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L32/40Project Guide - MarineFour-stroke GenSetcompliant with IMO Tier II

MAN Diesel

IndexProject Guides

L32/40 T2

Text Index Drawing No.

Introduction I 00

Introduction to project guide I 00 00 0 1643483-5.4 Engine programme IMO Tier II - GenSet I 00 02 0 1689461-0.1 Key for engine designation I 00 05 0 1609526-0.6 Designation of cylinders I 00 15 0 1655275-4.0 Code identification for instruments I 00 20 0 1687100-5.4 Basic symbols for piping I 00 25 0 1631472-4.1

General information D 10

List of capacities D 10 05 0 3700079-6.0 Description of sound measurements D 10 25 0 1609510-3.5 Sound measurements D 10 25 0 1699965-9.0 Exhaust gas components D 10 28 0 1655210-7.2 NOx emission D 10 28 0 3700080-6.0 Moment of inertia D 10 30 0 1679733-8.2 Green Passport D 10 33 0 1699985-1.1

Basic Diesel Engine B 10

Power, outputs, speed B 10 01 1 3700030-4.0 General description B 10 01 1 3700035-3.0 Cross section B 10 01 1 1639472-0.2 Main particulars B 10 01 1 3700032-8.0 Dimensions and weights B 10 01 1 1689486-2.0 Overhaul heights B 10 01 1 1689487-4.0 Overhaul areas B 10 01 1 1693579-3.0 Engine rotation clockwise B 10 11 1 1607566-7.2

Fuel Oil System B 11

Internal fuel oil system B 11 00 0 1693522-9.0 Fuel oil diagram B 11 00 0 1643442-8.4 Specification for heavy fuel oil (HFO) B 11 00 0 1693520-5.9 Specification for marine diesel oil (MDO) B 11 00 0 1699891-5.3 Specification for gas oil / diesel oil (MGO) B 11 00 0 1699892-7.3 Viscosity temperature diagram of fuel oil B 11 00 0 1699893-9.3 Guidelines regarding MAN Diesel & Turbo GenSets operating on low sulphur fuel oil

B 11 00 0 1699177-5.1

Calculation of fuel consumption at site B 11 01 0 1624473-6.1 Fuel oil consumption for emissions standard IMO Tier II B 11 01 0 3700031-6.0 Nozzle cooling system E 11 05 0 1699267-4.1 MDO / MGO Cooler E 11 06 1 1689458-7.2 HFO/MDO changing valves (V1 and V2) E 11 10 1 1624467-7.3

Lubrication Oil System B 12

Internal lubrication oil system B 12 00 0 1643437-0.5 Internal lubricating oil system B 12 00 0 1679724-3.4 Crankcase ventilation B 12 00 0 1699270-8.1 Prelubricating pump B 12 07 0 1683357-2.4 Specification for lubricating oils (SAE40) for heavy fuel oil operation (HFO)

B 12 15 0 1699890-3.4

Specification for lube oil (SAE40) for operation with gas oil, diesel oil (MGO/MDO) and biofuel

B 12 15 0 1699889-3.2

Specific lubricating oil consumption - SLOC B 12 15 0 1607584-6.9

MAN Diesel

Index Project Guides

L32/40 T2


Treatment of lubricating oil B 12 15 0 1643494-3.7 Criteria for cleaning/exchange of lubricating oil B 12 15 0 1609533-1.7 Oil pump for cylinder lubrication B 12 33 1 1683384-6.1

Cooling Water System B 13

Specification for engine cooling water B 13 00 0 1699896-4.1 Cooling water inspecting B 13 00 0 1699897-6.1 Cooling water system, cleaning B 13 00 0 1699898-8.1 Internal cooling water system B 13 00 0 1655228-8.0 Internal cooling water system 1 B 13 00 0 1699176-3.1 Internal cooling water system 7 B 13 00 0 1643436-9.3 Design data for the external cooling water system B 13 00 0 3700089-2.0 External cooling water system B 13 00 0 1643460-7.0 One string central cooling water system B 13 00 1 1624464-1.2 Expansion tank B 13 00 0 1613419-0.3 Expansion tank pressuized T 13 01 1 1671771-3.3

Compressed Air System B 14

Compressed air system B 14 00 0 1643445-3.3 Compressed air system B 14 00 0 1624476-1.1

Combustion Air System B 15

Specification for intake air (combustion air) B 15 00 0 1689464-6.2 Engine room ventilation and combustion air B 15 00 0 1699110-4.1 Water washing of turbocharger - compressor B 15 05 1 1639499-6.0

Exhaust Gas System B 16

Exhaust gas system B 16 00 0 1693550-4.0 Water washing of turbocharger - turbine B 16 01 2 1683352-3.1 Position of gas outlet on turbocharger B 16 02 0 1699253-0.0

Speed Control System B 17

Actuators B 17 01 2 3700046-1.0

Safety and Control System B 19

Operation data & set points- SaCoSone B 19 00 0 3700062-7.1 Safety, control and monitoring system B 19 00 0 3700053-2.0 Communication from the GenSet B 19 00 0 1689468-3.1 Modbus list B 19 00 0 3700054-4.0 Oil Mist Detector B 19 22 1 1699190-5.0 Engine control cabinet E 19 05 1 1683388-3.1 Combined box with prelubricating oil pump, nozzle conditioning pump, preheater and el turning device

E 19 07 2 1699867-7.0

Foundation B 20

Resilient mounting of generating sets B 20 01 3 1655281-3.4

Test running B 21

Shop Test Programme for Marine GenSets B 21 01 1 1356501-5.7

MAN Diesel

IndexProject Guides

L32/40 T2


Spare Parts E 23

Weight and dimension of principal parts E 23 00 0 3700081-8.0

G 50 Alternator B 50

Alternator cable installation B 50 00 0 1699865-3.1 Combinations of engine- and alternator layout B 50 00 0 3700084-3.0.

Introduction

I 00

MAN Diesel & Turbo

All data provided in this document is non-binding. This data serves informational purposes only and is espe-cially not guaranteed in any way.

Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteri-stics of each individual project, especially specific site and operational conditions.

If this document is delivered in another language than English and doubts arise concerning the translation, the English text shall prevail.

Original instructions

I 00 00 0Introduction to Project Guide

General

1643483-5.4Page 1 (2)

Introduction

Our project guides provide customers and consultants with information and data when planning new plants incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the modifications associated with upgrading of our project guides, the contents of the specific edition hereof will remain valid for a limited time only.

Every care is taken to ensure that all information in this project guide is present and correct.

For actual projects you will receive the latest project guide editions in each case together with our quotation specification or together with the documents for order processing.

All figures, values, measurements and/or other information about performance stated in the project guides are for guidance only and shall not be used for detailed design purposes or as a substitute for specific draw-ings and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warran-ties either express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of the information contained in the project guides.

MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instruc-tions when the contract documentation has been completed.

The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications of our supply.

11.24

MAN Diesel & Turbo

Code numbers

MAN Diesel & Turbo GenSet Identification No. X XX XX X

Code letter

Function/system

Sub-function

Choice number

Code letter: The code letter indicates the contents of the documents:

B : Basic Diesel engine / built-on engine D : Designation of plant E : Extra parts per engine G : Generator I : Introduction P : Extra parts per plant

Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil system, monitoring equipment, foundation, test running, etc.

Sub-function: This figure occurs in variants from 0-99.

Choice number: This figure occurs in variants from 0-9:

0 : General information 1 : Standard 2-8 : Standard optionals 9 : Optionals

I 00 00 0 Introduction to Project Guide

General

1643483-5.4Page 2 (2)

11.24

Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).

This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws. Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.

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MAN Diesel & Turbo

Engine Programme IMO Tier II - GenSet

General

10.19 - Tier II

1689461-0.1Page 1 (1)

Four-stroke diesel engine programme for marine applications complies with IMO Tier II, GenSet ap-plication.

I 00 02 0

V32/40

V32/44CR

V28/33D1

L32/44CR

L32/40

L23/30H1

L16/24

L27/38/L27/38 (MGO)

L21/31

L28/32H

0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5

0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5

Engine Power [MW]

Electrical Power [MW]η = 0.95

1) The engine complies with EPA Tier 2.

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Key for Engine Designation

General

No of cylinders

5, 6, 7, 8, 9 12, 16, 18

Engine Type

L : In-lineV : V-built

Cyl. diam/stroke

16/24 : 160/24021/31 : 210/31023/30 : 225/30027/38 : 270/38028/32 : 280/32032/40 : 320/400

Design Variant

H CR

Rating

MCR : Maximum continuous ratingECR : Economy continuous rating

6 L 28/32 H MCR

08.16

1609526-0.6Page 1 (1)

Engine Type Identification

The engine types of the MAN Diesel & Turbo programme are identified by the following figures:

I 00 05 0

MAN Diesel & Turbo

1655275-4.0Page 1 (1) Designation of Cylinders I 00 15 0

L32/40

11.03

3456 12

3456 12

Flywheel end

Exhaust side

Exhaust counter side

Front end

MAN Diesel & Turbo

Code Identification for Instruments

Explanation of Symbols

Measuring deviceLocal reading

Temperature IndicatorNo. 40 *

Measuring deviceSensor mounted on engine/unitReading/identification mounted in a panel on the engine/unit

Pressure IndicatorNo. 22 *

Measuring deviceSensor mounted on engine/unitReading/identification outside the engine/unit

Temperature Alarm HighNo. 12 *

Measureing deviceSensor mounted on engine/unitReading/identification in a panel on the engine/unit and reading/indication out-side the engine/unit

Pressure TransmittingNo. 22 *

* Refer to standard location and text for instruments on the following pages.

Specification of letter code for measuring devices

1st letter Following letters

F Flow A Alarm

L Level D Differential

P Pressure E Element

S Speed, System H High

T Temperature I Indicating

U Voltage L Low

V Viscosity S Switching, Stop

X Sound T Transmitting

Z Position X Failure

V Valve, Atuator

11.18

TI40

TAH12

PI22

1687100-5.4Page 1 (2)

General

I 00 20 0

PT22

MAN Diesel & Turbo

Code Identification for Instruments

Standard Text for Instruments

Diesel Engine/Alternator

LT Water System 01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler 02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler (SW) 03 outlet from lub. oil cooler 06 outlet from fresh water cooler (SW) 09

HT Water System 10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler 10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler 11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater 12 outlet from engine 15 outlet from HT system 19A inlet to prechamber 13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber

Lubricating Oil System 20 inlet to cooler 24 sealing oil - inlet engine 28 level in base frame 21 outlet from cooler / inlet to filter 25 prelubricating 29 main bearings 22 outlet from filter / inlet to engine 26 inlet rocker arms and roller guides 23 inlet to turbocharger 27 intermediate bearing / alternator bearing

Charging Air System 30 inlet to cooler 34 charge air conditioning 38 31 outlet from cooler 35 surplus air inlet 39 32 jet assist system 36 inlet to turbocharger 33 outlet from TC filter / inlet to TC compr. 37 charge air from mixer

Fuel Oil System 40 inlet to engine 44 outlet from sealing oil pump 48 41 outlet from engine 45 fuel-rack position 49 42 leakage 46 inlet to prechamber 43 inlet to filter 47

Nozzle Cooling System 50 inlet to fuel valves 54 58 oil splash 51 outlet from fuel valves 55 valve timing 59 alternator load 52 56 injection timing 53 57 earth/diff. protection

Exhaust Gas System 60 outlet from cylinder 64 68 61 outlet from turbocharger 65 69 62 inlet to turbocharger 66 63 compustion chamber 67

Compressed Air System 70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system 71 inlet to stop cylinder 75 microswitch for turning gear 79 72 inlet to balance arm unit 76 inlet to turning gear 73 control air 77 waste gate pressure

Load Speed 80 overspeed air 84 engine stop 88 index - fuel injection pump 81 overspeed 85 microswitch for overload 89 turbocharger speed 82 emergency stop 86 shutdown 90 engine speed 83 engine start 87 ready to start

Miscellaneous 91 natural gas - inlet to engine 94 cylinder lubricating 97 remote 92 oil mist detector 95 voltage 98 alternator winding 93 knocking sensor 96 switch for operating location 99 common alarm 100 inlet to MDO cooler 101 outlet to MDO Cooler 102 alternator cooling air

11.18

1687100-5.4Page 2 (2)

General

I 00 20 0

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1.1

1.2

1.3

1.4

1.5

1.6

1.7

1.8

No Symbol Symbol designation

1. GENERAL CONVENTIONAL SYMBOLS

2. PIPES AND PIPE JOINTS

2.1

2.2

2.3

2.4

2.5

2.6

2.7

2.8

2.9

2.10

2.11

2.12

2.13

2.14

2.15

2.16

2.17

2.18.

2.19

No Symbol Symbol designation

3. VALVES, GATE VALVES, COCKS AND FLAPS

Pipe

Pipe with indication of direction of fl ow

Valves, gate valves, cocks and fl aps

Appliances

Indicating and measuring instruments

High-pressure pipe

Tracing

Crossing pipes, not connected

Crossing pipes, connected

Tee pipe

Flexible pipe

Expansion pipe (corrugated) general

Joint, screwed

Joint, fl anged

Joint, sleeve

Joint, quick-releasing

Expansion joint with gland

Expansion pipe

Cap nut

Blank fl ange

Spectacle fl ange

Orifi ce

Orifi ce

Loop expansion joint

Snap coupling

Pneumatic fl ow or exhaust to atmosphere

Valve, straight through

Valve, angle

Valve, three-way

Non-return valve (fl ap), straight

Non-return valve (fl ap), angle

Non-return valve (fl ap), angle, screw down

Safety valve

Angle safety valve

Self-closing valve

Quick-opening valve

Quick-closing valve

Regulating valve

Ball valve (cock)

Butterfl y valve

Gate valve

Enclosure for several components as-sem-bled in one unit

Non-return valve (fl ap), straight screw down

1631472-4.1Page 1 (3) Basic Symbols for Piping I 00 25 0

General

09.20

3.1

3.2

3.3

3.4

3.5

3.6

3.7

3.8

3.9

3.10

3.11

3.12

3.13

3.14

3.15

3.16

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No Symbol Symbol designation No Symbol Symbol designation

3.17

3.18

3.19

3.20

3.21

3.22

3.23

3.24

3.25

3.26

3.27

3.28

3.29

3.30

3.31

3.32

3.33

3.34

3.35

3.36

3.37

3.38

3.39

Double-seated changeover valve

Suction valve chest

Suction valve chest with non-return valves

Double-seated changeover valve, straight

Double-seated changeover valve, angle

Cock, straight through

Cock, angle

Cock, three-way, L-port in plug

Cock, three-way, T-port in plug

Cock, four-way, straight through in plug

Cock with bottom connection

Cock, straight through, with bottom conn.

Cock, angle, with bottom connection

Cock, three-way, with bottom connection

Thermostatic valve

Valve with test fl ange

3-way valve with remote control (actuator)

Non-return valve (air)

3/2 spring return valve, normally closed

2/2 spring return valve, normally closed

3/2 spring return valve contr. by solenoid

Reducing valve (adjustable)

4. CONTROL AND REGULATION PARTS

Fan-operated

Remote control

Spring

Mass

Float

Piston

Membrane

Electric motor

Electromagnetic

Manual (at pneumatic valves)

Push button

Spring

Solenoid

Solenoid and pilot directional valve

By plunger or tracer

4.1

4.2

4.3

4.4

4.5

4.6

4.7

4.8

4.9

4.10

4.11

4.12

4.13

4.14

4.15

5. APPLIANCES

5.1

5.2

5.3

5.4

5.5

5.6

Mudbox

Filter or strainer

Magnetic fi lter

Separator

Steam trap

Centrifugal pumpOn/off valve controlled by solenoid and pilot directional valve and with spring return

I 00 25 0 1631472-4.1Page 2 (3)Basic Symbols for Piping

General

09.20

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No. Symbol Symbol designation No. Symbol Symbol designation

5.7

5.8

5.9

5.10

5.11

5.12

5.13

5.14

5.15

5.16

5.17

5.18

5.19

5.20

5.21

5.22

5.23

Gear or screw pump

Hand pump (bucket)

Ejector

Various accessories (text to be added)

Piston pump

Heat exchanger

Electric preheater

Air fi lter

Air fi lter with manual control

Air fi lter with automatic drain

Water trap with manual control

Air lubricator

Silencer

Single acting cylinder with spring returned

Double acting cylinder with spring returned

Steam trap

7. READING INSTR. WITH ORDINARY DESIGNATIONS

7.1

7.2

7.3

7.4

7.5

Sight fl ow indicator

Observation glass

Level indicator

Distance level indicator

Recorder

6. FITTINGS

6.1

6.2

6.3

6.4

6.5

6.6

6.7

6.8

6.9

Funnel / waste tray

Drain

Waste tray

Waste tray with plug

Turbocharger

Fuel oil pump

Bearing

Water jacket

Overspeed device

Fixed capacity pneumatic motor with direc-tion of fl ow

1631472-4.1Page 3 (3) Basic Symbols for Piping I 00 25 0

General

09.20

General information

D 10

MAN Diesel & Turbo

1) Tolerance: + 10 % for rating coolers, - 15 % for heat recovery 2) including separator heat (30kJ/kWh) 3) Basic values for layout of the coolers 4) Tolerance of the pumps delivery capacities must be considered by the manufactures. z flushing oil of the automatic filter

List of Capacities3700079-6.0Page 1 (2) D 10 05 0

L32/40

11.06, Tier II

6L-9L: 500 kW/Cyl. at 720/750 rpm diesel-electric, 750 rpm diesel-mechanicReference Condition : TropicNominal values for cooler specificationAir temperatureLT water temperature inlet engine (from system)Air pressureRelative humidity

°C°Cbar%

4538150

Number of Cylinders - 6 7 8 9Engine output kW 3000 3500 4000 4500

Heat to be dissipated 1)

Cooling water cylinderCharge air cooler; cooling water HTCharge air cooler; cooling water LTLube oil cooler + separator 2)

Cooling water fuel nozzlesHeat radiation engine

kWkWkWkWkWkW

416 485 555 624 734 821 952 1036 366 428 502 565 426 497 568 639 12 14 16 18 104 121 139 156

Flow rates engine 3)

HT circuit (cooling water cylinder + charge air cooler HT)LT circuit (lube oil cooler + charge air cooler LT)Lube oil (4 bar before engine)Cooling water fuel nozzles

m3/hm3/hm3/hm3/h

36 42 48 54 57 70 74 85 100 110 120 150 1.0 1.2 1.4 1.6

Pumpsa) Free standing pumps 4)

HT circuit cooling water (4.5 bar) LT circuit cooling water (3.0 bar) Lube oil (8.0 bar) Cooling water fuel nozzles (3.0 bar) Fuel supply (7.0 bar) Fuel booster (7.0 bar at fuel oil inlet A1)b) Attached pumps Lube oil (8.0 bar); constant speed Lube oil (8.0 bar); variable speed

m3/hm3/hm3/hm3/hm3/hm3/h

m3/hm3/h

36 42 48 54 depending on plant design 100 + z 110 +z 120 + z 130 + z 1.0 1.2 1.4 1.6 1.1 1.3 1.5 1.6 2.1 2.4 2.8 3.1

120 120 141 141 120 141 162 162

MAN Diesel & Turbo

1) For design see section ""Cooling water system"" 2) Under above mentioned reference conditions 3) Tolerance: Quantity +/- 5%, temperature +/- 20°C 4) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions

List of Capacities 3700076-0.0Page 2 (2)D 10 05 0

L32/40

11.06, Tier II

6L-9L: 500 kW/Cyl. at 720/750 rpm diesel-electric, 750 rpm diesel-mechanicReference Condition : TropicTemperature basis, nominal air and exhaust gas dataAir temperatureLT water temperature inlet engine (from system)Air pressureRelative humidity

°C°Cbar%

4538150

Number of Cylinders - 6 7 8 9Engine output kW 3000 3500 4000 4500

Temperature basisHT cooling water engine outletLT cooling water air cooler inletLube oil inlet engineCooling water inlet fuel nozzles

°C°C°C°C

90 38 (Setpoint 32°C) 1)

6560

Air dataTemperature of charge air at charge air cooler outletAir flow rateMass flowCharge air pressure (absolute)Air required to dissipate heat radiation (engine) (t2-t1= 10°C)

°Cm3/h 2)

t/hbarm3/h

57 58 57 58 18450 21550 24650 27670 20.2 23.6 27.0 30.3

3.93 33700 39200 45050 50550

Exhaust gas data 3)

Volume flow (temperature turbocharger outlet)Mass flowTemperature at turbine outletHeat content (190°C)Permissible exhaust back pressure after turbocharger

m3/h 4)

t/h°CkW

mbar

38100 44550 50750 57150 20.8 24.3 27.7 31.2

365 1150 1350 1500 1700

30

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Previously used method for measuring exhaust sound are DS/ISO 2923 and DIN 45635, here is measured on unsilenced exhaust sound, one meter from the opening of the exhaust pipe, see Fig. no 1.

Sound Measuring "on-site"

The Sound Power Level can be directly applied to on-site conditions. It does not, however, necessarily result in the same Sound Pressure Level as measured on test bed.

Normally the Sound Pressure Level on-site is 3-5 dB higher than the given surface Sound Pressure Level (Lpf) measured at test bed. However, it depends strongly on the acoustical properties of the actual engine room.

Standards

Determination of Sound Power from Sound Pressure measurements will normally be carried outaccording to:

ISO 3744 (Measuring method, instruments, background noise, no of microphone positions etc)and ISO 3746 (Accuracy due to criterion for suitability of test environment, K2>2 dB)

Purpose

This should be seen as an easily comprehensible sound analysis of MAN GenSets. These measurements can be used in the project phase as a basis for decisions concerning damping and isolation in buildings, engine rooms and around exhaust systems.

Measuring Equipment

All measurements have been made with Precision Sound Level Meters according to standard IEC Publication 651or 804, type 1 - with 1/1 or 1/3 octave filters according to standard IEC Publication 225.Used sound calibrators are according to standard IEC Publication 942, class 1.

Definitions

Sound Pressure Level: LP = 20 x log P/P0 [dB] where P is the RMS value of sound pressure in pascals, and P0 is 20 µPa for measurement in air.

Sound Power Level: LW = 10 x log P/P0 [dB] where P is the RMS value of sound power in watts, and P0 is 1 pW.

Measuring Conditions

All measurements are carried out in one of MAN Diesel's test bed facilities. During measurements, the exhaust gas is led outside the test bed through a silencer. The GenSet is placed on a resilient bed with generator and engine on a common base frame.

Sound Power are normally determined from Sound Pressure measurements.

New measurement of exhaust sound is carried out at the test bed, unsilenced, directly after turbocharger, with a probe microphone inside the exhaust pipe.

07.01

General

D 10 25 0Description of Sound Measurements1609510-3.5Page 1 (1)

Fig. no 1.

1 m

1 m30°

Measuring position ISO 2923

Measuring position ISO 45635

MAN Diesel & Turbo

1699965-9.0Page 1 (1) D 10 25 0

L32/40 L32/40CR

Sound Measurements

07.17

For further infromation see: "Description of sound measurements" D 10 25 0.

* Frequency spectrum are not available. ** Measured in exhaust pipe with probe.

The stated values are calculated and actual measurements on specified plant may be different.

5 6 7 8

720

-

-

---

750

-

-

---

720

103.5*

-

2880-

131.5

750

100.8

-

2880134.3

-

720

100.4

3360

3500-

134.7

750

-

-

---

720

-

-

---

750

-

-

3520124.1

-

720

99.1

4320

4320144.5

-

750

-

-

---

9

Engine and Exhaust Sound

Number of cylinders

RPM

Engine sound:

Mean sound pressure LpfA [dB]approx. anechoic chamberPower [kW]

Exhaust sound:**Power kWSound pressure LpA [dB]Sound power level Lw [dB]

MAN Diesel & Turbo

General

10.40 - ESO

D 10 28 0Exhaust gas components1655210-7.2Page 1 (2)

Exhaust gas components of medium speed four-stroke diesel engines

The exhaust gas is composed of numerous constit-uents which are formed either from the combustion air, the fuel and lube oil used or which are chemi-cal reaction products formed during the combustion process. Only some of these are to be considered as harmful substances.

For the typical exhaust gas composition of a MAN Diesel & Turbo four-stroke engine without any ex-haust gas treatment devices, please see tab. 1.

Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]

Nitrogen N2 74.0 – 76.0 5,020 – 5,160

Oxygen O2 11.6 – 13.2 900 – 1,030

Carbon dioxide CO2 5.2 – 5.8 560 – 620

Steam H2O 5.9 – 8.6 260 – 370

Inert gases Ar, Ne, He... 0.9 75

Total > 99.75 7,000

Additional gaseous exhaust gas con-stituents considered as pollutants

approx. [% by volume] approx. [g/kWh]

Sulphur oxides SOx1) 0.07 10.0

Nitrogen oxides NOx2) 0.07 – 0.15 8.0 – 16.0

Carbon monoxide CO3) 0.006 – 0.011 0.4 – 0.8

Hydrocarbons HC4) 0.1 – 0.04 0.4 – 1.2

Total < 0.25 26

Additionally suspended exhaust gas constituents, PM5) approx. [mg/Nm3] approx. [mg/Nm3]

operating on operating on

MGO6) HFO7) MGO6) HFO7)

Soot (elemental carbon)8) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25

Lube oil ash 3 8 0.02 0.04

Note! At rated power and without exhaust gas treatment.

Tab. 1. Exhaust gas constituents (only for guidance)

1) SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight. 2) NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2. 3) CO according to ISO-8178 or US EPA method 10. 4) HC according to ISO-8178 or US EPA method 25A. 5) PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration. 6) Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%. 7) Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%. 8) Pure soot, without ash or any other particle-borne constituents.

MAN Diesel & Turbo

Carbon dioxide CO2

Carbon dioxide (CO2) is a product of combustion of all fossil fuels.

Among all internal combustion engines the diesel engine has the lowest specific CO2 emission based on the same fuel quality, due to its superior effi-ciency.

Sulphur oxides SOx

Sulphur oxides (SOx) are formed by the combustion of the sulphur contained in the fuel.

Among all propulsion systems the diesel process results in the lowest specific SOx emission based on the same fuel quality, due to its superior effi-ciency.

Nitrogen oxides NOx (NO + NO2)

The high temperatures prevailing in the combustion chamber of an internal combustion engine causes the chemical reaction of nitrogen (contained in the combustion air as well as in some fuel grades) and oxygen (contained in the combustion air) to nitro-gen oxides (NOx).

Carbon monoxide CO

Carbon monoxide (CO) is formed during incom-plete combustion.

In MAN Diesel & Turbo four-stroke diesel engines, optimisation of mixture formation and turbocharg-ing process successfully reduces the CO content of the exhaust gas to a very low level.

Hydrocarbons HC

The hydrocarbons (HC) contained in the exhaust gas are composed of a multitude of various organic compounds as a result of incomplete combustion. Due to the efficient combustion process, the HC content of exhaust gas of MAN Diesel & Turbo four-stroke diesel engines is at a very low level.

Particulate Matter PM

Particulate matter (PM) consists of soot (elemental carbon) and ash.

General

10.40 - ESO

D 10 28 0 Exhaust Gas Components 1655210-7.2Page 2 (2)

MAN Diesel & Turbo

3700080-6.0Page 1 (1) NOx Emission D 10 28 0

L32/40L32/40CR

11.06 - Tier II + CR

Maximum allowed emission value NOx IMO Tier II

Engine in standard version *

Rated outputRated speed

kW/cyl.rpm

500 kW/cyl.720

500 kW/cyl.750

NOx1) 2) 3)

IMO Tier II cycle D2/E2/E3g/kWh 9.68 4) 9.59 4)

* Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from Ships, “Revised MARPOL Annex VI (Regulations for the prevention of air pollution from ships), Regulation 13.4 (Tier II)” as adopted by the International Maritime Organization (IMO)

1) Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO)2) Calculated as NO2:

D2:Test cycle for “Constant-speed auxiliary engine” application

E2: Test cycle for “Constant-speed main propulsion” application including diesel-electric drive and all controllable-pitch propeller installations)

E3: Test cycle for “Propeller-law-operated main and propeller-law operated auxiliary engine” application3) Contingent to a charge air cooling water temperature of max. 32°C at 25°C sea water temperature.4) Maximum allowed NOx emissions for marine diesel engines according to IMO Tier II:

130 ≤ n ≤ 2000 ➝ 44 * n -0,23 g/kWh (n = rated engine speed in rpm)

MAN Diesel & Turbo

1679733-8.2Page 1 (1) Moment of Inertia D 10 30 0

Moment of inertia (J)

Engine/damper

1)kgm2

Flywheel

2)kgm2

Alternator

4)kgm2

Required aft. flywh.

3)kgm2

720

750

720

750

720

750

720

750

720

750

446

446

548

548

596

596

628

628

691

691

625

625

625

625

1100

1100

1100

1100

1100

1100

-

-

-

-

-

-

-

-

-

-

459

339

667

527

454

284

722

532

969

749

5

6

7

8

9

Speed

r/min.

Alternatortype 5)

-

-

-

-

-

-

-

-

-

-

No. of

cyl.

1) Mass balancing 100%

2) Size of flywheel only as an example. Depending on the torsional vibration calculation.

3) Depending on the flywheel chosen.

4) If other Alternator is chosen, the value will change.

5) Standard alternator, Make ?

Moment of inertia : GD2 = J x 4 (kgm2)

11.08

L32/40

Required total

Jmin

1530

1410

1840

1700

2150

1980

2450

2260

2760

2540

MAN Diesel & Turbo

"Green Passport"1699985-1.1Page 1 (1)

In 2009 IMO adopted the „Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009“

Until this convention enters into force the recommen-datory guidelines “Resolution A.962(23)” (adopted 2003) apply. This resolution has been implemented by some classification societies as “Green Passport”.

MAN Diesel & Turbo is able to provide a list of ha-zardous materials complying with the requirements of the IMO Convention. This list is accepted by classification societies as a material declaration for “Green Passport”.

This material declaration can be provided on request.

General

11.08

D 10 33 0

Basic Diesel Engine

B 10

MAN Diesel & Turbo

Power, Outputs, Speed

L32/40

10.46 - Tier II

3700030-4.0Page 1 (3)

Engine Ratings

B 10 01 1

Engine typeNo of cylinders

720 rpm 750 rpm

720 rpmAvailable turning

direction750 rpm

Available turning direction

kW CW 1) kW CW 1)

6L32/40 3000 Yes 3000 Yes

7L32/40 3500 Yes 3500 Yes

8L32/40 4000 Yes 4000 Yes

9L32/40 4500 Yes 4500 Yes1) CW clockwise

Table 1 Engine ratings for emission standard - IMO Tier II.

Reference conditions:ISO 3046-1: 2002; ISO 15550: 2002

Air temperature Tr K/°C 298/25

Air pressure pr kPa 100

Relative humidity Φr % 30

Cooling water temperature upstream charge air cooler Tcr K/°C 298/25

Table 2 Standard reference conditions.

Definition of Engine Rating

General definition of diesel engine rating (according to ISO 15550: 2002; ISO 3046-1: 2002)

MAN Diesel & Turbo


L32/40

10.46 - Tier II

3700030-4.0Page 2 (3)B 10 01 1

POperating: Available output under local conditions and dependent on application.

Dependend on local conditions or special applica-tion demands a further load reduction of PApplication, ISO might be needed.

P Ap

plic

atio

n

Ava

ilab

le o

utp

ut in

per

cent

age

fro

mIS

O-S

tand

ard

-Out

put

Fuel

Sto

p p

ow

er (B

lock

ing

)

Max

. allo

wed

Sp

eed

red

ucti

on

at m

axim

um t

orq

ue 1)

Tro

pic

co

ndit

ions

(tr /

tcr

/ p

r = 1

00 k

Pa

Rem

arks

Kind of Application (%) (%) (%) (°C) -

Electricity generation

Auxiliary engines in ships 100 110 - 45/38 2)

Marine main engines (with mechanical or diesel electric drive)

Main drive generator 100 110 - 45/38 2)

1) Maximum torque given by available output and nominal speed.2) According to DIN ISO 8528-1 overload > 100% is permissible only for a short time to compenate frequency

deviations. This additional engine output must not be used for the supply of electric consumers.

tr Air temperature at compressor inlet of turbocharger.tcr Cooling water temperature before charge air coolerpr Barometric pressure.

Table 3 Available outputs / related reference conditions.

Available Outputs

MAN Diesel & Turbo


L32/40

10.46 - Tier II

3700030-4.0Page 3 (3) B 10 01 1

1. No de-rating due to ambient conditions is ne-eded as long as following conditions are not exceeded:

No

de-

rati

ng

up

to

st

ated

ref

eren

ce

con

dit

ion

s (T

rop

ic)

Sp

ecia

l cal

cula

tio

n

nee

ded

if fo

llow

ing

va

lues

are

exc

eed

ed

Air temperature before turbocharger Tx ≤ 318 K (45 °C) 333 K (60 °C)

Ambient pressure ≥ 100 kPa (1 bar) 90 kPa

Cooling water temperature inlet charge air cooler (LT-stage) ≤ 311 K (38 °C) 316 K (43 °C)

Intake pressure before compressor ≥ -20 mbar 1) -40 mbar 1)

Exhaust gas back pressure after turbocharger ≤ 30 mbar 1) 60 mbar 1)

1) Overpressure

Table 4 De-rating - Limits of ambient conditions.

2. De-rating due to ambient conditions and ne-gative intake pressure before compressor or exhaust gas back pressure after turbocharger

a = 1.2

x x 1.09 - 0.09

with a ≤ 1

POperating = PApplication, ISO x a

a Correction factor for ambient conditions Tx Air temperature before turbocharger [K] being

considered (Tx = 273 + tx) U Increased negative intake pressure before

compressor leeds to an de-rating, calculated as increased air temperature before turbocharger

U = (-20mbar – pAir before compressor[mbar]) x 0.25K/mbar

with U ≥ 0

O Increased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as increased air temperature before turbocharger:

318Tx + U + O

311Tcx

[ ]( () )

O = (PExhaust after Turbine[mbar] – 30mbar) x 0.25K/mbar

with O ≥ 0

Tcx Cooling water temperature inlet charge air cooler (LT-stage) [K] being considered

(Tcx = 273 + tcx)

T Temperature in Kelvin [K] t Temperature in degree Celsius [°C]

3. De-rating due to special conditions or demands. Please contact MAN Diesel & Turbo, if:

• limits of ambient conditions mentioned in "Table 4 De-rating - Limits of ambient con-ditions are exceeded

• higher requirements for the emission level exist

• special requirements of the plant for heat recovery exist

• special requirements on media temperatu-res of the engine exist

• any requirements of MAN Diesel & Turbo mentioned in the Project Guide can not be kept

MAN Diesel & Turbo

3700035-3.0Page 1 (8)

L32/40

11.06 - Tier II

General Description B 10 01 1

General

The engine is a turbocharged, four-stroke diesel engine of the trunk piston type with a cylinder bore of 320 mm and a stroke of 400 mm. The crankshaft speed is 720/750 rpm.

The cylinder output is 500 kW/cyl. and the mean effective pressure is 25.9/24.9 bar.

The engine is delivered as an in-line engine with 6 to9 cylinders.

Crankcase

Crankcase/Crankshaft bearing/Tie rod

The crankcase of the engine is made of cast iron. It is one-piece and very rigid. Tie rods extend from the lower edge of the suspended main bearing up to the top edge of the crankcase and from the top edge of the cylinder head to the intermediate floor.The bearing caps of the main bearings are also laterally braced with the casing. The control drive and vibration damper housing are integrated in the crankcase.

Coolant/Lubricating oil

The crankcase has no water jackets. The lube oil is delivered to the engine via a distribution pipe which is cast into the housing. The tie rod holes and tie rods have a dual function. They keep components under pre-tension and are also utilised for oil distribution. The sealing of the tie rods takes place at the level of the crankcase intermediate floor.

Accessibility

Engine components are easily accessible through large covers on the long sides. The crankcase covers on the exhaust side are provided with safety valves (generally in the case of marine engines, partly in the case of stationary engines).

Base Frame

The engine and alternator are mounted on a com-mon base frame of a welded steel plate construction.

The rigid base frame construction is embedded to the engine seating by means of resilient supports.

The inside of the base frame forms a reservoir for theengine lubricating oil.

Fig 1 Cross section in engine frame showing the main bearing and cylinder head bolts.

MAN Diesel & Turbo

L32/40

3700035-3.0Page 2 (8)

11.06 - Tier II

B 10 01 1 General Description

Main Bearings External bearing

The external bearing absorbs radial forces which are transmitted to the crankshaft via the coupling flange. It is formed from the wall of the crankcase, the split bolted-on flange bearing and the labyrinth and spray ring with covering shell.

Bearing shells

The bearing shells of all the main bearings consist of a steel protection shell, a binding layer and an aluminium alloy running layer.

Crankshaft

Crankshaft/Balance weights/Drive gear

The crankshaft is forged from special steel. It is arranged in a suspended manner and has 2 bal-ance weights per cylinder held by extension bolts for further balancing of the oscillating masses. The drive gear for the gear drive consists of 2 segments. They are held together by 4 tangentially arranged bolts. The connection to the locating bearing flange is by head bolts.

Flywheel

The flywheel, made of spheroidal grey cast iron, is ar-ranged on the coupling-side flange on the crankshaft. The engine can be turned over by a turning gear via the flywheel or its toothed ring for maintenance work.

Fig 2 Main bearing/Locating bearing/External bearing.

Bearing cap/Tie rod

The main bearing caps (see figure 1) are arranged in a suspended location. They are held in place with tie rods in the base which pass all the way through. Cross-bracing using additional cross tie rods provides structural stability for the bearing body. It prevents lateral displacement of the crankcase under the influence of the ignition pressures.

Locating bearing

The locating bearing, which determines the axial position of the crankshaft, is mounted on the on the first inner bearing seat. It consists of a flange forged onto the crankshaft, the axially arranged thrust collars with AlSn running surface and the accommodating bearing body. The locating bearing flange is sup-ported only in the upper half.

MAN Diesel & Turbo

3700035-3.0Page 3 (8)

L32/40

11.06 - Tier II


Torsional Vibration Damper

Fig 4 Connecting rod with two section joints (marine head)

Rotational vibrations which are induced in the crankshaft are reduced using a vibration damper, which is arranged on the counter coupling side of the crankshaft. The vibrations are transferred from the internal section to radially arranged packs of leaf springs where they are dampened by the displace-ment of oil. The internal arrangement is such that coolant and lubricating oil pumps can be driven by a toothed ring bolted in position.

Connecting Rod

Connecting rod with two section joints

The structure of the connecting rod is made up of the so-called marine head arrangement. The joint gap is above the connecting rod bearing. When retracting the piston the connecting rod bearing need not be split. This has advantages for operational safety (no change in location / no new matching), and this type of structure reduces the piston removal headroom.

Bearing shells

The bearing shells are identical with those of the main bearing. Thin-walled shells with an aluminium alloy running surface are used. Bearing cap and bearing body are bolted together using extending bolts (studs).

Fig 3 Crankshaft on the counter coupling side, fitted with a rotational vibration damper and toothed ring.

MAN Diesel & Turbo

L32/40

3700035-3.0Page 4 (8)

11.06 - Tier II

B 10 01 1 General Description

Piston The piston is cooled with oil which is fed through the connecting rod. The oil transfer from the oscillating connecting rod to the piston crown takes place via a spring-loaded funnel which slides on the outer contour of the connecting rod eye.

"Stepped piston"

The piston crown has a slightly smaller diameter than the rest of the running surface. Pistons with this design are referred to as stepped pistons. Explanation of the purpose of the stage follow under the point "Cylinder Liner".

Piston rings

The top and bottom sections are connected together with extending bolts. 3 sealing rings and an oil scraping ring are used for sealing the piston to the cylinder liner. The 1st compression ring has a chromium ceramic coating. 2. and 3rd ring are chromium coated. All rings are arranged in the wear-resistant well-cooled steel crown.

Piston pin

The piston pin is supported in a floating manner and axially fixed in position with circlips. Holes, which may influence the formation of oil films and the strength, are not present.

Fig 5 Piston two-piece, oil cooled

Design characteristics

Basically, the piston consists of two parts. The skirt is made from spheroidal grey cast iron. The piston crown is forged from high-quality materials. Material selection and design effect high resistance levels to the ignition pressures that arise and permit tight piston clearances. Tight piston tolerances and the structure of the piston as a stepped piston reduce the mechanical loading on the piston rings, restrict the access of small particles and protect the oil film from combustion gases.

Cooling

The special shape of the piston rings makes effec-tive cooling more easy. The cooling is supported by the Shaker Effect internally and externally, and by an additional row of cooling holes in the external area. This means that the temperatures are control-led so that wet corrosion in the ring grooves can be prevented. The ring grooves are induction hardened. Subsequent machining is possible.

MAN Diesel & Turbo

3700035-3.0Page 5 (8)

L32/40

11.06 - Tier II


Cylinder Liner

Cooling

The coolant reaches the cylinder liner via a line that is connected to the support ring. The coolant flows through the holes in the top land ring (jet cooling) and flows through the holes in the support ring to the cooling chambers in the cylinder heads. The cylinder head, support ring and top land ring can be drained together.

The top land ring and cylinder head can be checked by using check holes in the support ring for gas and coolant leaks.

Cylinder Head/Rocker Arm Bearing Bracket

The cylinder heads are made from spheroidal grey cast iron. They are pressed against the top land ring by 4 studs. The sturdy channel-cooled floor of the cylinder head and the rib-reinforced inner section ensure high levels of structural solidity.

Cylinder liner/Support ring/Top land ring

The cylinder liners, made of special cast iron, are encased by a spheroidal grey cast iron support ring in the upper section. This is centralised in the crankcase. The lower section of the cylinder liner is guided by the intermediate floor in the crankcase. The so-called top land ring fits on the joint of the cylinder liner.

The subdivision into 3 components i.e. the cylinder liner, support ring and top land ring provides the best possible structure with reference to resistance to deformation, with regard to cooling and with regard to ensuring the minimum temperatures on certain component assemblies.

Interaction stepped piston/Top land ring

The top land ring which projects above the cylinder liner bore works together with the recessed piston crown of the stepped piston to ensure that burnt carbon deposits on the piston crown do not come into contact with the running surface of the cylinder liner. This prevents bore polishing where lube oil would not adhere properly.

Fig 6 Cylinder liner with fire ring.

Fig 7 Interaction of top land ring and stepped piston.

MAN Diesel & Turbo

3700035-3.0Page 6 (8)

L32/40

11.06 - Tier II


Valves in the cylinder head

Camshaft and Camshaft Drive

The engine is equipped with two camshafts, which are driven by a gear wheel of the crankshaft through intermediate wheels, and rotates with a speed which is half the speed of the crankshaft.

One camshaft, positioned in control side, only serves to drive the fuel injection pumps and to operate the starting air pilot valves, whereas the other arranged at the exhaust side, operates the inlet and exhaust valves.

Safety and Control System

The engine is equipped with the well proven Safety and Control System (SaCoSone). As a self-develop-ment it is best adapted to MAN Diesel & Turbo engines. SaCoSone combines all functions of a modern engine management system within one complete system.

SaCoSone offers:

- Integrated self-diagnosis functions - Maximum reliability and availability - Simple use and diagnosis - Quick exchange of mofules (plug in) - Trouble-free and time-saving commissioning

Fig 8 Cylinder head with valves.

The cylinder head has 2 inlet and 2 exhaust valves, 1 starting valve and one each indexing and (on ship's engines) 1 safety valve. The fuel injection valve is ar-ranged centrally between the valves. It is surrounded by sleeves which, in the lower area, are sealed both against the surrounding coolant chamber and against the combustion chamber.

Connections

The connections between the cylinder head and the exhaust pipe, the connections within the charge air line and with respect to the coolant supply and start-ing air line is effected by using quick-fit couplings or clamping and plug connections.

Rocker arm bearing block/Valve actuation

The cylinder head is closed off from above by a cap, through which the valves and the injection valve are easily accessible.

Fig 9 Rocker arm bearing bracket with valve actuator.

MAN Diesel & Turbo

3700035-3.0Page 7 (8)

L32/40

11.06 - Tier II


Turbocharger System

The turbocharger system of the engine, which is a constant pressure system, consists of an exhaust gas receiver, a turbocharger, a charge air cooler and a charge air receiver.

The turbine wheel of the turbocharger, which is of the radial type, is driven by the engine exhaust gas, and the turbine wheel drives the turbocharger compressor, which is mounted on one shaft. The compressor sucks air from the engine room through the dry air filters.

The turbocharger presses the air through the charge air cooler to the charge air receiver. From the charge air receiver, the air flows to each cylinder through the inlet valves.

The charge air cooler is a compact tube-type cooler with a large cooling surface.

From the exhaust valves, the exhaust gas is led to the exhaust gas receiver where the pulsatory pres-sure from the individual cylinders is equalized and passed to the turbocharger as a constant pressure, and further through the exhaust system and silencer arrangement.

The exhaust gas receiver is made of pipe sections, one for each cylinder, connected to each other, by means of compensators, to prevent excessive stress in the pipes due to heat expansion. Between the cylinder head and the exhaust gas line quick release couplings is mounted, which permits rapid discon nection.

To avoid excessive thermal loss and to ensure a reasonably low surface temperature, the exhaust gas receiver is insulated.

Compressed Air System

The engine is started by means of compressed air of 30 bar.

Fuel Oil System

The built-on fuel oil system consists of the fuel oil filter and the fuel injection system.

The fuel oil filter is a duplex filter. The filter is equipped with a three-way cock for single or double operation of the filters.

Waste oil and fuel oil leakage is led to a leakage alarm which is heated by means of fuel returning oil.

Lubricating Oil System

All moving parts of the engine are lubricated with oil circulating under pressure in a closed built-on system.

The built-on lubricating oil pump is of the gear wheel type with pressure control valve. The pump takes the oil from the sump in the base frame, and on the pressure side the oil passes through the lubricating oil cooler (plate type) and the filter which both are mounted on the engine.

Cooling is carried out by the low temperature cool-ing water system. The temperature is controlled by a termostatic 3-way valve on the oil side. The engine is a standard equipped engine with an electrically driven prelubricating pump.

Cooling Water System

The cooling water system consists of a low tempera-ture system and a high temperature system.

The water in the low temperature system is passed through the charge air cooler (2. stage), the lubricat-ing oil cooler and the alternator, if the latter is water-cooled. The low temperature media is freshwater.

The high temperature cooling water is passed through the charge air cooler (1. stage), the engine cylinders and the cylinder head. The high temperature media is freshwater.

MAN Diesel & Turbo

3700035-3.0Page 8 (8)

L32/40

11.06 - Tier II


NOx Reduction Measures

RI - Retarded Injection

Retarded injection timing delays combustion heat release and thus lowers combustion chamber tem-perature peaks.

Device for variable injection timing (V.I.T.)

The V.I.T. is designed to influence injection timing and thus ignition pressure and combustion temperature. That enables engine operation in different load ranges well balanced between low NOx emissions and low fuel consumption.

New piston for increased compression ratio

The use of a new piston provides a higher compres-sion ratio and gives a faster reduction in temperature after the ignition of the fuel, thus reducing NOx formation. The increase in compression ratio also compensates the reduction in firing temperature due to retarded injection and hence the associated increase in SFOC.

Miller valve timing

To reduce the temperature peaks which promote the formation of NOx, early closure of the inlet valve causes the charge air to expand and cool before start of compression. The resulting reduction in combus-tion temperature reduces NOx emissions.

MAN Diesel & Turbo

Cross Section B 10 01 11639472-0.2Page 1 (1)

L32/40

11.06

MAN Diesel & Turbo

Main Particulars B 10 01 13700032-8.0Page 1 (1)

L32/40

10.46 - Tier II

Cycle : 4-stroke

Configuration : In-line

Cyl. Nos. available : 6-7-8-9

Power range : 3000-4500 kW

Speed : 720/750 rpm

Bore : 320 mm

Stroke : 400 mm

Stroke/bore ratio : 1.25

Swept volume per cyl. : 32.17 dm3

Compression ratio : 15.2:1

Turbocharging principle : Constant pressure system and inter cool ing

Fuel quality acceptance : HFO up to 700 cSt/50° C (ISO 8217-RMH55 and RMK55)

Power lay-out

Speed

Mean piston speed

Mean effective pressure

Max. combustion pressure

Power per cylinder

rpm

m/sec.

bar

bar

kW/cyl.

720

9.6

25.9

190

500

750

10.0

24.9

190

500

MCR version

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

10.16 - CD

1689486-2.0Page 1 (1) Dimensions and Weights B 10 01 1

L32/40

P Free passage between the engines, width 600 mm and height 2000 mm. Q Min. distance between engines: 2835 mm. (without gallery) and 3220 mm. (with gallery)

* Depending on alternator ** Weight included an alternator, Type B16, Make Siemens

All dimensions and masses are approximate, and subject to changes without prior notice.

Cyl. no

6 (720 rpm)6 (750 rpm)

7 (720 rpm)7 (750 rpm)

8 (720 rpm)8 (750 rpm)

9 (720 rpm)9 (750 rpm)

**Dry weightGenSet (t)

75.075.0

79.079.0

87.087.0

91.091.0

A (mm)

63406340

68706870

74007400

79307930

* B (mm)

34153415

34153415

36353635

36353635

* C (mm)

97559755

1028510285

1103511035

1156511565

H (mm)

46224622

46224622

48404840

48404840

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

1689487-4.0Page 1 (2) Overhaul Heights B 10 01 1

L32/40

10.16 - CD

Fig 1 Disassembly of Rocker Arm Casing Fig 2 Disassembly of Rocker Arm Casing with Cylinder Head

Fig 3 Removal of Piston with Connecting Rod Fig 4 Removal of the Tie Rods

4060

1500

4472

4545

1230

4260

Control side4260 =

Exhaustgas side = 4740

5050

(w

hen

carr

ying

aw

ay a

long

the

engi

ne a

xis

over

the

cylin

der

head

s)

��

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

L32/40

10.16 - CD

B 10 01 1 Overhaul Heights 1689487-4.0Page 2 (2)

Fig 5 Removal of Cylinder Liner

4660

4090

��

Fig 6 Removal of Cylinder Liner with Supporting Ring

��

4730

4095

0802

8-0D

/H52

50/9

4.08

.12

MAN B&W Diesel

Overhaul Areas B 10 01 1

L32/40

Dismantling space

It must be considered that there is sufficient spacefor pulling the intercooler element, Lubricating oilcooler, lubricating oil filter cartridge and requiredspace for maintenance work on engine.

1693579-3.0Page 1 (1)

04.34 - 480/500CD

Fig 1 Overhaul areas for intercooler element, lub. oil cooler, lub. oil filter cartridge and required space for maintenance work on engine.

For minimum space, please contact MAN B&WHoleby.

MAN Diesel & Turbo

1607566-7.2Page 1 (1) Engine Rotation Clockwise B 10 11 1

General

10.39

Engine

Direction of rotation seen from flywheel end “Clockwise”

Alternator

Fuel Oil System

B 11

0802

8-0D

/H52

50/9

4.08

.12

MAN B&W Diesel

Pipe description

A1 Fuel oil inlet DN 25A2 Fuel oil outlet DN 25A3 Waste oil outlet DN 15A15 Tracer heating inlet DN 15A16 Tracer heating outlet DN 15A17 Nozzle cooling water inlet DN 15A18 Nozzle cooling water outlet DN 15

1693522-9.0Page 1 (2)

L32/40

Internal Fuel Oil System B 11 00 0

03.20

Fig 1 Diagram for fuel oil system.

General

The internal built-on fuel oil system, as shown in fig.1, consists of the following parts:

– a fuel oil feed system.– high-pressure injection equipment.– a waste oil system.

Internal Fuel Oil Feed System

The fuel oil is delivered to the injection pumps fromthe external fuel oil system through a safety filter.

The safety filter is a duplex filter of the split type witha filter fineness of 50 µ. The filter is equipped with acommon three-way cock for manual change of boththe inlet and outlet side.

Fuel Injection Equipment

Each cylinder unit has its own set of injectionequipment comprising injection pump, high-pressurepipe and injection valve.

The injection equipment and the distribution supplypipes are housed in a fully enclosed compartment,thus minimizing heat losses from the preheated fuel.This arrangement reduces external surface tempera-tures and the risk of fire caused by fuel leakage.

Flange connections are as standard according to DIN 2501,PN 16.

0802

8-0D

/H52

50/9

4.08

.12

MAN B&W Diesel

1693522-9.0Page 2 (2)

L32/40

B 11 00 0 Internal Fuel Oil System

03.20

The injection pumps are installed directly above thecamshaft, and they are activated by the cams on thecamshaft through roller guides fitted in the rollerguide housings.

The amount of fuel injected into each cylinder unit isadjusted by means of the governor, which maintainsthe engine speed at the preset value by a continuouspositioning of the fuel pump racks, via a commonregulating shaft.

The injection valve is for building down into thecentre of the cylinder head.

The injection oil is supplied from the injection pumpto the injection valve via a double-walled pressurepipe installed in a bore in the cylinder head.

This bore has an external connection to lead the leakoil from the injection valve and high-pressure pipe tothe waste oil system.

Nozzle Cooling Water.

See page E 11 05 1.

Dirty Oil System

Waste and leak oil from the compartments haveseparate outlets from each side of the engine. Thedirty oil cannot be reused and should be led to asludge oil tank.

The alarm unit consists of a box with a float switch forlevel monitoring. In case of a larger than normalleakage, the float switch will initiate alarm. Thesupply fuel oil to the engine is led through the unit inorder to keep this heated up, thereby ensuring freedrainage passage even for high-viscous waste/leakoil.

Data

For pump capacities, see D 10 05 0 "List ofCapacities".

Set points and operating levels for temperature andpressure are stated in B 19 00 0 "Operating Data andSet Points".

MAN Diesel & Turbo

L32/40

Fuel Oil Diagram B 11 00 01643442-8.4Page 1 (3)

10.40

Fig 1. Fuel Oil Diagram

Die

sel o

ilH

eavy

fuel

oil

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ted

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with

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V1

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ntro

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2�3

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er p

ump

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Set

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A1

A2

A2

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A3

** *

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atin

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r

MAN Diesel & Turbo

1643442-8.4Page 2 (3)

L32/40

Fuel Oil Diagram

Uni-Fuel

The fuel system on page 1 is designed as a uni-fuel system indicating that the propulsion engine and the GenSets are running on the same fuel oil and are fed from the common fuel system. The uni-fuel concept is a unique possibility for substantial sav-ings in operating costs. It is also the simplest fuel system, resulting in lower maintenance and easier operation. The diagram on page 1 is a guidance. It has to be adapted in each case to the actual engine and pipe layout.

Fuel Feed System

The common fuel feed system is a pressurised sys-tem, consisting of HFO supply pumps, HFO circulat-ing pumps, pre-heater, diesel cooler, DIESELswitch and equipment for controlling the viscosity, (e.g. a viscorator). The fuel oil is led from the service tank to one of the electrically driven supply pumps. It delivers the fuel oil with a pressure of approximately 4 bar to the low-pressure side of the fuel oil system thus avoiding boiling of the fuel in the venting pipe. From the low-pressure part of the fuel system the fuel oil is led to one of the electrically driven circulating pumps which pumps the fuel oil through a pre-heater to the engines. For the propulsion engine please see the specific plant specifications. The internal fuel system for the GenSets is shown in B 11 00 0 "Internal Fuel Oil System".

To safeguard the injection system components on the propulsion engine is it recommended to install a safety duplex filter with a fineness of max. 50 microns (sphere passing mesh) as close as possible to the propulsion engine.GenSets with conventional fuel injection system must have safety duplex filters with a fineness of max. 34 microns (sphere passing mesh) installed as close as possible to each GenSet as shown in the fuel oil diagram. GenSets with a common rail fuel system require a safety duplex filter with a fineness of max. 25 microns (sphere passing mesh).

GenSets with a common rail fuel system require an automatic filter with a fineness of max. 10 microns (sphere passing mesh), which needs to be installed in the feeder circle.

It is possible, however not our standard/recommen-dation, to install a common fuel oil safety duplex filter and a common MDO filter for the entire GenSet plant. In this case it must be ensured that the fuel oil system fulfils the classification rules and protects the engines from impurities.

Note: a filter surface load of 1 l/cm² per hour must not be exceeded!

The venting pipe is connected to the service tank via an automatic deaeration valve that will release any gases present. To ensure ample filling of the fuel injection pumps the capacity of the electri-cally driven circulating pumps must be three times higher the amount of fuel consumed by the diesel engine at 100% load. The surplus amount of fuel oil is re-circulated in the engine and back through the venting pipe. To have a constant fuel pressure to the fuel injection pumps during all engine loads a spring-loaded overflow valve is inserted in the fuel system. The circulating pump pressure should be as specified in "B 19 00 0, Operating Data & Set Points" which provides a pressure margin against gasification and cavitation in the fuel system even at a tempera-ture of 150°C. The circulating pumps will always be running; even if the propulsion engine and one or several of the GenSets are stopped. Circulation of heated heavy fuel oil through the fuel system on the engine(s) keep them ready to start with preheated fuel injection pumps and the fuel valves de-aerated.

Flow Balancing Valve (Throttle Valve)

The flow balancing valve at engine outlet is to be installed only (one per engine) in multi engine ar-rangements connected to the same fuel system. It is used to balance the fuel flow through the engines. Each engine has to be feed with its correct, individual fuel flow.

10.40

B 11 00 0

MAN Diesel & Turbo

L32/40

Fuel Oil Diagram B 11 00 01643442-8.4Page 3 (3)

10.40

MDO Operation

The MDO to the GenSets can also be supplied via a separate pipeline from the service tank through a MDO booster pump. The capacity of the MDO booster pump must be three times higher the amount of MDO consumed by the diesel engines at 100% load. The system is designed in such a way that the fuel type for the GenSets can be changed independent of the fuel supply to the propulsion engine. As an option the GenSet plant can be delivered with the fuel changing system consisting of a set of remotely controlled, pneumatically actuated 3-way fuel changing valves “V1-V2” for each GenSet and a fuel changing valve control box common for all GenSets.

A separate fuel changing system for each GenSet gives the advantage of individually choosing MDO or HFO mode. Such a changeover may be necessary if the GenSets have to be:

• stoppedforaprolongedperiod

• stopped formajor repairof the fuel system,etc.

• incaseofablackout/emergencystart

If the fuel type for both the propulsion engine and GenSets have to be changed from HFO to MDO/MGO and vice versa, the 3-way valve just after the service tanks has to be activated – the DIESELswitch. With the introduction of stricter fuel sulphur content regulations the propulsion engine as well as the GenSets increasingly have to be operated on distillate fuels, i.e. marine gas oil (MGO) and marine diesel oil (MDO). To maintain the required viscosity at the engine inlet, it is necessary to install a cooler in the fuel system. The lowest viscosity suitable for the main engine and the GenSets is 2 cSt at engine inlet.

Emergency Start

Further, MDO must be available in emergency situations. If a blackout occurs, the GenSets can be started up on MDO in three ways:

• MDO tobesupplied from theMDOboosterpump which can be driven pneumatically or electrically. If the pump is driven electrically, it must be connected to the emergency switch-board.

• IftheGenSethasabuilt-onboosterpump,itcan be used if the minimum level in the MDO service tank corresponds to or is max. 1.0 metres below the level of the built-on booster pump. However, in the design of the entire system, the level of the service tank under the GenSet can cause problems with vacuum in the system.

• Agravitytank(100-200litres)canbearrangedabove the GenSet. With no pumps available, it is possible to start up the GenSet if a gravity tank is installed minimum 8 metres above the GenSet. However, only if the changeover valve “V1-V2” is placed as near as possible to the GenSet.

MAN Diesel & Turbo

B 11 00 0

General

1693520-5.9Page 1 (10)

10.47 - 3.3.3 (2010-11-19)

Specification for Heavy Fuel Oil (HFO)

Prerequisites

MAN four-stroke diesel engines can be operated with any heavy fuel oil obtained from crude oil that also satisfies the requirements in Table 1, provid-ing the engine and fuel processing system have been designed accordingly. To ensure that the re-lationship between the cost of fuel, spare parts and repair and maintenance expenditure remains favourable at all times, the following points should be observed.

Heavy Fuel Oil (HFO)

Origin/refinery process

The quality of the heavy fuel oil largely depends on the quality of the crude oil and also the refining process used. This is why the properties of heavy fuel oils with the same viscosity can vary consider-ably depending on the bunker positions. Heavy fuel oil is normally a mixture of residual oil and distil-lates. The components of the mixture are normally obtained from modern refinery processes, such as Catcracker or Visbreaker. These processes can ad-versely affect the stability of the fuel as well as its ignition and combustion properties. The processing of the heavy fuel oil and the operating result of the engine also depend heavily on these factors.

Bunker positions with standardised heavy fuel oil qualities should preferably be used. If oils need to be purchased from independent dealers, also en-sure that these also comply with the international specifications. The engine operator is responsible for ensuring that suitable heavy fuel oils are cho-sen.

Specifications

Fuels that are intended for use in an engine must satisfy the specifications to ensure sufficient qual-ity. The limit values for heavy fuel oils are specified in Table 1.

The entries in the last column of Table 1 provide im-portant background information and must therefore be observed.

Different international specifications exist for heavy fuel oils. The most important specifications are ISO 8217-2010 and CIMAC-2003. These two specifica-tions are more or less equivalent. Figure 1 shows the ISO 8217 specification. All qualities in these specifications up to K700 can be used, provided the fuel system has been designed for these fuels. Heavy fuel oils with a maximum density of 1,010 kg/m3 can only be used if modern separators are installed.

Important

Even if the fuel characteristics listed in the table entitled "The fuel specification and correspond-ing characteristics for heavy fuel oil" satisfy the above requirements, this information may still not be enough to determine the ignition and combus-tion characteristics, and also stability, of the fuel. This means that the operating performance of the engine may depend on characteristics that are not defined in the specification. This particularly ap-plies for the tendency of the oil to form deposits in the combustion chamber, fuel injection system, gas channels and exhaust gas system. A number of fuels have a tendency towards incompatibility with lubricating oil which leads to deposits being formed in the fuel delivery pump that can block the pumps. It may therefore be necessary to avoid using spe-cific potentially problematic fuels.

Blends

The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and additives that have not been manufactured from mineral oils, (coal-tar oil, for example), and residual products of chemical or other processes such as solvents (polymers or chemical waste) is not permitted. Some of the rea-sons for this are as follows: abrasive and corrosive effects, unfavourable combustion characteristics, poor compatibility with mineral oils and, last but not least, adverse effects on the environment. The order for the fuel must expressly state what is not permitted as the fuel specifications that generally apply do not include this limitation.

MAN Diesel & Turbo

B 11 00 0

General

1693520-5.9Page 2 (10)

10.47 - 3.3.3 (2010-11-19)


If engine oils (old lubricating oil, ULO – used lubri-cating oil) are added to fuel, this does pose particu-lar danger as the additives in the lubricating oil act as emulsifiers that cause dirt, water and catfines to be transported as fine suspension. They therefore prevent the necessary cleaning of the fuel. In our experience (and this has also been the experience of other manufacturers), this can severely damage the engine and turbocharger components.

The addition of chemical waste products (solvents, for example) to the fuel is prohibited for environ-mental protection reasons according to the reso-lution of the IMO Marine Environment Protection Committee passed on 1st January 1992.

Leak oil collector

Leak oil collectors that act as receptacles for leak oil, and also return and overflow pipes in the lube oil system, must not be connected to the fuel tank.Leak oil pipes should be emptied in sludge tanks.

Viscosity (at 50 °C)mm2/s (cSt)

max. 700 Viscosity/injection viscosity

Viscosity (at 100 °C) max. 55 Viscosity/injection viscosity

Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing

Flash point

°C

min. 60 Flash point (ASTM D 93)

Pour point (summer) max. 30Low-temperature behaviour (ASTM D 97)

Pour point (winter) max. 30Low-temperature behaviour (ASTM D 97)

Coke residue (Conradson)

weight %

max.

20 Combustion properties

Sulphur content5

or legal requirementsSulphuric acid corrosion

Ash content 0.15 Heavy fuel oil processing

Vanadium content mg/kg 450 Heavy fuel oil processing

Water content Vol. % 0.5 Heavy fuel oil processing

Sediment (potential) weight % 0.1

Aluminium and silicium content (total)

mg/kg

max.

60 Heavy fuel oil processing

Total acid number mg KOH/g 2.5

Hydrogen sulphide mg/kg 2

Used lubricating oil (ULO)

mg/kg

The fuel must be free of lubricating oil (ULO - used lubricating oil, old oil). Fuel is considered as contaminated with lubricating oil when the following concentrations occur:Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.

Asphaltene content weight %2/3 of coke residue

(according to Conradson)Combustion properties

Sodium content mg/kgSodium < 1/3 Vanadium,

Sodium<100Heavy fuel oil processing

The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.

Table 1. Table_The fuel specification and corresponding characteristics for heavy fuel oil

MAN Diesel & Turbo

B 11 00 0

General

1693520-5.9Page 3 (10)

10.47 - 3.3.3 (2010-11-19)


Figure 1 & 2. ISO 8217-2010 specification for heavy fuel oil

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max

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150

150

150

350

450

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01, I

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70

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4597

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ium

mg/

kgm

ax.

5010

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050

100

100

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4050

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MAN Diesel & Turbo

B 11 00 0

General

Additional Information

The purpose of the following information is to show the relationship between the quality of heavy fuel oil, heavy fuel oil processing, the engine operation and operating results more clearly.

Selection of heavy fuel oil

Economic operation with heavy fuel oil within the limit values specified in the table entitled "The fuel specification and corresponding properties for heavy fuel oil" is possible under normal operating conditions, provided the system is working properly and regular maintenance is carried out. If these re-quirements are not satisfied, shorter maintenance intervals, higher wear and a greater need for spare parts is to be expected. The required maintenance intervals and operating results determine which quality of heavy fuel oil should be used.

It is an established fact that the price advantage decreases as viscosity increases. It is therefore not always economical to use the fuel with the highest viscosity as in many cases the quality of this fuel will not be the best.

Viscosity/injection viscosity

Heavy fuel oils with a high viscosity may be of an inferior quality. The maximum permissible viscos-ity depends on the preheating system installed and the capacity (flow rate) of the separator.

The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 23/30H and 28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of the engine must be observed. This is the only way to ensure efficient atomisation and mixture formation and therefore low-residue combustion. This also prevents mechanical overloading of the injection system. For the prescribed injection viscosity and/or the required fuel oil temperature upstream of the engine, refer to the viscosity temperature diagram.

Heavy fuel oil processing

Whether or not problems occur when the engine is in operation depends on how carefully the heavy fuel oil has been processed. Particular care should be taken to ensure that highly-abrasive inorganic foreign matter (catalyst particles, rust, sand) are effectively removed. It has been shown in practise that wear as a result of abrasion in the engine in-creases considerably if the aluminium and silicium content is higher than 15 mg/kg.

Viscosity and density influence the cleaning effect. This must be taken into account when designing and making adjustments to the cleaning system.

Settling tank

The heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in the tank and the lower the viscosity of the heavy fuel oil is, the more effective the precleaning process will be (maximum preheating temperature of 75 °C to prevent the for-mation of asphalt in the heavy fuel oil). A settling tank is sufficient for heavy fuel oils with a viscosity of less than 380 mm2/s at 50 °C. If the heavy fuel oil has a high concentration of foreign matter or if fuels in accordance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks will be required one of which must be sized for 24-hour operation. Before the content is moved to the ser-vice tank, water and sludge must be drained from the settling tank.

Separators

A separator is particularly suitable for separating material with a higher specific density – water, for-eign matter and sludge, for example. The separa-tors must be self-cleaning (i.e. the cleaning inter-vals must be triggered automatically).

Only separators in the new generation may be used. They are extremely effective throughout a wide density range with no changeover required and can separate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.

1693520-5.9Page 4 (10)

10.47 - 3.3.3 (2010-11-19)


MAN Diesel & Turbo

B 11 00 0

General

Table "Achievable proportion of foreign matter and water (following separation)" shows the prereq-uisites that must be met by the separator. These limit values are used by manufacturers as the basis for dimensioning the separator and ensure compli-ance.

The manufacturer's specifications must be com-plied with to maximise the cleaning effect.

The separators must be arranged according to the manufacturers' current recommendations (Alpha-Laval and Westfalia). The density and viscosity of the heavy fuel oil in particular must be taken into account. If separators by other manufacturers are used, MAN Diesel & Turbo should be consulted.

If processing is carried out in accordance with the MAN Diesel & Turbo specifications and the correct separators are chosen, it may be assumed that the results stated in the table entitled "Achievable pro-portion of foreign matter and water" for inorganic foreign matter and water in the heavy fuel oil will be achieved at the engine inlet.

Figure 3 Location of heavy fuel oil cleaning equipment and/or separator

Definition Particle size Quantity

Inorganic foreign matter including catalyst particles < 5 µm < 20 mg/kg

Al + Si content - < 15 mg/kg

Water content < 0.2 % by vol. %

Table 2 Achievable proportion of foreign matter and water (following separation)

1693520-5.9Page 5 (10)

10.47 - 3.3.3 (2010-11-19)


100% 100%

Application in ships andstationary use: parallelinstallation

1 separator for 100% flow rate

1 separator (reserve) for 100% flow rate

Results obtained during operation in practise show that the wear the occurs as a result of abrasion in the injection system and the engine will remain within acceptable limits if these values are com-plied with. In addition, an optimum lubricating oil treatment process must be ensured.

Water

It is particularly important to ensure that the wa-ter separation process is as thorough as possible as the water takes the form of large droplets, and not a finely distributed emulsion. In this form, water also promotes corrosion and sludge formation in the fuel system and therefore impairs the supply, atomisation and combustion of the heavy fuel oil. If the water absorbed in the fuel is seawater, harm-ful sodium chloride and other salts dissolved in this water will enter the engine.

MAN Diesel & Turbo

B 11 00 0

General

The sludge containing water must be removed from the settling tank before the separation process starts, and must also be removed from the service tank at regular intervals. The tank's ventilation sys-tem must be designed in such a way that conden-sate cannot flow back into the tank.

Vanadium/Sodium

If the vanadium/sodium ratio is unfavourable, the melting point of the heavy fuel oil ash may fall in the operating area of the exhaust-gas valve which can lead to high-temperature corrosion. Most of the water and water-soluble sodium compounds it con-tains can be removed by precleaning the heavy fuel oil in the settling tank and in the separators.

The risk of high-temperature corrosion is low if the sodium content is one third of the vanadium con-tent or less. It must also be ensured that sodium does not enter the engine in the form of seawater in the intake air.

If the sodium content is higher than 100 mg/kg, this is likely to result in a higher quantity of salt depos-its in the combustion chamber and exhaust-gas system. This will impair the function of the engine (including the suction function of the turbocharger).

Under certain conditions, high-temperature corro-sion can be prevented byusing a fuel additive that increases the melting point of the heavy fuel oil ash(also see "Additives for heavy fuel oils”).

Ash

Fuel ash consists for the greater part of vanadium oxide and nickel sulphate (see above chapter for more information). Heavy fuel oils containing a high proportion of ash in the form of foreign matter, e.g. sand, corrosion compounds and catalyst particles, accelerate the mechanical wear in the engine. Cat-alyst particles produced as a result of the catalytic cracking process may be present in the heavy fuel oils. In most cases, these are aluminium silicate particles that cause a high degree of wear in the in-jection system and the engine. The aluminium con-tent determined, multiplied by a factor of between 5 and 8 (depending on the catalytic bond), is roughly the same as the proportion of catalyst remnants in the heavy fuel oil.

Homogeniser

If a homogeniser is used, it must never be installed between the settling tank and separator as other-wise it will not be possible to ensure satisfactory separation of harmful contaminants, particularly seawater.

Flash point (ASTM D 93)

National and international transportation and stor-age regulations governing the use of fuels must be complied with in relation to the flash point. In gen-eral, a flash point of above 60 °C is prescribed for diesel engine fuels.

Low temperature behaviour (ASTM D 97)

The pour point is the temperature at which the fuel is no longer flowable (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher than 0 °C, the bunker facility must be preheated, unless fuel in accordance with RMA or RMB is used. The entire bunker facility must be designed in such a way that the heavy fuel oil can be preheated to around 10 °C above the pour point.

Pumping characteristics

If the viscosity of the fuel is higher than 1000 mm2/s (cST), or the temperature is not at least 10 °C above the pour point, pump problems will occur.For more information, also refer to “Low-tempera-ture behaviour(ASTM D 97)”.

1693520-5.9Page 6 (10)

10.47 - 3.3.3 (2010-11-19)


MAN Diesel & Turbo

B 11 00 0

General

Combustion properties

If the proportion of asphalt is more than two thirds of the coke residue (Conradson), combustion may be delayed which in turn may increase the formation of combustion residues, leading to such as deposits on and in the injection nozzles, large amounts of smoke, low output, increased fuel consumption and a rapid rise in ignition pressure as well as combus-tion close to the cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt to coke residues reaches the limit 0.66, and if the asphalt content exceeds 8%, the risk of deposits forming in the combustion chamber and injection system is higher. These problems can also occur when using unstable heavy fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an increased deposition of asphalt (see "Compatibility”).

Ignition quality

Nowadays, to achieve the prescribed reference vis-cosity, cracking-process products are used as the low viscosity ingredients of heavy fuel oils although the ignition characteristics of these oils may also be poor. The cetane number of these compounds should be < 35. If the proportion of aromatic hy-dro-carbons is high (more than 35 %), this also ad-versely affects the ignition quality.

The ignition delay in heavy fuel oils with poor igni-tion characteristics is longer and combustion is also delayed which can lead to thermal overloading of the oil film at the cylinder liner and also high cylin-der pressures. The ignition delay and accompany-ing increase in pressure in the cylinder are also in-fluenced by the end temperature and compression pressure, i.e. by the compression ratio, the charge-air pressure and charge-air temperature.

The disadvantages of using fuels with poor igni-tion characteristics can be limited by preheating the charge air in partial load operation and reduc-ing the output for a limited period. However, a more effective solution is a high compression ratio and operational adjustment of the injection system to the ignition characteristics of the fuel used, as is the case with MAN Diesel & Turbo piston engines.

The ignition quality is one of the most important properties of the fuel. This value does not appear in the international specifications because a stan-dardised testing method has only recently become available and not enough experience has been gathered at this point in order to determine limit values. The parameters, such as the calculated carbon aromaticity index (CCAI), are therefore aids that are derived from quantifiable fuel properties. We have established that this method is suitable for determining the approximate ignition quality of the heavy fuel oil used.

A testing instrument has been developed based on the constant volume combustion method (fuel com-bustion analyser FCA) and is currently being tested by a series of testing laboratories.The instrument measures the ignition delay to de-termine the ignition quality of a fuel and this mea-surement is converted into a an instrument-specific cetane number (FIA-CN or EC). It has been estab-lished that in some cases heavy fuel oils with a low FIA cetane number or ECN number can cause op-erating problems.

As the liquid components of the heavy fuel oil deci-sively influence the ignition quality, flow properties and combustion quality, the bunker operator is re-sponsible for ensuring that the quality of heavy fuel oil delivered is suitable for the diesel engine. (Also see illustration entitled "Nomogram for determining the CCAI – assigning the CCAI ranges to engine types").

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MAN Diesel & Turbo

B 11 00 0

General

Figure 4 Nomogram for the determination the CCAI assigning the CCAI ranges to engine types

V Viscosity in mm²/s (cSt) at 50° CD Density [in kg/m³] at 15° CCCAI Calculated Carbon Aromaticity IndexA Normal operating conditionsB Ignition properties may be poor that adjustment of engine or engine operating conditions are required.C Problems that have been identified may lead to engine damage, even after a short period of operation1 Engine type2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils

The CCAI can be calculated using the following formula:

CCAI = D - 141 log log (V+0.85) - 81

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10.47 - 3.3.3 (2010-11-19)


16/2420/2721/3123/3027/3828/3232/40

32/44CR40/5448/60

48/60B48/60CR51/60DF

58/64

1

2

CCAIDV800

810

820

830

840

850

860

870

880

890

900

910

920

8001

2

3

45

10

2030

50

100

200

7001000

5000

2000050000

820

840

860

880

900

920

940

960

980

1000

1020

1040

930

A

B

C

MAN Diesel & Turbo

B 11 00 0

General

Precombustion additives

• Dispersing agent/stabilisers

• Emulsion breakers

• Biocides

Combustion additives

• Combustion catalysts (fuel savings, emissions)

Postcombustion additives

• Ash modifiers (hot corrosion)

• Soot removers (exhaust gas system)

Table 3 Additives to heavy fuel oils Classification/effects

Sulphuric acid corrosion

The engine should be operated at the cooling wa-ter temperatures prescribed in the operating hand-book for the relevant load. If the temperature of the components that are exposed to acidic combustion products is below the acid dew point, acid corro-sion can no longer be effectively prevented, even if alkaline lubricating oil is used.

The BN values specified are sufficient, providing the quality of lubricating oil and engine's cooling system satisfy the requirements.

Compatibility

The supplier must guarantee that the heavy fuel oil is homogeneous and remains stable, even after the standard storage period. If different bunker oils are mixed, this can lead to separation and the asso-ciated sludge formation in the fuel system during which large quantities of sludge accumulate in the separator that block filters, prevent atomisation and a large amount of residue as a result of combus-tion.

This is due to incompatibility or instability of the oils. As much of the heavy fuel oil in the storage tank as possible should therefore be removed before bun-kering again to prevent incompatibility.

Blending the heavy fuel oil

If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain the required quality or vis-cosity of heavy fuel oil, it is extremely important that the components are compatible (see "Compatibil-ity").

Additives for heavy fuel oils

MAN Diesel & Turbo engines can be operated eco-nomically without additives. It is up to the customer to decide whether or not the use of additives is ben-eficial. The supplier of the additive must guarantee that the engine operation will not be impaired by using the product.

The use of heavy fuel oil additives during the war-ranty period must be avoided as a basic principle.

Additives that are currently used for diesel engines, as well as their probable effects on the engine's op-eration, are summarised in the table below "Addi-tives for heavy fuel oils – classification/effects" .

Heavy fuel oils with low sulphur content

From the point of view of an engine manufacturer, a lower limit for the sulphur content of heavy fuel oils does not exist. We have not identified any problems with the low-sulphur heavy fuel oils currently avail-able on the market that can be traced back to their sulphur content. This situation may change in future if new methods are used for the production of low-sulphur heavy fuel oil (desulphurisation, new blend-ing components). MAN Diesel & Turbo will monitor developments and inform its customers if required.

If the engine is not always operated with low-sul-phur heavy fuel oil, a corresponding lubricating oil for the fuel with the highest sulphur content must be selected.

Danger!Improper handling of fuels

If fuels are improperly handled, this can pose a danger to health, safety and the environment. The relevant safety information by the fuel supplier must be observed.

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MAN Diesel & Turbo

B 11 00 0

General

TestsSampling

To check whether the specification provided and/or the necessary delivery conditions are complied with, we recommend you retain at least one sample of every bunker oil (at least for the duration of the engine's warranty period). To ensure that the sam-ples taken are representative of the bunker oil, a sample should be taken from the transfer line when starting up, halfway through the operating period and at the end of the bunker period. “Sample Tec" by Mar-Tec in Hamburg is a suitable testing instru-ment which can be used to take samples on a regu-lar basis during bunkering.

Analysis of samples

Our department for fuels and lubricating oils (Augs-burg factory, department EQC) will be pleased to provide further information on request.

We can analyse fuel for customers at our labora-tory. A 0.5 l sample is required for the test.

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MAN Diesel & Turbo

B 11 00 0

General

1699891-5.3Page 1 (2)

10.45 - 3.3.2 (2010-11-08)

Specification for Marine Diesel Oil (MDO)

Marine Diesel Oil

Other designations

Marine Diesel Oil, Marine Diesel Fuel.

Origin

Marine diesel oil (MDO) is supplied as heavy distil-late (designation ISO-F-DMB) exclusively for ma-rine applications. MDO is manufactured from crude oil and must be free of organic acids and non-min-eral oil products.

Specification

The suitability of a fuel depends on the design of the engine and the available cleaning options as well as compliance with the properties in the fol-lowing table that refer to the as-delivered condition of the fuel.

The properties are essentially defined using the ISO 8217-2010 standard as the basis. The proper-ties have been specified using the stated test pro-cedures.

Master for GenSet vælg A og B document master og for Propulsion vælg C og D document master

Properties Unit Test procedure Designation

ISO-F specification DMB

Density at 15 °C kg/m3 ISO 3675 900

Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104> 2.0< 11

Pour point, winter quality °C ISO 3016 < 0

Pour point, summer quality °C < 6

Flash point (Pensky Martens) °C ISO 2719 > 60

Total sediment fraction Weight % ISO CD 10307 0.10

Water content Vol. % ISO 3733 < 0.3

Sulphur content Weight % ISO 8754 < 2.0

Ash content Weight % ISO 6245 < 0.01

Coke residue (MCR) Weight % ISO CD 10370 < 0.30

Cetane number or cetane index - ISO 5165 > 35

Hydrogen sulphide mg/kg IP 570 < 2

Total acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity (wear scar diameter) µm ISO 12156-1 < 520

Copper strip test - ISO 2160 < 1

Other specifications:

British Standard BS MA 100-1987 Class M2

ASTM D 975 2D

ASTM D 396 No. 2

Table 1 Marine Diesel Oil (MDO) – characteristic values to be observed

MAN Diesel & Turbo

General

B 11 00 0 1699891-5.3Page 2 (2)

10.45 - 3.3.2 (2010-11-08)

Specification for Marine Diesel Oil (MDO)


During transshipment and transfer, MDO is handled in the same manner as residual oil. This means that it is possible for the oil to be mixed with high-viscos-ity fuel or heavy fuel oil – with the remnants of these types of fuels in the bunker ship, for example – that could significantly impair the properties of the oil.

The lubricity of diesel fuel is normally sufficient. The desulphurisation of diesel fuels can reduce their lu-bricity. If the sulphur content is extremely low (<500 ppm or 0.05%), the lubricity may no longer be suf-ficient. Before using diesel fuels with low sulphur content, you should therefore ensure that their lu-bricity is sufficient. This is the case if the lubricity as specified in ISO 12156-1 does not exceed 520 μm.

The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil). Fuel is considered as con-taminated with lubricating oil when the following concentrations occur:

Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.

The pour point specifies the temperature at which the oil no longer flows. The lowest temperature of the fuel in the system should be roughly 10 °C above the pour point to ensure that the required pumping characteristics are maintained.

A minimum viscosity must be observed to ensure sufficient lubrication in the fuel pump. The tempera-ture of the fuel must therefore not exceed 45 °C.

Seawater causes the fuel system to corrode and

also leads to hot corrosion of the exhaust valves and turbocharger. Seawater also causes insuffi-cient atomisation and therefore poor mixture forma-tion accompanied by a high proportion of combus-tion residues.

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

We recommend the installation of a separator up-stream of the fuel filter. Separation temperature 40 – 50°C. Most solid particles (sand, rust and cata-lyst particles) and water can be removed, and the cleaning intervals of the filter elements can be ex-tended considerably.



Analyses


MAN Diesel & Turbo

B 11 00 0

General

1699892-7.3Page 1 (2)

10.45 - 3.3.1 (2010-11-08)

Specification for Gas Oil / Diesel Oil (MGO)

Properties Unit Test procedure Typical value

Density at 15° Ckg/m3 ISO 3675

≥ 820.0≤ 890.0

Kinematic viscosity at 40° C mm2/s (cSt) ISO 3104≥ 2

≤ 6.0

Filterability* in summer and in winter

°C°C

DIN EN 116 DIN EN 116

≤ 0≤ 12

Flash point in enclosed crucible °C ISO 2719 ≥ 60

Distillation range up to 350° C Vol. % ISO 3405 ≥ 85

Sediment content (extraction method) Weight % ISO 3735 ≤ 0.01

Water content Vol. % ISO 3733 ≤ 0.05

Sulphur content

Weight %

ISO 8754 ≤ 1.5

Ash ISO 6245 ≤ 0.01

Coke residue (MCR) ISO CD 10370 ≤ 0.10

Hydrogen sulphide mg/kg IP 570 < 2

Total acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity (wear scar diameter) µm ISO 12156-1 < 520

Cetane number or cetane index ISO 5165 ≥ 40

Copper strip test ISO 2160 ≤ 1

Other specifications:

British Standard BS MA 1001987 M1

ASTM D 975 1D/2D

Table 1 Diesel fuel (MGO) properties that must be complied with.

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud point in accordance with ISO 3015


Diesel Oil

Other designations

Gas oil, Marine Gas Oil (MGO), Diesel Oil.

Gas oil is a crude oil medium distillate and must therefore not contain any residual materials.

Specification

The suitability of the fuel depends on whether it has the properties defined in this specification (based on its composition in the as-delivered state).

The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards have been extensively used as the basis when defining these properties. The properties correspond to the test procedures stated.

MAN Diesel & Turbo

General

B 11 00 0 1699892-7.3Page 2 (2)

10.45 - 3.3.1 (2010-11-08)

Specification for Gas Oil / Diesel Oil (MGO)


Use of diesel oil

If distillate intended for use as heating oil is used with stationary engines instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or no. 2 according to ASTM D 396), the ignition behaviour, stability and behaviour at low tempera-tures must be ensured; in other words the require-ments for the filterability and cetane number must be satisfied.

Viscosity

To ensure sufficient lubrication, a minimum viscosi-ty must be ensured at the fuel pump. The maximum temperature required to ensure that a viscosity of more than 1.9 mm2/s is maintained upstream of the fuel pump depends on the viscosity of the fuel. In any case the temperature of the fuel upstream of the injection pump must not exceed 45 °C.

Lubricity

The lubricity of diesel fuel is normally sufficient. The desulphurisation of diesel fuels can reduce their lu-bricity. If the sulphur content is extremely low (<500 ppm or 0.05%), the lubricity may no longer be suf-ficient. Before using diesel fuels with low sulphur content, you should therefore ensure that their lu-bricity is sufficient. This is the case if the lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle diesel fuel in accordance with EN 590 as this characteristic value is an integral part of the specification.



Analyses


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Viscosity- Temperature (VT) Diagram of Fuel Oil


Figure 1 ViscosityTemperature (VT) diagram

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Viscosity- Temperature (VT) Diagram of Fuel Oil

Explanations of viscosity-temperature diagram

In the diagram, the fuel temperatures are shown on the horizontal axis and the viscosity is shown on the vertical axis.

The diagonal lines correspond to viscosity-temper-ature curves of fuels with different reference vis-cosities. The vertical viscosity axis in mm2/s (cSt) applies for 40, 50 or 100 °C.

Determining the viscosity-temperature curve and the required preheating temperature

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

The heavy fuel oil lines between the outlet of the last preheating system and the injection valve must be suitably insulated to limit the maximum drop in temperature to 4 °C. This is the only way to achieve the necessary injection viscosity of 14 mm2/s for heavy fuel oils with a reference viscos-ity of 700 mm2/s at 50 °C (the maximum viscosity as defined in the international specifications such as ISO CIMAC or British Standard). If a heavy fuel oil with a low reference viscosity is used, the injec-tion viscosity should ideally be 12 mm2/s in order to achieve more effective atomisation and therefore reduce the combustion residue.

The delivery pump must be designed for heavy fuel oil with a viscosity of up to 1 000 mm2/s. The pour point also determines whether the pump is capable of transporting the heavy fuel oil. The bunker facility must be designed so as to allow the heavy fuel oil to be heated up to roughly 10 °C above the pour point.

Notice!Viscosity

The viscosity of gas oil or diesel oil (marine die-sel oil) upstream of the engine must be at least 1.9 mm2/s. If the viscosity is too low, this may cause seizing of the pump plunger or nozzle needle valves as a result of insufficient lubrication.

This can be avoided by monitoring the tempera-ture of the fuel. Although the maximum permissible temperature depends on the viscosity of the fuel, it must never exceed the following values:

• 45 °C at the most with MGO (DMA) and MDO (DMB) and

• 60 °C at the most with MDO (DMC).

A fuel cooler must therefore be installed.

With fuel viscosities of < 2 cSt at 40 °C consult the MAN Diesel SE technical service in Holeby.

Prescribed injectionviscosity in mm2/s

Required temperature of heavy fuel oil at engine

inlet* in °C

≥ 12 126 (line c)

≤ 14 119 (line d)

Table 1 Determining the viscosity-temperature curve and the required preheating temperature

* With these figures, the temperature drop between the last preheating device and the fuel injection pump is not taken into account.

A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity of 1000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity of fuel that the pump can still deliver.

A heavy fuel oil discharge temperature of 152 °C is reached when using a state-of-the-art final pre-heating device with 8 bar saturated steam. At high temperatures there is a risk of residues forming in the preheating system – this leads to a reduction in heating output and thermal overloading of the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.

MAN Diesel & Turbo

1699177-5.1Page 1 (1)

Guidelines Regarding MAN Diesel & Turbo GenSets Operating on Low Sulphur Fuel Oil

General

10.16

Exhaust emissions from marine diesel engines have been the focus of recent legislation. Apart from nitrous oxides (NOx), sulphur oxides (SOx) are considered to be the most important pollution factor. A range of new regulations have been implemented and others will follow (IMO, EU Directive, and CARB). These regulations demand reduction of SOx emissions by restricting the sulphur content of the fuel. That is to say sulphur limits for HFO as well as mandatory use of low sulphur distillate fuels for particular ap-plications. This guideline covers the engine related aspects of the use of such fuels.

Low sulphur HFO

From an engine manufacturer’s point of view there is no lower limit for the sulphur content of HFO. We have not experienced any trouble with the currently available low sulphur HFO, that are related to the sulphur content or specific to low sulphur HFO. This may change in the future if new methods are applied for the production of low sulphur HFO (desulphuriza-tion, uncommon blending components). MAN Diesel & Turbo will monitor developments and inform our customers if necessary.

If the engine is not operated permanently on low sulphur HFO, then the lubricating oil should be se-lected according to the highest sulphur content of the fuels in operation.

Low sulphur distillates

In general our GenSet is developed for continuous operation on HFO as well as on MDO/MGO. Occa-sionally changes in operation mode between HFO and MDO/MGO are considered to be within normal operation procedures for our engine types and do thus not require special precautions.

Running on low sulphur fuel (< 0.1% S) will not cause problems, but please notice the following restrictions:

In order to avoid seizure of the fuel oil injection pump components the viscosity at engine fuel oil inlet must be > 2.0 cSt. In order achieve this it may be necessary to install a fuel oil cooler, when the engine is running on MGO. This is both to ensure correct viscosity and avoid heating up the service tank, which is important as the fuel oil injection pumps are cooled by the fuel.

When operating on MDO/MGO a larger leak oil amount from fuel oil injection pumps and fuel oil injection valves can be expected compared to op-eration on HFO.

In order to carry out a quick change between HFO and MDO/MGO the change over should be carried out by means of the valve V1-V2 installed in front of the engine.

For the selection of the lubricating oil the same ap-plies as for HFO. For temporary operation on distillate fuels including low sulphur distillates nothing has to be considered. A lubricating oil suitable for operation on diesel fuel should only be selected if a distillate fuel is used continuously.

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10.19

1624473-6.1Page 1 (2)

1.03

1.02

1.01

1.0020

20

30

30

40

40

50

50

60

1.04

10 0 Air temperature ˚C

Wat

erte

mp.

inle

tch

arge

air

cool

er˚C

1000

m

2000

m

3000

m

4000

m

5000

m

111m

0m

Fue

lco

nsum

ptio

nfa

ctor

β

Altitude above sea level

(Extrapolation allowed)

Do not use for specialengine layout e.g.

matched turbocharger

Calculation of Fuel Consumption at Site

Fig 1 Nomogram for adaption of fuel consumption to the conditions at site of diesel engines.

Should the conditions at site differ from the reference conditions for the fuel consumption rates, the fuel consumption is calculated according to the formula.

bx = br x β

β = Fuel consumption factor according to the above diagram (β = 1 ; β > 1)

br = Specific fuel consumption of the engine at site rating according to ISO conditions, see page B 11 01 0 "Specific Fuel Oil Consump-tion SFOC".

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10.19

Calculation of Fuel Consumption at Site

General

Example for L28/32H

Conditions:

Air temperature 39 (°C)Water temperature inletcharge air cooler 30 (°C)Site altitude 1000 mHeavy fuel operation1 x attached lub. oil pump1 x attached water pump

β = 1.019

Note: the nomogram on fig 1 - in accordance with ISO 3046/1 paragraph 11 item 2 - is based on the following formula:

β =1 + 0.0006 (tx - tr) + 0.0007 (tcx - tcr) + 0.07 (pr - px)

Explanation of symbols:

tr = Standard reference air temperature (°C).

tx = Air temperature being considered (°C).

tcr = Standard reference charge air cooling water temperature (°C).

tcx = Water temperature inlet charge air cooler being considered (°C).

pr = Standard reference total air pressure (bar).

px = Air pressure to be considered (bar), (site altitude or - in case of matched turbocharger design - substitute altitude)

In accordance with ISO 3046-1:2002, clause 10, item 10.4 the adaption of fuel oil consumption is based on the following formula:

β =1 + 0.0006 (tx - 25) + 0.0007 (tcx - 25) + 0.07 (1.0 - px)

Note: β ≥ 1.

Engines with Attached Pumps:

The fuel consumption rates have to be increased by a factor p depending on the type and number of pumps.

This correction factor is given in the following table.

bx = b x p1 x p2 (or p3)

bx = Fuel consumption for engines with attached pumps.

b = Fuel consumption being considered (without attached pumps).

p = Correction factors for attached pumps. See page B 11 01 0 "Specific Fuel Oil Consump-tion SFOC"

Altitude abovesea level

m(thousand)

m hundred 0 100 200 300 400 500 600 700 800 900 0 1.013 1.001 0.989 0.978 0.966 0.955 0.943 0.932 0.921 0.910 1000 0.899 0.888 0.877 0.866 0.856 0.846 0.835 0.825 0.815 0.805 2000 0.795 0.785 0.775 0.766 0.756 0.747 0.737 0.728 0.719 0.710 3000 0.701 0.692 0.683 0.675 0.666 0.658 0.649 0.641 0.633 0.624 4000 0.616 0.608 0.600 0.593 0.585 0.577 0.570 0.562 0.555 0.547

Air Pressure px (bar)

Fig 2.

MAN Diesel & Turbo

10.46 - Tier II

L32/40

B 11 01 0Fuel Oil Consumption for Emissions Standard

IMO Tier II3700031-6.0Page 1 (1)

L32/40: 500 kW/cyl. at 720 rpm

L32/40: 500 kW/cyl. at 750 rpm

% Load

Fuel consumption (g/kWh) with HFO/MDO and without attached pumps 1)

L32/40 GenSet Tier II, 720 rpm

100 852) 75 50 25

ISO reference conditions(see below)

183 1822) 187 194 205

1) Tolerance for warranty +5%2) Warranted fuel consumption at 85% MCR

Table 1 Fuel consumption.

% Load

Fuel consumption (g/kWh) with HFO/MDO and without attached pumps 1)

L32/40 GenSet Tier II, 750 rpm

100 852) 75 50 25

ISO reference conditions(see below)

183 1822) 187 194 205

1) Tolerance for warranty +5%2) Warranted fuel consumption at 85% MCR

Table 2 Fuel consumption.

ISO reference conditions (according to ISO 3046-1: 2002; ISO 15550 :2002)

Intake air temperature Tr °C 25

Barometric pressure pr kPa 100

Relative humidity Φr % 30

Cooling water temp. bef. charge air cooler Tcr °C 25

Net calorific value LCV KJ/kg 42,700

Table 3 ISO reference conditions.

For operation with MGO SFOC will be increased by 2 g/kWh

With built-on pumps, the SFOC will be increased by:

for each cooling water pump + 1 g/kWhfor one or two lubricating oil pump + 2 g/kWh

MAN Diesel & Turbo

1699267-4.1Page 1 (3)

L32/40L32/40CR

Nozzle Cooling System E 11 05 0


Fig 1 Diagram for nozzle cooling system.

General

In HFO operation, the nozzles of the fuel injection valves are cooled by fresh water circulation, there-fore a nozzle cooling water system is required. It is a separate and closed system re-cooled by the LT cooling water system, but not directly in contact with the LT cooling water. The nozzle cooling water is to be treated with corrosion inhibitor according to MAN Diesel & Turbo specification see "Specification for engine cooling water – B 13 00 0".

Flange connections are as standard according to DIN 2501,PN 16.

N2

N3

N4

A17A18

G2

G1

A17A18

N5

N7

N6

N1

PI

TI

TI

TE TA

PI

TI

M

N8

PSL PA

TE TA

PSL PA

T-076

MOD-005

T-013

N1

N2

N3

N4

N5

N6

N7

N8

Return from engine

Outlet to engine

Cooling water inlet

Cooling water outlet

Check for “oil in water”

Filling connection

Discharge

From safety valve

G2

G1

T-039

P-005

HE-005

TCV-005

2D-0011D-001

1FIL-021 2FIL-021

1D-0012D-0011+2FIL-021HE-005MOD-005P-005T-013T-039T-076TCV-005

Diesel engineDiesel engineStrainer for commissioningWater coolerNozzle cooling moduleWater pumpExpansion tankCooling water storage tankStorage tankTemperature control valve

External

t1t3t2t4

* *

*

With both engines running at same load, must the nozzle coolingoil inlet/outlet temperatures be equal on both engines. In case ofdifferent temperatures is it necessary to adjust the flow, by meansof an orifice. t3 - t1 ≈ t4 - t2

*)

Pipe Description

A17 Nozzle cooling water inlet DN25

A18 Nozzle cooling water outlet DN25

G1 LT freshwater inlet DN100

G2 LT freshwater outlet DN100

N1 Nozzle cooling water inlet unit

N2 Nozzle cooling water outlet unit

N3 HT FW inlet nozzle cooling unit

N4 HT FW outlet nozzle cooling unit

MAN Diesel & Turbo

1699267-4.1Page 2 (3)Nozzle Cooling SystemE 11 05 0


Note!In Diesel engines designed to operate prevalently on HFO the injection valves are to be cooled dur-ing operation on HFO. In the case of MGO or MDO operation exceeding 72 h, the nozzle cooling is to be switched off and the supply line is to be closed. The return pipe, however, has to remain open.

In Diesel engines designed to operate exclusively on MGO or MDO (no HFO operation possible), nozzle cooling is not required. The nozzle cooling system is omitted.

In dual fuel engines (liquid fuel and gas) the nozzles are to be cooled according to the engine design.

Cooling water pump/P-005

The centrifugal (non self-priming) pump discharges the cooling water via cooler “HE-005” and the strainer “FIL-021” to the header pipe on the engine and then to the individual injection valves. From here, it is pumped through a manifold, from where it returns to the nozzle cooling water module.One system can be installed for two engines.

Cooler/HE-005

The cooler is to be connected in the LT cooling water circuit according to schematic diagram. Cooling of the nozzle cooling water is effected by the LT cool-ing water.

If antifreeze is added to the cooling water, the result-ing lower heat transfer rate must be taken into con-sideration. The cooler is to be provided with venting and draining facilities.

Temperature control valve/TCV-005

The temperature control valve with thermal-expansion elements regulates the flow through the cooler to reach the required inlet temperature of the nozzle cooling water. It has a regulating range from approx. 50 °C (valve begins to open the pipe from the cooler) to 60 °C (pipe from the cooler completely open).

Strainer/FIL-021

To protect the nozzles for the first commissioning of the engine a strainer has to be provided. The mesh size is 0.25 mm.

Temperature sensor/TE

The sensor is mounted upstream of the engine and is delivered loose by MAN Diesel & Turbo. Wiring to the common engine terminal box is present.

Nozzle cooling water module

Purpose

The nozzle cooling water module serves for cooling the fuel injection nozzles on the engine in a closed nozzle cooling water circuit.

Design

The nozzle cooling water module consists of a storage tank, on which all components required for nozzle cooling are mounted.

Description

By means of a circulating pump, the nozzle cooling water is pumped from the service tank through a heat exchanger and to the fuel injection nozzles. The return pipe is routed back to the service tank, via a sight glass. Through the sight glass, the nozzle cooling water can be checked for contamination. The heat exchanger is integrated in the LT cooling water system. By means of a temperature control valve, the nozzle cooling water temperature upstream of the nozzles is kept constant. The performance of the service pump is monitored within the module by means of a flow switch. If required, the optional standby pump integrated in the module, is started.

Throughput 0.8 – 10.0 m³/h nozzle cooling water, suitable for cooling of all number of cylinders of the engine types 32/40 – 58/64 and single/ double engine plants.

L32/40L32/40CR

MAN Diesel & Turbo

1699267-4.1Page 3 (3) Nozzle Cooling System E 11 05 0


Nozzle cooling water - inlet

Nozzle cooling water - outlet

Cooling water - inlet

Cooling water - outlet

Check for “oil in water”

Filling connection

Drain

To safety valve

Inlet heating medium

Outlet heating medium

Nozzle cooling water - inlet

N1

N2

N3

N4

N5

N6

N7

N8

N9

N10

N11

N2

N3

N4

N5

N9

N10

N7 N6

N8

N1 N11

4 bar

Storage tankExpansiontank1.0 bar

2 bar abs.

PI

TI

TI

TI

TI

PI

PSL

M M

L32/40L32/40CR

MAN Diesel & Turbo

11.01

In order to ensure a satisfactory hydrodynamic oil film between fuel injection pump plunger/barrel, therebyavoiding fuel injection pump seizures/sticking, MAN Diesel recommends to keep a fuel oil viscosity at minimum 2.0 cSt measured at the engine inlet. This limit has been used over the years with good results and gives the required safety margin against fuel injection pump seizures.

For some MGO´s viscosities below 2.0 cSt may be reached at temperatures above 35°C. As the fuel temperature increases during operation, it is impos-sible to maintain this low temperature at the engine inlet without a MDO/MGO cooler.

In the worst case, a temperature of 60-65°C at the engine inlet can be expected corresponding to a viscosity far below 2.0 cSt. The consequence may be sticking fuel injection pumps or nozzle needles.

Also most pumps in the external system (supply pumps, circulating pumps, transfer pumps and feed pumps for the separator) already installed in existing vessels, need viscosities above 2.0 cSt to function properly.

General

MDO / MGO Cooler E 11 06 11689458-7.2Page 1 (3)

We recommend that the actual pump maker is con-tacted for advice.

Installation of MDO/MGO Cooler or MDO/MGO Cooler & Chiller

To be able to maintain the required viscosity at the engine inlet, it is necessary to install a MDO/MGO cooler in the fuel system (MDO/MGO cooler installed just before the engine).

The advantage of installing the MDO/MGO cooler just before the engine is that it is possible to optimise the viscosity regulation at the engine inlet. However, the viscosity may drop below 2.0 cSt at the circulating and other pumps in the fuel system.

The MDO/MGO cooler can also be installed before the circulating pumps. The advantage in this case is that the viscosity regulation may be optimised for both the engine and the circulating pumps.

Fig 1 Fuel temperature versus viscosity.

01 2 3 4

Viscosity (cSt)

Fuel

Tem

p (d

eg C

)

5 6 7 8

20

40

60

80

100

120

140

NOT GOODFuel below 2cSt

MAN Diesel does not recommend to operate the engine on fuel with viscosities lower than 2 cSt

Viscosity at reference condition (40°C) according to ISO8217 DMA/X

DEPENDING ON INSTALLATIONFuel viscosity 2-3 cSt

MAN Diesel strongly recommends to make start checksprior to port operation

1.5 cSt

2.0 cSt

3.0 cSt

4.0 cSt

5.0 cSt

GOODFuel above 3 cSt

MAN Diesel recommends to operate the engine onfuels with viscosities above 3 cSt

Fuel Temperatur vs Viscosity

MAN Diesel & Turbo

11.01

E 11 06 1

General

MDO / MGO Cooler 1689458-7.2Page 2 (3)

It is not advisable to install the MDO/MGO cooler just after the engine or after the Diesel oil service tank as this will complicate viscosity control at the engine inlet. In case the MDO/MGO cooler is installed after the service tank, the supply pumps will have to handle the pressure drop across the MDO/MGO cooler which cannot be recommended.

The cooling medium used for the MDO/MGO cooler is preferably fresh water from the central cooling water system.

Seawater can be used as an alternative to fresh water, but the possible risk of MDO/MGO leaking into the sea water and the related pollution of the ocean, must be supervised.

The horizontal axis shows the bunkered fuel visco-sity in cSt at 40°C, which should be informed in the bunker analysis report.

If the temperature of the MGO is below the upper blue curve at engine inlet, the viscosity is above 2.0 cSt.The black thick line shows the viscosity at reference condition (40°C) according to ISO8217, marine distillates.

Example: MGO with viscosity of 4.0 cSt at 40°C must have a temperature below 55°C at engine inlet to ensure a viscosity above 3.0 cSt.

Example: MGO with a viscosity of 5.0 cSt at 40°C is entering the engine at 50°C. The green curves show that the fuel enters the engine at approxim-ately 4.0 cSt.

Example: MGO with a viscosity of 2.0 cSt at 40°C needs cooling to 18°C to reach 3.0 cSt.

The following items should be considered before specifying the MDO/MGO cooler :

- The flow on the fuel oil side should be the same as the capacity of the fuel oil circulating pump ( see D 10 05 0, List of Capacities )

- The fuel temperature to the MDO/MGO cooler depends on the temperature of the fuel in the service tank and the temperature of return oil from the engine(s)

- The temperature of the cooling medium inlet to the MDO/MGO cooler depends on the desired fuel temperature to keep a minimum viscosity of 2.0 cSt

- The flow of the cooling medium inlet to the MDO/MGO cooler depends on the flow on the fuel oil side and how much the fuel has to be cooled

The frictional heat from the fuel injection pumps, which has to be removed, appears from the table below.

Based on the fuel oils available in the market as of June 2009, with a viscosity ≥ 2.0 cSt at 40°C, a fuel inlet temperature ≤ 40°C is expected to be sufficient to achieve 2.0 cSt at engine inlet (see fig 1 ).

In such case, the central cooling water / LT cooling water (36°C) can be used as coolant.

For the lowest viscosity MGO´s and MDO´s, a water cooled MGO/MGO cooler may not be enough to suf-ficiently cool the fuel as the cooling water available onboard is typically LT cooling water (36°C).

In such cases, it is recommended to install a so-called “Chiller” which removes heat through vapour-compression or an absorption refrigeration cycle (see fig 2 ).

Engine type kW/cyl.

L16/24 0.5

L21/31 1.0

L27/38 1.5

L32/40 2.0

L32/40CR 3.0

L23/30H 0.75

L28/32H 1.0

V28/32S 1.0

MAN Diesel & Turbo

Compressor

Chilling unit

Water pump unitPressurisedexpansion

tank

Diesel oil cooler unit

Diesel oil cooler

Diesel Oil WaterRefrigerant LiquidCentral Cooling Water

Watertank

WatercoolerCondenser

Centralcoolingwater

in-/outlet

Pump

Fig 2 Chiller.

11.01

General

MDO / MGO Cooler E 11 06 11689458-7.2Page 3 (3)

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10.04

Description

The fuel change-over system consists of two remote controlled and interconnected 3-way valves, which are installed immediately before each GenSet. The 3-way valves “V1-V2” are operated by a electric/pneumatically actuator of the simplex type, with spring return and a common valve control box for all GenSets.

The flexibility of the system makes it possible, if necessary, to operate the GenSets on either diesel oil or heavy fuel oil, individually by means of the L-bored 3-way valves “V1-V2”.

General

HFO/MDO Changing Valves (V1 and V2) E 11 10 11624467-7.3Page 1 (2)

The control box can be placed in the engine room or in the engine control room.

To maintain re-circulation in the HFO flow line, when the GenSet is operated on MDO, is a by-pass valve installed between the fuel inlet valve “V1” and the fuel outlet valve “V2” at each GenSet as shown in fig 1.

Valve Control Box

Electrical power supply to the valve control box is 3 x 400 Volt - 50 Hz, or 3 x 440 Volt - 60 Hz, depending onthe plant specification, and is established in form ofa single cable connection from the switchboard.

Due to a built-in transformer, the power supply vol-tage will be converted to a 24 V DC pilot voltage for serving the relays, contactors, and indication lamps.

Fig. 1 Pneumatic diagram for 3-way changing valves V1 & V2.

Furthermore the 24 V DC pilot voltage is used for operating the fuel changing valves with a electric/pneumatically operated actuator of the simplex type with spring return.

PIFilter

MDO/MGO

Valve V2

Outlet engineInlet engine

MDO/MGO position: De-energized

HFOHFO

Valve V1

MDO/MGO

Reductionvalve

Water trap

Air pressure: 6 bar

Air consumptionper stroke : 1.1 litre

A1 A2

Valvecontrol box

PIFilter

MDO/MGO

Valve V2

Outlet engineInlet engine

HFO position: Energized

HFOHFO

Valve V1

MDO/MGO

Reductionvalve

Water trap

Air pressure: 6 bar

Air consumptionper stroke : 1.1 litre

A1 A2

Valvecontrol box

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E 11 10 1

General

HFO/MDO Changing Valves (V1 and V2) 1624467-7.3Page 2 (2)

The mode of valve operation is: HFO-position: Energized MDO-position: De-energized

In the event of a black-out, or other situations resulting in dead voltage potential, will the remote controlled and interconnected 3-way valves at each GenSet be de-energized and automatically change over to the MDO/MGO-position, due to the built-in return spring The internal piping on the GenSets will then, within a few seconds, be flushed with MDO/MGO and be ready for start up.

Lubrication Oil System

B 12

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1643437-0.5Page 1 (3)

L32/40

Internal Lubricating Oil System B 12 00 0

09.40

Pipe description

C3 Lubricating oil from separator DN 50

C4 Lubricating oil to separator DN 50

C7 Lubricating oil from full flow filter DN 150

C8 Lubricating oil to fill flow filter DN 150

C9 Back-flush from full flow filter DN 20

C11 Lubricating oil from bypass filter DN 20

C12 Lubricating oil to bypass filter DN 20

C13 Oil vapour discharge* DN 100

C15 Lubricating oil overflow - outlet DN 50

C16 Lubricating oil supply DN 50

C30 Venting from turbocharger bearings DN 15

Fig 1 Diagram for Internal Lubricating Oil System

Flange connections are as standard according to DIN 2501

General

As standard the lubricating oil system is based on wet sump lubrication. All moving parts of the engine are lubricated with oil circulating under pressure in a closed built-on system.

The lubricating oil is furthermore used for the purpose of cooling the pistons.

The standard engine is equipped with the built-on following components:

– Engine driven lubricating oil pump – Lubricating oil cooler – Lubricating oil thermostatic valve – Duplex lubricating oil filter – Prelubricating oil pump – Cylinder lubricating oil pump – Centrifugal filter

C30

C3C16

C4

C13

C9 C15

C12 C11

Filter

Lub. oil cooler

Engine drivenlub. oil pump

Emergencylub. oil tank

To attached pumps

To spray nozzle ofthe camshaft drive

To the first main bearing

Governor drive

Gear wheel bearing

Topiston

El. drivenprelub. oil pump

Cylinder lub.oil pump

15µ60µ

15µ2 bar

2 bar

60µ

C

A

B

66°C

4 bar

Oil mistdetector

Camshaft bearing

Cyl. 1

2.5bar

Lubr

icat

ing

ofth

e ro

cker

arm

s

PT21

TE20

TI20

PI23

LAL/LAH28

LAH92

ZX92

SH92

PI21-22

PDAH21-22

PDT21-22

TI22

LAL25

PSL22

TE22

PT22

TAH20

PAL21

FE94

Separatefull flow filter

C7 C8To flange C9

StandardOptional

* For external pipe connection, please see Crank-case Ventilation, B 12 00 0.

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1643437-0.5Page 2 (3)

L32/40

B 12 00 0 Internal Lubricating Oil System

09.40

Oil Quantities

The approximate quantities of oil necessary for a new engine, before starting up are given in the ta-ble, see "B 12 01 1 Lubricating Oil in Base Frame" (max. litre H3)

If there are connected external, full-flow filters etc., the quantity of oil in the external piping must also be taken into account.

Max. velocity recommendations for external lub ri-ca ting oil pipes:

– Pump suction side 1.0 - 1.5 m/s – Pump discharge side 1.5 - 2.0 m/s

Lubricating Oil Consumption

The lubricating oil consumption, see "Specific Lubri-cating Oil Consumption - SLOC, B 12 15 0 / 604.07"

It should, however, be observed that during the run-ning in period the lubricating oil consumption may exceed the values stated.

Quality of Oil

Only HD lubricating oil (Detergent Lubricating Oil) should be used, characteristic stated in "Lubricating Oil Specification B 12 15 0".

System Flow

The lubricating oil pump draws oil from the oil sump and presses the oil through the cooler and filter to the main lubricating oil pipe, from where the oil is distri buted to the individual lubricating points. From the lubricating points the oil returns by gravity to the oil sump.

The main groups of components to be lubricated are:

1 – Turbocharger

2 – Main bearings, big-end bearing etc.

3 – Camshaft drive

4 – Governor drive

5 – Rocker arms

6 – Camshaft

7 – Cylinder Lubricating

1) For priming and during operation, the tur bo-char ger is connected to the lub. oil circuit of the engine. The oil serves for bearing lubrication.

The inlet line to the turbocharger is equipped with a pressure regulating valve in order to adjust the oil flow, and a non-return valve to prevent draining during standstill. Furthermore, an emergency tank is mounted.

2) Lubricating oil for the main bearings is supplied through holes drilled in the engine frame. From the main bearings it passes through bores in the crankshaft to the connecting rods big-end bea rings.

The connecting rods have bored channels for supply of oil from the big-end bearings to the small-end bearings. The small-end bearings have an inner circumferential groove, and a pocket for distribution of oil in the bush itself as well as supply of oil to the pin bosses and the piston cooling through holes and channels in the piston pin.

3) The lubricating oil pipes for the camshaft drive gear wheels are equipped with nozzles which are adjusted to apply the oil at the points where the gear wheels are in mesh.

4) The lubricating oil pipe for the gear wheels for the governor drive are adjusted to apply the oil at the points where the gear wheels are in mesh.

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5) The lubricating oil to the rocker arms is led through pipes to each cylinder head. It continues through bores in the cylinder head and rocker arm to the movable parts to be lubricated.

6) Through a bore in the frame lub. oil is led to the first camshaft bearing and through bores in the camshaft from where it is distributed to the other camshaft bearings.

7) An electrically driven pump is used for cylinder liner lubrication. The system oil is used as lubricant.

Lubricating Oil Pump

The lubricating oil pump is mounted on the front end of the engine and is driven by means of the crankshaft through a coupling. The oil pressure is controlled by an ad just able spring-loaded relief valve.

Lubricating Oil Cooler

As standard the lubricating oil cooler is of the plate type. The cooler is mounted on the front end of the base frame.

Thermostatic Valve

The thermostatic valve is a fully automatic three-way valve with thermostatic elements of fixed tem pe ra ture.

Built-on Full-flow Depth Filter

The lubricating oil filter is of the duplex paper car -tridge type. It is a depth filter with a nominel fineness of 10-15 microns, and a safety filter with a fineness of 60 microns.

1643437-0.5Page 3 (3)

L32/40


Pre-lubrication

As standard the engine is equipped with an electrically driven pre-lub. pump mounted parallel to the main pump. The pump must be arranged for automatic operation, ensuring standstill of the pre-lubricating pump when the engine is running, and running dur-ing engine standstill in standby position.

The running period of the pre-lubricating pump is preferably to be continuous. If intermittent running is required for energy saving purpose, the timing equip-ment should be set for shortest possible intervals, say 2 minutes of running, 10 minutes of standstill, etc. Further, it is recommended that the pre-lub. pump is led from the emergency switchboard, thus securing that the engine is not started without pre-lubrication.

Draining of the Oil Sump

It is recommended to use the separator suction pipe for draining of the lubricating oil sump.

Optionals

Branches for:

– External fine filter. – External fullflow filter. – Pressure lubricating to alternator bearings.

Branches for separator is standard.

Data

For heat dissipation and pump capacities, see D 10 05 0 "List of Capacities".

Operation levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".

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1679724-3.4Page 1 (3)

L32/40


09.40

Pipe description for connection at the engine

C3 Lubricating oil from separator DN 50

C4 Lubricating oil to separator DN 50

C13 Oil vapour discharge* DN 100

C16 Lubricating oil supply DN 50

C30 Venting from turbocharger bearings DN 50

Fig 1 Diagram for internal lubricating oil system.

Flange connections are as standard according to DIN 2501-1, PN 10.

* For external pipe connection, please see Crank-case Ventilation, B 12 00 0.

General

As standard the lubricating oil system is based on wet sump lubrication. All moving parts of the engine are lubricated with oil circulating under pressure in a closed built-on system.

The lubricating oil is furthermore used for the purpose of cooling the pistons.

The standard engine is equipped with the built-on following components:

– Engine driven lubricating oil pump – Lubricating oil cooler – Lubricating oil thermostatic valve – Duplex full-flow depth filter – Pre-lubricating oil pump – Cylinder lubricating oil pump – Centrifugal filter

Oil Quantities

The approximate quantities of oil necessary for a new engine, before starting up are given in the ta-ble, see "B 12 01 1 Lubricating Oil in Base Frame" (max. litre H3)

If there are connected external, full-flow filters etc., the quantity of oil in the external piping must also be taken into account.

C30

C3C16

C4

C13

Filter

Lub. oil cooler

Engine drivenlub. oil pump

Emergencylub. oil tank

To attached pumps

To spray nozzle ofthe camshaft drive

To the first main bearing

Governor drive

Gear wheel bearing

Topiston

El. drivenprelub. oil pump

Cylinder lub.oil pump

15µ60µ

15µ2 bar

2 bar

60µ

C

A

B

66°C

4 bar

Oil mistdetector

Camshaft bearing

Cyl. 1

2.5bar

Lubr

icat

ing

ofth

e ro

cker

arm

s

TI20

PI23

LAL/LAH28

LAH92

ZX92

SH92

PI21-22

PDAH21-22

TI22

LAL25

PSL22

TE22

PT22

FE94

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1679724-3.4Page 2 (3)

L32/40

B 12 00 0 Internal Lubricating Oil System

09.40

Max. velocity recommendations for external lub ri-ca ting oil pipes:

– Pump suction side 1.0 - 1.5 m/s – Pump discharge side 1.5 - 2.0 m/s

Lubricating Oil Consumption

The lubricating oil consumption, see "Specific Lubri-cating Oil Consumption - SLOC, B 12 15 0 / 604.07"

It should, however, be observed that during the run-ning in period the lubricating oil consumption may exceed the values stated.

Quality of Oil

Only HD lubricating oil (Detergent Lubricating Oil) should be used, characteristic stated in "Lubricating Oil Specification B 12 15 0".

System Flow

The lubricating oil pump draws oil from the oil sump and presses the oil through the cooler and filter to the main lubricating oil pipe (channel in the engine frame), from where the oil is distri buted to the indi-vidual lubricating points. From the lubricating points the oil returns by gravity to the oil sump.

The main groups of components to be lubricated are:

1 – Turbocharger

2 – Main bearings, big-end bearing etc.

3 – Camshaft drive

4 – Governor drive

5 – Rocker arms

6 – Camshafts

7 – Cylinder Lubricating

1) For priming and during operation, the tur-bo char ger is connected to the lubricating oil circuit of the engine. The oil serves for bearing lubrication.

The inlet line to the turbocharger is equipped with a pressure regulating valve in order to adjust the oil flow, and a non-return valve to prevent draining during standstill. Further-more, an emergency (after lubrication) tank is mounted.

2) Lubricating oil for the main bearings is sup-plied through holes drilled in the engine frame. From the main bearings the oil passes through bores in the crankshaft to the connecting rods big-end bea rings.

The connecting rods have bored channels for supply of oil from the big-end bearings to the small-end bearings. The small-end bearings have an inner circumferential groove, and a pocket for distribution of oil in the bush itself as well as supply of oil to the pin bosses and the piston cooling through holes and channels in the piston pin.

3) The lubricating oil pipes for the camshaft drive gear wheels are equipped with nozzles which are adjusted to apply the oil at the points where the gear wheels are in mesh.

4) The lubricating oil pipe for the gear wheels for the governor drive are adjusted to apply the oil at the points where the gear wheels are in mesh.

5) The lubricating oil to the rocker arms is led through pipes to each cylinder head. It con-tinuous through bores in the cylinder head and rocker arm to the movable parts to be lubricated.

6) Through a bore in the frame lubricating oil is led to the first camshaft bearing and through bores in the camshaft from where it is distributed to the other camshaft bearings.

7) An electrically driven pump is used for cylinder liner lubrication. The system oil is used as lubricant.

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1679724-3.4Page 3 (3)

L32/40


09.40

Lubricating Oil Pump

The lubricating oil pump is mounted on the front end of the engine and is driven by means of the crankshaft through a coupling. The oil pressure is controlled by an ad just able spring-loaded relief valve.

Lubricating Oil Cooler

As standard the lubricating oil cooler is of the plate type. The cooler is mounted on the front end of the base frame.

Thermostatic Valve

The thermostatic valve is a fully automatic three-way valve with thermostatic elements of fixed tem pe ra ture.

Built-on Full-flow Depth Filter

The lubricating oil filter is of the duplex paper car -tridge type. It is a depth filter with a nominel fineness of 10-15 microns, and a safety filter with a fineness of 60 microns.

Pre-lubrication

As standard the engine is equipped with an electri-cally driven pre-lubricating pump mounted parallel to the main pump.

The pump must be arranged for automatic operation, ensuring standstill of the pre-lubricating pump when the engine is running, and running dur-ing engine standstill in standby position.

The running period of the pre-lubricating pump is preferably to be continuous. If intermittent running is required for energy saving purpose, the timing equip-ment should be set for shortest possible intervals, say 2 minutes of running, 10 minutes of standstill, etc. Further, it is recommended that the pre-lubricating pump is led from the emergency switchboard, thus securing that the engine is not started without pre-lubrication.

Draining of the Oil Sump

It is recommended to use the separator suction pipe for draining of the lubricating oil sump.

Optionals

Branches for:

– External fine filter. – External fullflow filter. – Pressure lubricating to alternator bearings.

Branches for separator is standard.

Data


Operation levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".

MAN Diesel & Turbo

B 12 00 0

10.51

Crankcase Ventilation

General

1699270-8.1Page 1 (1)

Crankcase Ventilation

The crankcase ventilation is not to be directly con-nected with any other piping system. It is preferable that the crankcase ventilation pipe from each engine is led independently to the open air. The outlet is to be fitted with corrosion resistant flame screen separately for each engine.

2) The manifold is to be located as high as practi-cable so as to allow substantial length of piping separating the crankcase.

3) The manifold is to be vented to the open air, such that the vent outlet is fitted with corrosion resistant flame screen, and the clear open area of the vent outlet is not less than the aggregate area of the individual crankcase vent pipes entering the manifold.

4) The manifold is to be provided with drainage arrangement.

The ventilation pipe should be designed to eliminate the risk of water condensation in the pipe flowing back into the engine and should end in the open air:

– The connection between engine (C13) and the ventilation pipe must be flexible.

– The ventilation pipe should be continuously inclined (min. 5 degrees).

– A continuous drain has to be installed near the engine. The drain must not be lead back to the engine.

– Dimension of the flexible connection, see pipe diameters fig 2.

– Dimension of the ventilation pipe after the flex-ible connection, see pipe diameters fig 2.

EngineNominal Diameter ND (mm)

A B C

L16/24 90 50

L21/31 65 40 80

L23/30H 50 - 50

L27/38 100 - 100

L28/32H 50 - 50

V28/32H 100 - 100

L32/40 100 15 125

V28/32S 100 - 100

However, if a manifold arrangements is used, its arrangements are to be as follows:

1) The vent pipe from each engine is to run indepently to the manifold, and be fitted with corrosion resistant flame screen within the manifold.

Fig 1 Crankcase ventilation.

Fig 2 Pipe diameters for crankcase ventilation.

C30

C13

B

B

A

A

C

C

*

*

Connectioncrankcase vent

Connectionturbocharger vent

* Condensate trap,continuously open

MAN Diesel & Turbo

B 12 07 0Prelubricating Pump1683357-2.4 Page 1 (1)

11.13

L32/40

The engine is as stand ard equip ped with an electric driv en pump for pre lub ri cat ing be fo re start ing.

The pump, which is of the gear pump ty pe, is self-prim ing.

The engine must always be pre lub ri cat ed 2 mi nut es prior to start and 15 minutes after stop if the automatic con ti nuous pre lub ri cat ing has been switched off.

The automatic control of prelubricating must be made by the customer or can be ordered from MAN Diesel & Turbo.

The voltage for the automatic control must be sup-plied from the emergency switchboard in order to secure post- and prelubrication in case of a critical situation. The engines can be restarted within 20 min. after prelubrication have failed.

Engine type No of cyl. Pump type m3/h rpm

Electric motor 3x380 V, 50 Hz (IP 55)

kWStart current

Amp.Full load current

Amp.

L32/40 6, 7Make: WPType:R65/250 FL-Z-DB-SO

21.4 1445 7.5 116.3 15.5

L32/40 8Make: WPType:R65/315 FL-Z-DB-SO

26.82 1440 11.5 131.6 23.5


34.06 1440 11.5 131.6 23.5

Engine type No of cyl. Pump type m3/h rpm

Electric motor 3x440 V, 60 Hz (IP 55)

kWStart current

Amp.Full load current

Amp.

L32/40 6, 7Make: WPType:R65/250 FL-Z-DB-SO

25.8 1745 8.6 115.5 15.4


32.27 1728 13.0 131.6 23.5


41.12 1728 13.0 131.6 23.5

MAN Diesel & Turbo

B 12 15 0

L16/24, L21/31, L27/38, V28/32S, L32/40

1699890-3.4Page 1 (5)

11.01 - 3.3.6 (2011-01-04)

Specification for lubricating oils (SAE40) forheavy fuel oil operation (HFO)

General

The specific output achieved by modern diesel en-gines combined with the use of fuels that satisfy the quality requirements more and more frequently increase the demands on the performance of the lubricating oil which must therefore be carefully se-lected.

Medium alkalinity lubricating oils have a proven track record as lubricants for the moving parts and turbocharger cylinder and for cooling the pistons. Lubricating oils of medium alkalinity contain addi-tives that, in addition to other properties, ensure a higher neutralisation reserve than with fully doped engine oils (HD oils).

International specifications do not exist for medium alkalinity lubricating oils. A test operation is there-fore necessary for a corresponding period in ac-cordance with the manufacturer's instructions.

Only lubricating oils that have been approved by MAN Diesel & Turbo may be used. These are listed in the table entitled "Lubricating oils approved for use in heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".

Specifications

Base oil

The base oil (doped lubricating oil = base oil + addi-tives) must have a narrow distillation range and be refined using modern methods. If it contains paraf-fins, they must not impair the thermal stability or oxidation stability.

The base oil must comply with the limit values in the table below, particularlyin terms of its resist-ance to ageing:

Properties/characteristics Unit Test method Limit values

Make-up Ideally paraffin based

Low temperature behaviour, still flowable °C ASTM D 2500 15

Flash point (Cleveland) °C ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Ageing tendency following 100 hours of heating up to 135 °C

MAN ageing oven

*

insoluble nheptane Weight %ASTM D 4055 or

DIN 51592< 0.2

Evaporation loss Weight % < 2

Spot test (filter paper) MAN Diesel &

Turbo test

Precipitation of resins or asphalt-like ageing products must not be

identifiable.

Table 1 Base oils - target values* Works' own method


MAN Diesel & Turbo

L16/24, L21/31, L27/38, V28/32S, L32/40

B 12 15 0 1699890-3.4Page 2 (5)

11.01 - 3.3.6 (2011-01-04)


Engine SAE Class

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

Table 2 Viscosity (SAE class) of lubricating oils

Medium-alkaline lubricating oil

The prepared oil (base oil with additives) must have the following properties:

Additives

The additives must be dissolved in the oil and their composition must ensure that as little ash as pos-sible is left over, even if the engine is provisionally operated with distillate oil.

The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the exhaust valves and at the turbocharger inlet casing. Hard additive ash promotes pitting of the valve seats and causes the valves to burn out, it also increases me-chanical wear of the cylinder liners.

Additives must not increase the rate at which the filter elements in the active or used condition are blocked.

Washing ability

The washing ability must be high enough to prevent the accumulation of tar and coke residue as a result of fuel combustion. The lubricating oil must not ab-sorb the deposits produced by the fuel.

Dispersibility

The selected dispersibility must be such that com-mercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used, i.e. the oil must possess good filtering prop-erties and separability.

Neutralisation capability

The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of the additive must be harmonised with the process in the combustion chamber.

For tips on selecting the base number, refer to the table entitled “Base number to be used for various operating conditions".

Evaporation tendency

The evaporation tendency must be as low as pos-sible as otherwise the oil consumption will be ad-versely affected.

Additional requirements

The lubricating oil must not contain viscosity index improver. Fresh oil must not contain water or other contaminants.

Lubricating Oil Selection

Neutralisation properties (BN)

Lubricating oils with medium alkalinity and a range of neutralisation capabilities (BN) are available on the market. According to current knowledge, a re-lationship can be established between the antici-pated operating conditions and the BN number as shown in the table entitled "Base number to be used for various operating conditions". However, the operating results are still the overriding factor in determining which BN number produces the most efficient engine operation.

MAN Diesel & Turbo

B 12 15 0

L16/24, L21/31, L27/38, V28/32S, L32/40

1699890-3.4Page 3 (5)

11.01 - 3.3.6 (2011-01-04)


Operation with low sulphur fuel

To comply with the emissions regulations, the sul-phur content of fuels used nowadays varies. Fuels with a low-sulphur content must be used in environ-mentally-sensitive areas (SECA). Fuels with a high sulphur content may be used outside SECA zones. In this case, the BN number of the lubricating oil se-lected must satisfy the requirements for operation using fuel with a high-sulphur content. A lubricating oil with low BN number may only be selected if fuel with a low-sulphur content is used exclusively dur-ing operation.However, the results obtained in practise that dem-onstrate the most efficient engine operation are the factor that ultimately decides which additive fraction is permitted.

Cylinder lubricating oil

In engines with separate cylinder lubrication, the pistons and cylinder liners are supplied with lubri-cating oil via a separate lubricating oil pump. The quantity of lubricating oil is set at the factory ac-cording to the quality of the fuel to be used and the anticipated operating conditions.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

approx. BN of fresh oil (mg KOH/g oil)

Engines / Operating conditions

20Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur content of less than 0.5 %

30generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions. For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with exclusive HFO operation only with sulphur content < 1.5 %.

40

With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where corre-sponding requirements in relation to the oil service life and washing ability exist. In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with exclusive HFO operation providing the sulphur content is greater than 1.5 %.

5032/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).

Table 3 Base number to be used for various operating conditions

Speed controller

Multigrade oil 5W40 should ideally be used in me-chanical-hydraulic controllers with a separate oil sump. If this oil is not available when filling, 15W40 oil can be used instead in exceptional cases. In this case, it makes no difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.

Lubricating oil additives

The use of other additives with the lubricating oil, or the mixing of different brands (oils by different man-ufacturers), is not permitted as this may impair the performance of the existing additives which have been carefully harmonised with each another and also specifically tailored to the base oil.

Selection of lubricating oils / warranty

The majority of mineral oil companies are in close regular contact with engine manufacturers and can therefore provide information on which oil in their specific product range has been approved by the engine manufacturer for the particular application. Irrespective of the above, lubricating oil manufac-turers are liable in any case for the quality and char-acteristics of their products. If you have any ques-tions, we will be happy to provide you with further information.

MAN Diesel & Turbo

L16/24, L21/31, L27/38, V28/32S, L32/40

B 12 15 0 1699890-3.4Page 4 (5)

11.01 - 3.3.6 (2011-01-04)


Limit value Procedure

Viscosity at 40 °C 110-220 mm2/s ISO 3104 or ASTM D 445

Base Number (BN) at least 50% of fresh oil ISO 3771

Flash Point (PM) at least 185 °C ISO 2719

Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744

nHeptan Insoluble max. 1.5% DIN 51592 or IP 316

Metal Contentdepends on engine type and operating

conditions

Guide value onlyFeCrCuPbSnAl

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

Table 4 Limit values for used lubricating oil

Oil during operation

There are no prescribed oil change intervals for MAN Diesel & Turbo medium speed engines. The oil properties must be regularly analysed. The oil can be used for as long as the oil properties remain within the defined limit values (see table entitled "Limit values for used lubricating oil“). An oil sample must be analysed every 1-3 months (see mainte-nance schedule). The quality of the oil can only be maintained if it is cleaned using suitable equipment (e.g. a separator or filter).

Temporary operation with gas oil

Due to current and future emission regulations, heavy fuel oil cannot be used in designated regions. Low-sulphur diesel fuel must be used in these re-gions instead.

If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g) can be used during this period.

If the engine is operated provisionally with low-sul-phur diesel fuel for more than 1000 h and is sub-sequently operated once again with HFO, a lubri-cating oil with a BN of 20 must be used. If the BN 20 lubricating oil by the same manufacturer as the lubricating oil used for HFO operation with higher BN (40 or 50), an oil change will not be required when effecting the changeover. It will be sufficient to use BN 20 oil when replenishing the used lubri-cating oil.

If you wish to operate the engine with HFO once again, it will be necessary to change over in good time to a lubricating oil with a higher BN (30 – 55). If the lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In doing so, the lubricating oil with higher BN (30 – 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

MAN Diesel & Turbo

B 12 15 0

L16/24, L21/31, L27/38, V28/32S, L32/40

1699890-3.4Page 5 (5)

11.01 - 3.3.6 (2011-01-04)


Manufacturer Base Number [mg KOH/g]

20 30 40 50

AGIP Cladium 300 Cladium 400 -

BP Energol ICHFX 204 Energol ICHFX 304 Energol ICHFX 404 Energol IC-HFX 504

CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504

CEPSA - Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus

CHEVRON(TEXACO, CALTEX)

Taro 20DP40Taro 20DP40X

Taro 30DP40Taro 30DP40X

Taro 40XL40Taro 40XL40X

Taro 50XL40Taro 50XL40X

EXXON MOBIL - Mobilgard M430EXXMAR 30 TP 40

Mobilgard M440EXXMAR 40 TP 40

Mobilgard M50

PETROBRAS Marbrax CCD420 Marbrax CCD430 Marbrax CCD440 -

REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 -

SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40

TOTAL Lubmarine - Aurelia XL 4030Aurelia TI 4030

Aurelia XL 4040Aurelia TI 4040

Aurelia XL 4055Aurelia TI 4055

Table 5 Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo fourstroke engines.

Tests

We can analyse heavy fuel oil for customers at our laboratory. A 0.5 l sample is required for the test.

Note!No liability when using these oils

MAN Diesel & Turbo does not assume liability for problems that occur when using these oils.

MAN Diesel & Turbo

B 12 15 0

L16/24, L21/31, L27/38, V28/32S, L32/40

1699889-3.2Page 1 (5)

10.45 - 3.3.5 (2010-11-08)

Specification for lubricating oil (SAE40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels

The specific output achieved by modern diesel en-gines combined with the use of fuels that satisfy the quality requirements more and more frequently increase the demands on the performance of the lubricating oil which must therefore be carefully se-lected.

Doped lubricating oils (HD oils) have a proven track record as lubricants for the drive, cylinder, turbo-charger and also for cooling the piston. Doped lu-bricating oils contain additives that, amongst other things, ensure dirt absorption capability, cleaning of the engine and the neutralisation of acidic combus-tion products.

Only lubricating oils approved by MAN Diesel & Turbo may be used. These are listed in the tables below.

Specifications

Base oil

The base oil (doped lubricating oil = base oil + addi-tives) must have a narrow distillation range and be refined using modern methods. If it contains par-affins, they must not impair the thermal stability or oxidation stability.

The base oil must comply with the following limit values, particularly in terms of its resistance to age-ing.


Properties/characteristics Unit Test method Limit values

Make-up Ideally paraffin based

Low temperature behaviour, still flowable °C ASTM D 2500 15

Flash point (Cleveland) °C ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Ageing tendency following 100 hours of heating up to 135 °C

MAN ageing oven

*

insoluble nheptane Weight %ASTM D 4055 or

DIN 51592< 0.2

Evaporation loss Weight % < 2

Spot test (filter paper) MAN Diesel &

Turbo test

Precipitation of resins or asphalt-like ageing products must not be

identifiable.

Table 1 Base oils - target values* Works' own method

MAN Diesel & Turbo

L16/24, L21/31, L27/38, V28/32S, L32/40

B 12 15 0 1699889-3.2Page 2 (5)

10.45 - 3.3.5 (2010-11-08)

Specification for Lubricating oil (SAE40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels

Engine SAE Class

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

Table 2 Viscosity (SAE class) of lubricating oils

Doped lubricating oils (HD-oils)

The base oil to which the additives have been add-ed (doped lubricating oil) must have the following properties:

Additives

The additives must be dissolved in the oil and their composition must ensure that as little ash as pos-sible remains following combustion.

The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the exhaust valves and at the turbocharger inlet casing. Hard additive ash promotes pitting of the valve seats and causes the valves to burn out, it also increases me-chanical wear of the cylinder liners.

Additives must not increase the rate at which the filter elements in the active or used condition are blocked.

Washing ability

The washing ability must be high enough to prevent the accumulation of tar and coke residue as a result of fuel combustion.

Dispersibility

The selected dispersibility must be such that com-mercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used, i.e. the oil must possess good filtering prop-erties and separability.

Neutralisation capability

The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of the additive must be harmonised with the process in the combustion chamber.

Evaporation tendency

The evaporation tendency must be as low as pos-sible as otherwise the oil consumption will be ad-versely affected.

Additional requirements

The lubricating oil must not contain viscosity index improver. Fresh oil must not contain water or other contaminants.

Lubricating Oil Selection

Doped oil quality

We recommend doped lubricating oils (HD oils) according to international specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mgKOH/g. Military specification O-278 lubricating oils can be used.

The operating conditions of the engine and the quality of the fuel determine which additive frac-tions the lubricating oil contains. If marine diesel oil with a sulphur content of up to 2.0 % by weight according to ISO-F-DMC and coke residues of up to 2.5 % by weight is used, you should choose a base number of roughly 20. However, the operating results that ensure the most efficient engine opera-tion ultimately decide the additive content.

Cylinder lubricating oil

In engines with separate cylinder lubrication, the pistons and cylinder liners are supplied with lubri-cating oil via a separate lubricating oil pump. The quantity of lubricating oil is set at the factory ac-cording to the quality of the fuel to be used and the anticipated operating conditions.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

MAN Diesel & Turbo

B 12 15 0

L16/24, L21/31, L27/38, V28/32S, L32/40

1699889-3.2Page 3 (5)

10.45 - 3.3.5 (2010-11-08)


Speed controller

Multigrade oil 5W40 should ideally be used in me-chanical-hydraulic controllers with a separate oil sump. If this oil is not available when filling, 15W40 oil can be used instead in exceptional cases. In this case, it makes no difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.

Experience with the L27/38 engine has shown that the operating temperature of the Woodward con-troller OG10MAS and corresponding actuator for UG 723+ can be higher than 93 °C. In these cases we recommend using a synthetic oil such as Cas-trol Alphasyn HG150. Engines supplied after March 2005 are already filled with this oil.

Lubricating oil additives

The use of other additives with the lubricating oil, or the mixing of different brands (oils by different man-ufacturers), is not permitted as this may impair the performance of the existing additives which have been carefully harmonised with each another and also specifically tailored to the base oil.

Selection of lubricating oils / warranty

The majority of mineral oil companies are in close regular contact with engine manufacturers and can therefore provide information on which oil in their specific product range has been approved by the engine manufacturer for the particular application. Irrespective of the above, lubricating oil manufac-turers are liable in any case for the quality and char-acteristics of their products. If you have any ques-tions, we will be happy to provide you with further information.

Oil during Operation

There are no prescribed oil change intervals for MAN medium speed engines. The oil properties must be regularly analysed. The oil can be used for as long as the oil properties remain within the defined limit values (see table entitled "Limit val-ues for used lubricating oil“). An oil sample must be analysed every 1-3 months (see maintenance schedule). The quality of the oil can only be main-tained if it is cleaned using suitable equipment (e.g. a separator or filter).

Temporary operation with gas oil

Due to current and future emission regulations, heavy fuel oil cannot be used in designated regions. Low-sulphur diesel fuel must be used in these re-gions instead.

If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)can be used during this period.

If the engine is operated provisionally with low-sul-phur diesel fuel for more than 1000 h and is sub-sequently operated once again with HFO, a lubri-cating oil with a BN of 20 must be used. If the BN 20 lubricating oil by the same manufacturer as the lubricating oil used for HFO operation with higher BN (40 or 50), an oil change will not be required when effecting the changeover. It will be sufficient to use BN 20 oil when replenishing the used lubri-cating oil.

If you wish to operate the engine with HFO once again, it will be necessary to change over in good time to a lubricating oil with a higher BN (30 – 55).If the lubricating oil with higher BN is by the same manufacturer as the BN20 lubricating oil, the changeover can also be effected without an oil change. In doing so, the lubricating oil with higher BN (30 – 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

MAN Diesel & Turbo

L16/24, L21/31, L27/38, V28/32S, L32/40

B 12 15 0 1699889-3.2Page 4 (5)

10.45 - 3.3.5 (2010-11-08)

Specification for Lubricating oil (SAE40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels

Tests

We can analyse heavy fuel oil for customers at our laboratory. A 0.5 l sample is required for the test.

Danger!

Improper handling of fuels


Note!

No liability assumed if these oils are used

MAN Diesel & Turbo will not assume liability for any problems associated with using these oils.

Approved lubricating oils SAE 40

ManufacturerBase Number 10161) [mgKOH/g]

AGIPCladium 120 SAE 40Sigma S SAE 40 2)

BP Energol DS 3154

CASTROLCastrol MLC 40Castrol MHP 154Seamax Extra 40

CHEVRON (Texaco, Caltex)

Taro 12 XD 40 Delo 1000 Marine SAE 40Delo SHP40

EXXON MOBIL

Exxmar 12 TP 40Mobilgard 412 / MG 1SHC Mobilgard ADL 40 2)

Delvac 1640

PETROBRAS Marbrax CCD410

Q8 Mozart DP40

REPSOL Neptuno NT 1540

SHELL

Gadinia 40Gadinia AL40Sirius FB40 2)

Sirius/Rimula X40 2)

STATOILMarWay 1540MarWay 1040

TOTAL Lubmarine Disola M4015

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

1) If marine diesel oil with a low quality (ISO-F-DMC) is used, a base number (BN) of roughly 20 should be used.2) with a sulphur content of less than 1%

MAN Diesel & Turbo

B 12 15 0

L16/24, L21/31, L27/38, V28/32S, L32/40

1699889-3.2Page 5 (5)

10.45 - 3.3.5 (2010-11-08)


Limit value Procedure

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

Base Number (BN) at least 50% of fresh oil ISO 3771

Flash Point (PM) at least 185 °C ISO 2719

Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744

nHeptan Insoluble max. 1.5% DIN 51592 or IP 316

Metal Contentdepends on engine type and operating

conditions

Guide value onlyFeCrCuPbSnAl

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

When operating with biofuels:biofuel fraction

max 12% FT-IR

Table 4 Limit values for used lubricating oil

0802

8-0D

/H52

50/9

4.08

.12

MAN B&W Diesel

Engine type RPM SLOC [g/kWh]

L16/24 1000/1200 0.4 - 0.8

L21/31 900/1000 0.4 - 0.8

L23/30H 720/750/900 0.6 - 1.0

L27/38 720/750 0.4 - 0.8

L28/32H 720/750 0.6 - 1.0

V28/32H 720/750 0.6 - 1.0

V28/32S 720/750 0.4 - 0.8

L32/40 720/750 0.8 - 1.0

1607584-6.9Page 1 (1) Specific Lubricating Oil Consumption - SLOC B 12 15 0

General

05.49

Please note that only maximum continuous rating(P

MCR (kW)) should be used in order to evaluate the

SLOC, see the description 504.07.

Please note, during engine running-in the SLOCmay exceed the values stated.

The following formula is used to calculate the SLOC:

SLOC [g/kWh] =

(lubricating oil added [dm3]) * ρlubricating oil

[kg/m3]run.hrs period * P

MCR [kW]

The lubricating oil density, ρ @ 15°C must be knownin order to convert ρ to the present lubricating oiltemperature in the base frame. The following formulais used to calculate ρ:

ρlubricating oil

[kg/m3] =

ρlubricating oil @15°C

[kg/m3] – 0,64 * (tlubricating oil

[°C] – 15)

The engine maximum continuous design rating (PMCR

)must always be used in order to be able to comparethe individual measurements, and the running hourssince the last lubricating oil adding must be used inthe calculation. Due to inaccuracy *) at addinglubricating oil, the SLOC can only be evaluated after1,000 running hours or more, where only the averagevalues of a number of lubricating oil addings arerepresentative.

Note *)A deviation of ± 1 mm with the dipstick measurementmust be expected, witch corresponds uptill ± 0.1g/kWh, depending on the engine type.

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

Operation on Marine Diesel Oil (MDO)

At engine operation on MDO we recommend to install a build on centrifugal by-pass fi lter as an addition-ally fi lter to the build on full fl ow depth fi lter and the lubricating oil separator.

Operation on Heavy Fuel Oil (HFO)

HFO operating engines requires effective lubricating oil cleaning. In order to secure a safe operation it is necessary to use a supplement cleaning equipment together with the built on full fl ow depth fi lter. For this purpose a centifugal unit, a decanter unit or an automatic by-pass fi lter can be used.

Continuous lubricating oil cleaning during engine operation is necessary.

The centrifugal unit, decanter unit and the automatic by-pass fi lter capacity to be adjusted according to makers resommendations.

The capacity is evaluated below.

Cleaning Capacity

Normally, it is recommended to use a self-cleaning fi ltration unit in order to optimize the cleaning period and thus also optimize the size of the fi ltration unit.

Separators for manual cleaning can be used when the reduced effective cleaning time is taken into con-sideration by dimensioning the separator ca pa ci ty.

The required Flow

In order to evaluate the required lubricating oil fl ow through the separator, the separator suppliers rec-ommendation should be followed.

As a guidance, the following formula should form the basis for choosing the required fl ow for the separa-tor capacity:

Q = P x 1.36 x n t

1643494-3.7Page 1 (2) Treatment of Lubricating Oil B 12 15 0

General

07.32

Q = required fl ow (l/h) P = engine output (kW). t = actual effective separator operating time per day (hour) n = number of turnovers per day of the theoretical oil volume corresponding to 1.36 l/kW or 1 l/HP.

The following values for "n" are recommended:

n = 5 for HFO operating (residual) n = 4 for MDO operating n = 3 for distillate fuel

Example: for 1000 kW engine operating on HFO, self-cleaning separator with a daily effective separat-ing period of 23 hours:

Q = 1000 x 1.36 x 5 = 295 l/h 23

Separator Installation

It is recommended to carry out continuous lubricating oil cleaning during engine operation at a lubricating oil temperature between 95°C till 98°C at entering the separator.

With multi-engine plants, one separator per engine in operation is recommended, but if only one separator is in operation, the following lay-outs can be used.

A common separator can be installed, possibly with one in reserve for operation of all engines through a pipe system, which can be carried out in various ways. Fig. 1 and 2 show a principle lay-out for a single plant and a multi-plant.

To/from separatorEngine

Fig 1 Principle lay-out for direct separating on a single plant.

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel

General

Eng. No 2

Eng. No 1

To/from lubricating oil separator

Eng. No 3

Fig 2 Principle lay-out for direct separating on a multi plant. Fig 3 Principle lay-out for overfl ow system.

07.32

B 12 15 0 Treatment of Lubricating Oil 1643494-3.7Page 2 (2)

The aim is to ensure that the separator is only con-nected with one engine at a time. This to ensure that there is no suction and discharging from one engine to another.

To provide the above-mentioned it is recommended that inlet and outlet valves are connected, so that they can only be changed-over simultaneously.

With only one engine in operation there are no prob-lems with separating, but if several engines are in operation for some time it is recommended to split up the time so that there is separation on all engines, which are operating in turns.

The capacity of the separator has to correspond with the separating of oil on the single engine n times during the available time, every 24 hours. (see page 1)

Overfl ow System

As an alternative to the direct separating an over fl ow system can be used (see fi g. 3).NB! Min. 5° slope at the drain pipe.

By-pass Centrifugal Filter

The Holeby GenSets can be de liv er ed with built-on by-pass centrifugal fi lters.

By-pass Depth Filter

When dimensioning the by-pass depth fi lter the sup-plier’s recommendations are to be followed.

Overflowtank

Separatorunit

Ventinghole

Oil level inbase frame

5° slope

MAN Diesel & Turbo

1609533-1.7Page 1 (2) B 12 15 0Criteria for Cleaning/Exchange of Lubricating Oil

General

07.11

Replacement of Lubricating Oil

The expected lubricating oil lifetime in operation is difficult to determine. The lubricating oil lifetime is depending on the fuel oil quality, the lubricating oil quality, the lubricating oil consumption, the lubricating oil cleaning equipment efficiency and the engine operational conditions.

In order to evaluate the lubricating oil condition a sample should be drawn on regular basis at least once every three month or depending on the latest analysis result. The lubricating oil sample must be drawn before the filter at engine in operation. The sample bottle must be clean and dry, supplied with sufficient indentification and should be closed im-mediately after filling. The lubricating oil sample must be examined in an approved laboratory or in the lubricating oil suppliers own laboratory.

A lubricating oil replacement or an extensive lubri-cating oil cleaning is required when the MAN Diesel exchange criteria's have been reached.

Evaluation of the Lubricating Oil Condition

Based on the analysis results, the following guidance are normally sufficient for evaluating the lubricating oil condition. The parameters themselves can not be jugded alonestanding, but must be evaluated together in order to conclude the lubricating oil condition.

1. Viscosity

Limit value :

Unit : cSt (mm2/s) Possible test

methods : ASTM D-445, DIN 51562/53018, ISO 3104

Increasing viscosity indicates problems with inso-lubles, HFO contamination, water contamination, oxidation, nitration and low load operation. Decrea-sing viscosity is generally due to dilution with lighter viscosity oil.

2. Flash Point

Min. value : 185° C Possible test method : ASTM D-92, ISO 2719 Normally used to indicate fuel dilution.

3. Water Content Max. value : 0.2 %

Unit : Weight %

Possible test method : ASTM D4928, ISO 3733

Water can originate from contaminated fuel oil, an engine cooling water leak or formed as part of the combustion process. If water is detected also Sodium, Glycol or Boron content should be checked in order to confirm engine coolant leaks.

4. Base Number (BN)

Min. value : The BN value should not be lower than 50% of fresh lubricating oil value, but minimum BN level never to be lower than 10-12 at operat-ing on HFO!

Unit : mg KOH/g

Possible test method : ASTM D-2896, ISO 3771

SAE 30 [cSt@40° C]

SAE 30 [cSt@100° C]

SAE 40 [cSt@40° C]

SAE 40 [cSt@100° C]

Normalvalue

95 - 125

11 - 13

135 - 165

13.5 - 15.0

min.value

75

9

100

11

max.value

160

15

220

19

MAN Diesel & Turbo

B 12 15 0 Criteria for Cleaning/Exchange of Lubricating Oil 1609533-1.7Page 2 (2)

General

07.11

The neutralization capacity must secure that the acidic combustion products, mainly sulphur originate from the fuel oil, are neutralized at the lube oil consumption level for the specific engine type. Gradually the BN will be reduced, but should reach an equilibrium.

5. Total Acid Number (TAN)

Max. value : 3.0 acc. to fresh oil value

Unit : mg KOH/g

Possible test method : ASTM D-664

TAN is used to monitor oil degradation and is a measure of the total acids present in the lubricating oil derived from oil oxidation (weak acids) and acidic products of fuel combustion (strong acids).

6. Insolubles Content

Max. value : 1.5 % generally, depending upon actual dispersant value and the increase in vis co si ty.

Unit : Weight %

Possible test method : ASTM D-893 procedure B in n- Heptane, DIN 51592

Additionallytest : If the level in n-Heptane insolub les

is considered high for the type of oil and appli ca tion, the test could be followed by a sup ple men tary determination in To lu ene.

Total insolubles is maily derived from products of combustion blown by the piston rings into the crank-case. It also includes burnt lubricating oil, additive ash, rust, salt, wear debris and abrasive matter.

7. Metal Content

Metal content

IronChromiumCopperLeadTinAluminiumSilicon

Remarks

Depend upon engine type and operating condi-tions

Attention limits

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

0802

8-0D

/H52

50/9

4.08

.12

MAN B&W Diesel

1683384-6.1Page 1 (1)

L32/40

Oil Pump for Cylinder Lubrication B 12 33 1

01.35

The engine is as standard equipped with an electricdriven pump for cylinder lubrication.

Full-loadcurrentAmp.

0.54/0.44

0.47/0.40

m3/h

5.0 bar

5.0 bar

RPM

680/1430

845/1785

kW

0.09/0.15

0.09/0.15

Type

71 C 90 V18

71 C 90 V18

Pump

type

UD 0.12/60PB 07 B4029

UD 0.12/60PB 07 B4029

No. of

cyl.

5-6-7-8-9

5-6-7-8-9

Engine

type

L32/40

L32/40

Electric motor 3x380-420 V, 50 Hz (IP 55)

Electric motor 3x380-480 V, 60 Hz (IP 55)

The pump which is of the gear wheel type is self-priming.


B 13

MAN Diesel & Turbo

B 13 00 0

General

1699896-4.1Page 1 (8)

10.45 - 3.3.7 (2010-11-08)

Specification for Engine Cooling Water

Preliminary remarks

As is also the case with the fuel and lubricating oil, the engine cooling water must be carefully select-ed, handled and checked. If this is not the case, corrosion, erosion and cavitation may occur at the walls of the cooling system and deposits may form. Deposits obstruct the transfer of heat and can cause thermal overloading of the cooled parts. The system must be treated with rust inhibitor before bringing it into operation for the first time. The con-centrations prescribed by the engine manufacturer must always be observed during subsequent ope-ration. The above especially applies if a chemical additive is added.

Requirements

Limit values

The properties of the untreated cooling water must correspond to the following limit values:

Testing equipment

The MAN Diesel water testing equipment incorpo-rates devices that determine the water properties referred to above in a straightforward manner. The manufacturers of rust inhibitors also supply user-friendly testing equipment. For information on mo-nitoring cooling water, refer to "Cooling Water In-specting".

Additional information

Distilate

If distilled water (from a fresh water generator, for example) or fully desalinated water (from ion ex-change or reverse osmosis) is available, this should ideally be used as the engine cooling water. These waters are free of lime and salts which means that deposits that could interfere with the transfer of heat to the cooling water, and therefore also reduce the cooling effect, cannot form. However, these waters are more corrosive than normal hard water as the thin film of lime scale that would otherwise provide temporary corrosion protection does not form on the walls. This is why distilled water must be hand-led particularly carefully and the concentration of the additive must be regularly checked.

Hardness

The total hardness of the water is the combined effect of the temporary and permanent hardness. The proportion of calcium and magnesium salts is of overriding importance. The temporary hard-ness is determined by the carbonate content of the calcium and magnesium salts. The permanent hardness is determined by the amount of remain-ing calcium and magnesium salts (sulphates). The temporary (carbonate) hardness is the critical fac-tor that determines the extent of limescale deposits in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled water or softened. Subsequent hardening of extremely soft water is only necessary to prevent foaming if emulsifiable slushing oils are used.


Properties/Characteristic

Properties Unit

Water type

Distillate or freshwater, free of foreign matter.The following are prohibited: Seawater, brackwater, river water, brines, industrial waste water and rainwater

–

Total hardness max. 10 °dH*

pH-value 6,5 - 8 –

Chloride ion content

Max. 50 mg/l**

Table 1 Cooling water - properties to be observed

*) 1°dH (German hardness)

≙ 10 mg CaO in 1 litre of water

≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l

≙ 0.179 mmol/l

**) 1 mg/l ≙ 1 ppm

MAN Diesel & Turbo

General

B 13 00 0 1699896-4.1Page 2 (8)

10.45 - 3.3.7 (2010-11-08)

Damage in the cooling water system

Corrosion

Corrosion is an electrochemical process that can generally be avoided by selecting the correct water quality and by carefully handling the water in the engine cooling system.

Flow cavitation

Flow cavitation can occur in areas in which high flow velocities and high turbulence is present. If the steam pressure is reached, steam bubbles form and subsequently collapse in high pressure zones which causes the destruction of materials in con-stricted areas.

Erosion

Erosion is a mechanical process accompanied by material abrasion and the destruction of protective films by solids that have been drawn in, particularly in areas with high flow velocities or strong turbu-lence.

Stress corrosion cracking

Stress corrosion cracking is a failure mechanism that occurs as a result of simultaneous dynamic and corrosive stress. This can lead to cracking and rapid crack propagation in water-cooled, mecha-nically-loaded components if the cooling water has not been treated correctly.

Processing of engine cooling water

Formation of a protective film

The purpose of treating the engine cooling water using rust inhibitors is to produce a continuous protective film on the walls of cooling surfaces and therefore prevent the damage referred to above. In order for a rust inhibitor to be 100 % effective, it is extremely important that untreated water satisfies our requirements.

Protective films can be formed by treating the cool-ing water with a chemical or an emulsifiable slush-ing oil.

Emulsifiable slushing oils are used less and less frequently as their use has been considerably re-stricted by environmental protection regulations and also because are rarely available from suppli-ers for this and other reasons.

Treatment prior to initial commissioning of engine

Treatment with a rust inhibitor should be carried out before the engine is brought into operation for the first time to prevent irreparable initial damage.

Caution! Treatment of the cooling waterThe engine must not be brought into operation without treating the cooling water first.

Additives for cooling water

Only the additives approved by MAN Diesel and listed in the tables under the section entitled "Ap-proved cooling water additives“ may be used.

Required approval

A cooling water additive can only be approved if it has been tested and approved according to the current regulations of the research association for combustion engines in Germany (FVV = For-schungsvereinigung für Verbrennungskraftma-schinen) entitled "Testing the suitability of cooling water additives for cooling liquids in internal com-bustion engines". The test report must be obtain-able on request. The relevant tests can be carried out on request in Germany at the staatliche Ma-terialprüfanstalt (Federal Institute for Materials Re-search and Testing), Abteilung Oberflächentechnik (Surface Technology Division), Grafenstraße 2 in D-64283 Darmstadt.

Once the cooling water additive has been tested by the FVV, the engine must be tested in the second step before the final approval is granted.

Specification for Engine Cooling Water

MAN Diesel & Turbo

B 13 00 0

General

Only in closed circuits

Additives may only be used in closed circuits where no significant consumption occurs, apart from leak-age or evaporation losses.

• Chemical additives Sodium nitrite and sodium borate based additives

etc. have a proven track record. Galvanised iron pipes or zinc sacrificial anodes must not be used in cooling systems. This corrosion protection is not required due to the prescribed cooling water treatment and electrochemical potential reversal can occur due to the cooling water temperatures which are normally present in engines nowadays. If necessary, the pipes must be deplated.

• Slushing oilThis additive is an emulsifiable mineral oil with added slushing ingredients. A thin film of oil forms on the walls of the cooling system. This prevents corrosion without interfering with the transfer of heat and also prevents limescale deposits on the walls of the cooling system.

The significance of emulsifiable slushing oils is fading. Oil-based emulsions are rarely used now-adays for environmental protection reasons and also because stability problems are known to oc-cur in emulsions.

• Anti-freeze agentsIf temperatures below the freezing point of water in the engine cannot be excluded, an anti-freeze solution that also prevents corrosion must be added to the cooling system or corresponding parts. Otherwise the entire system must be heat-ed. (Military specification: Sy-7025).

Sufficient corrosion protection can be provided by adding the products listed in the table entit-led "anti-freeze agents with slushing properties" while observing the prescribed concentration. This concentration prevents freezing at tempera-tures down to -22 °C. However, the quantity of anti-freeze agent actually required always de-pends on the lowest temperatures that are to be expected at the place of use.

Anti-freeze solutions are generally ethylene gly-col-based. A suitable chemical rust inhibitor must

be added if the concentration of the anti-freeze solution prescribed by the user for a specific ap-plication does not provide an appropriate level of corrosion protection, or if the concentration of anti-freeze solution used is lower due to less stringent frost protection requirements and does not provide an appropriate level of corrosion pro-tection. For information on the compatibility of the anti-freeze solution with the rust inhibitor and the required concentrations, contact the manufac-turer. The chemical additives listed in the table entitled "Chemical additives containing nitrite" are known to be compatible with ethylene-glycol based anti-freeze solutions. Anti-freeze solutions may only be mixed with one another with the con-sent of the manufacturer, even if these solutions have the same composition.

Before an anti-freeze agent is used, the cooling system must be thoroughly cleaned.

If the cooling water contains an emulsifiable slushing oil, anti-freeze solution must not be add-ed as otherwise the emulsion would break up and oil sludge would form in the cooling system.

Observe the applicable environmental protection regulations when disposing of cooling water con-taining additives. For more information, consult the supplier of the additive.

• BiocidesIf you cannot avoid using a biocide because the cooling water has been contaminated by bacte-ria, observe the following steps:

• You must ensure that the biocide to be used is suitable for the specific application.

• The biocide must be compatible with the seal-ing materials used in the cooling water system and must not react with these.

• The biocide and its decomposition products must not contain corrosion-promoting compo-nents. Biocides whose decomposition products contain chloride or sulphate ions are not permit-ted.

• Biocides that cause foaming of the cooling water are not permitted.

1699896-4.1Page 3 (8) Specification for Engine Cooling Water

10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo

General

B 13 00 0

Prerequisite for effective use of a rust inhibitor

Clean cooling system

As contamination significantly reduces the effec-tiveness of the additive, the tanks, pipes, coolers and other parts outside the engine must be free of rust and other deposits before the engine is started up for the first time and after repairs are carried out on the pipe system. The entire system must there-fore be cleaned with the engine switched off using a suitable cleaning agent.

Loose solid matter in particular must be removed by flushing the system thoroughly as otherwise ero-sion may occur in locations where the flow velocity is high.

The cleaning agents must not corrode the seals and materials of the cooling system. In most cases, the supplier of the cooling water additive will be able to carry out this work and, if this is not possible, will at least be able to provide suitable products to do this. If this work is carried out by the engine opera-tor, he should use the services of a specialist sup-plier of cleaning agents. The cooling system must be flushed thoroughly following cleaning. Once this has been done, the engine cooling water must be treated immediately with a rust inhibitor. Once the engine has been brought back into operation, the cleaned system must be checked for leakages.

• Regular checks of the cooling water condition and cooling water system

Treated cooling water may become contaminated when the engine is in operation which causes the additive to loose some of its effectiveness. It is therefore advisable to regularly check the cooling system and the condition of the cooling water.

The additive concentration must be checked at least once a week using the test kits specified by the manufacturer. The results must be docu-mented.

Notice!Concentrations of chemical additives The chemical additive concentrations must not fall below the minimum concentrations specified in the table entitled "Chemical additives containing ni-trite".

Excessively low concentrations can promote cor-rosion and must be avoided. If the concentration is slightly above the recommended concentration this will not result in damage. Concentrations which are more than twice the recommended concentration should be avoided.

A cooling water sample must be sent to an inde-pendent laboratory or the engine manufacturer every 2 – 6 months for comprehensive analysis.

Emulsifiable rust inhibitors must generally be re-placed after roughly 12 months according to the supplier's instructions. When carrying this out, the entire cooling system must be flushed and, if nec-essary, cleaned. Once filled in the system the fresh water must be treated immediately.

If chemical additives or anti-freeze agents are used, the cooling water should be replaced after 3 years at the latest.

If there is a high concentration of solids (rust) in the system, the water must be completely replaced and entire system carefully cleaned.

Deposits in the cooling system may be caused by fluids that enter the cooling water, or the break up of emulsion, corrosion in the system and limescale deposits if the water is very hard. If the concentra-tion of chloride ions has increased, this generally indicates that seawater has entered the system. The maximum specified concentration of 50 mg chloride ions per kg must not be exceeded as oth-erwise the risk of corrosion is too high. If exhaust gas enters the cooling water this can lead to a sud-den drop in the pH value or to an increase in the sulphate content.

Water losses must be compensated for by filling with untreated water that meets the quality require-ments specified. The concentration of the rust in-hibitor must subsequently be checked and adjusted if necessary.

Subsequent checks of the cooling water are espe-cially required if the cooling water had to be drained off in order to carry out repairs or maintenance.

1699896-4.1Page 4 (8)Specification for Engine Cooling Water

10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo

B 13 00 0

General

Protective measures

Rust inhibitors contain chemical compounds that can pose a risk to health or the environment if in-correctly used. Comply with the directions in the manufacturer's material safety data sheets.

Avoid prolonged direct contact with the skin. Wash hands thoroughly after use. If larger quantities spray and/or soak into clothing, remove and wash clothing before wearing it again.

If chemicals come into contact with your eyes, rinse immediately with plenty of water and seek medical advice.

Rust inhibitors are generally harmful to the water cycle. Observe the relevant statutory requirements for disposal.

Auxiiliary engines

If a marine engine of type 16/24, 21/31, 23/30H, 27/38 or 28/32H uses the same cooling water sys-tem as a MAN Diesel two-stroke main engine, the recommendations for the cooling water of the main engine must be observed.

Analysis

We analyse cooling water for our customers in our chemical laboratory. A 0.5 l sample is required for the test.


10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo

General

B 13 00 0

Manufacturer Product designation Initial

dosing for 1000 litres

Minimum concentration ppm

ProductNitrite

(NO2)

Na-nitrite

(NaNO2)

Drew MarineOne Drew PlazaBoonton New Jersey 07005USA

LiquidewtMaxigard

15 l40 l

15,00040,000

7001,330

1,0502,000

Wilhelmsen (Unitor)KJEMI-Service A.S.P.O. Box 493140 BorgheimNorway

Rocor NB LiquidDieselguard

21.5 l4.8kg

21,5004,800

2,4002,400

3,6003,600

Nalfleet MarineChemicalsP.O. Box 11NorthwichCheshire CW8DX, UK

Nalfleet EWT Liq (9-108)Nalfleet EWT 9-111Nalcool 2000

3 l10 l30 l

3,00010,00030,000

1,0001,0001,000

1,5001,5001,500

Maritech ABP.O. Box 14329122 KristianstadSweden

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

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

N.C.L.T.Colorcooling

12 l24 l

12,00024,000

2,0002,000

3,0003,000

Marichem - Marigases64 Sfaktirias Street18545 Piraeus, Greece

D.C.W.T - Non-Chromate

48 l 48,000 2,400 –

VecomSchlenzigstrasse 721107 HamburgGermany

Cool treat N.C.L.T. 16 l 16,000 4,000 6,000

Table 2 Chemical additives containing nitrite

Approved cooling water additives

Chemical additives containing nitrite


10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo

B 13 00 0

General

Manufacturer Product designationInitial dosing for 1000 litres

Minimum concentration

ArtecoTechnologieparkZwinaarde 2B-9052 GentBelgium

HavolineXLI

75 l 7.5 %

Total LubricantsParis, France

WT Supra 75 l 7.5 %

Table 3 Chemical additives - nitrite free

Manufacturer Product (designation)

BP MarineBreakspear WayHemel HempsteadHerts HP2 UL, UK

Diatsol MFedaro M

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Solvex WT 3

Deutsche Shell AGÜberseering 3522284 Hamburg, Germany

Oil 9156

Table 4 Emulsifiable slushing oils

Additives (chemical additives) - nitrite free

Emulsifiable slushing oils


10.45 - 3.3.7 (2010-11-08)

MAN Diesel & Turbo

General

B 13 00 0

Manufacturer Product designationMinimum

concentration

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

Glysantin G48Glysantin 9313Glysantin G 05

35 %

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Antifreeze NF,SF

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

Antifrost X 2270A

Deutsche Shell AGÜberseering 3522284 Hamburg, Germany

Glycoshell

Höchst AG, Werk Gendorf84508 Burgkirchen, Germany

Genatin extra(8021 S)

Mobil Oil AGSteinstraße 520095 Hamburg, Germany

Antifreeze agent 500

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

Havoline XLC

50 %

Total LubricantsParis, France

Glacelf Auto SupraTotal Organifreeze

Table 5 Anti-freeze agents with slushing properties

Anti-freeze solutions with slushing properties


10.45 - 3.3.7 (2010-11-08)

MAN Diesel

B 13 00 0

General

1699897-6.1Page 1 (2)

10.12 - 000.07 (2010-02-25)

Cooling Water Inspecting

Summary

Acquire and check typical values of the service me-dia to prevent or limit damage.

The fresh water used to fill the cooling water cir-cuits must satisfy the specifications. The cooling water in the system must be checked regularly in accordance with the maintenance schedule.

The following work/steps is/are necessary: Acquisition of typical values for the operating fluid, evaluation of the operating fluid and checking the concentration of the rust inhibitor.

Tools/equipment required

Equipment for checking the fresh water quality

The following equipment can be used:

• MAN Diesel water testing kit or a similar testing kit containing all the instruments and chemicals re-quired to determine the water hardness, pH value and chlorine content (obtainable from MAN Diesel or Mar-Tec Marine, Hamburg)

Equipment for testing the concentration of additives

When using chemical additives:

• Testing equipment in accordance with the sup-plier's recommendations.Testing kits from the supplier also include equip-ment that can be used to determine the fresh water quality.


Typical value/propertyWater for filling and refilling

(without additive)Circulating water (with additive)

Water type Fresh water, free of foreign matter Treated cooling water

Total hardness ≤ 10 °dGH 1) ≤ 10 °dGH 1)

pH-value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C

Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)

Table 1: Quality specifications for cooling water (abbreviated version)

1) dGH = German hardness:

1°dGH = 10 mg/l CaO

= 17.9 mg/l CaCO3

= 0.179 mmol/L2) 1 mg/l = 1 ppm

Testing the typical values of water

Abbreviated specification

MAN Diesel

General

B 13 00 0 1699897-6.1Page 2 (2)

10.12 - 000.07 (2010-02-25)

Testing the concentration of rust inhibitors

Abbreviated specification

Testing the concentration of chemical additives

The concentration should be tested every week, and/or according to the maintenance schedule, us-ing the testing instruments, reagents and instruc-tions of the relevant supplier .

Chemical slushing oils can only provide effective protection if the right concentration is precisely maintained. This is why the concentrations recom-mended by MAN Diesel (quality specifications) must be observed in every case. These recom-mended concentrations may not be the same as those specified by the manufacturer.

Cooling Water Inspecting

Slushing oil Concentration

Chemical additives according to "Quality of Engine Cooling Water"

Anti-freeze according to "Quality of Engine Cooling Water"

Table 2: Concentration of the cooling water additive

Testing the concentration of anti-freeze

The concentration must be checked in accordance with the manufacturer's instructions or the test can be outsourced to a suitable laboratory. If in doubt you should consult MAN Diesel.

Testing

We test cooling water for customers in our labora-tory. To carry out the test we will need a representa-tive sample of roughly 0.5 l.

MAN Diesel

B 13 00 0

General

1699898-8.1Page 1 (3)

10.13 - 000.08 (2010-02-25)

Cooling Water System, Cleaning

Summary

Remove contamination/residue from operating fluid systems, ensure/reestablish operating reliability.

Cooling water systems containing deposits or con-tamination prevent effective cooling of parts. Con-tamination and deposits must be regularly elimi-nated.

This comprises the following: Cleaning the system and, if required, removal of limescale deposits,flushing the system.

Cleaning

The cooling water system must be checked for con-tamination at regular intervals. Cleaning is required if the degree of contamination is high.

This work should ideally be carried out by a spe-cialist who can provide the right cleaning agents for the type of deposits and materials in the cooling circuit. The cleaning should only be carried out by the engine operator if this cannot be carried out by a specialist.

Oil sludge

Oil sludge from lubricating oil that has entered the cooling system or a high concentration of rust in-hibitors can be removed by flushing the system with fresh water to which some cleaning agent has been added. Suitable cleaning agents are listed al-phabetically in the table entitled "Cleaning agents for removing oil sludge". Products by other manu-facturers can be used providing they have similar properties. The manufacturer's instructions for use must be strictly observed.


Manufacturer Product ConcentrationDuration of cleaning procedure /

temperature

Drew HDE - 777 4 - 5 % 4 hrs at 50 - 60 °C

Nalfleet MaxiClean 2 2 - 5 % 4 hrs at 60 °C

Unitor Aquabreak 0.05 - 0.5 % 4 hrs at ambient temperature

VecomUltrasonic

Multi Cleaner4 % 12 hrs at 50 - 60 °C

Table 1 Cleaning agents for removing oil sludge

MAN Diesel

General

B 13 00 0 1699898-8.1Page 2 (3)

10.13 - 000.08 (2010-02-25)


Manufacturer Product ConcentrationDuration of cleaning procedure /

temperature

DrewSAF-AcidDescale-ITFerroclean

5 - 10 %5 - 10 %

10%

4 hrs at 60-70 °C4 hrs at 60 - 70 °C

4 - 24 hrs at 60 - 70 °C

Nalfleet Nalfleet 9 - 068 5 % 4 hrs at 60 - 75 °C

Unitor Descalex 5 - 10 % 4 - 6 hrs at approx. 60 °C

Vecom Descalant F 3 - 10 % approx. 4 hrs at 50 - 60 °C

Table 2 Cleaning agents for removing limescale and rust deposits

Lime and rust deposits

Lime and rust deposits can form if the water is es-pecially hard or if the slushing oil concentration is too low. A thin lime scale layer can be left on the surface as experience has shown that this pro-tects against corrosion. If however, the thickness of limescale deposits exceeds 0.5 mm, this can ob-struct the transfer of heat and cause thermal over-loading of the components being cooled.

Rust that has been flushed out may have an abra-sive effect on other parts of the system, such as the sealing elements of the water pumps. Together with the elements that are responsible for water hard-ness, this forms what is known as ferrous sludge

which tends to gather in areas where the flow ve-locity is low.

Products that remove limescale deposits are ge-nerally suitable for removing rust. Suitable cleaning agents are listed alphabetically in the table entitled "Cleaning agents for removing lime scale and rust deposits". Products by other manufacturers can be used providing they have similar properties. The manufacturer's instructions for use must be strict-ly observed. Prior to cleaning, check whether the cleaning agent is suitable for the materials to be cleaned. The products listed in the table entitled "Cleaning agents for removing lime scale and rust deposits" are also suitable for stainless steel.

In emergencies only

Hydrochloric acid diluted in water or aminosulfo-nic acid may only be used in exceptional cases if a special cleaning agent that removes limescale deposits without causing problems is not available. Observe the following during application:

• Stainless steel heat exchangers must never betreated using diluted hydrochloric acid.

• Cooling systems containing non-ferrous metals (aluminium, red bronze, brass, etc.) must be

treated with deactivated aminosulfonic acid. This acid should be added to water in a concentration of 3 - 5 %. The temperature of the solution should be 40 - 50 °C.

• Diluted hydrochloric acid may only be used toclean steel pipes. If hydrochloric acid is used as the cleaning agent, there is always a danger that acid will remain in the system, even once the system has been neutralised and flushed. This residual acid promotes pitting. We therefore re-commend you have the cleaning carried out by a specialist.

MAN Diesel

B 13 00 0

General

The carbon dioxide bubbles that form when lime-scale deposits are dissolved can prevent the clean-ing agent from reaching boiler scale. It is therefore absolutely necessary to circulate the water with the cleaning agent to flush away the gas bubbles and allow them to escape. The length of the cleaning process depends on the thickness and composition of the deposits. Values are provided for orientation in the table entitled "Detergents for removing lime scale and rust deposits“.

Following cleaning

The cooling system must be flushed several times once it has been cleaned using cleaning agents. Replace the water during this process. If acids are used to carry out the cleaning, neutralise the cool-ing system afterwards with suitable chemicals then flush. The system can then be refilled with water that has been prepared accordingly.

Caution! Only carry out the cleaning operation once the engine has cooled downOnly start the cleaning operation once the engine has cooled down. Hot engine components must not come into contact with cold water. Open the vent-ing pipes before refilling the cooling water system. Blocked venting pipes prevent air from escaping which can lead to thermal overloading of the en-gine.

Caution! Cleaning products can cause damageThe products to be used can endanger health and may be harmful to the environment.Follow the manufacturer's handling instructions without fail.

The applicable regulations governing the disposal of cleaning agents or acids must be observed.

1699898-8.1Page 3 (3)

10.13 - 000.08 (2010-02-25)


MAN Diesel & Turbo

Internal Cooling Water System B 13 00 0

Internal Cooling Water System

The engine's cooling water system comprises a low temperature (LT) circuit and a high temperature (HT) circuit.

Low Temperature Cooling Water System

The LT cooling water system includes charge air cooling, lubricating oil cooling and alternator cooling if the latter is water-cooled. The LT system is designed for freshwater (FW) as cooling medium.

In order to prevent a too high charge air tempera ture, the design freshwater temperature in the LT system should not be too high.

Regarding the lubricating oil cooler, the inlet tempe-ra ture of the LT cooling water should not be below 10°C.

High Temperature Cooling Water System

The high temperature cooling water is used for the cooling of cylinder liners and cylinder heads.

An engine outlet temperature of 80°C ensures a perfect combustion in the entire load area when run-ning on Heavy Fuel Oil (HFO), i.e. this tempe rature limits the thermal loads in the high-load area, and hot corrosion in the combustion area is avoided.

In the low-load area, the temperature is sufficiently high to secure a perfect combustion and at the same time cold corrosion is avoided; the latter is also the reason why the engine, in stand-by position and when starting on HFO, should be preheated with a medium cooling water temperature of at least 60°C - either by means of cooling water from running engines or by means of a se parate pre heating system.

System Lay-Out

MAN Diesel & Turbo's standard for the inter nal cooling water system is shown on Basis Diagram 7. The system has been constructed with a view to full integration into the external system.

Temperature regulation in the HT and LT systems takes place in the external system where also pumps and freshwater heat exchangers are situated. This means that these components can be common for propulsion engine(s) and GenSets.

To be able to match every kind of external systems, the internal system can as optional be arranged with two separate circuits or as a single circuit with or without a built-on pump and a thermostatic valve in the HT-circuit, so that engine cooling can be inte-grated fully or partly into the external system, or can be constructed as a stand-alone unit.

Different internal basis system layouts for these ap-plications are shown on the following pages.

HT-Circulating Pumps

The circulating pump which is of the centrifugal type is moun ted on the front cover of the engine and is driven by the crankshaft through a resilient gear transmission.

Technical data : See "list of capacities" D 10 05 0 and B 13 18 1-2.

Thermostatic Valve

The termostatic valve is a fully automatic three-way valve with thermostatic elements set at fixed tem-perature.

Technical data: See B 13 15 1.

96.19

1655228-8.0Page 1 (2)

L32/40

MAN Diesel & Turbo

B 13 00 0

Preheating Arrangement

As an optional the engine can be equipped with a built-on preheating arrangement in the HT-circuit including a thermostatic controlled el-heating ele-ment and safety valve.

The system is based on thermo-syphon circula-tion.

For further information see B 13 23 1.

Internal Cooling Water System

96.19

1655228-8.0Page 2 (2)

L32/40

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Internal Cooling Water System 1 B 13 00 0

L32/40

1699176-3.1Page 1 (2)

06.34

Fig 1 Diagram for internal cooling water system 1.

Description

The system is designed as a single-circuit with only two fl ange connections to the external centralized low temperature (LT) coo ling water system.


Venting to expansion tank

LT fresh water inlet

LT fresh water outlet

Pipe description

DN 15

DN 100

DN 100

F3

G1

G2

The engine is equipped with a self-controlling high temperature (HT) water circuit for cooling of the top of the cylinder liners and cylinder heads. Thus the engine on the cooling water side only requires one fresh water cooler and so the engine can be intergrated in the ships cooling water system as as a stand alone unit, in a simple way, with low installation costs, which can be interesting in case of repowering, where the engine power is increased, and the distance to the other engines is larger.

Low Temperature Circuit

The components for circulation and temperature regulation are placed in the external system.

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B 13 00 0

The HT-circuit is cooled by adjustment of water from the LT-circuit, taken from the LT cooling water inlet. Thus the amount of cooling water through the cooling system is always adjusted to the engine load.

High Temperature Circuit

The built-on engine driven HT-circulating pump of the centrifugal type, pumps water through HT-charge air cooler, a distributing pipe to the cylinder jacket for cooling of the top of the liner and the fi re ring and further to the bore cooled cylinder head for cooling of this and the valve seats.

From the cylinder heads the water is led through a common outlet pipe to the thermostatic valve, and depending on the engine load, a smaller or larger amount of the water will be led to the external system or be re-circulated.

Internal Cooling Water System 1

L32/40

06.34

1699176-3.1Page 2 (2)

Optionals

Alternatively the engine can be equipped with the following:

– Thermostatic valve on outlet LT-system – Engine driven pump for LT-system – Preheater arrangement in HT-system

Branches for:

– External preheating – Alternator cooling

If the alternator is cooled by water, the pipes for this can be integrated on the GenSet.

Data

For heat dissipation and pump capacities,See D 10 05 0, "List of Capacities".

Set points and operating levels for temperature and pressure are stated in B 19 00 0, "Operating Data and Set Points".

Other design data are stated in B 13 00 0, "Design Data for the External Cooling Water System".

MAN Diesel & Turbo

Pipe description

F1 HT freshwater inlet DN 100

F2 HT freshwater outlet DN 100

F3 Venting to expansion tank DN 15

F5 HT FW from preheater inlet DN 15

F6 HT FW to preheater outlet DN 15

G1 LT freshwater inlet DN 100

G2 LT freshwater outlet DN 100

1643436-9.3Page 1 (2)

L32/40

Internal Cooling Water System 7 B 13 00 0

96.41

Description

The system is designed with separate LT- and HT-circuits and is fully integrated into the external system, which can be a conventional or a centralized cooling water system.

Fig 1 Diagram for Internal Cooling Water System 7.


With this system pumps and heat exchangers can be common for propulsion and GenSet engines. It is, however, highly recommended that the GenSet engines have separate temperature regulation on the HT-circuit.

Low Temperature (LT) Circuit

As standard the system is prepared for freshwater in the LT system, with pipes made of steel and the plates in the lub. oil cooler made of stainless steel.

High Temperature (HT) Circuit

From the external HT-system, water is led through a distributing pipe to the cylinder jacket for cooling of the top of the liner and the fire ring and further to the bore cooled cylinder head for cooling of this and the valve seats.

MAN Diesel & Turbo

1643436-9.3Page 2 (2)

L32/40

B 13 00 0 Internal Cooling Water System 7

96.41

From the cylinder heads the water is led through a common outlet pipe to the external system. For re-gulating of the nozzle oil temperature, the HT-water from the cylinders is led through the nozzle oil heat exchanger.

Optionals

Alternatively, the engine can be equipped with the following:

– LT-system cooled by seawater.

which includes titanium plates in the lub. oil cooler, LT-water pipes made of aluminium brass or galva-nized steel, and covers for charge air cooler made of bronze.

– Thermostatic valve on outlet, HT-system. – Engine driven pump for HT-system. – Preheater arrangement in HT-system.

Branches for:

– External preheating. – Alternator cooling.

If the alternator is cooled by water, the pipes for this can be integrated into the GenSet.

Data


Set points and operating levels for temperature and pressure are stated in B 19 00 0 "Operating Data and Set Points".

Other design data are stated in B 13 00 0 "Design Data for the External Cooling Water System".

MAN Diesel & Turbo

General

This data sheet contains data regarding the neces-sary information for dimensioning of auxiliary ma-chinery in the external cooling water system for the L32/40 type engine(s).The stated data are for one engine only and are specified at MCR.

For heat dissipation and pump capacities see D 10 05 0 "List of Capacities". Set points and operating levels for tem perature and pressure are stated in B 19 00 0 "Operating Data and Set Points".

External pipe velocities

For external pipe connections we prescribe the fol-lowing maximum water velocities:

Fresh water : 3.0 m/s

Pressure drop across engine and charge air cooler

The pressure drop across the engine.

Pumps

The cooling water pumps should be of the centri-fugal type.

Operating pressures

LT cooling water before charge air cooler stage 2 : min. 1.5 bar max. 4.0 bar

HT cooling water before cylinders :

min. 3.0 bar max. 4.0 bar

Expansion tank

To provide against changes in volume in the closed jacket water cooling system caused by changes in temperature or leakage, an expansion tank must be installed.

As the expansion tank also provides a certain suction head for the fresh water pump to prevent cavation, the lowest water level in the tank should be minimum 8-10 m above the centerlinie of the crankshaft.

The venting pipe must be connected to the expansion tank below the minimum water level, this prevents oxydation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equipped with venting pipe and flange for filling of water and inhibitors.

Minimum recommended tank volume: 0.5 m³.For multiplants the tank volume should be min.:

V = 0.5 + ( exp. vol. per ekstra eng.) [m³]

Data for external preheating system

The capacity of the external preheater should be 2.5 - 3.0 kW/cyl. The flow through the engine should for each cylinder be approx. 2.5 l/min with flow from top and downwards.

Design Data for the External Cooling Water System B 13 00 0

11.11 - CR, Tier II

L32/40

3700089-2.0Page 1 (1)

Cyl. No.

Quantity of water in eng:

HT and LT -system (litre)

Expansion vol. (litre)

7

240

15

8

270

18

9

300

20

Table 1 Showing cooling water data which are depending on cylinder no.

6

210

13

Charge air cooler stage 1 (HT cooling water) up to 0.30 bar stage 2 (LT cooling water) up to 0.25 bar

Cylinder HT cooling water 0.3 - 0.4 bar

Lubricating oil (may be different approx. 0.3 bar cooler, depending on the built -on actual cooler design)

Thermostatic HT cooling water approx. 0.5 bar valve, built-on

MAN Diesel & Turbo

B 13 00 0External Cooling Water System

00.02

Design of External Cooling Water System

It is not difficult to make a system fulfil the require-ments, but to make the system both simple and cheap and still fulfil the requirements of both the engine builder and other parties involved can be very difficult. A simple version cannot be made without involving the engine builder.

The diagrams are principal diagrams, and are MAN Diesel & Turbo's recommendation for the design of external cooling water systems.

The systems are designed on the basis of the fol-lowing criteria:

1. Simplicity.

2. Separate HT temperature regulation for propulsion and alternator engines.

3. HT temperature regulation on engine outlet.

4. Preheating with surplus heat.

5. Preheating in engine top, downwards.

6. As few change-over valves as possible.

Ad 1) Cooling water systems have a tendency to be unnecessarily complicated and thus uneconomical in installation and operation. Therefore, we have attach-ed great importance to a simple diagram design with optimal cooling of the engines and at the same time installation- and operation- friendly systems resulting in economical advantages.

Ad 2) Cooling of the GenSets should be independ-ent of the propulsion engine load and vice versa. Therefore, there should be separate cooling water temperature re gulation thus ensuring optimal running tempera tures irrespective of load.

Ad 3) The HT FW thermostatic valve should be mounted on the engine's outlet side ensuring a constant cooling water temperature across the engine at all loads.

L32/40

1643460-7.0Page 1 (1)

If the thermostat valve is placed on the engine's inlet side , which is not to be recommended, the temperature on the engine depends on the load with the risk of overheating at full load or the alternative a too low temperature at low load.

Ad 4) In the diagrams it is stressed that the alternator engines in stand-by position as well as the propulsion engine in stop position are preheated, optimally and simply, with surplus heat from the running engines.

Ad 5) If the engines are preheated with reverse cool-ing water direction, i.e. from the top and downwards, an optimal heat distribution is reached in the engine. This method is at the same time more economical since the need for heating is less and the water flow is reduced.

Ad 6) The systems have been designed in such a way that the change-over from sea operation to harbour operation/stand-by with preheating can be made with a minimum of manual or automatic interference.

Fresh Water Treatment

The engine cooling water is, like fuel oil and lubricat-ing oil, a medium which must be carefully selected, treated, maintained and monitored.

Otherwise, corrosion, corrosion fatigue and cavita-tion may occur on the surfaces of the cooling system which are in contact with the water, and deposits which may form.

Corrosion and cavitation may reduce the life time and safety factors of parts concerned, and deposits will impair the heat transfer and may result in thermal overload of the components to be cooled.

The treatment process of the cooling water has to be effected before the first commissioning of the plant, i.e. immediately after installation at the shipyard or at the power plant.

MAN Diesel & Turbo

1624464-1.2Page 1 (2)

11.08

General

One String Central Cooling Water System B 13 00 1

F3

F4

F3

F3

G2

G2

G2

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MAN Diesel & Turbo

11.08

1624464-1.2Page 2 (2)

System Design

The system is a central cooling water system of simple design with only one central cooler. Low temperature (LT) and fresh water (FW) pumps are common for all engines. In order to minimize the power consumption the LT FW pump installation consists of 3 pumps, two for sea operation and smaller one for harbour operation.

The GenSet engines are connected as a one string plant, with only one inlet- and outlet cooling water connection and with internal HT-circuit, see also B 13 00 0 “Internal cooling water system 1”, describ-ing this system.

The propulsion engines HT-circuit is built up acc. to the same principle, i.e. HT-water temperature is adjusted with LT-water mixing by means of the thermostatic valve.

The system is also remarkable for its preheating of stand-by GenSet engines and propulsion engine by running GenSets, without extra pumps and heaters.

Preheating of Stand-by GenSets during Sea-operation:

GenSets in stand-by position are preheated auto-matically via the venting pipe with water from the running engines. This is possible due to the pres-sure difference, which the running GenSet engines HT-pumps produce.

Preheating of Stand-by GenSets and Propulsion Engine during Harbour Operation:

During harbour stay the propulsion and GenSet en-gines are also preheated in stand-by position by the running GenSets. Valve (B) is open and valve (A) is closed. Thus the propulsion engine is heated from top and downwards, which is the most economic solution.

B 13 00 1

General

One String Central Cooling Water System

MAN Diesel & Turbo

1613419-0.3Page 1 (1) Expansion Tank B 13 00 0

General

To provide for changes in volume in the closed jacket water cooling system caused by changes in tempera-ture or leakage, an expansion tank must be installed.

As the expansion tank also should provide a certain suction head for the freshwater pump to prevent cavitation, the lowest water level in the tank should be minimum 8-10 m above the centerline of the crankshaft.

The venting pipe must be connected to the expansion tank below the minimum water level, this prevents oxydation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equipped with venting pipe and flange for filling of water and inhibitors.

11.20

Engine type Expansion volume litre*

Recommended tank volumem3 **

5L23/30H6L23/30H7L23/30H8L23/30H

11131517

0.10.10.10.1

5L28/32H6L28/32H7L28/32H8L28/32H9L28/32H

2833394450

0.150.150.150.150.15

12V28/32S16V28/32S18V28/32S

668899

0.30.30.3

5L16/246L16/247L16/248L16/249L16/24

45556

0.10.10.10.10.1

5L21/316L21/317L21/318L21/319L21/31

678910

0.10.10.10.10.1

5L27/386L27/387L27/388L27/389L27/38

1012131520

0.150.150.150.150.15

6L32/407L32/408L32/409L32/40

13151820

0.50.50.50.5

* Per engine** Common expansion tank

Table 1 Expansion volume for cooling water system and recommended volume of expansion tank.

MAN Diesel & Turbo

1671771-3.3Page 1 (2)

11.11

Expansion Tank Pressurized

General

T 13 01 1

Engine type Expansion volume litre*

Recommended tank volumem3 **

5L23/30H6L23/30H7L23/30H8L23/30H

11131517

0.10.10.10.1

5L28/32H6L28/32H7L28/32H8L28/32H9L28/32H

2833394450

0.150.150.150.150.15

12V28/32S16V28/32S18V28/32S

668899

0.30.30.3

5L16/246L16/247L16/248L16/249L16/24

45556

0.10.10.10.10.1

5L21/316L21/317L21/318L21/319L21/31

678910

0.10.10.10.10.1

5L27/386L27/387L27/388L27/389L27/38

1012131520

0.150.150.150.150.15

6L32/407L32/408L32/409L32/40

13151820

0.50.50.50.5

* Per engine** Common expansion tank

Table 1 Expansion volume for cooling water system and recommended volume of pressure expansion tank.

MAN Diesel & Turbo

1671771-3.3Page 2 (2)

11.11

Expansion Tank Pressurized

General

T 13 01 1

• Water connection in the top ensures easy and simple installation and control under operation.

• Cooling water is absorbed in a rubber bag which is hanging in the all-welded vessel.

• Corrosion of the all-welded vessel is excluded.• The rubber bag is replaceable.

The expansion vessel should be connected to the system at a point close to the cooling water inlet connections (G1 / F1) in order to maintain positive pressures throughout the system and allow expan-sion of the water.

The safety valves are fitted on the manifold.

The pressure gauge is fitted on the manifold in such a position that it can be easily read from the filling point.

The filling point should be near the pressure expan-sion vessel. Particularly the pressure gauge in such a position that the pressure gauge can be easily read from the filling point, when filling from the mains water.

Automatic air venting valve should be fitted at the highest point in the cooling water system.

Fig. 1 Function of expansion tank.

Water Water

Nitrogen Nitrogen

Function at low temperature Function at high temperature

8

1

2

56

4

37

9

Fig. 2 Expansion tank.

1. Pressure vessel2. Exchangeable rubber bag3. Safety valves4. Automatic air venting valve

5. Pressure gauge6. Manifold7. Threaded pipe8. Elbow9. Shut off valve


B 14

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1643445-3.3Page 1 (2)

L32/40

Compressed Air System B 14 00 0

96.42

Fig 1 Diagram for Compressed Air System for 6-9 cyl.

Pipe description for 6-9 cyl.

K1 Compressed air inlet DN 50

When certain prerequisites are met, air will flow to thestarting slide valves and to the control side of the mainstarting valve.

When the starting slide valves are actuated by thecams on the camshaft, the air will flow into the startingvalves and push the valve stem downwards.

Now main air will flow into the combustion chamberthrough the starting valves and force the engine toturn.

Control System

The starting is activated from the control or remotecontrol system.

The control system supplies air to the stop controlvalves, the oil mist detector and control valve forvalve timing.

Further, a blocking valve is mounted in the controlsystem to prevent starting of the engine if the turninggear is engaged.


Description

The compressed air system on the engine contains ofa starting system, starting control system and safetysystem. Further, the system supplies air to the jetsystem.

The compressed air is supplied from the starting airreceivers (30 bar).

Starting System

The starting system consists of the following primaryelements:

- the main starting valve- the starting slide valves- the starting valves

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In case of emergency it is possible to start the engineby hand with emergency starting valve.

Safety System

As standard the engine is equipped with an emergencystop. It consists of a valve combination, an air linearranged behind the fuel oil pumps, and of emergencystop pistons acting on the fuel rack of the fuel pumps.

Data

For air consumption pr. start, see D 10 05 0 "List ofCapacities".

Operating levels and set points, see B 19 00 0, "Ope-rating Data and Set Points.

1643445-3.3Page 2 (2)

L32/40

Compressed Air SystemB 14 00 0

96.42

Fig 2 Diagram for Compressed Air System, only for 5 cyl.

Pipe description for 5 cyl.

K1 Compressed air inlet DN 40


MAN Diesel & Turbo

EngineNo. N

Engine No. 2

Engine No. 1

Starting air bottle

Oil and waterseparator

Drain to bilge

Air compressors

K1 K1K1

MAN Diesel & Turbo supply

Fig. 1. Diagram for Compressed Air System.

Design of External System

The external compressed air system should be com-mon for both propulsion engines and GenSet engine.

Separate tanks shall only be installed in case of turbine vessels, or if the GenSets in engined ves-sels are installed far away from the propulsion plant.

The design of the air system for the actual plant must be according to the rules of the relevant clas-sification society.

For the engines' internal compressed air system, please see B 14 00 0 "Internal Compressed Air System".

An oil and water separator should be mounted in the line between the compressor and the air receivers, and the separator should be equipped with automatic drain facilities.

Each engine needs only one connection for com-pressed air, see the internal diagram.

Installation

In order to protect the engine's starting and control equipment against condensation water the following should be observed:

- The air receiver(s) should always be installed with good drainage facilities. Receiver(s) ar-ranged in horizontal position must be installed with a slope downwards of min. 3 - 5 deg.

- Pipes and components should always be treated with rust inhibitors.

- The starting air pipes should be mounted with a slope towards the receivers, preventing pos-sible condensed water from running into the compressors.

- Drain valves should be mounted at lowest position of the starting air pipes.

95.09


General

B 14 00 01624476-1.1Page 1 (1)

Combustion Air System

B 15

MAN Diesel & Turbo

B 15 00 0

General

Specification for Intake Air (Combustion Air)

10.45 - 3.3.11 (2010-11-08)

1689464-6.2Page 1 (1)

General

The quality and condition of the intake air (com-bustion air) have a significant effect on the power output of the engine. In this regard, not only are the atmosperic conditions extremely important, but also contamination by solid and gaseous foreign matter.

Mineral dust in the intake air increases wear. Chemi-cals and gases promote corrosion.

This is why effective cleaning of the intake air (com-bustion air) and regular maintenance/cleaning of the air filter is required.

When designing the intake air system, the maximum permissible overall pressure drop (filter, silencer, pipe line) of 20 mbar must be taken into consideration.

Requirements

The concentrations downstream of the air filter and/or upstream of the turbocharger inlet must not exceed the following limit values:

Properties Typical value Unit*

Particle size max. 5 µm

Dust (sand, cement, CaO, Al2O3 etc.) max. 5

mg/m3 (SPC)

Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25

Hydrogen sulphide (H2S) max. 15

Salt (NaCl) max. 1

* m3 (SPC) Cubic metres at standard temperature and standard pressure

Table 1 Intake air (combustion air) - typical values to be observed

MAN Diesel & Turbo

1699110-4.1Page 1 (1) Engine Room Ventilation and Combustion Air B 15 00 0

General

11.23

Combustion Air Requirements

The combustion air must be free from water spray, dust, oil mist and exhaust gases.

The air ventilation fans shoud be designed to maintain a positive air pressure of 50 Pa (5 mmWC) in the auxiliary engine room in all running conditions.

The combustion air is normally taken from the engine room through a filter fitted on the turbocharger.

In tropical service a sufficient volume of air must be supplied to the turbocharger(s) at outside air temperature. For this purpose there must be an air duct installed for each turbocharger, with the outlet of the duct facing the respective intake air silencer. No water of condensation from the air duct must be allowed to be drawn in by the turbocharger.

In arctic service the air must be heated to at least 5oC. If necessary air preheaters must be provided.

Ventilator Capacity

The capacity of the air ventilators must be large enough to cover:

The combustion air requirements of all consumers.

The air required for carrying off the heat emission.

See "List of Capacities" section D 10 05 0 for infor-mation about required combustion air quantity and heat emission.

For minimum requirements concerning engine room ventilation see applicable standards such as ISO 8861.

MAN Diesel & Turbo

1639499-6.0Page 1 (1) Water Washing of Turbocharger - Compressor B 15 05 1

94.11

General

During operation the compressor will gradually be fouled due to the presence of oil mist and dust in the inlet air.

The fouling reduces the efficiency of the turbochar-ger which will result in reduced engine performance.

Therefore manual cleaning of the compressor com-ponents is necessary in connection with overhauls. This situation requires dismantling of the turbochar-ger.

However, regular cleaning by injecting water into the compressor during normal operation of the engine has proved to reduce the fouling rate to such an ex-tent that good performance can be maintained in the period between major overhauls of the turbocharger.

The cleaning effect of injecting pure fresh water is mainly based upon the mechanical effect arising, when the water droplets impinge the deposit layer on the compressor components.

The water is injected in a measured amount and within a measured period of time by means of the water washing equipment.

The water washing equipment, see fig 1, comprises two major parts. The transportable container (6) including a hand valve with handle (5) and a plug-in coupling (4) at the end of a lance.

Installed on the engine there is the injection tube (1), connected to a pipe (2) and a snap coupling (3).

The cleaning procedure is:

1. Fill the container (6) with a measured amount of fresh water. Blow air into the container by means of a blow gun, until the prescribed operation pressure is reached.

2. Connect the plug-in coupling of the lance to the snap coupling on the pipe, and depress the handle on the hand valve.

3. The water is then injected into the compressor.

The washing procedure is executed with the engine running at normal operating temperature and with the engine load as high as possible, i.e. at a high compressor speed.

The frequency of water washing should be matched to the degree of fouling in each individual plant.

6

4

2

1

3

7

5

1 Injection tube 5 Hand valve with handle 2 Pipe 6 Container 3 Snap coupling 7 Charge air line 4 Plug-in coupling

Fig 1 Water washing equipment

Exhaust Gas System

B 16

MAN Diesel & Turbo

11.11

L32/40

1693550-4.0Page 1 (2) Exhaust Gas System B 16 00 0

Internal Exhaust Gas System

From the exhaust valves, the gas is led to the ex haust gas receiver where the fluctuating pressure from the individual cylinders is equalized, and the total volume of gas led further on to the turbochar ger at a constant pressure. After the turbocharger the gas is led to the exhaust pipe system.

The exhaust gas receiver is made of pipe sections, one for each cylinder, connected to each other, by means of compensators to prevent excessive stress in the pipes due to heat expansion.

In the cylinder head a sensor for remote reading the exhaust gas temperature is fitted.

To avoid excessive thermal loss and to ensure a rea sonably low surface temperature the exhaust gas re ceiver is insulated.

External Exhaust Gas System

The exhaust backpressure should be kept as low as possible.

It is, therefore, of the utmost importance that the ex-haust piping is made as short as possible and with few and soft bends.

Long, curved, and narrow exhaust pipes result in high er backpressure which may affect the engine com bustion.

The exhaust backpressure should not exceed 30 mbar at MCR. An exhaust gas velocity through the pipe of maximum 35-40 m/sec. depending on the totel pressure drop in the piping.

MAN Diesel & Turbo will be pleased to assist in making a calcula tion of the exhaust backpressure.

The gas outlet of turbocharger, the expansion bel-lows, the exhaust pipe, and the silencer, (in case of si lencer with spark arrestor care must be taken that the cleaning parts are accessible), must be insula ted with a suitable material.

The insulation should be shielded by a thin plating, and should comply with the requirements of the clas-sification society and/or the local authorities.

Exhaust Pipe Dimensions

It should be noted that concerning the maximum exhaust gas velocity the pipe dimension after the expansion bellow should be increased for some of the engines.

The wall thickness of the external exhaust pipe should be min. 3 mm.

Exhaust Pipe Mounting

When the exhaust piping is mounted the radiation of noise and heat must be taken into consideration.

Because of thermal fluctuations in the exhaust pipe, it is necessary to use flexible as well as rigid suspen sion points.

In order to compensate for thermal expansion in the longitudinal direction, expansion bellows must be in serted. The expansion bellows should preferably be placed at the rigid suspension points.

Note: The exhaust pipe must not exert any force against the gas outlet on the engine.

One sturdy fixed-point support must be provided for the expansion bellows on the turbocharger. It should be positioned, if possible, immediately above the expansion bellow in order to prevent the transmis-sion of forces, resulting from the weight, thermal expansion or lateral displacement of the exhaust piping, to the turbocharger.

The exhaust piping should be mounted with a slope towards the gas outlet on the engine. It is recom-mend ed to have drain facilities in order to be able to re move condensation or rainwater.

MAN Diesel & Turbo

B 16 00 0 Exhaust Gas System

11.11

L32/40

1693550-4.0Page 2 (2)

Position of Gas Outlet on Turbocharger

B 16 02 0 shows the alternative turning positions of the exhaust gas outlet. Before dispatch of the engine from MAN Diesel & Turbo, the exhaust gas outlet will be turned to the wanted position.

The turbocharger is, as standard, mounted in the front end.

Exhaust Gas Boiler

To utilize the thermal energy from the exhaust, an exhaust gas boiler producing steam or hot water can be installed.

Each engine should have a separate exhaust gas boil er or, alternatively, a common boiler with separa te gas ducts. Concerning exhaust gas quantities and temperature, see "List of Capacities" D 10 05 0, and "En gine Performance" D 10 10 0.

The discharge temperature from the exhaust gas boiler should not be lower than 180° C (in order to avoid sulphuric acid formation in the funnel).

The exhaust gas boilers should be installed with by-pass entering in function at low-load operation.

The backpressure over the boiler must be consid ered.

Expansion Bellow

The expansion bellow, which is supplied separately, must be mounted directly on the turbocharger exhaust gas outlet, see also E 16 01 1-2.

Exhaust Silencer

The position of the silencer in the exhaust gas pi-ping is not decisive for the silencing effect. It would be useful, however, to fit the silencer as high as pos sib le to reduce fouling. The necessary silencing de pends on the loudness of the exhaust sound and the discharge from the gas outlet to the bridge wing.

The exhaust silencer, see E 16 04 2-3-5-6 is sup-plied loose with counterflanges, gaskets and bolts.

0802

8-0D

/H52

50/9

4.08

.12

MAN B&W Diesel

L32/40

04.28

B 16 01 2Water Washing of Turbocharger - Turbine1683352-3.1Page 1 (2)

The tendency to fouling on the gas side of turbochar-gers depends on the combustion conditions, whichare a result of the load on and the maintenancecondition of the engine as well as the quality of thefuel oil used.

Fouling of the gas ways will cause higher exhaustgas temperatures and higher surface temperaturesof the combustion chamber components and willalso lead to a lower performance.

Tests and practical experience have shown thatradial-flow turbines can be successfully cleaned byinjecting water into the inlet pipe of the turbine. Thecleaning effect is based on the water solubility of thedeposits and on the chemical action of the impingingwater droplets and the water flow rate.

The necessary water flow is dependent on the gasflow and the gas temperature. Enough water mustbe injected per time unit so that, not the entire flowwill evaporate, but about 0.25 l/min. will flow offthrough the drainage opening in the gas outlet.Ensuring that sufficient water has been injected.Washing time : max. 10 min. Cleaning instructionsare placed on the engine.

Service experience has shown that the above men-tioned water flow gives the optimal cleaning effect. Ifthe water flow is reduced, the cleaning effect will bereduced or dissappear. If the recommended waterflow is exceeded, there is a certain risk of anaccumulation of water in the turbine casing whichmay result speed reduction of turbocharger.

The best cleaning effect is obtained by cleaning atlow engine load approx. 20% MCR. Cleaning at lowload will also reduce temperature shocks.

Experience has shown, that washing at regularintervals is essential to successful cleaning, as exces-sive fouling is thus avoided. Washing every weekduring operation is therefore recommended.

The cleaning intervals can be shorter or longerbased on operational experience.

The water should be supplied from the fresh watersanitary system and not from the fresh cooling wa-ter system or sea water system. No cleaning agentsor solvents need to be added to the water. Waterconsumption 1.5-5 l/min.

Water Washing System

The water washing system consists of a pipe systemequipped with a regulating valve, a valve, a 3-waycock and a drain pipe with a ball valve from the gasoutlet.

The water for washing the turbine is supplied fromthe external fresh water system through a flexiblehose with couplings. The flexible hose must bedisconnected after water washing.

By activating the valve and the regulating valve,water is led through the 3-way cock to the exhaustpipe intermediate flange which is equipped with achannel to lead the water to the gas inlet of theturbocharger.

The water which has not evaporated is led outthrough the drain pipe in the gas outlet.

0802

8-0D

/H52

50/9

4.08

.12

MAN B&W Diesel

L32/40

1683352-3.1Page 2 (2)Water Washing of Turbocharger - TurbineB 16 01 2

04.28

Fig 1 Water washing of turbocharger

Fig 2 Drain for turbocharger

MAN Diesel & Turbo

B 16 02 0Position of Gas outlet on Turbocharger1699253-0.0Page 1 (2)

L32/40

11.11

6-7L32/40

Flange

Nominaldiameter

600 mm

600 mm

OD

754 mm

754 mm

T

20 mm

20 mm

PCD

700 mm

700 mm

Hole size

22 mm

22 mm

No of holes

20

20

Exhaust flange D. mating dimensions

Engine type

6L32/40

7L32/40

T

DN

PCD

OD

DN

614 mm

614 mm

Dimension for flanges for exhaust pipes is according to DIN 86044

5 6 7

985 1132,5

3122

15°30°

0°

45°

75°

60°

345°330°

315°

2520

- E

ngin

eC L

- E

ngin

eC L

- CrankshaftCL

MAN Diesel & Turbo

B 16 02 0 Position of Gas outlet on Turbocharger 1699253-0.0Page 2 (2)

L32/40

11.11

8-9L32/40

Flange

Nominaldiameter

700 mm

700 mm

OD

856 mm

856 mm

T

20 mm

20 mm

PCD

800 mm

800 mm

Hole size

22 mm

22 mm

No of holes

24

24

Exhaust flange D. mating dimensions

Engine type

8L32/40

9L32/40

T

DN

PCD

OD

DN

716 mm

716 mm

Dimension for flanges for exhaust pipes is according to DIN 86044

5 6 7

934 1190

3340

15°30°

0°

45°

75°

60°

345°330°

315°

2640

- E

ngin

eC L

- E

ngin

eC L

- CrankshaftCL

Speed Control System

B 17

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

10.47 - Tier II

L32/40

3700046-1.0Page 1 (1) Actuators B 17 01 2

Actuator types

As standard, the engines are equipped with an electro-hydraulic actuator. Speed Control is carried out via SaCoSone GENSET. Two different actuator types are available.

Actuator signal

Speed adjustment range

Speed adjustment range is adjustable in SaCoSone

GENSET.

Droop

Droop is adjustable in SaCoSone GENSET.

Actuator input signal

MA 2.035-1 0-1 A nominal operating range

MA 1.031-1 4-20mA nominal operating range

Safety and Control System

B 19

MAN Diesel & Turbo

L32/40L32/40CR

Normal Value at Full load at ISO conditions

Alarm Set point

Autostop of engine

Acceptable value at shop test or after

repairDelaysec.


3700062-7.1Page 1 (4) Operation Data & Set Points - SaCoSone B 19 00 0

70° C

2.8 bar

1.2 bar

0.3 bar (H)

1.1 bar

low levelhigh level

High level95° C4 K

95

2 bar4-6 bar (E)

10 bar

High level

0.4 + (B) bar

0.4 + (B) bar

95° C

570° C

510° C

average (K)± 50° C± 100° C

500° C

Lubricating Oil System

Temp. after cooler (inlet engine) SAE 40

Pressure after filter(inlet engine)

Pressure drop across filter

Prelubricating pressure

Pressure inlet turbocharger

Lub. oil level in base frame

Pressure before filter

Crankcase protection (M)

Temp. main bearing (option)

Fuel Oil System

Pressure after filter MDO HFOFor L32/40CR

Leaking oil

Temperature inlet engine MDO HFO

Nozzle cooling


Press. LT system, inlet engine without built-on LT pump with built-on LT pump

Press. HT system, inlet engine

Temp. HT system, outlet engine

Temp. HT system, outl. cyl. units

Temp. LT system, inlet engine

Exhaust Gas and Charge Air

Exh. gas temp. before TC

Exh. gas temp. outlet cyl.

Diff. between individual cyl.

Exh. gas temp. after TC

Ch. air press. after cooler

Ch. air temp. after cooler

TI 22

PI 22

PDAH 21-22

(PI 22)

PI 23

PI 21

TI 29

PI 40PI 40PI 40

TI 40TI 40

PI 01

PI 10

TI 12

TI 11

TI 01

TI 62

TI 60

TI 61

PI 31

TI 31

64-66° C

4.0-4.5 bar

0.1-1 bar

0.8-1.5 bar

1.3 - 2.2 bar (C)

4.3-5.5 bar

75-85° C

3-6 bar5-8 bar (A)11-12 bar

30-40° C110-140° C

2.0-5.0 bar

1.5-4.0 bar2.0-4.0 bar

3.0-4.0 bar

88-92° C

80-85° C

30-40° C

520-550° C

380-440° C

320-400° C

2.8-3.1 bar

45-55° C

TAH 22

PAL 22

PDAH 21-22

PAL 25

PAL 23

LAL 28LAH 28

LAH92TAH58

TDAH58

TAH 29

PAL 40PAL 40PAL 40

LAH 42

PAL 01

PAL 10

TAH 12

TAH 62

TAH 60

TAD 60

TAH 61

PSL 22PSL 22

LSH92TSH58

TDSH58

TSH 29

TSH 12

2.5 bar2.2 bar (D)

High level100° C

6 K

100

98° C (D)

<66° C

>4.5 bar

<0.5 bar

<1.0 bar

>1.3 bar

>1.3 bar>1.8 bar

>2.8-<5 bar

<92° C

<85° C

average±25° C

<55° C

3

3

3

60

3

3030

333

3

555

5

3

3

3

20

10

60

3

MAN Diesel & Turbo

L32/40L32/40CR

Normal Value at Full load at ISO conditions

Alarm Set point

Autostop of engine

Acceptable value at shop test or after

repairDelaysec.

For these alarms (with underscore) there are alarm cut-out at engine standstill.


3700062-7.1Page 2 (4)Operation Data & Set Points - SaCoSoneB 19 00 0


Press. inlet engine Speed Control System

Engine speed elec.

Turbocharger speed

Alternator

Cooling water leakage

Winding temperature

Bearing temperature

Miscellaneous

Start failure

Stop signal

Stop failure

Engine run

Ready to start

PI 70

SI 90

SI 90

SI 89

LAH98

TI 98

TI 27

SI 90

16-30 bar

750 rpm

720 rpm

(L)

100° C

40-60° C

720/750 rpm

PAL 70

SAH 81

SAH 81

SAH 89

LAH98

TAH 98

TAH 27

SX 83

SS 84

SX 84

SS 90A

SS 87

15 bar

850 rpm

850 rpm

(J)

switch

140° C

85° C

switch (G)

switch (F)

switch

(I)

switch

SSH 81

SSH 81

TSH 27

862 rpm (D)

862 rpm (D)

90° C

15

0

0

3

3

3

3

10

0

30

0

>15.5-<30 bar

MAN Diesel & Turbo

L32/40L32/40CR

Fig 1 Set point curve.

F. Start Interlock

The following signals are used for start interlock/blocking:

1) Turning must not be engaged 2) Engine must not be running 3) "Remote" must be activated 4) No shutdowns must be activated. 5) The prelub. oil pressure must be OK, 20 min. after stop. 6) "Stop" signal must not be activated

G. Start Failure

Start failure is generated if engine speed has not exceeded the ignition speed limit within a defined span of time or engine speed has not exceeded the minimum speed limit within a defined span time.

Start failure alarm is automatically reset after engine is standstill.

H. Alarm Hysterese and set Point

On all alarm points (except prelub. oil pressure) a hysterese of 0.1 bar are present. On prelub. oil pres-sure alarm the hysterese is 0.02 bar.

The alarm set point for prelub. oil pressure is only valid if lubricating oil temperature is below 62° C.

I. Engine Run Signal

The signal SS90A indicates engine running for exter-nal systems like Power Management System.

The engine run signal SS90A is set if engine exceeds "95% of engine nominal speed".The engine run signal SS90A is used to release the generator synchronizing.

J. Limits for Turbocharger Overspeed Alarm(SAH 89)


3700062-7.1Page 3 (4) Operation Data & Set Points - SaCoSone B 19 00 0

Engine type 720 rpm 750 rpm

6L32/40 / NR 29/S 30,361 30,361

7L32/40 / NR 29/S 30,361 30,361

8L32/40 / NR 34/S 24,638 24,638

9L32/40 / NR 34/S 24,638 24,638

Remarks to Individual Parameters

A. Fuel Oil Pressure, HFO-operation.

When operating on HFO, the system pressure must be sufficient to depress any tendency to gasification of the hot fuel.

The system pressure has to be adjusted according to the fuel oil preheating temperature.

B. Cooling Water Pressure, Alarm Set Points.

As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine, the alarm set point has to be adjusted to 0.4 bar plus the static pressure. The static pressure set point can be adjusted in the display module.

C. Lub. Oil Pressure, Offset Adjustment

The read outs of lub. oil pressure has an offset adjustment because of the transmitter placement. This has to be taken into account in case of test and calibration of the transmitter.

D. Software Created Signal

Software created signal from PI 22, TI 12, SI 90.

E. Set Points depending on Fuel Temperature

MAN Diesel & Turbo

L32/40L32/40CR


3700062-7.1Page 4 (4)Operation Data & Set Points - SaCoSoneB 19 00 0

K. Exhaust Gas Temperatures

The exhaust gas temperature deviation alarm is normally:

Engine load < 59% TAD = ± 100° C

Engine load > 59% TAD = ± 50° C

L. Turbocharger Speed

Normal value at full load of the turbocharger is de-pendent on engine type (cyl. no) and engine rpm. The value given is just a guide line. Actual values can be found in the acceptance test protocol.

M. Crankcase Protection

For engines above 2250 kW or bore > 300 mm, crankcase protection is standard for marine appli-cation. The system is optional for smaller engines. This will be done by an oil mist detector (LAH/LSH 92) as standard or with a splash oil/crankcase pro-tection system (TAH/TSH/TDAH/TDSH 58 + TAH/TSH 29) as option.

MAN Diesel & Turbo

Safety, Control and Monitoring System

10.48 (22.11.2010) - Tier II

3700053-2.0Page 1 (7) B 19 00 0

L32/40

General information

The monitoring and safety system SaCoSone Gen-Set serves for complete engine operation, control, monitoring and safety of GenSets. All sensors and operating devices are wired to the engine-attached units.

The SaCoSone design is based on high reliable and approved components as well as modules specially designed for installation on medium speed engines.The used components are harmonised to a homo-genously system. The whole system is attached to the engine cushioned against vibration.

Control Unit

The Control Unit includes a highly integrated Control Module for engine control, monitoring and alarm system (alarm limits and delay). The module collects engines measuring data and transfers most measurements and data to the ship alarm system via Modbus.

Furthermore, the Control Unit is equipped with a Display Module. This module consists of a touch-screen and an integrated PLC for the safety system. The Display Module also acts as safety system for over speed, low lubrication oil pressure and high cooling water temperature.

The Display Module provides the following func-tions:

• safety system• visualisation of measured values and opera-

ting values on a touchscreen• engine operation via touchscreen

The safety system is electrically separated from the control system due to requirements of the classifi-cation societies.

For engine operation, additional hardwired switches are available for relevant functions.

The system configuration can be edited via an Ethernet interface at the Display Module.

Additionally, the Control Unit contains the terminal blocks for the connection to external systems, such as the ship alarm system and the optional crankcase monitoring. It is the central connecting and distribution point for the 24VDC power supply of the whole system.

MAN Diesel & Turbo


L32/40

10.48 (22.11.2010) - Tier II

3700053-2.0Page 2 (7)B 19 00 0

VIT Cabinet

The L32/40 is equipped with VIT (variable injection system) which reduces emissions during part load operation. The VIT changes the point of injection depending on load or fuel rack position. Injection timing is adjusted by advancing or retarding the point of injection by turning the injection shaft.

System bus

The SaCoSone system is equipped with a redundant bus based on CAN. The bus connects all system modules. This redundant bus system provides the basis data exchange between the modules.The control module operates directly with electro-hydraulic actuator.

L32/40

Width (mm) 380

Height (mm) 1000

Depth (mm) 210

Weight (kg) 75

VIT Cabinet

Width (mm) 600

Height (mm) 600

Depth (mm) 350

Weight (kg) 15

VIT Cabinet

Technical data

Control Unit

MAN Diesel & Turbo


10.48 (22.11.2010) - Tier II

3700053-2.0Page 3 (7) B 19 00 0

L32/40

System Description

Safety System

Safety functionsThe safety system monitors all operating data of the engine and initiates the required actions, i.e. engine shut-down, in case the limit values are exceeded.

The safety system is integrated the Display Module.The safety system directly actuates the emergency shut-down device and the stop facility of the speed governor.

Auto shutdownAuto shutdown is an engine shutdown initiated by any automatic supervision of engine internal para-meters.

Emergency stopEmergency stop is an engine shutdown initiated by an operator manual action like pressing an emer-gency stop button. An emergency stop button is placed at the Control Unit on engine. For connection of an external emergency stop button there is one input channel at the Connection Box.

Engine shutdownIf an engine shutdown is triggered by the safety system, the emergency stop signal has an immedi-ate effect on the emergency shut-down device and the speed control. At the same time the emergency stop is triggered, SaCoSone issues a signal resulting in the generator switch to be opened.

Shutdown criteria• Engine overspeed• Failure of both engine speed sensors • Lube oil pressure at engine inlet low• HT cooling water temperature outlet too high• High bearing temperature/deviation from

Crankcase Monitoring System. (optional)• High oilmist concentration in crankcase.

(optional)• Remote Shutdown. (optional)

o Differential protection (optional)o Earth connector closed (optional)o Gas leakage (optional)

Alarm/Monitoring System

AlarmingThe alarm function of SaCoSone supervises all necessary parameters and generates alarms to indicate discrepancies when required. The alarms will be transferred to ship alarm system via Modbus data communication.

Self-monitoringSaCoSone carries out independent self-monitoring functions. Thus, for example the connected sensors are checked constantly for function and wire break. In case of a fault SaCoSone reports the occurred malfunctions in single system components via sys-tem alarms.

ControlSaCoSone controls all engine-internal functions as well as external components, for example:

Start/stop sequences:Local and remote start/stop sequence for

the GenSet.Activation of start device. Control (auto

start/stop signal) regarding prelubrication oil pump.

Monitoring and control of the acceleration period.

Jet system:For air fuel ratio control purposes, com-

pressed air is lead to the turbocharger at start and at load steps.

Control signals for external functions:Nozzle cooling water pump (only engine

type 32/40)HT cooling water preheating unitPrelubrication oil pump controlVariable injection timing

Redundant shutdown functions:Engine overspeedLow lubrication oil pressure inlet engineHigh cooling water temperature outlet

engine

MAN Diesel & Turbo


L32/40

10.48 (22.11.2010) - Tier II

3700053-2.0Page 4 (7)B 19 00 0

Speed Control System

GovernorThe engine electronic speed control is realized by the Control Module. As standard, the engine is equipped with an electro-hydraulic actuator.

Engine speed indication is carried out by means of redundant pick-ups at the camshaft.

Speed adjustmentLocal, manual speed setting is possible at the Con-trol Unit with a turn switch.

Remote speed setting is either possible via 4-20mA signal or by using hardwired lower/raise commands.

Speed adjustment rangeBetween -5% and +10% of the nominal speed at idle running.

DroopAdjustable by parameterisation tool from 0-5% droop.

Load distributionBy droop setting.

Engine stopEngine stop can be initiated local at the display module and remote via a hardware channel or the bus interface.

MAN Diesel & Turbo


10.48 (22.11.2010) - Tier II

3700053-2.0Page 5 (7) B 19 00 0

L32/40

Interfaces to External Systems

Overview

MAN Diesel & Turbo


L32/40

10.48 (22.11.2010) - Tier II

3700053-2.0Page 6 (7)B 19 00 0

Data Machinery Interface

This interface serves for data exchange to ship alarm systems or integrated automation systems (IAS).

The status messages, alarms and safety actions, which are generated in the system, can be transfer-red. All measuring values and alarms acquired by SaCoSone GenSet are available for transfer.

The following MODBUS protocols are available:

• MODBUS RTU (Standard)• MODBUS ASCII

For a detailed description of these protocols see the document “SaCoSone GenSet, Communication from the GenSet”.

Generator Control

SaCoSone GenSet provides inputs for all temperature signals for the temperatures of the generator bearings and generator windings.

Power Management

Hardwired interface for remote start/stop, speed setting, alternator circuit breaker trip etc.

Remote Control

For remote control several digital inputs are avail-able.

Ethernet Interface

The Ethernet interface at the Display Module can be used for the connection of SaCoSone EXPERT.

Serial Interface

The serial RS485 interface is used for the connec-tion to the VIT Cabinet.

Power Supply

The plant has to provide electric power for the automation and monitoring system. In general a redundant, uninterrupted 24V DC (+20% -30% and max ripple 10%) power supply is required for SaCoSone GenSet.

The alarm system requires a 24V DC, 5 A uninter-rupted power supply with an 8 A pre-fuse.

The safety system requires a 24V DC, 6 A uninter-rupted power supply with an 8 A pre-fuse.

At the L32/40, an additional 24V DC, 11 A uninter-rupted power supply with a 16 A pre-fuse is requir-ed for the VIT Cabinet.

MAN Diesel & Turbo


10.48 (22.11.2010) - Tier II

3700053-2.0Page 7 (7) B 19 00 0

L32/40

For more details, see the respective circuit diagram.

Power supply scheme

CoCoS-EDS (optional)

If CocoS-EDS is applied, the control Unit has to be equipped with a Gateway Module.

Crankcase Monitoring Unit (optional)

SaCoSone GenSet provides an interface to an opti-onal Crankcase Monitoring Unit. This unit is not part of SaCoSone GenSet and is not scope of supply. If applied, it is delivered as stand-alone system in an extra control cabinet.

MAN Diesel & turbo

Communication from the GenSet

L16/24, L21/31L27/38, L32/40

10.48 (02.08.2010) - Tier II

1689468-3.1Page 1 (4) B 19 00 0

Data Bus Interface (Machinery Alarm Sys-tem)

This interface serves for data exchange to ship alarm systems or integrated automation systems (IAS).

The status messages, alarms and safety actions, which are generated in the system, can be trans-ferred. All measuring values and alarms acquired by SaCoSone GenSet are available for transfer.

The following Modbus protocols are available:

• Modbus RTU (Standard)

• Modbus ASCII

The Modbus RTU protocol is the standard protocol used for the communication from the GenSet. For the integration in older automation system, Modbus ASCII is also available.

Modbus RTU Protocol

The Modbus RTU protocol is the standard protocol used for the communication from the GenSet.

The bus interface provides a serial connection. The protocol is implemented according to the following definitions:

• Modbus application protocol specification, Modbus over serial line specification and im-plementation guide,

There are two serial interface standards available:

• RS422 – Standard, 4 + 2 wire (cable length <= 100m), cable type as speci-

fied by the circuit diagram, line termination: 150 Ohms

• RS485 – Standard, 2 + 2 wire (cable length <= 100m), cable type as speci-

fied by the circuit diagram, line termination: 150 Ohms

Settings

The communication parameters are set as follows:

Modbus Slave SaCoS

Modbus Master Machinery alarm system

Slave ID (default) 1

Data rate (default) 57600 baud

Data rate (optionally available) 4800 baud9600 baud19200 baud38400 baud115200 baud

Data bits 8

Stop bits 1

Parity None

Transmission mode Modbus RTU

Function Codes

The following function codes are available to gather data from the SaCoSone controllers:

Func-tion Code

Function Code (hexa-decimal)

Description

1 0x01 read coils

3 0x03 read holding registers

5 0x05 write coil

6 0x06 write single register

15 0x0F write multiple coils

16 0x10 write multiple registers

22 0x16 mask write register

23 0x17 read write multiple registers

Message Frame Separation

Message frames shall be separated by a silent in-terval of at least 4 character times.

Provided Data

Provided data includes measured values and alarm or state information of the engine.

MAN Diesel & Turbo


L16/24, L21/31L27/38, L32/40

10.48 (02.08.2010) - Tier II

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Measured values are digitized analogue values of sensors, which are stored in a fixed register of the Control Module Small. Measured values include media values (pressures, temperatures) where, ac-cording to the rules of classification, monitoring has to be done by the machinery alarm system. The data type used is signed integer of size 16 bit. Measured values are scaled by a constant factor in order to provide decimals of the measured.

Field Description

Address The address (e.g.: MW15488) is the software address used in the Control Module Small.

HEX The hexadecimal value (e.g.: 3C80) of the software address that has to be used by the MODBUS master when collecting the specific data.

Bit Information of alarms, reduce load, shutdown, etc. are available as single bits. Bits in each register are counted 0 to 15.

Meas. Point The dedicated denomination of the measuring point or limit value as listed in the „list of measuring and control devices“.

Description A short description of the measuring point or limit value.

Unit Information about how the value of the data has to be evaluated by the Modbus master (e.g. „°C/100“ means: reading a data value of „4156“ corresponds to 41,56 °C).

Origin Name of the system where the specific sensor is connected to, or the alarm is generated.

Signal range The range of measured value.

Pre-alarms, shutdowns and state information from the SaCoSone system are available as single bits in fixed registers. The data type used is unsigned of size 16 bit. The corresponding bits of alarm or state information are set to the binary value „1“, if the event is active.

Contents of List of Signals

For detailed information about the transferred data, please refer to the ”list of signals“ of the engine’s documentation set. This list contains the following information:

Life Bit

In order to enable the alarm system to check whether the communication with SaCoS is working, a life bit is provided in the list of signals (MW15861; Bit2). This Bit is alternated every 10 seconds by SaCoS. Thus, if it remains unchanged for more than 10 seconds, the communication is down.

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Modbus ASCII Protocol

General

The communication setup is: 9600 baud, 8 databits, 1 stopbit, no parity.

The Modbus protocol accepts one command (Func-tion Code 03) for reading analogue and digital input values one at a time, or as a block of up to 32 inputs.

The following chapter describes the commands in the Modbus protocol, which are implemented, and how they work.

Protocol Description

The ASCII and RTU version of the Modbus protocol is used, where the CMS/DM works as Modbus slave.

All data bytes will be converted to 2-ASCII charac-ters (hex-values). Thus, when below is referred to “bytes“ or “words“, these will fill out 2 or 4 characters, respectively in the protocol. The general “message frame format“ has the following outlook:

[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF] – [:] 1 char. Begin of frame – [SLAVE] 2 char. Modbus slave ad-

dress (Selected on DIP-switch at Display Module)

– [FCT] 2 char. Function code – [DATA] n X 2 chars data. – [CHECKSUM] 2 char checksum (LRC) – [CR] 1 char CR – [LF] 1 char LF (end of frame)

The following function codes (FCT) is accepted: – 03H: Read n words at specific address. – 10H: Write n words at specific address.

In response to the message frame, the slave (CMS) must answer with appropriate data. If this is not pos-sible, a package with the most important bit in FCT set to 1 will be returned, followed by an exception code, where the following is supported: – 01: Illegal function – 02: Illegal data address – 03: Illegal data value – 06: BUSY. Message rejected

FCT = 03H: Read n wordsThe master transmits an inquiry to the slave (CMS) to read a number (n) of datawords from a given address. The slave (CMS) replies with the required number (n) of datawords. To read a single register (n) must be set to 1. To read block type register (n)must be in the range 1...32.

Request (master):[DATA] = [ADR][n]

[ADR]=Word stating the address in HEX.[n]=Word stating the number of words to be read.

Answer (slave-CMS):[DATA] = [bb][1. word][2. word]....[n. word]

[bb]=Byte, stating number of subsequent bytes.[1. word]=1. dataword[2. word]=2. dataword[n. word]=No n. dataword

FCT = 10H: Write n wordsThe master sends data to the slave (CMS/DM) start-ing from a particular address. The slave (CMS/DM) returns the written number of bytes, plus echoes the address.

Write data (master):[DATA] = [ADR][n] [bb][1. word][2. word]....[n word]

[ADR] = Word that gives the address in HEX.[n] = Word indicating number of words to be written.[bb] = Byte that gives the number of bytes to follow (2*n)Please note that 8bb9 is byte size![1. word]=1. dataword[2. word]=2. dataword[n. word]=No n. dataword

Answer (slave-CMS/DM):[DATA] = [ADR][bb*2]

[ADR]= Word HEX that gives the address in HEX[bb*2]=Number of words written.[1. word]=1. dataword[2. word]=2. dataword[n. word]=No n. dataword

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Data Format

The following types of data format have been cho-sen:

Digital: Consists of 1 word (register): 1 word: [0000H]=OFF [FFFFH]=ON

Integer: Consists of 1 word (register): 1 word: 12 bit signed data (second complement): [0000H]=0 [0FFFH]=100% of range [F000H]=-100% of range

Notice: 12 bit data format must be used no matter what dissolution a signal is sampled with. All meas-uring values will be scaled to 12 bit signed.

MODBUS block addresses

In order to be able to read from the different I/O and data areas, they have to be supplied with an „address“. In the MODBUS protocol each address refers to a word or „register“. For the GenSet there are following I/O registers:

• Block (multiple) I/O registers occupying up to 32 word of registers

This list specifies the addresses assigned for MOD-BUS Block data, which enables the user to read up to 32 signals/alarms/inputs in a single MODBUS request.

General) All alarm signals are already performed with necessary time delay. F.ex. lub. oil level alarms (LAL/LAH28) includes 30 sec. alarm delay. Start air alarm (PAL70) includes 15 sec. alarm delay. No further delay are needed.

MAN Diesel & turbo

The Modbus list is valid for Modbus ASCII and Modbus RTU.

Adress Hex Bit Meas. Point Description Unit OriginSignal range

MW 0 0 TE60-1 Exhaust gas temperature cylinder A1 °C CMS 0 - 700










MW 10 A TE62 Exhaust gas temperature before turbocharger A °C CMS 0 - 700

MW 11 B TE61 Exhaust gas temperature after turbocharger A °C CMS 0 - 700

MW 15 F Exhaust gas temperature mean value °C CMS 0 - 700

MW 16 10 0 Sensor fault TE60-1 : Exhaust gas temp. cylinder A1 SF=1 CMS binary

1 Sensor fault TE60-2 : Exhaust gas temp. cylinder A2 SF=1 CMS binary









10 Sensor fault TE62 : Exhaust gas temp. before TC A SF=1 CMS binary

11 Sensor fault TE61 : Exhaust gas temp. after TC A SF=1 CMS binary

MW 17 11 0 TAH60-1 Alarm: High exhaust gas temperature cylinder A1 active=1 CMS binary

1 TAH60-2 Alarm: High exhaust gas temperature cylinder A2 active=1 CMS binary









10 TAH62 Alarm: High exhaust gas temp. before turbocharger A active=1 CMS binary

11 TAH61 Alarm: High exhaust gas temp. after turbocharger A active=1 CMS binary

MW 18 12 0 TAD60-1 Alarm: Mean value deviation exhaust gas temp. cyl. A1 active=1 CMS binary

1 TAD60-2 Alarm: Mean value deviation exhaust gas temp. cyl. A2 active=1 CMS binary






Modbus List

L16/24, L21/31L27/38, L32/40

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9 TAD60-10 Alarm: Mean value deviation exh. gas temp. cyl. A10 active=1 CMS binary

MW 32 20 TE12 H.T. cooling water temperature engine outlet °C / 100 CMS 0 - 200

MW 33 21 TE01 L.T. cooling water temperature air cooler inlet °C / 100 CMS 0 - 200

MW 34 22 TE21 Lube oil temperature filter inlet °C / 100 CMS 0 - 200

MW 35 23 TE40 Fuel oil temperature engine inlet °C / 100 CMS 0 - 200

MW 36 24 TE31 Charge air temperature cooler outlet °C / 100 CMS 0 - 200

MW 37 25 TE98-1 Alternator windwing temperature L1 °C / 100 CMS 0 - 200



MW 40 28 TE38 Ambient air temperature °C / 100 CMS 0 - 200

MW 41 29 TE10 H.T. cooling water temperature engine inlet °C / 100 CMS 0 - 200

MW 42 2A TE27-1 Alternator front bearing temperature °C / 100 CMS 0 - 200

MW 43 2B TE27-2 Alternator rear bearing temperature °C / 100 CMS 0 - 200

MW 48 30 0 Sensor fault TE12 : H.T. cool water temp. engine outlet SF=1 CMS binary

1 Sensor fault TE01 : L.T. cool water temp. air cooler inlet SF=1 CMS binary

2 Sensor fault TE21 : Lube oil temperature filter inlet SF=1 CMS binary

3 Sensor fault TE40 : Fuel oil temperature engine inlet SF=1 CMS binary

4 Sensor fault TE31 : Charge air temp. cooler outlet SF=1 CMS binary

5 Sensor fault TE98-1 : Alternator windwing temp. L1 SF=1 CMS binary



8 Sensor fault TE38 : Ambient air temperature SF=1 CMS binary

9 Sensor fault TE10 : H.T. cool. water temp. engine inlet SF=1 CMS binary

10 Sensor fault TE27-1 : Alternator front bearing temp. SF=1 CMS binary

11 Sensor fault TE27-2 : Alternator rear bearing temp. SF=1 CMS binary

MW 64 40 PT10 H.T. cooling water pressure bar / 100 CMS

MW 65 41 PT01 L.T. cooling water pressure bar / 100 CMS

MW 66 42 PT21 Lube oil pressure filter inlet bar / 100 CMS

MW 67 43 PT22 Lube oil pressure filter outlet bar / 100 CMS

MW 68 44 PT23 Lube oil pressure TC bar / 100 CMS

MW 69 45 PT40 Fuel oil pressure engine inlet bar / 100 CMS

MW 70 46 PT31 Charge air pressure cooler outlet bar / 100 CMS

MW 71 47 PT70 Start air pressure bar / 100 CMS

MW 72 48 PT43 Fuel oil pressure filter inlet bar / 100 CMS

MW 73 49 ZT59 Alternator load % CMS

MW 74 4A ZT45 Fuel rack position % CMS

MW 75 4B PT38 Ambient air pressure mbar CMS

MW 76 4C Analog speed setpoint % CMS

MW 80 50 0 Sensor fault PT10 : H.T. cooling water pressure SF=1 CMS binary

1 Sensor fault PT01 : L.T. cooling water pressure SF=1 CMS binary

2 Sensor fault PT21 : Lube oil pressure filter inlet SF=1 CMS binary

3 Sensor fault PT22 : Lube oil pressure filter outlet SF=1 CMS binary

4 Sensor fault PT23 : Lube oil pressure TC SF=1 CMS binary

5 Sensor fault PT40 : Fuel oil pressure engine inlet SF=1 CMS binary

Modbus List

L16/24, L21/31L27/38, L32/40

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6 Sensor fault PT31 : Charge air pressure cooler outlet SF=1 CMS binary

7 Sensor fault PT70 : Start air pressure SF=1 CMS binary

8 Sensor fault PT43 : Fuel oil pressure filter inlet SF=1 CMS binary

9 Sensor fault ZT59 : Alternator load SF=1 CMS binary

10 Sensor fault ZT45 : Fuel rack position SF=1 CMS binary

11 Sensor fault PT38 : Ambient air pressure SF=1 CMS binary

12 Sensor fault : Analog speed setpoint SF=1 CMS binary

MW 96 60 SE90 Engine speed rpm CMS 0..2000

MW 97 61 SE89 TC speed rpm/10 CMS 0..70000

MW 112 70 0 SE90-1 Sensor fault engine speed pick up 1 SF=1 CMS binary

1 SE90-2 Sensor fault engine speed pick up 2 SF=1 CMS binary

2 SE90-1 Sensor fault engine speed pick up 1 SF=1 DM binary

3 SE90-2 Sensor fault engine speed pick up 2 SF=1 DM binary

4 SE89 Sensor fault TC speed pick up SF=1 CMS binary

MW 113 71 0 Signal fault ZS82 : Emergency stop (pushbutton) SF=1 CMS binary

1 Signal fault ZS75 : Turning gear disengaged SF=1 CMS binary

2 Signal fault SS84 : Remote stop SF=1 CMS binary

3 Signal fault SS83 : Remote start SF=1 CMS binary

4 Signal fault LAH28 : Lube oil level high SF=1 CMS binary

5 Signal fault LAL28 : Lube oil level low SF=1 CMS binary

6 Signal fault LAH42 : Fuel oil leakage high SF=1 CMS binary

7 Signal fault ZS97 : Remote switch SF=1 CMS binary

8 Signal fault LAH92 : OMD alarm SF=1 CMS binary

9 Signal fault TAH 29-27 : CCMON alarm SF=1 CMS binary

10 Signal fault : Remote reset SF=1 CMS binary

11 Signal fault LAH98 : Alternator cool. water leakage alarm SF=1 CMS binary

12 Signal fault : Emergency generator mode SF=1 CMS binary

13 Signal fault : Speed raise SF=1 CMS binary

14 Signal fault : Speed lower SF=1 CMS binary

15 Signal fault : Switch droop / isochronous mode SF=1 CMS binary

MW 114 72 0 Spare SF=1 CMS binary

4 Signal fault : Actuator signal SF=1 CMS binary

13 Signal fault SS83 : Start solenoid valve SF=1 CMS binary

15 Signal fault SS32 : Jet system valve SF=1 CMS binary

MW 115 73 0 Spare SF=1 CMS binary

2 Signal fault ZS34-1 : Charge air blow off valve 1 SF=1 CMS binary

3 Signal fault ZS34-2 : Charge air blow off valve 2 SF=1 CMS binary

4 Signal fault: VIT feedback position SF=1 CMS binary

MW 116 74 0 Sensor fault TSH12 : H.T. cool. water engine outlet termostate SF=1 DM binary

1 Sensor fault PSL22 : Lube oil eng. inlet pressostate SF=1 DM binary

2 Sensor fault ZS82 : Emergency stop (pushbutton) SF=1 DM binary

3 Sensor fault LSH92 : OMD shutdown SF=1 DM binary

4 Sensor fault TSH27-29 : CCMON shutdown SF=1 DM binary

5 Sensor fault ZX92 : OMD system failure SF=1 DM binary

6 Sensor fault ZX27-29 : CCMON system failure SF=1 DM binary

7 Sensor fault : Remote shutdown SF=1 DM binary

Modbus List

L16/24, L21/31L27/38, L32/40

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9 Sensor fault ZS30-2 : Charge air press. relief valve SF=1 DM binary

10 Sensor fault ZS30-1 : Charge air shut off flap SF=1 DM binary

11 Sensor fault SS86-1 : Emergency stop valve SF=1 DM binary

12 Signal fault ZS82 : Emergency stop (pushbutton) SF=1 DM binary

MW 117 75 0 CAN-1 error active=1 DM binary

1 CAN-2 error active=1 DM binary

2 Communication error to CMS active=1 DM binary

3 Backlight error active=1 DM binary

4 Ethernet communication error active=1 DM binary

5 Wirebrake supervision of remote signals disabled active=1 DM binary

MW 118 76 0 CAN-1 error active=1 CMS binary

1 CAN-2 error active=1 CMS binary

2 CAN-3 error active=1 CMS binary

3 Communication error to DM active=1 CMS binary

10 Emergency generator mode active=1 CMS binary

11 MDO used active=1 CMS binary

12 HFO used active=1 CMS binary

15 Live-Bit (status changes at least every 5 seconds) CMS binary

MW 119 77 0 Shutdown : H.T. cool. water temp. engine outlet high active=1 CMS binary

1 Shutdown overridden : H.T. cool. water temp. eng. outlet high active=1 CMS binary

2 Shutdown : Lube oil pressure filter outlet low active=1 CMS binary

3 Shutdown overridden : Lube oil press. filter outl. low active=1 CMS binary

4 Shutdown : Engine overspeed active=1 CMS binary

5 Shutdown : Actuator Error active=1 CMS binary

6 Shutdown : Double Pick-Up Error active=1 CMS binary

7 Shutdown : Stop failure active=1 CMS binary

MW 120 78 0 Shutdown : H.T. cool. water temp. engine outlet high active=1 DM binary

1 Shutdown overridden : H.T. cool. water temp. eng. outlet high active=1 DM binary

2 Shutdown : Lube oil pressure filter outlet low active=1 DM binary

3 Shutdown overridden : Lube oil press. filter outl. low active=1 DM binary

4 Shutdown : Engine overspeed active=1 DM binary

5 Shutdown : OMD active=1 DM binary

6 Shutdown overridden : OMD active=1 DM binary

7 Shutdown : CCMON active=1 DM binary

8 Shutdown overridden : CCMON active=1 DM binary

9 Shutdown : Emergency stop active active=1DM/CMS

binary

10 Shutdown : Remote Shutdown active=1 DM binary

MW 121 79 0 Alarm : H.T. cooling water temp. engine outlet high active=1 CMS binary

1 Alarm : Lube oil pressure filter outlet low active=1 CMS binary

2 Alarm : Engine overspeed active=1 CMS binary

3 Alarm LAH28 : Lube oil level high active=1 CMS binary

4 Alarm LAL28 : Lube oil level low active=1 CMS binary

5 Alarm LAH42 : Fuel oil leakage active=1 CMS binary

6 Alarm FE94 : Cylinder lubrication no flow active=1 CMS binary

7 Alarm LAL98 : Alternator cooling water leakage active=1 CMS binary

8 Alarm : Start failure active=1 CMS binary

Modbus List

L16/24, L21/31L27/38, L32/40

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9 Alarm PAL25: Prelub. Oil pressure low active=1 CMS binary

11 Alarm : Startpreparation failure active=1 CMS binary

12 Alarm : Engine running error active=1 CMS binary

13 Alarm PAL01 : L.T. cooling water pressure low active=1 CMS binary

14 Alarm PAL10 : H.T. cooling water pressure low active=1 CMS binary

15 Alarm PDAH21-22 : Diff. pressure lube oil filter high active=1 CMS binary

MW 122 7A 0 Alarm TAH21 : Lube oil temperature filter inlet high active=1 CMS binary

1 Alarm PAL23 : Lube oil pressure TC low active=1 CMS binary

2 Alarm PDAH40-43 : Diff. pressure fuel oil filter high active=1 CMS binary

3 Alarm PAL40 : Fuel oil pressure engine inlet low active=1 CMS binary

4 Alarm PAL70 : Start air pressure low active=1 CMS binary

5 Alarm TAH98-1 : Alternator winding temp. L1 high active=1 CMS binary



8 Alarm TAH29-1 : Alternator front bearing temp. high active=1 CMS binary

9 Alarm TAH29-2 : Alternator rear bearing temp. high active=1 CMS binary

10 Alarm : OMD active=1 CMS binary

11 Alarm : CCMON active=1 CMS binary

12 Alarm : TC Overspeed active=1 CMS binary

14 Alarm: Cylinder Lubrication Error active=1 CMS binary

15 Alarm: Prelube pressure low active=1 CMS binary

MW 123 7B 0 Alarm ZX92 : OMD system failure active=1 DM binary

1 Alarm ZX27-29 : CCMON system failure active=1 DM binary

2 Alarm: VIT positioning Error active=1 DM binary

3 Alarm: CAN 3 Error - VIT communication Error active=1 DM binary

5 Alarm: Jet System Error active=1 DM binary

MW 124 7C Operating hour counter h CMS 0..65535

MW 125 7D Overload hour counter h CMS 0..65535

MW 126 7E 0 Load reduction request: VIT emergency mode error active=1 DM binary

1 Load reduction request overridden : VIT emerg. mode error active=1 DM binary

MW 127 7F Start of spare

MW 1799 707 End of spare

Modbus List

L16/24, L21/31L27/38, L32/40

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General

Oil Mist Detector

06.47

B 19 22 1

Fig 1 Oil mist detector.

Description

The oil mist detector type Tufmon from company Dr. Horn is standard on the 7, 8 and 9L27/38 engine types and option for all other engine types.

The oil mist detector is based on direct measurement of the oil mist concentration in the natural fl ow from the crankcase to the atmosphere.

The detector is developed in close cooperation between the manufacturer Dr. Horn and us and it has have been tested under realistic conditions at our testbed.

The oil mist sensor is mounted on the venting pipe together with the electronic board. At fi rst the sensor will activate an alarm, and secondly the engine will be stopped, in case of critical oil mist concentration. Furthermore there is an alarm in case of sensor failure. To avoid false alarms direct heating of the optical sensor is implemented. The installation is integrated on the engine. No extra piping/cabling is required.

Tecnical Data

Power supply : 24 V DC +30% / -25%Power consumption : 1 AOperating temperature : 0° C....+70° C

Enclosure according to DIN 40050: Analyzer : IP54 Speed fuel rack and optical sensors : IP67 Supply box and connectors : IP65

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Engine Control Cabinet E 19 05 1

L32/40

Control Cabinet

The control cabinet is a separate cabinet placedoutside the diesel engine. It can be installed in theengine room or in the engine control room.

The control cabinet consists of:

– Controller and starter for prelubricating– Controller and starter for cylinder lubricating

incl. contactors, fuses, thermal over currentrelays, terminals etc.

The control cabinet is prepared for one engine.

02.17

1683388-3.1Page 1 (1)

On the front cover there are indications for:

– High speed, cyl. lub. oil pump– Low speed, cyl. lub. oil pump– Prelubricating manual on– Prelubricating manual off– 24 VDC control voltage– Failure/overload for prelub. oil pump– Failure/overload for cyl. lubrication

There are push buttons for:

– Selector switch Man/Auto– Main switch– Manual on for cyl. lub. oil pump– Manual off for cyl. lub. oil pump

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Combined Box with Prelubricating Oil Pump, NozzleConditioning Pump, Preheater and El Turning Device E 19 07 2

General

08.09

Description

The box is a combined box with starters for prelubri-cating oil pump, nozzle conditioning pump, preheater and el turning device.

The starter for prelubricating oil pump is for automatic controlling start/stop of the prelubricating oil pump built onto the engine.

The starter for nozzle conditioning pump is for auto-matic controlling start/stop of the nozzle pump. The pump can be built on the engine or be a separate unit.

Common for both pump starters in the cabinet is, overload protection and automatic control system. On the front of the cabinet there is a lamp for "pump on", a change-over switch for manual start and automatic start of the pump; furthermore there is a common main cut-off switch.

The pump starter can be arranged for continuous or intermittent running. (For engine types L16/24, L21/31 & L27/38 only continuous running is accepted).See also B 12 07 0, Prelubricating Pump.

The preheater control is for controlling the electric heater built onto the engine for preheating of the engines jacket cooling water during stand-still.

On the front of the cabinet there is a lamp for "heater on" and a off/auto switch. Furthermore there is over-load protection for the heater element.

The temperature is controlled by means of an on/off thermostat mounted in the common HT-outlet pipe. Furthermore the control system secures that the heater is activated only when the engine is in stand-still.

The box also include the control of el turning device. There is a "running" indication lamp and a on/off power switch on the front. The control for the turning gear is prepared with to contactors for forward and reverse control. The turning gear control has also overload protection.

Fig 1 Dimensions.

1AE1 1AE2

4H8 4H124S5 4S9

1AE3PRELUB. OIL PUMP ENGINE

MAN. AUTO. OFF

NOZZLE COOL.PUMP H.T. WATER PREHEATER ENGINE

PUMP ON PUMP ONMAN. AUTO. OFF

1AE4

ENGINE

2S1

5H2 5S1

HEATER ON OFF. AUTO.

1AE5 TURNING MOTOR ENGINE

5H13 5S4

TURNING ON POWEROFF - ON

630

560

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E 19 07 2 1699867-7.0Page 2 (2)

Combined Box with Prelubricating Oil Pump, NozzleConditioning Pump, Preheater and El Turning Device

General

08.09

Fig 2 Wiring diagram.

7 8 9

TU

RN

ING

MO

TOR

EN

GIN

E 0.55 kW

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

2

1,0-1,2-1,4

1,5mm

1

2

3

4

5

6

5

6

3

4

1

2

1

2

3

4

5

6

1

2

3

4

5

6

5F4

5Q4

3F410A

5Q7 5Q9

FORWARD REVERSE

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

2

2 2

BA

SE

PLAT

EF

RO

NT

PLAT

EPA

NE

L

PO

WE

R S

UP

PLY

3*415VM

AX

. 50A

NO

ZZ

LE C

OO

L.PU

MP

EN

GIN

E 0.75 K

W

PR

ELU

B. O

IL PU

MP

EN

GIN

E 3.0 kW

H.T. W

ATE

R P

RE

HE

ATE

RE

NG

INE

24 kW

1 2 3 654

PE

121110

4F94F5

4Q94Q5

2F410A

2F710A

2S1

5Q1

2F1040A

210m

m

6,0-6,7-8,5 1,3-1,6-1,8

10 mm

1,5mm

1,5mm

L1

T1

L2

T2

L3

T3

1

2

3

4

5

6

1

2

3

4

5

6

5

6

3

4

1

2

5

6

3

4

1

2

1

2

3

4

5

6

5

6

3

4

1

2

Foundation

B 20

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Resilient Mounting of Generating sets

On resilient mounted generating sets, the diesel engine and the generator are placed on a common rigid base frame mounted on the ship's/erection hall's foundation by means of resilient supports, type Conical.

All connections from the generating set to the ex ter nal systems should be equipped with flexible con nec-tions, and pipes, gangway etc. must not be welded to the external part of the installation.

Resilient Support

A resilient mounting of the generating set is made with a number of conical mountings. The number and the distance between them depend on the size of the plant. These conical mountings are bolted to brackets on the base frame (see fig 1).

The setting from unloaded to loaded condition is normally between 5-11 mm for the conical mounting.

The exact setting can be found in the calculation of the conical mountings for the plant in question.The support of the individual conical mounting can be made in one of the following three ways:

1) The support between the foundation and the base casting of the conical mounting is made with a loose steel shim. This steel shim is ma-chined to an exact thickness (min. 40 mm) for each individual conical mounting.

2) The support can also be made by means of

two steel shims, at the top a loose shim of at least 40 mm and below a shim of approx. 10 mm which are machined for each conical mounting and then welded to the foundation.

3) Finally, the support can be made by means of

chockfast. It is recommended to use two steel shims, the top shim should be loose and have a minimum thickness of 40 mm, the bottom shim should be cast in chockfast with a thickness of at least 10 mm.

Resilient Mounting of Generating Sets

10.33

L32/40

Fig 1 Resilient mounting of generating sets.

B 20 01 31655281-3.4Page 1 (2)

**40

40

min

. 60

mm

Load

ed

***

Unl

oade

d 1

33 Eng

ine

C L

***

Loa

ded

175

Unl

oade

d

* Min. necessary distance** Min. thickness of steel shim

*** This dimension is project dependent

65

Steelshim

Foundation

Steel shim

Base frame bracket

Conical mounting

Deck*30

490

1010

1180

1285

520

310

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10.33

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B 20 01 3

Irrespective of the method of support, it is re com men-ded to use a loose steel shim to facilitate a possible future replacement of the conical moun tings.

Check of Crankshaft Deflection

The resilient mounted generating set is normally delivered from the factory with engine and generator mounted on the common base frame.Eventhough engine and alternator have been ad-justed by the engine builder, with the alternator rotor placed correctly in the stator and the crankshaft de-flection of the engine (autolog) within the prescribed tolerances, it is recommended to check the crankshaft deflection ( autolog) before starting up the GenSet.

Fig 2 Support of conicals.

min

40

mm

min

10

mm

Foundation

Steel Shim

min

40

mm

min

40

mm

min

10

mm

Foundation

SupportingSteel Shim

Steel Shim

Foundation

SupportingSteel Shim

Steel ShimChockfast

Method 2

Method 3

Method 1

Test running

B 21

MAN Diesel & Turbo

Shop Test Programme for Marine GenSets1356501-5.7Page 1 (1) B 21 01 1

General

07.47

5) Verification of GenSet parallel running, if possible (cos j = 1, unless otherwise stated).6a) Crankshaft deflection measurement of engines with rigid coupling in both cold and warm condition.6b) Crankshaft deflection measurement of engines with flexible coupling only in cold condition.7) Inspection of lubricating oil filter cartridges of each engine.8) General inspection.

1* Two service recordings at an interval of 30 minutes.2* According to agreement with NK the running time can be reduced to 60 minutes.3* According to agreement with NK the running time can be reduced to 30 minutes.M = Measurement at steady state condition of all engine parameters.

ABS = American Bureau of ShippingBV = Bureau VeritasDNV = Det Norske VeritasGL = Germanischer LloydLR = Lloyds RegisterRINA = Registro Italiano NavaleNK = Nippon Kaiji KyokaiIACS = International Association of Classification Societies

The operating values to be measured and recorded during the acceptance test have been specified in ac-cordance with ISO 3046-1:2002 and with the rules of the classification societies.

The operation values are to be confirmed by the customer or his representative, the classification's repre-sentative and the person responsible for the acceptance test by their signature on the test report.After the acceptance test components will be checked so far it is possible without dismantling.Dismantling of components is carried out on the customer's or the classification representative's request.

Operating points ABS BV DNV GL LR RINA NK IACSMAN Diesel

& Turbo programme

1) Starting attempts X X - X X X X X X

2) Governor test (see B 17 00 0 - Load Requirements) X X X X X X X X X

3) Test of safety and monitoring system X X X X X X X X X

4) Load acceptance test (value in minutes)

Engines driving alternators

Continuous rating (MCR)

Constant speed

100% 1* 60 60 M 60 60 60 120 2* 60 60

110% 30 45 M 45 45 45 45 3* 30 45

75% M M M M M M 30 M 30

50% M M M M M M 30 M 30

25% M M - M M M - M 30

Idling = 0% M M - M M M - M 30

Engines driving alternators for electric propulsion

Continuous rating (MCR)

Constant speed

100% 1* 60 60 M 60 60 60 120 2* 50 60

110% 30 45 M 45 45 45 45 3* 30 45

90% - - M - - - - - 30

75% M M M M M M 30 M 30

50% M M M M M M 30 M 30

25% M M - M M M - M 30

Idling = 0% M M - M M M - M 30

Spare Parts

E 23

MAN Diesel & Turbo

3700081-8.0Page 1 (3) Weight and Dimensions of Principal Parts E 23 00 0

L32/40

11.08, Tier II

Cylinder liner, 205 kg

Connecting rod, 205 kg

Piston, 107 kgPiston pin, 31 kg

Cylinder head, 566 kg

883

ø439

ø369

111

504

ø320

200

ø14

5260

1416

755

980

290

490

ø100

125

160

ø442

588

763

526

552

MAN Diesel & Turbo

3700081-8.0Page 2 (3)Weight and Dimensions of Principal PartsE 23 00 0

L32/40

11.08, Tier II

ø140

258

162

160

500

534

ø106

384

120

108

75

Fuel injection pump, 35 kg

Cylinder lubricating oil pump, 25 kg

Inlet/outlet valve, 7 kg

MAN Diesel & Turbo

3700081-8.0Page 3 (3) Weight and Dimensions of Principal Parts E 23 00 0

L32/40

11.08, Tier II

33412

5

1400

M48 x 3

Cylinder head screw, 19 kg

Crankshaft bearing shell, 2 kg

Tierod, 32 kg

Stud screw, 3.2 kg

507

1805

M48 x 3

ø43

M36 x 3

G 50 Alternator

B 50

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

max 300 m

m

Free cable length

Fix point

Center line

Alternator cable installation B 50 00 0G 50 00 0

10.39

General

1699865-3.1Page 1 (3)

Fig 1 Connection of cables

Main Cables

The flexible mounting of the GenSet must be taken into consideration when installing alternator cables.

The cables must be installed so that no forces have an effect on the alternator's terminal box.

A discharge bracket can be welded on the engine's base frame. If this solution is chosen, the flexibility in the cables must be between the cable tray and the discharge bracket.

The free cable length from the cable tray to the at-tachment on the alternator, must be appropriate to compensate for the relative movements, between the GenSet and foundation.

Following can be used as a guideline: The fix point of the alternator cables must be as close as possible to the center line of the rotor.

Bending of the cables must follow the recommen-dations of the cable supplier as regards minimum bending radius for movable cables.

If questions arise concerning the above, please do not hesitate to contact MAN Diesel & Turbo.

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

Alternator cable installationB 50 00 0G 50 00 0

10.39

General

1699865-3.1Page 2 (3)

Fig 2 Marine operation

Earth cable connection

It is important to establish an electrical bypass over the electrical insulating rubber dampers.The earth cable must be installed as a connection between alternator and ship hull for marine operation, and as connection between alternator and foundation for stationary operation.For stationary operation, the contractor must ensure that the foundation is grounded according to the rules from local authorities.

Engine, base frame and alternator have internal metallic contact to ensure earth connection.

The size of the earth cable is to be calculated on the basis of output and safety conditions in each specific case; or must have minimum the same size as the main cables.

Engine Alternator

Base frame Rubber damper Part of ship hull Earth cable

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

Alternator cable installation B 50 00 0G 50 00 0

10.39

General

1699865-3.1Page 3 (3)

Fig 3 Stationary operation

Engine

Alternator

Rubber damper Foundation Earth connectionBase frame

Earth cable

MAN Diesel & Turbo

3700084-3.0Page 1 (2)

B 50 00 0G 50 00 0

General

11.11

For a GenSet the engine and alternator are fixed on a common base frame, which is flexibly installed. This is to isolate the GenSet vibration-wise from the environment. As part of the GenSet design a full FEM calculation has been done and due to this and our experience some combinations of engine type and alternator type concerning one - or two bearings must be avoided. In the below list all combinations can be found.

Combinations of engine- and alternator layout

Comments to possible combinations:

• : Standard# : OptionX : Not recommended1) : Only in combination with "top bracing" between engine crankcase and alternator frame2) : Need for 'topbracing' to be evaluated case by case

L16/24 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

5 Cyl. 1000 RPM · # # #

5 Cyl. 1200 RPM · # # #

6 Cyl. 1000 RPM · # # #

6 Cyl. 1200 RPM · # # #

7 Cyl. 1000 RPM · # # #

7 Cyl. 1200 RPM · # # #

8 Cyl. 1000 RPM · # # #

8 Cyl. 1200 RPM · # # #

9 Cyl. 1000 RPM · # # #

9 Cyl. 1200 RPM · # # #

L23/30H 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

5 Cyl. 720 RPM · 1) 2) 1)

5 Cyl. 750 RPM · 1) 2) 1)

5 Cyl. 900 RPM · 1) 2) 1)

6 Cyl. 720 RPM · # # #

6 Cyl. 750 RPM · # # #

6 Cyl. 900 RPM · # # #

7 Cyl. 720 RPM · # # #

7 Cyl. 750 RPM · # # #

7 Cyl. 900 RPM · # # #

8 Cyl. 720 RPM · # # #

8 Cyl. 750 RPM · # # #

8 Cyl. 900 RPM · # # #

L28/32H 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

5 Cyl. 720 RPM · # # #

5 Cyl. 750 RPM · # # #

6 Cyl. 720 RPM · # # #

6 Cyl. 750 RPM · # # #

7 Cyl. 720 RPM X X · #

7 Cyl. 750 RPM X X · #

8 Cyl. 720 RPM X X · #

8 Cyl. 750 RPM X X · #

9 Cyl. 720 RPM · # # #

9 Cyl. 750 RPM · # # #

L21/31 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

5 Cyl. 900 RPM · # # #

5 Cyl. 1000 RPM · # # #

6 Cyl. 900 RPM · # # #

6 Cyl. 1000 RPM · # # #

7 Cyl. 900 RPM · # # #

7 Cyl. 1000 RPM · # # #

8 Cyl. 900 RPM X X · #

8 Cyl. 1000 RPM X X · #

9 Cyl. 900 RPM X X · #

9 Cyl. 1000 RPM X X · #

MAN Diesel & Turbo

3700084-3.0Page 2 (2)

B 50 00 0G 50 00 0

General

Combinations of engine- and alternator layout

11.11

L27/38 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

5 Cyl. 720 RPM · # # #

5 Cyl. 750 RPM · # # #

6 Cyl. 720 RPM · # # #

6 Cyl. 750 RPM · # # #

7 Cyl. 720 RPM · # # #

7 Cyl. 750 RPM · # # #

8 Cyl. 720 RPM X X · #

8 Cyl. 750 RPM X X · #

9 Cyl. 720 RPM X X · #

9 Cyl. 750 RPM X X · #

V28/32S 1-be

arin

g,ai

r co

oled

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

12 Cyl. 720 RPM X X · 1)

12 Cyl. 750 RPM X X · 1)

16 Cyl. 720 RPM X X · 1)

16 Cyl. 750 RPM X X · 1)

18 Cyl. 720 RPM X X · 1)

18 Cyl. 750 RPM X X · 1)

L32/40L32/40CR 1-

bear

ing,

air

cool

ed

1-be

arin

g,w

ater

coo

led

2-be

arin

g,ai

r co

oled

2-be

arin

g,w

ater

coo

led

6 Cyl. 720 RPM · # # #

6 Cyl. 750 RPM · # # #

7 Cyl. 720 RPM · # # #

7 Cyl. 750 RPM · # # #

8 Cyl. 720 RPM X X · #

8 Cyl. 750 RPM X X · #

9 Cyl. 720 RPM X X · #

9 Cyl. 750 RPM X X · #

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