000 1
2.1.38 2/2
Dep. 2
IT-C-A-20-003e C October 2017
COOLING SYSTEM FOR SIEMENS ENGINES
O&M_16.09.201_05_2020
1. INTRODUCTION
Siemens engines require a cooling system able to dissipate the thermal energy they generate when in
operation.
In order to cool the engine, water is used as the coolant fluid, after being treated to ensure optimum heat
transfer and the non-appearance of problems related to the low quality of the same.
When cooling the system, there may be one or two independent cooling circuits, depending on the application
and the engine in question:
 Single cooling circuit. All engine components, including the air/mixture cooler are cooled by a single
circuit.
 Double cooling circuit. This consists of a main high temperature circuit responsible for cooling most
engine components and a secondary circuit used to cool the air or air/fuel mixture cooler and the oil
cooler. The air cooler and/or oil cooler may sometimes be dealt with by the main engine circuit.
2. COOLING CIRCUIT DIAGRAM

Below we have an example of a cooling system of an engine with a double cooling circuit, showing all its
components: (Fig. 1)
Fig. 1 - Engine with double cooling circuit
2.2.1 1/4
Dep. 2
O&M_16.09.201_05_2020
1. Main circuit water impeller pump

2. Main circuit oil cooler
3. Engine block. Linings and cylinder heads
4. Turbocharger bearing body
5. Main circuit temperature regulator
6. Cooling system external to the engine of the main circuit
7. Main circuit expansion tank
8. Venting piping at the highest point of the engine of the main circuit and engine water vent
9. Venting piping at the main circuit pump inlet
10. Venting piping at the highest point of cooling system external to the engine of the main circuit
11. Auxiliary water preheating pump
12. Water preheating resistor
13. Auxiliary circuit water impeller pump
14. Air or air/fuel mixture cooler
15. Auxiliary circuit temperature regulator
16. Cooling system external to the engine of the main circuit
17. Auxiliary circuit expansion tank
18. Venting piping at the highest point of the engine of the auxiliary circuit and engine water vent
19. Venting piping at the auxiliary circuit pump inlet
20. Venting piping at the highest point of cooling system external to the engine of the auxiliary circuit
3. COOLING SYSTEM COMPONENTS

3.1. IMPELLER PUMP
Responsible for passing the right amount and pressure of cooling water past all elements of the engine. It can
be operated mechanically by the engine itself or electrically from outside the engine.
3.2. OIL COOLER
Lubrication and cooling oil cooling system.
3.3. ENGINE BLOCK
Distributes water to the engine block to cool the liners and then the cylinder heads.
3.4. AIR OR AIR/FUEL INLET COOLER
This is the component of turbocharged engines that cooles the air or air/fuel inlet mixture, which is heated by
compression in the turbocharger, before it enters the combustion chamber.
2.2.2 2/4
Dep. 2
O&M_16.09.201_05_2020
3.5. TURBOCHARGER BEARING BODY
When the engine has a water-cooled turbocharger bearing body, part of the cooling system water is sent to this
component to cool it.
3.6. WATER PREHEATING SYSTEM
This is an auxiliary system that allows the engine cooling water to be at the optimum temperature when the
engine starts from cold. This system consists of a heating element that heats up the water and, occasionally, an
auxiliary water pump that distributes the water throughout the engine.
3.7. WATER TEMPERATURE REGULATOR
The temperature of the water in the circuit needs to be controlled in order to stay at the right temperature. This
can be done by means of thermostatic valves that are installed in a thermostat box or by electronic regulation
using 3-way valves.
Temperature regulation using thermostatic valves is generally used for cases where precise temperature control
is needed, as they control ranges from 8 to 10ºC. Electronic regulation is used for cases where precise
temperature control is needed, in heat recovery applications for example.
3.8. VENT
An element that purges any possible air pockets from the circuit while the cooling circuit is being filled.
3.9. EXPANSION TANK
Due to the increased volume of heated water, a tank has to be installed to control said increases in volume.
The expansion tank has to be installed at the highest point of the cooling circuit.
A pipe must run from the expansion tank to the circuit water pump inlet.
All venting pipes on the circuit must lead to the expansion tank below water level.
The expansion tank must be fitted with a low water level sensor that does not allow the water level to fall below
a minimum level and a safety valve that allows air to enter the circuit at negative pressure and water, steam or
air to leave at positive overpressure.
The expansion tank must have a capacity of at least 15% of the total volume of water in the cooling circuit.
Pressurised expansion tanks must be used in those cases where the minimum pressure requirement of the
cooling circuit cannot be reached with cooling systems using unpressurised expansion tanks or where engine
temperature exceeds 100ºC.
2.2.3 3/4
Dep. 2
O&M_16.09.201_05_2020
3.10. VENTING PIPES
This is a system of pipes that avoid air from collecting in the cooling system.
At least the following venting pipes should be installed, leading to the expansion tank, always below the water
level in the tank:
 From the circuit water pump inlet to the expansion tank

 From the highest point of the cooling circuit in the engine to the expansion tank
 From the highest point of the external cooling circuit to the expansion tank
3.11. EXTERNAL COOLING SYSTEM
This part of the cooling circuit is responsible for cooling the heat produced by the engine.
These systems may be of different types, depending on the requirements and application in question.
4. REQUIREMENTS OF THE ENGINE COOLING SYSTEM
 The cooling system must be able to dissipate all the heat generated by the engine and keep the same at
the correct in all possible operating conditions.
 The heat generated and the cooling temperature are reflected in the thermal balances of each engine.
The heat generated by the engine and shown on the thermal balance sheet is a value determined under
specific operating parameters and standard conditions, meaning that in real conditions the heat
generated by the engine may vary, depending on its operating conditions and on environmental
conditions. The cooling circuit should be sized taking into account these variations, as well as taking into
account the fact that the cooling system may well get dirty. Siemens recommends having a reserve
capacity of 15%.
 The cooling liquid must satisfy the requirements listed in product information IO-C-M-20-001e. The
cooling circuit must be designed to take into account the fact that using antifreeze in the coolant reduces
heat transfer by 3% for each 10% of antifreeze added to the coolant.
 The cooling circuit pressure must always be positive throughout the circuit and comply with all minimum
requirements laid down for each engine in product information sheets IO-G-M-60-002e, IO-G-M-60-006e,
IO-F-M-60-002e and IO-D-M-60-001e.
 The cooling circuit must have a certain flow rate, defined in product information sheets IT-G-A-20-007e
and IT-F-A-20-005e.
2.2.4 4/4
Dep. 2
IT-F-A-20-009e E October 2018
DIESEL ENGINE COOLING SYSTEMS
O&M_16.09.201_05_2020
1. AIM / SCOPE
This Product Information shows different arrangements of cooling systems for diesel engines and specifies the
minimum flowrates required (See IT-F-A-20-025e) according to the engine configuration.
2. DESCRIPTION / OPERATION
On an engine, heat is transferred between the main and auxiliary circuits through a water-to-water heat
exchanger, which can be either the model made by Siemens or, if this cannot be mounted, any other adequate
exchanger as will be opportunely determined (this can be an dry-cooler, i.e. air-to-water exchanger). The main
circuit always carries fresh water with antifreeze and appropriate water-treatment products (such as corrosion
inhibitors), while the auxiliary circuit contains fresh water with antifreeze or seawater, according as the use of
the engine is land (LG) or marine (SG, SP). For marine applications, the temperature of the auxiliary circuit
cooling water shall by design be less than 35ºC, although it could rise above this figure, provided Siemens has
been specifically advised thereof in advance.
Fig. 1 -Water-to-water heat exchanger Fig. 2 - Water-to-water heat exchanger

Siemens in-line engine Siemens V engines
The energy necessary to circulate water in both circuits is produced either by an engine-mounted gear-driven
mechanical pump or by an external electric pump.
Fig. 3 - Gear-driven mechanical water pump
2.2.5 1/8
Dep. 2
O&M_16.09.201_05_2020
The thermostatic valve box directs water either to the water-to-water heat exchanger or to the pump
according to the water temperature. During a cold start, the thermostats remain closed until water reaches the
temperature they are set at (75ºC). At this moment, they open to such an extent as is necessary to ensure
constant water temperature within the range of 75º to 90ºC. However, there will always be a small amount of
cooling water directed through the thermostat housing to the cooling system. This small water stream serves to
purge air, thus preventing air pockets from building up in the cooling water circuit.
3 1
4
6
No. PART NAME

1 Thermostat housing body - in line engines
2 Thermostat
3 Vent valve
4 Water inlet to thermostat box
5 Water outlet to pump
6 Water outlet to cooling system
2.2.6 2/8
Dep. 2
O&M_16.09.201_05_2020
1 4
6
8
5
6
7
7
No. PART NAME

1 Thermostat housing body - V engines
2 Thermostat housing cover
3 Thermostat
4 Vent valve
5 Water inlet from water-cooled exhaust manifold
6 Water inlet from intercooler piping
7 Water outlet to by-pass to water pump inlet
8 Water outlet to external cooling system
It is possible that engines exist in the market, which were produced before the release of this Product
Information and have cooling systems differing from those described herein.
2.2.7 3/8
Dep. 2
O&M_16.09.201_05_2020
3. DESCRIPTION AND OPERATION OF THE INTERNAL CIRCUITS OF AN ENGINE

3.1. IN-LINE ENGINES
Cooling can take place in a Single Circuit with the oil and air coolers mounted on the main circuit or in a
Double Circuit with the air cooler being refrigerated by water at a lower temperature, normally seawater in
marine engines.
The main cooling circuit or fresh water system comprises a water pump (mechanical or electric), a coolant
piping system built on the engine itself, a thermostat housing and a water-to-water heat exchanger (or radiator)
that includes the raw water circuit.
The auxiliary cooling system or raw water circuit is composed of a pump (centrifugal or self-priming) and a
circuit which will always refrigerate at least the water-to-water heat exchanger and the gearbox in the case of
propulsion engines.
a) Single Circuit. The aircooler is cooled by water from the main circuit.
The following is a schematic view of the main cooling circuit of an in-line engine with Single Circuit.
2.2.8 4/8
Dep. 2
O&M_16.09.201_05_2020
b) Dobule Circuit. The aircooler is cooled with water from the auxiliary circuit (seawater), while the oil cooler is
refrigerated with water from the main circuit.
* When aircooler is cooled with sea water (cold temperatura), it placed after the water to water heat exchanger
to prevent condensate.
On this type of engines, the oil cooler may never be placed in the auxiliary water circuit, because there is
no oil thermostatic valve and, therefore, the oil temperature could remain too low.
For engines without an aircooler or intercooler SLE-18FT & SLE-24FT (F180/240T & F180/240), the cooling
circuit diagram is similar to the Single Circuit diagram, except that it does not include the aircooler.
On marine propulsion engines (SP), part of the seawater from the auxiliary circuit can be deviated towards the
gearbox in order to cool this component, before its discharge into the sea.
2.2.9 5/8
Dep. 2
O&M_16.09.201_05_2020
3.2. V-ENGINES
On land generators (LG), both the aircooler and the oil cooler are normally installed in the main circuit (*).
These engines are said to hava a Single Cooling Circuit. As far as sea generators (SG) are concerned, the oil
cooler normally lies outside the main water circuit and is cooled by seawater (engines with Oil Cooler in the
Auxiliary only). On sea propulsion engines (SP), the layout is identical to that of sea generators (SG), except
for engines with a Double Circuit in which the aircooler also is cooled with seawater, which means it is
mounted next to the oil cooler in the auxiliary circuit. SG engines occasionally include a double cooling system.
a) Single Circuit. On V-engines like on in-line engines, the aircooler (intercooler) and the oil cooler are cooled
with fresh water.
For SLE-48ST (SF480) engines, the internal cooling system is different due to power dissipation requirements
and its diagram appears on next page.
It validate the cooling system “single circuit SLE-48ST (SF480)” for all V engines. So the SLE-36FT, SLE-48FT,
SLE-36ST & SLE-48ST (F/SF360 & F/SF480) engines have the same cooling system. The old cooling system is
documented in IT-F-A-20-009e_A.
(*) Land generators (LG) with double cooling system exist.
2.2.10 6/8
Dep. 2
O&M_16.09.201_05_2020
b) Only Oil cooler in the Auxiliary Circuit. The intercooler is cooled with fresh water, while the oil cooler lies
outside the main circuit and is cooled with seawater. In this event, it is necessary to select the same model of oil
cooler as for a Double Circuit.
It validate the cooling system “only oil cooler in the auxiliary circuit SLE-48ST (SF480)” for all V engines. So the
SLE-36FT, SLE-48FT, SLE-36ST & SLE-48ST (F/SF360 & F/SF480) engines have the same cooling system.
The old cooling system is documented in IT-F-A-20-009e_A.
2.2.11 7/8
Dep. 2
O&M_16.09.201_05_2020
c) Double Circuit. Both the intercooler and oil cooler are cooled with seawater, while fresh water only
dissipates the cylinder block heat through Siemens two-way water-to-water heat exchanger for V-engines.
It validate the cooling system “double circuit SLE-48ST (SF480)” for all V engines. So the SLE-36FT, SLE-48FT,
SLE-36ST & SLE-48ST (F/SF360 & F/SF480) engines have the same cooling system. The old cooling system is
documented in IT-F-A-20-009e_A.
The three-way water-to-water heat exchanger will be mounted on. See IT-F-A-20-025e.
- Single Circuit SLE-48FT & SLE-48ST (F/SF480) engines.

- SLE-48ST (SF480) engines with Only Oil Cooler in the Auxiliary Circuit (1800 rpm).
On marine propulsion engines (SP), the auxiliary circuit can refrigerate the gearbox. It is just necessary to
deviate part of the water coming out of the water-to-water heat exchanger towards the gearbox before its
discharge into the sea.
2.2.12 8/8
Dep. 1
IT-C-A-20-008e I August 2017
WATER PREHEATING 18 AND 24 LITERS

SERIES ENGINES
O&M_16.09.201_05_2020
1. AIM
The aim of this production information sheet is to indicate the correct application (installation) of water
preheating for engines.
2. INSTALLATION CRITERIA
The water, from the top of the engine, and externally, flows to the pump, where is connected to the inlet (low
level) of the preheating box.
In engines without water pump the intake water connection is made from the top side of the engine.
In the preheating box, the heating of the water by the resistance initiates the circulation of this water by
convection from the top of the preheating box towards the bottom of the engine.
The hot water circulates in the engine from bottom to top, heating the entire engine.
The box must be placed in the position indicated in the figure, without any inclination and ensuring that the
outlet connector is on top.
The preheating box can be placed on the bead or wherever required, in accordance with the application.
The pipe must be installed inclined upwards.
3. FEATURES
The heating expected with the proposed preheating equipment is 30ºC (86ºF) in 2 hours.
4. CONTROL
The preheating elements are put into operation (connected) by means of an automatic preheating control
unit, which can be supplied in a separate box (to be installed on the engine or bead, see product information
sheet (IT-C-A-60-006e) or integrated into the engine control panels and emergency generator unit.
2.2.13 1/2
Dep. 1
IT-C-A-20-008e I August 2017
WATER PREHEATING 18 AND 24 LITERS

SERIES ENGINES
O&M_16.09.201_05_2020
5. WATER PREHEATINGS
Fig. 1 - Engine without Fresh Water Pump
Cylinder block
(right side)
To the exhaust
manifold water
outlet
Fig. 2 - Electro-pump detail
1 THERMOSTAT 2 RESISTANCE
ENGINE REFERENCE
18 liters
3820B30 1500W
24 liters
2.2.14 2/2
Dep. 2
IT-C-A-20-009e L February 2020
WATER PREHEATING WITH ELECTRO-PUMP

V SERIES ENGINES
O&M_16.09.201_05_2020
1. AIM
The aim of the product information is to functionally define the different existing preheating systems.
2. COMPONENTS
The preheating system, regardless of its power and application, is formed by two fundamental elements:
• Water pump: which pumps cold water from the engine toward the heater resistor and distributes the heated
water homogeneously through the engine block. It is designed to comply with a minimum work flow which
allows for the correct transmission of thermal power from the resistor to the water. If it were not active, this
would cause the breakdown of the water resistor. Depending on the type of engine, there are two power
supply options: VAC or VDC.
• Water resistor: there are two types of resistor (3.5 kW or 35 kW), whose choice will depend on the
application and engine. In both cases, they are capable of working up to 65ºC.
3. FUNCTIONALITY
There are 3 types of configurations which depend on the type of application and engine:
Attainable temperature in a specific time

PUMP RESISTOR from an ambient temperature of 0ºC
(ºC/minutes)
STANDARD
400 VAC (50 Hz) or 400 VAC with power up to
SERIES 30 / 120
480 VAC (60 Hz) 7 kW
SOLUTION
Three-phase 400 VAC
IMMEDIATE
400 VAC (50 Hz) or (star connection) or 480
START-UP 60 / 30
480 VAC (60 Hz) VAC (triangle connection)
ENGINES
with power up to 35 kW.
Three-phase 400 VAC
SGE-EM &
(star connection) or 480
SGE-HM 86/100 24 VDC 60 / 60
VAC (triangle connection)
ENGINES
with power up to 35 kW.
The standard series solution for engines aims to heat the engine up to 15ºC with the goal of ensuring the
starter's reliability to prevent ignition failures due to damp environments and to temper the engine in environments
with low environmental temperature.
The engines which must have an immediate start-up in minutes must use resistors of up to 35 kW to reach
certain water target temperatures of 60ºC so that the mechanical components suffer the least tension possible in
the transition toward the engine's rated power.
The SGE-EM & SGE-HM 86/100 liters engines, apart from having a target temperature of 60ºC have
turbochargers cooled by water which must be cooled even in an emergency stop without voltage from the grid,
as such the VDC power supply is made through a connection to the equipment's batteries. The maximum working
pressure of the 24 VDC pump is 2 bar. If the circuit is pressurised above 1.5 bar, the power will be removed from
the pump in order to protect it.
2.2.15 1/3
Dep. 2

V SERIES ENGINES
O&M_16.09.201_05_2020
4. CIRCUITS BY ENGINE TYPE

The layout of each engine is represented in these circuits. The components may be different based on the
application, but the direction of the water flow is always kept invariable, with points of water inlet and outlet from
identical engines.
Fig. 1 - 36 & 48 liters engines series - SGE-56HM. The circuit takes water from the block, brings it to the resistor
and after passing through the pump, pushes it toward the outlet of the engine's water trap.
Fig. 2 - SGE-42HM / SGE-56HM PLUS. The circuit takes water from the block, brings it to the resistor and after
passing through the pump, pushes it to the opposite end of the circuit in order to cool the turbochargers.
2.2.16 2/3
Dep. 2

V SERIES ENGINES
O&M_16.09.201_05_2020
Fig. 3 - General Layout SGE-56SL, SGE-56SM & SGE-56SR engines. The circuit takes water from the block,
brings it to the resistor and after passing through the pump, pushes it toward the outlet of the engine's
water trap.
Fig. 4 - General Layout SGE-EM & SGE-HM 86/100 liters engines. The circuit takes water from the stopper of
the water inlet to the engine, brings it to the resistor and after passing through the pump, pushes it to the
internal water ducts which connect with the turbochargers.
2.2.17 3/3
2.2.18
Dep. 2
IT-F-A-20-025e D October 2018
DIESEL ENGINES - PRESSURE LOSSES AND FLOWRATES
O&M_16.09.201_05_2020
1. INTRODUCTION
Calculating the pressure losses in cooling circuits depend on the diesel engine designs (see IT-F-A-20-009e),
the circuit's components and whether these are series or parallel mounted (see IT-C-A-20-001e). The tables in
the last section of this Product Information Datasheet define the basic configurations used to get the
restriction for each circuit. As already stated in IT-C-A-20-001e, we include the items parallel-mounted to the
cylinder block (normally the intercooler and oil cooler when part of the main circuit) in calculating the cylinder
block restriction. Product Information Datasheet IT-F-E-20-008e lists the different pumps we fit to each of our
engines.
In defining the minimum/maximum flowrates, we were conscious that the rate of flow through the tubes of the
heat exchangers should not be less than 1 m/s nor greater than 3 m/s (fresh water) or 2.5 m/s (raw water).
Moreover, the temperature at the outlet of the fresh water / raw water cooler should not exceed 50ºC to prevent
salt forming in the water lines.
The minimum flowrates specified for the auxiliary circuit are valid for “continuous-duty” applications. For
“prime” / “standby” / “intermittent” / “light-duty” applications, increase the minimum flowrates in the same
proportion as power increases in relation to the tabulated flowrates (except for SLE-36ST @1200rpm
(SF360TA) with Double Circuit, for which the specified minimum auxiliary flowrate is valid whatever the
application is). The minimum flowrates specified for the main circuit are valid for all the applications.
For "Single Circuit" applications, the defined minimum auxiliary flowrate is that which is necessary to dissipate
heat from the main circuit through a Siemens fresh water / raw water cooler. For "Auxiliary Oilcooler Only" and
"Double Circuit" applications, the minimum flowrate is that necessary to refrigerate oil and inlet air respectively.
Therefore, if you decide to install a water-to-water cooler different from Siemens's, said minimum flowrate must
be provided or increased if required by the selected water cooler.
The minimum flowrates and restrictions for IMO Single Circuit are the same as for NON-IMO Single Circuit.
For in-line engines SLE-18FT, SLE-24FT, SLE-18ST & SLE-24ST (F/SF180 & F/SF240), the main circuit
restriction does not include the water-to-water cooler restriction, but sufficient cooling capacity is, in any
case, ensured through the mechanical pump specified for those applications.
2.2.19 1/7
Dep. 2
O&M_16.09.201_05_2020
2. MINIMUM FLOWRATES - S SERIES ENGINES

As far as SLE-18ST & SLE-24ST (SF180 & SF240) engines are concerned, the minimum flowrates are
available for the one-way intercooler; therefore, we are on the safe side if a two-way intercooler were installed.
2.1. MAIN COOLING CIRCUIT
Minimum Maximum
Circuit Type Application Engine Speed Delta P K
Flowrate Flowrate
1800 50 0.43
SLE-18ST
LG/SP/SG (SF180TA)
1500 35 0.21 0.0001720 65
1200 25 0.11
1800 60 0.55
SLE-24ST
LG/SP/SG (SF240TA)
1500 45 0.31 0.0001520 65
1200 35 0.19
Single
1800 87 2.52
SLE-36ST
LG/SP/SG (SF360TA)
1500 66 1.45 0.000333 100
1200 55 1.01
1800 105 2.26
SLE-48ST
LG/SP/SG (SF480TA)
1500 87 1.55 0.000205 115
1200 70 1.00
1800 40 0.28
SLE-18ST 1600 33 0,19
LG/SP/SG (SF180TA)
0.0001720 65
1500 30 0.15
1200 20 0.07
1800 50 0.38
SLE-24ST 1600 44 0,28
LG/SP/SG (SF240TA)
0.0001520 65
1500 40 0.24
1200 30 0.14
Double
1800 70 1.35
SLE-36ST 1600 60 1,00
LG/SP/SG (SF360TA)
0.000276 115
1500 55 0.83
1200 40 0.44
1800 80 1.31
SLE-48ST 1600 74 1,12
LG/SP/SG (SF480TA)
0.0002050 115
1500 70 1.00
1200 55 0.62
1800 95 2.49
SLE-36ST
LG/SP/SG (SF360TA)
1500 70 1.35 0.000276 115
1200 55 0.83
Auxiliary O/C only
1800 105 2.26
SLE-48ST
LG/SP/SG (SF480TA)
1500 87 1.55 0.0002050 115
1200 70 1.00
2.2.20 2/7
Dep. 2
O&M_16.09.201_05_2020
2.2. AUXILIARY COOLING CIRCUIT
Minimum Maximum
Flowrate Flowrate
1800 20 0.22
SLE-18ST
LG/SP/SG (SF180TA)
1500 18 0.19 0.0005500 35
1200 15 0.12
1800 30 0.50
SLE-24ST
LG/SP/SG (SF240TA)
1500 25 0.34 0.0005500 35
1200 20 0.22
Single
1800 40 0.40
SLE-36ST
LG/SP/SG (SF360TA)
1500 30 0.23 0.0002500 70
1200 25 0.16
1800 45 0.67
SLE-48ST
LG/SP/SG (SF480TA)
1500 35 0.40 0.000330 70
1200 30 0.30
1800 25 0.84
SLE-18ST 1600 22 0,65
LG/SP/SG (SF180TA)
0.0013400 35
1500 20 0.54
1200 15 0.30
1800 30 1.21
SLE-24ST 1600 27 0,90
LG/SP/SG (SF240TA)
0.0013400 35
1500 25 0.84
1200 20 0.54
Double
1800 40 1.02
SLE-36ST 1600 37 0,85
LG/SP/SG (SF360TA)
0.0006400 70
1500 35 0.78
1200 30 0.58
1800 42 1.13
SLE-48ST 1600 37 0,90
LG/SP/SG (SF480TA)
0.0006400 70
1500 35 0.78
1200 30 0.58
1800 40 0.70
SLE-36ST
LG/SP/SG (SF360TA)
1500 35 0.54 0.0004400 70
1200 30 0.40
Auxiliary O/C only
1800 45 1.05 0.0005200
SLE-48ST
LG/SP/SG (SF480TA)
1500 35 0.54 70
0.0004400
1200 30 0.40
Note: The minimum flow in relation to the self-priming pump (ref. 1620720) is not indicated at previous
table since it´s not a standard solution and it must be analysed according to the particular proposal.
2.2.21 3/7
Dep. 2
O&M_16.09.201_05_2020
3. MINIMUM FLOWRATES - F SERIES ENGINES

3.1. MAIN COOLING CIRCUIT
Minimum Maximum
Flowrate Flowrate
SLE-18FT 1800 35 0.21
LG/SP/SG (F180 T/TB/TA/TAB)
0.0001720 65
1500 30 0.15
SLE-24FT 1800 45 0.31

0.0001520 65
1500 40 0.24
SLE-36FT 1800 70 1.63

Single LG/SP/SG (F360 TA)
0.0003330 100
1500 55 1.01
SLE-48FT 1800 90 2.12

LG/SP/SG (F480 TA)
0.000262 115
1500 80 1.68
SLE-48FT 1800 90 1.66
LG/SP/SG (F480 TA same 0.000205 115
conf. as SF) 1500 80 1.31
SLE-18FT 1800 30 0.15

0.0001720 65
1500 20 0.07
SLE-24FT 1800 40 0.24

0.0001520 65
1500 35 0.19
Double
SLE-36FT 1800 55 0.83
LG/SP/SG (F360 TA)
0.0002760 115
1500 45 0.56
SLE-48FT 1800 70 1.00

LG/SP/SG (F480 TA)
0.0002050 115
1500 60 0.74
SLE-36FT 1800 70 1.35

LG/SP/SG (F360 TA)
0.0002760 115
Auxiliary O/C 1500 55 0.83
only 1800 90 1.66
SLE-48FT
LG/SP/SG (F480 TA)
0.000205 115
1500 80 1.31
2.2.22 4/7
Dep. 2
O&M_16.09.201_05_2020
3.2. AUXILIARY COOLING CIRCUIT
Minimum Maximum
Flowrate Flowrate
SLE-18FT 1800 20 0.08
0.0001900 35
1500 18 0.06
SLE-24FT 1800 27 0.40

0.0005500 35
1500 23 0.29
Single
SLE-36FT 1800 35 0.31
LG/SP/SG (F360 TA)
0.0002500 70
1500 25 0.16
SLE-48FT 1800 40 0.53

LG/SP/SG (F480 TA)
0.0003300 70
1500 30 0.30
SLE-18FT 1800 23 0.71

0.0013400 35
1500 18 0.43
SLE-24FT 1800 27 0.98

0.0013400 35
1500 23 0.71
Double
SLE-36FT 1800 35 0.78
LG/SP/SG (F360 TA)
0.0006400 70
1500 30 0.58
SLE-48FT 1800 35 0.78

LG/SP/SG (F480 TA)
0.0006400 70
1500 30 0.58
LG/SP/SG SLE-36FT 1800 30 0.40
(F360 TA)
0.000440 70
Auxiliary O/C LG/SP/SG 1500 25 0.28
only LG/SP/SG 1800 30 0.40
SLE-48FT
(F480 TA)
0.000440 70
LG/SP/SG 1500 25 0.28
2.2.23 5/7
Dep. 2
O&M_16.09.201_05_2020
4. BASIC CONFIGURATIONS
These basic configurations served to determine the pressure losses in the engines' different circuits, as shown
on the previous tables.
As already stated, knowing the individual circuit's components and their series or parallel mounting position is
essential. Detailed explanations are given in document IT-F-A-20-009e.
4.1. S SERIES ENGINES
Circuit Main / Cyl. Thermostat Fresh Water / Raw

Engine Oilcooler Intercooler
Type Auxiliary Block Box Water Cooler
M 18 3 Thermostats - - -
Single
SLE-18ST A - - - - Line 2-way
(SF180) M 18 3 Thermostats - - -
Double
A - - - Line 2-way Line 2-way
Single
SLE-24ST A - - - - Line 2-way
(SF240) M 24 3 Thermostats - -
Double
M 36 7 Thermostats YES - Siemens V
Single
A - - - - Siemens V 2-way
SLE-36ST M 36 7 Thermostats - - Siemens V

Double
(SF360) A - - YES V 2-way Siemens V 2-way
Auxiliary M 36 7 Thermostats - - Siemens V
Oilcoole
r only A - - YES - Siemens V 2-way
M 48 7 Thermostats - - Siemens V
Single
A - - - - Siemens V 3-way
Double
SLE-48ST A - - YES V 2-way Siemens V 2-way
(SF480)
Auxiliary Siemens V 3-way
Oilcoole A - YES -
(1800rpm)
r only Siemens V 2-way
A - YES -
(1500rpm-1200rpm)
2.2.24 6/7
Dep. 2
O&M_16.09.201_05_2020
4.2. F SERIES ENGINES
Fresh Water /
Circuit Main / Cyl. Thermostat
Engine Oilcooler Intercooler Raw Water
Type Auxiliary Block Box
Cooler
Single
SLE-18FT A - - - - Line 1-way
(F180) M 18 3 Thermostats - - -
Double
Single
SLE-24FT A - - - - Line 2-way
(F240) M 24 3 Thermostats - -
Double
Single Siemens V 2-
A - - - -
way
SLE-36FT
Double Siemens V 2-
(F360) A - - YES V 2-way
way
Oilcooler Siemens V 2-
only A - - YES -
way
Single Siemens V 3-
A - - - -
way
SLE-48FT
Double Siemens V 2-
(F480) A - - YES V 2-way
way
Oilcooler Siemens V 2-
only A - YES -
way
2.2.25 7/7
2.2.26
Dep. 2
IC-C-D-25-004e D August 2017
DESCRIPTION OF LUBRICATION SYSTEM

FOR “IN-LINE” ENGINES
O&M_16.09.201_05_2020
1. INTRODUCTION
The purpose of the engine lubrication system is to:
- Provide pressurised oil for hydrodynamic lubrication, minimizing friction between parts moving in relation
to each other (crankshaft, connecting rods, etc.).
- Regulate the oil pressure so as to ensure correct lubrication.
- Filter oil adequately in order to maintain its lubricating properties.
- Cool the engine.
- Protect the engine parts, like the filters, seals, etc., against oil overpressure by means of relief valves.
2. DESCRIPTION
The lubricating system is made up of the following elements:
- Wet oil sump, suction tube and oil level indicator.

- Geared oil pump with overpressure safety valve.
- Lube oil pressure regulating valve.
- Oil cooler.
- Oil filters.
- Jet pressure regulation valve.
- Centrifugal filter (diesel, biogas, low methane number gases and propane engines)
- Blow-by gas exhaust system: crankcase breather.
2.1. OIL SUMP
The bottom of the crankcase is enclosed by the oil sump or oil tank. The amount of oil it contains depends on
the engine model. A threaded drain plug is fitted to the lowest point in the sump.
Located in the crankcase is the oil suction tube which is fitted with a grille, preventing the suction of foreign
material into the oil circuit.
The dipstick, which allows visual control of the oil level, is also located in the sump.
2.2. OIL PUMP
This a gear type positive displacement pump driven through the timing gears, which ensures the pump operates
when the engine is running.
It is the oil pump function to supply oil to the other components of the engine. The pump consists of: a pump
body, cover or suction hood, two gears (a driving gear and an idler gear), and an overpressure safety valve.
2.3.1 1/5
Dep. 2

O&M_16.09.201_05_2020
Overpressure Safety Valve
Fig. 1 - Oil Pump
2.3. OVERPRESSURE SAFETY VALVE
The overpressure safety valve or relief valve is located at the outlet of the oil pump. Its function is to discharge
oil directly to the sump if the impulse pressure exceeds the rated pressure (8 bar / 116 psi), thus protecting
engine components from failure. The valve is fixed to a bracket attached to the ribs of the oil sump. (See Fig. 1)
2.4. LUBRICATING OIL PRESSURE REGULATING VALVE
Its function is to regulate the lubricating oil pressure of the engine. It is located at the inlet of the oil filters and is
rated at 4.5 bar (65 psi). Its function is to discharge the surplus oil when the rated pressure is exceeded,
ensuring that the pressure is constant under all the engine operating or load conditions. (See Fig. 2.)
2.5. OIL COOLER
Either of two types can be used:
- Plate type: housed in a casing, fitted integrally on the engine.

- External oil cooler: the standard version is the pipe type, housed in a casing. The design of the oil cooler
can be adapted to the application requirements.
2.6. OIL FILTERS
The filters are of the interchangeable and full flow cartridge type, oil being entirely cleaned in a set of three
parallel filters. They have no bypass or non-return valve. Filtering efficiency is 99% at 30m and 50% at 15m.
2.7. JET PRESSURE REGULATION VALVE
This is located downstream of the filters and it is rated at 3 bar (43.5 psi). Its function is to allow oil to pass to the
jet gallery and to the piston coolant jets themselves when the rated pressure is reached. Piston coolant oil is
filtered. (See Fig. 2.)
2.3.2 2/5
Dep. 2

O&M_16.09.201_05_2020
Jet pressure Lubricating oil

regulation pressure regulating
vavle
Fig. 2 - Jets and Regulation Valves Disposition
2.8. CENTRIFUGAL FILTER
Combustion in diesel engines produces a large amount of soot or very fine-grained pulverised carbon particles
that are absolutely not retained in the oil filter.
In case of the gas engines, the main problem is the presence of pollutants in gas fuel (such as biogases) which
are carried by the oil.
Centrifugal filters are not so common as the oil filters; their underlying principle is the heavier weight of solids
compared to oil. A centrifugal filter comprises a rotating circular body on the wall of which the solid particles
settle, while purified oil flows through a central duct to the oil sump.
2.9. BLOW-BY GAS EXHAUST SYSTEM
Siemens engines can have either a passive or an active venting system.
2.9.1. PASSIVE OR OPEN SYSTEM (DIESEL AND GAS ENGINES)
This is the standard venting system. It consists of a breather which allows oil vapours and blow-by gases to get
out into the atmosphere through an exhaust pipe. These are the components of such an open gas exhaust
system:
- The crankcase, which finally collects the gases that escape from the combustion chamber through the
interstice between the piston rings and the cylinder liner.
- The blow-by gas breather. It is made of one or various wire-mesh separators which separate the gas-
borne thick liquid drops and feed them back to the crankcase by gravity.
- An exhaust pipe.
2.3.3 3/5
Dep. 2

O&M_16.09.201_05_2020
2.9.2. ACTIVE OR CRANKCASE GAS RECIRCULATING SYSTEM (ONLY GAS ENGINES):
The crankcase gas recirculating system aims to introduce the engine-produced blow-by gases into the inlet
airstream in a clean and efficient manner.
Besides the open system elements, adding a filter, to clean the gases previous their recirculation, is required.
3. OPERATION
- Oil is drawn from the sump through the grille in the suction tube by means of the oil pump.
- The pump supplies a specific flow of oil at a certain pressure. If the pressure exceeds 8 bar (116 psi), oil
is drained in the safety valve directly to the crankcase.
- Oil flows from the pump to the oil cooler then to the filter access gallery.
- This gallery is fitted with the lubricating oil pressure regulating valve. If the pressure does not exceed 4.5
bar (65 psi), oil is allowed in the filter access gallery; otherwise, part of the oil stream is diverted to the
crankcase. The oil circulates in parallel through the filters.
- On the one side, filtered oil reaches the jet pressure regulation valve which allows it to pass on to the jet
gallery if the rated pressure of 3 bar (43 psi) is exceeded. From here it flows to the piston cooling jets.
- On the other side, filtered oil gains access to the main lubrication gallery, from which oil is distributed to
different parts of the engine, namely:
The crankshaft, bearing caps and small and big ends of the connecting rod: on reaching the crankshaft,
oil flows through internal channels which lead it to the bearing caps and big-end bearings. Oil circulates
through ducts inside the connecting rod to reach the upper part of the conrod, i.e. the small end bushings
and the pin, which are coated with a lubricating film.
The camshaft, cylinder heads, rocker arms on the engine. Oil flows inside the camshaft, from end to end,
along the longitudinal direction of the engine block. Also, oil is distributed through individual passages to
the bearings and the auxiliary rocker arm shaft. Holes in the rocker arm shaft bushing allow oil to lubricate
the camshaft rollers.
Part of the oil that flows through the camshaft flows into an external channel which is machined on the
engine block and cylinder head and conveys oil to the main rocker arm shaft. From this point, oil passes
through the shaft orifices to the oiling holes of the intake and exhaust valve rockers and to the valve
stems. The rest of the cylinder head is spray-lubricated.
On turbocharged engines, oil reaches the turbocharger by an external pipe.
From the main lubrication gallery, oil is fed to the injection pump driving coupling, to the injection pump
and to the water pump.
Part of the oil flows to the centrifugal filter that retains dispersed soot and contributes to keeping oil
cleaner and to extending the oil change intervals.
- Finally, the oil returns to the sump.
2.3.4 4/5
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O&M_16.09.201_05_2020
2.3.5 5/5
2.3.6
Dep. 2
IC-C-D-25-005e E July 2018

FOR “V” ENGINES
O&M_16.09.201_05_2020
1. INTRODUCTION
The purpose of the engine lubrication system is to:
- Provide pressurised oil for hydrodynamic lubrication, minimizing friction between parts moving in relation
to each other (crankshaft, connecting rods, etc.).
- Regulate the oil pressure so as to ensure correct lubrication.
- Filter oil adequately in order to maintain its lubricating properties.
- Cool the engine.
- Protect the engine parts, like the filters, seals, etc., against oil overpressure by means of relief valves.
2. DESCRIPTION
The lubricating system comprises the following elements:
- Wet oil sump, suction tube and oil level indicator.

- Geared oil pump with overpressure safety valve.
- Lube oil pressure regulating valve.
- Oil temperature thermostatic regulation.
- Oil cooler.
- Clogged filter valve.
- Safety oil pressure switch.
- Oil filters.
- Jet pressure regulation valve.
- Centrifugal filter (diesel, biogas, low methane number gases and propane engines).
- Blow-by gas exhaust system: crankcase breathers.
2.1. OIL SUMP
An oil sump or oil tank encloses the bottom of the crankcase. The amount of oil it contains depends on the
engine model. A threaded drain plug is fitted to the lowest point in the sump.
Located in the crankcase is the oil suction tube which is fitted with a grille, preventing the suction of foreign
material into the oil circuit.
The dipstick, which allows visual control of the oil level, is also located in the sump.
2.2. OIL PUMP
This is a gear type positive displacement pump driven through the timing gears, which ensures the pump
operates when the engine is running.
It is the oil pump function to supply oil to the other components of the engine. The pump consists of: a pump
body, cover or suction hood, two gears (a driving gear and an idler gear), and an overpressure safety valve.
2.3.7 1/6
Dep. 2
IC-C-D-25-005e E July 2018

FOR “V” ENGINES
O&M_16.09.201_05_2020
Overpressure safety valve
Fig. 1 - Oil Pump
2.3. OVERPRESSURE SAFETY VALVE
The overpressure safety valve or relief valve lies at the outlet of the oil pump. Its function is to control pressure
and discharge oil directly to the sump if the impulse pressure exceeds the rated pressure (8 bar / 116 psi), thus
protecting engine components from failure. The valve is fixed to a bracket attached to the ribs of the oil sump.
(See Fig. 1).
2.4. LUBRICATING OIL PRESSURE REGULATING VALVE
Its function is to regulate the lubricating oil pressure of the engine. It is located at the inlet to the oil filters and is
rated at 4.5 bar (65 psi). Its function is to discharge the surplus oil when the rated pressure is exceeded,
ensuring that the oil pressure is constant under all the engine operating or load conditions.
2.5. THERMOSTATTED OIL VALVE
Its function is to control the minimum oil temperature. It is located at the inlet to the oil cooler. It operates in such
a way that when the oil temperature drops below a preset value (75ºC), it prevents oil from going through the
cooler, allowing oil to heat up quickly. Once the minimum oil temperature has been reached, all the oil will flow
through the cooler.
2.6. OIL COOLER
These engines have an external oil cooler, which in its standard version, is the pipes type, housed in a casing.
The design of the oil cooler can be adapted to the application requirements.
2.7. CLOGGED FILTER VALVE
Situated upstream of the filters, this valve would divert oil to the sump in order to avoid damage to filter
cartidges, should pressure exceed the set limit of 6 bar due to the clogging of the filters.
2.8. SAFETY OIL PRESSURE SWITCH
All V-engines have a low oil pressure switch in the main lubrication gallery. If the lubrication pressure is
insufficient, the alarm will go off as a warning about the need for service or activate the engine shutdown.
When oil flows back into the sump due to the clogging of the filters, it is normal that pressure drops after the
filters and this pressure switch activates the alarm.
2.3.8 2/6
Dep. 2
IC-C-D-25-005e E July 2018

FOR “V” ENGINES
O&M_16.09.201_05_2020
It is possible to have a high oil pressure switch. This will be placed at the inlet to the oil filters. It will operate,
activating an alarm, when the oil pressure rises due to the clogging of the filters or if the oil flow is blocked.
2.9. OIL FILTERS
The filters are of the interchangeable and full flow cartridge type, oil being entirely cleaned in a set of three
parallel filters. They have no bypass or non-return valve. Filtering efficiency is 99% at 30m and >50% at 15m.
2.10. JET PRESSURE REGULATION VALVE
On a V-engine, this valve lies at the end of the main lubrication gallery (side opposite the oil inlet to the engine
block). It is rated at 3 bar (43.5 psi) and its function is to allow oil to pass to the jet gallery and to the piston
coolant jets themselves when the rated pressure is reached.
2.11. CENTRIFUGAL FILTER
Combustion in diesel engines produces a large amount of soot or very fine-grained pulverised carbon particles
that are absolutely not retained in the oil filter.
In the case of gas engines, the problem is the presence of oil-borne contaminants in fuel gas (mainly biogas)
rather than the production of soot.
Centrifugal filters are not so common as the oil filters; their underlying principle is the heavier weight of solids
compared to oil. A centrifugal filter comprises a rotating circular body on the wall of which the solid particles
settle, while purified oil flows through a central duct to the oil sump.
2.12. BLOW-BY GAS EXHAUST SYSTEM
Siemens engines can come with a passive or an active blow-by gas exhaust system.
2.12.1. OPEN OR PASSIVE SYSTEM (FOR DIESEL AND GAS ENGINES)
The commonest standard blow-by gas exhaust system is the open system with an oil separator followed by an
exhaust pipe to the outside. These are the components of such an open gas exhaust system:
- The blow-by gas breather. It is made of one wire-mesh separator which separates the gas-borne thick
liquid drops and feeds them back to the crankcase by gravity.
- An exhaust pipe.
2.3.9 3/6
Dep. 2
IC-C-D-25-005e E July 2018

FOR “V” ENGINES
O&M_16.09.201_05_2020
2.12.2. ACTIVE O BLOW-BY GAS RECIRCULATING SYSTEM (ONLY FOR GAS ENGINES)
The blow-by gas recirculating system aims at introducing the crankcase gases, in a clean and effective manner,
into the intake air stream.
In the blow-by gas recirculating system, there is a filter that cleans the gases before they flow into the engine.
8
1 Oil pump
2 Safety valve
R
3 Regulation valve
4 Thermostat valve
7
5 Oil cooler
6 Clogged filter valve
7 Oil filters
3 8 Jet pressure valve

4 9 Oil sump
9 5 2 1
3. OPERATION
- Oil is drawn from the sump through the grille in the suction tube by means of the oil pump.
- The pump supplies a specific flow of oil at a certain pressure. If the pressure exceeds 8 bar (116 psi), oil
is drained in the safety valve directly to the crankcase.
- Oil flows from the pump to the thermostat valve unit, reaching first the lubricating oil pressure regulating
valve. This adjusts the oil flow to maintain a pressure of 4.5 to 5 bar in the gallery under normal working
conditions.
- If the oil is cold (less than 75ºC), it flows through the thermostat valve, avoiding the cooler. Under normal
operating conditions (hot oil), it flows through the cooler.
- Afterwards oil arrives at the filter access gallery where the clogged filter valve is to be found. If, for this
reason (filter clogging), the pressure exceeds 6 bar, oil will be diverted to the oil sump.
2.3.10 4/6
Dep. 2
IC-C-D-25-005e E July 2018

FOR “V” ENGINES
O&M_16.09.201_05_2020
- Once filtered, a small amount of oil flows to a distributor that lubricates the auxiliary water pump as well as:
o The right injection pump, on diesel engines;

o The turbocharger on SGE-HM gas engines.
- The other portion of oil flows to the main lubrication gallery and is distributed in parallel towards:
The right camshaft, cylinder heads, rocker arms and injection pump drive.
Oil flows inside the camshaft, from end to end, along the longitudinal direction of the engine block. Also,
oil is distributed through individual passages to the bearings and the auxiliary rocker arm shaft. Holes in
the rocker arm shaft bushing allow oil to lubricate the camshaft rollers.
Part of the oil that flows through the camshaft flows into an external channel which is machined on the
engine block and cylinder head and conveys oil to the main rocker arm shaft. From this point, oil passes
through the shaft orifices to the oiling holes of the intake and exhaust valve rockers and to the valve
stems. The rest of the cylinder head is spray-lubricated.
Finally, on diesel engines, oil will lubricate the injection pump drive.
Then, oil lubricates the timing gears.
Next, oil reaches a distributor that guides the oil stream to the turbocharger (except for the SGE-HM
engine) and to the regulator.
Now, ahead of the oil distributing point to the crankshaft, oil reaches another distributor that directs oil
partly to lubricate the left injection pump (on diesel engines) and the water pump drive and partly to
proceed to the centrifugal filter, if any.
Afterwards, oil passes through a hole to the crankshaft, bearing caps, big and small ends of the
connecting rods.
On reaching the crankshaft, oil flows through internal channels which lead it to the bearing caps and big-
end bearings. Oil circulates through ducts inside the connecting rod to reach the upper part of the conrod,
i.e. the small end bushings and the pin, which are coated with a lubricating film.
The cylinder walls and the piston pins are lubricated by the amount of oil that leaks out from the ends of
the bearings and is splashed by the rotating action of the crankshaft. Excess oil is removed from the
cylinder by the scraper ring and fed back into the crankcase.
Thereafter, oil reaches the lubricating point of the camshaft on the left-hand side of the engine. It
lubricates the camshaft, rocker arms and cylinder heads on the left bank as well as the drive of the left
injection pump.
At the end of the main lubrication gallery, side opposite inlet, oil arrives at the jet pressure valve that
directs oil to the left and to the right of the engine, through the jet gallery that leads it to the piston coolant
jets.
Finally, oil returns to the oil sump
2.3.11 5/6
Dep. 2
IC-C-D-25-005e E July 2018

FOR “V” ENGINES
O&M_16.09.201_05_2020
OIL
COOLER MAIN LUB. GALLERY
SAFETY NO PRES. Aux. Main

GEAR VALVE REG. VALVE
PUMP Camshaft rocker rocker Rockers
P > 8 bar P > 4,5 bar YES
shaft shaft
NO
YES
Injection pump drive (1)
Timing gears
THERMOSTAT
Sampling VALVE
Tª > 75º C Crankshaft Conrods
Regulat
NO
High pressure Distributor
Grille in
suction tube YES switch Turbocharge (1) (2)
Centrifugal filter
YES CLOGGED
FILTER VALVE
P > 6 bar Distributor Injection pump drive (1)
Water pump drive

NO
Distributor FILTERS Aux. Main

Camshaft rocker rocker Rockers
shaft shaft
Turbucharger (3)
Injection pump drive (1)
Low pressure
switch
JET PRES. Piston
VALVE Jets
Injection pump (1) head
P > 3 bar
OIL SUMP
(1) SLE-FN, SLE-FT and SLE-ST diesel engines

(2) SGE-SL, SGE-SR and SGE-SM gas and engines
(3) SGE-HM engine
2.3.12 6/6
Dep. 2
IT-C-A-25-002e K November 2019
AUTOMATIC ENGINE OIL LEVEL CONTROLLER FOR ENGINES

SLE-F & S / SGE-S & H
O&M_16.09.201_05_2020
1. INTRODUCTION
If engine-driven equipment is intended for 24-hour operation or similar, it is recommended that the engine should
be fitted with an oil level controller.
Fig. 1 - General layout on 18 and 24 liters series engines
Fig. 2 - General layout on 18 and 24 liters series generating sets
2.3.13 1/4
Dep. 2

O&M_16.09.201_05_2020
MT-90
Digital Tachometer
3 4
80 100
5
2
60 110
6
1
7 40 120
0 bar °C
6 5 4 1 3 2
Fig. 3 - General layout on 36, 42, 48 and 56 liters series engines/generating sets
1 Automatic oil level controller

2 Oil tank
3 Filling hose
4 Oil sump to level controller hose
5 Venting hose
6 Lube oil level indicator (Refer to IT-C-A-25-009e or IT-G-A-25-009e)
Fig. 4 - Automatic Oil Level Controller
2.3.14 2/4
Dep. 2

O&M_16.09.201_05_2020
2. DESCRIPTION AND ASSEMBLY

The oil level controller is a mechanical actuator placed on the oil sump at the bottom of the engine. It is equipped
with a floater inside a small reservoir which opens or closes the oil flow into the engine crankcase.
When assembling the level controller in the sump, the latter is equipped with a universal bracket with two screws
whose task is not only to secure the unit to the engine but to adjust the height thereof such that with the engine
running and oil hot, the indicator level should be aligned with the oil level in the engine crankcase.
Therefore, the height from the adjusting nut to the oil sump base will vary according to the engine model.
Variations with respect to its height or position on the engine can cause the oil sump to overfill. It is also important
to tighten the fasteners correctly to prevent engine vibrations from altering the position of the oil controller (see
enclosed table).
ENGINE HEIGHT (MM)

SLE 18 & 24 liters 122
SGE S family 18 & 24 liters 92
SGE-24HM 122
SLE 36 & 48 liters 92
SGE S family 36 liters 55
SGE-42HM 47
SGE-56HM 92
1 Oil supply hose

2 Venting hose
HEIGH
HIGH LEVEL (*)
T
3 Oil controller hose to oil sump
NORMAL LEVEL (*)
LOW LEVEL (*) 4 Height adjustment screw
As the automatic filling equipment is connected by a hose to the oil sump, the oil level displayed always matches
the actual reading, whether in applications where ventilation airs to the atmosphere or for applications with
crankcase gas recirculation to intake. This crankcase ventilation hose (2) must be 12mm in diameter and the
connection must be located above the oil level. Improper installation of crankcase ventilation can cause overflow.
The discharge hose to the crankcase (3) should be approximately 25mm in diameter and should be free from
buckling.
2.3.15 3/4
Dep. 2

O&M_16.09.201_05_2020
The charging hose (1) should have a downward pitch with no sags and be 12mm in diameter.
If it is fed from a booster tank, its height must NOT be less than 1.2 m or exceed 4.6 m.If this height is exceeded,
the oil sump may overfill due to excess inlet pressure.
On the other hand, the tank that is used in the oil change maneuver, it is recommended that it be properly sized
according to the volume of oil needed to refill the crankcase after the change. See IO-C-M-25-004e.
In addition and in order to optimize the engine filling maneuver after the change, it is recommended mainly in
quick applications, that the oil in the tank has a heating system in order to facilitate the oil change intervention
and minimize the necessary preheating time before start the engine. The heating temperature must not exceed
60 ° C.
When the engine is running, the oil level in the display must be within the normal operating range.
Normal range of operation
When the engine is stopped due to oil backflow in the circuit, the oil level will exceed this range and overflow will
occur, but once the engine has been started, it will return to its regular position.
2.3.16 4/4
Dep. 2
IT-C-A-25-009e M July 2018
LUBE OIL LEVEL INDICATOR
O&M_16.09.201_05_2020
1. INTRODUCTION
The oil level indicator is a combination of an oil level indicator with high and low limit adjustable switches. It
provides protection against the high and low level of lubricant caused by overfilling of fuel or water/diesel inside
the sump. An oil level indicator with 171mm (6-3/4 inch) dial means the condition and the level of the lubricant
can be checked without stopping the equipment.
The contacts on the limit switch can be adjusted according to each engine model. When the float hits the high or
low limit switch, a circuit which is normally open closes, and can activate an alarm and stop the equipment.
2 3 5 9
A
6
MAX.
B
MIN.
1 8 7
Fig. 1 - General Layout
1 Lube oil level indicator

2 High level indicator
3 High level adjuster
4 Low level indicator
5 Low level adjuster
6 Float
7 Two-way valve
8 Lube oil pan
9 Connecting rods inspection cover
Table 1 - Components Specification
2.3.17 1/3
Dep. 2
IT-C-A-25-009e M July 2018
O&M_16.09.201_05_2020
2. DESCRIPTION AND ASSEMBLY

The function of this device is to provide a visual check of the oil level in the oil sump and to trigger a warning
alarm when the level reaches the defined low or high limit. Therefore, the high and low oil limits will vary
according to the oil capacity of the sump for each model of engine, as shown hereafter.
2 3 5
1 Lube oil level indicator

A
6 3 High level adjuster

MAX.
B

MIN.
6 Float
4
ENGINE A(mm) B(mm)

SLE-18FN 180 205
SLE-18FT 145 174
SLE-18FT and SLE-18ST 82 142
SGE S family 18 liters 52 112
SGE-24HM 82 142
SGE-56HM 47 107
SGE-42HM 10 70
Table 2 - Limits according to engine
The inside diameter of the outlet pipe to the sump must be at least 12 mm. The venting pipe to the sump must
be 6 mm in outside diameter, connected to a point above the lubricant level and free of restriction due to bends
or obstacles of any kind.
2.3.18 2/3
Dep. 2
IT-C-A-25-009e M July 2018
O&M_16.09.201_05_2020
With the engine running, the oil level in the indicator must normally lie between the two defined limits. This way,
in the event of oil overfilling due to a failure of the automatic supply system, fuel or water ingress or oil leaks, the
device outputs the high-level or low-level alarm signal, as appropriate.
With the engine at rest, the oil level in the indicator may rise up to the high limit, occasionally indicating a
situation of excess oil. This results from backflow, i.e. oil flows back from the lubricating circuit to the sump,
when the engine has stopped.
3. CONNECTION
B High (Black)
C Low (Red)
D Common (White)
Fig. 2 - Electric Diagram
2.3.19 3/3
2.3.20
Dep. 2
IC-C-D-25-006e D July 2018
DESCRIPTION OF A CRANKCASE GAS

RECIRCULATION SYSTEM
O&M_16.09.201_05_2020
1. INTRODUCTION
The crankcase gas recirculation system of the engine, also called the active system, is intended to feed the flow
of engine blow-by gases back into the intake air current in a clean and efficient manner and so:
- To eliminate one source of emissions, by burning these gases inside the engine, and thus to get one
single exhaust in accordance with the prevailing legislation in different countries.
- To clean the blow-by gas flow so that it is harmless when reintroduced into the engine.
- To regulate the blow-by gas flow so as to set optimum working conditions, fulfilling both internal criteria of
optimum cleanness and engine operation requirements.
Blow-by gases refer to the portion of combustion gases which passes through the combustion chamber sealing
rings into the crankcase, generating a higher pressure than the atmospheric one, and which must be released to
the outside of the machine room in order to avoid:
- Plugging of the inlet filters.

- Explosion and fire hazards.
- A polluted atmosphere harmful to the machine operators.
2. CONFIGURATION
A crankcase gas recirculation system (CGR) comprises the following parts:
- A crankcase (1) which collects the gases that escape from the combustion chamber through the interstice
between the piston rings and the cylinder liner.
- The blow-by gas breather (2) with drain It is made of one or various wire-mesh separators which separate
the gas-borne thick liquid drops and feed them back to the crankcase by gravity.
- Piping between separators and recirculation filter (6).
- Blow-by gas separator filter (3). All the liberated configurations have only one filter, except for terrestrial
diesel V-engines with air filters which have two gas separator filters and the SGE-42HM and SGE-56HM,
with the SGE-HM filters having the greatest filtering efficiency.
- An oil return pipe from the recirculation filter (5).
- Crankcase pressure control valve (4).
- Blow-by gas feed pipe to air intake (between air filter and carburettor) (6).
It is mandatory to follow the installation and assembly instructions defined in product information documents
IT-C-A-25-024e and IM-C-C-25-002e in order to ensure correct operation of each component as specified or
otherwise to be able to take the necessary corrective steps.
2.3.21 1/5
Dep. 2
IC-C-D-25-006e D July 2018

O&M_16.09.201_05_2020
6 6 4 3
°C °F °C
90 100 110 90 120 140 90 100 110
70 120 50 160 70 120
50 32 50
40 60
0 70
°C
4 32
50
90
0
°F
120 140
40
°C
60
70
160
0
1 2
BARS
3 4 5 6
7
2 5 6
5 1 1
Fig. 1 - CGR on gas in-line engine Fig. 2 - CGR on gas V-engine SL family
Fig. 3 - CGR on SGE-24HM engine Fig. 4 - CGR on SGE-42HM & SGE-56HM engine
2.1. CRANKCASE
The crankcase or oil sump is an important component of the engine, which little attention is often paid to. In
addition to collecting, storing and recirculating oil that has lubricated and cooled the engine, the crankcase also
accumulates the gases leaking from the engine's combustion chambers through small interstices between the
rings and liners of each cylinder.
The amount of gas entering the crankcase will depend on the wear condition of the a.m. parts.
Due to crankshaft rotation and oil removal from different places in the engine, an undetermined quantity of oil
drops are carried by the blow-by gas flow.
The crankcase gas pressure indicates the status of balance between the amount of blow-by gases removed
from the crankcase through the exhaust system and the quantity generated during the engine operation.
By analyzing the crankcase pressure over time, it is possible to anticipate any failure that would offset the said
balance in one direction or another, notably wear of piston rings, filter clogging, blocked pipes, etc.
2.3.22 2/5
Dep. 2
IC-C-D-25-006e D July 2018

O&M_16.09.201_05_2020
2.2 OIL LEVEL CONTROLLER
This is an oil level valve with a float that allows oil to pass into the crankcase and fill it when the level is too
low, allowing the level to rise until it reaches the correct level before it cuts off the oil supply.
When there is gas recirculation from the crankcase to the intake, given that the pressure in the crankcase
does not have to coincide exactly with atmospheric pressure, it is essential to have an effective oil level control
device, and this is achieved with the automatic level control. This level control is connected to engine
crankcase pressure and not to atmospheric pressure, meaning that we obtain a real measurement of the true
level of oil in the crankcase.
CRANKCASE
CONNECTION
OIL INLET
OIL LEVEL
CRANKCASE OIL
When the crankcase pressure does not coincide with the atmospheric pressure, the dipstick will give a false
reading, as when crankcase pressure is negative it will indicate low oil levels and high levels when it is
negative. The dipstick is a valid means of measuring the oil level when crankcase gases exit to the
atmosphere, but not with recirculation.
2.3. CRANKCASE GAS BREATHER

CRANKCASE
GAS BREATHER
The blow-by gases exit the engine through the "crankcase
breather" made of one cylindrical separator filled with wire-
mesh.
CRANKCASE
GAS
The function of the breather is to separate gas-borne oil. OUTLET
This oil is collected it in the lower portion and oil is fed back
to the crankcase by gravity.
CRANKCASE
GAS
The breather always lies above the oil level of the engine. It INLET
is part of the engine, whether integrated into a blow-by

recirculation system or an open venting system. METALLIC MESH
The location of the system in the engine depends on the OIL DRAIN
type of breather and will be such as to prevent or minimise

the entrainment of oil by the blow-by gases.
2.3.23 3/5
Dep. 2
IC-C-D-25-006e D July 2018

O&M_16.09.201_05_2020
2.4. BLOW-BY GAS RECIRCULATION FILTER
This is the real conditioner of the blow-by gases before entry into the air BLOW-BY GAS RECIRCULATION FILTER
intake system. Externally, it looks like an upright black cylinder fitted with Piloto saturación
Plugged indicator
a blow-by gas inlet pipe, one gas exhaust pipe and a drain for filtered
products at the bottom.
Its function is to completely eliminate gas-borne oil and condensates. For

this purpose, it includes a high-performance synthetic fibre filtering
cartridge. There are two filter models depending on the engine model,
with the SGE-HM filter having the greatest filtering efficiency given the
demands for cleaning the turbochargers.
At the top, it has a red light indicator warning that the filter is plugged and Closures for
cartridge change
must be changed. In any case, the cartridge shall be changed at the
intervals specified in the maintenance guidelines. Refer to
IO-C-M-25-011e.
At the bottom of the system, there is a non-return valve which prevents

blow-by gas from flowing in a direction opposite draining.
The device has marks on the top showing the gas flow direction, by
Drain filter
pointing to the in and out ports of the filter.
2.5. CRANKCASE PRESSURE CONTROL VALVE
This valve checks the balance between the amount of blow-by

gas sucked out of the crankcase into the air intake system and
the total quantity of blow-by gas produced in the engine.
For correct operation of the valve, it is necessary to measure

the pressure in the crankcase with the engine running at
nominal power and to set the valve to the specified rating.
When done, the valve need not be readjusted until the
cartridge is changed, since the crankcase pressure variations
provide important information on the system performance and
the internal wear of the engine. Tampering with the valve would
result in a loss of data and "deceiving" the system.
When changing the filter cartridge, check the valve. If found

dirty or full of condensates, flush it with a water jet.
2.3.24 4/5
Dep. 2
IC-C-D-25-006e D July 2018

O&M_16.09.201_05_2020
2.6. OIL FEEDBACK TO CRANKCASE
Oil separated by the recirculation filter shall be fed back through a hose to the crankcase and always above the
crankcase oil level.
2.7. BLOW-BY GAS FEED PIPE TO THE AIR INTAKE
Connected downstream of the crankcase pressure control valve, this pipe transports the filtered gas to the
engine air intake.
On gas engines, the blow-by gas feed pipe is connected between the air filters and the compressor (Fig. 1, 2, 3
and 4).
2.8 CRANKCASE PRESSURE
Monitoring the crankcase pressure will enable you to detect and follow-up the evolution of possible failures due
to a malfunction of the recirculation system or the engine.
The crankcase pressure can be measured at the connecting rod cover or oil sump filling plug or crankcase
breather cover, using a water gauge.
2.3.25 5/5
2.3.26
Dep. 2
IC-C-D-25-007e A August 2017
OPEN CRANKCASE GAS EXHAUST SYSTEM

DESCRIPTION
O&M_16.09.201_05_2020
1. INTRODUCTION
Crankcase venting is intended to allow oil vapours to get out of the inside of the engine block, where there is a
small positive or negative pressure
Blow-by gases refer to the portion of combustion gases which passes through the combustion chamber sealing
rings into the crankcase, generating a higher pressure than the atmospheric one, and which must be released to
the outside of the machine room in order to avoid:
- Plugging of the inlet filters

- Explosion and fire hazards
- A polluted atmosphere harmful to the machine operators
As a consequence, on continuous-duty engines, the crankcase gases must be released to the outside through
an adequate system.
Exceptionally, the blow-by gases of emergency engines might be released into the machine room. In this event,
contact Siemens Services.
2
1 Breather or oil separator
2 Inspection door
3 Crankcase
1 4 Gas exhaust
Siemens engines can have either a passive or an active venting system.
Passive or open system:
This is the standard venting system. It consists of a breather which allows oil vapours and blow-by gases to get
out into the atmosphere through an exhaust pipe.
Active or crankcase gas recirculating system (only gas engines):
The crankcase gas recirculating system aims to introduce the engine-produced blow-by gases into the inlet air
stream in a clean and efficient manner. See IC-C-D-25-006e.
2.3.27 1/4
Dep. 2

DESCRIPTION
O&M_16.09.201_05_2020
2. CONFIGURATION
The most usual standard gas exhaust system is the open system with an oil separator followed by a gas
exhaust pipe to the outside.
These are the components of such an open gas exhaust system:
- The blow-by gas breather. It is made of one or various wire-mesh separators which separate the gas-
borne thick liquid drops and feed them back to the crankcase by gravity.
- An exhaust pipe.
Crankcase Breather
The blow-by gases get out of the engine through the so-called "crankcase breather". This always lies above the
oil level of the engine, in a position on the engine which avoids or minimises the carrying of oil by the blow-by
gases.
Thus, the separator will be mounted on the hexagonal cover of the flywheel housing of V-engines. On in-line
engines, it will be placed on one inspection door of the cylinder block, such as the auxiliary cover of the rocker
arms, and always on the left side of the engine, which is less exposed to oil splashing due to the anticlockwise
rotation of the crankshaft.
Fig. 1 - Location of crankcase breather on a V-engine Fig. 2 - Location on an in-line engine
The breather or oil separator is mounted vertically, with enough free space above it for its maintenance. See
IO-C-M-25-012e.
2.3.28 2/4
Dep. 2

DESCRIPTION
O&M_16.09.201_05_2020
It consists of a cylindrical separator containing a wire
GAS
mesh that separates gas-borne oil, sending it back to EXHAUST
the crankcase. The separator strainer must be
cleaned periodically, according to the maintenance
guidelines. BLOW-BY
GASES
The location of the system depends on the type of WIRE

breather fitted into the engine. Possible locations are: MESH
- In-line engines with breather 16.10.880. See Fig. 2.

CRANKCASE
RESPIRADERO BREATHER
GASES DEL CARTER
- In-line engines with breather 16.11.600. See Fig. 2.
- V-engines with breather 16.11.600. See Fig. 1.
Where an open venting system exists, the crankcase pressure must be measured periodically with the engine
on FULL LOAD, to check that it is within the specified limits and its evolution over time conforms to the following
curve.
In any case, the crankcase pressure of a new engine will be fluctuating during the first hours of operation, while
all the engine components settle; but, as a rule, a value of 10mm WG will be considered as the maximum
permissible value for a new engine. Higher values would denote problems with the design of the exhaust pipe
to the outside.
3030mm
mm.
c.d.a.
WG
CRANKCASE
PRESION PRESSURE
DE CARTER
1010mm
mm.
c.d.a.
WG
HOURS
HORAS OF OPERATION
DE FUNCIONAMIENTO
Should water leakage occur, e.g. after a repair, the blow-by value would rise and then normalise when water
has evaporated completely.
On a working engine with an open venting system, the crankcase pressure will mainly depend on the condition
of the combustion chamber sealing parts (liners, rings, cylinder heads) when measured.
If the measured crankcase pressure exceeds the initial value by more than 20mm WG, there probably is an
increase in blow-by gases due to worn liners and rings. In this event, it will be necessary to check the condition
of those components and to measure the cylinder compression. Thus, the maximum permissible value of
crankcase pressure is 30mm WG.
2.3.29 3/4
Dep. 2

DESCRIPTION
O&M_16.09.201_05_2020
Exhaust pipe
Blow-by gases must be released to the outside through an exhaust pipe. The design criteria for this pipe shall
be that the maximum permissible crankcase pressure on FULL LOAD - i.e. 10mm WG for a new engine - shall
by no means be exceeded. Refer to IT-C-A-25-001e.
2.3.30 4/4
Dep. 2
IT-C-A-25-030e J October 2019
SIEMENS ENGINES
SUBMERGED OIL PREHEATING SYSTEM
O&M_16.09.201_05_2020
1. INTRODUCTION
The aim of preheating oil is to raise the oil temperature before starting the engine up to the appropriate
minimum value that ensures adequate oil viscosity for loading the engine.
2. DESCRIPTION
For this purpose, we use a direct preheating system in which the heating resistance is in straight contact with
the fluid, i.e. oil, to warm up.
Direct heating offers the advantage that heaters’ efficiency is near 100% because oil directly absorbs all the
generated heat. This contributes to faster warming up and suppression of thermal delay. There is no
intermediate medium giving rise to heat losses during heat transfer.
The oil preheating system is a monobloc unit that consists of a resistance, a thermostat and a protective cap.
According to the engine model and the crankcase capacity, there will be one, two or four resistances. See table 1.
For heating oil, we specify a 1500W or 2500 W resistance depending on engine model and/or application with a
specific charge of up to 4,01W/cm². Fitting into the tank is with a 1-1/4” gas stamped brass cap nut and a copper
gasket to prevent oil leaking through the thread. The tube is made of AISI 316L stainless steel, 8mm in
diameter.
Fig. 1 - Heating resistance
3. ASSEMBLY
These monobloc units lie inside the crankcase (oil sump), in the lower area. See Fig. 2, 3, 4 and 5.
The resistance is connected to the mains through a plug-in thermostat with the power wires secured to the
special-purpose clamping screws.
The resistance must always lie horizontally and submerged in oil. Otherwise, it could break and fail to operate
correctly.
These so-called monobloc preheating systems have built-in thermostatic controls with temperature adjustments
from 30 to 90ºC. The thermostats are set at 40ºC or 70ºC depending on engine model and/or application. When
the preheating system switches on, the resistances start warming up the crankcase and the oil temperature
rises progressively. As the oil temperature reaches set temperature, the thermostat switches off.
2.3.31 1/3
Dep. 2
SIEMENS ENGINES
O&M_16.09.201_05_2020
ENGINE TYPE REFERENCE VOLTAGE POWER UL No. OF UNITS

18 and 24 liters 1
36 and 48 liters 2
31.25.A50 (76.08.262) 230 V/50 Hz 1500 W. NO
SGE-42HM and SGE-56HM 4
18 and 24 liters 1
36 and 48 liters 31.25.A60 (76.08.263) 400 V/50Hz 1500 W. NO 2
SGE 56SL T30 31.25.G80 (76.07.E15) 400V/50Hz 1500W NO 4
SGE-42HM and SGE-56HM 31.25.G90 (14.25.170) 400V/50Hz 2500W NO 3
18 and 24 liters 31.25.C40 (76.07.879) 1
36 and 48 liters 31.25.C20 (76.07.879) 2
480 V/60Hz 1500 W. YES
SGE S family 56 liters 31.25.C20 (76.07.879) 2
SGE-42HM and SGE-56HM 31.25.C50 (76.07.879) 4
Table 1 - Oil Preheating System per Type of Engine
Fig. 2 - General Layout - SLE F and S family 18 and 24 liters -

SGE S family 18 and 24 liters Engines
Fig. 3 - General Layout - SGE-24HM Engines
2.3.32 2/3
Dep. 2
SIEMENS ENGINES
O&M_16.09.201_05_2020
Fig. 4 - General Layout - SLE F and S family 36 and 48 liters -

SGE S family 36, 48 and 56 liters
Fig. 5 - General Layout - SGE-42HM y SGE-56HM Engines
4. PERFORMANCE
Warming expected from the proposed preheating system is over 2 hours.
5. OPERATION
Switching on/off of the preheating resistances is through a control integrated into the engine control panels,
which assures thermal/magnetic protection of each resistance. The resistance incorporates an on/off
thermostat.
2.3.33 3/3
2.3.34
Dep.2
IC-F-D-30-004e C December 2018
DESCRIPTION OF THE FUEL SYSTEM
O&M_16.09.201_05_2020
1. INTRODUCTION
This product information sheet describes the injection system on SLE diesel engines.
2. DESCRIPTION
SLE engines are fitted with an injection system comprising monobloc injection pumps and multihole nozzle
injectors.
The injection system consists of the elements described below and schematically shown on Figures 1 and 2.
Fig. 1 - General Fuel System Diagram. 18/24 Liters Engines
1 Daily tank
2 Fuel line
3 Water trap (optional)
4 Fuel pump
5 Fuel-priming pump
6 Fuel filters
7 Clogged filter safety valve
8 Injection pump
9 Discharge valve
10 Injection tubes
11 Injectors
12 Excess fuel return piping from injectors
13 Injection pump return line
2.4.1 1/6
Dep.2
O&M_16.09.201_05_2020
Fig. 2 - General Fuel System Diagram. 36/48 Liters Engines
1 Daily tank
2 Fuel line
3 Water trap (optional)
4 Fuel pump
5 Fuel-priming pump
6 Fuel filters
7 Clogged filter safety valve
8 Injection pump
9 Discharge valve
10 Injection tubes
11 Injectors
12 Excess fuel return piping from injectors
13 Injection pump return line
2.1 . DAILY TANK
Also called direct engine feed tank, this vessel contains the amount of gasoil necessary for the engine
operation.
- To ensure a correct working of the injection system, the tank must lie a little above the injection pump
level, but the difference in height may not be more than 2.5m.
- An adequate drain cock must be provided to prevent water from entering the injection system with fuel.
- It is advisable to incline the tank slightly, by maximum one degree, to allow deposits amassing in the
lowest portion.
2.4.2 2/6
Dep.2
O&M_16.09.201_05_2020
2.2. FUEL LINE
It runs from the daily tank to the fuel pump and from fuel pump to injection pump. Its diameter should be at least
10mm.
- For proper running of the engine, it is essential that the fuel line is free from bottlenecks.
- The fuel pipe end should clear the bottom of the daily tank at least 20cm to avoid sucking deposits.
- Where the tank is sloping lightly, the intake of the fuel line must be on the highest side of the tank.
2.3. WATER TRAPS
Some applications, like marine engines or engines fed with fuel with a higher content of water and/or particles,
make it advisable to incorporate this type of filters that will not only remove water from gasoil, but also pre-filter
the fuel.
Water present in fuel means, firstly, a decrease in the fuel's heating capacity, which adversely affects gasoil
consumption. Secondly, and equally very important, water will cause damage to the injection system and make
exhaust valves and turbochargers rusty and fail. Water or condensate, if present in fuel, will contribute to the gel
forming problem caused by the fuel’s wax contents, thereby restricting the fuel stream and oxidising the jet nozzles.
We recommend checking water and dirt build-ups in the transparent cup every day. If necessary, stop the
engine and open the cock to drain the water trap.
These filters will lie upstream of the fuel pump to the engine.
2.4. FUEL PUMP
The fuel pump supplies the volume of fuel necessary both for the engine operation and for the cooling of the
injection pump components. There are two types:
- On the 18/24 Liters engines, it is a plunger pump mounted on the injection pump.
- On the 36/48 Liters engines, it is an engine-driven gear pump.
Any excess quantity of cooling gasoil must return to the daily tank, as shown on Figures 1 and 2. The fuel
supply pressure is controlled by means of a discharge valve fitted to the injection pump body.
2.5. HAND-OPERATED FUEL-PRIMING PUMP
This is necessary for priming the fuel circuit after overhauls and repairs. The engine will not start with the fuel
pump if there fails to be preliminary priming, because air must be completely drawn out of the circuit prior to
starting. During the priming process, the bleeders on the pump and filters must remain open until gasoil flows
with no air bubbles in it. Two configurations are possible:
- When the fuel pump is coupled to the injection pump, it also includes the hand-operated fuel-priming
pump.
- Where the fuel pump is separate (gear-driven), the hand-operated fuel-priming pump is series-mounted
into the circuit.
2.4.3 3/6
Dep.2
O&M_16.09.201_05_2020
2.6 FUEL FILTERS
Their duty is to retain fuel-borne impurities and foreign bodies in order to prevent them from blocking the items
of the injection system. Settings between the parts of the injection pump that create pressure and the injectors
lie within thousandths of a millimetre. Therefore, any particle with this size would be a threat to the system.
Hence, cleaning fuel is of the utmost importance for optimum performance of the system.
For this purpose, engines come complete with filters properly sized and adapted to their application.
Filters can be individual or double. It is also possible to install a special filter support for exchanging the filter
cartridge with the engine running.
2.7. CLOGGED FILTER SAFETY VALVE
The clogged filter safety valve lies in the fuel filter support. When the pressure at the filter inlet exceeds 4 bars
due to filter clogging, this safety valve opens allowing fuel to flow back to the fuel daily tank through a fitting that
connects the valve to the injector return line.
2.8. SLIDE VALVE
Only on 36/48 Liters engines, this slide valve distributes the previously filtered fuel inflow to the two injection
pumps on either side of the engine.
2.9. INJECTION PUMP
Filtered fuel enters the inlet chamber of the pump. The injection pump's duty is to deliver fuel to each injector at
the right time and in the exact amount required, depending on the engine power.
Only authorised and qualified specialists may work on the injection pump.
2.10. INJECTION PUMP DISCHARGE VALVE
Fitted to the excess stream outlet connector of the pump, this valve discharges any excess fuel to the daily tank,
in order to keep the pressure in the gasoil gallery of the injection pump within prescribed limits and to ensure
continuous cooling.
2.11. INJECTION TUBES
The injection pump is linked to each injector by means of one high-precision calibrated steel tube.
2.12. INJECTORS
Complete with nozzle-holders and nozzles, the injectors squirt or inject fuel into the combustion chamber. There
is one of them in each cylinder head. Figure 1.3 shows an exploded view of one injector.
- The nozzle/needle unit is inseparable and must be changed entirely in case of failure.
- Adjustment of the injector’s set pressure is done individually by means of the calibrating washers.
2.4.4 4/6
Dep.2
O&M_16.09.201_05_2020
INJECTOR
FEED TUBE
OVERFLOW
PIPE
NOZZLE
HOLDER
CALIBRATING
WASHER
SPRING
SPRING
HOLE
NEEDLE
STOP DISC
NOZZLE+
NEEDLE
FIXING
NUT
BUSH
NOZZLE-HOLDER
NUT
SEALING
WASHER
Fig. 3 - Exploded view of injector, nozzle-holder and nozzle
Maximum cleanness is essential when handling the injection system.
2.13. EXCESS FUEL RETURN PIPING FROM INJECTORS
This collects any excess fuel and feeds it back to the daily tank.
2.4.5 5/6
Dep.2
O&M_16.09.201_05_2020
2.14. INJECTION PUMP RETURN LINE
The injection pump cooling fuel stream must return to the daily fuel tank through the top of the same
Both the fuel supply line and the two return lines (excess fuel and pump cooling stream) should have the same
diameter. This diameter must always be equal to or greater than 10mm.
A 10mm diameter applies to pipe lengths of up to 5m. For longer pipes (industrial facilities), the diameter should
be increased proportionally in order to avoid head losses.
In industrial installations of sets with elastic support or isolation of the bed, pipe connections need to be made
with flexible fittings.
2.4.6 6/6
Dep.2
IC-F-D-30-002e A April 2008
WATER SEPARATING FILTERS
O&M_16.09.201_05_2020
1. INTRODUCTION
Diesel engines currently incorporate high-performance technologies which require fuel to be of high quality. This has
led to a considerable increase in the demands for fuel filtration. Not only fine particles must be separated efficiently,
but also any water that has mixed with fuel due to condensation, leakage or contamination.
Filtration requirements of injection systems
η 3-5μm
particles
retained (%)
Extreme
conditions
Minimum
requirements
The presence of water in fuel means, on the one hand, a loss of the fuel’s heating capacity which affects the
consumption of gasoil and, on the other hand, and equally very important, a risk of damage to the injection system,
corrosion and failure of exhaust valves and turbochargers. Additionally, water or condensate in fuel may contribute
to the gel forming problem caused by the fuel’s wax contents, thereby restricting the fuel stream and oxidising the
jet nozzles.
Normal conditions Harsh conditions
Since this condition is especially important for marine engines and must be avoided, it is desirable to fit the engine-
mounted secondary filter with an additional filter that will not only filter the impurities but also separate water
from fuel.
It is however essential to remember that the fuel-water separator filters must be drained periodically, to eliminate all
accumulated water. Failure to drain the filter could result in a drop of the engine power, either because water
2.4.7 1/3
Dep.2
O&M_16.09.201_05_2020
accumulation restricts the fuel stream or because the fuel stream velocity is such that water is swept along when its
level in the filter is very high.
Any water contained in gasoil must be completely removed. For this purpose, various methods exist: centrifugal
turbine separation, decanting or paper filtration.
2. ADVANTAGES DERIVING FROM THE USE OF A WATER SEPARATOR FILTER

By separating water and solid particles, including oxides, dirt, waste, and other impurities denser than fuel, from
the fuel system, it is possible:
- To increase the lifespan of the secondary fuel filters.

- To reduce wear on the pump and injection system and, consequently, to lengthen the service life of the
engine and its components.
- To prevent the formation of corrosive compounds, harmful to different parts of the engine.
- To cut down maintenance costs while increasing the downtimes intervals for servicing or repair of the
engine.
- To improve gasoil combustion, as a good filtration is provided.
- To reduce fuel consumption.
3. OPERATING PRINCIPLE
This is how a water separating filter operates:
Fuel enters the filter forming a vortex the centrifugal force of which separates the solid and
liquid particles more than 30μm in size and makes them fall onto the bottom of a
transparent clarifier.
Due to the centrifuging action, the smaller water droplets accumulate on the wall of the
vessel, joining together until they fall onto the bottom.
Fuel next flows through the high-density cellulose and

resin filter that retains impurities of a certain size Filtering paper
according to the type of filtering paper used. This filter

allows only fuel to pass through and retains water.
The clarifier reservoir must be drained from time to

time, when the level of water and impurities - easy to
check visually since the clarifier is transparent -
reaches the higher limit. Water droplets
2.4.8 2/3
Dep.2
O&M_16.09.201_05_2020
FILTERING ELEMENT
FUEL
WATER
GLASS-WALLED
WATER RESERVOIR
WATER/FUEL DIVIDING LINE
WATER DRAIN PLUG

(OPEN)
2.4.9 3/3
2.4.10
Dep. 2
IT-F-A-30-008e B December 2018
FUEL FILTER WATER SEPARATOR

SLE-18ST & SLE-24FT, SLE- 24ST ENGINES
O&M_16.09.201_05_2020
[5.512]
140
96
[3.781]
Fig. 1 – General Disposition
109
[4.292]
Ø12
Ø12
[.472]
[.472]
VACUUMGAUGE
Fig. 2 – Fuel Filter Water Separator Detail
Dimensions in mm. / inches
2.4.11 1/1
2.4.12
Dep.2
FUEL FILTER WATER SEPARATOR

SLE "V" ENGINES
O&M_16.09.201_05_2020
518
[20.387]
[22.539]
572
Fig. 1 – General Disposition
109
[4.292]
Ø12
Ø12
[.472]
[.472]
VACUUM GAUGE
Fig. 2 – Fuel Filter Water Separator Detail
Dimensions in mm. / inches
2.4.13 1/1
2.4.14
Dep. 3
IT-C-A-35-001e F January 2018
VENTILATION
O&M_16.09.201_05_2020
1. ENGINE ROOM VENTILATION

Two fundamental functions must be complied with in respect of ventilating the engine room:
- Guarantee the environmental conditions, which permit the optimum performance level of the engine and
equipment.
- Provide the most comfortable environmental conditions possible for the people who have to work in the
engine room.
In designing a ventilation system, the same importance should be given to the necessary volume of air as to the
flow direction.
The ventilation system must be able to provide sufficient combustion air and to remove radiation heat from the
rest of the facility.
For an estimated thermal difference of 5ºC (9ºF) between inlet and outlet air temperatures, the air inflow must
be in the region of 70 m3/h per 1kWm installed power for a height higher than 500m.a.s.l. (meters above sea
level). (Refer to Table 1)
For installing at a height higher than 1500m.a.s.l., volumetric flow must be enlarged in a 5% and for a height
higher than 3.000m.a.s.l., it must be enlarged in a 15%.
Only when genset equipment is installed in a container or cover9ed, and having been previously studied by the
Engineering Department, may a deviation in temperature 10°C between the air inlet and outlet be considered,
so the flow rate entering will be about 35 m3/h per 1 kWm installed, to which the combustion air required by the
equipment should be added.
Generally, the air flow direction in an engine room will match the following pattern.
- The entry of air in the engine room should be from the area furthest away from any sources of heat.
- The fresh air should be able to flow freely from the point of entry to the sources of heat, in its circulation
towards the point of exit.
- The expulsion of hot air should be at a point directly above the most important sources of heat, avoiding the
intake of the exhaust gas.
- Where the temperature of the engine room or, in particular, of the crankcase gases return lines to the
intake manifold is too low, said lines must be heat-insulated so as to prevent condensation in said
piping section.
In all cases, the hot air should be forced out of the engine room by means of an outlet duct, without allowing it to
mix with the fresh ventilation air.
2.5.1 1/4
Dep. 3
VENTILATION
O&M_16.09.201_05_2020
2. VENTILATION SYSTEMS
2.1. FORCED VENTILATION (EXHAUST FAN & PUSHER FAN)
We recommend this ventilation system for all machine rooms in general. The exhaust fan must be less powerful
than the pusher fan, since the engine consumes part of the air inflow.
Both air inlet and outlet depend on the location of the air filters and alternator, as the following picture shows:
FAN
AIR FILTER
FAN
AIR 19.30.205
INLET
HOT AIR
2
3 4
5
MT-90
Digital Tachometer
80 100
OUTLET
60 110
6
1
7 40 120
0 bar °C
2.2. LAYOUT OF ENGINE ROOM WITH RADIATOR
When the engine comes complete with a radiator, it is necessary to remove hot air to the outside of the room
through a properly sized duct that could also be conditioned to dampen the engine noise.
Likewise, the pusher fan discharging air into the room for the combustion and engine cooling processes can be
soundproofed.
SILENCER
AIR FILTER RADIATOR
CONDUCTION
19.30.205
AIR
INLET
HOT AIR
2
3 4
5
6
MT-90
Digital Tachometer
60
80 100
110
OUTLET
1
40 120
bar 7
0 °C
SILENCER
2.5.2 2/4
Dep. 3
VENTILATION
O&M_16.09.201_05_2020
3. INSTALLATION OF AIR FILTERS
- The filters should be installed in every case in the most optimum place according to the layout of the
engine room.
- A sufficient quantity of combustion air should be guaranteed.
- In case of an external air inlet, avoid any risk of water entering into the filter.
- To make the air intake tube or duct and the filter protector, the following criteria apply:
- The minimum cross section area (S) of air flow through the filter protector derives from the following equation:
S = S1 x 2
(Where S1 = developed area of the filter)
- The air duct between the filter and the engine should have a circular or rectangular section.
- Determining the air duct section may be made approximately, by using the following recommendation:
∆P installation = Leq*hf +∆P filter ≅L*1.2*hf+∆P filter

hf (pressure drop by unit)
The maximum admissible pressure drop in the air intake duct after filter should not be bigger than 381
mm.w.c. relative to external atmosphere. It is recommended to keep approximately 81 mm.w.c. in reserve,
that is to say that with clean filter the maximum pressure drop shouldn’t exceed 300 mm.w.c
- The fitting of the air intake duct should be studied by the installer and should eliminate all the abnormal
forces due to the sheer weight of the air intake duct and all the vibrations which could be produced, as both
these factors could result in problems for the correct functioning of the engine.
- The air intake duct connection to engine should be made by means of a flexible rubber hose.
- Fit a drain cock at the lowest point of the air intake duct. This point is generally as near as possible to the
turbochargers. It is important and necessary that, if the air intake duct were over hot parts it would be well
isolated. (See fig.1)
HOT AIR
OUTLET
AIR FILTER
TURBOCHARGER
MT-90
Digital Tachometer
3 4
80 100
5
2 60 110
6
1
7 40 120
0 bar °C
DRAIN COCK
AIR
INLET
2.5.3 3/4
Dep. 3
VENTILATION
O&M_16.09.201_05_2020
In any case, the air temperature for combustion should not exceed in general 25°C (77ºF) at the filter entry
point, otherwise it will be necessary to reduce the engine power. For more detail see Product Information
IC-G-B-00-001e for the SGE-SL, SGE-SM engines and F, H Families, and IC-C-D-00-007e for the
Diesel engines.
The following table shows the necessary airflow for the air intake of the engine and for the ventilation of the
engine room.
AIR FLOW RATE
AIR INTAKE ENGINE ROOM

TOTAL
ENGINE VENTILATION
ENGINE TYPE EXHAUST MANIFOLD
m3/hCV m3/hkW m3/hCV m3/hkW m3/hCV m3/hkW
NATURALLY WATER-COOLED 3 4 44 60 47 64
ASPIRATED DRY 3 4 44 60 47 64
EXTERNAL FILTER 0 0 44 60 44 60
WATER-COOLED
INTERNAL FILTER 7 10 44 60 51 70
TURBOCHARGED
EXTERNAL FILTER 0 0 44 60 44 60
DRY
INTERNAL FILTER 7 10 44 60 51 70
Table 1 - Air flow rates
2.5.4 4/4
Dep. 2
IC-C-D-35-001e F November 2019
AIR FILTERS
O&M_16.09.201_05_2020
1. AIR FILTERS. CHARACTERISTICS

It is the function of an air filter to ensure that air supplied to the engine has optimum cleanness characteristics.
gas engines can include either of two types of filters: double-stage cyclonic filters and GHF high-flow
single-stage filtration filters. The cyclonic air filters used on gas engines comprise two filtering elements or
cartridges: one so-called main cartridge outside and the other so-called safety element inside. High-flow filters
are single-stage filtration systems.
Air filtering is achieved to global efficiency rates of 99.7%. Pressure losses due to filtering are less than 20mbar
with a clean filter and the engine running at rated power and full speed. Filter plugging occurs when pressure
losses exceed 38mbar.
The air filters fitted to gas engines can be used in dust-laden atmospheres of up to 15 mg/mn3. In case of greater
dust concentration contact Siemens.
In double-stage filters, this is how filtering occurs:

- Air enters the filter tangentially to the cylindrical casing of the filter.
- Passes through the first filtering element (main element).
- Flows through the second, safety filtering element.
- And finally goes out axially with respect to the filter casing.
Main
Safety
Fig. 1 - General view of double-stage air filters
The airflow restriction created by the air filters increases as the filters get fouled.
As already mentioned, the maximum permissible airflow restriction is 38mbar for
filters on engines running at their power rating. On reaching this value, the filtering
elements are said to be clogged and must be immediately cleaned or changed.
For monitoring their fouling level, the filters include a mechanical air flow restriction
Fouled
detector Ref. 76.50.134 with a red-coloured indicator showing up completely when
filter
the maximum permissible pressure drop has been reached. Alternatively, an
electric detector Ref. 76.50.321 can be installed, indicating the fouling condition
of the filters by means of a light signal or by transmitting an electric signal to the
PLC.
2.5.5 1/4
Dep. 2
AIR FILTERS
O&M_16.09.201_05_2020
The figures below show exploded views of double-stage air filters, identifying their major components.
Intake cap
Fouling
detector
Clamp
Safety cartridge
S.C.
washer Filter casing
Main cartridge
Front
sealing ring
Integrated axial
sealing gaskets
Locknut
M.C.
washer
Fig. 2 - Exploded view of a tangentially sealed air filter
Main filtering
Safety filtering element
Air filter element
casing
Fouling
detector
Fig. 3 - Exploded view of a radially sealed air filter
2.5.6 2/4
Dep. 2
AIR FILTERS
O&M_16.09.201_05_2020
In GHF High-Flow filter, filtering occurs as follows:
- Air enters the filter directly through either one or two of the side intake ports, depending on whether the
filter has 1 or 2 filtering cartridges
- Passes through the filtering cartridge,
- And finally flows out to the engine through one port with SGE-HM engines and through two ports on the
other engines.
Fig. 4 - General drawing of High Flow two-cartridge filter
To monitor their fouling level, the GHF filters have a mechanical airflow restriction detector Ref. 76.50.319 with a
red-coloured indicator showing up completely when the maximum permissible pressure drop (38 mbar) has been
reached at the filter outlet. In this event, depending on the case, either one or two cartridges need to be changed.
The fouling detector can alternatively be an electric device Ref. 76.50.266 indicating the fouling condition of the
filters by means of a light signal or by transmitting an electric signal to the PLC.
The next figures show exploded views of the GHF air filter.
COVER
CLAMP
FILTERING ELEMENT
CASING
FOULING
INDICATOR
Fig. 5 - Exploded view of High Flow two-cartridge air filters
2.5.7 3/4
Dep. 2
AIR FILTERS
O&M_16.09.201_05_2020
CASING
CLAMP
FILTERING
ELEMENT
COVER
Fig. 6 - Exploded view of High Flow one-cartridge air filter
2.5.8 4/4
Dep. 2
IC-F-D-35-003e A October 2018
DESCRIPTION OF MARINE AIR FILTERS
O&M_16.09.201_05_2020
1. MARINE AIR FILTERS

It is the function of an air filter to ensure that air supplied to the engine for combustion has minimum cleanness
characteristics. Inefficient filtering can give rise to serious wear of the engine’s components, leading to
excessive consumption, power reduction, loss of performance, and eventually expensive repairs.
As far as engines for use in marine environments are concerned, one has to bear in mind that the atmospheric
conditions in this type of application are rather special. In a marine environment, there are no big concentrations
of dust in the air; dust concentrations are generally less than 3 mg/Nm 3, but there is a high degree of humidity
and saltpetre in the atmosphere, and in some machine rooms, there is a certain amount of oil mist or airborne
oil. Due to these conditions, a special type of air filter has been designed for this specific application: the marine
air filters.
Air filtering is achieved to efficiency rates of 99.9%. (SAE coarse) by means of oil-impregnated fine-grain filter
papers. Pressure losses due to filtering are less than 20mbar with a clean filter and the engine running at rated
power. They should never exceed 38mbar when the filter is on the point of saturation.
Marine air filter
The marine air filters fitted to Siemens engines can be used in dust-laden atmospheres of up to 5mg/m 3 without
seeing their lifespan reduced. In case of greater dust concentration, the average useful life of the filters may
decrease and servicing the filters need to be carried out more frequently in order to avoid possible damage to
the engine and lower efficiency of same. This is why riverboats engines may need a terrestrial type of air filter
suitable for airborne dust content as much as 30 times the value normally considered in ‘marine’ applications.
Filtering occurs as follows: air enters the filter through the outside wall of the cylindrical filter cartridge and
passes through a filter paper (specially impregnated for use in marine environments), before going out axially
with respect to the filter casing that is clamped to the next item of the engine intake system.
Since the filter outlet and connection to the engine are made of plastic, the engine vibrations are absorbed,
which otherwise could lead to a mechanical failure of the fastening system.
2.5.9 1/2
Dep. 2
IC-F-D-35-003e A October 2018
DESCRIPTION OF MARINE AIR FILTERS
O&M_16.09.201_05_2020
The airflow restriction created by the air filters increases as the filters get fouled. As
already mentioned, the maximum permissible airflow restriction is 38mbar for filters
on engines running at their power rating. On reaching this value, the filtering
elements are said to be clogged and must be immediately cleaned or changed. For
monitoring their fouling level, the Siemens marine air filters include a mechanical
airflow restriction detector with a red-coloured indicator showing up completely Fouled
when the maximum permissible pressure drop has been reached. Additionally, filter
there is a pressure tap at the filter outlet for connecting a water column, if need be,
to determine whether the filter’s maximum permissible fouling level has been
reached.
2.5.10 2/2
Dep.2
DESCRIPTION OF THE EXHAUST SYSTEM
O&M_16.09.201_05_2020
1. DESCRIPTION
The exhaust system consists of the following components:
- Exhaust manifold:
1 on SLE LINE engines
2 on SLE “V” engines
- Turbocharger turbine (on supercharged engines only)

1 on SLE LINE engines
2 on SLE “V” engines
- Exhaust pipes (supplied by customer).
- Exhaust muffler.
1.1. EXHAUST MANIFOLD
On SLE LINE engines, the refrigerated exhaust manifold extends on the right side of the engine. It is made up
of various individual sections joined together and cooled by coolant from the cooling system. The duty of the
exhaust manifold is to transfer the exhaust gases from the cylinders either to the engine outlet in the case of
naturally-aspirated engines or to the turbocharger turbine in the case of supercharged engines.
SLE “V” engines have a refrigerated exhaust manifold on either side, along the cylinder head lines. Each
manifold consists of several individual sections joined together and cooled by coolant from the cooling system.
The exhaust manifolds are bolted to the cylinder heads. Exhaust gases flow out of the cylinders and into the
exhaust manifold through bridging tubes.
1.2. TURBOCHARGER
The turbocharger is a centrifugal air compressor driven by a turbine operated by the exhaust gases. Exhaust
gases are fed by the exhaust manifold into the turbocharger turbine and their kinetic energy causes the turbine
to rotate and to drive the centrifugal compressor. A turbocharger supplies the engine with a greater air charge
than would be possible at atmospheric pressure (naturally-aspirated engines). Such an increase in the air
charge combined with a greater amount of fuel results in improved combustion efficiency and, consequently,
more power output of the engine.
On in-line engines, the turbo lies on the right-hand side of the engine. Whether the engine is in-line or Vee-
type, gases come out of the turbine through cast iron bends.
EXHAUST GAS OUTLET
AIR OUTLET
AIR INLET
EXHAUST GAS INLET
Fig. 1.1 – Turbocharger

2.6.1 1/2
Dep.2
DESCRIPTION OF THE EXHAUST SYSTEM
O&M_16.09.201_05_2020
1.3. EXHAUST GAS RELEASE CIRCUIT
The exhaust system has been so designed that exhaust gas release implies no hazard, obstacle or risk for the
engine operator and people standing close to the engine. Additionally, the exhaust gas release circuit must be
designed so as not to generate excess backpressure.
The combustion gases leave the combustion chambers (cylinders) through the exhaust valves that are
mounted in the cylinder heads and open after completion of the explosion, and under the effect of the piston
upstroke, pushing the gases into the exhaust manifold.
As far as naturally-aspirated engines are concerned, the exhaust gases directly escape through the exhaust
manifold outlet that is to be coupled to the exhaust gas release piping to be installed by the customer.
In the case of supercharged engines, the exhaust gases are transferred through the exhaust manifold to the
turbocharger(s) where their kinetic energy is used to compress intake air. Finally, the gases are released into
the atmosphere through the outlet piping complete with flexible fittings which absorb any dilatations caused by
the high temperatures involved.
A muffler is also fitted in the exhaust system in order to reduce the noise inevitably produced by all
explosion engines.
The exhaust manifolds are refrigerated. Reasons for this are:
1. To avoid overheating of the air in the engine room.

2. To enable an inspection of the engine in operation.
3. To create a source of energy recovery.
Air cooler
Air compress
Cylinder Oil inlet
Turbine
Compressor
Air inlet Gas outlet
Blade’s compressor
Oil outlet
Fig. 1.2 – Overfeed system for diesel engines
2.6.2 2/2
Dep.2
SLE ENGINE SPEED CONTROL SYSTEM
O&M_16.09.201_05_2020
1. SPEED CONTROL
The engine speed control system comprises the following parts:
- Governor
- Governor drive
- Speed control linkage
SPEED GOVERNOR
The speed governor can be the hydraulic type driven by a varispeed motor (PSG) or the electrohydraulic type (EG3P).
On in-line engines, the speed governor is on the left side of the timing system cover. The governor input shaft
is driven by the camshaft gears. A linkage connects the governor to the injection pump lever, ensuring
adequate control of the fuel amount supplied to the engine.
As for V-type engines, the speed governor is at the rear of the engine, on the flywheel casing, between the two
intercoolers. The governor input shaft is driven by gears through the rear timing gear train. A linkage connects
the governor to the levers of the two injection pumps, ensuring adequate control of the fuel amount
supplied to the engine.
Varispeed motor-driven
hydraulic speed
Injection pump
Fig. 1 - PSG hydraulic speed governor
6.7.1 1/6
Dep.2
O&M_16.09.201_05_2020
2. PSG SPEED GOVERNOR

This is a hydraulic isochronous governor that maintains the engine speed constant independently of the load,
provided the engine is not running in overload condition.
A PSG uses a one-way oil pressure for controlling speed and is dependent upon the spring load to operate the
linkage and the injection pump lever. The linkage allows remote speed control by the governor. A screw on the
cover serves to set the minimum shut-down speed, while another screw on the governor body serves to set the
maximum shut-down speed.
PSG hydraulic governors may be equipped with an electric varispeed motor for remote control of the engine
speed.
3. EG3P SPEED GOVERNOR

An EG3P electrohydraulic speed governor is a transducer that transforms a certain electric signal into a
proportional angular shaft output in order to control the flow of fuel into the engine. It is suitable for controlling
the fuel supply to diesel and gas engines.
Since the governor has no load or speed sensing device, it needs an external signal to adjust the flow of fuel.
This control signal must be a one-way DC signal raising from a rated minimum value to a maximum value and
increasing the mechanical position of the governor output proportionately.
This governor requires no compensation to achieve stability; however, a mechanical adjustment coupling
between the pilot valve and the piston is essential.
4. LINKAGE OF PSG AND EG3P GOVERNORS

When mounting a PSG or EG3P speed governor with its operation linkage on an engine, always check the
linkage alignment. The operation linkage must be set so as to ensure adequate control of the fuel supply
throughout a range varying from the lower limit to the top limit position. Zero load and full load positions have
been defined so that their separating distance is equal to 2/3 of the total travel of the governor’s output shaft.
Also check that the injection pump actuating lever is in the ‘cut fuel supply’ position when the governor output
shaft is in the ‘zero load’ position.
6.7.2 2/6
Dep.2
O&M_16.09.201_05_2020
The linkage is to be mounted, avoiding clearances and friction points.
To install a speed governor and its linkage, proceed as follows:
1. If you have an in-line engine, place the governor horizontally, with the needle valve at the bottom and the oil
inlet at the top. If your engine is a V-type, install the PSG vertically on the speed governor seat. In both
cases, insert adequate joints.
In-line engines
2. On in-line engines, the injection pump actuating lever has to be placed in the engine idling position.
3. The lever of the PSG or EG3P speed governor has to be placed so that it deviates approximately 5º from the
initial position of the lever.
4. After fitting the levers, assemble the operation linkage and adjust the distance with the swivel joints. There
are several holes in the levers. Place the control linkage as much horizontally as possible.
Vee-engines
2. Next, verify if the crossbar, extending from one side of the engine to the other, has the keyway in the upper
area.
3. This being so, place the rod that connects the governor lever to the central lever on the crossbar, ensuring
the distance between ends of swivel joints for PSG and for EG3P (See Fig. 2 and Fig. 3).
4. In that position, the governor lever is in the ‘zero load’ position.
5. After installing the governor, complete rod and crossbar, fit the rest of the linkage, i.e. the LHS and RHS
levers on the cross shaft and the LHS and RHS operation rod, to the lever of the injection pump (See Fig. 1).
6. It is essential that the lever of the injection pump should be in the ‘cut fuel supply’ position when the governor
is in the ‘zero load’ position; this can be adjusted by means of the swivel joints of the operation linkage.
The ‘cut fuel supply’ position of the lever implies that the low level screw on the injection pump is in the ‘cut fuel
supply’ position and the lever leans against the screw.
The ‘idling’ position of the lever implies that the low level screw on the injection pump is in the ‘idling’ position
and the lever butts against the screw.
6.7.3 3/6
Dep.2
O&M_16.09.201_05_2020
Fig. 2 - V-engines. PSG governor
6.7.4 4/6
Dep.2
O&M_16.09.201_05_2020
Fig. 1.3 - V-engines. EG-3P governor.
5. INITIAL SETTINGS OF PSG GOVERNOR

Normally, the speed governor is factory-set, but requires some minor adjustments after its installation, due to
the special features of each engine.
Here is the applicable procedure:
1. Make sure that the idling speed has been selected.
2. Start the engine manually, using the recommended starting procedure (refer to Section 2). Warm up the
engine.
3. Change the engine mode of operation from manual to automatic, governor-controlled operation, but be ready
to shift back to the manual mode if the governor is not fully operational.
4. Set the engine to its rated unloaded speed. Open the equalising needle valve (2 to 3 turns) until the governor
lever starts swinging.
6.7.5 5/6
Dep.2
O&M_16.09.201_05_2020
5. Allow the lever to swing for about half a minute in order to purge the internal ducts of the governor.
6. Then, close the valve slowly until the precise instant at which the lever stops swinging. If you close the valve
further, any change in the load will lead to a very slow response of the speed adjustment (i.e. resetting the
engine to its rated speed will take more time than would be proper).
7. Test the governor performance by changing the engine speed manually. The engine should rapidly return to
its rated speed.
Connector for pneumatic

speed adjustment (vertical
Alternate pneumatic
connection (horizontal
installation)
High speed limit Fig. 5 - Detail of the

Cover equalising needle valve
Intermediate cover
Shaft end Power piston

limit screw
Relief valve
Optional oil supply Equalising needle

valve
Fig. 4 - PSG with pneumatic head
EG3P governors need no setting at all when starting the engine.
Before undertaking any adjustment of the engine, make sure you can control its speed manually.
In order to protect operators against engine overspeeding and to prevent personal injury, including death, and
material damages on starting the engine, there must be an emergency stop available on the engine to shut it off
in the event of a failure of the PSG or EG3P governor, the governor drive or the operation linkage.
6.7.6 6/6
Dep.2
HELENOS IV ELECTRONIC SPEED CONTROL
O&M_16.09.201_05_2020
1. DESCRIPTION
The Helenos IV unit reference 76.41.271-B (for SP/SG engines) or reference 76.41.275-B (for L/LG engines) is
a speed governor with a 32-bit microprocessor. Besides connectors for speed magnetic pickup and actuator
operation, the unit features six analogue and digital inputs, five analogue and digital outputs, and a CAN bus.
These units are available in two protection grades:
IP 00 IP 55
ref 76.41.275-B ref 76.41.271-B
This speed governor is suitable for SLE-ST engines with electronic control.
2. TECHNICAL SPECIFICATIONS
The Helenos IV speed control unit offers the following capabilities:
- Starting fuel flow adjustment in relation to the engine temperature: this ensures the supply of an optimum
amount of fuel at starting and reduces fumes to a minimum.
- Speed ramps: they avoid abrupt changes between different engine conditions.
- PID regulation and adjustment can be set according to the engine speed as well as to its load, temperature...
- For safety's sake, the unit includes an overspeed protection with a digital output to signal this condition.
- Limitation of fuel to be injected depending on speed, intake pressure, temperature, load, etc.: this provides
engine protection against overload, reduces fumes to a large extent and consequently guarantees higher
engine efficiency.
- Since various sensors can be connected to the unit, it is possible to monitor the parameters they detect.
Likewise, it is possible to monitor the parameters of the actuator used.
- Analysis of engine speed instability due to load or actuator opening: this helps to detect combustion
problems, injection failure or mechanical troubles.
- Communications with the unit are possible through the CAN bus.
- Programming and parameterising the unit can be done either with a PC running the specific DcDesk 2000
software application (ref. 76.05.033-A) or a hand-held programmer.
6.7.7 1/2
Dep.2
HELENOS IV ELECTRONIC SPEED CONTROL
O&M_16.09.201_05_2020
3. TYPICAL APPLICATIONS
3.1. Generator
3.2. Marine Propulsion
6.7.8 2/2
Dep. 2
IT-C-A-55-001e L July 2018
ELECTRIC STARTER
O&M_16.09.201_05_2020
1. ELECTRIC STARTER
1.1. DESCRIPTION OF THE ELECTRIC STARTER SYSTEM
The electric starters used to start all Siemens engines are standard commercially-available products, with a
toothed pinion that moves linearly to engage with the flywheel gear.
The electric starter pinion is operated with a start button. This pinion disengages as soon as the start button is
released or when a tachometer relay detects a particular gear mesh frequency and disables the electric starter.
1.2. INSTALLATION
The wiring diagram below shows the installation with starter motor.
TERMINAL BOX
(ENGINE)
Fig. 1.1 - Overview of electric start with one starter motor
2.8.1 1/3
Dep. 2
IT-C-A-55-001e L July 2018
ELECTRIC STARTER
O&M_16.09.201_05_2020
The wiring diagram below shows the installation with two starter motors.
Fig. 1.2 - Overview of electric start with two starter motors
1 Battery (12 V DC)

2 Master switch
3 Starter motor
4 Auxiliary start-up relay
A Earth insulation
B Earth connection
Table 1 - Electrical schematic components
The auxiliary start-up relay (4) should be fitted as close as possible to the engine, either in the terminal box or
on the starter motor itself.
The system has a series of batteries to power the electric starter. The standard batteries used by Siemens to
start its engines are LEAD BATTERIES. The battery capacities are the minimum needed for the maximum
current during start-up.
If the batteries are to provide other services apart from engine start-up, the installer should size their capacity to
satisfy the services to be provided. A voltage of 24 V DC has been adopted for the starter motor. The batteries
are 12 V and two are installed in series.
2.8.2 2/3
Dep. 2
IT-C-A-55-001e L July 2018
ELECTRIC STARTER
O&M_16.09.201_05_2020
Engine Voltage (V) Capacity 20 h (Ah) No of batteries in series

SGE-SL, SGE-SM and SGE-SR
220 2
SGE-HM 12
V engines, remote areas 220 4
Table 2 - Battery properties for engine series
The cross section of the power leads should be chosen according to the capacity of the battery chosen and the
maximum length of the lead. The minimum cross section of the lead used should be at least 95 mm2
It is very important for the batteries to be installed as close to the starter motor as possible.
1.3. OPERATION
The system works as follows:
- Connect the batteries to the start-up system using the Main switch.
- Connect the Switch contact in the start-up panel.
- Start by pressing the Start button.
After pressing the start button, start-up consists of three stages:
- Movement of the pinion and slow rotation so that it can engage with the flywheel gear.
- Rotation of the starter motor at maximum torque to start the engine.
- Disengagement of the starter pinion from the flywheel gear after the engine has started.
1.4. START-UP
This start-up sequence must be programmed in the engine PLC as follows.
- Maximum start-up time 20 seconds (1st, 2nd and 3rd attempts) and 30 seconds (4th and 5th attempts).
- Minimum pause between start-up attempts 30 seconds between the first three start-up attempts and 120
seconds between the 4th and 5th start-up attempts.
- After five start-up attempts, the sequence begins again; the time out between sequences is 120 seconds.
The start-up time is a set maximum. Start-up times of less than 20 seconds can be entered as parameters for
the first three start-up attempts and less than 30 seconds for the last two attempts. The same is true for the
pause, which can be increased between start-up attempts.
The engine speed at which it can be considered running and at which the starter must be released from the
crown gear is 400 rpm.
2.8.3 3/3
2.8.4
Dep. 2
IT-C-A-55-002e D December 2018
PNEUMATIC STARTER
O&M_16.09.201_05_2020
1. PNEUMATIC STARTER
1.1. DESCRIPTION
The pneumatic starter is a device or starter which is placed over the engine's flywheel housing, equipped with a
start up pinion ("bendix") with the same features as those of the electrical starter engine and which matches on
a toothed crown mounted on the flywheel to start up the engine. Once the engine has been started up, the
starter disengages automatically.
The air feed to the starter is by means of one or several air bottles, whose capacity will be based on the type of
engine and which must be loaded by means of a compressor.
Fig. 1 - General Pneumatic Starter Diagram
1 Servo-lubricator 10 Air bottles

2 Starter push button 11 Purge tap
3 Purge tap 12 Stopcock
4 Starter 13 Joint fitting
5 Air filter 14 Valve
6 Check valve 15 Joint fitting
7 Air compressor 16 Flexible pipe
8 Safety valve 17 Bottle purge tap
9 Pressure gauge
Table 1.1 - Components detail of the General Pneumatic Starter Diagram
2.8.5 1/5
Dep. 2
PNEUMATIC STARTER
O&M_16.09.201_05_2020
Fig. 2 - General Pneumatic Starter Diagram CSA
1 Starter push button (optional) 9 Air bottles

2 Purge tap 10 Purge tap
3 Starter 11 Stopcock
4 Air filter 12 Joint fitting
5 Check valve 13 Valve
6 Air compressor 14 Joint fitting
7 Safety valve 15 Flexible pipe
8 Pressure gauge 16 Bottle purge tap
Table 1.2 - Components detail of the General Pneumatic Starter Diagram CSA
2.8.6 2/5
Dep. 2
PNEUMATIC STARTER
O&M_16.09.201_05_2020
1.2. FEATURES
See the technical-function specification of the pneumatic starter in IT-C-F-55-002e.
MINIMUM FEATURES
SGE/SLE
SGE/SLE V
Line SGE-E
Engine
Engine
Flange SAE 1 SAE 3
Minimum power 25 Kw (34 HP) 40 Kw (54 HP)
Minimum engine RPM 150 rpm
Max. pressure-Low
8 bars (120 psi)
pressure
Max. pressure-High
30 bars (435 psi)
pressure
Table 1.3 - Features of the Pneumatic Starter
It is possible to use a high or low pressure starter in all the engine models based on the air pressure available in
the installation.
1.3. INSTALLATION GUIDELINES
- All the pipes must be designed based on the flows and pressures required by the system.
- The tubes must be installed in the buildings according to the local safety ordinances in force.
- The pipes must be checked to ensure that they are free of dirt, dust and particles, and installing a 100 micron
filter in front of the starter is recommended.
- These pipes must be cold drawn steel without welding and designed to withstand the system's pressures
and flows.
- The instructions from the supplier of the pneumatic starter must be followed.
- The compressed air bottles must be selected based on the starter.
- These pipes must not have any low point in their path, in order to prevent possible condensation that may
occur. We recommend making the path of the pipes as is indicated in Fig. 1 and 2.
- The bottle filling pipes and the engine starter pipes must be independent from each other.
- It is useful for the joint pipe with the starter is connected through flexible piping. (minimum 300 mm in length).
2.8.7 3/5
Dep. 2
PNEUMATIC STARTER
O&M_16.09.201_05_2020
1.4. START-UP AND MAINTENANCE
Follow the supplier's instructions. These are some general recommendations:
- Fill the transparent oil tank of the servo-lubricator until the level indicated. DO NOT EXCEED THIS
AMOUNT. To ensure that the system has appropriate lubrication, it is essential to check the oil level
regularly.
- Hydraulic oil with a viscosity of SAE 10 and SAE 20 must be used.
- The servo-lubricator starts up automatically after the first activations and without the need to purge. To
ensure that the oil reaches the starter from the first activation, 4 or 5 start-up operations must be
simulated with the servo-lubricator adjusted to the maximum injection volume. In this way, the lubrication
tube will be filled with oil.
- Ensure that there is no leak and the control circuit is not obstructed.
- Briefly push the buttons several times to ensure that the gears on the pinion and the crown is correct.
- Observe the variations of the oil level during the first start-up operations to verify perfect lubrication,
adjusting the injection volume if necessary.
- In the case of a manual start up, the action on the push button must be set to SHORT DURATION.
- The certified start up for explosive atmospheres does not require lubrication. In addition, the option is
available to work with low pressure air or gas. In the case of using gas, it is necessary to channel the
exhaust from the starter.
- The starter pinion certified for explosive atmospheres is made of copper-beryllium, a soft material to
prevent the appearance of sparks. As such the part must be maintained with greater frequency.
- The starter from the SGE-E family does not require lubrication.
1.5. LUBRICATION
The injection volume is regulated through a screw located on the end of the pump; by turning the screw
clockwise, the volume increases, while turning it counter-clockwise decreases the volume.
A display located on the opposite end of the pump allows the operation to be monitored. (See fig. 2).
Screw Display
Fig. 2 - Servo-lubricator
2.8.8 4/5
Dep. 2
PNEUMATIC STARTER
O&M_16.09.201_05_2020
2. START UP AIR BOTTLES

2.1. INSTALLATION AND MAINTENANCE
The air bottles must be assembled with the head facing upward, vertically if possibly or
otherwise, on an incline, with a slope of no less than 15º (See fig. 3).
- They must be suspended and not resting on the base. Their fittings must be
regularly revised.
- They must be monitored regularly in the periods established by the regulations in
force.
- Every 2 or 3 days, on a regular basis, the water due to the condensation that may
accumulate in the bottom of the bottle must be purged.
- Scrape the outside of the body of the bottle and paint it every year to prevent
oxidation, which would decrease its resistance.
- After every engine start up, fill the bottles in order to have them always available
for start-up.
CAPACITY WEIGHT  L
Litres / (gal) kg / (lb) mm / (in) mm / (in)
40 / (10.56) 45 / (99.21) 267 / (10.51) 860 / (33.86)
70 / (18.50) 70 / (154.32) 267 / (10.51) 1460 / (57.48)
150 / (39.63) 100 / (220.46) 356 / (14.02) 1726 / (67.95)
Fig. 3 - Layout of the bottles Table 2.1 - General Features of the Bottles
2.8.9 5/5
2.8.10
Dep.2
IO-F-M-60-002e D December 2018
GENERAL DIESEL ENGINE INSTRUMENTATION
O&M_16.09.201_05_2020
1. INTRODUCTION
This document aims to compile the different variables recordable on a Siemens diesel engine with a view to
setting up an operating safety chain. We classify the safety features in order of importance within two groups
as follows:
- Minimum required instrumentation

- Additional instrumentation
Of a general nature, this document does not apply to special cases in which the values shown in the next tables
may vary due to production requirements, prevailing regulations, characteristics of the plant, or fuel quality, etc.
2. MINIMUM REQUIRED INSTRUMENTATION
Safety against Type SP SG LG Action Active

High oil temperature (V-engine) D/A > 100ºC > 100ºC > 100ºC Alarm or warning Always
Stable running on
High oil pressure (V-engine) D/A > 6 bar > 6 bar > 6 bar Alarm or warning
load
Low oil pressure D/A < 3.1 bar < 3.9 bar < 3.9 bar Alarm or warning Start-up + 20 s
Emergency
Low oil pressure D < 2.5 bar < 3.6 bar < 3.6 bar Start-up + 20 s
shutdown
High water temperature D/A > 92 ºC > 92 ºC > 92ºC Alarm or warning Always
Emergency
High water temperature (only LG) D -- -- > 96ºC Always
shutdown
Overspeed, for 1200rpm > 1380 rpm > 1380 rpm > 1380 rpm Emergency
D Always
(Tachometer) (15%) (15%) (15%) shutdown
D Always
D Always
Tipo: D = Digital
Type: D = Digital
A = Analógico
A = Analogue
V = Visual
V = Visual
On LG diesel engines, it is advisable to regulate the engine power, when the high oil and/or water temperature
alarm operates (provided that this does not work on island) in to avoid sudden shutdown of the engine at
facilities short of cooling. Also, be defined as standard the PT100 sensors (converter built-in) and corresponding
pressure transducer for the alarms. The Emergency shutdowns must made with corresponding thermostats or
pressure transducer.
On engines SP / SG, when client requests or demands of entities classification is required the visualization. The
alarms will made with corresponding PT100 sensors (converter built-in) and pressure transducer. The
Emergency shutdowns must made with corresponding thermostats or pressure transducer.
2.9.1 1/3
Dep.2
O&M_16.09.201_05_2020
Where the engine shuts down due to overspeed, the fuel shutoff solenoid valves must also close; otherwise,
engine shutdown will not be effective. In the event of classified engines for which Siemens Engines does not
supply the control panel, we shall supply only the pick-up fitted on the engine. The supplier of the control panel
shall assume responsibility for the overspeed alarm.
Because the solenoid valve cannot stop an SP engine correctly at idling speed, it is necessary to install an
electromagnet + solenoid valve to ensure proper performance at shutdown.
Measuring the following features is compulsory:
- Marine Engines (SP / SG): Water temperature, Oil pressure and Speed (Tachometer).
- Industrial Engines (LG): Water temperature, Oil temperature and Oil pressure.
In the event that one of the sensors of the table minimum instrumentation breaks or fails, the engine
must be stopped as long as it takes to replace the sensor. In the event that the customer does not stop
the engine and there is any damage to the engine, the customer will be responsible for all damage.
3. ADDITIONAL INSTRUMENTATION
Safety against Type SP SG LG Action Active

High oil temperature D > 105ºC > 105ºC > 105ºC Gradient stopping Always
> 100ºC > 100ºC > 100ºC Alarm or warning Always

High oil temperature A
> 105ºC > 105ºC > 105ºC Gradient stopping Always
High oil level in crankcase D - - - Alarm or warning Always
Low oil level in crankcase D - - - Alarm or warning Always
High blow-by gas pressure D > 30 mm WG > 30 mm WG > 30 mm WG Alarm or warning Always
Stable running on
⊕T > 1.1ºC ⊕T > 1.1ºC ⊕T > 1.1ºC Alarm or warning
Sharp rise of oil sump oil temperature load
A
(*) Emergency Stable running on
⊕T > 1.5ºC ⊕T > 1.5ºC ⊕T > 1.5ºC
shutdown load
Stable running on
Plugging of oil filters D ΔP > 0.5 bar ΔP > 0.5 bar ΔP > 0.5 bar Alarm or warning
load
Plugging of air filters V/D > 38 mbar > 38 mbar > 38 mbar Alarm or warning Always
High intake air temperature

D > 65ºC > 65ºC > 65ºC Alarm or warning Always
(only 2 circuits)
Emergency
High water temperature D > 96ºC > 96ºC Always
shutdown
< 0,8 bar < 0,8 bar < 0,8 bar Alarm or warning Start-up + 10 s
Low pressure of engine exhaust water A
< 0.5 bar < 0.5 bar < 0.5 bar Gradient stopping Start-up + 10 s
Alarm or warning
High exhaust gas temperature A > T + 50ºC > T + 50ºC > T + 50ºC (T = balance-sheet Always
temperature)
Exhaust gas temperature difference Stable running on
A > 30ºC > 30ºC > 30ºC Alarm or warning
between cylinder banks load
2.9.2 2/3
Dep.2
O&M_16.09.201_05_2020
Low water flow in main circuit D - - - Alarm or warning Start-up + 10 s
Low water flow in auxiliary circuit D - - - Alarm or warning Start-up + 10 s
Fuel leakage detector D - - - Alarm or warning Always
Rack position (**) A - - - Alarm or warning Always
(*) Refer to relevant Product Information Sheet for correct setup. The alarm is not 100% reliable. The safety device could detect rotation of
bearings and severe piston seizure. Detection takes place once the failure has occurred.
(**) Refer to relevant Product Information Sheet for correct setup. An alarm or shutdown will occur depending on the rack position limits
defined for each power.
It is advisable to regulate the engine power according to reachable values (below the shutdown-triggering
values) to avoid sudden shutdown of the engine at facilities short of cooling.
Power regulation triggering instrumentation would include the following:
Safety against Type Value Action Active

Power regulation. At 98ºC, 100% load and at
High oil temperature A > 98ºC Always
104ºC, 20% load
Power regulation. At 92ºC, 100% load and at

High water temperature A > 92ºC Always
95ºC, 20% load
4. AUXILIARY SAFETY SYSTEMS OR ALARMS

Other systems or alarms, as defined below, can be installed and programmed in order to prevent serious engine
breakdowns. Since they do not belong to normal instrumentation (pressure, temperatures, levels... control
devices), we classify them as auxiliary engine safety systems or alarms.
Item Description
This engine misfire detection system makes it possible to identify problems that affect the
KASSANDRA
operating stability of the engine.
2.9.3 3/3
2.9.4
Dep.8
SLE ENGINE SAFETY SYSTEM
O&M_16.09.201_05_2020
1. DESCRIPTION
The SLE engine safety system aims to detect any malfunction of the engine and to activate the engine shut-
down devices.
Such a safety system consists of the following parts fitted onto the engine:
- Sensors
- Control panel
- Emergency stop actuators (transmitters).
and, according to the application, it will also include:

- Power supply batteries
- Electrical control cabinet.
These two latter items are not supplied as standard with the engine.
1.1. SENSORS
The engine comes complete with several sensors for measuring the operation parameters. Sensor outputs are
readable on the control panel dials and determine the activation of the emergency stop actuators.
There exist mechanical and electric sensors, which normally are (water, oil, air and exhaust gases)
temperature probes, (oil, air) pressure gauges, and magnetic pick-up (rev counter), all of them installed at
strategic points on the engines (water manifolds, intake and exhaust manifolds, oil gallery, flywheel casing).
Some of the sensors are totally mechanical; others are battery-powered.
1.2. ENGINE-MOUNTED CONTROL PANEL

Depending on the intended use of the F/SF diesel engine, Dresser-Rand A Siemens Business will supply any
of the following control panels:
(1) LG INDUSTRIAL APPLICATIONS
For on-land industrial applications, the control panel has three dial gauges indicating the following engine
operation parameters:
- Oil temperature (50ºC-120ºC)
- Oil pressure (0-7 bar)
- Water temperature (50ºC-120ºC)
These dial gauges are identical whether the engine is in-line or Vee type (see Fig. 1.1). Mechanical sensors
are fitted onto the engine.
(2) SP MARINE PROPULSION AND SG AUXILIARY MARINE APPLICATIONS

Siemens Engines standard supply for marine propulsion and auxiliary in-line and Vee-engines is a three-dial
gauge panel (Fig. 1.2) indicating the following parameters:
- Engine speed (rpm) (electric tachometer)

- Water temperature (50ºC-120ºC)
- Oil pressure (0-7 bar)
2.9.5 1/8
Dep.8
O&M_16.09.201_05_2020
Besides, Siemens Engines offers for supply a similar three-dial gauge panel, but the tachometer of which
comes complete with a built-in hour-meter. This panel is an optional extra. (Fig. 1.3)
In both cases, the engine-mounted sensors are mechanical.
Fig. 1.1 - 3-indicator control panel for on-land engines
A
A - Electric Tachometer (RPM)
D B - Mechanical tachometer
C - Mechanical pressure gauge
D - ON/OFF switch
C B
3 4 5 6 90 100 11
1 2 7 70 0 12
0 50 0
Fig. 1.2 - 3-indicator control panel with digital tachometer
A A – Electric tachometer (RPM)

B – Hour-meter (on tachometer dial)
RPM
x100
E C – Mechanical thermometer
HOURS
1
10
D – Mechanical pressure gauge
D C
°F
E – ON/OFFswitch
16 35 55 160
190 220
75 0 25
0 13 0
B
5 90
3 7 60 12
0
°C
PRESSURE TEMPERATURE
Fig. 1.3 - 3-indicator panel with tachometer and hour-meter
2.9.6 2/8
Dep.8
O&M_16.09.201_05_2020
As for control panel without hour-meter, setting the tachometer is done by forming the number of teeth of the
flywheel gear ring with the cursors at the back of the tachometer.
Fig. 1.4
Position of cursors for 178-tooth gear ring Position of cursors for 165-tooth gear ring
SLE LINE ENGINES SLE “V” ENGINES
Below is the wiring diagram of the electric tachometer (Fig. 1.5) :

TACOMETRO
901 901 901

78
23
78
23
78
23
456 456 456

1
REGLETA
2
3
INTERIOR
7
4
5 6
TRANSDUCTOR
(*) PANEL
3 C
2 -
1 +
5/8"-18UNF-2A
INTERRUPTOR
PUESTA EN
0,7 a 1 mm.
SERVICIO
(+) (-)
BATERIA
CORONA DE ARRANQUE
(*) - Transient trapping diode with limitation to 42 VDC
On a control panel with tachometer and hour-meter, calibration shall be done using the switches at the rear of
the tachometer, under the «speed/tach» cover. These switches define a binary code according to the number
of teeth on the flywheel gear ring.
1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8
1 0 0 1 1 0 0 1 0 0 0 0 1 0 0 1
Binary code for 178-tooth gear Binary code for 165-tooth gear
SLE LINE ENGINES SLE “V” ENGINES
2.9.7 3/8
Dep.8
O&M_16.09.201_05_2020
Below is the wiring diagram of a tachometer with hour-meter (Fig. 1.7):
TACOMETRO
LUZ B+
AMARILLO
MARRON INTERRUPTOR
SIG GND PUESTA EN
SERVICIO
SPEED/TACH TRANSDUCTOR
1 +
2 -
3 SEÑAL
REGLETA 5/8"-18UNF-2A
INTERIOR
PANEL
(+)
0,7-1 mm.
BATERIA
24 Vcc
CORONA DE
VOLANTE
Fig. 1.7
Fig. 1.8 - Location of control panel on SLE LINE engines. Right side view.
2.9.8 4/8
Dep.8
O&M_16.09.201_05_2020
Fig. 1.9 - Location of control panel on SLE “V” engines. Left side view.
1.3. EMERGENCY STOP ACTUATOR BOX
In addition to the three-indicator control panel, Siemens Engines also supplies, as standard, two emergency
stop and/or alarm actuator boxes with the in-line engines and four such boxes with Vee-engines.
Actually, on their left side, in-line engines include one board with two actuator boxes (transmitters):
(1) High cooling water temperature thermocontact.

(2) Low oil pressure contact.
1 2
2.9.9 5/8
Dep.8
O&M_16.09.201_05_2020
Vee-engines have a board with four actuator boxes (transmitters) on their front right side:
(1) High water temperature thermocontact

(2) High oil temperature thermocontact
(3) Low oil pressure contact
(4) High oil pressure contact
1 2
3 4
These actuator boxes transform the mechanical readings of temperatures and pressures into electric signals
that are transmitted to the control cabinet for generating the relevant alarm signals or engine shut-down
orders. There are enough checkpoints on the engine to make the necessary measurements.
SLE-FT engines are fitted with two types of actuator boxes: (1) Pressure contacts and (2) Thermocontacts.
These actuators may differ depending on the intended use of the engine or set and they have a difference
margin likely to be adjusted if necessary. Pressure contacts and thermocontacts feature a normally-open or a
normally-closed contact. For standard applications, Siemens Engines wires the actuator boxes with the
contact in the normally-open position. While the pressure or temperature reading remains below the rating,
the contact remains open and no signal is transmitted. When the measured pressure or temperature exceeds
the rating, the contact makes, closing the circuit and generating the alarm or stop signal as the case may be. If
the signal required at the electric control cabinet has to be produced by a normally-closed contact that breaks
in the event of pressure or temperature variations, the contact will be wired in the normally-closed position in
the actuator box.
To set the pressure contacts and the thermocontacts, proceed as follows:
- Undo the lockscrew (1) situated between the two adjusting pins.
- Turn the screw (2) that moves the range pin, until you read the required value on the divided scale (3).
- Adjust the difference by turning the screw (4) until you read the required value on the smaller divided scale
(5).
2.9.10 6/8
Dep.8
O&M_16.09.201_05_2020
2 1 4 2 1
3
3
4
4 4
4
1
2
2
1
2 1
5
2
Fig. 1.12 - Setting of actuator boxes
Siemens Engines factory-mounted pressure contacts are:
Minimum Safety Diesel SP Diesel SG Diesel LG

Low lube oil Pressure Alarm (bar) 3,1 3,9 3,9
Low lube oil Pressure Shut down (bar) 2,5 3,6 3,6
High lube oil Pressure Alarm (bar) (*) 6 6 6
High lube oil Temperature Shut down (ºC) (*) 105 105 105
High jacket water Temperature Alarm (ºC) 92 92 92
High jacket water Temperature Shut down (ºC) 96 96 96
Leakage from high pressure pipes ●
(*) Only for “V” engines.
The sensors for the classified engines should be homologated by each society.
Prior to changing the setting of pressure contacts and thermocontacts, consult the Engineering Department of
Dresser-Rand A Siemens Business. Such changes may be made only if duly authorised by Dresser-Rand A
Siemens Business.
1.4. POWER SUPPLY BATTERIES

Their primary function is to supply a 24V direct current to the electric devices on the engine and to the starting
motor.
Each engine comes complete with 2 batteries:
SLE ENGINE BATTERY CAPACITY

“Line” 2 x 180 Ah.
“V” 2 x 230 Ah.
2.9.11 7/8
Dep.8
O&M_16.09.201_05_2020
1.5. ELECTRIC CONTROL CABINET
Its main function in connection with the engine is to provide routine start and stop procedures, engine
operation control and the triggering of alarm and emergency stop systems as necessary. This control cabinet
includes automated functions or accessories like battery charger; speed, running time and exhaust
temperature displays; electronic speed controller and overspeed cutouts.
Control and monitoring of the engine is by means of a PLC integrated into the electric cabinet. The PLC
receives the signals transmitted by the sensors installed on the engine and cuts the fuel supply in case of a
malfunction, generating the visual and sound alarms at the same time.
In this event, the operator must press the ‘cancel alarm’ pushbutton and eliminate the malfunction, before
pushing the reset button and being able to restart the engine.
1.6. EXHAUST PYROMETERS
Siemens Engines also supplies exhaust gas temperature sensors. These can be mechanical or electric.
Mechanical pyrometers have their own temperature indicator which can be located in the most appropriate
position for each application. Electric pyrometers transmit a signal to the control cabinet that includes a
temperature display.
2.9.12 8/8
Ref.: 16.09.201
Chapter 3 - Handling and Storage
Instructions
INDEX Chapter 3
16.09.201 05-2020 HANDLING AND STORAGE
INSTRUCTIONS
O&M_16.09.201_05_2020

IT-F-A-70-001e_B Norms for correct handling of Siemens machines 3.1
IO-C-M-00-001e_C Deferred start-up engine inspection and protection 3.5
1/1
Dep. 8
IT-F-A-70-001e B November 2019
NORMS FOR CORRECT HANDLING OF SIEMENS MACHINES
O&M_16.09.201_05_2020
1. LIFTING OF UNITS IN GENERAL

Normally, for their lifting, the units are secured at four points: two on the front side of the engine and another two
on the rear side of the bedplate (Fig. 1) except for in-line engines that only have three rope fixing points: one on
the front side of the engine and the other two at the back of the bedplate (Fig. 2).
3000 (Min.)
Fig. 1 - Lifting of Vee engine units
1500 (Min.)
Fig. 2 - Lifting of in-line engine units
3.1 1/4
Dep. 8
O&M_16.09.201_05_2020
2. LIFTING OF ENGINES WITH FLANGED REDUCER

For their lifting, the engine and reducer units have four rope fixing points: two on the front side of the engine and
another two in the reducer supports (Fig. 3) except for in-line engines that have only three lifting points: one on
the front side of the engine and the other two in the reducer supports (Fig. 4).
1500 (Min.)
Fig. 3 - Vee engine with flanged reducer

1500 (Min.)
Fig. 4 - In-line engine with flanged reducer
3.2 2/4
Dep. 8
O&M_16.09.201_05_2020
3. LIFTING OF ENGINES
For their lifting, the engines have four rope fixing points: two on the front side and two on the rear side of the
engine (Fig. 5) except for in-line engines that have only three lifting points: one at the front and the other two at
the back (Fig. 6).
1500 (Min.)
Fig. 5 - Lifting of Vee engines.

1500 (Min.)
Fig. 6 - Lifting of in-line engines
3.3 3/4
Dep. 8
O&M_16.09.201_05_2020
4. LIFTING A REDUCTION-REVERSING GEAR UNIT

The REDUCTION-REVERSING GEAR UNIT is lifted at four points: two on either side of the unit, at its seating
supports (Fig. 7).
Fig. 7 - Lifting REDUCTION-REVERSING GEAR UNIT
3.4 4/4
Dep. 1
IO-C-M-00-001e C August 2018
DEFERRED START-UP ENGINE INSPECTION

AND PROTECTION
O&M_16.09.201_05_2020
1. INTRODUCTION
The deferred start-up status aims to keep Siemens Basic Warranty valid for any new engine that is going to be
stored for more than 6 months from factory dispatch before its initial start-up.
Siemens will grant the deferred start-up status to an engine if all of Siemens requirements as specified in this
Product Information Sheet are met.
2. DEFERRED START-UP STATUS APPLICATION REQUIREMENTS

When planning to store a new engine for more than 6 months, the owner shall apply to Siemens for the deferred
start-up status. In this event, Siemens authorised staff shall inspect and protect the engine fulfilling all the herein
defined obligations.
An engine subject to deferred start-up shall be put into operation within the next 12 months from the date of
being recognised the deferred start-up status.
Siemens will accept a maximum of two requests for deferred start-up status, the second application having to be
filed no more than 12 months after the first inspection and protection of the engine provided however that the
first request had been made.
As a result of said deferred start-up status, the initial start-up of an engine may occur up to 30 months after the
date of dispatch from factory, with Siemens Basic Warranty remaining valid. The total storage and warranty
period shall by no means exceed 42 months from the date the equipment is at the customer's disposal.
If an engine is tested after dispatch from factory and is not started at the operating site within one month from
said testing, then it will be necessary to protect it and to apply for deferred start-up status in order to withhold its
warranty; it will be further requisite to renew said protection once a year.
Engines stored at the mercy of the elements or in humid or corrosive atmospheres may need protections and
inspections more often than specified herein. In those events, consult Siemens.
Since the deferred start-up status is no extension of the standard Basic Warranty, there is no cost charged for it,
except for the costs of the inspection made and protective lube oil used by the Authorised Technical Service
Workshop.
The Basic Warranty will become effective from the engine start-up date, provided that the duly filled start-up
report is submitted within thirty days from said start-up, the requests for deferred start-up status had been filed
and the protections implemented. If the owner did not apply for the deferred start-up status, the warranty period
will not be extended as stated in this section.
3. RELATED DOCUMENTS
− GLPI_09 Siemens Limited Warranty for Industrial Products

− GLPM_09 Siemens Limited Warranty for Marine Products
3.5 1/7
Dep. 1

AND PROTECTION
O&M_16.09.201_05_2020
4. CONDITION OF ENGINES SUBJECT TO DEFERRED START-UP

At the time Customer applies for the deferred start-up status, the engine can be in any of these conditions:
stored in its original packaging; unpacked and stored under conditions differing from the original ones, or
mounted on the Customer's equipment.
− If packed in its original packaging, the engine shall be inspected and protected by the Workshop
according to the instructions contained in this Product Information Sheet.
− When the engine is unpacked and stored in conditions differing from the original ones, the Workshop
shall inspect the engine in order to assess its storage conditions and shall pack the engine again in original
packaging in order to ensure a good state of preservation. Such inspection, protection and packaging of the
engine shall conform to these specifications.
− In the event of the engine being mounted on the Customer’s equipment, but not put into operation, the
Workshop shall inspect, protect and pack the engine as specified herein.
If the engine exhaust is piped to the outside, the Workshop shall check to ensure these connections
are perfectly sealed, impeding rainwater from getting inside the engine and causing serious damage to it.
− In the event of the engine having been started up and its commissioning being incomplete and not
expected to be completed at once (within one to six or more months), the Workshop shall recommend that
Customer should start the engine periodically (weekly) and operate it at least for one hour, idling or on low
load. In addition to the items described in this Product Information Sheet, the following points shall be
checked during the engine inspection:
− Draining of cooling circuits
− Oil and coolant levels and pressures
− Air filters
− Starter motor
− Unusual noise during operation
− Draining of condensates or water ingress from exhaust system
− Repair of fuel, coolant or lube oil leaks, if any.
Finally, the Workshop shall protect the engine according to the specifications contained in this document.
5. DEFERRED START-UP ENGINE INSPECTION

The Authorised Technical Service Workshop shall inspect the equipment in accordance with the following
guidelines, recording findings and results on form G-19-31 “Deferred Start-up Engine Inspection”.
Engine inspection comprises the following steps:
− Check packaging and protection of the engine as per document IM-C-C-00-001e and record whether the
engine has been installed and whether it has been started but not completely commissioned.
− Turn the engine by hand to check that it rotates freely and has not seized up.
− Inspect the unpainted machined surfaces for rust. Also, check to see if all inlets and outlets of the engine
(such as pump elbows, exhaust fume ducts, etc.) are adequately sealed and whether there is any part of the
engine missing. If you observed any defect or fault, report on the condition of the equipment.
3.6 2/7
Dep. 1

AND PROTECTION
O&M_16.09.201_05_2020
− Remove all the rocker arms covers. Check pushrods, rocker arms, adjusting screws, valve springs for rust,
corrosion or contamination. If you observed any defect or fault, report on the condition of the equipment.
− Boroscope the combustion chambers of all the engine cylinders to see if there is water or moisture inside.
Also, check the cylinder liners or walls, cylinder head firing deck and valves for rust. If you observed any
defect or fault, report on the condition of the equipment.
− Remove the covers from the exhaust manifold (water-cooled exhaust manifold) and from the intake
manifold. Check to see if there is moisture or corrosion inside. If you observed any defect or fault, report on
the condition of the equipment.
− Remove the camshaft covers. Inspect camshafts and auxiliary rocker arms for moisture or rust. If you
observed any defect or fault, report on the condition of the equipment.
− Remove the crankshaft covers. Inspect crankshaft, connecting rods, main bearing caps and crankcase for
moisture or rust. If you observed any defect or fault, report on the condition of the equipment.
− Remove the inspection covers from the gear covers (front and rear). Check the timing gears for moisture or
rust. If you observed any defect or fault, report on the condition of the equipment.
− Check turbochargers to see if their shafts rotate freely, if there is any blade damaged and if the axial
bearings are correctly lubricated. If you observed any defect or fault, report on the condition of the
equipment.
− Check the water pumps of the engine to determine whether they rotate freely and their belts (in the case of
belt-driven pumps) are in good condition. If you observed any defect or fault, report on the condition of
the equipment.
− Check the injectors (jets) of the engine to make sure they inject fuel correctly. If you observed any defect or
fault, report on the condition of the equipment.
− Inspect wiring and electric and electronic devices (e.g. pickups, connectors, coils, HV leads, actuators,
etc.) to see if they are rusty, if they are adequately protected, if leads are coiled and packed in plastic bags. If
you observed any defect or fault, report on the condition of the equipment.
Record all findings and results on form G-19-31 “Deferred Start-up Engine Inspection” included at the end of this
document.
3.7 3/7
Dep. 1

AND PROTECTION
O&M_16.09.201_05_2020
6. DEFERRED START-UP ENGINE PROTECTION

The Authorised Technical Service Workshop, after checking the equipment, shall protect or preserve it in
accordance with the following guidelines.
For engine protection, use only homologated protective oils as SIEMENS ENGINES OIL PROTECTOR or
Nox-Rust® 1100 VCI Liquid (DAUBERT CROMWELL).
The recommended protector contains oil distillates. Read the Material Safety Datasheet before use.
− Spray protective oil inside all of the rocker arms covers while turning the engine manually. Apply said
protector to push rods, rocker arms, adjusting screws and valve springs.
− Spray protective oil inside the combustion chambers through the jet or spark plug housings while turning
the engine manually. Spray when the piston is at TDC.
Before starting up engines that have been protected this way (especially gas engines), it will be necessary to
inspect the combustion chambers and drain waste protective oil.
− Dry the inside of the exhaust manifold and the camshaft housing, if found humid during inspection. Spray
protective oil on the camshaft and, only in case of humidity, into the exhaust manifold.
− Spray a thin coat of TECTYL 506 or similar rust-preventive oil on the unpainted machined surfaces that
will remain exposed, out of the engine (such as, for instance, the flywheel, etc.).
− Hermetically seal all the flanged elbows or inlet and outlet ports of the intake, exhaust, cooling and
lubricating systems with plastic, rubber or similar plugs or films.
− Apply protective oil with a brush to the control linkage and ball joints.
− Fit the electric and electronic components with connectors, protectors and caps, if missing. Put all leads
and cables in plastic bags. Also, apply TECTYL 506 or any similar substance to any components showing
signs of rust damage.
3.8 4/7
Dep. 1

AND PROTECTION
O&M_16.09.201_05_2020
7. PACKING OF DEFERRED START-UP ENGINES

These instructions apply to engines with damaged packaging or unpacked. Packing deferred start-up engines
implies the steps that follow.
− Spread bags of desiccant evenly over the surface to be packed. The number of bags will be proportional to
the volume of the package.
− Cover the engine with heat-shrinkable plastic film and heat-seal it. Protect all sharp edges to prevent
damage to the plastic film. The wrapping must cover the machine entirely and be sealed at the bottom.
− The wrapping must enable lifting the engine without breaking; for this purpose, make holes in the wrapping
as follows. In the event of 6 or 12-cylinder engines, make two holes on both sides and one hole at each end;
in the event of 8 or 16-cylinder engines, make three holes on both sides and one hole at each end.
Additionally, the wrapping must have a window to gain access to the engine nameplate.
− Write the date inspected, protected and packed on the engine's packaging sticker.
8. APPLICABLE FORMS
Form G-19-31 – Deferred Start-up Engine Inspection
3.9 5/7
Dep. 1

AND PROTECTION
O&M_16.09.201_05_2020
3.10 6/7
Dep. 1

AND PROTECTION
O&M_16.09.201_05_2020
3.11 7/7
3.12
Ref.: 16.09.201
Chapter 4 - Operating Instructions

INDEX Chapter 4
16.09.201 05-2020
OPERATING INSTRUCTIONS

O&M_16.09.201_05_2020

IO-C-M-15-002e_B Siemens engine barring gear operating instructions 4.1
IO-C-M-20-001e_F Liquid coolant quality and maintenance 4.3
IC-F-D-25-003e_D SIEMENS ENGINES OIL 4000M lube oil for marine Diesel engines 4.11
IC-C-D-30-001e_B Diesel fuel specifications 4.13
IC-F-D-30-005e_A Biodiesel fuel specification 4.19
IC-F-D-30-007e_A Recommendations for the storage of Biodiesel 4.23
IO-F-T-00-001e_A Diesel engine start-up and shutdown 4.25
IC-C-D-40-001e_D Emission units conversion 4.29
IO-C-M-25-006e_H Oil level indicators 4.33
IO-C-M-25-005e_E Automatic oil level controller 4.35
1/1
Dep. 2
IO-C-M-15-002e B September 2017
SIEMENS ENGINE BARRING GEAR

OPERATING INSTRUCTIONS
O&M_16.09.201_05_2020
1. USE OF THE BARRING GEAR

The barring gear is located on the flywheel housing on the left side of the engine. It serves to turn the crankshaft
during maintenance operations (valve setting, bore scoping, etc.).
To use the barring gear:

1. Remove the barring gear cover.
2. Place the drive socket over the hex nut.
3. Push the barring gear shaft, until the pinion engages the ring gear.
4. Rotate the socket to turn the flywheel.
5. Upon completion of the maintenance operations, replace the barring gear cover.
NEVER TRY TO START THE ENGINE WITH THE SOCKET CONNECTED TO THE BARRING GEAR. THE
BARRING GEAR COULD SPIN, CAUSING THE SOCKET WRENCH TO BE THROWN, CAUSING SEVERE
INJURY OR DEATH!
7 6 8
9
4
6 8
4
3
3
1
1
4 4
5 5
2 2
Fig. 1 - Location on in-line engines Fig. 2 - Location on Vee engines
1 Complete barring gear 6 Pinion

2 Hexagonal nut (size 22) 7 Flywheel
3 Barring gear shaft 8 Ring gear
4 Spring (inspect periodically to insure that it is not broken) 9 Flywheel housing
5 Barring gear cover
4.1 1/1
4.2
Dep. 2
IO-C-M-20-001e F May 2019
LIQUID COOLANT QUALITY AND MAINTENANCE
O&M_16.09.201_05_2020
1. GENERAL INFORMATION
When installing the engine, one point to bear in mind is the maintenance and quality of the liquid coolant that will
be used to prevent heat transfer problems and engine faults.
We define this as:
• Liquid coolant = water + additives
This is a mixture of water, antifreeze and/or additives without antifreeze protection. The result is a product
ready to use in the engine.
• Additive without antifreeze protection = corrosion inhibitor + additives + water.
This is a water-soluble, anti-corrosive product that is mixed with water at a specific percent solution.
• Antifreeze = corrosion inhibitor + glycol + additives + water.
This is a product with anti-corrosive properties that protects against freezing.

The products we call antifreeze are available as a concentrate and/or pre-mixed for use according to the
application requirement.
Engines in locations where temperatures tend to drop below freezing have to use antifreeze.
The recommendations indicated below are going to help to maintain the cooling circuit and protect it from
corrosion and/or freezing.
Any water treatment programme mainly aims at protecting the cooling system from possible corrosion, deposit
or scale which might impair the continuous flow of the coolant. In case of low temperatures, the programme will
also let you know the glycol percentage and determine whether it's sufficient enough to avoid freezing of the
fluid.
The coolant’s protective properties against corrosion are only guaranteed if the cooling circuit is completely full,
that is to say, air-free.
When the medium is empty, only the corrosion protection products authorised to preserve the inside of the
cooling circuit provide enough anti-corrosive protection. This means that after the coolant has been drained the
coolant circuit must be maintained if not refilled with a new coolant. The procedure is described in the storage
maintenance (or long term) section of the preliminary information IM-C-C-00-001e.
The most common problems with an engine cooling system are as a result of corrosion, cavitation,
microbiological growth, deposits and scale.
Corrosion
This is a metal degrading process arising from oxygen-triggered chemical or electrochemical reactions. As for
cooling systems, the reactive medium is water which attacks the metallic materials of piping and heat
exchangers.
Corrosion is dependent upon the effect of temperature, high salinity (especially of chlorides), high water speed,
alkalinity or acidity, dissolved solids, dissolved gas traces, microbial growth and pollution by manufacturing
process waste. The major negative effect of corrosion is a decrease in the engine components’ fatigue strength.
4.3 1/8
Dep. 2
IO-C-M-20-001e F May 2019
O&M_16.09.201_05_2020
The following are the most frequently occurring types of corrosion:
Electrochemical: Bonding of metals of varying electrochemical properties.

Chemical: pH and salinity
Physical: Abrasion and cavitation
Differential aeration: Low deposits
Bacterial: Sulphate-reducing bacteria, ferrobacteria, nitrifying bacteria, denitrifying bacteria.
Cavitation
Cavitation is the creation of bubbles within a liquid when it passes through a low pressure area at high speed
and increases when the pressure is low in the cooling system or when there are leaks. In addition, as the
vibration increases, the number of bubbles in the coolant also increases. These bubbles cause erosive
corrosion of the cylinder wall and frequently lead to pitting of cylinder walls.
To solve cavitation problems, purge the cooling circuit thoroughly and, for applications requiring high
temperature, keep the circuit under pressure. Also, add supplementary coolant additives that will cover the
metal surfaces and limit cavitation-induced erosion and pinholes.
Scale
This is the crystallisation and deposition in their solid form of different combined ions present in water, due to
oversaturation of the solution at a given temperature. It usually appears as compact, hard and adhering
deposits of predominantly inorganic matters, but may occasionally take soft, non-adhesive forms and be a
mixture of organic and inorganic components.
The major compositions of scale include, but are not limited to: calcium carbonate, calcium sulphate, calcium
phosphate, magnesian salts, silica, and iron and manganese compounds. Scale forming depends on multiple
factors such as temperature, salt concentration, pH and alkalinity, dissolved solids content, fluid-dynamic and
thermostatic conditions of the system, etc.
One of the most typical reactions is:
Ca (HCO3)2 + heat CO2 + H2O + Ca CO3
Calcium bicarbonate Carbon Calcium carbonate

highly soluble (760 mg/l.approx) dioxide soluble (30 mg/l.approx)
The presence of scale has a significant impact on the performance and operation of the equipment, since some
of its effects are:
- Reduction in heat transfer.

- Non-scheduled outages.
- Maintenance costs.
- Deterioration and overheating of exchangers.
- Decrease in the quantity of circulating water.
4.4 2/8
Dep. 2
IO-C-M-20-001e F May 2019
O&M_16.09.201_05_2020
Microbiological growth
This basically originates in algae, fungi, bacteria and other micro-organisms to a lower extent, all of which avail
themselves of light, heat, sludge and contamination by the manufacturing process or otherwise, nutrients and
pH to keep growing. Special consideration is to be given to autotrophic bacteria (ferrobacteria and sulphate-
reducing bacteria) which can give rise to localised corrosion.
A product of this activity is sludge that builds up in the system, reducing its efficiency in addition to limiting the
water passage and decreasing the flow rate, which in turn results in an increase in temperature. Both observing
the colour, feel and smell of sludge and analysing it will provide information about its origin.
2. LIQUID COOLANT REQUIREMENTS
Liquid coolant is a mixture of water and additives. This mixture may be a commercial fluid, pre-prepared at
different concentrations, or a mixture prepared in situ at a certain concentration according to the application
requirement.
Siemens engines’ liquid coolant requires a minimum amount of anti-corrosive protection.
Thus, the percentage of the corrosion inhibiting additive in the coolant will depend on the type of engine and its
nature. The minimum required dosage in aqueous solution is the following:
Classification Engine family % v/v Anti-corrosive additive

SLE F/S 5
SGE S/H 5
SGE EM 7.5
Table 1
This protection can be achieved through the use of a % of additives without antifreeze protection and, should
there be a need to protect the cooling circuit from possible frost or evaporation due to environmental conditions,
this anti-corrosive protection is provided, partly or entirely, by the antifreeze's own formulation. In any case, the
percentages indicated in table 1 must be adhered to by adding the necessary anti-corrosive additive.
When mixing the water with the additives, only water with the values indicated in the following table must be
used. Should results fail to match the values in table 2, the user can contact a water treatment specialist to take
the necessary steps to ensure compliance with those specifications.
4.5 3/8
Dep. 2
IO-C-M-20-001e F May 2019
O&M_16.09.201_05_2020
The minimum requirements are:
PARAMETERS VALUE UNITS

Aspect and odour Transparent, neutral odour, free from sediments
pH value 25ºC 7-9
Total hardness 35-170 / 2-9.5 ppm CO3Ca / ºd
Sulphates SO4 -2 Max 100 ppm or mg/l
Chlorides Cl- Max 40 ppm or mg/l
Nitrates Max 10 ppm or mg/l
Total dissolved solids Max 300 ppm or mg/l
Conductivity @ 25ºC Max 400 S/cm
Total alkalinity Max 150 ppm CO3Ca
Iron Fe Max 0.5 ppm or mg/l
Table 2
The amount of antifreeze in the coolant will depend on the ambient temperature of the place where the engine is
installed, and it’s the customer together with the antifreeze supplier who, assuming responsibility for possible
side effects, indicate the concentration in accordance with the specifications of their product. Thus, according to
the % of antifreeze used we have the following fluid temperatures:
Antifreeze % (v/v) 10 20 30 35 40 45 50
Freezing temperature ºC -4 -9 -16 -20 -25 -31 -37
Table 3
If using the so-called antifreezes in the event of needing protection against frosts, the maximum amount
required in a Siemens engine is 50% in volume if the environmental conditions so require.
Bearing in mind the previous requirements, the application scenarios are different, depending on the type of
engine.
Thus, by way of example we have:
1. An SGE 56HM engine, in environmental conditions Tª < -15ºC, may use the following as liquid coolant:
• 30% antifreeze, with the possibility of using up to 50%
An SGE 56HM engine, in environmental conditions Tª >0ºC, may use the following as liquid coolant:
• 5% anti-corrosive additive dissolved in water
2. An SGE 86EM engine, in environmental conditions Tª < -15ºC, may use the following as liquid coolant:
• 30% antifreeze with an additional 3% anti-corrosive additive

• 50% antifreeze
An SGE 86EM engine, in environmental conditions Tª >0ºC, may use the following as liquid coolant:
• 7.5% anti-corrosive additive dissolved in water
4.6 4/8
Dep. 2
IO-C-M-20-001e F May 2019
O&M_16.09.201_05_2020
Therefore, according to the percentage of antifreeze applied to the coolant, the amount of anti-corrosive additive
to be added is the following:
Classification Engine family % v/v Antifreeze % v/v Anti-corrosive additive

< 30 Up to 5
SLE F/S 30 -
50 -
< 30 Up to 5
S/H 30 -
50 -
SGE
< 30 Up to 7.5
E 30 3
50 -
Table 4
3. LIQUID COOLANTS
3.1. ANTI-CORROSIVE ADDITIVES TO MAKE LIQUID COOLANT WITHOUT ANTIFREEZE PROTECTION
Additives must be added at the appropriate concentration, see Table 1 An excess concentration of additives
may cause the inhibitors to decant and form a series of deposits that cause heat transfer losses, leaks in the
pumps’ seals, obstructions in the water circuit, etc. Do not mix different liquid coolant additives.
The table below lists the antifreezes permitted for use in Siemens engines.
Manufacturer Make
Arteco/Texaco Havoline XLI
Cepsa Cepsa Inhibitor WB
Basf Glysacorr G93
BP Heavy Duty Extended Life Inhibitor
Mobil Delvac Extended Life Corrosion Inhibitor
Table 5
Antifreezes other than the ones in the table are not necessarily unsuitable for engines. Information or control
measures necessary to be able to evaluate their suitability are not available.
4.7 5/8
Dep. 2
IO-C-M-20-001e F May 2019
O&M_16.09.201_05_2020
3.2. ANTIFREEZES TO MAKE LIQUID COOLANT WITH PROTECTION AGAINST THE COLD
A too-low concentration of antifreeze will not only decrease protection from frost, but will also increase cooling
water’s corrosiveness since these products contain a number of additives.
The table below lists the antifreezes permitted for use in Siemens engines. Antifreezes other than the ones in
the table are not necessarily unsuitable for engines. If you do use them, please contact Siemens Engines.
Manufacturer Make
Cepsa Coolant
Cepsa Super Coolant
Arteco/Texaco Havoline XLC
Castrol Radicool or Antifreeze NF
Basf Glysantin G48/G68
Fuchs Petrolub SE Fricofin
Mobil Antifreeze Extra or Delvac Extended Life
Shell Antifreeze Glycoshell
Table 6
4. LIQUID COOLANT MAINTENANCE

In general, and as defined above, an engine's liquid coolant consists of water and a series of liquid coolant
additives (glycol, corrosion inhibitors and additives).
There are several basic parameters that ensure optimum coolant quality and trouble-free operation of the
equipment.
A preliminary control of fresh water and monitoring the liquid coolant are very important for fault-free engine
operation. Proper maintenance of the cooling water will prevent the problems and cooling system faults
described above and also enable us to detect any problems that might arise with the engine’s operation.
For instance, a decrease of the pH value combined with an increase in the sulphate content may be
symptomatic of water pollution by exhaust gases.
In addition, antifreeze decomposes into corrosive acids due to the cooling system's temperature cycles. This
may also pollute and exhaust the corrosion inhibiting additives, which is why the system’s antifreeze
concentration should be checked in addition to testing the water quality. This will help to ensure that the
concentration of glycol or additives remains within adequate limits.
Once the corrosion inhibitors have been consumed in the coolant, the risk of corrosion will be considerably
greater than in the case of pure water. For that reason, analyse the coolant regularly, ensuring it has sufficient
antifreeze and corrosion protection, and that the water quality is still adequate.
4.8 6/8
Dep. 2
IO-C-M-20-001e F May 2019
O&M_16.09.201_05_2020
The parameters to control are:
• Determination of parameters according to Table 2

• Determination of antifreeze concentration
• Determination of coolant additive without antifreeze protection.
If the liquid coolant is being added regularly to compensate for loss from leaks, the solution can be considered
suitable and only the corresponding E3 intervention control of the engines’ maintenance guidelines is
necessary.
As a minimum requirement, the instructions for changing the liquid coolant in the corresponding intervention of
the engines’ maintenance guidelines must be followed.
Each time a different liquid coolant product is used, the coolant system must be flushed with water.
According to maintenance guidelines, all engines indicate that the engine coolant circuit must be cleaned.
For the rinsing and cleaning requirements of the engine coolant circuits, please refer to IO-C-M-20-002e.
4.1. CONTROL PARAMETERS
To holistically evaluate the performance of a liquid coolant, the above parameters’ limit values will depend on
the water, the antifreezes and/or the additives without antifreeze protection used.
If the liquid coolant is being added regularly to compensate for loss from leaks, the solution can be considered
suitable and only the corresponding intervention control of the engines’ maintenance guidelines is necessary.
• Liquid coolant control:
In closed circuits where fluid refilling is infrequent, a complete corrective treatment can be applied initially, while
cooling water properties can be checked when refilling large amounts of water (see Table 2), but at least once a
year or during each load.
In open systems that operate with large volumes of water, input treatments are usual practice or, if the
installation allows, chemical cleaning will be undertaken periodically. The controls for this type of system must
be carried out once a year or during each load.
• Concentration control of antifreeze.
Antifreeze protection must be analysed at least every three months. If the glycol content is within the prescribed
range, sufficient corrosion inhibitors will still be present.
Control will depend on the antifreeze used, but generally the antifreeze concentration can be determined using
a suitable glycol refractometer, or the scale value’s direct degrees Brix reading expressed as % weight. Another
way to determine the glycol % is by assessing the density of the fluid. The density or refractometer values are
indicated below as % of the volume of antifreeze.
4.9 7/8
Dep. 2
IO-C-M-20-001e F May 2019
O&M_16.09.201_05_2020
Refractive index @ Density g/l @

Antifreeze % v/v Degrees Brix
20ºC 20ºC
10 6.8 1.3428 1.020
20 13 1.3530 1.030
30 19.2 1.3635 1.043
35 22.3 1.3688 1.051
40 25.3 1.3741 1.059
45 28.3 1.3796 1.064
50 31.2 1.3849 1.072
• Concentration control of supplementary additive.
Due to the different technologies and the variety of concentrations used in corrosion inhibitors, facilitating tests
or general limits for their control is not always possible.
Additive analysis will depend on the additive used, but must be undertaken at least once a year. Control will
depend on the additive used according to the product’s description or carried out by determining the refractive
index or degrees Brix measured at 20ºC as in the table below.
Thus, depending on the additive we have:
Degrees
Inhibitor WB Refractive index @ Havoline XLI
Brix @
% v/v 20ºC % v/v
20ºC
0 1.333 0 0.0
1 1.334 1 0.4
2 1.334 2 0.7
3 1.335 3 1.1
4 1.335 4 1.5
5 1.336 5 1.9
6 1.336 6 2.2
7 1.337 7 2.6
8 1.337 8 3.0
9 1.338 9 3.3
10 1.338 10 3.7
11 1.339 11 4.1
4.10 8/8
Dep. 2
IC-F-D-25-003e D January 2018
SIEMENS ENGINES OIL 4000M

LUBE OIL FOR MARINE DIESEL ENGINES
O&M_16.09.201_05_2020
1. INTRODUCTION
SIEMENS ENGINES OIL 4000M is a lubricant designed by Siemens in collaboration with the most prestigious
lubricant manufacturers. It has been specially formulated for use in SIEMENS NATURALLY-ASPIRATED or
SUPERCHARGED marine diesel engines that operate on gasoil. See doc. IC-C-D-30-001e.
SIEMENS ENGINES OIL 4000M is a 15W-40 multigrade oil. Formulated with prime quality paraffinic bases, its
properties are outstanding oxidation stability, high thermal resistance, and a very low tendency to the formation
of carbon deposits and residues, which results in the conservation of its excellent performances throughout a
long service life. In addition, it features high alkaline reserve, outstanding foam-forming resistance, good
emulsibility and excellent corrosion protection for cylinders and bearings. Moreover, it considerably reduces
wear on piston rings, cylinder liners and valve seats.
Given its advanced formulation, SIEMENS ENGINES OIL 4000M is specially suitable for modern four-stroke,
naturally-aspirated or supercharged marine diesel engines with low oil demand.
It provides optimum cleanness of the engine and protection against deposit build-ups. Besides, its set of
additives protects against piston scoring and cylinder surface wear.
2. APPLICATIONS
SIEMENS ENGINES OIL 4000M has been specially designed and is recommended for providing the highest
performance in NATURALLY-ASPIRATED or SUPERCHARGED marine diesel engines that operate on gasoil.
It can however be used in any type of medium and heavy-duty, four-stroke, naturally-aspirated or supercharged
diesel engines that need a high-performance lubricant using fuels.
3. QUALITY STANDARDS
- ACEA E7/E5
- API CI-4
- MB 228.3
- VOLVO VDS-3
- MAN 3275
- MACK EO-M-PLUS
4. PROPERTIES
- High detergent/dispersive power.
- Excellent behaviour in the presence of oxidation.
- Great thermal stability, even at high temperatures.
- Very high protection of cylinder head valve seats and guides.
- Excellent cleanness of the engine.
- Minimum deposit build-up.
- Excellent performance of the alkaline reserve.
4.11 1/2
Dep. 2
IC-F-D-25-003e D January 2018
SIEMENS ENGINES OIL 4000M

LUBE OIL FOR MARINE DIESEL ENGINES
O&M_16.09.201_05_2020
- Long service life effectiveness.
- High foam-forming and corrosion resistance.
- Excellent protection against piston scoring and cylinder liner surface wear.
5. HEALTH AND SAFETY

No special precautions are required for its use, except good personal hygiene and avoiding contact with the skin
for extended periods of time. There is a Safety Data Sheet available to anyone interested.
TYPICAL CHARACTERISTICS
CHARACTERÍSTICS ASTM SIEMENS ENGINES OIL 4000 M

Viscosity, grade SAE 15W40
o
Flashpoint V/A, C D-92 230
Freezing point, ºC D-97 -27
Density @ 15ºC, g/cc D-4052 0.8916
Viscosity, cSt @ 100ºC D-445 14.08
Viscosity, cSt @ 40ºC D-445 103.3
TBN mg KOH/gr D-2896 15.7
The values of the typical characteristics given in the above table are for guidance only and are not a guarantee.
We reserve the right to change these values without notice.
4.12 2/2
Dep. 2
IC-C-D-30-001e B May 2018
DIESEL FUEL SPECIFICATIONS
O&M_16.09.201_05_2020
1. AIM
This Product Information Sheet aims to define the specifications required from any fuels to be burnt in Siemens
diesel engines.
2. TECHNICAL SPECIFICATIONS
Fuel quality is very important for the satisfactory operation of the engine, for the maintenance and the exhaust
emission levels.
The Siemens engine emissions certificates (IMO and ZKR) are acceptable to all fuels specified herein.
Measures to certify compliance with legal emission limits are carried out with the test fuel specified in the
normative. These fuels meet the EN590 or ASTM 975 (see Table 2 and 3). It is the customer who should check
if the fuel meet possible local emissions normatives.
Siemens engines can run with those fuels diesel and / or marine distillate fuels that meet the specifications
listed in Table 1.
Table 1. Fuel specifications and engine configuration.
Fuel Specification Engine configuration
EN 590 Table 2 1
ASTM D-975 Grade 1-D (S15 y S500) Table 3 1
ASTM D-975 Grade 2-D (S15 y S500) Table 3 1
DIESEL B Table 4 1
ASTM D-975 Grade 1-D y 2-D (S5000) Table 5 2
DIN 8217 DMX Tabe 6 2
DIN 8217 DMA Table 6 2
Depending on the fuel used, the engine configuration and maintenance regimen vary as indicated in
Table 1.
Parameters out of this specification must be submitted to and approved by Siemens. Otherwise,
Siemens will assume no responsibility for the good performance of the engine.
4.13 1/6
Dep. 2
IC-C-D-30-001e B May 2018
O&M_16.09.201_05_2020
Table 2. Specifications EN 590 (2010)
Measurement Limit values STANDARD

Properties
units Min. Max. IN ISO
Density @ 15ºC kg/l 0,820 0,845 3675/12185
Sulfur mg/kg 10 20846/20884
Cetane number - 51 5165/15195
Cetane index - 46 - 4264
PAH % m/m 8 12916
Distillation
- 65% recovery ºC 250 -
3405
- 85% recovery ºC - 350
Kinematic viscosity at 40ºC cSt 2,0 4,5 3104
Flash point ºC 55 - 2719
Coke Ramsbottom (on 10% v/v distillation bottoms) % m/m - 0,3 10370
Water % m/m - 0,02 12937
Ash content % m/m 0.01 6245
Total Contamination (solid particles) mg/kg 24 12662
Copper strip corrosion (3hrs @ 50ºC) - - Class 1 2160
Lubricity at 60ºC (w.d.s 1,4) µm 460 1256-1
Oxidation stability g/m3 25 12205
FAME contents % v/v 7,0 14078
Table 3. Specifications ASTM D-975 (2011)
Limit values STANDARD

Measurement
Properties Grade 1-D Grade 2-D
units IN ISO
Min. Max. Min. Max.
Sulfur mg/kg (1) (1) 20846/20884
Cetane number - 40 40 4264
Kinematic viscosity at 40ºC cSt 1,3 2,4 1,9 4,1 3104
Flash point ºC 38 52 2719
Coke Ramsbottom (on 10% v/v distillation bottoms) % m/m 0,15 0,35 10370
Distillation
ºC 288 282 338 10370
- 90% recovery
Water and sediments % m/m - 0,05 0,05 12937
Ash content % m/m 0.01 0.01 6245
Class Class
Copper strip corrosion (3hrs @ 50ºC) - 2160
3 3
Lubricity at 60ºC (w.d.s 1,4) µm 520 520 1256-1
FAME content % v/v 5,0 5,0 14078
(1) S15 15 mg/kg

S500 500 mg/kg
4.14 2/6
Dep. 2
IC-C-D-30-001e B May 2018
O&M_16.09.201_05_2020
Table 4. Specifications Diesel B (BOE-A-2011-16468)
Measurement Limit values STANDARD

Properties
units Min. Max. IN ISO
Density @ 15ºC kg/l 0,820 0,880 3675/12185
Sulfur mg/kg 10 8754/14596
Cetane number - 49 5165/15195
Cetane index - 46 - 4264
Distillation
- 65% recovery ºC 250 -
3405
Kinematic viscosity at 40ºC cSt 2,0 4,5 3104
Flash point ºC 60 - 2719
Cold filter obstruction point
Winter (October 1 to March 31) ºC -10 116
Summer (April 1 –September 30) ºC 0
Coke Ramsbottom (on 10% v/v distillation bottoms) % m/m - 0,3 10370
Water % m/m - 0,02 12937
Ash content % m/m 0.01 6245
Total Contamination (solid particles) mg/kg 24 12662
Copper strip corrosion (3hrs @ 50ºC) - - Class 1 2160
Stability to the oxidation g/m3 25 12205
Table 5. Specifications ASTM D-975 (2011)
Limit values STANDARD

Measurement
Properties Grade 1-D Grade 2-D
units IN ISO
Min. Max. Min. Max.
Sulfur mg/kg 5000 5000 20846/20884
Cetane number - 40 40 4264
Kinematic viscosity at 40ºC cSt 1,3 2,4 1,9 4,1 3104
Flash point ºC 38 52 2719
Coke Ramsbottom (on 10% v/v distillation bottoms) % m/m 0,15 0,35 10370
Distillation
ºC 288 282 338 10370
- 90% recovery
Water and sediments % m/m - 0,05 0,05 12937
Ash content % m/m 0.01 0.01 6245
Class Class
Copper strip corrosion (3hrs @ 50ºC) - 2160
3 3
Lubricity at 60ºC (w.d.s 1,4) µm 520 520 1256-1
FAME contents % v/v 5,0 5,0 14078
(1) 5000 mg/kg Sulfur contents > 0.3% require the use of high TBN lubricants and a change in the
maintenance period.
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Dep. 2
IC-C-D-30-001e B May 2018
O&M_16.09.201_05_2020
Table 6. Specifications ISO 8217-2010
Measurement Specifications STANDARD

Properties
units DMX DMA ISO
Density @ 15ºC kg/l Max 0,890 3675/12185
Sulfur % m/m Max 1,0 (1) Max 1,5(1) 20846/20884
hydrogen sulfide mg/kg Max 2 Max 2
Cetane index - Min 45 Min 40 4264
Kinematic viscosity at 40ºC cSt 1,4-5,5 2,0-6,0 3104
Flash point ºC Min 43 Min 60 2719
Coke Ramsbottom (on 10% v/v distillation bottoms) % m/m Max 0,3 Max 0,3 10370
Ash content % m/m Max 0,01 Max 0,01 6245
Copper strip corrosion (3hrs @ 50ºC) - - Clase 1 2160
Pour point (PP) ºC (2) 3016
Cloud point (CP) ºC Max -16 3015
Lubricity at 60ºC (w.d.s 1,4) µm Max 520 Max 520 1256-1
Acid index mgKOH/g Max 0,5 Max 0,5 6619
Stability to the oxidation g/m3 Max 25 Max 25 12205
(1) Sulfur contents > 0.3% require the use of high TBN lubricants and a change in the maintenance period.
(2) Summer max. 0 º C Winter Max. -6 ° C
3. EXPLANATORY NOTES ON RELEVANT SPECIFICATIONS
Density: The specifications establish high and low limits to gas-oil density, in order to help Diesel engine
manufacturers with the design and construction of these engines within the possible fluctuation range of this
property, so as to ensure optimum performance of the engine.
Sulfur: Limiting the sulfur content has, by itself, no other meaning than controlling the release of SO 2 into the
atmosphere and minimizing the solid particles - basically in Automotive Gas-oils - produced by combustion.
Cetane Index/Number: Is relevant for gas-oils to be burnt in Diesel engines, as it determines the ignition
properties of these engines. The minimum values required vary according to the engine design and intended
operating conditions, but, in general, high-rev engines will demand a higher cetane number value than engines
designed to run at low speed rating.
There are additives which improve the Cetane Number, but not the Cetane Index because such additives do not
alter the properties on which the Cetane Index calculation formulae are based.
Distillation: Its requirements are closely related to the operating conditions of each type of engine: stress,
speed regime and load variations while in service, starting conditions and relation to ambient temperature, etc.
Viscosity: This property is relevant essentially inasmuch as it determines a product's capacity to flow through
small diameter ducts. It is also true that each fluid has its own viscosity-to-temperature curve, and in all events,
the fuel must always be susceptible of transfer (either by gravity or with a pump) from the storage tank to the
combustion chamber.
4.16 4/6
Dep. 2
IC-C-D-30-001e B May 2018
O&M_16.09.201_05_2020
Flash Point: Minimum temperature at which a product, under given conditions as specified in its test method,
gives off a quantity of vapor that, in air and in the presence of a small flame, will be capable of provoking a
momentary explosion.
It is obvious that this property directly affects the safe storage and handling of the product at all times, to avoid
the risk of explosion that would occur if casually there were a flame in close proximity to the product.
Cold Behavior:
 Cold Filter Plugging Point (CFPP): The name of this property shows why it is specified and why that of
fuels must be monitored.
 In fact, the CFPP is determined by the maximum temperature at which (under the conditions of the test
method) the precipitation or freezing of the heaviest parafinic components of the gas-oil will cause the
plugging of a veryfine-mesh filter.
 Cloud point (CP): temperature from which fuel parafinic components become visible.
 Pour point (PP): temperature from which under method conditions, the fuel is not flowing.
The limits of this property are set, in each country or area, depending on the expected usual range of lower
temperatures during the cold season(s), so as to prevent filter plugging from developing in the most sensitive
parts of vehicles or installations using diesel fuels. In order to improve this property of the diesel fuels, there are
approved additives available, which are normally added to the fuel at the refineries or downstream as a
complement to the original amount, in order to avoid problems in high cold areas and periods.
Carbon Residue: This characteristic aims to give an approximate idea of a fuel's tendency to form and build up
carbon deposits both in burners and inside the combustion chamber of Diesel engines, although there is
evidence showing that the result of this test has, in practice, very little to do with the detection of such carbon
deposits.
Indeed, the mechanical design and operating conditions of the equipment have a perceptibly greater impact
than the fuel's tendency simply determined by this test. As for diesel oils, the test is conducted on the residual
10% of their distillation.
Even so, the limits specified by law for diesel oils are very low and any values which could occasionally be
found higher than those admissible would denote contamination by fuel oil (and this is their major practical
application).
Water: The test result amounts to the sum of the content of borne water and of dissolved water.
Corrosion (or Corrosiveness): Shows a product's capacity or predisposition to corrode the metals the fuel
handling or burning equipment and devices are made of.
Causes include the presence of water and other chemical substances in the diesel oil. As a prevention against
this undesirable property, adequate treatments are foreseen and applied at the refinery. However, it is essential
that the entire supply system be carefully serviced.
4.17 5/6
Dep. 2
IC-C-D-30-001e B May 2018
O&M_16.09.201_05_2020
Available in the market are Corrosion Inhibitors, which are added to some aviation fuels (not to all, and not by all
the users), but their addition to diesel oils is not "mandatory", since the said treatment at the refinery is sufficient
to comply with the specifications. This notwithstanding, the so-called Multi-purpose Additives usually contain
agents of this nature in order to increase the equipment protection.
Stability to the oxidation: The stability to the oxidation measures the tendency of the diesel to the formation of
gums and sediments due to oxidation by the action of temperature and air. These sediments can clog filters,
form deposits in the combustion chamber and damage the injection system.
Lubricity: Refining processes to remove sulfur from diesel tend to reduce fuel components that provide natural
lubricity. As sulfur levels are reduced, the risk of inadequate lubricity increases. Diesel pumps rely on the
lubricating properties of diesel to ensure proper operation. Diesel lubricant components are heavier
hydrocarbons and polar substances.
4.18 6/6
Dep.2
IC-F-D-30-005e A February 2019
BIODIESEL FUEL SPECIFICATIONS
O&M_16.09.201_05_2020
1. AIM
This Product Information Sheet aims to define the specifications required from any fuels to be burnt in
Siemens biodiesel engines.
2. TECHNICAL SPECIFICATIONS OF A & B GAS OIL

According to EN 14214 standards, the specification limits of biodiesel is as tabulated below.
Specification limits
Properties Units Standards
Mín. Máx.
Ester content %(m/m) 96.5 EN 14103
Density at 15º Kg/m3 860 900 EN ISO 3675
Cetane number 51 EN ISO 10370
Flash point oC 101 prEN ISO 3679
Viscosity at 40oC mm2/s 3.5 5 EN ISO 3104
Sulfur content mg/kg 10 prEN ISO 20846
Copper strip corrosion (3h 50 oC) rating Class 1 EN ISO 2160
Coke Ramsbottom (on 10% v/v distillation
%(m/m) 0.3 EN ISO 10370
bottoms)
Oxidation stability, 110 oC hours 6 EN 14112
Water mg/kg 500 EN ISO 12937
Sulphated ash content %(m/m) 0.02 ISO 3987
Acidity index mg KOH/g 0.5 EN 14104
Iodine index gr I2/100 120 EN 14111
Linoleic acid methyl ester %(m/m) 12 EN 14103
Polyunsaturated methyl ester %(m/m) 1
Methanol %(m/m) 0.2 EN 14110
Monoglycerides %(m/m) 0.8 EN 14105
Diglycerides %(m/m) 0.2 EN 14105
Triglycerides %(m/m) 0.2 EN 14105
Free glycerol %(m/m) 0.02 EN 14105
Total glycerol %(m/m) 0.25 EN 14105
Group I Metals (Na+K) mg/kg 5 EN 14108
Group II Metals II (Ca+Mg) mg/kg 5 prEN 14538
Total Contamination mg/kg 24 EN ISO 12662
Phosphorus Content mg/kg 10 EN 14107
CFPP ºC -10/0 EN 116
Parameters out of this specification must be submitted to and approved by Siemens. Otherwise,
Siemens will assume no responsibility for the good performance of the engine.
4.19 1/3
Dep.2
O&M_16.09.201_05_2020
3. EXPLANATORY NOTES ON RELEVANT SPECIFICATIONS

Sulfur: Limiting the sulfur content has, by itself, no other meaning than controlling the release of SO2 into the
atmosphere and minimizing the solid particles - basically in Automotive Gas-oils - produced by combustion.
Cetane Number: Is relevant for Biodiesel fuel to be burnt in internal combustion engines, as it determines the
ignition properties of these engines. The minimum values required vary according to the engine design and
intended operating conditions, but, in general, high-rev engines will demand a higher cetane number value than
engines designed to run at low speed rating.
There are additives which improve the Cetane Number, but not the Cetane Index because such additives do not
alter the properties on which the Cetane Index calculation formulae are based.
Density: The specifications establish high and low limits to gas-oil density, in order to help Diesel engine
manufacturers with the design and construction of these engines within the possible fluctuation range of this
property, so as to ensure optimum performance of the engine.
Viscosity: This property is relevant essentially inasmuch as it determines a product's capacity to flow through
small diameter ducts. It is also true that each fluid has its own viscosity-to-temperature curve, and in all events,
the fuel must always be susceptible of transfer (either by gravity or with a pump) from the storage tank to the
combustion chamber.
Stability: Stability is a very important parameter to take into account when working with biodiesel fuel. The
useful life of biodiesel is limited as it oxidises in contact with air, meaning that special care must be taken over
its storage time. The possible presence of different pollutants in biodiesel can alter its stability. In each case
(depending on the origin of the biodiesel), we need to identify how long it can be stored for. The Rancimat
method for establishing oxidation stability is an indicator of the stability of the biodiesel and its oxidation time
cannot be less than 6 hours under any circumstances, as shown in the specifications table. The Iodine Index
also gives us an idea of the oxidation stability of the biodiesel as the double bonds are prone to oxidation. The
greater the Iodine Index, the more double bonds there are, meaning that it will have a greater tendency to
oxidise. As shown in the specifications table, the Iodine Index must not exceed 120-140 grams of Iodine for
each 100 grams of biodiesel.
Oxidation of the biodiesel can lead to the formation of insoluble rubbers, which will create problems by blocking
filters, and soluble rubbers that can lead to deposits on the tips of the injectors and cause the injector nozzles to
fail.
We should also pay special attention to the storage temperature, especially in winter. This is because the fatty
acids start to precipitate below 0ºC, destabilising the biodiesel.
Cold Filter Plugging Point (CFPP): The name of this property shows why it is specified and why that of Diesel
fuels must be monitored. In fact, the CFPP is determined by the maximum temperature at which (under the
conditions of the test method) the precipitation or freezing of the heaviest paraffin components of the biodiesel
will cause the plugging of a very fine-mesh filter.
The limits of this property are set, so as to prevent filter plugging from developing in the most sensitive parts of
vehicles or installations using Biodiesel fuels.
Flash Point: Minimum temperature at which a product, under given conditions as specified in its test method,
gives off a quantity of vapor that, in air and in the presence of a small flame, will be capable of provoking a
momentary explosion.
It is obvious that this property directly affects the safe storage and handling of the product at all times, to avoid
the risk of explosion that would occur if casually there were a flame in close proximity to the product.
4.20 2/3
Dep.2
O&M_16.09.201_05_2020
Glycerine content: there are two parameters that show us the glycerine content:
Free glycerine: This shows the concentration of unbound glycerine present in the biodiesel, due to inadequate
purification. We need to pay close attention to this parameter, as a high concentration could lead to problems
with deposits on the injectors and blocked filters. The inorganic compounds and soaps that collect in the
glycerine can damage injection systems. If the content is greater than 0.5 %, this can affect the carbon residue
content.
Total glycerine: This shows the concentration of bound and unbound glycerine present in the biodiesel. A low
concentration means that a high degree of conversion has occurred in the oil, meaning that a large number of
monoesters have been formed. We need to remember that a high concentration of mono, di and triglycerides
can lead to blocked filters, carbon deposits and have an adverse effect on low-temperature properties. This is
because their high boiling points lead to worse combustion. They also increase the viscosity of the biodiesel.
Metals - K, Na: The metal content also has to be taken into account as this contributes towards a significant
increase in both the carbon residue and ash content, generating partially burnt inorganic residues. They can
also form soaps that block the fuel filters.
Carbon Residue: This characteristic aims to give an approximate idea of a fuel's tendency to form and build up
carbon deposits both in burners and inside the combustion chamber of Biodiesel engines, although there is
evidence showing that the result of this test has, in practice, very little to do with the detection of such carbon
deposits. Indeed, the mechanical design and operating conditions of the equipment have a perceptibly greater
impact than the fuel's tendency simply determined by this test. As for diesel oils, the test is conducted on the
residual 10% of their distillation.
Even so, the limits specified by law for biodiesel fuels are very low and any values which could occasionally be
found higher than those admissible would denote contamination by fuel oil (and this is their major practical
application).
Water: The test result amounts to the sum of the content of borne water and of dissolved water.
Corrosion (or Corrosiveness): Shows a product's capacity or predisposition to corrode the metals the
biodiesel fuel handling or burning equipment and devices are made of.
Causes include the presence of water and other chemical substances in the biodiesel fuel. As a prevention
against this undesirable property, adequate treatments are foreseen and applied at the refinery. However, it is
essential that the entire supply system be carefully serviced.
This notwithstanding, the so-called Multi-purpose Additives usually contain agents of this nature in order to
increase the equipment protection.
4.21 3/3
4.22
Dep.2
RECOMMENDATIONS FOR THE STORAGE OF BIODIESEL
O&M_16.09.201_05_2020
1. INTRODUCTION
This information sheet is designed to describe the best storage conditions for Biodiesel fuel, taking into account
the nature of the fuel.
Biodiesel is a biofuel obtained from different raw materials. It is generally obtained through the
transesterification of vegetable oils. These may have different origins: soya, palm, sunflower, coconut, olive,
corn, etc., although they can also be obtained from used oil, animal fat and algae.
However, the biodiesel used in Siemens engines must comply with the EN 14214 standard but, as some of its
characteristics vary over time, it is important to offer recommendations for the storage of biodiesel.
2. RECOMMENDATIONS FOR THE STORAGE OF BIODIESEL

2.1. Characteristics of Biodiesel
Biodiesel is a fuel with bad properties at low temperatures. In this respect, the following are the most important
characteristics to take into account when storing biodiesel: Freezing Point (FP), Cloud Point (CP) and Cold Filter
Plugging Point (CFPP). These values are higher than those of diesel fuel and vary according to the type of
ester, this being the initial raw material. For waste oil biodiesel the CFPP varies from -7ºC and 0ºC, this being
inadequate for winter. With animal fat biodiesel this is even lower. Although there are solutions for this problem,
we must pay attention to these values when storing biodiesel, especially in those areas with hard winters.
The acidity index and oxidation stability of biodiesel are also characteristics that must be taken into account, as
biodiesel may show changes in its stability during storage. Prolonged storage can reduce oxidation stability and
increase the acidity index and lead to the formation of deposits and plugging of filters.
The water content must also be monitored, as biodiesel is more oxygenated it is both a hydrophilous product
and a rich source of foodstuffs for microorganisms than diesel fuel and has more surfaces in contact with the
water, something that increases the microbial activity that generates sediments that can plug the filters.
2.1. Storing Biodiesel
In general, standard procedures for the storage and handling of petroleum diesel fuel can be applied to
biodiesel. The fuel should be stored in clean, dry and dark location. Fuel storage tanks should undergo an anti-
humidity treatment using a biocide and be equipped with a fuel/water separator. Humidity must be prevented
from entering the tank, meaning that either drying filters should be fitted to the breathers or an inert atmosphere
should be used. One way of minimizing condensation is to keep the tanks full.
Acceptable materials for storage tanks include aluminium, steel, polyethylene, fluorinated polyethylene and
Teflon. Materials such as tin, copper, lead and zinc should not be used. Galvanized metals and metal coatings
are not compatible with the B100.
Care should also be taken with the elastomers and natural rubber compounds used for hoses and fuel pump
sealing systems. Butyl and natural rubbers should not come into contact with biodiesel, as the elastomers
become sticky and finally dissolve.
In the same way the B100 can permeate certain common plastics (polyethylene, polypropylene) if it remains in
contact with them, given its high solvent capacity. This means that these materials should not be used for the
storage of biodiesel.
4.23 1/2
Dep.2
RECOMMENDATIONS FOR THE STORAGE OF BIODIESEL
O&M_16.09.201_05_2020
The tanks should be double-walled with a vacuum between the walls, in case leaks occur. A vacuum meter will
help to monitor any possible leaks.
The solvent action of Biodiesel can disperse the sediment that has accumulated on the walls of the storage
tanks and pipes by previously used fuel, meaning that precautions should be taken the first time Biodiesel is
used.
The presence of sediment may be from outside sources, degradation of the biodiesel itself, any microorganisms
present, etc. and may plug the engine filters, so measures should be taken to avoid premature blocking of said
filters. Filters should be fitted to the tank outlet piping and said filters should be able to retain particles and
separate the water from the fuel.
The following is recommended to control contamination during storage:
• Drain and clean the bottom of the tanks at least once every 3 months to ensure that there is no
accumulation of sediment or free water. This period may be adjusted to the results obtained
during each cleaning operation.
• The tank outlet should be high enough to avoid any particles and/or free water being dragged
from the bottom.
A flotation valve is used to check the level of fuel in the tanks. With biodiesel, the material of said valve should
be compatible with biodiesel, such as those uses in oil tanks.
The storage temperature of biodiesel should be higher than its pour point. This makes it very useful to fit a
heating element in the tank to keep the storage temperature above the pour point and thus avid the precipitation
of the fatty acid esters.
In the same way, the biodiesel delivery pipes should have heat insulation.
Biodiesel should not be stored for over 5 weeks, unless additives have been used to stabilise it.
4.24 2/2
Dep. 2
IO-F-T-00-001e A September 2011
DIESEL ENGINE START-UP AND SHUTDOWN
O&M_16.09.201_05_2020
1. PURPOSE
The purpose of this product information sheet is to set out the procedure to be followed when starting and
shutting down diesel engines.
2. PREPARATIONS FOR STARTING UP FOR THE FIRST TIME

Before starting up for the first time, the following operations must be carried out:
2.1. PRE-START INSPECTION
General checks:
- Ensure there are no power transmitting devices connected (clutches, brakes, etc.).
- Inspect drive belts. Check that they are in good condition and properly tightened. If a fan is used, ensure
it can rotate freely, that the bearings are properly lubricated and the belt tension is correct.
- Check that all engine guards and shields and auxiliary equipment are properly secured in place. Ensure
there are no tools, rags, sleeves or other tools that could be picked up by external moving parts of the
engine.
- Use a starter bar to turn the crankshaft several times to make sure nothing will interfere with the rotation
of moving parts. Do not forget to remove the bar when this has been checked.
- Ensure that there are no oil, fuel or coolant leaks on all jointed surfaces.
Engine start-up:
- Pneumatic: Ensure that all pipes and air ducts are clean and free from foreign matter. Check the air
pressure in the bottles. Ensure that all start-up system connections and devices are not leaking and are
operating properly.
- Electric: Check that the batteries are charged and starter wiring is in good condition.
Cooling (engine coolant circuits):
- Check the level and concentration of coolant and add more if necessary. If a large amount of coolant is to
be added, open the drainage valves to remove the air bubbles. We recommend doing a quick check to
determine the cause of the coolant leaks.
- Check the entire cooling circuit by checking that all control valves are conveniently open and all the
drainage valves are closed.
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Dep. 2
O&M_16.09.201_05_2020
Lubrication (oil circuit):
- Check lubricant oil levels daily, adding more oil if required to maintain the level above the minimum
indicated by the dip stick, unless an automatic oil level regulator has been installed. It is advisable to
check this regulator periodically to ensure it is operating properly.
- Start up the degreasing system (if available) until the oil pressure indicator is positive.
The engines are supplied without oil. It is necessary to disassemble the drainage plugs to allow a small amount
of oil and condensates to drip, accumulating in the bottom of the sump during storage. Fit and tighten the plugs
after carrying out the above operation. Fill with oil as per the instructions outlined in the chapter on
maintenance.
Fuel (diesel circuit):
- Prior to start-up, the fuel system has to be primed. Priming is carried out by opening the bleed plugs that
are in the fuel filters, injection pumps, etc. Close the circuit after verifying the absence of air.
2.2. OPERATION
Compliance with these guidelines has a significant influence on the service life of the engine:
- Avoid sudden load increases when the engine is cold.
- Avoid prolonged operation when the engine is running with no load or a very light load as this may cause
the formation of deposits and lacquer on cylinder heads and pistons.
3. NORMAL START-UP AND SHUTDOWN SEQUENCE

3.1. PRIOR TO ENGINE START-UP
1. Locate the manual stop lever to operate this if necessary.
2. Activate the engine pre-greasing to distribute the oil to all engine parts. If necessary, oil and coolant should
also be preheated. Refer to IC-C-D-00-008.
3. Perform pre-start check: purge circuits, check levels and pressures.
3.2. ENGINE START-UP
1. Launch the normal engine start-up sequence
2. In the event of start-ups at very low temperatures, move the injection pump throttle lever until the engine
starts. When this occurs, move the lever to idle position.
3. Monitor the oil pressure gauge signal when the engine has started up.
4.26 2/4
Dep. 2
O&M_16.09.201_05_2020
If within a period of 10 seconds no oil pressure has been indicated, stop the engine immediately. Never keep
the engine running without an oil pressure gauge.
4. Allow the engine to warm up at idle speed until the oil pressure is normal and the coolant temperature
reaches 39ºC (102ºF).
The oil pressure may reach up to 7 bar (100 psi) with cold oil at start-up.
5. If possible, apply the load gradually to avoid overloading the engine.
Turbocharged engines are more sensitive to the rate at which a load is applied. Apply the load at a rate that
allows the turbocharger time to respond to the increasing thermal energy from the exhaust gases.
Do not operate to a supercharged engine at a low load or at idle for prolonged periods (15 minutes or more).
The turbocharger may be damaged under these conditions, due to the accumulation of carbon that cannot burn
off completely. This does not occur when the engine is operated at normal load.
6. Inspection during operation: There are a number of important issues that must be checked when the engine
is running:
- Examine the cooling, fuel and oil conduits checking for leaks, mechanical damage or corrosion.
- Inspect the level and status of coolant. The presence of rust, foam or oil in the coolant indicate the need
to overhaul the circuit.
- Observe and note down the operating parameters. Variations in respect of the normal readings may
indicate that anomalies are occurring.
- Listen to the sound of the engine. Some problems such as turbocharger bearing failure or problems with
the water pumps can be detected at the outset by unusual sounds from the engine.
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Dep. 2
O&M_16.09.201_05_2020
3.3. ENGINE SHUTDOWN
1. Reduce the load gradually.
2. Remove the load by releasing the clutch, brake, electrical alternator switch or whatever the power
transmission device may be.
3. Before stopping an engine that has been operating at severe load conditions, it is advisable to run the engine
at idle for 5-10 minutes so the temperatures of the various components of the turbocharger, valves and other
engine parts can stabilize at moderate levels.
4. Post-lube the engine for five minutes after each stop (if equipped with a pre-lubrication/post-lubrication
system).
Allow at least 10 minutes for the engine to cool after shutting down before attempting to carry out any work on it.
The exhaust pipe should be blocked off when the engine is shut down for extended periods of time, to prevent
rainwater or condensation from getting into the engine.
4. START-UP AND EMERGENCY SHUTDOWN
In the event of an emergency stop, wait at least 10 minutes after shutdown to stabilize the temperature
in the engine before restarting the equipment. Do not restart the engine without carrying out a full
assessment to determine the cause of the stoppage or without rectifying the problems. Failure to do this can
cause irreparable damage, bodily injury or death. Once the problems have been detected and rectified, the
engine can be restarted as per the normal start-up sequence outlined in section 3.
4.28 4/4
Dep. 2
IC-C-D-40-001e D September 2017
EMISSION UNITS CONVERSION
O&M_16.09.201_05_2020
1. EMISSION UNITS CONVERSION

For further information on emission computation and units conversion, refer to ISO 8178-1 (2006).
Exhaust emissions are usually stated in any of the following units:

(1)
Parts per million - ppm
Milligrams per cubic meter (normal) - mg/mn3 (2)
Grams per kilowatt-hour - g/kWh
Generally analyzers measure volume, in ppm or %, in wet basis (considering the water of the exhaust gases) or
in dry basis (water not considered). Some analyzers can give results in other units after making internal
calculations.
In case of mg/m3 units, the pressure and temperature conditions as reference must be taken into account. This
can suppose differences between the values from different equipments. To compare different equipments
measurement in this unit, they have to reference to the same pressure and temperature conditions. Legislations
use to indicate the reference conditions to be taken. In general normal conditions, 0ºC and 1013 mbar (100 KPa)
are the usual reference.
Below are bases of unit conversion for a number of components:

3 (2)
1.1. CONVERTING ppm to mg/mn
Multiply the ppm value by the density of the gas to be measured under normal conditions (2), which is, in kg/mn3:
Nitrogen Oxides, NOx such as NO2 2.053

Sulfur Dioxide, SO2 2.85
Carbon monoxide, CO 1.250
Total Hydrocarbon, THC (C/H RATIO 1.85) 0.619 (0.716 in case of natural gas)
Methane, CH4 0.716
Formaldehyde, CH2O 1.34
NMHC (Non Methane HydroCarbons) are calculated by subtracting CH4 (methane) from THC (Total
HydroCarbons).
When measuring ppm or mg/Nm3, the usual practice is to take a reference exhaust oxygen value; in this event,
the result must be multiplied by:
20.95 - O2 ref (%)

-----------------------------
20.95 - O2 measured (%)
Generally, the most frequent O2 ref (%) values are 3, 5, 7, 12 and 15, and they are specified by the applicable
legislation.
(1) Parts per milion by volume, sometimes noted ppmv, 1 ppm = 0.0001%
(2) (Normal conditions: Temperature 273 K and Pressure 1013 mbar)
4.29 1/3
Dep. 2
O&M_16.09.201_05_2020
1.2. CONVERTING ppm to g/kWh
The formula reproduced below is approximate; the exact computation method is defined in ISO 8178-1.
qm gas (g/h) = Emis (ppm)w x factorgas x Flow rate of wet exhaust gas (kg/h) / 1000
Emis (g/kWh) = qm gas (g/h) / Power (kW)
Where:
- Factor gas is the relative density-to-air ratio (or molecular weight ratio):
Diesel Natural Gas Propane

Nitrogen Oxides, NOx 1.586 1.621 1.603
Sulfur Dioxide, SO2 2.21
Carbon Monoxide, CO 0.966 0.987 0.976
THC (C/H ratio 1.85) 0.479 0.565 0.512
Methane, CH4 0.553 0.565 0.559
Formaldehyde, CH2O 1.035 1.058 1.046
- The exhaust gas flowrate appears on the thermal balance sheets; it is a wet basis concentration value. The
emission value in ppm used in the formulae must be a wet basis value (usually NOx, SO2 and CO are
measured in dry basis) and the calculation of NOx requires correction to account for the ambient humidity,
defined in ISO 8178-1 (2006).
For Siemens gas engines, the Qexh / Power factor normally lies between 5 - 6.
- To change from a dry basis concentration “Emis (ppm)d“ to a wet basis concentration “Emis (ppm)w“ use the
following equation:
Emis (ppm)w = Emis (ppm)d x factorW/D
where factorW/D is in the order of:

Diesel engines: 0.92 (± 0.03)
Lean gas engines: 0.88 (± 0.03)
Rich gas engines: 0.81 (± 0.01)
Methanol engines: 0.84 (± 0.03) (3)
The factorW/D in the above equation can be calculated accurately, by applying the definition in
ISO 8178-1 (2006).
When using g/bHPh units, the equivalence is 1 bHP = 0.7457 kW.
In the case of ISO 8178-4 cycle performance, see paragraph 1.3
(3) Hydrated Ethanol, 5% of water
4.30 2/3
Dep. 2
O&M_16.09.201_05_2020
1.3. ISO CYCLES
On many occasions (e.g. Marine engines), emissions are calculated by taking measurements under various
operating conditions of the engine and applying weighting factors for each checkpoint. Legislations specify
which cycle must be applied to calculate the emissions. These are the most common cycles:
- C1 Cycle
Speed Rated Speed Intermediate Speed Idling

Torque (%) 100 75 50 10 100 75 50 0
Weighting Factor 0.15 0.15 0.15 0.1 0.1 0.1 0.1 0.15
- D1 Cycle
Speed Rated Speed

Torque (%) 100 75 50
Weighting Factor 0.3 0.5 0.2
- D2 Cycle
Speed Rated Speed

Torque (%) 100 75 50 25 10
Weighting Factor 0.05 0.25 0.3 0.3 0.1
- E2 Cycle
Speed Rated Speed

Torque (%) 100 75 50 25
Weighting Factor 0.2 0.5 0.15 0.15
- E3 Cycle
Speed (%) 100 91 80 63

Torque (%) 100 75 50 25
Weighting Factor 0.2 0.5 0.15 0.15
- E5 Cycle
Speed (%) 100 91 80 63 Idling

Torque (%) 100 75 50 25 0
Weighting Factor 0.08 0.13 0.17 0.32 0.3
Formula for the specific emissions calculation:

i =n
∑i=1 qm gas i x Wi
Emissions =
∑ii=1
=n
Pi x Wi
Where qm gas i is the pollutant flow (g/h) as 1.2 paragraph formula, Pi is the power and Wi is the weighting factor.
4.31 3/3
4.32
Dep. 2
IO-C-M-25-006e H November 2019
OIL LEVEL INDICATORS
O&M_16.09.201_05_2020
1. DESCRIPTION
A level indicator is a device that combines an oil level display with high and low alarms. It provides protection
against any high oil level due to possible water or fuel ingress as well as against a low level arising from high oil
consumption or leakage. An oil level indicator with dial means the condition of the lubricant as well as the level
can be checked without having to stop the equipment. When the float hits the high or low limit switch, it activates
the alarm on the equipment.
2 3 5 9
A
6
MAX.
B
MIN.
1 8 7
Fig. 1 - Oil level indicator
1 Oil level indicator

3 High level adjuster
6 Float
7 2-way valve
8 Oil sump
9 Connecting rods inspection cover
In place of this oil level indicator with high and low alarms, and if UL certification is required, the engines may be
equipped with another alarm system but without an oil level indicator. Refer to IT-C-A-25-045e.
4.33 1/2
Dep. 2
IO-C-M-25-006e H November 2019
OIL LEVEL INDICATORS
O&M_16.09.201_05_2020
1 High level alarm indicator

2 Low level alarm indicator
3 Oil controller hose to oil sump
4 Venting hose
5 2-way valve
Fig. 2 - UL Oil level indicator
With the engine at rest, the oil level in the indicator may rise up to the high limit, occasionally indicating a situation
of excess oil. This results from backflow, i.e. oil flows back from the lubricating circuit to the sump, when the
engine has stopped.
2. MAINTENANCE
There have been cases reported when, due to a lack of cleaning, the oil level indicator showed a normal level,
whereas the amount of oil in the equipment was above or below the permissible limits due to obstruction in the
pipe that connects the oil level indicator to the oil sump in the engine.
Cleaning the oil level indicator is a simple process that requires little time and must be included in the engine
maintenance programme. It is advisable to clean the equipment when the oil is being changed, and do so at least
once a year. Cleaning involves removing the pipes, both the sump-venting pipe and the connection pipe to the oil
sump, and checking to ensure they are not blocked.
4.34 2/2
Dep. 2
IO-C-M-25-005e E September 2017
AUTOMATIC OIL LEVEL CONTROLLER
O&M_16.09.201_05_2020
1. DESCRIPTION
In engine-driven facilities that operate 24 hours a day or similar, it is advisable to mount an oil level controller.
Diesel engines for industrial applications usually incorporate such a device, while engines for marine
applications are not normally equipped with one.
The oil level controller is a mechanical actuator fitted on the oil sump in the lower part of the engine. It is
equipped with a floater inside a small reservoir which opens or closes the oil flow into the engine crankcase
based on the oil level in the oil sump at that time.
Siemens engines do not use this latter function of the actuator, since they incorporate another system that monitors
the high and low oil levels in the crankcase (Refer to IO-C-M-25-006e, IT-C-A-25-002e or IT-G-A-25-009e)
For CSA-certified engines, the filling unit is equipped with sensors, a maximum and a minimum sensor, in order
to send alarm signals and/or stop signals to a control panel. (Refer to IT-G-A-25-008e)
CONNECTION TO CRANKCASE
OIL SUPPLY
OIL TO SUMP
Automatic oil level controller

Automatic oil level controller
CONNECTION TO CRANKCASE
OIL SUPPLY
OIL TO SUMP
Automatic CSA oil level controller
4.35 1/2
Dep. 2
IO-C-M-25-005e E September 2017
AUTOMATIC OIL LEVEL CONTROLLER
O&M_16.09.201_05_2020
When the engine is running, the oil level in the display must be within the normal operating range.
Normal range of operation
With the engine at rest, the oil level will go beyond this range due to oil flow back from the oil circuit, causing
overfills. However, after restarting the engine, the oil level will lie again in the normal range.
2. MAINTENANCE
Cleaning the controller indicator and checking correct operation thereof is a very simple process. It is advisable
to clean the equipment when changing the oil, doing so at least once a year. Cleaning involves removing both
the venting hose and the connection hose to the oil sump, and checking that they are not blocked.
4.36 2/2
Ref.: 16.09.201
Chapter 5 - Maintenance Instructions

INDEX Chapter 5
16.09.201 05-2020
MAINTENANCE INSTRUCTIONS

O&M_16.09.201_05_2020

5.1 Maintenance Instructions
IO-F-M-00-015e_B General maintenance of Diesel engine 5.1.1
IO-F-M-00-006e_G Maintenance of SLE 1500 RPM diesel engines configuration 1 5.1.5
IO-F-M-00-002e_H Maintenance of SLE 1800 RPM diesel engines configuration 1 5.1.13
IO-F-M-00-009e_F Maintenance of SLE propulsion Diesel engines configuration 1 5.1.21
IO-F-M-00-018e_C Maintenance of SLE propulsion Diesel engines configuration 2 5.1.49
IO-F-M-00-014e_D Maintenance of SLE 1500 RPM biodiesel engines 5.1.59
5.2 Description of Maintenance Operations Type E

IO-F-M-25-001e_A Diesel engines – oil servicing instructions 5.2.1
IO-C-M-25-001e_C Oil sampling procedure 5.2.5
IO-C-M-25-004e_E Engine oil change instructions in SIEMENS engines 5.2.7
IO-C-M-25-002e_A Siemens 18 liters and 24 liters engines centrifugal oil filter maintenance instructions 5.2.11
IO-C-M-25-003e_B Siemens 18, 24, 36, 48 and 56 liters engines centrifugal oil filter maintenance instructions 5.2.13
IO-C-M-25-011e Maintenance of the crankcase Gas recirculation system. 5.2.15
IO-C-M-25-012e_C Cleaning the oil separator filter of the crankcase Gas breather 5.2.19
IO-F-M-30-002e_A Maintenance of fuel filters 5.2.21
IO-F-M-30-001e Maintenance of fuel strainers water separators 5.2.23
IO-C-M-00-006e_C Siemens engine cylinder compression test 5.2.25
IO-F-T-30-001e_B Control of Jet-carriers calibration and spraying (inspection of injectors) 5.2.29
IO-F-T-10-002e_C Valve adjustment in F/SF Diesel engines 5.2.47
IO-C-M-55-001e_B Maintenance of batteries 5.2.53
IO-C-M-55-003e Battery storage 5.2.55
IO-C-M-35-001e_G Air filters. Maintenance 5.2.57
IO-F-M-35-002e Maintenance of marine air filters 5.2.65
IO-C-M-15-001e_C Damper condition monitoring 5.2.69
IO-C-M-20-002e_H Cooling system maintenance 5.2.73
IO-C-M-20-010e_B Maintenance of intercoolers 5.2.79
IO-C-M-60-004e_A Maintenance of pick-ups 5.2.83
IO-C-M-15-003e_B Maintenance of flexible coupling 5.2.85
IO-C-M-45-001e_D Maintenance of turbocharger siemens engines 5.2.89
5.3 Description of Maintenance Operations of Auxiliary Equipment

IO-C-M-20-003e_B User and maintenance manual – electric water pumps. 5.3.1
IO-C-M-20-005e_B User and maintenance manual – standard plate heat exchangers. 5.3.7
1/1
Dep.2
IO-F-M-00-015e B January 2019
GENERAL MAINTENANCE OF DIESEL ENGINE
O&M_16.09.201_05_2020
1. MAINTENANCE INTERVALS
Satisfactory performance of engines and their components depends on many factors, the most familiar and
significant ones being:
- Mode of operation
- Humidity, barometric pressure and air temperature
- Number of hours operating at full load
- Number of hours operating at full speed
- Engine parameters: injection timing, cooling temperatures, water flows,…
- Fuel and lube oil quality
- Proper loading of engine after start sequence
- Oil and filters changes intervals
- Use of Siemens products and original spare parts
- Care taken to ensure that engines are adjusted to factory settings in inspections and maintenance
operations
Because of these as well as other similar factors not mentioned, it is difficult to set a precise number of hours of
operation for each engine, before normal servicing becomes necessary.
The maintenance intervals listed in this section do not in any way imply an obligation on behalf of Siemens, and
are given only as a guide to users for maintenance scheduling. The number of hours specified for individual
tasks will serve as reasonable limits, which should not be exceeded in order to avoid the risk of warranty
cancellation. The user will determine, according to operating conditions or other circumstances, specific
maintenance schedule for their equipment. It is recommendable to read completely this document before the
first start-up of the engine.
These circumstances can modify the intervals of maintenance operations:

- Excessive exhaust back-pressure
- Insufficient air supply to intake. Air quality
- High crankcase pressure
- Low oil pressure
- Over heating of the jacket water system (boiling)
- Changes in fuel quality
- High air temperature
- Sudden stops and alarms
- Incorrect realization of maintenance operations
- Deficient installation or ventilation
5.1.1 1/3
Dep.2
O&M_16.09.201_05_2020
2. DAILY MAINTENANCE
2.1. CONTROL OF COOLANT LEVEL
The coolant level must be checked daily. It is necessary to ensure that there aren’t air or steam bubbles in the
system. In that case the system must be purged by hand or automatic vent valves must be installed in the top of
the circuit.
NEVER USE DIRTY, HARD OR SALT WATER. COOLANT NOT ONLY PRESERVES ENGINE AGAINST
FREEZING, BUT ALSO PRESERVES ENGINE AGAINST CORROSION AND OXIDATION.
SEE IO-C-M-20-001
2.2. CONTROL OF OIL LEVEL
Check the engine oil level every day under identical conditions. This is to be done with the engine idling, after
running for several minutes.
The oil level should never be below the lower indicator mark, nor above the high limit on the dipstick.
The injection pump is lubricated by the forced lubrication system of the engine and it is not necessary to check
the level periodically.
2.3. DAILY RECORDING OF THE ENGINE DATA
It is necessary to record pressures, temperatures, levels, energy outputs... in order to be able to detect possible
engine operation failures by analyzing the evolution of the aforementioned parameter values.
Note: Daily records may help you to solve performance problems before they arise, because of that, it is
recommendable to record a high number of parameters of engine performance.
2.4. CLEANING OF THE ENGINE
Several reasons make it desirable to keep the exterior of the engine clean. Dirt from the outside can be drawn
into the intake filters. Further, exterior dirt can get into the engine during normal maintenance in cylinder heads,
crankcase…
A number of products for cleaning the engine exterior can be used, such as pressurized steam or degreasing
agents. It is necessary to be extremely careful with the electrical components of the engine.
2.5. CLEAN AND KEEP WATCH OVER ELECTRICAL CONNECTORS
Clean the electrical connectors if necessary, but before be sure that there is no tension on them.
NEVER BRING A FLAME OR MAKE SPARKS NEAR THE BATTERIES. FLAMMABLE VAPORS CAN BE
PRODUCED.
5.1.2 2/3
Dep.2
O&M_16.09.201_05_2020
2.6. LUBE OIL LEAKS
Inspect plant lubrication piping for oil leaks. Tighten hardware or change seals and gaskets if necessary.
In addition, make sure the dipstick and filling plug on the inspection cover are tight.
2.7. COOLANT LEAKS
Inspect plant water piping for water leaks. Tighten hardware or change seals and gaskets if necessary.
Verify that the drain holes on the water pumps are unobstructed, as their plugging could lead to serious damage.
2.8. FUEL LEAKS
Check the fuel system for leaks, proceeding as follows:

- Inspect filters and pre-filters to detect any leakage of fuel
- Check the feed lines and connectors of consumption tank, main tank and injection pump
- Inspect all the injection pipes
- Check the fuel return line from the injection pump and the filter to the consumption tank
It is important to detect the presence of air bubbles in this system and, if any, to eliminate them. It’s also
necessary to check the condition of diesel oil in the consumption tank.
2.9. SPEED CONTROL LINKAGE
It is necessary to check the ball joints of the speed control linkage for clearances (greased and readjusted
where appropriate).
2.10. CHECK FOR SENSORS
Temperature and pressure measures must be checked in order to detect deviations or broken sensors
on engine.
2.11. INTAKE AIR AND EXHAUST GASES LEAKS
Inspect for leaks in intake air and exhaust gases system.
5.1.3 3/3
5.1.4
Dep. 2
IO-F-M-00-006e G December 2018
MAINTENANCE OF SLE 1500 RPM DIESEL ENGINES

CONFIGURATION 1
O&M_16.09.201_05_2020
1. SCOPE OF THE DOCUMENT

This document is designed to establish a maintenance plan for 1500 rpm SLE diesel engines that operate
exclusively on EN 590 or ASTM D-975 Grade 1-D (S15/S500) or 2-D (S15/S500) fuels or diesel oil B.
Refer to IC-C-D-30-001e.
2. MAINTENANCE PROGRAM
The information in this maintenance program is complemented with product information document
IO-F-M-00-015e, General Maintenance Guidelines for Diesel Engines.
Siemens Engines has developed this maintenance program to ensure optimum performance of your engine.
Given that strict adherence to this program will benefit you, it is essential that you follow the instructions detailed
in this manual. Failure to do so may not only jeopardize Siemens Engines’s warranty, but also restrict you from
obtaining the best performance for equipment.
The maintenance intervals listed in this section do not in any way imply an obligation on behalf of Siemens
Engines, and are given only as a guide to users for maintenance scheduling. Users will take into account
operating conditions and demands to determine the maintenance operations that should be carried out more
frequently than stated on the schedule. In all cases, the number of hours specified are reasonable limits, which
should not be exceeded in order to ensure that the engine works correctly. If the engine maintenance schedule
is not adhered to then the warranty of the same may be cancelled. This document and product information
document IO-F-M-00-015e should be studied carefully before the engine is started up for the first time.
The maintenance jobs described below (identified with as an “E” type task) must be regarded as “additive” to each other.
Accordingly, the performance of every “Ei” job implies that all previous “Ei-1”, every time as the frequency indicates it.
This will require the availability of such materials and labour as may be necessary at each stage.
Any Check-Inspection may require a corrective operation if the element in question requires one.
THIS MAINTENANCE PROGRAMME IS VALID PROVIDED THAT THE FUEL USED COMPLIES WITH EN
590 or ASTM D-975 Grade 1-D (S15/S500) or 2-D (S15/S500) fuels or diesel oil B, REFER TO IC-C-D-30-001e,
AND THE LUBRICANT COMPLIES WITH THE SPECIFICATIONS LISTED IN PRODUCT INFORMATION
SHEET IC-F-D-25-003e.
THE ENGINE MUST BE INSTALLED IN ACCORDANCE WITH SIEMENS ENGINES INSTALLATION

REQUIREMENTS.
5.1.5 1/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020
2.1. BASIC MAINTENANCE OPERATIONS
NEW ENGINE OR MAJOR SERVICE WORK START-UP MAINTENANCE

Jobs to be done during the initial start-up of a new engine or during the break-in phases following major overhauls (change of
cylinder liners, pistons, piston rings, cylinder heads...). They must be carried out by Siemens Engines authorized Repair Shop.
Job Interval Job Description
(Operation before starting up the engine)

NA 0h
- General inspection and set-up of the engine
(Operations after starting up or break-in phase)
- Change oil SIEMENS ENGINES OIL (oil sump and cooler)
- Change oil filters
- Analyze waste oil
- Clean the water separator filter (fuel system)
- Clean the centrifugal oil filter

N1 100 h
- Measure the exhaust back-pressure
- Adjustment of rocker arms and valve lifters. Measure valve height
- Check damper temperature
- Inspect for leaks in all coolant, oil, fuel, intake air and exhaust gases systems,
- Inspection and retightening of flanges and clamps, speed control linkage,

connectors to electronic injection pumps, battery terminals, flexible couplings, air
filter supports, etc.
5.1.6 2/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020
ROUTINE MAINTENANCE (Type "E")

Minor Jobs
(Operations to be performed with the engine stopped)
- Check the water separator filter (fuel system)
- Vent the coolant circuit. Check automatic vent valves
- Drain condensates out of the exhaust Y-pipe
- Check the speed control linkage (injection system) for good condition and grease it
if necessary
- Check oil pressure and temperature during the pre-lubrication phase
- With the dipstick, check for a possible increase of the oil level in the oil pan due to
coolant or fuel leaks
- Verify oil and coolant heating with the pre-heater, if necessary
- Check the oil level of the pneumatic starter lubricator, if necessary
EO Daily - Clean the engine and its surrounding
(Operations to be carried out with the engine idling)
- Check oil level
(Operations to be carried out with the engine stabilized at load)
- Check coolant level / pressure. Vent circuits
- Check oil pressure
- Inspect the air filter plugging level (reset the pilot first)
- Check oil, coolant and exhaust gases temperature
- Record engine parameters on a regular basis
- Control operational stability and unusual noise
- Detect coolant, oil, fuel, intake air and exhaust gases leaks
5.1.7 3/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020
- Analyse waste oil
E1 750 h - Clean the metallic sponge of the oil purifier
- Measure crankcase pressure
- Check safety devices and connections: temperature, pressure switches and

sensors
- Check battery acid level
- Check battery and starter connections
- Check and grease the linkage on the mechanical regulator, where appropriate
- Change fuel filters
- Inspect the air filters

E2 1,500 h
- Inspection of cylinders with endoscope is recommended
- Measure cylinder compression
Using injectors 76.60.860, check their rating and performance:

If the actual injection pressure differs from the nominal pressure by ± 20% on more
1,500 h than 30% of the jets, reduce the frequency of change to intervals of 100 hours, until
the pressure as measured on more than 70% of the jets is within the tolerance of ±
20% on the nominal one.
Using injectors with part number 76.60.910. Change of the ensemble nozzle + spring
3,750 h
(part number of the ensemble 76.60.920) without need of intermediate revisions
- Change air filters
- Change the cartridge of water separator filter (fuel system)
- Inspect gaskets in the rocker arm covers
7,500 h - Disassemble, clean and adjust all the speed pick-ups

E3 or
once a year - Measure the exhaust back-pressure
- Change coolant
- Check the connectors on injection pumps
- Check the axial and radial clearance on turbochargers
5.1.8 4/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020
PERIODIC MAINTENANCE WORKS (Type "R")

Major overhauls
- Recondition cylinder heads.
- Clean pistons, cylinder liners and cylinder head seating on block
- Check valves driving system: valve lifters, rocker arms, push-rods, ball joints, roller
rocker arms and cams
- Measure cylinder liners wear
- Recondition the turbochargers
- Clean oil sump
- Check and clean the cooling system. Clean pipe bundles and change gaskets on
heat exchanger and coolers
- Change oil thermostat (only V engine)
R1 15,000 h - Test thermostats of coolant circuit
- Clean filters of coolant circuit. Change filter cartridge
- Test control and safety devices: temperature, pressure switches and sensors
- Change ball joints of the speed control linkage, if neccesary.
- Check and adjust the regulator
- Check-up of electric or pneumatic starting motor
- Check-up of battery charging alternator
- Check and adjust injection pumps
- Check fuel supply pump
- Change hoses and clamps
5.1.9 5/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020
- Change complete pistons (Piston, piston rings, pin, circlips)
- Change cylinder liners
- Change cylinder head springs
- Change flexible coupling condition engine-alternator
- Inspection of elastic suspensions and alignments
- Check axial and Radial allowance of Crankshaft

R2 30,000 h
- Check connecting rods
- Change conrod bearings
- Change the connecting rod bolts (maximum of 3 retightenings). Mark number of

retightenings on the bolt
- Change thermostats of coolant circuit
- Recondition water pumps of main coolant circuit
- Recondition water pumps of secondary coolant circuit
- Engine Overhaul, including its major components and systems:
Inspection of Cylinder block, change main crankshaft bearing shells, camshaft

thrust drive discs and bushings
Inspection of Crankshaft
- Inspection of camshafts
- Inspection of timing gears and change ball-bearings
- Recondition of oil pump: check gears and change bushings

R3 60,000 h
- Change crankshaft counterweights fixing screws and washers
- Change damper
- Overall inspection and cleaning of coolant, oil, fuel, intake air, exhaust gas,
automation systems, wiring, etc.
- Change turbochargers
- Change connecting rods
- Change engine gaskets
5.1.10 6/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020
3. ENGINE LONG TERM STORAGE

When a customer has specified in advance that the engine is going to be stored, the instructions contained in
Product Information Sheets IM-C-C-00-001e (storage for less than 6 months) and IO-C-M-00-001e (storage for
more than 6 months) apply.
In that case, the engine is supplied perfectly packed and sealed against external agents.
It is however very important that the temperature in the warehouse used for storing the engine should remain at
all times above the outside temperature to prevent condensation.
5.1.11 7/7
5.1.12
Dep. 2
IO-F-M-00-002e H July 2018

CONFIGURATION 1
O&M_16.09.201_05_2020

This document is designed to establish a maintenance plan for 1800 rpm diesel engines that operate exclusively
on EN 590 or ASTM D-975 Grade 1-D (S15/S500) or 2-D (S15/S500) fuels or diesel oil B.
Siemens has developed this maintenance program to ensure optimum performance of your engine. Given that
strict adherence to this program will benefit you, it is essential that you follow the instructions detailed in this
manual. Failure to do so may not only jeopardize Siemens’s warranty, but also restrict you from obtaining the
best performance for equipment.
are given only as a guide to users for maintenance scheduling. Users will take into account operating conditions
and demands to determine the maintenance operations that should be carried out more frequently than stated
on the schedule. In all cases, the number of hours specified are reasonable limits, which should not be
exceeded in order to ensure that the engine works correctly. If the engine maintenance schedule is not adhered
to then the warranty of the same may be cancelled. This document and product information document
IO-F-M-00-015e should be studied carefully before the engine is started up for the first time.
THIS MAINTENANCE PROGRAMME IS VALID PROVIDED THAT THE FUEL USED COMPLIES WITH EN 590
or ASTM D-975 Grade 1-D (S15/S500) or 2-D (S15/S500) fuels or diesel oil B, REFER TO IC-C-D-30-001e,
THE ENGINE MUST BE INSTALLED IN ACCORDANCE WITH SIEMENS INSTALLATION REQUIREMENTS.
5.1.13 1/7
Dep. 2
IO-F-M-00-002e H July 2018

CONFIGURATION 1
O&M_16.09.201_05_2020

Jobs to be done during the initial start-up of a new engine or during the break-in phases following major overhauls (change
of cylinder liners, pistons, piston rings, cylinder heads,...). They must be carried out by Siemens authorized Repair Shop.

NA 0h
- Analyze waste oil

N1 100 h

5.1.14 2/7
Dep. 2
IO-F-M-00-002e H July 2018

CONFIGURATION 1
O&M_16.09.201_05_2020

Minor Jobs
if necessary
- Check oil level
5.1.15 3/7
Dep. 2
IO-F-M-00-002e H July 2018

CONFIGURATION 1
O&M_16.09.201_05_2020
- Analyse waste oil

sensors

E2 1,200 h

Using injectors with part number 76.60.910. Change of the ensemble nozzle +
3,000 h spring (part number of the ensemble 76.60.920) without need of intermediate
revisions

E3 or
- Change coolant
5.1.16 4/7
Dep. 2
IO-F-M-00-002e H July 2018

CONFIGURATION 1
O&M_16.09.201_05_2020

Major overhauls
- Clean oil sump
5.1.17 5/7
Dep. 2
IO-F-M-00-002e H July 2018

CONFIGURATION 1
O&M_16.09.201_05_2020

R2 24,000 h



R3 48,000 h
- Change damper
5.1.18 6/7
Dep. 2
IO-F-M-00-002e H July 2018

CONFIGURATION 1
O&M_16.09.201_05_2020

5.1.19 7/7
5.1.20
Dep. 2
IO-F-M-00-009e F December 2018
MAINTENANCE OF SLE PROPULSION DIESEL ENGINES

CONFIGURATION 1
O&M_16.09.201_05_2020

This document is designed to establish a maintenance plan for SLE PROPULSION diesel engines that operate
exclusively on EN 590 or ASTM D-975 Grade 1-D (S15/S500) or 2-D (S15/S500) fuels or diesel oil B.
THIS MAINTENANCE PROGRAMME IS VALID PROVIDED THAT THE FUEL USED COMPLIES WITH EN
590 or ASTM D-975 Grade 1-D (S15/S500) or 2-D (S15/S500) fuels or diesel oil B, REFER TO IC-C-D-30-001e,

REQUIREMENTS.
5.1.21 1/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020


NA 0h
- Analyze waste oil

N1 100 h

5.1.22 2/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020

Minor Jobs
if necessary
- Check oil level
5.1.23 3/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020
- Analyse waste oil

sensors

E2 1,800 h

Using injectors with part number 76.60.910. Change of the ensemble nozzle + spring
3,600 h
(part number of the ensemble 76.60.920) without need of intermediate revisions

E3 or
- Change coolant
5.1.24 4/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020

Major overhauls
- Clean oil sump

10,800 h
or - Test thermostats of coolant circuit
R1
once every 3
years - Clean filters of coolant circuit. Change filter cartridge
5.1.25 5/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020

21,600 h
or
R2
once every 5 - Check connecting rods
years



43,200 h - Recondition of oil pump: check gears and change bushings
or
R3
once every 10 - Change crankshaft counterweights fixing screws and washers
years
- Change damper
5.1.26 6/7
Dep. 2

CONFIGURATION 1
O&M_16.09.201_05_2020

5.1.27 7/7
5.1.28
Dep. 2
IO-F-M-00-016e C April 2019

CONFIGURATION 2
O&M_16.09.201_05_2020

This document is designed to establish a maintenance plan 1500 rpm SLE diesel engines that operate
according to ASTM D-975 Grade 1-D (S5000), o 2-D (S5000), o ISO 8217-2010 DMX o DMA.
THIS MAINTENANCE PROGRAMME IS VALID PROVIDED THAT THE FUEL USED COMPLIES WITH ASTM
D-975 GRADE 1-D (S5000), O 2-D (S5000), O ISO 8217-2010 DMX O DMA, REFER TO IC-C-D-30-001e,

REQUIREMENTS.
5.1.29 1/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020


NA 0h
- Analyze waste oil

N1 100 h
- Inspection and retightening of flanges and clamps, speed control linkage, connectors
to electronic injection pumps, battery terminals, flexible couplings, air filter supports,
etc.
5.1.30 2/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

Minor Jobs
- Check the speed control linkage (injection system) for good condition and grease it if
necessary
- With the dipstick, check the oil level in the oil pan
- Clean the engine and its surrounding

EO Daily
- Check oil level
5.1.31 3/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020
Sulphur content in fuels should be in accordance with the standards specified in ASTM D-975 GRADE 1-D
(S5000) or 2-D (S5000) or ISO 8217-2010 DMX or DMA. The oil must be rigorously monitored. We, therefore,
recommended using the table below to calculate the oil change.
- Analyse waste oil (*)

200 hrs
or
If the % of
E1
sulfur is known
refer to oil
change chart
- Using injectors 76.60.860, check their rating and performance:

than 30% of the jets, reduce the frequency of change to intervals of 100 hours, until
- Check valves for jamming.
- Check safety devices and connections: temperature, pressure switches and sensors
5.1.32 4/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020
- Using injectors with part number 76.60.910, check their rating and performance.
Change, if necessary, of the ensemble nozzle + spring (part number of the ensemble
76.60.920):

E3 1,500 h

E4 or
- Change coolant
- Check axial and Radial allowance of turbochargers
5.1.33 5/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020
OIL CHANGE CHART
There is a graph below indicating the times when the oil change has to be carried out.
To use this formula, you are only required to know the % of sulfur in the fuel and the type of oil used
(IC-F-D-25-003e).
OIL CHANGE IC-F-D-25-003

800
700
600
Oil change periode (Hours)
500
400
300
200
100
0
0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1 1,1 1,2 1,3 1,4 1,5
% of sulphur
Ask Siemens to use another oil that it is not SIEMENS ENGINES OIL.
5.1.34 6/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

Major overhauls
- Clean oil sump
- Test thermostats of coolant circuit

R1 9,000 h
- Clean intake and exhaust manifolds
- Change ball joints of the speed control linkage, if necessary.
5.1.35 7/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

R2 27,000 h

- Inspection of Cylinder block, change main crankshaft bearing shells, camshaft

- Inspection of Crankshaft

R3 54,000 h
- Change damper
5.1.36 8/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

5.1.37 9/9
5.1.38
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

This document is designed to establish a maintenance plan 1800 rpm SLE diesel engines that operate

REQUIREMENTS.
5.1.39 1/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020


NA 0h
- Analyze waste oil

N1 100 h
etc.
5.1.40 2/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

Minor Jobs
necessary

EO Daily
- Check oil level
5.1.41 3/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020
- Analyse waste oil (*)

200 h
or
If the % of
E1
sulfur is known
refer to oil
change chart

5.1.42 4/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020
76.60.920):

E3 1,200 h

E4 or
- Change coolant
5.1.43 5/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020
OIL CHANGE CHART
(IC-F-D-25-003e).

700
600
500
Oil change periode (hours)
400
300
200
100
0
0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1 1,1 1,2 1,3 1,4 1,5
% of sulphur
5.1.44 6/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

Major overhauls
- Clean oil sump
- Check and clean the cooling system. Clean pipe bundles and change gaskets on heat
exchanger and coolers
- Test thermostats of coolant circuit

R1 7,200 h
- Change ball joints of the speed control linkage, if necessary.
5.1.45 7/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

R2 21,600 h

Inspection of Cylinder block, change main crankshaft bearing shells, camshaft thrust
drive discs and bushings

R3 43,200 h
- Change damper
5.1.46 8/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

5.1.47 9/9
5.1.48
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

This document is designed to establish a maintenance plan SLE PROPULSION diesel engines that operate

REQUIREMENTS.
5.1.49 1/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020


NA 0h
- Analyze waste oil

N1 100 h
etc.
5.1.50 2/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

Minor Jobs
necessary

EO Daily
- Check oil level
5.1.51 3/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020
- Analyze waste oil (*)

200 h
or
If the % of
E1
sulfur is known
refer to oil
change chart

5.1.52 4/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020
76.60.920):
1,800 h - Change fuel filters

E3 or
once a year - Inspect the air filters

E4 or
- Change coolant
5.1.53 5/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020
OIL CHANGE CHART
(IC-F-D-25-003e).

700
600
500
Oil change periode (hours)
400
300
200
100
0
0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1 1,1 1,2 1,3 1,4 1,5
% of sulphur
5.1.54 6/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

Major overhauls
- Clean oil sump
- Check and clean the cooling system. Clean pipe bundles and change gaskets on heat
exchanger and coolers
7,200 h - Test thermostats of coolant circuit

or
R1
once every 3 - Clean filters of coolant circuit. Change filter cartridge
years
5.1.55 7/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

21,600 h - Check axial and Radial allowance of Crankshaft
or
R2
once every 5 - Check connecting rods
years

Inspection of Cylinder block, change main crankshaft bearing shells, camshaft thrust
drive discs and bushings

43,2000 h - Recondition of oil pump: check gears and change bushings
or
R3
once every 10 - Change crankshaft counterweights fixing screws and washers
years
- Change damper
5.1.56 8/9
Dep. 2

CONFIGURATION 2
O&M_16.09.201_05_2020

5.1.57 9/9
5.1.58
Dep. 2
IO-F-M-00-014e D September 2018
MAINTENANCE OF SLE 1500 RPM BIODIESEL ENGINES
O&M_16.09.201_05_2020

This document aims to define a maintenance program for SLE 1500-rpm biodiesel engines that run on 100%
biodiesel or a diesel mixture with more than 25% of biodiesel.
When lower percentages of biodiesel are used, the maintenance instructions for those SLE 1500-rpm engines
are as described in document IO-F-M-00-006e.
Biodiesel, whether used pure or mixed with diesel, must meet the requirements specified in Product Information
Sheet IC-F-D-30-005e.
Diesel for use in mixtures must comply with the specifications set out in IC-C-D-30-001e.
2. MAINTENANCE INTERVALS
Siemens has developed this maintenance program to ensure optimum performance of your engine. Given that
strict adherence to this program will benefit you, it is essential that you follow the instructions detailed in this
manual. Failure to do so may not only jeopardize Siemens warranty, but also restrict you from obtaining the best
performance for equipment.
are given only as a guide to users for maintenance scheduling. Users will take into account operating conditions
and demands to determine the maintenance operations that should be carried out more frequently than stated
on the schedule. In all cases, the number of hours specified are reasonable limits, which should not be
exceeded in order to ensure that the engine works correctly. If the engine maintenance schedule is not adhered
to then the warranty of the same may be cancelled. This document and product information document
IO-F-M-00-015e should be studied carefully before the engine is started up for the first time.
5.1.59 1/7
Dep. 2
O&M_16.09.201_05_2020

Jobs to be done during the initial start-up of a new engine or during the break-in phases following major overhauls (change
of cylinder liners, pistons, piston rings, cylinder heads...). They must be carried out by Siemens authorized Repair Shop.

NA 0h
- Analyse waste oil
N1 100 h - Measure the exhaust back-pressure
- Check injector rating and performance (*)
- Inspect for leaks in all coolant, oil, fuel, intake air and exhaust gases system

5.1.60 2/7
Dep. 2
O&M_16.09.201_05_2020

Minor Jobs
- Vent coolant circuit
necessary
- Verify oil heating with the pre-heater, if necessary

EO Daily
- Check oil level
(Operations to be carried out with the engine stabilized)
- Check fuel pressure after and before filters
5.1.61 3/7
Dep. 2
O&M_16.09.201_05_2020
- Analyse waste oil

E1 250 h
- Clean the metallic sponge of the oil purifier
E2 500 h - Measure crankcase pressure
- Change the water separator filter (fuel system)
- Inspect the main air filters

E3 1,000 h
- Check injector rating and performance (*)
- Disassemble, clean and adjust all the speed pick-ups

6,000 h
E4 or - Measure the exhaust back-pressure
once a year
- Change coolant
(*) When disassembling the injectors, check their rating and performance:
If the actual injection pressure differs from the nominal pressure by ± 20% on more than 30% of the jets, reduce the
frequency of change to intervals of 100 hours, until the pressure as measured on more than 70% of the jets is within the
tolerance of ± 20% on the nominal one.
5.1.62 4/7
Dep. 2
O&M_16.09.201_05_2020

Major overhauls
- Recondition turbochargers
- Clean oil sump
5.1.63 5/7
Dep. 2
O&M_16.09.201_05_2020

R2 24,000 h



R3 48,000 h
- Change damper
5.1.64 6/7
Dep. 2
O&M_16.09.201_05_2020

Product Information Sheet IM-C-C-00-001e (storage for less than 6 months) and IO-C-M-00-001e (storage for
5.1.65 7/7
5.1.66
Dep.2
IO-F-M-25-001e A December 2018
DIESEL ENGINES – OIL SERVICING INSTRUCTIONS
O&M_16.09.201_05_2020
1. DESCRIPTION
This Product Information document clearly explains an oil monitoring procedure in order to determine oil change
intervals for diesel engines whose specifications are defined in Product Information IC-F-D-25-002e and
IC-F-D-25-003e.
2. OIL CONSUMPTION
A small amount of lube oil is consumed in the combustion process. In general, oil consumption decreases with
the operation of the engine or any rise in temperature. After the first 600 hours of operation, the oil demand
should be considered constant. From then on, it is advisable to check the oil consumption, which should remain
below 0.5 g/kWh.
In order to calculate an engine's oil consumption, the following formula applies.
Specific consumption (g/kWh) = [ 890 x Consumption (liters) ] / [ Power (kW) x Hours of operation ]
3. OIL ANALYSIS
As a reference, Siemens Engines recommends conducting oil analysis as specified in the maintenance
instructions of lubricant for use in diesel engines.
Product Information sheet IO-C-M-25-001e describes the oil sampling procedure for its subsequent analysis,
while document IO-C-M-25-004e deals with the oil change procedure.
Oil change intervals should not exceed the recommendations (due to the deterioration of the additives), unless
there is a careful oil analysis program established. Even in this latter event, however, remember that rather than
predicting the exact moment additives will fail, laboratory analyses normally aim at detecting engine
malfunctions. It is therefore important to inspect the engine before deciding on any modification of the oil change
intervals.
Also watch the engine operating temperatures. When keeping oil and water temperatures at the manufacturer-
specified levels, especially during long periods of operation at low load, the probability of corrosive vapor
condensation remains low. This in turn reduces the TBN depletion rate, thus the useful life of oil lasts longer.
With those analyses, wear and tear of the engine can be efficiently monitored and actions taken in order to
ensure good performance at a minimum cost, before serious and costly failures occur.
When requesting an oil analysis, always state the type of oil used as well as the time (number of hours) the oil
charge has been in service. We recommend the following properties be checked:
- Viscosity
- TBN
- Flash point
- Dilution with fuel
- Water content
- Glycol content
- Metallic particles
- Insoluble substances
- Observations
5.2.1 1/4
Dep.2
O&M_16.09.201_05_2020
4. INTERPRETATION OF RESULTS
Oil degrades throughout its useful life due to oxidation, loss of effectiveness of the additives, and pollution by
combustion products, fuel, water or solids. This can be checked by reviewing the evolution of the periodical test
results.
Those analyses serve to check the oil contamination levels and to detect potential ill performance of oil. The
most significant test results may be interpreted in the following manner:
- Viscosity
Oil viscosity is a very important feature, since it gives an idea of the working conditions of the oil that coats the
bearings with a lubricating film ensuring the lowest friction and leakage.
An increase in oil viscosity is generally attributable to the presence of oxidation products, dirt, insoluble
substances or wear elements. A decrease in oil viscosity is generally due to fuel contamination of oil. As for
multigrade oils, shear and oxidation of viscosity index improvers may lead to a reduction of their viscosity.
Generally, the established oil change frequency prevents reaching the point where oil can no longer accept any
increase in contaminants.
- TBN
It is the function of the alkaline additives contained in oil to neutralize the acidic products that develop during
combustion (mainly strong sulfuric and nitric acids) as well as weak organic acids resulting from oil oxidation
through aging.
TBN is a measure of the oil capacity to neutralize strong acids produced by the fuel combustion. It does not
measure the oil alkalinity, but the alkaline reserve of oil or its acid-neutralizing capacity.
A sharp fall of the TBN may occur due to a low consumption of oil, the use of a fuel rich in sulfur or a small
volume of the oil pan. Oil with a low TBN does not have enough capacity to neutralize the acids that corrode the
engine parts.
- Flash Point
An important flash point depression denotes oil dilution with fuel. It is however essential to know the amount of
deposits in oil, since the thickening power of such deposits will counteract the fluidizing effect of fuel.
- Water Content
The presence of water in oil means there is contamination either through the cooling circuit or due to
combustion steam condensation. Any small amount of water - in particular from the cooling system - that has
been treated with chemical inhibitors will have a harmful effect on oil. It will bring about a reduction of the oil
lubricating capacities and the build up of sludge; also, it may induce corrosion.
If Na or B is found in a metals analysis, this means water and/or anti-freeze is present. This will be the case, if
water has leaked out of the cooling system. Both sodium silicate and potassium metaborate are typical inhibitors
and responsible for introducing Si, K or N and B into oil. Another way of detecting the presence of coolant
consists in determining the glycol level in oil.
- Insoluble Substances
A check for insoluble substances will indicate if there are carbonaceous matters, powders, wear-induced
particles and oxidation products present in oil.
5.2.2 2/4
Dep.2
O&M_16.09.201_05_2020
The presence of solids in oil affects the oil detergency and dispersancy, giving rise to a fast-growing tendency of
deposit formation in several engine components. Generally, the quantity of insoluble substances is greater when
wear intensifies.
A high content of solids leads to an increase in oil viscosity, wear of bearings and moving parts, and clogging
of filters.
- Content of Metallic Particles
The test includes a measurement of oil-borne metal particles, like:
- Fe: Iron
- Cr: Chromium
- Al: Aluminum
- Cu: Copper
- Pb: Lead
- Na: Sodium
- Sn: Tin
- Si: Silicon
Other elements may be added to the above list. It is essential to compare the test results with previous ones
before drawing final conclusions on their meaning.
Metal concentrations in oil are initially low and increase with the operating time of the engine. A sudden rise
would mean abnormal wear and operating conditions. Consequently, it is important to take into account not only
the metals content but also the engine operating conditions and the mechanical interventions carried out on
the engine.
An increase in the content of any metal indicates wear or damage of an engine component. The metal present
in oil can identify the engine part concerned. For example:
- An increase in the content of lead and copper should lead to an inspection of the bearings, bushings.
- An increase in the iron content should bring about an inspection both of the cylinder liners and of the
timing gears.
- A higher content of aluminum may be caused by an incipient peeling of the piston material.
- The presence of silicon is, generally, due to poor filtering of inlet air.
For all those reasons, in determining the oil service life, it will be necessary to implement an analysis program
that provides information on the oil performance tendency or specific details on its evolution.
Initially and until the oil change frequency has been fixed, oil sampling for subsequent analysis by a specialist
laboratory is obligatory every 100h. Depending on the test results, sampling intervals may then change.
Based on our knowledge and experience, we would recommend sampling oil at least every 250h and at
oil change.
The high limits of acceptability of oil for diesel engines have been established from a database obtained using
the lubricant in real operating conditions and tests of waste oil.
5.2.3 3/4
Dep.2
O&M_16.09.201_05_2020
Below are the properties to be analyzed and their high limits of acceptability.
PROPERTY OIL FOR DIESEL ENGINES

Viscosity ± 25% of initial rate
TBN - 50% of initial value
Water content Max. 0.3 %
Dilution with fuel Max. 3 %
Contamination index Max. 2.00 %
Al<30 ppm Cu<50 ppm
Cr<30 ppm Fe<100 ppm
Ni<30 ppm Pb<40 ppm
Metals
Na<40 ppm V<70 ppm
Sn<30 ppm
Si< 40 ppm
5.2.4 4/4
Dep. 2
IO-C-M-25-001e C May 2017
OIL SAMPLING PROCEDURE
O&M_16.09.201_05_2020
1. OBJECT
This Product Information sheet clearly specifies a procedure for collecting oil samples from all Siemens engines,
for their subsequent analyses.
2. SAMPLING PROCEDURE
- The oil sample for analysis must be representative of the entire operating load. Therefore, always do the
sampling when oil is circulating in the engine, since this ensures product homogenization.
- When collecting oil, take great care to avoid external contamination. In particular, check that the sample
containers are perfectly clean and dry.
- You may sample oil during an oil change, but bear in mind that you should not take samples at the beginning
or end of the oil sump draining process.
- To take samples for analysing the oil condition when there is a sampling valve available, remove the cap
from the sampling valve installed for the purpose.
- Where there is no such sampling valve available, we recommend sampling on a pressure oil line or, failing
this, direct from the oil sump.
- NEVER take samples from the first jet of oil coming out when you open the sampling valve; always drain about
400ml of oil to eliminate any contaminating residues present in the circuit. When done, reset the valve cap.
- Finally, stick a label on the sample, stating all the relevant data: date, engine, type of oil, operating time of
engine, operating time of oil, engine oil consumption.
In-line engines V-engines
5.2.5 1/1
5.2.6
Dep. 2
IO-C-M-25-004e E November 2019
ENGINE OIL CHANGE INSTRUCTIONS

IN SIEMENS ENGINES
O&M_16.09.201_05_2020
1. INTRODUCTION
Changing the oil charge must be made either in accordance with the maintenance instructions for each type of
engine and application or when the values of the tested parameters have reached their maximum permissible
limits as specified in the oil maintenance instructions in respect of each application, or else when the operating
conditions require that oil be changed before the limit values are reached.
Changing the oil of an engine includes draining oil from the oil sump and from cooler in the case that the latter
has a purge valve.
2. OIL CHANGE PROCEDURE

The oil change procedure is identical for all types of engines and must always be performed after stopping the
engine, with the oil still hot, since in this state, oil drains better and faster.
For the oil change process you must:
1. Empty the oil sump through the draining connection prepared for this purpose and using a draining pump.
BOMBA DE VACIADO
DRAINING PUMP
BOMBA DE
DRAINING VACIADO
PUMP
TOMA
DRAIN DE
TAPVACIADO
TOMA DETAP
DRAIN VACIADO
In-line Engines V Engines
In general, if the engine incorporates a pre-lubricating pump, the adaptation is prepared to be used as a
draining pump.
But there are engines such as the SGE-HM and SGE-EM in which the pre-lubrication pump is not designed
for draining the engine, in which case another pump is required for draining. See IT-G-A-25-013e.
It is important for the amount of oil which remains in the sump to be as small as possible, since the useful life
of the next oil load may be shortened depending on the amount and quality of this oil.
Contact with hot oil may cause severe burns.
2. Open the drain plug of the oil cooler, if there is one, and remove the waste oil. Make sure the cooler body is
drained.
5.2.7 1/3
Dep. 2

IN SIEMENS ENGINES
O&M_16.09.201_05_2020
3. Clean the oil sump through the inspection cover provided for this purpose on one side of the sump.
Do not use any cleaning product likely to leave residues.
4. Set and tighten the drain plugs thoroughly.
5. Pour new oil as specified by Siemens either through the filling plug or the filling point prepared in an engine
cover, using a pump for this purpose.
In order to optimise the engine filling manoeuvre, it is recommended for the oil in the supply tank to be heated
to a temperature not exceeding 60ºC.
6. After the change, the engine oil level must be confirmed using the dipstick.
The dipstick is taken out of the sheath and cleaned. The dipstick is put in once again and after 10 seconds the
level is confirmed.
The oil level in all engines after the oil change must be two centimetres higher than the maximum limit
according to the control dipstick. With the exception of the EM engine which the oil level must be in the highest
level after the oil change.
The necessary oil volumes after the oil change are those which appear in the following table:
ENGINE Volume litres at 15ºC

SGE-18SL 93
SGE-24SL 125
SGE-36SL 187
SGE-48SL 250
SGE-56SL 290
SGE-24HM 181
SGE-42HM 424
SGE-56HM 444
SGE-86EM/100EM 774
SLE-18 82
SLE-24 110
SLE-36 162
SLE-48 209
7. Perform the preheating manoeuvre (if required), prelubrication and engine ignition. Once idling, check that the
oil level is between the maximum and minimum marks on the dipstick. In the case of the EM engine, the level
verification is only done while the engine is stopped (see point 5).
5.2.8 2/3
Dep. 2

IN SIEMENS ENGINES
O&M_16.09.201_05_2020
8. Inspect for possible oil leaks in the engine.
9. Check the oil level every day.
The oil level in all engines except for the EM is checked with the engine in idle. In the case of the EM engine,
the verification is only done while stopped.
While performing the check, the level must be between the maximum and minimum height on the dipstick,
adding, if necessary, the oil specified by Siemens for each application.
On engines with an automatic oil level controller, oil makeup is continuous.
Dispose of waste oil in a controlled manner in compliance with the prevailing legislation on waste oil collection
and management.
Extra additives are not allowed because the oils used in Siemens engines have been formulated and produced
with state-of-the-art technology so that nothing need be added to the original formulation. Besides, the use of
additives other than those contained in a given oil is likely to modify its balance, resulting in an unfavourable
performance of oil.
If you cannot use any of the recommended types of oil for the application concerned, you should consult
Siemens before choosing another type of oil.
5.2.9 3/3
5.2.10
Dep. 2
IO-C-M-25-002e A September 2017
SIEMENS 18 AND 24 LITERS ENGINES

CENTRIFUGAL OIL FILTER MAINTENANCE INSTRUCTIONS
O&M_16.09.201_05_2020
1. CLEANING OF FILTER
After stopping the engine completely or isolating the filter from
the lubrication system by means of a valve:
1.1. Loosen and remove clamp (8).
1.2. Remove the cover and check the top bearing for wear or
damage. Check the O-ring (17) and replace it if necessary.
1.3. Lift the rotor unit and allow oil to flow out through the
nozzles before removing the rotor from the filter body. Hold the
rotor body securely and back off the rotor nut (15). Separate the
rotor cover from its body and remove the central support tube
(9-11).
1.4. If there is a sheet of paper at the bottom of the rotor,

remove it, since it contains accumulated impurities. If there is
no sheet of paper, remove sludge from the rotor inside with a Fig. 1 - Centrifugal filter
wooden spatula or an adequate wooden object and clean the
interior of the rotor with a cloth. Put a new filtering paper (14).
1.5 Clean the nozzles with a bronze wire to verify that oil can
circulate freely. Make sure the inside of the shaft is free from
impurities. Check the shaft bearings for damage and excessive
wear. Check the O-ring (12) and replace it if necessary.
1.6. Clean and wash the central support tube and make sure
the filter holes are unobstructed.
1.7. Re-assemble the whole rotor and torque the nut (15) to 9.5
to 10.8 Nm (1 to 1.10 kg).
1.8. Check the bottom bearings housed in the filter body for
wear or damage.
1.9. Remove the cap of the shutoff valve (3) and take out the
whole unit. Verify that the spring and valve are not damaged
and move freely. Inspect the seal (4) for good condition.
Replace it if necessary.
1.10. Re-assemble the shutoff valve.
1.11. Re-assemble the whole filter, check for free rotation of

the rotor unit and then place the filter cover and fix it with the
clamp.
Fig. 2 - Quartering
5.2.11 1/1
5.2.12
Dep. 2
SIEMENS 18, 24, 36, 48 AND 56 LITERS ENGINES

CENTRIFUGAL OIL FILTER MAINTENANCE INSTRUCTIONS
O&M_16.09.201_05_2020
1. CLEANING OF FILTER
After stopping the engine completely or isolating the filter from the
lubrication system by means of a valve:
1.1. Release and remove the clamp (1).
1.2. Remove the cover and check the top bearing for damage or
wear. Inspect the O-ring (2) and replace it if necessary.
1.3. Lift the rotor unit and allow oil to flow through the nozzles,
before separating the rotor from the filter body. Secure the filter
body and undo the rotor nut (3). Separate the cover from the rotor
body and dismantle the central support tube (4-5).
1.4. If there is a sheet of paper at the bottom of the rotor, remove

it, since it contains accumulated impurities. If there is no sheet of
paper, remove sludge from the rotor inside with a wooden spatula
or an adequate wooden object and clean the interior of the rotor
with a cloth. Put a new filtering paper (7).
1.5. Clean the nozzle with a bronze wire to verify that oil can
circulate freely. Make sure that the inside of the shaft is
unobstructed by impurities. Check the shaft bearings for Fig. 1 - Centrifugal filter
damage and excessive wear. Inspect the O-ring (6) for good
condition and replace it if necessary.
1.6. Clean and wash the central support tube and make sure the
filter holes are unobstructed.
1.7. Re-assemble the whole rotor and torque the nut (3) to 9.5 to
10.8 Nm (1 to 1.10 kgm).
1.8. Check the bottom bearings fitted in the filter body for damage
or wear.
1.9. Remove the cap of the shutoff valve (8) and take out the unit.
Check the spring and valve for damage and freedom of motion.
Inspect the seal (9) and replace it if found damaged.
1.10. Re-assemble the shutoff valve unit.
1.11. Re-assemble the whole filter and check for free rotation of
the rotor unit. Then, put the filter cover and secure it with
the clamp.
1.12. With the filter in service, check for possible leaks at seals
and fittings.
Fig. 2 - Exploded
5.2.13 1/1
5.2.14
Dep. 2
IO-C-M-25-011e May 2006
MAINTENANCE OF THE CRANKCASE GAS

O&M_16.09.201_05_2020
1. MAINTENANCE OF THE RECIRCULATION SYSTEM

Maintaining the crankcase gas recirculation system basically consists in changing the filtering cartridge,
inspecting the installation and performing the start-up procedure after changing the cartridge.
The filtering cartridges must be changed when the hours of operation specified in the maintenance guidelines
have been reached or when the filter is clogged (The red indicator at the top of the filter being completely
extended), whichever first occurs.
Make sure you use spare filtering cartridges of model reference: 76.73.484.
Check to see that, with the cartridge, you receive one O-ring for the top of the filter cartridge and another for the
upper part of the body.
1.1. CHANGING THE FILTERING CARTRIDGE
- Release the 4 filtering cartridge locks (1).

- Pull the lower body (3) slightly downwards and the
upper body (2) upwards to separate them. Take
care of possible oil splashing.
- Remove the waste filtering cartridge (4) pulling
downwards smoothly; again oil splashing may occur.
- Remove the O-ring (5) from the top of the external
body of the filter and set a new one.
- Set another O-ring (5) into the upper body and the
new filtering cartridge in the same position as the
used one was.
- Slightly push the new cartridge upwards for a
perfect fit into its housing.
- Replace the external body of the filter, taking care
that the locks match.
- Tighten the locks, fastening all the parts together.
5.2.15 1/3
Dep. 2
IO-C-M-25-011e May 2006

O&M_16.09.201_05_2020
1.2. INSPECTING THE INSTALLATION
- Detach the hose clamps and wash any oil condensate and water out of the hose.
- Clean the pressure control valve.
1.3. PERFORMING THE START-UP PROCEDURE
- Carry out the operations of a normal start-up (see IT-C-A-25-024e). If the red indicator is fully extended,
push it down with your finger, before starting the engine.
- Record the crankcase pressure with the engine on load and the time (number of hours of operation) for
the next filter change. Set the control valve at an initial crankcase pressure of minus 4mbar. This valve
shall not be readjusted until the filtering cartridge is changed again; therefore, we recommend removing
its operating lever.
2 6
°C °F °C
90 100 110 90 120 140 160 90 100 110
70 120 50 70 120
50 32 50
40 60 70
0
°C
ALTRONIC CPU-95
°F BARS IGNITION SYSTEM
90 120 140 160 3 4 5 6
50 1 2 7 PART NO. S/N
32 0
40 60 70 U.S. PATENT NO.5.623.209
0
°C MUST BE INSTALLED PER FORM CPU-95 II
INSTALLECONFORMEMANT CPU-95 II
WARNING:KEEP COVER TIGHT

R WHILE CIRCUITS ARE LIVE.
AVERTISSEMENT:GARDER LE
COUVERCLE BIEN FERME
CERTIFIED LORSQUE LES.
CLASS I, GROUP D, DIV.2T4
ALTRONIC,INC YOUNGSTOWN,OHIO
1 Crankcase 4 Pressure control valve

2 Blow-by gas breather 5 Oil return line
3 Gas recirculation filter 6 Connecting hoses
The graph below shows the crankcase pressure variation in relation to the hours of operation of the filtering
cartridge.
RELATIVE
PRESIONPRESSURE
RELATIVA
+3 mbar
0 mbar
CRANKCASE
PRESION DEPRESSURE
CARTER
-4 mbar
HOURS OF FUNCIONAMIENTO
HORAS DE OPERATION
5.2.16 2/3
Dep. 2
IO-C-M-25-011e May 2006

O&M_16.09.201_05_2020
2. TROUBLESHOOTING
At times, the filter clogging indicator will rise when starting the engine after a certain period shut down. This
occurs because the cooling of oil in the outside of the filter leads to an increase in head losses. Once warm, oil
drips and the system operates correctly again.
To check that the filter works alright, remove the cap from the indicator and push the indicator downwards with
your finger, when the engine has warmed up. If the indicator does not rise again, the filter is in good condition. If
after pushing the indicator down, it rises again, change the filtering cartridge even if the specified hours of
operation for maintenance have not been reached.
When the engine is fitted with a crankcase gas recirculation system, it is advisable to measure the crankcase
pressure periodically (every 200 hours). This pressure, being indicative of the balance between the amount of
engine-generated blow-by gas and the exhausted quantity, may denote the occurrence of a failure.
The following table shows the relation between the crankcase pressure and the engine components, suggesting
corrective actions.
Crankcase pressure CAUSE ACTIONS
System ok. Pressure varies from -4 to +3 mbar in

from –4 to +3 mbar None
time
Check clogging indicator. Change filtering cartridge.

Check to see if the valve has been closed by mistake.
Filter clogged. Inspect the pipeline of the system to detect any plug or
undesired throttling of the gas flow.
Greater than +3 mbar
Possible high blow-by (rings and liners)
Measure the crankcase pressure level, after
disconnecting the recirculation system, i.e. at
atmospheric pressure (by opening the oil filling plug).
See IT-C-A-25-016e.
Pressure control valve wide open. Check the valve condition.

Less than –4 mbar
High exhaust of blow-by gases. Check the air filters for good condition.
Make sure the entire run of pipes of the system is free

from spots where condensates could gather.
Many fluctuations Condensate build-up in the system. Verify if the hoses of the system are subject to
excessive ventilation, leading to large amounts of
condensate developing in the hoses. If yes, lag the
cold spots.
5.2.17 3/3
5.2.18
Dep. 3
IO-C-M-25-012e C May 2017
CLEANING THE OIL SEPARATOR FILTER OF THE CRANKCASE

GAS BREATHER
O&M_16.09.201_05_2020
1. DISASSEMBLY
Follow the instructions referring to Figure 1 that shows the different parts of the crankcase gas breather.
1. Remove the bolts and nuts nº10 & 4, taking care that the O-ring nº8 does not fall out.
2. Separate the hose from the upper body.
3. Release the lower joint on decanter 11 if it has one.
4. Undo nut nº6 and remove washer nº7. Next, detach the lower body nº1 from the upper body nº5, taking care
that the O-ring nº2 does not fall out.
2. CLEANING AND INSPECTION

1. Remove wire mesh nº3 from its housing and clean it with a solution of water, detergent and rust-preventer,
eliminating all accumulated dirt and residues. If the wire mesh is badly damaged, change it.
2. Clean bodies nº 1 & 5 and check to see if the O-rings nº2 & 8 are in perfect condition, flexible and free from
cracks. Otherwise, fit new O-rings.
3. ASSEMBLY
1. Set O-ring nº2 in its seat on lower body nº1. Next, set wire mesh nº3 surrounding the stud that lies inside the
lower body nº1.
2. Fit the upper body nº5 onto the lower body nº1, fixing them with washer nº7 and nut nº6. Take care that the
O-ring does not come off its seat.
3. Connect the outlet of upper body nº5 to discharge pipe nº9, fitting O-ring nº8 in-between and fastening them
with bolts nº4 and nuts nº 10.
7 8
5 9
4 10
1 3
Fig. 1 - Crankcase Gas Breather
5.2.19 1/2
Dep. 3
IO-C-M-25-012e C May 2017
CLEANING THE OIL SEPARATOR FILTER OF THE CRANKCASE

GAS BREATHER
O&M_16.09.201_05_2020
4. CHECK FOR LEAKS

1. After starting the system, check there are no leaks; if there are, repair them.
5. ALTERNATIVE FOR V GAS ENGINES

In cases where the upper body nº5 cannot be removed, due to interference with the air filter bracket (gas V
engines), remove the full gas vent and follow the instructions in point 1 to open it and then clean the metal mesh
following the instructions in point 2.
Loosen the nuts on the cap

and remove the complete
assembly to open it
Photo 1 - Crankcase Gas Breather
Once the outside of the engine has been cleaned, mount the gas breather assembly as per instructions in point
3 before mounting the entire assembly on the engine.
5.2.20 2/2
Dep.2
MAINTENANCE OF FUEL FILTERS
O&M_16.09.201_05_2020
1. INTRODUCTION
The Siemens diesel engine maintenance instructions specify frequencies for changing fuel filters.
Filters serve to keep the system clean; it is not their function to clean a contaminated system. Accordingly, we install
a number of properly sized filters suitable for the requirements of each injection pump.
Single Filter
Single filters on Siemens engines are filters consisting of one single vessel and two filtering cartridges.
Double Filter
Double filters on Siemens engines are filters consisting of two vessels, each with one or two filtering cartridges
according to the type of engine concerned. In any case, this type of filters makes it possible to change the filtering
cartridge with the engine running.
Therefore, a double filter incorporates a lever whose position indicates which filter is in operation at any time.
Single two-cartridge filter Double two-cartridge filter Double filter with single cartridge
2. CHANGING THE FUEL FILTER

The changing procedure is similar, whether the filter has one or two vessels. In the latter case, you must first select
the filter that will be in operation and the filter to change.
To disconnect the filter you want to change, set the lever in the adequate position for the second filter to be
operative (follow the instructions on the rating plate of the filter).
5.2.21 1/2
Dep.2
MAINTENANCE OF FUEL FILTERS
O&M_16.09.201_05_2020
Instructions: Filter screw

Release the vessel by undoing the fixing screw on the top of the Washer
filter cap.
- Clean the vessel with gas oil and dispose of the filtering
elements (cartridges). O ring
- Place new filtering elements in the order as shown on the Bushing
exploded view. Gasket
- Check the sealing gasket for good working condition.
Change it, if necessary. Filter cartridge
assy
- Re-assemble the vessel and verify the tightness of the unit.
Gasket
Gasket guide
Gasket
Filter stua Spring guide
Spring
Filter body
Exploded view of a double fuel filter
After changing the filtering cartridges, prime and bleed the filter, by moving the lever to the bleed position and
opening the bleeder on the cap.
After bleeding the filter and verifying its tightness, close the bleeder and shift the lever to the working position.
Proceed in a similar manner to change the other filter.
5.2.22 2/2
Dep. 2
IO-F-M-30-001e June 2004
MAINTENANCE OF FUEL STRAINERS

WATER SEPARATORS
O&M_16.09.201_05_2020
1. MAINTENANCE OF FUEL STRAINER - WATER SEPARATOR
Diesel fuel is inflammable and may ignite if exposed to a flame, intense heat or other source of ignition. Do not
drain fuel near a flame or a source of intense heat; neither allow fuel vapours to circulate close to a flame or
heat source. Exposing fuel to a flame or intense heat might start a fire, which could cause severe injury or
damage to property. When working on the fuel system, make sure you have a fire extinguisher within reach.
Every day, check the accumulated level of water and dirt in the transparent bowl and, as the case may require,
open the drain cock. Do this with the engine stopped.
If the gasoil tank on the machine lies lower than the water separator, the cover must be opened before removing
water and dirt.
In this event, after water and dirt have been drained out, fill up the separator with clean gasoil.
2. CLEANING PROCEDURE
Cleaning is necessary when dirt and water block the filtering element. Signs of this occurring are:
- Engine balking.
- Black smoke coming out of the engine.
- Vacuum gauge reading showing a big restriction at the filtering element.
Fuel outlet Fuel inlet
Drain
Fig. 1 - Water separating filter
5.2.23 1/2
Dep. 2
IO-F-M-30-001e June 2004
MAINTENANCE OF FUEL STRAINERS

WATER SEPARATORS
O&M_16.09.201_05_2020
PROCEDURE:
1. Open the bleeding screw:

- As a result, atmospheric pressure will build up in the filter.
- The biggest dirt particles and water droplets will detach from the bottom of the filtering element.
- Gravity will help dirt particles to fall on the bottom of the vessel.
2. Open the drain valve (push inwards and turn).
- Clean fuel above the filter will be cleaned through the filtering element. This will cause the finest dirt
particles and water droplets to detach.
3. Let fuel drain until dirt and water detach from the filter and the vessel.
4. Close the drain valve.
5. Close the bleeding screw (do not tighten too much).
6. Now you can restart the engine.
7. If the engine continues balking, try cleaning the filter again.
8. If there still is a sizeable restriction, change the filtering element.
3. HOW TO CHANGE THE FILTERING ELEMENT

Clean the filter before changing it.
- Stop the engine.

- Remove the cover (2) by turning the T-handle (1)
- Take out the spring box.
- Remove the filtering element by lifting the built-in handle of the filtering element (4).
- Insert a new filtering element.
- Replace the spring box on top of the filtering element.
- Check the cover gasket (3). Change it if necessary and place the cover correctly.
- Fill the water separator with fuel.
- Screw on the cover, tight.
- Verify the correct position of the cover and check for compression.
- Restart the engine and inspect for leaks.
5.2.24 2/2
Dep. 2
SIEMENS ENGINE CYLINDER COMPRESSION TEST
O&M_16.09.201_05_2020
1. AIM
For a correct measurement, you will need both the special tool that fits into the injector or spark plug hole and a
pressure gauge, which is a commercial product (Moto Meter, Facom, etc.), adapting to the said tool.
Whenever you measure the compression pressure of one cylinder, always check all the remaining cylinders as
well. If the fault diagnostic indicates that only one cylinder should be compression-tested, then you can perform
the test, by removing the spark plug from the cylinder and operating the starter motor without turning on ignition.
Compression pressure gauge Compression pressure recording card
2. TEST PROCEDURE
Before starting the test, make sure the engine is warm and
- Diesel Engines: all the injection pipes are loose and all the rocker covers removed, thus preventing the
engine from starting while measuring the pressure. Moreover, cut off the fuel supply.
- Gas Engines: disconnect all of spark plug wires, so that the engine will not start while checking the
compression pressure. For safety’s sake, close the gas supply valve and disable the ignition system.
Also, remove all the spark plugs, so the engine can rotate easily.
Next, do the following:
- Diesel Engines: Insert the tool (Siemens ref.: 19.75.065) with a copper washer in the place of the jet, to
ensure adequate cylinder sealing.
Special tool - Siemens Ref.: 16.75.065
5.2.25 1/3
Dep. 2
O&M_16.09.201_05_2020
Gas Engines: Insert the tool (Siemens ref.: 19.75.014) with a copper washer in the place of the spark plug, to
ensure adequate cylinder sealing (Fig. 1).
RG ¼” - 19 threads
Fig.1 - Special tool - Siemens Ref.: 19.75.014
Mount the compression pressure gauge on the tool in the cylinder.
- Rotate the engine with the starter, until the line marking on the pressure-recording card stops (normally
this takes 4 to 6 seconds). If unsure, repeat this step. We recommend writing down the number of the
cylinder tested.
- Press the discharge valve of the pressure gauge until the pointer indicates zero.
- Test the remaining cylinders similarly, in correlative order.
The table below shows compression test values for Siemens engines: These values are for guidance only, since
compression checks differ if performed on a hot or cold engine; therefore what really matters is the reading
variation among all the cylinders. So, if the compression pressure difference of one cylinder is 2-3 kg/cm2 lower
than for the rest of cylinders, then this cylinder needs servicing.
LCR 12-15 kg/cm2

SGE-SL 14-18 kg/cm2
GAS ENGINES
SGE-SM
21-24 kg/cm2
SGE-HM
DIESEL SLE-18FT (TA Y TAB)
19-23 kg/cm2
DUALFUEL ENGINES SLE-18FN (F180)
Pay special attention to the starter motor, to prevent overheating after a number of operations. Also, ensure that
the rotational speed is similar, during the test.
5.2.26 2/3
Dep. 2
O&M_16.09.201_05_2020
3. CONDITIONS CAUSING LOW ENGINE COMPRESSION

The following conditions principally can cause low engine compression:
- Scratched liner; which also implies high oil consumption

- Damaged rings
- Insufficient valve-to-seat sealing due to:
- dirt between valve head and seat;
- abnormal wear of the seat caused by worn / stuck valve guide / rod;
- deposits resulting from combustion problems.
5.2.27 3/3
5.2.28
Dep. 2
IO-F-T-30-001e B February 2019
CONTROL OF JET-CARRIERS CALIBRATION AND SPRAYING

(INSPECTION OF INJECTORS)
U&M_16.09.200_05_2020
The object of this Product Information sheet is to describe the operation, assembly, inspection and calibration of
jets used on F & S families series engines.
1. REFERENCES CONCERNED
COMPLETE JET
NOZZLE JET-CARRIER
UNIT
ENGINE
REFERENCE PART NAME REFERENCE REFERENCE
SLE-18FN
76.61.005 DLL 150 S 979 76.61.003 76.60.630
(F180)
SLE-FT
(F180T, F180TA,
F180TB, F180TAB, 76.61.163 DLL 150 S 1093 76.61.003 76.60.860
F240TA, F240TAB,
F360TA, F480TA)
SLE-ST
(SF180TA, SF240TA, 76.61.163 DLL 150 S 1093 76.61.003 76.60.860
SF360TA, SF480TA)
2. PARTS OF A JET
INJECTION
TUBE
FUEL
RETURN
NOZZLE-HOLDER LINE
FIXING NUT
CALIBRATING
WASHER
SPRING
SPRING PLATE
WASHER
STOP DISK
NOZZLE + NEEDLE
JET-CARRIER
NUT
SEALING
WASHER
Fig. 1 - Exploded view of an injector/jet carrier
5.2.29 1/17
Dep. 2

U&M_16.09.200_05_2020
3. OPERATION OF THE INJECTOR

1. Spring (9) in the nozzle-holder (13) presses through plate (3) on the jet
needle.
2. The prestressing of this spring determines the opening pressure of the

nozzle (7).
3. Adjusting the opening pressure is done by means of calibrating washers

(10).
4. From the injection pipe attached to the nozzle-holder (13) at threaded

connector (14), fuel enters the jet through the inlet hole in the top of the
nozzle-holder (13). Fuel flows through stem filter (1) towards the needle
stop disk (4), finally reaching the seat of the jet.
5. During the injection process, pressure forces the needle up, allowing
fuel to be sprayed through the jet orifices into the combustion chamber.
6. Injection ends when the fuel-injection pressure decreases to such level

that spring (9) presses the needle down onto its seat.
7. Excess fuel drains out through exhaust port (11) into the fuel return line
that is fixed to the nozzle-holder (13) by means of threaded connector
(12).
1 Stem filter 9 Spring

2 Fuel feeding channel 10 Calibrating washer
3 Spring plate 11 Fuel exhaust port.
4 Needle stop disk 12 Threaded connector for fuel return line
5 Jet-carrier nut 13 Nozzle-holder
6 Base 14 Threaded connector for injection pipe
7 Nozzle + needle (Injector) 15 Fuel inlet hole
8 Fixing pins
5.2.30 2/17
Dep. 2

U&M_16.09.200_05_2020
4. DISASSEMBLY OF JET-CARRIERS OFF THE ENGINE

1. Detach the excess fuel return line (hollow screw and
adapter) from the jet-carrier (see Fig.). Make sure all
the copper washers have been removed, to prevent
them falling into the engine during the subsequent
disassembling and assembling operations.
2. Remove the injection pipe from the jet-carrier (see Fig.).
3. Disassemble the clamps of the injection pipes.
5.2.31 3/17
Dep. 2

U&M_16.09.200_05_2020
4. Loosen - complete removal is not necessary - the
injection pipe connector to the injection pump, for the
pipe to be able to turn. This will prevent the pipe from
bending when handled.
5. Undo the nuts from the rocker arms cover and remove
the cover. In order to be able to take out this cover, the
injection pipe must be put aside, taking great care
that it does not bend.
6. Remove the injector from the cylinder head, using the

jet-carrier extractor REF 16.75.980.
7. Check that the copper sealing washer comes with the

injector (see Fig.). Otherwise, remove this washer from the
cylinder head.
8. Repeat this process on all the cylinders.
5.2.32 4/17
Dep. 2

U&M_16.09.200_05_2020
5. INSPECTION AND CALIBRATION OF JETS

Once disassembled from the engine, jets will be inspected following this procedure:
1. Cleaning of work area: When inspecting the jets, absolute cleanness is a requisite. Therefore, prepare a
totally clean working area, free from dirt and chips.
2. Cleaning of the complete jet unit: Having removed the jet from the cylinder head and having prepared an
adequate and clean working area, clean the complete jet-carrier. Clean the external surfaces, removing
coking waste, with a brush or a scouring pad moistened with clean gas-oil, and using a rigid tool (small
scraper or similar) if necessary.
3. Inspection with a jet tester: After cleaning the exterior of the jet unit, proceed with the following steps:
A jet tester shall at least consist of one hand pump, test oil tank, filter and precision manometer with a shut-off
valve.
For these tests, the use of gas-oil is not recommended due to its hazardousness (the jet of gas-oil may
penetrate deep into the skin, destroying tissue and contaminating blood; it may cause poisoning). Moreover, if a
jet-carrier once tested with gas-oil should remain a certain time inactive, there would be a risk of gumming and
of the needle sticking, which in turn would negatively affect the engine performance (faulty injection, a greater
amount of smoke, etc.).
Bearing in mind the previous warning, you might use gas oil, although this is not recommendable, for
routine checks where you remove the jets from the engine, test them and fit them again immediately into the
engine to restart it.
Under all other circumstances (i.e. when you will store the injectors after testing), we recommend using
ISO-4113 test oils, that are specially designed for this purpose.
Even when using test oil, avoid contact of the jet with the skin.
Test oil, or where appropriate gas oil, must be changed as soon as it gets fouled. The filter shall be cleaned or
replaced at the same time. After filling with fresh oil or gas oil, operate the lever (hand pump) for oil to circulate
inside the tester. Oil or gas oil will flow out, as no jet carrier has been set on the tester.
The manometer must be calibrated once a year against a standard gauge. If necessary, a correction table shall
be applied or the manometer will be changed.
5.2.33 5/17
Dep. 2

U&M_16.09.200_05_2020
The jet tester must be kept in good condition. If any part of this device need be changed, follow the
manufacturer's instructions for spares, because the installation of parts that are not a perfect match with our
apparatus may result in malfunction.
Jets are to be tested with their respective carriers.
Preliminary Checks:
Jet-carriers shall be coupled to the tester through the appropriate pressure pipe.
After assembling the jet-carrier to the tester, operate the hand pump energetically with the manometer off and
check for injector seizure.
With the manometer on, operate the hand pump slowly to rise the pressure and then reduce the pressure
slowly. Failure to do so may result in damage to the manometer.
Next, perform the following tests:
3.1. Opening pressure test: With the manometer on, operate the hand pump slowly until oil is expelled by
the jet. Read the opening pressure on the manometer dial. This must be 240+8 bar. If the reading is
different, the pressure must be adjusted by means of the calibrating washers. The calibration process is
explained further below.
3.2. Leak test: Operate the hand pump lever until pressure reaches 220 bar (rated pressure less 20 bar). If
the jet does not drip during 10 seconds, it will be deemed tight. Otherwise, check the parts of the jet to
see if they are in good condition.
3.3. Check of spray: For this test, it is necessary to distinguish the type of nozzle used. As point 1 of this
Product Information sheet suggests, there are two types of nozzles. The nozzle for SLE-18FN engine
belongs to Group I, according to the manufacturer, whereas the nozzle for all the remaining engines of
the F & S family belong to Group II.
Group I: At a low test speed, a very fine spray is not achieved. As speed rises, oil is completely and finely
sprayed out.
Group II: At a low test speed, a very fine spray may not be achieved. Within the intermediate speed range, oil
jets come out, unsprayed. As speed rises, oil should be completely and finely sprayed out.
Conical sprays must get out finely sprayed and evenly packed, i.e. without particles spreading sideways.
In the interval where the jet does not squeak (intermediate speed range), fuel runs out in the form of a thin jet,
unsprayed.
The figure below shows the correct spray. It is important to verify that no holes of the nozzle are blocked.
5.2.34 6/17
Dep. 2

U&M_16.09.200_05_2020
a) Correct b) Incorrect spray c) Hole of nozzle blocked

REJECT REJECT
If the results of any of those tests are unsatisfactory, then check the parts of the injector to see if they are in
good condition.
4. Disassembly and cleaning of the complete jet unit: If the results of any test made with the jet tester are
unacceptable, then loosen the jet-carrier from the tester, turn it upside down to drain any excess test oil or
gas oil through the fuel inlet hole (15) and disassemble and clean the jet components.
In doing this operation, order and cleanness are critical.
When disassembling the jet unit, be careful not to detach particles from the nozzle-holder threads, which could
enter the jet and settle on the sealing surfaces.
In case several jet units are disassembled at the same time, the parts of each jet must be arranged orderly and
separate from the others.
Assembling the nozzle-holder (13) and the jet-carrier nut (5) is by means of a
threaded connection. In order to disassemble the jet unit, it will be necessary
to unscrew these two parts.
Set the jet unit in a vice, preferably with the jet upwards, making sure it is
firmly gripped.
Threaded
connection
5.2.35 7/17
Dep. 2

U&M_16.09.200_05_2020
▪ Loosen the two a.m. parts and separate the different
components of the jet: nozzle+needle (7), needle stop disk (10)
(4), spring plate (3), spring (9) and calibrating washers (10), (3)
putting them on a perfectly clean working area.
(9)
(4)
(7)
▪ Usually, due to their contact with gas-oil, the calibrating washers stick to their seat in the nozzle-holder or,
sometimes to the spring. In order to remove them, when this occurs, use a small magnet and never hit the
jet, as this might damage its surface.
Cleaning procedure:
▪ Wash the jet with a non-abrasive liquid, preferably fresh gas-oil, eliminating dirt and coke. Take the needle
out of the nozzle, with great care in order not to damage or soil it; plunge the needle in clean gas-oil and then
re-introduce the needle into the nozzle.
▪ Plunge the jet carrier nut in clean gas-oil.
▪ Clean the needle stop disk with a tissue; the use of rags is not recommended because they may drop fluff.
5. Check of components:
5.1. Visual inspection
There is no maximum permissible wear limit established by the manufacturer for these components. As a result,
any mark of blow, scratch or wear found on any such component will give rise to the immediate replacement of
the same.
Change the whole nozzle assembly (nozzle+needle):
▪ If the seat of the needle is found rough or worn, above

all on the contact surface with the spring plate, but also
in the area in contact with the needle stop disk.
Seat of needle
Spring seat
reresorte
5.2.36 8/17
Dep. 2

U&M_16.09.200_05_2020
▪ If the spraying pin, the needle itself, is worn or
damaged.
▪ If the seat of the nozzle, face in contact with the needle

stop disk, is found rough or worn.
▪ If the holes of the nozzle are plugged or coked.
(Hole)
5.2.37 9/17
Dep. 2

U&M_16.09.200_05_2020
Change the needle (pin) stop disk:
▪ if it is found rough, impacted or worn.
(stop disk)
Change the spring plate:
▪ if it shows signs of wear.
(Spring plate)
If required to identify the problem, the aforesaid components shall be compared with new ones.
5.2.38 10/17
Dep. 2

U&M_16.09.200_05_2020
5.2. Needle sliding test
Introduce the jet needle, previously impregnated with clean gas-oil, into the
nozzle holder (see point 4 - cleaning) to one third of its guide height, holding
the nozzle-holder vertically. The needle must slide down to its seat by the
force of gravity.
Should the sliding test fail, then the whole nozzle assembly would have to be replaced. Since each needle has
its matching nozzle, the replacement due to bad condition of one of these two components will automatically
imply the replacement of the other at the same time.
6. Calibration of jets: When the opening pressure measured during the relevant test differs from 240+8 bar,
the jet has to be recalibrated.
For this purpose, there are calibrating washers available in 10 different thicknesses ranging from 0.1mm,
0.2mm... to 1mm.
Normally, the pressure is less than 240+8 bar; in this event, additional washers shall be set until reaching the
specified pressure. Each additional 0.1mm washer leads to an increase of abt. 8 bar in the opening pressure.
Should the pressure be greater than 240+8 bar, then a certain number of washers would have to be removed.
Jets are normally factory-equipped with washers totaling 2mm in thickness. If a large number of washers has to
be added in order to get the specified pressure of 240+8 bar, this will mean that the spring has lost its properties
and must be changed. Else, it will be hard to determine whether the spring is still in good condition.
For guidance only, the spring will have to be changed when the total thickness of the washers set to obtain the
pressure required exceeds 2.5mm (0.5mm over the factory setting of 2mm)
7. Assembling the jet: After checking the parts of the jet and replacing any defective ones, re-assemble the jet
and test it for compliance with the specifications.
Once again, mind the cleaning and correct location of the parts.
5.2.39 11/17
Dep. 2

U&M_16.09.200_05_2020
▪ First, secure the nozzle-holder in a vice, making sure it

is firmly gripped, in a vertical position, upside down, to
prevent possible mounting errors and to be able to
introduce the components easily.
▪ Start introducing the calibrating washers necessary to

compensate the pressure deviation measured during (Calibrating washer)
the jet opening pressure test.
▪ Next, introduce the spring.
(Spring)
5.2.40 12/17
Dep. 2

U&M_16.09.200_05_2020
▪ Set the spring plate in the spring, orienting it correctly, i.e.
with its short, solid end in the spring, so that its hollow,
long end remains apparent, ready to receive the needle
seat.
(Spring
plate)
▪ Over the spring plate rests the needle stop disk. For its
correct assembly, the (2) two fixing pins present on the
disk must fit into the two holes in the surface of the
nozzle-holder. If everything has been set correctly, the
disk will fit well and rests completely on the surface of the
nozzle-holder. If this is not the case, then check the
assembly of the spring plate.
(Needle stop
disk)
▪ Now, introduce the whole nozzle unit (nozzle+needle)

into the jet-carrier nut.
(Nozzle unit)
(Jet carrier)
5.2.41 13/17
Dep. 2

U&M_16.09.200_05_2020
▪ Fasten the jet-carrier nut, with the nozzle unit inside, to
the nozzle-holder with the previously mounted
components. A tightening torque of 74Nm (7.4kgf.m)
shall be applied.
▪ Finally, tap on the jet very gently and obliquely, avoiding to hit the nozzle, in order to ensure proper setting of
the components.
8. Final checks: Once the jet has been re-assembled, repeat the tests to verify that everything is OK.
Thus, restart from section 5 - Inspection and Calibration of Jets (opening pressure test, leak test, and check
of spray).
If the opening pressure were still maladjusted, then repeat the jet disassembly, calibration, assembly and test
procedures, until the measured opening pressure is 240+8 bar.
Should any of the other tests fail, then check again the components of the jet, following the procedure described
above.
5.2.42 14/17
Dep. 2

U&M_16.09.200_05_2020
6. FITTING OF JET-CARRIER INTO CYLINDER HEAD

After checking and adjusting the jets, install them on the engine, proceeding as follows:
1. Before replacing the jet-carrier, check that the old

copper washer has been removed from the bottom of
the jet-carrier housing. Otherwise, remove it.
2. Also check that the injection pipes can move without being bent, so they can be easily set aside when
installing the jets. For this purpose, the pipe connector to the injection pump must be loose, but not
necessarily removed, and the injection pipe connectors to the jets must be removed.
3. Clean the sealing washer seat in the cylinder head, to

prevent fuel leaks and nozzle seizure in the cylinder
head. This operation will be best done with compressed
air.
4. Apply grease to the area of the jet in contact with the

sealing washer.
5.2.43 15/17
Dep. 2

U&M_16.09.200_05_2020
5. Introduce the whole jet with a new sealing washer and
screw it to a torque of 100Nm (10kgf.m). Always tighten (Tool)
with a wrench and the aid of tool REF: 16.75.980
(which, as a matter of fact, consists of 3 tools). Using
the said tool is indispensable to place the jet in the
adequate position for the subsequent fitting of the fuel
return line.
6. Set and fix the rocker arm cover, replacing the O-ring
seal of the jet-carrier (REF:72.11.612). Check the O-
ring REF:72.16.492, sealing on cylinder head side, and
only change it if found in unacceptable condition.
7. Install the excess fuel return line (adapter, pipe and

hollow screw with its new intermediate copper washers.
See Fig. 1). Apply a torque in the range from 2Nm (0.2
kgf.m) to 8Nm (0.8 kgf.m).
5.2.44 16/17
Dep. 2

U&M_16.09.200_05_2020
8. Set the injection pipe, jet side.
9. Set the injection pipe connectors.
10. Tighten the injection pipe connector to the injection

pump.
11. Inspect the injection pipes to see that they do not

touch any part of the engine.
5.2.45 17/17
5.2.46
Dep. 2
IO-F-T-10-002e C February 2019
VALVE ADJUSTMENT IN DIESEL F & S FAMILIES ENGINES
O&M_16.09.201_05_2020
1. AIM
The aim of this product information sheet is to define in a clear manner how to adjust the valves of diesel
engines.
2. CHECKING VALVE LIFTERS

Make sure that the contact of the valve lifter with the two valves is simultaneous and correct. The adjustment of
this contact is made by loosening lock nut 3 and moving the lifter bolt 4 until contact is ensured. This operation
must be carried out when the valve lifters are NOT being pushed by the rocker arm.
3. VALVE ADJUSTMENT
This consists of establishing the right amount of play between the valve lifter and the cylinder head rocker arm.
With the engine shut down and the cylinder to be adjusted in the Top Dead Centre (TDC), the play between the
cylinder head rocker arms and the valve lifters must be:
Intake: 0,3 mm. (0,0118 inches)

Exhaust: 0,4 mm. (0,0157 inches)
Fig. 1 - Flywheel Marks
5.2.47 1/5
Dep. 2
O&M_16.09.201_05_2020
ROCKER ARM
VALVE BRIDGE
LOCK NUT
LOCK NUT
0.30
[.0118]
ADJUSTING
SCREEW
ADJUSTING
SCREEW
VALVE
PUSHROD
VALVES
Fig. 2 - Intake Valve Adjustment
ROCKER ARM
VALVE BRIDGE
LOCK NUT
LOCK NUT
0.40
[.0157]
ADJUSTING
SCREEW
ADJUSTING
SCREEW
VALVE
PUSHROD
VALVES
Fig. 3 - Exhaust Valve Adjustment.
5.2.48 2/5
Dep. 2
O&M_16.09.201_05_2020
To carry out regulation in the correct order, proceed as follows:
1. Use the barring device to rotate the engine until the No. 1 cylinder in the firing order is at the Top Death
Center (TDC) of the compression stroke. Watch the flywheel marks through the timing hole on the flywheel
housing, (see page 1 for location marks on flywheels).
The compression stroke can be determined by checking the rocker arms on that cylinder for looseness. If the
rocker arm are tight and valve crossover is incorrect, rotate the crankshaft one complete revolution and repeat
step number 1.
2. Loosen lock nut (1) and its corresponding adjusting screw (2) until the rocker arm is free to move.
3. Place the corresponding feeler gauge between the rocker arm tip and the lifter, “C”, as indicated in table on
page 1.
4. Tense screw 2 until it contacts the pushrod, checking that there is a slight drag on the feeler gauge. While
tightening the adjusting screw 1 keep the screwdriver on 2.
5. Repeat the same process for all the rocker arms, observing the value indicated on the above feeler gauge
with the following sequence:
PAIRING OF CYLINDERS IN TOP DEAD CENTRE (TDC)

ENGINE CYLINDER Nº
1 5 3 6 2 4
SLE-18
6 2 4 1 5 3
1 4 2 6 8 5 7 3
SLE-24
8 5 7 3 1 4 2 6
1 8 5 10 3 7 6 11 2 9 4 12
SLE-36
6 11 2 9 4 12 1 8 5 10 3 7
1 12 4 10 2 14 6 16 8 13 5 15 7 11 3 9
SLE-48
8 13 5 15 7 11 3 9 1 12 4 10 2 14 6 16
FIRING ORDER INJECTION PUMP & ENGINE FIRING ORDER
5.2.49 3/5
Dep. 2
O&M_16.09.201_05_2020
Fig. 4 - Injection Order Plates - In Line Engines.
In all cases, one of the cylinders may be regulated when it has both valves depressed (open, crossing turn), and
its pairs are released (closed, compression turn).
5.2.50 4/5
Dep. 2
O&M_16.09.201_05_2020
Fig. 5 - Injection Order Plates - “V” Engines.
In all cases, one of the cylinders may be regulated when it has both valves depressed (open, crossing turn), and
its pairs are released (closed, compression turn).
5.2.51 5/5
5.2.52
Dep. 2
IO-C-M-55-001e B August 2019
MAINTENANCE OF BATTERIES
O&M_16.09.201_05_2020
1. INTRODUCTION
This document specifies instructions and recommendations for correct inspection and maintenance of batteries
in service on Siemens.
2. MAINTENANCE
2.1. ROUTINE INSPECTION
It is necessary to carry out the inspection and servicing tasks described below within the time intervals specified
in the application-specific maintenance programme. Those tasks are:
- Adjusting terminal caps and vents.
- Removing dirt from the top of the battery with hot water and drying thoroughly.
- Checking voltage across the battery terminals with a voltmeter or similar tester. The measured voltage must
be equal to or greater than 12.5V (6.25V for 6V batteries). Otherwise, the battery needs recharging (section
2.2).
- Dispose of batteries whose voltage has dropped by more than 11 V. These batteries have experienced
sulfation and cannot be recharged, therefore they do not offer the expected performance or useful life.
NEVER PUT A FLAME OR MAKE SPARKS NEAR A BATTERY. FLAMMABLE VAPOURS COULD BE
ISSUING.
2.2. CHARGING THE BATTERY
- Do not charge a battery if the room temperature is below 3ºC. The electrolyte may have frozen.
- It is best to remove the battery from the engine or set for its charging (see section 2.4).
- Always make sure the charger is off.
- Connect the battery, taking account of the terminals' polarity.
- Switch the charger on.
- Stop charging the battery if a lot of gas comes out or if the battery temperature rises above 50ºC.
- Observe the charging time specified for the type of charger used.
- After charging the battery, switch the charger off and wait for 20 minutes, until flammable gas has dispersed.
When disconnecting the terminals, sparks may fly out.
- Check the acid levels (section 2.3) and refill as appropriate.
- Fit the battery on the engine. Connect the terminals and vents.
5.2.53 1/2
Dep. 2
IO-C-M-55-001e B August 2019
MAINTENANCE OF BATTERIES
O&M_16.09.201_05_2020
2.3. ADJUSTING THE ACID LEVELS
- If the battery does not operate once recharged, check and complete the acid level. If the battery remains flat,
then you have to change it.
- Never fill electrolyte up to the maximum level of a battery that you are going to charge, since the level will rise
during the charging process. However, if the acid level is under the separators, add distilled or deionised water
until it covers the separators.
- Set electrolyte to the maximum level, once you have charged the battery.
- Do not overfill a battery: acid would flow through the vents during the charging process.
- Always use distilled or deionised water to refill the batteries. The use of acid liquid is restricted to the initial
filling of the battery.
- After putting the battery in service again, recheck the acid level and adjust to the maximum level identified on
the battery with a line or mark.
2.4. CHANGING THE BATTERY
- Detach the clips from the terminals, starting with the negative one.
- Do not short-circuit the loose connections.
- Remove the waste battery.
- In the event of 24V battery systems, both 12V batteries need a change. If you change only one of them, the
service life of the new battery could be shorter.
- Check that clips and seat are free from corrosion and dirt. If necessary, clean with hot water.
- Remove the caps from the new battery terminals and put them on the old battery to prevent short-circuits.
- Set the new battery and do routine inspection (section 2.1.).
- Adjust and tighten the connection clips, starting with the positive one. DO NOT TIGHTEN TOO MUCH.
These recommendations are of a general nature and users must follow the battery manufacturer's instructions.
Siemens shall accept no liability for troubles originating in the batteries.
5.2.54 2/2
Dep. 2
IO-C-M-55-003e May 2020
BATTERY STORAGE
O&M_16.09.201_05_2020
1. INTRODUCTION
Proper control and follow up of the battery storage are essential to ensure their operability and life cycle.
2. BATTERY STORAGE
The batteries must be stored in a cool, dry and well-ventilated room. They must be protected from excessive heat,
as this causes the batteries to lose their charge more rapidly.
The batteries must be stored in their operating position, to prevent them from falling or having leaks. In order to
prevent damage to the terminals, stacking the batteries is not recommended.
The batteries must be placed on top of a pallet/structure, not on the floor.
The batteries are slowly discharging, as such the voltage of the batteries must be checked and the date of the
last charge must be indicated on a label. See product information IO-C-M-55-001e which indicates how to check
the voltage and the method to charge the batteries.
If the battery charge drops below 11 V, it cannot be charged, rendering it unusable.
3. BATTERY CHARACTERISTICS WITH DIFFERENT LEVELS OF CHARGE

The voltage and density of the batteries in optimal storage conditions with different charge levels are:
Battery Battery
Acid density
voltage charge
V (gr/cm3) %
12.73 1.277 100
12.62 1.258 90
12.5 1.238 80
12.37 1.217 70
12.24 1.195 60
12.1 1.172 50
11.96 1.148 40
11.81 1.124 30
11.66 1.098 20
11.51 1.073 10
5.2.55 1/2
Dep. 2
IO-C-M-55-003e May 2020
BATTERY STORAGE
O&M_16.09.201_05_2020
If one or several of the characteristics in the table is below the indicated values, it may be due to the following
circumstances:
- The battery is completely discharged, and irreversible corrosion or sulphation may have occurred.
- The battery has a defective cell.
The batteries in these conditions must be checked by an expert, or removed from service.
These are general recommendations and the manufacturer's instructions must be followed.
Siemens shall not be held liable for problems that may arise due to the improper storage of the batteries
during transport as well as on site.
5.2.56 2/2
Dep. 2
IO-C-M-35-001e G May 2017
AIR FILTERS. MAINTENANCE
O&M_16.09.201_05_2020
1. MAINTENANCE OF AIR FILTERS

For higher efficiency, it is essential that air filters be always in perfect conditions. Therefore, it is necessary to
clean or change the filtering cartridges when the appropriate maintenance schedule so specifies or when static
pressure loss at filter outlet exceeds 38mbar.
2. DOUBLE-STAGE AIR FILTER MAINTENANCE OPERATIONS

Servicing double-stage air filters imply the following commonest operations.
- Inspection, cleaning and (where appropriate) substitution of the core components of the air filters.
This operation is carried out according to the maintenance guideline or if the cartridge deteriorates or is
clogged.
- Replacement of the core components of air filters. This operation shall be performed in accordance
with the specified maintenance programme or if found damaged or when cartridge cleaning has reached
the a.m. limit.
- Substitution of safety components of air filters. This operation shall be performed according to the
specified maintenance programme or in case of cartridge damage or fouling. NEVER clean the safety
cartridge, always change it when fouled or specified in the maintenance schedule.
2.1. INSPECTION OF THE MAIN FILTER CARTRIDGE
The parameter that determines the fouling level of an air filter is the airflow restriction at the air filter outlet. The
maximum permissible air flow restriction or pressure loss is 38 mbar and it is measured with the engine running
at rated power and load.
For monitoring their fouling level, double-stage filters include either a mechanical air flow restriction detector or
an electric detector. The mechanical detector has a red-coloured indicator showing up completely when the
maximum permissible pressure drop has been reached. The electric detector consists of a normally open
contact that closes when the airflow restriction reaches the a.m. specification and indicates the fouling condition
of the filters by means of a light signal or by transmitting an electric signal to the PLC. The system shall be
serviced, when the membrane indicator is completely red or the fouling alarm is given. After servicing a filter
with a mechanical fouling indicator, it is necessary to push the "Reset" button on the indicator to relocate the
membrane at its initial position.
Other signs can help detect the plugging of the air filters. A gas engine may be unable to reach its rated power,
or will see its efficiency decrease or even can present carburetion problems (fuel-air mixture becoming richer), if
the air filter does not work properly. A diesel engine with failing air filters will have greater specific fuel
consumption and darker exhaust gases.
Always perform filter maintenance with the engine at rest.
5.2.57 1/7
Dep. 2
IO-C-M-35-001e G May 2017
O&M_16.09.201_05_2020
For tangentially sealed filters, inspecting the main filtering cartridge will imply the following sequence of
operations:
1. Back off the air filter locknut and remove the front sealing ring. Also, remove the washer from the main
cartridge.
2. Extract the main filter cartridge from engine's filter, avoiding impacts of the cartridge against the casing.
3. Inspect the inside of the filter casing and clean it with a moistened rag. Also check the exhaust valve at the
bottom of the filter and eliminate possible dirt build-ups or condensates.
4. Verify the condition and appearance of the main filter cartridge: the filtering paper should be free from
excessive dirt or breakage. Check the paper folds for homogeneous distribution and absence of deformation.
Clean the filter cartridge in case of high dust concentration or if specified by the maintenance programme (see
point 2.2).
Intake cap
Fouling
Clamp detector
Safety cartridge
S.C. washer Filter casing

Main cartridge
Front sealing ring
Integrated axial
sealing gaskets
Locknut
M.C.
washer
Fig. 1 - Exploded view of a tangentially sealed air filter
5.2.58 2/7
Dep. 2
IO-C-M-35-001e G May 2017
O&M_16.09.201_05_2020
For radially sealed filters, inspecting the main filtering cartridge will imply the following sequence of operations:
1. Release the metal latches and remove the cover.

2. Extract the main filter cartridge from the filter, avoiding impacts of the cartridge against the casing.
3. Inspect the inside of the filter casing and clean it with a moistened rag. Also check the exhaust valve at the
4. Verify the condition and appearance of the main filter cartridge: the filtering paper should be free from
excessive dirt or breakage. Check the paper folds for homogeneous distribution and absence of deformation.
Clean the filter cartridge in case of high dust concentration or if specified by the maintenance programme (see
point 2.2).
Main filtering
Safety filtering
element
Air filter element
casing
Fouling
detector
Fig. 2 - Despiece del filtro de aire de cierre tangencial
Both tangentially and radially sealed filters shall undergo other checks of their main cartridge, as follows:
1. Check the elasticity of the sealing gaskets, mounted on the cartridge, by pressing with your finger and
watching the gaskets recover their original form. Wipe the gaskets clean with a moistened cloth.
2. After checking the condition of the cartridge and cleaning or changing the filter if necessary or specified by
the maintenance programme, reassemble the filter, proceeding in reverse order of its disassembly.
3. Reset the mechanical fouling detector and check the general performance of the engine when restarted. For
gas engines, also check for correct carburetion, since the mixture could be leaner.
5.2.59 3/7
Dep. 2
IO-C-M-35-001e G May 2017
O&M_16.09.201_05_2020
2.2. CLEANING THE MAIN FILTER CARTRIDGE
Before cleaning the main cartridge of air filters, the inspection process described in the previous section should
have been carried out.
Although procedures for cleaning the air filters are mentioned below, Siemens does not guarantee the good
functioning of the engine after this process.
Only the main cartridge may be cleaned (up to three times according to the maintenance schedule). The safety
cartridge has to be changed as and when specified in the maintenance programme; it may not be cleaned using
the procedures described below because they would damage the safety cartridge.
There are two methods for cleaning the main filter cartridge: Blow-through and Washing.
2.2.1. BLOW-THROUGH
NEVER clean the filter cartridge mounted in the filter or on the engine or in the engine room. Moreover, it is
advisable to carry out this operation at a safe distance from any object susceptible to be damaged by blown out
dust. Wear respiratory mask, eye and hand protection.
Maximum recommended compressed air pressure to avoid damage to the cartridge: 6 kg/cm2. Blow through in
the direction opposite the cartridge's use, from inside out and from top to bottom, turning the cartridge. Keep the
gun nozzle at least 5cm away from the internal perforated plate.
2.2.2. WASHING
Washing is recommendable only if the filter cartridge has been fouled by contaminants mixing with dust to form
dirt that compressed air will be unable to remove.
This method should not be used more than twice before replacing the cartridge.
1. Detach the major portion of dirt with compressed air or a water jet.
2. Soak the cartridge in water with a solvent for not less than 15 minutes.
3. Rinse with a water jet until clear water comes out. Maximum recommended pressure: 2.5 kg/cm2.
4. Let the cartridge dry
Do not use compressed air for drying.

Do not re-assemble the filter until the cartridge is completely dry and has been checked again.
5.2.60 4/7
Dep. 2
IO-C-M-35-001e G May 2017
O&M_16.09.201_05_2020
2.3 SUBSTITUTION OF FILTER CARTRIDGES
Changing the cartridges of air filters must take place, with the engine at rest, in a ventilated room, following
these instructions:
1. For tangentially sealed filters, back off the air filter locknut and remove the front sealing ring. Also, remove
the washer from the main cartridge. For radially sealed filters, release the metal latches and remove the
cover.
2. Extract the main filter cartridge from the engine's filter, avoiding impacts of the cartridge against the casing.
3. For tangentially sealed filters, remove the washer from the safety cartridge, if this has to be changed, and
take out the safety cartridge.
4. Inspect the inside of the filter casing and clean it with a moistened rag. Also, check the exhaust valve at the
5. Check the elasticity of the sealing gaskets, mounted on the cartridges, by pressing with your finger and
watching the gaskets recover their original form. Wipe the gaskets clean with a moistened cloth.
6. Change old cartridges by new ones, making sure their references coincide.
7. Reassemble the filter, proceeding in reverse order of its disassembly. For tangentially sealed filters, verify
that the axial sealing gaskets lean correctly against the filter casing. Take special care when fitting the front
sealing ring, to ensure total tightness. For radially sealed filters, insert the main and safety cartridges into the
casing, as you would put a cork into a bottle; the two cartridges will centre and align themselves
automatically.
8. Make sure that all fittings and ducts close hermetically.
gas engines, also check for correct carburetion.
3. MAINTENANCE OF GHF AIR FILTERS

The parameter that determines the fouling level of an air filter is the air flow restriction at the air filter outlet. The
maximum permissible airflow restriction or pressure loss is 38 mbar and it is measured with the engine running
at rated power and load.
The GHF air filter includes either a mechanical airflow restriction detector or an electric detector. The
mechanical detector has a red-coloured indicator showing up completely when the maximum permissible
pressure drop has been reached. The electric detector indicates the fouling condition of the filters by means of a
light signal or by transmitting an electric signal to the PLC.
Always service the GHF filter, i.e. replace the two filtering cartridges, with the engine at rest.
5.2.61 5/7
Dep. 2
IO-C-M-35-001e G May 2017
O&M_16.09.201_05_2020
3.1 CHANGING THE GHF FILTERING CARTRIDGES
Changing the cartridges of a GHF filter must take place with the engine at rest, in a ventilated room, following
these instructions:
1. Undo the clamp form one side of the filter.

2. Remove the cover.
3. Disassemble the fouled cartridge.
4. Install a new filtering cartridge. Do this operation as fast as you can to prevent dust and/or particles from
entering the engine.
5. Fit the cover correctly, observing the direction specified on it.
6. Secure the clamp.
7. Repeat the same operation for the second cartridge of the filter, depending on whether the filter has 1 or 2
cartridges.
gas engines, also check for correct carburetion, since the mixture could be leaner.
NEVER clean a filtering cartridge.
COVER
CLAMP
FILTERING CARTRIDGE
CASING
FOULING
DETECTOR
Fig. 3 - Exploded view of GHF two-cartridge air filter
5.2.62 6/7
Dep. 2
IO-C-M-35-001e G May 2017
O&M_16.09.201_05_2020
CASING
CLAMP
FILTERING
ELEMENT
COVER
Fig. 4 - Exploded view of GHF one-cartridge air filter
5.2.63 7/7
5.2.64
Dep.2
IO-F-M-35-002e July 2006
MAINTENANCE OF MARINE AIR FILTERS
O&M_16.09.201_05_2020
1. MAINTENANCE OF MARINE AIR FILTERS

For adequate protection of the engine, the filter cartridge must be changed:
- as and when indicated in the appropriate maintenance instructions. If you follow the engine specific
maintenance instructions, the airflow restriction limit will generally not be exceeded.
- when the negative pressure due to dust and dirt build-up results in airflow restriction greater than 38 mbar
at the filter outlet. But, if you suspect any malfunction or saturation of the filters, it is this value which will
trigger the replacement of the filters before the scheduled servicing date.
Always measure the filter pressure loss or airflow restriction with the engine running at power and duty rating.
To monitor their condition, the marine air filters include a mechanical fouling indicator consisting in a red
membrane that shows up progressively inside the indicator as dirt builds up. The system shall be serviced,
when the membrane indicator is completely red or the fouling alarm is given. After servicing a filter with a
mechanical fouling indicator, it is necessary to push the "Reset" button on the indicator to relocate the
membrane at its initial position.
2. IN-OPERATION MARINE AIR FILTER CHECKPOINTS

- Inspect the air intake for fractures, cracks or other problems affecting the air supply to the engine.
- Check the fouling detector position and, if in doubt, measure the negative pressure generated by the
airflow at the filter outlet.
- Check that the air intake of the filter is not covered, flattened or blocked with contaminants.
- Make sure the filter clamp is adequately tightened.
3. MARINE AIR FILTER MAINTENANCE OPERATIONS

Servicing marine air filters imply the following commonest operations.
- Inspection, cleaning and (where appropriate) substitution of the marine air filters. Generally, the filter
cartridge can be cleaned once or twice before being replaced (see 3.1 and 3.2).
- Replacement of the marine air filters. This operation shall be performed in accordance with the specified
maintenance programme or if found damaged or when the cartridge cannot no longer be cleaned
following the above process (see 3.3).
3.1. Inspection of the marine air filter
The parameter that determines the fouling level of an air filter and signals possible faults deriving from a
malfunction of the system is the depression at the air filter outlet. Watching how this parameter changes in time
will provide information on the punctual performance of the filter. To measure the depression at the air filter, set
a water gauge in the pressure tap situated on the adapter of the marine air filter (approx. 1 mbar = 10mm WG).
Maximum permissible depression may not exceed 38 mbar at the filter outlet, with the engine running at rated
load. It is precisely when the negative pressure reaches the a.m. value that the fouling indicator points to the
need for cleaning or changing the filter.
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Dep.2
IO-F-M-35-002e July 2006
O&M_16.09.201_05_2020
A diesel engine with failing air filters will have greater specific fuel consumption and darker exhaust gases. As
regards V-engines, it is also essential that depression is as homogeneous as possible for the two banks;
differences in excess of 3-4 mbar are not recommended. If there are significant differences in the exhaust
temperatures at each bank of the engine, this is a sign of unbalance between the two banks.
Neg. pressure
tap
FILTER Fouling
indicator MARINE FILTER
Clamp FLANGE
Flange
Neg. pressure CLAMP

tap Fouling indicator
Fig.1 – Position of marine air filters for in-line engines (left) and V-engines (right)
After having verified that the filter performance with the engine running is satisfactory, i.e. without excessive
depression, unbalances and the like, remove the main cartridge from the equipment for its inspection, in
accordance with the following sequence of operations (Fig. 1):
- Keep the engine stopped throughout this process.
- Loosen the clamp fixing the air filter to the adapter.
- Extract the marine filter, avoiding impacts against the protector on in-line engines.
- Inspect the inside of the filter adapter and inlet elbow to the compressor to see if there are dirt particles
or condensates.
- Verify the condition and appearance of the main filter cartridge: the filtering paper should be free from
excessive dirt or breakage. Check the paper folds for homogeneous distribution and absence of
deformation. Verify that the plastic parts are free from deterioration due to heat, perforations or important
deformation. Clean the filter cartridge in case of high dust concentration (see 3.2).
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Dep.2
IO-F-M-35-002e July 2006
O&M_16.09.201_05_2020
To detect fractures in the cartridge, you can place it in a dark place and introduce a light inside the cartridge.
The light rays will make any crack or hole evident. Substitute the damaged cartridge for a new one.
- After checking the condition of the cartridge and cleaning the filter if necessary or specified by the
maintenance programme, reassemble the filter, proceeding in reverse order of its disassembly. Take
special care when fitting the clamp, to ensure total tightness.
- Reset the mechanical fouling detector and check the general performance of the engine when restarted.
3.2. Cleaning the main filter cartridge
Before cleaning the filtering element of a marine air filter, the inspection process described in the previous
section should have been carried out.
NEVER clean the filter cartridge mounted in the filter on the engine or in the engine room.
Blow-through
- Maximum recommended compressed air pressure to avoid damage to the cartridge: 6kg/cm².
- Blow through in the direction opposite the cartridge's use, from inside out and from top to bottom, turning
the cartridge. Keep the gun nozzle at least 25mm away from the internal perforated plate.
- It is advisable to carry out this operation at a safe distance from any object susceptible of damage by
blown out dust. Wear respiratory mask, eye and hand protection.
If this process does not improve the filter performance, change the filtering element.
Washing
Washing is recommendable only if the filter cartridge has been fouled by contaminants mixing with dust to form
dirt that compressed air will be unable to remove.
This method should not be used more than twice before replacing the cartridge
- Detach the major portion of dirt with compressed air or a water jet.
- Soak the cartridge in water with D-1400 solvent for not less than 15 minutes.
- Rinse with a water jet until clear water comes out. Maximum recommended pressure: 2.5kg/cm².
- Let the cartridge dry.
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Dep.2
IO-F-M-35-002e July 2006
O&M_16.09.201_05_2020
Do not use compressed air for drying. Do not re-assemble the filter until the cartridge is completely dry and has
been checked again.
3.3. Substitution of marine air filters
Changing the marine air filters must take place, with the engine at rest, in a ventilated room for rapid elimination
into the atmosphere of dust dispersion during the substitution process. Here is the substitution procedure:
- Loosen the clamp fixing the air filter to the adapter.
- Extract the marine filter, avoiding impacts against the protector on in-line engines.
- Inspect the inside of the filter adapter and inlet elbow to the compressor to see if there are dirt particles or
condensates.
- Replace the used filter element by a new one.
- Reassemble the filter, proceeding in reverse order of its disassembly. Take special care when fitting the
clamp, to ensure total tightness.
- Reset the mechanical fouling detector and check the general performance of the engine when restarted.
Measuring depression at the air filter outlet permits a follow-up of the filters in time according to the fouling level.
5.2.68 4/4
Dep. 2
IO-C-M-15-001e C September 2017
DAMPER CONDITION MONITORING
O&M_16.09.201_05_2020
1. INTRODUCTION
It is the damper's function to minimize the impact of the torsional vibrations developing in the crankshaft. These
vibrations originate in the successive explosions that take place in the combustion chambers and are
transmitted to the crankshaft through the pistons and connecting rods.
Damping is achieved as a viscous fluid (silicone) contained in a housing or idle flywheel spreads between the
internal plates secured to the end of the crankshaft. As silicone oil deteriorates in time, servicing becomes
necessary.
There are two methods for monitoring the condition of a damper:

- Controlling its temperature
- Analyzing the silicone oil.
Whatever the method used, the control frequency shall be established in accordance with the specifications
contained in the Engine Maintenance Guidelines.
2. DAMPER TEMPERATURE CONTROL

Dampers have been fitted with a self-adhesive temperature indicator (ref.16.15.369) for controlling their
operating temperature.
Self-adhesive temperature indicator
This indicator enables an approximate control of the maximum permissible temperature on the damper surface.
It is to be noted, however, that this indicator only records discrete jumps of temperature. The self-adhesive
indicator has ten graduations between the two temperature limits that, in our case, are fixed at 71°C and 110°C.
When the temperature reaches or exceeds a reference value, the colour of the corresponding section or
graduation changes and turns black.
Temperature should be measured at least after one hour of operation at full power. Ideally, the equilibrium
operating temperature of the damper should not exceed 100°C. Above this temperature, silicone loses its
dampening properties and, consequently, the damper stops to operate correctly, which may give rise to an
increase in torsional vibrations, finally leading to severe failures of moving components, including the breaking
of crankshaft, gears, couplings, etc.
Damper Temperature Condition

T = Room Temperature Damper inoperative. Silicone in bad condition: solid.
40ºC < T < 100ºC Ok.
T > 100ºC Overheating. Possible failure of the engine.
It is important that the indicator does not come into contact with such elements as oil, grease, water, etc. Also, it
may happen that the indicator looses its thermal properties and the reagent turns grey after a certain time of
operation. This is why, for permanent temperature monitoring, the indicators should be changed from time
to time.
An alternative of this monitoring system consists in measuring the temperature with an infrared thermometer
that permits measurements of the existing or instantaneous temperature.
5.2.69 1/4
Dep. 2
O&M_16.09.201_05_2020
3. SILICONE SAMPLING METHOD

An analysis of the damper silicone is essential to determine whether its properties are optimum or not. The
sampling kit to be used for this purpose is Siemens part number 74.44.027.
The filling plugs will be found, diametrically opposed, on the damper cover. If there is a reasonably easy access
to one of those plugs, sampling can be done with the damper installed on the engine. Otherwise, put the
damper in a normal vertical position during the sampling process. As for engines with double damper, both
dampers must be checked.
For SGE-HM series it is not necessary to take a periodical silicone sample for analysis. The damper must only
be changed when the schedule program sets it.
It is recommended to place the damper so that both filling plugs are roughly in a horizontal position and to leave
it in that position for at least one hour before starting to take samples. Depending on the damper model, any of
various thread sizes are used for the filling holes and, consequently, the threads vary at either end of the
sample container.
The silicone fluid sampling procedure is described below:
Assuming you know the thread size of the damper plug hole, prepare a
sample container and remove its screw-on cap from the end to be
introduced into the damper.
Remove the filling plug from the damper cover, while holding the
container ready to be inserted immediately.
Screw the container totally into the hole of the filling plug.
Remove the second screw-on cap from the container.
5.2.70 2/4
Dep. 2
O&M_16.09.201_05_2020
Allow silicone fluid to reach the open end of the sample container. This
may take a few seconds or hours depending on the fluid conditions and
other factors: the higher the temperature, the shorter the time required.
As soon as the fluid flows out through the open end of the container,
replace the screw-on cap.
Warning!
In order to perform the analysis of a silicone sample, at least 3/4 of the
container must be filled up.
Having a filling plug ready for its relocation on the damper cover,
unscrew the sample container.
Immediately replace the filling plug and torque to 2.5kg (18lb/ft), and
seal it with a punch mark. It is advisable to insert a new O-ring (included
in the kit) and to tighten the plug until matching the previously existing
marks.
Screw the cap on to the end of the container and check that both caps
are fully screwed on, but not forced. (Do not use any wrench.)
Cleanness of sample container, filling plugs and areas around the filling hole is essential. It is very important to
limit fluid spillage as much as possible during this process. Excess loss would alter the characteristics of the
damper as well as reduce the possibilities of taking more samples in future. If fluid spillage is null, at least 10
samples can be taken, when using 'Standard' 1cc containers.
5.2.71 3/4
Dep. 2
O&M_16.09.201_05_2020
3.1. ON-SITE ANALYSIS OF THE SILICONE SAMPLE
A rapid analysis of the silicone condition can be made by observing the color of the sample. The meaning of
possible colors is defined below.
Normal Condition: The original fluid is completely clean

and free from impurities.
Intermediate Condition: The sample has a lightly

darkened color and may contained particles.
Critical Condition: The sample has a dark brown or black

color and has been contaminated by metallic particles.
3.2. SILICONE SAMPLE ANALYSIS PERFORMED BY THE MANUFACTURER
If there is any doubt about the silicone condition, it is recommended to perform a more exhaustive analysis. In
this case it must send a sample to Siemens in order to perform that analysis.
5.2.72 4/4
Dep. 2
IO-C-M-20-002e H September 2017
COOLING SYSTEM MAINTENANCE
O&M_16.09.201_05_2020
1. PROCEDURE FOR FILLING AND DRAINING THE COOLING CIRCUIT WITH ANTIFREEZE
This section describes the method of filling the cooling circuits in Siemens engines, and is suitable for engines
and containerized units.
Prior to filling, the bleed valves on the water circuits have to be opened. On the engine side, the purge in the
main circuit is located in the thermostat housing or on the inlet pipe to the latter. If there is no thermostat
housing, look for it at the highest point of the circuit. In general, for the auxiliary circuit, it is fitted to the highest
part of the dry-cooler or at a high point on the pipe.
Fig. 1 - Air bleed valve in thermostat housing
For the SGE-42HM and SGE-56HMit should be purged both in the thermostat housing and at the highest point
of the main circuit, which is in the cylinder head water outlet manifold.
Fig. 2 - Air bleed valve in thermostat housing and cylinder head water outlet manifold SGE-42HM and SGE-56HM
5.2.73 1/5
Dep. 2
O&M_16.09.201_05_2020
The main and secondary circuits on dry-coolers, radiators or heat exchangers, are usually equipped with
automatic air bleed valves. Some come with a shut-off valve for overriding, but you must ensure they are open
during operation. To fill quickly, leave the shut-off valve open and remove the automatic bleed valves until only
liquid begins to flow out with no air, at which point you have to close the valve, without forgetting to refit the
automatic bleed valves and open said shut-off valve.
Fig. 3 - Automatic air bleed valve
It is, in turn, both important and necessary that automatic bleed valves are installed at the highest, intermediate
points on the circuit, where there is a probability that air pockets (loops in the circuit) may occur. This way,
purging air pockets located at different points throughout the installation is ensured.
AUTOMATIC AIR BLEED VALVE
DRY-COOLER
ENGINE
Ç
ALTERNATOR
Fig. 4 - Diagram and fitting of automatic air bleed valves at high, intermediate points on the circuit
5.2.74 2/5
Dep. 2
O&M_16.09.201_05_2020
There are two ways to fill the circuit:
1. Fill with water previously mixed with antifreeze. This is the best system to use for filling the cooling
circuits. Water with antifreeze in the right proportion is premixed in a tank (refer to IP IO-CM-20-001e), so
what we feed into the engine is a homogeneous mixture of water and glycol. Filling is done using an electric
pump or by gravity until the right pressure is achieved.
2. Fill with water and subsequently add antifreeze. This method is not recommended because the mixture
will not be homogeneous until the water pumps are started, which if after adding antifreeze we do not
operate the pumps at specific points in the circuit, we only have water that can freeze after a certain period
of time. Therefore, when filling it is important to make sure that after starting the engine, we reach a sufficient
load to open the thermostats and recirculate water and antifreeze around the circuit, such that after stopping
the circuit, it is full and there is no risk of freezing.
In both cases ensure that the ratio of water to antifreeze is correct (refer to IP IO-C-M-20-001e). A hydrometer is
used to determine the concentration of glycol in the water, which will give the density of the water/antifreeze
mixture. The supplier of the antifreeze is required to provide the table that correlates density and concentration. A
refractometer can also be used to get an immediate reading for the concentration value. IP IO-C-M-20-001e
displays a graph indicating, based on the concentration and, if the antifreeze is ethylene glycol or propylene glycol,
the temperature at which the mixture freezes, in addition to the recommendations on the additive to be used.
The air bleed valves must be opened until no further air bleeds out. For closed, pressurized circuits, the circuit is
filled to a pressure slightly above 1 bar.
Fig. 5 - Typical hose/circuit connection for filling and draining the cooling system
During the first engine start-up and when the water is a little hot again, open the purge valves to ensure only
water flows out. If air comes out, leave them open until the air is completely released. If the pressure in the
circuit has lowered a lot, it has to be filled up sufficiently.
It is very important to ensure that there is no air in the circuit, since this greatly reduces the cooling capacity,
causing explosions in the cylinders, cavitation in the water pumps and a considerable decrease in the flow of
water that is circulating through the engine circuits.
5.2.75 3/5
Dep. 2
O&M_16.09.201_05_2020
This is particularly true for engines that operate with water in the main circuit 120ºC when this temperature is
reached, it is necessary to re-purge the circuit as the capacity to dissolve air in water decreases significantly
with temperature, such that on filling the circuit with cold water, we may not have air and have significant air
pockets in the entire circuit at the operating temperature. The same occurs in engines where the secondary
circuit water is at 80°C.
To drain the cooling circuits, water intakes for filling and emptying should be at the lowest point of the circuit. If
not, release a flange in the lower area to completely empty the circuit by placing a container underneath to
collect the water with antifreeze. Emptying can be done by gravity or by using an electric pump. The hose is
connected to the water intake and after starting up the pump, once the pressure permits, open all the purges in
the circuit that are being emptied, so the water allows the air to flow through after it has been discharged. If the
circuit is equipped with another water intake on the side of the dry-coolers, radiators or heat exchangers, we
connect the hose or pump to that intake after draining the water from the engine and check whether water still
comes out. Then, close all the bleed valves.
Since antifreeze is a pollutant, it must be collected in a suitable container for subsequent treatment or reuse.
To fully drain the dry-coolers, radiators or heat exchangers (as may occur in the case of containerized units),
they have to be separated from the rest of the circuit by disconnecting the associated piping. A number of
covers that have been designed for draining are fitted to the pipes: the one at the highest pipe have an outlet for
compressed air and located on the lowest pipe to connect a hose that after injecting compressed air discharges
all water with antifreeze into a suitable container.
Before draining, wait for the water contained in the circuits to cool, as the temperatures reached in the engine
after it has been operating are dangerous if they come into contact with the body.
2. COOLING SYSTEM MONITORING AND CLEANING

The cooling system has to be regularly monitored, paying particular attention to any leaks that may occur in the
hoses, clamping flanges, seals, etc.
To prevent any overheating of the engine, the cooling system must be kept clean. All conduits in the engine and
in the heat exchanger (if any) must be free from deposits and impurities contained in the cooling water (refer to
IP IO-C-M-20-001e).
A chemical is used to clean the circuit (usually dilute hydrochloric acid), recirculating it by using an auxiliary
pump to eliminate all possible scaling in pipes and component ducts in the system.
5.2.76 4/5
Dep. 2
O&M_16.09.201_05_2020
Particular attention should be paid to the specifications of this product and the supplier's recommendations as
excessive recirculation may damage some components. In addition, before refilling the circuit, it must be
cleaned with water to remove all traces of hydrochloric acid in the installation.
This cleaning product should be used with the appropriate security measures to avoid contact with any part of
the body because it can be very dangerous.
If you notice a decrease in the thermal efficiency of the intercooler or when the operating hours set out in the
guidelines for maintenance are reached, it can be disassembled for cleaning. The tubes are thoroughly cleaned
using a nylon brush that has been dampened. They are then rinsed with plenty of water until no further deposit
exits. The water seals have to be changed before assembling the intercooler. Cleaning can be done using high
pressure water and using equipment designed for it, like the rest of the cooling system, by recirculating a
suitable cleaning. We can do the same with the oil cooler.
The water thermostat is another component that has to be checked, which is built in to the corresponding
casting housings. To verify proper operation, they are periodically placed into a bowl of water, heating it and
controlling the temperature from the start and end of opening. The opening start temperature is marked on the
base of the capsule in which the wax is enclosed which enables the thermostat to operate, while the opening
end temperature is 13ºC greater than the previous temperature. If the data obtained deviates significantly from
the specified values, the thermostat needs to be changed.
5.2.77 5/5
5.2.78
Dep. 2
MAINTENANCE OF INTERCOOLERS
O&M_16.09.201_05_2020
1. INTRODUCTION
This document describes the correct maintenance procedure for Siemens intercoolers.
2. CLEANING THE INTERCOOLER

Siemens has designed and manufactured its intercoolers with a view to minimising the necessary maintenance
operations.
Therefore, no special maintenance process other than cleaning is necessary for operating the intercooler.
Cleaning specifically implies:
- cleaning the set of plates

- cleaning the water pipes
- plugging the water pipes
Different intercooler models
2.1. CLEANING THE SET OF PLATES
Excessive dirt build-up on the plate surface reduces the performance of the intercooler considerably. Dirt on the
plates also leads to a pressure drop in the air stream that flows through the cooling core.
To clean the intercooler, it is necessary to remove the cooling core from the air pipework (see section 3). Next,
clean the plates with a jet of warm water.
When performing this operation, take care not to damage the plates. Direct the water jet parallel to
the plates.
5.2.79 1/3
Dep. 2
O&M_16.09.201_05_2020
Then, dry the plates with compressed air. If any plate gets damaged during this process, you can repair it with
long-nose pliers or a special-purpose tool.
If the dirt is not removed by the above procedure, use a solvent, as outlined below, to get a deeper clean.
 Firstly, insert the bundle of plates into a tank where they are completely covered. Add a benzene
(minimum 75%), hydrocarbon (minimum 10%) and alcohol (minimum 2.5%) based solvent, leaving it to
stand for 24 hours. After this time, visually inspect the plates for cleanliness obtained.
 If the previous step does not thoroughly clean the plates, a closed cycle recirculating a cleaning solution
is applied, wherein the flow of solvent through the bundle of plates is strengthened by means of a transfer
pump. The pump should impel 6m3/h at a pressure of 1 bar.
 As a final step, compressed air is used to dry the plates.
Finally, reassemble the cooling core as explained in section 4.
2.2. CLEANING THE WATER PIPES
For chemical cleaning of the water pipes inside, it is not necessary to remove the intercooler from the engine or
the cover from the water system. If cleaning is by mechanical means, it will be necessary to remove the water
system covers in order to reach the pipes.
Chemical cleaning is suitable when the parts are not excessively dirty. To clean the pipes, circulate a mixture of
water and special cleaner in the system for at least one hour. Next, check the pipes cleanliness through the
water inlet/outlet. Finally, flush the system with clean water.
In the event of a mechanical cleaning process (after removing the covers), clean the inside of the pipes with a
special brush and then flush the system with water to remove dirt. Finally, reassemble the cooling core as
explained in section 4.
2.3. PLUGGING THE WATER PIPES
If any pipe leaks or is broken, both ends can be plugged with special covers to repair the leak.
When the number of plugged pipes exceeds 5% of the total, it is necessary to replace the entire intercooler.
5.2.80 2/3
Dep. 2
O&M_16.09.201_05_2020
3. REMOVING THE INTERCOOLER

Here is the procedure for removing the intercooler:
- Stop the engine; allow water to circulate for several minutes until it cools down.
- Close the coolant supply (where appropriate) and remove the drain plugs and bleeders to empty the
cooling circuit.
- Release the connectors of the inlet and outlet coolant pipes, taking care not to damage the pipes and
seals in the contact areas. Unscrew the air circuit adaptors and remove the intercooler.
- After removing the intercooler, remove the side covers from the intercooler, taking care not to damage the
surface of the gaskets.
4. FITTING THE INTERCOOLER

Here is the procedure for fitting the intercooler:
- Check and clean the seals contact areas. Change old seals with new ones.
- Set the sealing gaskets in the side covers of the intercooler.
- Fit the side covers and tighten the fixing screws alternately diagonally (top left, bottom right...) to avoid
stress in the covers. The following tightening torques apply:
Screw M6 M8
Tightening torque (Nm) 8.6 21
- Set the intercooler between the two air circuit adaptors and fix it.
- Fit the connectors of the in and out coolant pipes.
- Close the circuit-draining plug and open the coolant supply, with the circuit bleeder still open. After
filling the circuit, close the coolant supply and circuit bleeder.
5.2.81 3/3
5.2.82
Dep. 2
IO-C-M-60-004e A September 2017
MAINTENANCE OF PICK-UPS
O&M_16.09.201_05_2020
1. INTRODUCTION
This document describes the procedure for correct maintenance of speed pick-ups on Siemens engines.
2. MAINTENANCE OF PICK-UPS
The magnetic pick-ups serve as instant input of the engine speed or cycle (expansion or compression) to the
engine control, carburetion, injection and other systems.
Pick-up maintenance is a simple process that shall take place according to the engine maintenance schedule.
Concretely, the maintenance operations consist in:
- Removing the pick-up: disconnect the cable from the top and unscrew the pick-up from its housing.
- Cleaning the pick-up: wipe the pick-up head with a damp cloth to remove sticking dirt. Do not use any
solvent or other aggressive products that would damage this device.
Also, clean any waste oil, dust, etc. off the two connectors (cable and pick-up) with an electrical
circuit cleaner.
If you observe any impact, wear or other defect on the pick-up, change it for a new one.
- Adjusting the pick-up: the gap between the pick-up sensor and the moving component must be from 0.5 to
0.8 mm. To adjust the pick-up, screw it in to a stop and then back it half a turn. Next, secure the pick-up with
the locknut and plug the signal cable.
Other pick-ups are available, which permit a greater clearance between pick-up and moving part (0.25 and
1mm). However, we recommend you adjust the gap to the abovementioned values.
0,5-0,8
0.5-0.8mm
mm
5.2.83 1/1
5.2.84
Dep. 2
IO-C-M-15-003e B May 2017
MAINTENANCE OF FLEXIBLE COUPLING
O&M_16.09.201_05_2020
1. INTRODUCTION
This document provides information for appropriate maintenance of flexible couplings on Siemens engines.
2. INSPECTING THE FLEXIBLE COUPLING

The flexible coupling on Siemens engines consists of three major elements: fixing flange to engine, fixing plate
to driven shaft and elastic elements.
Fixing flange to drive shift
Elastic elements
Fixing flange to engine
Most of the couplings include exclusively circular section elastic elements: But there are also couplings which
combine the circular section elastic elements with oval elastic elements whose function is to separate the
coupling's metallic elements.
According to the hours of operation and operating conditions (temperature, dirt, power variations…), it will be
necessary to check the elastic elements of the coupling. The maintenance schedule specifies the inspection
frequencies for each specific application.
Sometimes, a visual inspection of the elastic elements may be difficult due to the peculiarities of the generating
set or propulsion system. Under those circumstances, it will be necessary to carry out this visual inspection with
an endoscope.
5.2.85 1/1
Dep. 2
IO-C-M-15-003e B May 2017
O&M_16.09.201_05_2020
When inspecting a coupling visually, pay special attention to the following points:
CIRCULAR SECTION ELASTIC ELEMENTS:
- Excessive deformation of the circular section: if you notice that one of the elastic elements deviates from
its original diameter in more than 10%, change it.
New elastic element Deformed elastic element
- Presence of cracks or indents: change el elastic element if there is any type of crack, indent, and sign of
corrosion… on it.
Indent in elastic element
To avoid this type of indents, make sure the elastic elements fits completely into its housing.
- Wear of the element: Change the element when the edges of the cylinder are worn, even if the element still
has its original shape.
- Change in the element hardness: Change the element if its hardness varies from the nominal value in
more than 10%.
A sticker on the elastic element shows its Shore hardness. Example: if the element is SM70, its Shore
hardness is 70; therefore, the permissible hardness range is 63 to 77 Shore.
5.2.86 2/2
Dep. 2
IO-C-M-15-003e B May 2017
O&M_16.09.201_05_2020
OVAL ELASTIC ELEMENTS:
In the case that the coupling has oval elements, it is not necessary to check the deformation of this type of
rubber, simply check that they continue fulfilling the function of separating the coupling's metallic elements.
It is also not necessary to check the rigidity or the variation in the hardness of these elements.
Minor wear or small cracks in these elements also do not affect the coupling's operation, although it is
necessary to verify that they are in one piece and not seriously damaged.
5.2.87 3/3
5.2.88
Dep. 2
IO-C-M-45-001e D May 2017
MAINTENANCE OF TURBOCHARGER
O&M_16.09.201_05_2020
1. INTRODUCTION
This Product Information Sheet aims to provide guidance on how to maintain the turbocharger of Siemens
engines.
2. VERIFICATION OF THE TURBOCHARGER

The inspection and possible repair of turbochargers must be carried out by one of Siemens official or authorised
Repair Shops.
A turbocharger is a critical component to ensure correct operation of the engine. If the turbocharger does not
work correctly, the engine will not perform as initially specified. Therefore, the turbocharger must undergo a
simple verification consisting of four checks (that do not require removing the turbocharger), namely:
- Check for axial play: Apply force axially on the shaft and check that there is no excessive axial
clearance (see the engine service manual to see the admissible values)
- Check for radial play: Apply force radially on the shaft and check that there is no excessive radial
clearance (see the engine service manual to see the admissible values).
- Rotation: Push one of the wheels inwards, while turning it with your hand at the same time in order to
detect friction or seizure. Repeat this process on the opposite side. The wheels must rotate freely, without
touching the casing, turbo plate or turbine insert.
- Blade condition: Visually inspect the blades of compressor and turbine, with a lamp, to see if they are
very dirty or contain foreign materials. Check the wheels, casings and turbine inserts for scratches. Verify
if there are blade edges bent, cracked or indented. Check clearance between blade and casing.
Compressor Turbine Compressor Turbine
Step 1: Axial Clearance Step 2: Radial Clearance
Compressor Turbine Compressor Turbine
Step 3: Rotation Step 4: Visual Inspection
5.2.89 1/3
Dep. 2
IO-C-M-45-001e D May 2017
O&M_16.09.201_05_2020
If you find any fault during this inspection, you will have to check the turbocharger completely in order
to solve the problem. In this event, ask Siemens for the instruction manual specific to the turbocharger
that needs overhauling or have the turbocharger checked by one of Siemens official or authorised
Repair Shop.
After assembling the turbocharger, do the following:
- Check the turbo assembly and connections for security problems and air or lubricant leaks.
- Check the manifold connections to the turbine as well as the exhaust manifold gasket.
- Remove the oil drainage tube from the turbo. Look if there is oil inside and check the oil circuit for proper
operation (if your engine comes with a pre-lubrication system, you can use it). Once you have finished the
inspection, refit the drainage tube.
- Lubricate the new turbos before starting them. To do so, add oil into the oil inlet and turn the turbo by
hand a few revolutions.
- Verify that lube oil is clean and that the oil strainers are in good working conditions.
After starting the engine, do the following:
- Refrain from increasing the load excessively, while the coolant temperature in the fresh water circuit
remains below 37ºC.
- Test the engine under full loaded conditions.
- Inspect all air, oil and exhaust gas pipes for leaks.
- Check the turbochargers for unusual noise or vibration when the engine runs at rated load and output. If
noting any excessive noise or vibration, stop the engine immediately and contact your local Siemens
Technical Assistance Service.
- Keep the engine idling for 3 or 4 minutes before shutting it off.
3. CLEANING THE TURBOCHARGER

Dust particles entering the intake air pipe may cause damage to the compressor of the supercharging system.
Bearing in mind that even the most efficient air filter allows a small amount of dirt to pass through, dirt will
adhere to the compressor blades if there is oil or similar substances on them. The contamination of the
compressor could be accentuated in the engines with crankcase recirculation system.
This will unbalance the blades and reduce the efficiency of the turbo. Therefore, it is advisable to set up a
compressor cleaning plan based on the operating conditions and to remove periodically any dirt particles
adhering to the blade surface. To eliminate dirt, avoid inadequate methods like scraping with a screwdriver,
sandpaper, emery cloth or steel wool.
Each turbocharger model has a specific cleaning procedure, therefore a proper cleaning of the turbocharger
must follow the cleaning procedure included in the engine service manual.
5.2.90 2/3
Dep. 2
IO-C-M-45-001e D May 2017
O&M_16.09.201_05_2020
4. TURBOCHARGER FAILURE ANALYSIS

Due to high pressure and high temperature working conditions, the turbocharger wheels are made very
sensitive to abrasive and other specific operating environments.
Some of the most frequent causes of turbocharger failure include:
Presence of foreign material in the intake system, causing damage to the compressor blade profile. Foreign
materials can be of such nature as:
- Weld slag that failed to be removed from the pipes.

- Particles that detach from air filters.
- Nuts, bolts, washers, etc.
- Compressor wheel fixing nut loose and moving along the threaded shaft.
Presence of foreign material in the exhaust system, resulting in breakage, deformation or knocking of the
turbine impeller blades. Such material can be:
- Loose items in the exhaust manifold, namely nuts, bolts, washers and parts that were not removed when
the turbo was last overhauled.
- Fragments of broken parts of the engine (valves, valve guides, seats, piston rings…).
Inadequate part clearance leading to collision of the compressor wheel or turbine wheel with their respective
casing. Incorrect play may result from damaged axial bearings that permit shaft movements beyond normal
limits. Damage to the bearings can originate in:
- Contaminated lubricant
- A lack of lubrication
- Improper balance of a rotating unit
- High negative pressure at compressor inlet due to air filter clogging
- High back-pressure at exhaust gases oultet.
Abrasion or erosion develop under the action of sands that bite and thin the leading edges of the blades.
Sands and other particles impacting on the blade surface at high speed also produce severe erosion. The
presence of such materials may be due to defective air filtration.
5.2.91 3/3
5.2.92
Dep. 2
USER AND MAINTENANCE MANUAL - ELECTRIC

WATER PUMPS
O&M_16.09.201_05_2020
1. INTRODUCTION
The following product information describes the correct use and maintenance of the electric water pumps used
by Siemens to pump water in its engine cooling circuits. Siemens uses three kinds of pumps for its installations.
The current inline extended shaft pumps of the primary circuits and engines, the inline split shaft pumps used
beforehand and the base plate pumps for cooling tower circuits.
Pumps must be handled by duly qualified individuals. Staff should read carefully and understand the installation
instructions (IT-C-A-20-011e) and the user and maintenance instructions before handling the equipment.
Respect danger warnings and the regulations applicable to the place of installation to avoid risks for people,
equipment and the installation itself.
Disconnect the installation and/or pump before carrying out any work.
Respect the limit values stated in the information supplied with the equipment to ensure the cabinet and unit in
general is safe.
1.1. INLINE EXTENDED SHAFT PUMPS
Standard primary circuit pumps for current Siemens engines are inline extended shaft pumps that are easily
fitted to the piping. The following diagram shows the components of said pumps:
1. Volute, pump body or housing.

2. Electric motor.
3. Impeller.
4. Impeller fixing nut.
5. Washer.
6. O-ring.
7. Pressure gauge connection plugs.
8. Mechanical seal
9. Volute-motor fixing screws.
10. Purge screw
5.3.1 1/6
Dep. 2

WATER PUMPS
O&M_16.09.201_05_2020
1.2. INLINE SPLIT SHAFT PUMPS
Siemens used to supply this kind of pump, the main difference with the above pumps being the type of shaft. In
this case the shaft is split and requires a coupling to join the shaft of the electric motor and the volute. This
means we have to check the alignment of the shafts whenever they are handled. The following diagram shows
the components of said pumps:
From 1 to 8, the components are the same as the

inline extended shaft pumps.
9. Motor-lantern fixing screws.
10. Housing.
11. Screw for motor / lantern fixing.
12. Washers for motor / lantern fixing.
13. Fixing screws for lantern / volute.
14. Coupling guard
15. Impeller shaft.
16. Spring ring.
17. Coupling.
18. Purge screw.
1.3. BASE PLATE PUMPS
Base plate pumps are standard Siemens pumps for cooling circuits with cooling towers. Their installation and
appearance are considerably different. The following diagram shows the components of this kind of pump:
As can be seen, Nº 1, the volute is different with

base plate pumps, but the remaining
components from 2 to 18 are the same as with
inline split shaft pumps.
19 - Adapter ring.
20 - Pump support for ≤ 4kW motors.
5.3.2 2/6
Dep. 2

WATER PUMPS
O&M_16.09.201_05_2020
2. TRANSPORT AND STORAGE

During transport and storage pumps must be protected against humidity and mechanical damage. Pumps must
be transported using authorised lifting equipment that must be attached to the pump flanges and, when
necessary, to the outer circumference of the motor (Protect against possible slippage!). The transport rings of
the motor should only be used as a guide when raising the load.
The motor transport rings may only be used to transport the motor and hot the whole pump.
3. MAINTENANCE
When spare parts are needed, check product information IO-C-R-20-001e, which describes the repair kits
containing all the parts needed.
Disconnect the pump and ensure that no-one can reconnect it before carrying out any repair or maintenance work.
In most cases, fluids are pumped at high temperature, meaning that the pumps must be allowed to cool before
working on them.
Pay special attention to the following elements when the pumps are in operation:
- Bearings: The ball bearings are supplied pre-greased. High-quality lithium grease should be used to
grease the bearings. Under normal conditions they should be packed every 15,000 hours or 2 years in
service. In unfavourable operating conditions, the bearings should be checked, cleaned and greased
more often.
- Bearing unit: The temperature of the bearings can be 50ºC higher than the ambient temperature but
should always be less than 90ºC measured on the outside of the bearing housing.
- Coupling: The elastic parts of the coupling should be replaced if they show signs of wear.
5.3.3 3/6
Dep. 2

WATER PUMPS
O&M_16.09.201_05_2020
- Packing: With versions using stuffing box packing, this should drip slightly. If, after a given period, the
leaks are excessive, the stuffing box flange should be re-tightened and any leaks monitored. If re-
tightening is not possible, then another packing ring should be added. It should not be necessary to
change the complete packing.
- Total head and power efficiency: These should be checked regularly.
3.1. DISMANTLING
The internal components of in-line pumps can be accessed without removing the inlet and outlet piping from the
pump body. Before dismantling the pump ensure that it is both electrically and hydraulically disconnected.
Proceed as follows to dismantle:
- Release the self-priming pump piping (if present).
- Release the nuts retaining the pump cover with the volute casing. Use two extractors to lift the whole unit off.
3.2. ASSEMBLY
The bearings, mechanical seal and gaskets must be inspected before assembling the pump to ensure that all
the components are clean and lubricated. The contact faces of the mechanical seal must be clean but not
lubricated. To re-assemble the pump, proceed in the reverse order to dismantling. With inline split shaft and
base plate pumps, correct alignment of the shaft must be checked with the mounting yoke or a 5mm gauge,
checking that there is a gap of 5mm between the lantern and the coupling all the way round.
3.3. MECHANICAL SEAL
The mechanical seal may drip slightly when running in. However, it should be checked weekly and should be
changed if it continues to leak. Proceed as follows to change the mechanical seal:
 Disconnect the installation and prevent any unauthorised start-up.

 Close the cut-off valves before and after the pump.
 Depressurise the pump by opening the purge screws (Nº 10).
Danger of burns when purging the pump and draining off hot fluid.
 If the cable s too short to dismantle the motor, disconnect it.

 Release the motor fixing screws (Nº 9) on the motor flange and remove the latter from the pump with
suitable lifting apparatus.
 Remove the impeller fixing nut (Nº 4), remove the washer beneath it (Nº 5) and remove the impeller
(Nº 3) from the pump shaft.
 Remove the mechanical seal (Nº 8) from the shaft.
 Carefully clean the contact surfaces and shaft seat.
 Remove the stationary ring of the mechanical seal with seal collar from the motor flange, remove the O-
ring (Nº 6) and clean the seat areas.
 Place the new stationary ring of the mechanical seal with seal collar on its seat on the motor flange. Use
a few drops of ordinary washing up liquid for lubrication.
5.3.4 4/6
Dep. 2

WATER PUMPS
O&M_16.09.201_05_2020
 Insert a new O-ring into its groove.
 Place the moving part of the new mechanical seal on the shaft. Use a few drops of ordinary washing up
liquid for lubrication.
Observe the torque values stated in Section 4 of these instructions.
 Carefully fit the motor unit in the pump housing, using suitable lifting equipment, and screw in place.
Connect the motor cable.
Observe the torque values stated in Section 4 of these instructions
3.4. ELECTRIC MOTOR
Increased bearing noise and unusual vibrations indicate a worn bearing. Replace the bearing if this happens.
However, if the motor needs to be replaced, take the following steps:
 Disconnect the installation and prevent any unauthorised start-up. Close the cut-off valves before and
after the pump and depressurise the pump by opening the purge screws (Nº 10)
Danger of scalding by hot liquids.
 Remove the motor power cables.

 Release the motor fixing screws (Nº 4) from the motor flange and lift the latter from the pump with suitable
lifting apparatus.
 Carefully insert the new motor unit into the pump housing with suitable lifting equipment and screw it down.
Observe the torque values stated in Section 4 of these instructions.
 Connect the motor power cable.
5.3.5 5/6
Dep. 2

WATER PUMPS
O&M_16.09.201_05_2020
4. TORQUES
The table below shows the torque values to be observed after dismantling and assembly operations.
Initial torque
Screw connection Fitting instructions
Nm ± 10%
M10 30
Impeller - shaft -
M12 60
Volute - motor flange M16 100 Tighten the screws uniformly crosswise
5. FAULTS, CAUSES AND SOLUTIONS

The table below shows the faults, possible causes and solutions to the most common problems. If any other
problem should occur that cannot be resolved, contact the Siemens Applications Engineering Department.
Fault Possible cause Solution

Disconnect the pump, remove the obstruction. If the
Pump jammed.
motor is blocked, overhaul/change the motor.
Connection between cable and terminal loose. Tighten all screws on terminal strip.
Faulty fuses. Check fuses and change faulty ones.
Faulty motor. Contact the Technical Service Department.
Throttle hydraulic flow rate down to rated on the
Overload relay tripped
Pump does not start or discharge side of the pump.
fails to run
Reset the overload relay to the correct rated current
Incorrectly set trip relay
stated on the specifications plate.
Thermal overload relay tripped due to Reposition overload relay or protect against the
excessive ambient temperature. heat.
Check motor and fan cover for any dirt/dust and
clean if necessary. Check ambient temperature and,
Tripped PTC thermistor in the motor coil.
if necessary, ensure an ambient temperature of ≤40
º C by forced ventilation
Incorrect direction of rotation. Check direction of rotation and change if necessary.
Faulty discharge cut-off valve. Open the cut-off valve slowly.
Pump operates at low Correct incorrect terminal bridging (star instead of
power. Speed of rotation too low.
delta).
Eliminate any leaks from the flanges, purge the
Air in suction pipe.
pump.
Increase inlet pressure, ensure minimum required
Insufficient inlet pressure. pressure at inlet port, check inlet side cut-off valve
and filter and clean if necessary.
Contact the Siemens Technical Service Department
Noisy pump.
Damaged motor bearings. or a qualified specialist to check the pump and
repair it if necessary.
Check the flat seals and alignment between the
The impeller rubs.
lantern and pump housing. Clean if necessary.
5.3.6 6/6
Dep. 3
USER AND MAINTENANCE MANUAL - STANDARD PLATE

HEAT EXCHANGERS
O&M_16.09.201_05_2020
1. RECOMMENDATIONS FOR USE

Plate heat exchangers are designed for certain specific pressure, flow and temperature conditions and for
certain fluids on both sides. Changing any of these characteristics may damage the exchanger plates or
gaskets. Therefore, never change the operating conditions of the exchanger. If a change in operating conditions
is unavoidable, consult the Siemens Engineering Applications department to see whether any component or the
whole exchanger needs to be replaced.
Regular visual checks must be carried out to ensure that the plate heat exchanger is working as per design
conditions. During operation, care must be taken to avoid water hammer or sudden temperature changes that
could damage the exchanger.
1.1. SERVICE SHUTDOWN
During shut downs some fluid may leak out as the temperature of the exchanger falls. This makes it necessary
to have some way of collecting said leaks. If the exchanger is outdoors, measures must also be taken to avoid
the fluids freezing.
If the plate heat exchanger is shut down for a prolonged period, it will be necessary to drain the fluids and leave
it depressurised to avoid deterioration. It should also be thoroughly cleaned and stored correctly until it is
returned to service.
1.2. STORAGE
If the exchanger is to be stored for a prolonged period, more than a month, the following measures should be
taken to prevent premature deterioration of the exchanger:
 First let the exchanger cool down.

 Drain all the circuits.
 Lubricate all the nuts and bolts.
 Loosen the heat exchanger screws to a maximum distance of “at +10%”. This prevents the gaskets from
being under excessive pressure and stops particles of dirt entering the exchanger. A notice should be put
on the exchanger, so that the person starting it up again realises that the nuts need to
be tightened.
 Cover the equipment with a black plastic sheet to prevent light damaging the gaskets.
 Store the exchanger, preferably somewhere where the ambient temperature is between 15 and 20ºC and
the humidity is no higher than 70%. If possible, place the exchanger in a wooden box lined to stop water
from getting in.
 Do not store the equipment in an ozone atmosphere caused by electric motors, welding equipment, etc.
as ozone affects the gaskets. Neither should it be stored near organic or acid solvents, heat sources or
UV radiation.
5.3.7 1/9
Dep. 3

HEAT EXCHANGERS
O&M_16.09.201_05_2020
2. MAINTENANCE
To increase the life of the equipment and its performance, the following actions should be taken at least once
a year:
 Check project flow rates and temperatures.

 Look for any damage and/or leaks.
 Use a cloth to clean the painted surfaces and check their condition. If necessary, repaint any
worn areas.
 Check and clean nuts and bolts. Grease the threads with Molybdenum grease or a corrosion inhibitor.
Take care that the oil and grease do not come into contact with the gaskets, as they will deteriorate.
 If the screws on the counterflange are loosened, clean them and lubricate with light oil.
If a reduction in the performance of the equipment is detected, it should be cleaned. If it is very dirty, all the
plates will have to be dismantled and cleaned one by one. If not, then it can be “Cleaned In Place” (CIP) without
dismantling the equipment. The following points describe both kinds of cleaning.
2.1. CIP CLEANING
With CIP cleaning it is not necessary to dismantle the exchanger, but we need a set of valves and pipes to
isolate the exchanger from the rest of the circuit and send the flow in the opposite direction. Another important
factor is that the dirt must be soluble in the detergent or other product used, while the latter must be compatible
with the material of the plates and gaskets. Check with Siemens to make sure you have chosen the right
detergent.
When handling cleaning products, wear safety gloves, mask and glasses.
This type of cleaning is normally carried out when the circulating fluids contain large particles. The following are
the correct steps to take for CIP cleaning:
 Drain all fluid from the exchanger so that it is completely empty and rinse with warm water.
 Empty the exchanger again and circulate the water-detergent solution in the opposite direction to normal
operation (Backflushing). The pressure and flow rate should be as high as possible and never less than in
operating conditions. You should follow the instructions of the manufacturer of the cleaning product, but
the process should last for at least 30 minutes.
 After the CIP cleaning, use mains water to rinse the exchanger for at least as long as for the
cleaning itself.
This type of cleaning can also be carried out without recirculating the fluid, simply fill the exchanger with the
cleaning product and remove it later by rinsing with abundant water.
5.3.8 2/9
Dep. 3

HEAT EXCHANGERS
O&M_16.09.201_05_2020
2.2. MANUAL CLEANING
When there is a lot of dirt and the performance of the exchanger has fallen considerably, the plates should be
dismantled and cleaned one by one. To do so, first dismantle the exchanger and carefully remove the plates,
clean it and finally reassemble it. The following points describe the steps to be taken for correct
manual cleaning.
 The exchanger should be opened when it is cold and depressurised. The correct course of action is to
isolate it from the rest of the circuit, let it cool down to 35ºC and drain it completely, collecting the fluid in a
tray or along a waste disposal channel so that it can be disposed of correctly.
 Clean the whole exchanger with a cloth, especially the guide rails, in order to allow the plates to slide
more easily. Also clean the threads of the tie bars and grease them lightly.
 Before dismantling the exchanger, it is very important to make a notice of distance “a” and you should
mark the plate pack with a coloured diagonal stripe to ensure that the plates are reassembled in the same
order.
 Dismantle the exchanger after cleaning it and making a note of distance “a”.
This action should be carried out by two people wearing safety gloves to ensure personal safety, as the sharp
edges of the plates can cause cuts.
 The first step is to loosen the bolts two by two, alternating those diagonally opposite each other.
 Once all the bolts have been loosened, remove the nuts and then the bolts. Two bolts should remain on
each side to prevent the plates from falling sideways, especially with exchangers installed on ships.
 Before extracting the plates, remove the movable pressure plate. Some exchangers have a safety stop.
In this case, first push the pressure plate to the limit and then move the plates to the limit as well and
leave them resting on the fixed pressure plate. While one operator holds the plates, the other releases the
safety stop and pushes the fixed pressure plate to the end of the guide rail. We can now release and
extract the plates, taking great care not to damage them or the gaskets.
5.3.9 3/9
Dep. 3

HEAT EXCHANGERS
O&M_16.09.201_05_2020
 The plates must be numbered on extraction so that they can be reassembled in the same order. Pile
them up carefully, ensuring that they do not fall over and either damage themselves or injure someone.
 All damaged gaskets and any stuck to the exchanger should be removed with acetone.
When handling cleaning products, wear safety gloves, mask and glasses.
 Clean the plates with abundant warm water and a brush with bristles of nylon or other soft material. Never
use brushes with metal bristles or any abrasive material, as this would damage the plates and gaskets. If
they are very dirty, a high-pressure water hose can be used or the plates can be immersed in a bath with
water and detergent for a while before cleaning with a brush.
 Before assembly, rinse the plates with abundant water and remove any foreign bodies that may be on the
gaskets.
If any plate is damaged and in bad condition, check those before and after it as they may also be damaged.
After the plates have been removed and cleaned, they must be refitted by carrying out the same steps for
removing them in the reverse order. Before refitting the gaskets, clean all parts of the exchanger before
replacing the plates, to avoid particles getting in.
 Before refitting the plates, check that they and the gaskets are clean and particle-free, a small grain of
sand on a gasket will lead to leaks during operation. The plates must be completely clean and dry before
they can be refitted.
 The plates must be fitted in exactly the same order as they were initially. The face with the gasket must
always face the fixed pressure plate. Apply silicone grease to the back of the gasket seat to prevent it
from sticking to the neighbouring plate.
 The operation should be carried out by two operators, one to hold the plates resting against the fixed
pressure plate while the other inserts the other plates. You should also fit two tie bars as shown in the
figure, to avoid the plates falling sideways, especially with exchangers installed on ships.
 Once the plates have been fitted, they must be tightened by tightening bolts diagonally opposite each
other alternately. This should be carried out as accurately as possible, checking this with the plate sin the
frame, ensuring that the deviation is no more than 5mm.
5.3.10 4/9
Dep. 3

HEAT EXCHANGERS
O&M_16.09.201_05_2020
 Once the plates have been fitted, check that the operation has been carried out correctly. For this, we
have the visual reference of the coloured stripe painted before dismantling the unit, and we should see
that the plates look like a honeycomb, as shown in the middle figure. If this is not the case, then one or
more plates have been fitted incorrectly.
 To finish, check that distance “a” lies between the minimum and maximum indicated on the plate. This
tightening distance should be checked at the bottom, in the middle and at the top of the exchanger. You
should finally tighten to the amin measurement after a period in operation or after fitting new plates and/or
gaskets.
 If the required distance is not obtained by applying maximum torque to the screws, check the datasheet
to see that the number of plates and distance “a” are correct. Check that the nuts, washers and bolts are
clean and in good condition. If not, clean, lubricate and/or replace the necessary elements.
Never tighten the exchanger to a measurement of less than “amin” as this would damage the plates.
The equipment can now enter service, in the same way as the first start-up.
2.3. DETERGENTS AND CLEANING PRODUCTS
The cleaning product used is chosen on the basis of the type of dirt. The table below shows the correct products
for cleaning plate heat exchangers according to the type of dirt:
When handling cleaning products, operators must take all necessary safety measures. Wear at least safety
gloves, mask and glasses. Always follow the recommendations of the manufacturer of the product.
Incrustation - Rusting Residue Cleaning Agent

Calcium carbonate Corrosion products Nitric acid
Calcium sulphate Metal oxides Sulphamic acid
Sludge Citric acid
Aluminium oxide Phosphoric acid
Silicates
Diatoms and their excrement in Complexing agents, Sodium
various colours polyphosphates
The main manufacturers of Exchangers recommend the following compositions:
 For cleaning organic matter and grease, we can use a solution of 1.5% (Maximum concentration) solution
of Caustic Soda (NaOH) at a maximum temperature of 85ºC. To obtain a 1.5% solution we can mix 5
litres of NAOH at 30% with 100 litres of water.
 Calcareous incrustations can be removed with a concentration of nitric acid of 1.5% (Maximum
concentration) at a maximum temperature of 65ºC. This can be obtained by mixing 2.4 litres of HNO3 at
62% with 100 litres of water. This product is highly corrosive and must be handled with great care.
5.3.11 5/9
Dep. 3

HEAT EXCHANGERS
O&M_16.09.201_05_2020
If you do not have the right detergents or these cleaning products, a solution of acetic acid at 5% (e.g. vinegar)
is a very good descaling agent and does not affect the plates or gaskets.
Biological development –
Cleaning agent
Mud
Bacteria Sodium hydroxide
Nematodes Sodium carbonate
The cleaning affect can be considerably enhanced by adding hypochlorite or
Protozoa
agents for forming complexes and surfactants
Never use ketones, esters, halogenated hydrocarbons, aromatics, detergents containing chlorine or any product
that corrodes the plates and/or gaskets. If in doubt, check the compatibility of the detergent and the materials
with the manufacturer of the product or ask the Siemens Application Engineering department.
During cleaning operations, prepare a tray for collecting environmentally-hazardous waste material so that it can
be disposed of correctly.
Biodegradable degreasing agents should be used to eliminate oil and grease (e.g. BP-System Cleaner).
Ask the manufacturer of the detergent for a certificate that verifies the compatibility of the materials used in the
heat exchanger and the detergent used.
5.3.12 6/9
Dep. 3

HEAT EXCHANGERS
O&M_16.09.201_05_2020
3. FAULTS AND SOLUTIONS
Most faults occurring with plate heat exchangers can be solved by the users themselves. The following table
shows the typical plate heat exchanger faults and how to diagnose and resolve them.
Problem Possible cause Possible solution
• check the rubber linings (if present)

• check the connection or the metal linings (if present)
connections
• check the circular gasket of the 1st plate
• check for stresses
losses in the primary or

• check for holes or cracks
Leaks secondary circuits
• check the tightening distance

in the plate pack • check the general condition of the plate pack
• check the position of the plates in honeycomb
operating conditions other than specification • adjust operating conditions
• purge the circuits

air in the system
• look for possible air pockets in the air traps
Insufficient
operating conditions other than specification • adjust operating conditions
power
dirty exchanger • clean it
incorrect hydraulic connection • connect correctly
flow greater than design • adjust flow
blocked channel(s) • clean
Incorrect measurements • check pressure gauges
High head
losses
deviation of the design product concentration • higher concentration of e.g. anti-freeze lead to higher losses
• purge circuits
air in circuits
• check pipes for possible air pockets
To ensure safe, lasting and fault-free operation, bear in mind the pressure and temperature limitations of the
equipment, shown on the specifications plate. Exceeding these values as a result of water hammer or
temperature can damage the equipment irreversibly.
It is important to remember that regular maintenance can avoid problems.
To resolve most leakage problems, the exchanger must be opened, proceeding exactly as with manual
cleaning. The leaks should be identified and marked with a felt-tip, the same as when drawing a diagonal line for
reference when dismantling the equipment.
5.3.13 7/9
Dep. 3

HEAT EXCHANGERS
O&M_16.09.201_05_2020
“Cold leaks” can be caused by major temperature changes in the circuit that affect water-tightness. In these
cases, no measures need to be taken, as the exchanger will recover its leak-tightness once normal operating
temperature is reached.
If damaged gaskets are found when checking the machine, replace with new ones and do not try to recover
them. If the gaskets are stuck to the plates, use acetone to release and clean them. The possible causes of
gasket damage are as follows:
 Age
 Excessive exposure to an ozone atmosphere.
 Excessive operating temperature. Higher than the limit marked on the specifications plate.
 Operating pressure higher than specifications plate limit.
 Chemical attack.
 Damage due to incorrect assembly and/or tightening, tightening with the gaskets unseated (Check gasket
seating).
A reduction in exchanger conditions may be due to other faults, such as:
 Faults in impeller, control and/or filter systems.

 Different fluids to those specified.
 Production equipment at low power.
 Cooling temperature higher than design temperature.
 Plate pack assembled incorrectly.
 Operating in reverse, check the circuit and direction of pump impulsion.
The most difficult problem to detect, when the exchange fluids are similar, is the internal leak. If the fluids are
different (e.g. water and oil), the problem should be detected on emptying the exchanger, but if they are similar
this cannot be done simply by looking, meaning that we should proceed as follows:
 Empty the circuits one by one. If they are different, then we should detect that there has been an internal
leak.
 Once both circuits have been empties, fill one and leave the other open at the bottom. Place the full
circuit at operating pressure. If there is a leak, it will be detected in the open circuit and the exchanger will
have to be dismantled.
 In some cases, the leak can be detected visually, but the plates have to be checked one by one with a
capillary liquid.
 To limit the search to the area of the leak, the exchanger should be dismantled and the plates dried
carefully. Refit the plates and only circulate the water along one side, so that one face of each plate gets
wet and the other does not. Open the exchanger again and carefully remove the plates, making sure not
to splash the dry sides. Carefully check the plates to detect damp areas on the dry faces. Check these
areas with capillary liquid to detect cracks. If the leak still continues, all the plates will have to be checked
with capillary liquid.
5.3.14 8/9
Dep. 3

HEAT EXCHANGERS
O&M_16.09.201_05_2020
4. ENLARGMENTS AND REDUCTIONS

It is not possible to increase or reduce the capacity of the plate heat exchanger without first checking with the
Siemens Application Engineering department. To study the possibility of increasing or reducing the capacity the
Siemens Application Engineering department needs to know the model, reference number and the modification
you want to make.
5. SPARE PARTS
To obtain spare parts, tell Siemens the reference number and model of the equipment supplied. Siemens will
not be held responsible for any faults if unofficial spare parts are used.
6. DISPOSAL OF THE EXCHANGER

If any part of the exchanger is contaminated at the end of its life, it should be decontaminated before disposal.
5.3.15 9/9
5.3.16
Ref.: 16.09.201
Chapter 6 - Troubleshooting

INDEX Chapter 6
16.09.201 05-2020
TROUBLESHOOTING

O&M_16.09.201_05_2020
CHAPTER 6 – TROUBLESHOOTING
IO-C-T-00-001e_A Siemens Diesel engine diagnosis and troubleshooting 6.1
1/1
Dep. 8
IO-C-T-00-001e A December 2018
SIEMENS DIESEL ENGINE DIAGNOSIS AND

TROUBLESHOOTING
O&M_16.09.201_05_2020
1. AIM
This Product Information Sheet has been prepared as a guide to a quick diagnosis of possible malfunctions of
Siemens diesel engines.
Its tabulated form showing SYMPTOMS / PROBABLE CAUSES / REMEDIES aids to a quick solution of many
minor failures of the engines.
At all times, our after-sales technical service is at our customers’ disposal for any explanation or help in
connection with troubleshooting.
TROUBLESHOOTING GUIDE
SYMPTOMS PROBABLE CAUSES REMEDIES
- No current fed to the starter.

The starting motor does not - Check starter operation.
- Starter blocked or damaged.
launch the engine. - Recharge the batteries.
- Dead batteries.
- Clean and tighten the connections.

The starting motor output is not - Defective or sulfated connections.
- Change the starting motor.
enough to make the engine turn at - Overheating of the starting motor.
- Change existing oil for oil of the recommended
the start-up speed. - Excessive oil viscosity.
viscosity.
- The On/Off control did not return to the On

position. - Push the control home again.
- Air in the fuel system or low fuel level. - Drain the fuel system.
The starting motor launches the
- Air filters plugged. - Clean the filtering elements.
engine normally, but the engine
- Injectors plugged or jet spring broken. - Dismantle and check.
does not start.
- Insufficient compression: - Adjust the rocker arms.
1. Incorrect clearance of rocker arms. - Allow for correct run-in of valves.
2. Faulty valve seats.
ELECTRIC STARTER
- Lamp blown. - Put a new lamp.

The alternator load pilot lamp does - Lamp socket connections damaged. - Repair the connections.
not turn on. - Breakdown of device. - Check fuse and change it if blown.
- Failure of controller. - Change the controller.
- Inspect the installation.

- Defective interconnections of alternator, - Tense or change belts.
The lamp turns on but does not controller and battery. - Check connections.
turn off when the engine - Slack belts. 1. Check brushes.
accelerates. - Electric circuit broken. 2. Check excitation.
- Alternator or controller damaged. 3. Check controller.
4. If defective controller, change it.
- Brushes in bad condition. - Change brushes.

The lamp turns off, but charge is
- Partial shortcircuit of excitation. - Check alternator.
poor and irregular.
- Faulty controller. - Change controller.
- Dead battery. - Service the battery.

Drop in current intensity on
- Defective battery. - Change the battery.
starting.
- Inadequate battery connection. - Clean and tighten contacts.
- Worn bearings. - Change the bearings.

Noisy alternator.
- Diodes and shortcircuit. - Repair or replace.
- Defective bearings. - Change the bearings.

Howling noise of alternator.
- Intensity too high. - Check intensity level and condition of battery.
Ampliation of ENGINE troubles: black smoke, oil consumption, start failure, stop failure.
6.1 1/4
Dep. 8

TROUBLESHOOTING
O&M_16.09.201_05_2020
On pressing the control push, the

- Empty air bottles. - Refill the air bottles.
starter does not react and there is
- Closed shutoff valves. - Open the shutoff valves.
no sign of air circulating through
- Plugged control circuit. - Take off the piping and clean it.
the control circuit.
On pressing the control push, the

- Dismantle, check for blocking and smooth the
starter does not react, but air can - Piston and leak valve blocked in their closed.
guides or change faulty parts.
be seen circulating through the - Plugged control pushbutton.
- Dismantle and clean.
control circuit.
- Dismantle and repair, smoothing the guide

The driving pinion turns, but does - Blocked pinion pusher. diameters or change if rusted.
not move forward. - Blocked splined shaft. - Dismantle and check whether the release spring
let it move or dirt prevents sliding.
- Check the rotors for cleanness (impurities

The driving pinion moves, but - Blocked pneumatic motor. between the teeth) and how worn the same and
does not rotate. - Plugged check valve. their matching shaft teeth and bearings are.
- Dismantle and clean.
PNEUMATIC STARTER
The driving pinion rotates and - There are burrs in access of gear ring or pinion.
- Remove any burr.
moves, but does not engage in the - Inadequate clearance between gear ring and
- Increase distance between centres.
gear ring. pinion.
The driving pinion engages, but

- Blocked master valve. - Take off and unblock.
does not make the engine run.
- Inspect the whole feed line and change it if

- Piping plugged or non-conforming to the necessary. It is important to examine this
specified installation requirements. possibility, because it is often the major reason
Insufficient power for starting.
- Low pressure. for starting problems.
- Rotors worn out. - Increase pressure in the system.
- Change.
Once the engine is running, the - Inspect and change the pipes that may nowhere
driving pinion tries to intermesh be smaller than the specified size for each type
- Incorrect size of feed line.
again and hits the gear ring, of starter.
- Unnecessary extension of start-up procedure.
resulting in premature wear of - Adjust the timer, if any or press the button f for a
both parts. shorter time.
- Dismantle and check.

- Dismantle and check.
- Blocked master valve. - Dismantle, check for proper closing of ball and
- Defective piston or leak valve. verify that cover pushes the valve against its
The starter does not stop.
- Incorrect closing or seating of check valve. seat.
- Incorrect fitting of seal ring. - Check seal ring on engine-body side for being in
correct position. This is a common fault after a
change of the bearings.
- Check injection system.

- Incorrect combustion in one or more cylinders. - Check injectors and fuel filtering elements for
- Loose or faulty injector. adequate condition.
Engine knocking. - Malfunction of injection pump. - Inspect injection pump.
ENGINE
- Valve noise. 1. Check rocker arm clearance.

- Injection lead too great. 2. Check valve springs' condition.
- Tune up injection lead
- Too high oil level. - Check oil level.

Blue smoke comes out of the - Insufficient compression. - Adjust or run in the valves.
engine. - Worn valve guides. - Change the guides.
- Worn piston rings. - Change the piston rings.
6.2 2/4
Dep. 8

TROUBLESHOOTING
O&M_16.09.201_05_2020
- Injection pump flowrate too high. - Adjust the injection pump.

- Defective injector rating. - Rate injectors correctly.
- Injector failure. - Check, repair or change.
- Incorrect closing of valves. - Check and repair.
- Plugged exhaust system. - Check exhaust diameter and clean.
- Rocker arm rods twisted. - Check and repair.
Black smoke comes out of the
- Dirty air filters or intake tubes. - Clean or change filter.
engine.
- Overloaded engine. - Reduce load.
- Insufficient ventilation. - Increase ventilation.
- Injection tubes inverted. - Mount the tubes correctly.
- Extra nozzle holder gasket. - Remove it.
- Dirty or faulty turbocharger. - Clean turbocharger or repair.
- Delayed lead. - Readjust.
- Uneven flowrate of one component of the

- Check and repair.
injection pump or of an injector.
- Identify and repair.
Puffs of black smoke. - Incorrect closing of one exhaust valve.
- Clean and repair.
- Pumping of turbocharger due to insufficient air.
- Check and retighten.
- Injection pump coupling flange loose.
- Water in fuel. - Dewater

- Engine running cold. - Do not add load until the normal operating
White smoke. - Scratched cylinder liner, head or cooled exhaust temperature has been reached
manifold. - Identify and change faulty components
- Long delay at injection lead. - Check and readjust.
- Damaged pressure gauge. - Change.

- Broken lubricating pipe. - Identify and repair.
- Damaged oil pump. - Repair.
ENGINE
- Plugged intake strainer. - Clean.

- Air at pump inlet. - Determine and suppress cause.
Two low oil pressure.
- Fuel in oil. - Inspect injection pump and nozzle holders.
- Oil is too fluid. - Replace by adequate type of oil.
- Insufficient oil quantity. - Add oil to correct level.
- Plugged filters. - Change.
- Faulty or jammed oil pressure control valve. - Repair or change.
- Defective piston ring. - Change.

- Ovalised liners or insufficient roughness. - Change.
The engine expels oil. - Defective valve sealing. - Identify and change valve guides.
- Running on no load for a long time. - Avoid running on no load.
- Oil level too high. - Adjust level.
- Defective piston ring. - Change.

- Running-in made incorrectly. - Follow the instructions.
The engine consumes oil. - Leaks from the external circuit. - Locate and repair.
- Failure of oil coolers. - Inspect seals and tubes.
- Liners in bad condition. - Change.
- Water in the oil system. - Check oil return pipes from rocker arms.
The oil level rises.
- Fuel in the oil system. - Locate and repair.
- Tachometer failure.
- Change.
- Fuel feed pump failure.
- Repair.
- Air in feeding system.
- Check and drain.
- Damaged or seized components of injection
- Change.
pump.
The engine regime drops. - Repair or change.
- Blocked or open relief valve of injection pump.
- Reset.
- Misadjusted flowrate screw.
- Reset.
- Offset injection lead.
- Stop the engine and repair.
- Incipient piston seizure.
- Reduce load.
- Overload.
6.3 3/4
Dep. 8

TROUBLESHOOTING
O&M_16.09.201_05_2020
- Hard or twisted rack of injection pump. - Repair.

Engine racing on no load.
- Malfunction of controller. - Repair.
- Seized piston. - Stop engine and repair.

Bump noise in the engine.
- Foreign body in the engine. - Stop engine, find and repair.
- Unequal injection into the different cylinders. - Readjust the injection pump.
- Hardness of injection pump rack. - Repair.
The engine is hunting. - Sudden changes in load. - Try to avoid them.
- Excess oil level in controller. - Adjust to correct level.
- Scored controller plate. - Change.
- Check and change

- Damaged thermometer
- Locate and bleed
- Air bubbles in the system
- Add oil up to the required level
- Insufficient amount of oil in the sump
- Fill up to the correct level
- Insufficient quantity of fresh water
- Clean heat exchanger or radiator
- Dirt in heat exchanger or radiator
Overheating of engine. 1. Check raw water pump
- Defective circulation of raw water
- Fresh water pump faulty or to be drained
2. Inspect inlet filter and piping
- Check fresh water pump
- Incorrect tuning of the engine
ENGINE
- Check pumps, injectors, air and fuel filters

- Thermostats blocked in their closed position
- Check and change
- Plugged piping or fittings
- Locate and change
- Check fuel system and filters.

- Bad feeding of fuel. - Check injectors.
- Bad condition of injectors.
1. Check and readjust injection pump.
- Incorrect setting of injection pump.
The engine fails to provide output. 2. Check phasing.
- Dirty air filter.
- Clean air filter.
- Faulty turbocharger.
- Check turbocharger.
- Engine in bad condition.
- Inspect cylinder heads and piston rings.
- Insufficient fuel supply.

- Inspect fuel system.
- Insufficient compression due to defective piston
- Change.
The engine does not start. ring or incorrect closing of valve.
- Reset the device.
- Overspeed device in the stop position.
- Check starting system.
- Starting system failure.
- Incorrect fuel supply. - Overhaul fuel system.

- Water in fuel. - Clean pipes and locate water infiltration.
- Plugged fuel pipes and filters. - Clean.
The engine stops.
- Stop impulse transmitted to controller. - Determine root cause.
- Overspeed device caused the engine to stop. - Determine root cause.
- Faulty controller. - Repair or changer.
- Bearings and other parts of the rotating unit are - Take off the turbocharger and replace any
rubbing on the casing. bearings and parts concerned.
Noisy turbocharger.
- Inadequate lubrication. - Inspect the lubrication pipes.
SUPERCHARGING
- Impurities or cinders impeding rotation. - Check and clean the unit.
- Take off the turbocharger and replace damaged

- Damaged bearings. bearings and parts, if any
Turbocharger vibrates too much. - Damaged turbine blades or wheel. - Take off the turbocharger and replace any part
- Limited air intake. found damaged.
- Check and repair the failure.
- Adjust all connections and change seals as

Low speed of turbocharger, loss of - Leaks at intake and exhaust manifolds. necessary.
power and clean exhaust gases. - Excessive backpressure in gas turbine. - Remove dirt from the exhaust pipes and check if
pipe diameter is correct.
6.4 4/4

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SLE

CHANGES MADE TO EDITION MARCH 2019

CHAPTER 2 – ENGINE TECHNICAL DESCRIPTION

CHAPTER 3 – HANDLING AND STORAGE INSTRUCTIONS

CHAPTER 4 – OPERATING INSTRUCTIONS

CHAPTER 5 – MAINTENANCE INSTRUCTIONS

- 5.1 Maintenance Instructions

- 5.3 Description of Maintenance Operations of Auxiliary Equipment

Protection class: UNRESTRICTED siemens.com/engines

OPERATION & MAINTENANCE MANUAL

2.2 Cooling System

2.3 Lubrication System

2.4 Fuel System

OPERATION & MAINTENANCE MANUAL

2.7 Regulation and Control

2.9 Safety and Control

OPERATION & MAINTENANCE MANUAL

CHAPTER 5 – MAINTENANCE INSTRUCTIONS

5.2 Description of Maintenance Operations Type E

5.3 Description of Maintenance Operations of Auxiliary Equipment

OPERATION & MAINTENANCE MANUAL

SAFETY PRECAUTIONS FOR DIESEL ENGINES

• A technical description of the engine.

Every paragraphs is important and must be applied as written during maintenance.

SAFETY PRECAUTIONS FOR DIESEL ENGINES

Fuel tanks must be grounded to prevent the accumulation of static electricity.

6. EFFECTIVE FUEL SHUT-OFF

SAFETY PRECAUTIONS FOR DIESEL ENGINES

10. COOLING SYSTEM PRESSURE CAPS AND CONNECTIONS

11. GENERATOR SETS

SAFETY PRECAUTIONS FOR DIESEL ENGINES

12. TIDINESS AND CLEANLINESS

13. ENGINE AND EQUIPMENT, REPAIR AND SERVICE

14. ENGINE FAN BLADES

SAFETY PRECAUTIONS FOR DIESEL ENGINES

16. ENGINE STORAGE CHEMICALS

17. FIRE PROTECTION, EVACUATION ROUTES AND EMERGENCY EXITS

SAFETY PRECAUTIONS FOR DIESEL ENGINES

18. CLEANING SOLVENT

19. WELDING EQUIPMENT

20. EARTHING PRECAUTIONS WHEN WELDING

SAFETY PRECAUTIONS FOR DIESEL ENGINES

21. ELECTRICAL TOOLS

Follow the instructions in your occupational hazard assessment.

23. PRECAUTIONS WHEN USING BOOSTER BATTERIES AND CABLES

Battery with Negative Pole to Ground

SAFETY PRECAUTIONS FOR DIESEL ENGINES

Battery with Positive Pole to Ground

24. COMPRESSED AIR

25. SAFE ACID HANDLING PRACTICES

Certain cast or equipment parts are frequently cleaned with acids.

• Avoid contact with skin, eyes or clothing.

SAFETY PRECAUTIONS FOR DIESEL ENGINES

26. LIFTING AND MOVING EQUIPMENT

27. RISK ASSESSMENT

28. PERSONAL PROTECTIVE EQUIPMENT

Here are some general recommendations:

SAFETY PRECAUTIONS FOR DIESEL ENGINES

30. WORKERS IN MACHINE ROOM DURING ENGINE STARTING AND/OR OPERATION

31. INTOXICANTS AND NARCOTICS

COMPLIANCE WITH EUROPEAN MACHINE

COMPLIANCE WITH EUROPEAN MACHINE

4.1. MATERIALS AND PRODUCTS