MAN L28/32DF GenSet Dual-fuel for a flexible future

3 MAN L28/32DF GenSet2 MAN L28/32DF GenSet

The L28/32DF engine is based on the proven 28/32H workhorse, recognised world-

wide as an ultra-reliable and robust GenSet with long TBOs. The engine is available

in two versions: as a new build capable of running from a 10% MDO/90% LNG

ratio to 100% MDO, and a retrofit version capable of running from a 70% LNG/30%

HFO ratio to 100% HFO. Designed to complement the two-stroke dual-fuel ME-GI

engine as part of a complete power package, both engines’ ability to run on gas

offers unprecedented possibilities.

Introducing the 28/32DF GenSetCompleting the package

In a fast-moving marine market where oil prices are rising and emission legislation is becoming ever more strin-

gent, dual-fuel power technology is becoming increasingly important as the global gas infrastructure continues

its expansion. MAN Diesel & Turbo's new L28/32DF generating set offers the ultimate in fuel flexibility and ef-

ficiency and forms part of a complete marine solution with the low-speed ME-GI main engine.

1. Gas control valve, 2. Gas block, 3. Cooling water, 4. Double-walled gas pipe with gas leak detection.

5 MAN L28/32DF GenSet4 MAN L28/32DF GenSet

MAN Diesel & Turbo’s product portfolio includes se-

ries of generating sets that ensure reliable and eco-

nomical power generation and distribution.

Modern auxiliary engines run on the same fuel as the

main engines to maximise economy, a scenario that

is no less true in the case of pairing the L28/32DF

and ME-GI engines under gas operation. Additionally,

overall installation costs can be minimised by using

compact modular fuel treatment systems, available in

standard sizes.

Dual-fuel: an attractive option

Dual-fuel engines using clean-burning liquefied natu-

ral gas (LNG) represent an excellent, operational op-

tion. Not only do these satisfy all emission requirements

when running on gas, they also offer low operational

and maintenance costs. Dual-fuel engines also have

several advantages over engines that run on gas

alone. Most importantly, should there be any prob-

lems with gas operation, or a shortage of fuel, the ship

can simply switch to liquid fuel.

The right dual-fuel engine

Every ship has different requirements in terms of its

design, shipping route and operations. As such, this

demands careful consideration of the LNG systems

available in order to find the most beneficial solution

for your particular needs.

Engine programme entryMAN L28/32DF GenSet

MAN L28/32DF GenSet engine

Cylinder No. 5, 6, 7, 8, 9

Bore (mm) 280

Stroke (mm) 320

BMEP (bar) 15

Engine speed (r/min) 720

Power (kW) on flywheel 1,000-1,800

Power (kW) on alternator 950-1,710

Generator efficiency (%) 95

P Free passage between the engines, width 600 mm and height 2,000 mm Q ~Min. distance between centre of engines: 2,655 mm (without gallery) ~2,850 mm (with gallery)

A

C

B

H

1,490

Q 1,126

1,800

1. Gas injection valve, 2. Gas block, 3. Double-walled gas pipe with gas leak detection, 4. Gas pipe/gas connection.

Dimensions

Cyl. No. 5 6 7 8 9

r/min 720/750 720/750 720/750 720/750 720/750

A mm 4,321 4,801 5,281 5,761 6,241

B mm 2,400 2,510 2,680 2,770 2,690

C mm 6,721 7,311 7,961 8,531 8,931

H mm 2,835 3,009 3,009 3,009 3,009

Dry Mass t 32.6 36.3 39.4 40.7 47.1* Basedonnominalgeneratorefficienciesof95%Gas / fuel ratio: � atload:30-90% 90/10 � at full load 80 / 20Gasmethanenumber≥80

6 MAN L28/32DF GenSet

MAN B&W Diesel7 MAN L28/32DF GenSet

Depending on developments in fuel availability and

pricing in the future, the situation may well arise where

bulk carriers, tankers, ferries and container ships are

powered by dual-fuel gas-powered main and auxiliary

engines. However, an obvious market for such en-

gines that already exists is aboard LPG carriers where

the LPG cargo itself, featuring gases such as propane

and butane, can be exploited. As such, this means

that the concept applied to ME-GI engines aboard

LNG carriers can, similarly, be employed aboard LPG

carriers. Powering engines by gas – with its little to no

sulphur content – instead of HFO leads to a cleaner

system as traces of the SOx sulphur oxides are ac-

cordingly found in only negligible amounts in the ex-

haust gas. Particulate amounts are also reduced con-

siderably, as are NOx and CO2 totals.

The L28/32DF and ME-GI engines, respectively

fuelled in gas mode by low- and high-pressure sys-

tems, therefore possess inherent advantages in terms

of reducing emissions in these environmentally con-

scious times, and offer full fuel flexibility and high ef-

ficiency regardless of fluctuations in the fuel market.

EmissionsMAN L28/32DF GenSet

Having a gas-burning auxiliary engine on board is a market breakthrough. This

new development opens up a number of possibilities for future applications, not

just for LNG carriers, but also for many other vessel types.

MAN Diesel & TurboSales, Promotion & Customer SupportTeglholmsgade 412450 Copenhagen SV, DenmarkPhone +45 33 85 11 00Fax +45 33 85 10 49info-cph@mandieselturbo.comwww.mandieselturbo.com

MAN Diesel & TurboHoleby GenSetØstervej 24960 Holeby, DenmarkPhone +45 54 69 31 00Fax +45 54 69 30 31info-hol@mandieselturbo.comwww.mandieselturbo.com

MAN Diesel & Turbo – a member of the MAN Group

All data provided in this document is non-binding. This data serves informational purposes only and is especially 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 characteristics of each individual project, especially specific site and operational conditions. Copyright © MAN Diesel & Turbo. 1510-0206-01ppr Nov 2013 Printed in Denmark