L27/38-VBSProject GuideFour-stroke Propulsion Enginecompliant with IMO Tier II

Complete manualdate 2012.05.08

MAN Diesel

IndexProject guide

L27-2Marine

Text Index Drawing No.

General information 1000

Introduction 100000 3700132-3.1 Engine programme IMO Tier II - Propulsion 100000 1689462-2.3 Project service 109000 1696467-1.1 L27/38 propulsion package 100000 3700112-0.0 NOx emission 108059 1696436-0.1

Propeller equipment 2000

Main dimensions 200010 1696401-2.1 Project planning data 200010 1696402-4.1 Data sheet for propeller 200010 1690706-0.1 Propeller clearance 200010 1696403-6.1 Direction of rotation 200010 1690708-4.1 Propeller operation 200010 3700068-8.1 Fitting Stern Tube - Oil Lubricated 227000 1690709-6.1 Stern tube - Stern tube with epoxy resin 227000 1690710-6.1 Stern tube - standard liners 227000 1696404-8.1 Stern tube - Optional liners 227000 1690713-1.0 Stern tube - Sensors in stern tube 227000 1690714-3.1 Stern tube - Seals 227000 1690715-5.0 Stern tube - Net cutter and net pick-up 227000 1690716-7.0 Stern tube - Cover tubes for twin-screw vessels 227000 1690717-9.0 Oil systems - Servo oil system 227000 1696406-1.1 Oil systems - Stern tube lube oil system 227000 1690719-2.1 Oil systems - Oil tank for forward seal 227000 1690720-2.1 Oil specification for Alpha CPP-systems 227000 1696464-6.0 Oil systems - Lubricating oil system - VBS 227000 1690721-4.0 Propeller shaft and coupling - VBS 219000 1690722-6.1 Intermediate shaft 223000 1696407-3.0 Propeller nozzle - General information 1217000 1690725-1.0 Propeller nozzle - Standard dimensions 1217000 1696408-5.0

Reduction gear 3000

Design features 332000 1696409-7.2 Project planning data - AMG28EV 332000 1696462-2.1 Project planning data - AMG55EV 332000 1696463-4.1 Main dimensions 332000 1696411-9.2 Weight and centre of gravity 332000 1696412-0.2 Foundation 332000 1696413-2.0 PTO on gearbox 332000 1696414-4.1 Servo oil system 340000 1696410-7.2 Shaft brake 382000 1696415-6.0

Packing and preservation 9000

Dispatch condition of engine and reduction gear from MAN Diesel 912000 1699261-3.0 Storage of propeller equipment 912000 1699910-8.1 Storage of electronic equipment 912000 1699912-1.1

Engine 14000

MAN Diesel

Index Project guide

L27-2Marine

Text Index Drawing No.

Design features 1400000 1696416-8.2 Main dimensions 1400000 3700083-1.0 Foundation for engine 1400000 1696451-4.2 Foundation for engine - rigid mounting 1482000 1696422-7.3 Foundation for engine - resilient mounting 1482000 1699866-5.0 List of capacities 1400000 3700009-1.6 List of capacities 1400000 3700010-1.6 List of symbols 1400000 1696424-0.1 Exhaust gas components 1400000 1655210-7.3 Space requirements 1400000 1696425-2.1 Cooling water system 1400000 1694925-0.3 Cooling water system cleaning 000.08 000.08-01 Cooling water inspecting 000.07 000.07-01 Engine cooling water specifications 3.3.7 3.3.7-01 Engine ventilation 1400000 1690751-8.0 Power, outputs, speed 1402150 3700005-4.0 Main particulars 1402150 3700158-7.0 Operation data & set points 1402150 3700147-9.0 Spare parts for unrestricted service 1487000 3700019-8.0 Spare parts for restricted service 1487000 3700020-8.0 Standard tools - unrestricted service 1488010 3700125-2.0 Standard tools - restricted service 1488010 3700127-6.0 Additional tools 1488050 3700126-4.1 Hand tools 1488070 3700067-6.0 Weight and centre of gravity 1402000 1699862-8.1 Weight and dimensions of principal parts 1402000 1689476-6.2 Fuel oil system 1435000 1690730-9.1 Recalculation of fuel consumption dependent on ambient conditions 1402000 1624473-6.2 Fuel oil consumption for emissions standard 1402090 3700004-2.2 Fuel oil system - MDO 1435000 1696437-2.3 Fuel oil system - HFO 1435000 1696438-4.1 Heavy fuel oil (HFO) specification 3.3.3-01 3.3.3-01 Diesel oil (MDO) specification 3.3.2-01 3.3.2-01 Gas oil / diesel oil (MGO) specification 3.3.1-01 3.3.1-01 Bio fuel specification 3.3.1-02 3.3.1-02 Explanation notes for biofuel 1435000 3700063-9.0 Viscosity-temperature diagram (VT diagram) 3.3.4-01 3.3.4-01 Lubricating oil system 1440000 1694924-9.2 Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) 3.3.6-01 3.3.6-01 Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels

3.3.5-01 3.3.5-01

Starting air system 1450000 3700212-6.1 Specifications for intake air (combustion air) 3.3.11 3.3.11-01 Turbocharger - make MAN 1459000 3700196-9.0 Exhaust gas velocity 1459000 3700195-7.0 Exhaust gas system - Position of gas outlet on turbocharger 1459000 3700199-4.0 Exhaust gas system - Exhaust gas compensator 1459000 3700200-6.0 System description - SaCoSone 1475000 3700071-1.0 Modbus interface - SaCoSone 1475000 3700072-3.0 PTO on engine front 1485000 1696426-4.3 Weights of Main Components 1402000 1694916-6.3

General information

1000

MAN Diesel & Turbo

Introduction

Our project guides provide customers and consult-ants 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 quo-tation specification or together with the documents for order processing.

Introduction3700132-3.1Page 1 (2)

All figures, values, measurements and/or other in-formation 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 drawings and instructions prepared for such purposes. MAN Diesel & Turbo makes no re-presentations or warranties either express or im-plied, 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 Man-ual with all project related drawings and installation instructions when the contract documentation has been completed.

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

12.05 - Tier II

100000

General

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 characteristics 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

MAN Diesel & Turbo

Complete propulsion system, examples:

Remote control system

Alphatronic 2000: Electronic control system with optimized automatic load

control and combined or separate pitch and rpm setting.

Introduction 3700132-3.1Page 2 (2)

Reduction gearAMG 28

gearbox series

Alpha Module Gear

Propeller nozzleFD 2930 × 0.5

lenght/diameter ratio

inside diameter in mm

FD = Fixed nozzle

RD = Steering nozzleRD

diameter of propeller hub

CP-propeller with monoblock hub

Propeller equipmentVBS 860

6 cyl. 4 stroke turbocharged engine

stroke: 38 cm

bore: 27 cm

engine built in-line

number of cylinders

Engine6 L 27/38

12.05 - Tier II

100000

General

MAN Diesel & Turbo

Engine Programme IMO Tier II - Propulsion

L21/31, L23/30AL27/38, L28/32A

12.05 - Tier II

1689462-2.3Page 1 (1)

Four-stroke diesel engine programme for marine applications complies with IMO Tier II, Propulsion application.

100000

400-428 L58/64

500-514 L51/60DF V51/60DF

500-514 L48/60CR V48/60CR

500-514 L48/60B V48/60B

720-750 L32/44CR V32/44CR

720-750 L32/40 V32/40

1000-1032

V28/33D*

1000-1032

V28/33D STC*

775 L28/32A

800 L27/38 L27/38 (MGO)

900 L23/30A

1000 L21/31

0 5,000 10,000 15,000 20,000 25,000

r/min

kW

Engine type

* The engine complies with EPA Tier 2.

MAN Diesel & Turbo

Arrangement drawings

Prior to the final engineering stage we need con-firmed documentation for the project in question and with the following drawings in our possession:

Ship lines plan

Engine room arrangement

General arrangement

Foundation (re-engining)

Exhaust gas system

Together with adequate information on the hull our Project Engineers are able to carry out arrangement drawings showing the most suitable location of the propulsion plant in the ship.

The optimum layout of propeller shaftline and bear-ings, location of Power Take Off (PTO) and execution of exhaust pipe will be highly considered as well as securing sufficient space for daily maintenance and major overhauls.

Moreover, to assist the naval consultant or the shipyard in accomplishing arrangement drawings, drawings of our complete propulsion package can be forwarded on CD-ROM or by E−mail direct to you. The drawings will be forwarded in DXF− or DWG−format in latest version, which can be imported by most CAD−systems.

Our Project Service from sales to order implementa-tion comprises fields such as:

– Selection of optimum propulsion plants

– Preparation of specific arrangement drawings, piping diagrams etc

– Lay-out of accessories

– Waste heat recovery

– Installation and alignment guidance

Project Service1696467-1.1Page 1 (1)

Contract documentation

Plant Specific Installation Manual

Once the contract documentation has been com-pleted a Plant Specific Installation Manual will be available on the extranet.

Instruction manual

As part of our technical documentation, an instructionmanual will be forwarded. The instruction manual is tailor–made for each individual propulsion plant and includes:

Descriptions and technical data Operation and maintenance guidelines Spare parts plates

The manual can be supplied as a printed copy as well as an electronic book in English on CD–ROM.

Customer information

MAN Diesel & Turbo SENiels Juels Vej 15DK-9900 FrederikshavnDenmark

Phone +45 96 20 41 00 Fax +45 96 20 40 30E-mail info-frh@mandieselturbo.comwww.mandieselturbo.com

10.39

109000

General

MAN Diesel & Turbo

3700112-0.0Page 1 (4) 100000

11.18 - Tier II

L27/38 propulsion package

L27/38

The concept

Many years of experience with the propulsion concept, together with customers’ requirements for reliability, economy and technical advancement has resulted in this attractive 800 rpm engine with a cylinder output of 340 kW.

The L27/38 engine can also be quoted with a higher cylinder output of 365 kW at 800 rpm. However, the elevated load is only possible for operation with gas oil according to MAN Diesel specification.

Combined with MAN Diesel & Turbo gearboxes (AMG28EV), CP propellers and control systems, the L27/38 is a fully integrated propulsion package for ferries, Ro–Ro vessels, container feeder vessels, cargo ships, tugs, supply and fishing vessels requir-ing 2040–3285 kW.

Installation aspects

The development target and the idea behind the design were to achieve the shortest possible propul-sion system by optimizing the combination of engine, flexible coupling and gearbox.

Low dismantling height for cylinder head, piston and cylinder liner is ensured thanks to the marine head connecting rod.

The engine front-end box incorporates cooling water pumps, thermostatic valves, lub oil pump, lub oil cooler and the automatic lubricating oil filter.

100% PTO is possible from either end of the engine and in addition a small 50 kW PTO is optional on the front-end box for drive of a seawater pump or similar.

Fig 1 L27/38 propulsion package

Charge air coolerCylinder unit

Lub oil cooler

Aut lub oil filter

HT coolingwater pump

Lub oil pump Optional PTO, 100% engine power

Optional 50 kW/2400 rpm PTO

LT cooling water pump

Thermostatic valves

MAN Diesel & Turbo

3700112-0.0Page 2 (4)100000 L27/38 propulsion package

L27/38

11.18 - Tier II

Fig 2 Main dimensions

The turbocharger is located on the engine’s aft-end box utilising the space above the compact gearbox, resulting in a very low exhaust gas outlet flange position.

The engine can be delivered for clockwise rotation (standard) or anticlockwise rotation, seen from the flywheel end.

D 445

C

A

820

B

905

L M S W

2279 (3071)

1693 (2689)

Dia

met

er

530

1960

780

700

(900

)H

G

1500

1452

Figures in brackets for reduction gear AMG55EV

MAN Diesel & Turbo

3700112-0.0Page 3 (4) 100000

11.18 - Tier II

L27/38 propulsion package

L27/38

Standard programme L27/38-VO – Open free running propeller

The propeller diameter is optimised at 85% MCR, 98% rpm and 14.0 kn.the strength calculation is made at 100% MCR, 100% rpm and 14.5 kn.The propeller is calcualted according to DnV, No Ice.

Engine type Reduction gear Propeller Dimensions in mm

Output mcr Series Type Hub Speed Diamat 800 rpm type rpm mm A B C D G H L M W-min

6L27/38 AMG28EV 31VO20 VBS740 256 2650 6229 3692 5070 1940 1166 2225 569 655 13002040 kW 39VO20 VBS740 208 2950 6229 3962 5070 1940 1166 2225 569 655 13002775 bhp 45VO30 VBS860 177 3200 6229 3962 5070 1940 1166 2225 653 743 1400 56VO28 VBS860 145 3500 6229 3962 5070 1940 1166 2225 653 743 1400 AMG55EV 60V055 VBS860 133 3650 7033 3962 5070 1940 1166 2225 653 743 1400

7L27/38 AMG28EV 31VO20 VBS740 256 2800 6674 4407 5515 1940 1166 2357 569 655 13002380 kW 39VO20 VBS860 208 3100 6674 4407 5515 1940 1166 2357 653 743 14003235 bhp 45VO30 VBS860 177 3350 6674 4407 5515 1940 1166 2357 653 743 1400 56VO28 VBS860 145 3650 6674 4407 5515 1940 1166 2357 653 743 1450 AMG55EV 60V055 VBS980 133 3800 7478 4407 5515 1940 1166 2357 746 806 1500

8L27/38 AMG28EV 31VO20 VBS860 256 2900 7119 4852 5960 1940 1256 2357 653 743 14002720 kW 39VO30 VBS860 208 3200 7119 4852 5960 1940 1256 2357 653 743 14003700 bhp 45VO30 VBS860 177 3450 7119 4852 5960 1940 1256 2357 653 743 1450 50VO30 VBS860 161 3600 7119 4852 5960 1940 1256 2357 653 743 1450 AMG55EV 60V055 VBS980 133 3950 7923 4852 5960 1940 1256 2357 746 806 1500

9L27/38 AMG28EV 31VO30 VBS860 256 3000 7563 5263 6405 1940 1268 2357 653 743 14003060 kW 39VO30 VBS860 208 3300 7563 5263 6405 1940 1268 2357 653 743 14004160 bhp 45VO30 VBS860 177 3550 7563 5263 6405 1940 1268 2357 653 743 1400 50VO30 VBS980 161 3700 7563 5263 6405 1940 1268 2357 746 806 1500 AMG55EV 60V055 VBS980 133 4050 8334 5263 6405 1940 1268 2357 746 806 1550

MAN Diesel & Turbo

3700112-0.0Page 4 (4)100000 L27/38 propulsion package

L27/38

11.18 - Tier II

MAN Diesel & Turbo standard propulsion programL27/38 with AMG28E & VBS - Ducted Propeller

The propeller diameter is optimised at 85% MCR, 98% rpm and 4.0 kn.the strength calculation is made at 100% MCR, 100% rpm and 14.0 kn.The propeller is calcualted according to DnV, No Ice.

Engine type Reduction gear Propeller Dimensions in mm

Output mcr Series Type Hub Speed Diamat 800 rpm type rpm mm A B C D G H L M W-min

6L27/38 AMG28E 31VO20 VBS740 256 2500 6229 3962 5070 1940 1166 2225 569 655 13002040 kW 39VO20 VBS740 208 2800 6229 3962 5070 1940 1166 2225 569 655 13002775 bhp 45VO30 VBS860 177 3100 6229 3962 5070 1940 1166 2225 653 743 1400 56VO28 VBS860 145 3450 6229 3962 5070 1940 1166 2225 653 743 1400

AMG55EV 60V055 VBS980 133 3600 7033 3962 5070 1940 1166 2225 653 743 1400

7L27/38 AMG28E 31VO20 VBS740 256 2600 6674 4407 5515 1940 1166 2357 569 655 13002380 kW 39VO20 VBS740 208 2900 6674 4407 5515 1940 1166 2357 569 655 14003235 bhp 45VO30 VBS860 177 3200 6674 4407 5515 1940 1166 2357 653 743 1400 56VO28 VBS860 145 3600 6674 4407 5515 1940 1166 2357 653 743 1900

AMG55EV 60V055 VBS980 133 3750 7478 4407 5515 1940 1166 2357 746 806 1500

8L27/38 AMG28E 31VO20 VBS740 256 2650 7119 4852 5960 19400 1256 2357 569 655 14002720 kW 39VO30 VBS860 208 3000 7119 4852 5960 1940 1256 2357 653 743 14003700 bhp 45VO30 VBS860 177 3300 7119 4852 5960 1940 1256 2357 653 743 1450 50VO30 VBS860 161 3550 7119 4852 5960 1940 1256 2357 653 743 1450 AMG55EV 60V055 VBS980 133 3900 7923 4852 5960 1940 1256 2357 746 806 1500

9L27/38 AMG28E 31VO30 VBS740 256 2700 7563 5263 6405 1940 1268 2357 569 655 14003060 kW 39VO30 VBS860 208 3050 7563 5263 6405 1940 1268 2357 653 743 14004160 bhp 45VO30 VBS860 177 3350 7563 5263 6405 1940 1268 2357 653 743 1400 50VO30 VBS980 161 3600 7563 5263 6405 1940 1268 2357 746 806 1500 AMG55EV 60V055 VBS980 133 4000 8334 5263 6405 1940 1268 2357 746 806 1550

MAN Diesel & Turbo

1696436-0.1Page 1 (1) 108059

11.04 - Tier II

NOx emission

L27/38

Maximum allowable emission value NOx IMO Tier II

Rated output Rated speed

kW/cyl. rpm

6L-9L : 340 kW/cyl.800

6L-9L : 365 kW/cyl.800

NOx2) 3)

IMO Tier II cycle D2/E2/E3g/kWh 9.46 3) 9.46 3)

1) 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)

2) Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO)3) 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)4) 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” application5) Contingent to a charge air cooling water temperature of max. 32°C at 25°C sea water temperature.

Note!The engine´s certification for compliance with the NOx limits will be carried out during factory acceptance test, FAT as a single or a group certification.

Propeller equipment

2000

MAN Diesel & Turbo

1696401-2.1Page 1 (1) 200010

05.02

Main dimensions

W-minimum

The dimension “W-min” is indicated to enable the engine and reduction gearbox to be located as far aft in the engine room as possible.

S dimension

The S dimension is the stern tube length tailor made to the vessel.

L27/38

These S and W-measurements are required, before we can proceed with production of the propeller equipment.

Without these two dimensions it is impossible to prepare the drawings for the workshop.

It is also very important to know, if the stern tube has to be rough or finished machined.

Fig 1 Main dimensions

Bulkhead

L M S W-min

Dia

met

er

A B

E

Enginetype

Geartype

Hubtype

PropDiam.

Amm

Bmm

Emm

Lmm

Mmm

W-minmm

6L27/38 31VO2039VO2045VO3056VO2860VO55

VBS740VBS740VBS860VBS860VBS860

26502950320035003650

580580670670670

355355385415415

595595640640640

569569653653653

661661722722722

13001300133014001400

7L27/38 31VO2039VO2045VO3056VO2860VO55

VBS740VBS860VBS860VBS860VBS980

28003100335036503800

580670670670760

355385385415475

595640640640650

569653653653746

661722722722814

13001330133014001500

8L27/38 31VO2039VO3045VO3050VO3060VO55

VBS860VBS860VBS860VBS860VBS980

29003200345036003950

670670670670760

385385415415475

640640640640650

653653653653746

722722722722814

13301330140014001500

9L27/38 31VO3039VO3045VO3050VO3060VO55

VBS860VBS860VBS860VBS980VBS980

30003300355037004050

670670670760760

385415415415475

640640640650650

653653653746746

722722722814814

13301400140015001500

MAN Diesel & Turbo

1696402-4.1Page 1 (3) 200010

04.48

Project planning data

Standard propeller plants

A complete range of propulsion systems has been developed to enable the selection of an optimum solution.

The range is particularly suitable for selecting the right combination of engine, gearbox and propeller equipment in the project stage. The condition chosen for optimisation is characterised by:

Dim. Open Ducted propellers propellers Engine power % 85 85 Engine revolutions % 98 98 Ship speed knots 14 4

The dimensioning of the equipment is carried out at 100% MCR according to the rules of classification societies without ice class notation.

In case the optimisation criteria deviate consider-ablyfrom the table above or the vessel has an ice class notation, please do contact us for a detailed calcu-lation.

L27/38

Optimising the propeller equipment

We have the facilities and expertise to design and supply a propulsion package, optimized to a cus-tomer’s specific requirements provided adequate data is available.

The design of the propeller, giving regard to the main variables which include diameter, rpm, area ratio etc, is determined by the requirements for maximum efficiency and minimum vibrations and noise levels.

The chosen diameter should be as large as the hull can accommodate, allowing the propeller revolutions to be selected according to optimum efficiency. The optimum propeller revolutions corresponding to the chosen diameter can be found from fig 1 for a given reference condition.

For a specific plant please fill in the page “Project layout data”.

Fig 1 Optimum propeller diameter – open propeller 14 knots

1000 3000 5000 7000 9000 11000 13000 15000

1000

2000

3000

4000

5000

6000

7000

Engine power kW

75

100

125

150

175

200

250

300

350400

Propeller diameter mmr/min

MAN Diesel & Turbo

1696402-4.1Page 2 (3)200010 Project planning data

L27/38

04.48

Four-Stroke standard propulsion programme – open propeller

The propeller diameter is optimised at 85% MCR, 98% rpm and 14.0 kn.The strength calculation is made at 100% MCR, 100% rpm and 14.5 kn.The propeller is calculated according to DnV, No ice with high skew.

Engine Gearbox Gearbox Propeller Hub Propeller Coupling type series type speed type diameter flange (rpm) (mm) type 6L27/38 AMG28EV 31VO20 254 VBS740 2650 ∅200 2040 kW 39VO20 208 VBS740 2950 ∅200 45VO30 177 VBS860 3200 ∅225 56VO28 145 VBS860 3500 ∅250

AMG55EV 60VO55 133 VBS860 3650 ∅250 7L27/38 AMG28EV 31VO20 256 VBS740 2800 ∅200 2380 kW 39VO20 208 VBS860 3100 ∅225 45VO30 177 VBS860 3350 ∅225 56VO28 145 VBS860 3650 ∅250 AMG55EV 60VO55 133 VBS980 3800 ∅280 8L27/28 AMG28EV 31VO20 256 VBS860 2900 ∅225 2720 kW 39VO30 208 VBS860 3200 ∅225 45VO30 177 VBS860 3450 ∅250 50VO30 161 VBS860 3600 ∅250 AMG55EV 60VO55 133 VBS980 3950 ∅280

9L27/38 AMG28EV 31VO30 256 VBS860 3000 ∅225 3060 kW 39VO30 208 VBS860 3300 ∅250 45VO30 177 VBS860 3550 ∅250 50VO30 161 VBS980 3700 ∅280 AMG55EV 60VO55 133 VBS980 4050 ∅280

MAN Diesel & Turbo

The propeller diameter is optimised at 85% MCR, 98% rpm and 4.0 kn.The strength calculation is made at 100% MCR, 100% rpm and 14.0 kn.The propeller is calculated according to LRS, No Ice.

Four-Stroke standard propulsion programme – ducted propeller

1696402-4.1Page 3 (3) 200010

04.48

Project planning data

L27/38

Engine Gearbox Gearbox Propeller Hub Propeller Coupling Bollard type series type speed type diameter flange pull (rpm) (mm) type (tons) 6L27/38 AMG28EV 31VO20 256 VBS740 2500 ∅200 34.4 2040 kW 39VO20 208 VSB740 2800 ∅200 37.6 45VO30 177 VBS860 3100 ∅225 40.3 56VO28 145 VBS860 3450 ∅250 43.4

AMG55EV 60VO55 133 VBS980 3600 ∅250 44.7 7L27/38 AMG28EV 31VO20 256 VBS740 2600 ∅200 39.1 2380 kW 39VO20 208 VBS740 2900 ∅225 42.7 45VO30 177 VBS860 3200 ∅225 45.6 56VO28 145 VBS860 3600 ∅280 49.4

AMG55EV 60VO55 133 VBS980 3750 ∅280 50.8 8L27/38 AMG28EV 31VO20 256 VBS740 2650 ∅225 43.3 2720 kW 39VO30 208 VBS860 3000 ∅225 47.7 45VO30 177 VBS860 3300 ∅250 50.9 50VO30 161 VBS860 3550 ∅250 53.3

AMG55EV 60VO55 133 VBS980 3900 ∅280 56.9

9L27/38 AMG28EV 31VO30 256 VBS740 2700 ∅225 47.5 3060 kW 39VO30 208 VBS860 3050 ∅250 52.2 45VO30 177 VBS860 3350 ∅250 55.7 50VO30 161 VBS980 3600 ∅280 58.3

AMG55EV 60VO55 133 VBS980 4000 ∅280 62.6

MAN Diesel & Turbo

1690706-0.1Page 1 (2) Propeller Layout Data 200010

04.50

Project : _______________________________________________________

Type of vessel : _______________________________________________________

For propeller layout please provide the following information:

1. S : ________ mm W : ________ mm I : ________ mm (as shown above) D : ________ mm

2. Stern tube and shafting arrangement layout

3. Stern tube mountings: Epoxy mounted ___ or interference fitted ___

4. Propeller aperture drawing

5. Copies of complete set of reports from model tank test (resistance test, self-propulsion test and wake measurement). In case model test is not available section 10 must be filled in.

6. Drawing of lines plan

7. Classification society: _______________ Notation:_________

Ice class notation : _______________

8. Maximum rated power of shaft generator : __________ kW

9. To obtain the highest propeller efficiency please identify the most common service condition for the vessel:

Ship speed : __________ kn. Engine service load : __________ %

Service/sea margin : __________ % Shaft gen. service load : __________ kW

Draft : __________ m

L21/31L27/38

S W ID

MAN Diesel & Turbo

Propeller Layout Data

Symbol Unit Ballast Loaded

Length between perpendiculars LPP m

Length of load water line LWL m

Breadth B m

Draft at forward perpendicular TF m

Draft at aft perpendicular TA m

Displacement s m3

Block coefficient (LPP) CB -

Midship coefficient CM -

Waterplane area coefficient CWL -

Wetted surface with appendages S m2

Centre of buoyancy forward of LPP/2 LCB m

Propeller centre height above baseline H m

Bulb section area at forward perpendicular AB m2

200010 1690706-0.1Page 2 (2)

11. Comments : _____________________________________________________________

_________________________________________________________________

_________________________________________________________________

_________________________________________________________________

Date:_________________________ Signature:___________________________

10. Vessel Main Dimensions (Please fill-in if model test is not available)

04.50

L21/31L27/38

MAN Diesel & Turbo

1696403-6.1Page 1 (1) 200010

04.48

Propeller clearance

To reduce emitted pressure impulses and vibrations from the propeller to the hull, MAN B&W Alpha recommend a minimum tip clearance as shown in fig 1.

For ships with slender aft body and favourable inflow conditions the lower values can be used whereas full after body and large variations in wake field cause the upper values to be used.

L27/38

In twin-screw ships the blade tip may protrude below the base line.

Fig 1 Recommende tip clearance

2 P

04-A

MG

28E

Baseline

DY

Z

X

Hub Dismantling High skew Non-skew Baseline of cap propeller propeller clearance X mm Y mm Y mm Z mm

VBS740 250

VBS860 265

VBS980 325

15-20% of D 20-25% of D Mininum 50-100

MAN Diesel & Turbo

1690708-4.1Page 1 (1) 200010Direction of rotation

Definitions

The direction of rotation is defined seen from aft. The normal direction is anticlockwise for the propeller. Opposite rotating direction can also be supplied by changing direction of the engine.

Twin-screw propulsion plants

The direction of rotation of the propellers for twin-screw propulsion plants can be chosen in two ways, as shown in fig 1 and fig 2.

Usually, we recommend the propellers to turn towards each other at the top.

Fig 1 Inward turning propellers Fig 2 Outward turning propellers

This solution will normally give the propellers the highest efficiency, because the flow around the stern of most vessels will favour this direction of rotation.

However, it is not possible to give an opinion con-cerning this, unless model tests are carried out for the specific vessel.

The configuration in fig 2 is recommended for ice-breakers, river craft or the like, which operate in areas prone to dunnage, trees, ice etc floating in the water.

Outward turning propellers will tend to throw out foreign matter rather than wedging it in.

04.46

L21/31L27/38

PSport side

SBstarboard

PSport side

SBstarboard

MAN Diesel & Turbo

General

200010Propeller Operation

11.07 - Tier II

3700068-8.1Page 1 (7)

Operating range for controllable-pitch propeller

Fig 1 Operating range for controllable-pitch propeller

0

10

20

30

40

50

60

70

80

90

100

110

40 50 60 70 80 90 100 110

100

90

80

70

60

50

40

30

20

10

Engine output [%] Torque , BMEP [%]

Engine speed [%]

Range II

1 Load limit2 Recommended combinator curve3 Zero thrust

MCR

Range I

1

2

3

MAN Diesel & Turbo

General

200010

Rated output/operating range

Maximum continuous rating (MCR)

Range I: Operating range for continuous operation.

Range II: Operating range which is temporarily ad-missible e.g. during acceleration and manoeuvring.

The combinator curve must keep a sufficient distance to the load limit curve. For overload protection, a load control has to be provided.

Transmission losses (e.g. by gearboxes and shaft power) and additional power requirements (e.g. by PTO) must be taken into account.

General requirements for propeller pitch control

Pitch control of the propeller plant

For mechanical speed governors

As a load indication a 4–20 mA signal from the en-gines admission teletransmitter is supplied to the propeller control system.

For electronic speed governors

As a load indication a 4–20 mA signal from the en-gines electronic governor is supplied to the propeller control system.

General

A distinction between constant-speed operation and combinator-curve operation has to be ensured.

Combinator-curve operation:The 4–20 mA signal has to be used for the assignment of the propeller pitch to the respective engine speed. The operation curve of engine speed and propeller pitch (for power range, see Fig 1, Operating range for controllable-pitch propeller) has to be observed also during acceleration/load increase and unloading.

Acceleration/load increase

The engine speed has to be increased before in-creasing the propeller pitch (see Fig 2, Example to illustrate the change from one load step to another).

Or if increasing both synchronic the speed has to be increased faster than the propeller pitch. The area above the combinator curve should not be reached.

Deceleration/unloading the engine

The engine speed has to be reduced later than the propeller pitch (see Fig 2, Example to illustrate the change from one load step to another).

Or if decreasing both synchronic the propeller pitch has to be decreased faster than the speed. The area above the combinator curve should not be reached.

Windmilling protection

If a stopped engine (fuel admission at zero) is being turned by the propeller, this is called "windmilling". The permissible period for windmilling is short, because windmilling can cause, due to poor lubrication at low propeller speed, excessive wear of the engines bearings.

Single-screw ship

The propeller control has to ensure that the windmill-ing time is less than 40 sec.

Multiple-screw ship

The propeller control has to ensure that the windmill-ing time is less than 40 sec. In case of plants without shifting clutch, it has to be ensured that a stopped engine won't be turned by the propeller.

(Regarding maintenance work a shaft interlock has to be provided for each propeller shaft.)

Propeller Operation

11.07 - Tier II

3700068-8.1Page 2 (7)

MAN Diesel & Turbo

General

200010

Fig 2 Example to illustrate the change from one load step to another

Propeller Operation

11.07 - Tier II

3700068-8.1Page 3 (7)

Engine output [%]

Engine speed [%]

1 Load limit2 Recommended combinator curve3 Zero thrust

MCR

1

3

2

Load steps

1st Pitch(load)

2nd Speed

Detail:decreasing load

2nd Pitch(load)

1st Speed

Detail:increasing load

MAN Diesel & Turbo

General

200010

Binary signals from engine control

Overload contact

The overload contact will be activated when the en-gines fuel admission reaches the maximum position. At this position, the control system has to stop the increase of the propeller pitch. If this signal remains longer than the predetermined time limit, the propeller pitch has to bo decreased.

Operation close to the limit curves (only for electronic speed governors)

This contact is activated when the engine is ope-rated close to a limit curve (torque limiter, charge air pres-sure limiter ....). When the contact is activated, the propeller control system has to keep from increasing the propeller pitch. In case the signal remains longer than the predetermined time limit, the propeller pitch has to be decreased.

Propeller pitch reduction contact

This contact is activated when disturbances in engine operation occur, for example too high exhaust-gas mean-value deviation. When the contact is activated, the propeller control system has to reduce the propel-ler pitch to 60% of the rated engine output, without change in engine speed.

Distinction between normal manoeuvre and emergency manoeuvre

The propeller control system has to be able to distin-guish between normal manoeuvre and emergency manoeuvre (i.e., two different acceleration curves are necessary).

MAN Diesel & Turbo's guidelines concerning acceleration times and power range, see page 4 and page 1.

Acceleration times

Acceleration times for controllable pitch-pro-peller plants

Notes on design

For remote controlled propeller drives for ships with unmanned or centrally monitored engine room operation, a load programme has to be provided for the engines. Within the scope of the remote control system (for the pitch adjustment of the controllable pitch propeller or reversing and load application of the engine).

This programme serves to protect the preheated engine(s) (lube oil temperature ≥ 40oC and fresh water temperature ≥ 60oC) against excessive thermal stresses, increased wear and exhaust gas turbidity, when the engines are loaded for the first time – pos-sibly up to the rated output.

In case of a manned engine room, the engine room personnel is responsible for the soft loading se-quence, before control is handed over to the bridge.

The lower time limits for normal and emergency ma-noeuvres are given in our diagrams for application and shedding of load. We strongly recommend that the limits for normal manoeuvring will be observed during normal operation, to achieve trouble-free engine operation on a long-term basis. An automatic change-over to a shortened load programme is re-quired for emergency manoeuvres.

The final design of the programme should be jointly determined by all the involved parties, considering the demands for manoeuvring and the actual service capacity.

Please note that the time constants for the dynamic behaviour of the prime mover and the vessel are in the ratio of about 1:100. It can be seen from this that an extremely short load application time generally don't lead to an improvement in ships manoeuvring behaviour (except tugs and small, fast vessels).

Propeller Operation

11.07 - Tier II

3700068-8.1Page 4 (7)

MAN Diesel & Turbo

General

200010Propeller Operation

11.07 - Tier II

3700068-8.1Page 5 (7)

Fig 3 Control lever setting / propeller pitch

0102030405060708090100

Engine rating[%]

No

rmal

Man

oeuv

re

Em

erg

ency

Man

oeuv

re

FU

LL A

ST

ER

Nto

ST

OP

ST

OP

to

FU

LL A

ST

ER

NS

TO

P to

FU

LL A

HE

AD

FU

LL A

HE

AD

toS

TO

P

AH

EA

DA

ST

ER

N

21

01

00

12

45

67

89

100

12

3T

ime

in m

inu

tes

Tim

e in

min

ute

s

Tim

e [m

in] w

ithp

rehe

ated

engi

ne(lu

beo

ilte

mp

erat

ure

min

imum

40°C

, co

olin

gw

ater

tem

per

atur

em

inim

um60

°C)

En

gin

e sp

eed

shou

ldg

ener

ally

rise

mo

req

uick

lyth

anp

rope

llerp

itch

wh

enlo

adin

gan

dfa

ll m

ore

slow

lyw

hen

unlo

adin

gth

een

gine

.

MAN Diesel & Turbo

General

200010

Operating range for fixed-pitch propeller

Single shaft vessel

Propeller Operation

11.07 - Tier II

3700068-8.1Page 6 (7)

Fig 4 Operating range for fixed-pitch propeller

0

10

20

30

40

50

60

70

80

90

100

110

30 40 50 60 70 80 90 100 110

Engine output [%] Torque, BMEP [%]

Engine speed [%]

Range II

1 Load limit Range II2 Load limit Range I 3 Theoretical propellercurve4 Design of propeller (FP)

Range I

4(FP)

103,5

1

3

106

2

100

90

80

70

60

50

40

30

20

10

MAN Diesel & Turbo

General

200010

• Maximum continuous rating (MCR), fuel stoppower

• RangeI

Operating range for continuous service subject to a propeller light-running of 1.5–3%. It should be aimed at the lower value.

• RangeII(torquelimit)

Operating range which is temporarily admissible e.g. during acceleration, manoeuvring.

• Theoreticalpropellercurve

Applies to a fully loaded vesel after a fairly long operating time and to a possible works trial run with zero-thrust propeller.

• FP

Design range for fixed-pitch propeller. A new pro-peller must be designed to operate in this range.

Attention!

Engine operation in a speed range between 103% and 106% is permissible for maximum 1 hour!

Propeller Operation

11.07 - Tier II

3700068-8.1Page 7 (7)

The propeller design depends on type and applica-tion of the vessel. Therefore the determination of the installed propulsive power in the ship is always the exclusive responsiblity of the yard.

Determining the engine power: The energy demand or the energy losses from all at the engine additionally attached aggregates has to be considered (e.g. shaft alternators, gearboxes). That means, after deduction of their energy demand from the engine power the remaining engine power must be sufficient for the required propulsion power.

Note!

Type testing of the engines is carried out at 110% rated output and 103% rated engine speed.

MAN Diesel & TurboMAN Diesel & Turbo

XXX

Desc

riptio

nPr

oduc

t typ

eFi

ttin

g st

ern

tube

- o

il lu

bric

ated

Desc

riptio

nAl

pha

Prop

elle

r Mk.

5

Doc-ID: 1690709-6.1 1 (3)

2005

-03-

07

227000

The stern tube is designed to be installed from aft. It is of welded construc-tion and machined. A 5 mm fitting allowance is left for final installation machining.

The stern tube is delivered with stern tube liners fitted. Guard, alignment / welding ring, sealing flange, adapter ring, oilbox, gaskets, bolts, gravity tank and valves are also included in the supply.

InstallationThe stern tube must be fitted with a tight fit. The propeller boss is measured and the stern tube is finished with an interference of 0.02 - 0.05 mm.

If the bore in the boss is rough or out of round then the bore should be lighter. The contact face of the boss for the stern tube flange has to be flat and square to shaft line, so a leak-proof assembly is obtained. The bore is chamfered.

The stern tube with gasket is pressed into position, the oil grooves of the stern tube bearings being in horizontal position.

The alignment / welding ring and the sealing flange is fitted on the forward end of the stern tube. The adapter ring is mounted on the forward end of the stern tube, and the oilbox is mounted to.

The installation length for the stern tube is checked - it should not deviate by more than S-dimension ± 5.0 mm

Molykote GN is applied to the bolts before tightening in to the required torque.

Bearing temperature sensors may be required by more of the classification societies, and fitted in the stern tube.

S

Fig 1 Assembled stern tube - oil lubricated

MAN Diesel & Turbo

Fitt

ing

ster

n tu

be -

oil

lubr

icat

edDe

scrip

tion

Alph

a Pr

opel

ler M

k.5

Doc-ID: 1690709-6.12 (3)

Pressing force for stern tubeThe following formula can be used for calculating of the approx. force required:

F = (p × E × m) × L(1 – (d/D)2) × U

2

F = Pressing force in Newton

E = 210,000 N/mm2

m = 0.15 (steel/steel)

d = Inside diameter at the stern tube (mm)

D = Outside diameter at the stern tube (mm)

L = Total length of the carrying outside diameter of the stern tube (mm)

U = Interference fit between the inside diameter of the stern boss and the outside diameter of the stern tube

2005

-03-

07

1 2 3 5 6 7 8 94

A

Seen from A

Oil groove

Stern Boss

1. Stern tube

2. Gasket

3. Alignment/Welding ring

4. Sealing ring

5. Sealing flange

6. Gasket

7. Adapter ring

8. Gasket

9. Oilbox

MAN Diesel & TurboMAN Diesel & Turbo

XXX

Desc

riptio

nPr

oduc

t typ

eFi

ttin

g st

ern

tube

- o

il lu

bric

ated

Desc

riptio

nAl

pha

Prop

elle

r Mk.

5

Epoxy chocksStern tube and oil box may be located in epoxy resin but precautions to provide adequate cooling of the stern tube may be necessary.

The use of epoxy resin has to be acceptable to the owner and MAN Diesel & Turbo, whilst the installation and design have to be approved by the clas-sification society involved.

MaintenanceThe stern tube requires no maintenance, but care should be taken that the lubricating oil is not contaminated by water or impurities. With good lubri-cation the life of the white-metal bearings can be 100,000 hours or more. The max permissible wear is 1.5 mm.

The clearance of a new stern tube bearing is indicated in the table below where A = shaft diameter and D = inside diameter of stern tube bearing.

A = 100 – 200 mm D = A + 0.5 + 0.05 – 0

A = 201 – 300 mm D = A + 0.6 + 0.05 – 0

A = 301 – 400 mm D = A + 0.7 + 0.05 – 0

A = 401 – 500 mm D = A + 0.8 + 0.15 – 0

A = 501 – 600 mm D = A + 0.9 + 0.15 – 0

Stern tube liners delivered separatelyWhen supplying loose stern tube liners they have to be fitted with the fol-lowing press fit:

Outside diameter liner 100-300 300-700

Interference +0.02 to+0.03

+0.03 to+0.05

Doc-ID: 1690709-6.1 3 (3)

2005

-03-

07

MAN Diesel & Turbo 227000

Epox

y m

ount

ed s

tern

tube

Desc

riptio

nAl

pha

Prop

elle

r Mk.

5

2011

-06-

06

1 (1) Doc-ID: 1690710-6.2

Stern tube with epoxy resinThe stern tube can be installed with epoxy resin. See fig 1. Precautions have to be taken in order to provide sufficient cooling of the stern tube bearings.

The forward end of the stern tube is supported by an alignment ring which is to be welded to the forward end of the propeller boss. It is not necessary to secure the oil box with epoxy resin, while it is supplied with a combined welding/alignment ring.

The area and the surface pressure on the resin must be calculated from case to case.

The casting must be in accordance with the recommendations of the epoxy supplier.

Fig 1

Stern tube

Boss - Yard supplyOil box

Alignmentring

Stern tube with epoxy resin

MAN Diesel & Turbo

1696404-8.1Page 1 (1) 227000

05.18

Stern tube

Standard liners

The stern tube is provided with forward and aft white-metal liners, fig 1.

Sensors for bearing temperature can be mounted, if required.

L27/38

A thermometer for the forward bearing is standarddelivery.

Fig 1 Stern tube white-metal liners

AFT diameterof tailshaft

Amm

Bmm

Cmm

220 300 296 485232 312 308 510236 316 312 520242 322 318 535248 328 324 545249 329 325 550252 332 328 505260 340 336 575262 342 338 580266 346 342 585270 350 346 595274 354 350 605280 360 356 620283 363 359 625285 365 361 630288 368 364 635294 374 370 650301 381 377 665313 393 389 690

FORE diameterof tailshaft

Dmm

Emm

Fmm

215 295 291 175227 307 303 180231 311 307 185237 317 313 190243 323 319 195244 324 320 195247 327 323 200255 335 331 205257 337 333 205261 341 337 210265 345 341 215269 349 345 215275 355 351 220278 358 354 225280 360 356 225283 363 359 225289 369 365 231296 376 372 235308 388 384 246

2P

18A B

C

DE

F

Lead-basedwhite metal

Cast iron

Stern tube bush - AFT Stern tube bush - FORE

MAN Diesel & Turbo

1690713-1.0Page 1 (1) 227000

03.30

Stern tube

Optional liners

We have several years of experience in installing other types of stern tube arrangements.

Where required, the propeller plant can be equipped with rubber liners for sea water lubricated stern tube, see fig 1.

These are used mostly when the stern tube is wa-ter lubricated. Some types can also be used for oil lubricated stern tubes.

Fig 1 Water lubricated stern tube − example

L21/31L27/38

2P

10-A

MG

28E

Cooling water

MAN Diesel & Turbo

Stern tube

Sensors in stern tube

The propulsion plant is equipped with a number of sensors which via the alarm plant warn against abnormal operating conditions which may lead to breakdown.

The sensors can be either of the on/off type or analog, depending on the alarm plant.

The sensors are designed for replacement without redrawing of shaft.

On/off sensors are usually connected in such a way that in case of alarm the switch will break, ie they are prepared for connection to a “closed circuit” alarm plant.

Fig 1 Sensors in stern tube − example

05.46

1690714-3.1Page 1 (1) 227000

L21/31L27/38

2P

17

BView A-A

View B-B

A

A

Pt 100 sensor-TE3951 (option)

TI3951-Thermometer

Pt 100 sensor-TE3952(option)

Aft stern tubebearing

Support pipe forcable pipe, locatedbetween fore andaft bearing

Cable pipe

Terminal box

Cable pipe

B

MAN Diesel & Turbo

1690715-5.0Page 1 (1)

03.30

Stern tube

Seals

As standard, the stern tube is provided with forward and aft stern tube seals of the lip ring type with three lip rings in the aft seal and two lip rings in the forward seal, fig 2.11.

Optionally split seals, face seals and pollution free seals can be supplied on request.

Fig 2.11 Stern tube seals

L21/31L27/38

227000

Aft stern tube seal Fore stern tube seal

2032

418

-7.0

MAN Diesel & Turbo

Stern tube

Net cutter and net pick−up

To avoid fishing lines and nets being wound−up by the rotating propeller and causing damage to the stern tube seal, two precautions can be taken.

By installing net cutters, a first barrier which will try to cut the net and line into smaller pieces is established.

The net cutters consist of 4 knives (fig 1 and 3) which are welded to the non-rotating boss tube of the stern and overlap the rotating part of the propeller.

Depending on the direction of rotation the knives should be installed angled 12−15

o to the shaft axis

and positioned 90o apart.

A second barrier may be applied by installing a net pick-up (fig 2) which will wind−up the net before it reaches the stern tube seal, in case the lines are able to pass the net cutters. The pick-up is placed under the protection cover at the fore-end of the propeller hub.

Installation

Installation of propeller equipment into the ship’s hull shows many different solutions depending on installation requirements from the ship yard and the ship owners operational demands.

We have the expertise and knowledge of all the different possible stern tube installations to meet specific wishes and requirements.

Fig 1 Net cutter knivesanti clockwise propeller rotation

Fig 3 Net cutter knivesclockwise propeller rotation

03.30

1690716-7.0Page 1 (1) 227000

L21/31L27/38

2P

14

Fig 2 Net pick−up

12-15°

12-15°

2P

12

MAN Diesel & Turbo

1690717-9.0Page 1 (1) 227000

03.30

Stern tube

Cover tubes for twin-screw vessels

Different combinations of cover tube designs can be supplied on request. See example fig 1.

Fig 1 Cover tube design

L21/31L27/38

2P

15

See detail

A-bracket

Guide for covertube Sterntube

Propeller side Gearbox side

MAN Diesel & Turbo

1696406-1.1Page 1 (2) 227000

09.27

Oil systems

L27/38

Servo oil system

Fig 1 Oil diagram

ALPHA REDUCTION GEAR

6

P1

P2

2

1

SE

RV

O F

OR

WA

RD

SE

RV

O A

ST

ER

N

4

9

8

7

2206LSL

TE2244

PT3252

TE2242

3

3253PT

5C

LUT

CH

OU

T

CLU

TC

H IN

2222PSH

2221PT

TE2243

TE2241

TE2240

TO

LU

BR

ICAT

ING

2231B

TE

PT

2231

2231A

PT

E4

E5

TE2246

PSL2231

SE

RV

O R

ET

UR

N

10

PT2230

TE2245

**

MAN Diesel & Turbo

1696406-1.1Page 2 (2)227000

09.27

Oil systems

L27/38

Item Description

1 Prefilter for pump

2 Oil pump

3 Non-return valve

4 Non-return valve

5 Valve unit

6 Oil cooler

7 High pressure filter

8 Prefilter for stand-by pump

9 Oil stand-by pump*

10 Low pressure filter

Connections: See install. arr.

E4 Cooling water to cooler

E5 Cooling water from cooler

P1 Stand-by pump - suction

P2 Stand-by pump - pressure

* = Not built on ** = Only for EMG55EV

MAN Diesel & Turbo

05.17

1690719-2.1Page 1 (1) 227000Oil systems

Stern tube lub oil system

In order to prevent sea water penetration, the system is kept under static pressure by the gravity tank placed above normal load water line in accordance with the stern tube seal manufacturer’s recommendations.The gravity tank in fig 1 is equipped with level glass,

piping connections, and a flange where a level alarm (LSL3954) can be mounted.

Fig 1 Lub oil diagram

L21/31L27/38

To be closedin dry-dock

Pressure controloil to chamber IIIN THE AFT SEAL.

Max

Min

Connections for temperaturesensor for aft bearing

See formula in the manual for the sterntube seal for calculation of TANKH

Lubricating oil system for stern tube

C.L. prop. shaft

Pressure control system for outboard seal."Optional" Simplex SC2000 - 400 and larger. BWL

HB

WL

Oil in

Drain

Load water line

Sectional viewof oil box

H tank

Ven

ting

H

Ove

rflo

w

Oil tank for outboardseal, capacity: 30 l

Level alarm low

Gravity tank for stern tube,capacity : 75 l

TAN

K

MAN Diesel & Turbo

1690720-2.1Page 1 (1) 227000

05.17

Oil systems

Oil tank for forward seal

The oil tank fig 1 is equipped with level glass and piping connections.

Fig 1 Sectional view of inboard stern tube seal

L21/31L27/38

Max. level

Min. level

Oil tank for inboardseal, capacity: 15 l

Oil system for inboard stern tube seal

500

- 60

0

MAN Diesel & Turbo

1696464-6.0Page 1 (1) 227000

09.28

Oil specification for Alpha CPP-systems

L21/31L27/38

General information

For both the servo oil system (only VBS-types) as well as the stern tube/shaft seal system, only single grade mineral oil is accepted.

Viscosity limits

The kinematic viscosity @ 40°C of the oil used must be in the range 80 - 200 cSt according to ISO.

ISO & SAE classification

ISO Viscosity Grade 100 & 150 (90 - 165 cSt) as well as SAE 30 & 40 (approx 80 - 200 cSt) is ac-cepted. A mix of these two viscosity grades is also accepted.

Notes

Note I: The oil for the stern tube/shaft seal system must be chosen also in accordance with the ap-proved oil list from the shaft seal manufacturer/sup-plier.

Note II: In case of continuous operation in cold wa-ters, it is recommended to use ISO VG100/SAE30 oil for the system.

Note III: For the servo oil system, permitted con-tamination class is 10 (NAS1638), 21/19/16 (ISO4406:1999), 11 (SAE AS4059:D) and recom-mended filtration rating is10-20 µm. For both systems the maximum water content is 5%.

Note IV: Normally it will be possible to choose an oil,which fulfils the demands for both the CPP sys-tem, the engine and/or the gearbox.

IMPORTANT

In the contractual warranty period for the CPP equipment, the oil used must fulfil the above speci-fications. Any deviation will only be allowed provid-ed a written acceptance is given by MAN Diesel. Further we undertake no responsibility for difficul-ties that might be caused by the oil itself.

MAN Diesel & Turbo

1690721-4.0Page 1 (1) 227000

03.31

Oil systems

Lubricating oil system

The stern tube and hub lubrication is a common system. The stern tube is therefore kept under static oil pressure by a stern tube oil tank placed above sea level, see fig 1.

All our propellers with seals of the lip ring type op-erate on lub oil type SAE 30 or SAE 40 − usually the same type of lubricating oil as used in the main engine and reduction gear.

In case of operating in cold waters it is recommended to use SAE 30 lub oil.

Fig 1 VBS − Lub oil system

L21/31L27/38

2P

16-A

MG

28E

Oil tank forward seal Stern tube oil

tank

Lip ring seals

MAN Diesel & Turbo

1690722-6.1Page 1 (2) 219000

04.50

Propeller shaft and coupling

Propeller shaft and coupling

The propeller hub and shaft are supplied assembled, with the aft seal fitted, fig 1.

The propeller blades can be supplied fitted depending on propeller size and transport facilities.

The tailshaft can only be installed from the aft end.

Standard tailshafts can be supplied up to a length of 14 m, longer on request. In plants with long shaft-lines, the max distance between the intermediate journal bearings can be estimated by means of the following formula provided the propeller speed is below 350 r/min.

L = 450 shaft diameter (mm)

L : maximum bearing distance

For twin screw ships with open shaft line arrange-ment supported by struts the distance between the aft and second aft bearing should not exeed 20 times the shaft diameter.

For easy alignment of the propeller shaftline, align-ment calculations are made and a drawing with instructions is supplied for all propulsion plants.

Fig 1 Propeller hub/shaft mounting

L21/31L27/38

Wear-ringO-ring

MAN Diesel & Turbo

04.50

Propeller shaft and coupling

Hydraulic coupling flange

The flange diameter of the coupling matches the counter part of the gearbox flange. This type of coupling uses a special shrink fitted mounting. High pressure oil of more than 2,000 bar is injected be-tween the muff and the coupling flange by means of the injectors. By increasing the pressure in the annular space C, with the hydraulic pump, the muff is gradually pushed up the cone.

Longitudinal placing of the coupling flange as well as final push−up of the muff is marked on the shaft and muff.

For assembling or dismantling we recommend to use SAE30 oil. To facititate mounting at low temperatures, the coupling can be heated to approx 20

oC.

Special shaft arrangements

We have several years of experience in special shaft arrangements:

Pendulum ferries Supply and anchor handling vessels Sailing ships Ferries

219000 1690722-6.1Page 2 (2)

L21/31L27/38

Fig 2 Fitting hydraulic coupling flange - Type ODG

Hydr. pump

Mark on shaft

Venting screw

Injectors

A ....

A ....

Distance for push-upstamped on coupling muff

100 mm

Muff

MAN Diesel & Turbo

1696407-3.0Page 1 (1) 223000

04.04

Intermediate shaft

L27/38

Fig 1 Intermediate shaft – example

2P

21-A

MG

28E

Detail BDetail A

Servo pipe

VBSpropeller

Journal bearing

Bulkhead seal

Intermediate shaft with servooil pipe for VBS propeller.

To be specified by the customerHydrauliccoupling

Detail BDetail A

MAN Diesel & Turbo

1690725-1.0Page 1 (2) 1217000

03.31

Propeller nozzle

Fig 1 Fixed nozzle - uncovered struts

General information

Nozzles offer many advantages for tugs and trawlers or whenever high thrust at low speed is required. We have supplied hundreds of nozzles, both fixed and steering nozzles. A special propeller blade design is supplied with the nozzle.

A correctly mounted nozzle will have a favourable influence on propeller induced vibrations, as the nozzle has an equalizing effect on the wake field round the propeller. Furthermore ducted propellers are lower loaded than open propellers contributing to a lower vibration level.

Design and classification approval of the nozzle support structure is the responsibility of the yard, but some general recommendations are given in the following.

Fixed nozzle

The nozzle and struts must be orientated relative to the general water flow behind the hull in order to reduce drag and optimize propulsion. Furthermore the struts must be fitted to allow free flow around the whole surface of the nozzle.

Behind a V−shaped afterbody, the nozzle should be tilted 2−3

o relative to the baseline with the forward

end downward to suit the flow to the nozzle, fig 1.

As the propeller shaft very often has an aft inclina-tion in proportion to the baseline, the relative tilting between the nozzle and the propeller shaftline is increased. This has no negative influence on the propulsion performance providing the angle does not exceed 5−7

o.

L21/31L27/38

Engineinclination

Pivot point

2-3°

Max 5-7 °

2P

05-A

MG

28E

MAN Diesel & Turbo

03.31

Propeller nozzle

With the propeller blade in a vertical downward posi-tion, and set at zero pitch, it is possible for the blade tip to be outside the stainless steel belt within the nozzle. This is acceptable because the tip moves astern into the stainless steel zone, when “Ahead” pitch is applied.

Cavitation in the lower part of the nozzle can normally be disregarded, due to the improved water flow and pressure head available in this area.

The position of the nozzle should have sufficient space for dismantling of the propeller blades and shaft.

The nozzle is prepared for mounting with struts.

Structurally, the side struts are cut through the shell plating and connected to the hull framing. The shell plating should be strengthened locally.

The upper nozzle support might be constructed as a closed streamlined box as shown on fig 2 or with sidestruts in V−form.

During construction of the nozzle attachment, it is important to realize that not only strength and reliability purposes have to be observed, but the hydrodynamic performance as well. Providing ample clearance between hull and nozzle reduces the thrust deduction and improves the propulsion.

Fig 2 Fixed nozzle - struts in streamlined box

12170001690725-1.0Page 2 (2)

L21/31L27/38

2P

06-A

MG

28E

Pivot point

Width of nozzle

Spa

cefo

rdism

antl

ing

C Propeller shaftL

Max6-7°

C NozzleL

Struts

MAN Diesel & Turbo

1696408-5.0Page 1 (1) 1217000

04.04

Propeller nozzle

Standard dimensions

The fixed nozzle can be supplied in two standard lengths, either 0.4 or 0.5 × propeller diameter, ac-cording to application.

Standard fixed nozzles are normally 0.4 × propeller diameter as propellers for geared propulsion systems are relatively low loaded.

For higher loaded propellers and fluctuations in wake field it may be recommendable to use nozzle 0.5 × propeller diameter.

L27/38

Fixed nozzle L/D = 0.4

Fixed nozzle L/D = 0.5

Fig 1 Fixed nozzle

D m

in

FD

L

D m

ax

Nozzle Prop. D D L Weight Weight-

type diam. min max approx. less

FD buoyancy

mm mm mm mm Kg Kg

2380 2350 2500 2775 940 1850 800

2730 2700 2870 3180 1090 2750 1030

3080 3050 3180 3530 1220 3350 1140

3480 3450 3650 4060 1380 4350 1350

2430 2400 2550 2830 960 1950 850

2780 2750 2920 3240 1100 2800 1050

3180 3150 3340 3710 1260 3500 1150

3630 3600 3810 4240 1440 5150 1400

2480 2450 2600 2890 980 2050 875

2880 2850 3020 3360 1140 2950 1075

3280 3250 3440 3820 1310 4030 1170

3730 3700 3910 4350 1490 5160 1310

2580 2550 2710 3000 1020 2300 940

2980 2950 3130 3475 1180 3075 1100

3380 3350 3550 3940 1340 4150 1200

3830 3800 4020 4470 1520 5300 1350

Nozzle Prop. D D L Weight Weight-

type diam. min max approx. less

FD buoyancy

mm mm mm mm Kg Kg

2380 2350 2530 2880 1175 2950 1280

2730 2700 2940 3310 1365 4500 1885

3080 3050 3270 3730 1525 5725 2060

3480 3450 3700 4210 1725 7300 2175

2430 2400 2580 2940 1200 3060 1300

2780 2750 2960 3360 1375 4580 1920

3180 3150 3380 3840 1575 6100 2100

3630 3600 3860 4390 1800 7950 2250

2480 2450 2640 2990 1225 3200 1320

2880 2850 3060 3480 1425 4800 1960

3280 3250 3420 3900 1625 6300 2050

3730 3700 3970 4510 1850 8125 2300

2580 2550 2740 3120 1275 3520 1420

2980 2950 3170 3600 1475 5250 2000

3380 3350 3590 4090 1675 6900 2150

3830 3800 4070 4630 1900 9400 2350

Reduction gear

3000

MAN Diesel & Turbo

1696409-7.2Page 1 (1) 332000

08.09

Design features

General information

MAN Diesel launched the development of reduction gearboxes in the late sixties and today more than 1500 gearboxes have been produced.

The gearboxes AMG28EV and AMG55EV are spe-cially designed for the 27/38 propulsion engine and covers a power range from 2040 kW to approx 3285 kW depending on the gearbox ratio. Standard reduc-tion ratios are in the range from 2.8 to 6.0.

All reduction gearboxes are designed, manufactured, and approved in accordance with the rules of the major Classification Societies.

The gearboxes are capable of managing very high ice-class notations.

Reduction gearbox

The AMG28EV and AMG55EV reduction gearboxes incorporates the following main functions:

1. Clutch for engaging and disengaging the propeller from the engine. The friction clutch is hydraulically actuated and is of the multiple disc type with sintered plates. As option the gearbox can be supplied with-out clutch.

2. Built-on servo system for controlling the VBS propeller. Servo oil inlet to the propeller goes through the gear output shaft.

3. Gear wheels for reduction of engine revolutions to required propeller revolutions. The gear wheels are single helical, made of special alloy steel, case hardened and ground, giving a high strength with low noise levels. All bearings in the gearbox are pressure lubricated slide bearings.

4. Thrust bearings for absorbing the propeller thrust are integrated. Thrust bearings are with tilting pads to ensure full surface contact.

L27/38

5. As an option, the gearbox can be equipped with a built-on power take-off (PTO). The standard power take-off is of the primary type. This makes it possible to use the PTO while the propeller is disengaged, an advantage as the shaft alternator can be used as main power source during stay in port.

Fig 1 Sectional view of gearbox

AMG28EV Series designation

AMG Alpha Module Gear

28 Gearbox series

E Electro/hydraulic pitch control

V For VBS-propeller

45VO30 Type designation

45 Gear ratio × 10

VO Vertical offset

30 Gear box size

MAN Diesel & Turbo

1696462-2.1Page 1 (1) 332000Project Planning Data - AMG 28

11.49

L21/31, L27/38

General Design Data - AMG28EV

255-305

250/30075

180

55-7050-7040-50

7575600.516

350ø575

TILTING-PAD700/690

200ø560

26-8

Built on servo oil pump, flow

Min./ max. oil level, gear housing Stand-by pump, pressureStand by pump, capacity

Nom. temperature range for thrust bearing Nom. temperature range for journal bearing Nom. temperature range for lub oil (outlet from cooler)

Alarm limit, thrust bearing temperatureAlarm limit, journal bearing temperatureAlarm limit, lub oil pump temperatureAlarm limit, lub oil pressureAlarm limit, clutch oil pressure

Max. propeller thrustThrust shaft flange diameterThrust bearing typeCenter distance, gear wheelsServo piston, stroke (Not for EV-version)Servo piston, diameter (Not for EV-version)Soft clutch-in: - Pressure in oil accumulator - Time for built-up pressure at clutch-in

REQUIREMENTS FOR INSTALLATION

Foundation boltsAdjusting foundation screwsChocks thicknessSuction pipe, stand-by pumpPressure pipe, stand-by pump

Oil content at alarmOil cooler type - Water connection - Water flow - Water temperature inlet (maximum) Weight approx (dry)

OPERATING DATA

Nom. lub oil pressureMin./max. lub oil pressureNom. servo oil pressure (without pressure increase) Max. servo oil pressureClutch oil pressure min./max. (optional)

L/min

litre Barl/min

°C°C°C

°C°C°CBarBar

kNmm

mmmmmmBarSec.

12xø24/M24 4xM24 25-50 mm DN65 DN50

220 litre PF-20-1P L=800 DN80 30 m3 / h 42 °C 8500 kg

6L21/31: 14-15 Bar7L21/31: 16-17 Bar8L21/31: 19-20 Bar9L21/31: 21-22 Bar

3 Bar1.0-4.0 Bar

30 Bar60 Bar

6L27/38: 18-20 Bar7L27/38: 21-23 Bar8L27/38: 24-27 Bar9L27/38: 27-30 Bar

MAN Diesel & Turbo

1696463-4.1Page 1 (1) 332000Project Planning Data - AMG 55

11.49

L27/38

General Design Data - AMG55EV

300

670/76075

220

6060

40/50

75751.0

5 bar below min.

310/495ø575/ø775

TILTING-PAD9002402-34-8

Built on servo oil pump, flow

Min./ max. oil level, gear housing Stand-by pump, pressureStand by pump, capacity

Nom. temperature of thrust bearing Nom. temperature of journal bearing Min./max. lub oil temperature (outlet from cooler)

Alarm limit, thrust bearing temperatureAlarm limit, journal bearing temperatureAlarm limit, lub oil pressureAlarm limit, clutch oil pressure

Max. propeller thrust (nominal / bollard pull)Thrust shaft flange diameterThrust bearing typeCentre distance, gear wheelsMax. total pitch stroke [VBS740 – VBS1280]Soft clutch-in: - Pressure in oil accumulator - Time for built-up pressure at clutch-in

REQUIREMENTS FOR INSTALLATION

Foundation boltsAdjusting foundation screwsChocks thicknessSuction pipe, stand-by pumpPressure pipe, stand-by pump

Oil content at alarmOil cooler type - Water connection - Water flow - Water temperature inlet (maximum) Weight approx (dry)

OPERATING DATA

Nom. lub oil pressureMin./max. lub oil pressureNom. servo oil pressure (without pressure increase) Max. servo oil pressureClutch oil pressure min./max.

l/min

litre Barl/min

°C°C°C

°C°CBar

kNmm

mmmmBarSec.

12xø24/M24 4xM24 25-50 mm DN100 DN50

550 litre PF28-20-631 L=631 DN80 62 m3 / h 39 °C 14500 kg

2.5 Bar 1.0-4.0 Bar 30 Bar 70 Bar 6L27/38: 18-20 Bar 7L27/38: 21-23 Bar 8L27/38: 24-27 Bar 9L27/38: 27-30 Bar

MAN Diesel & Turbo

1696411-9.2Page 1 (3) 332000

05.31

Main dimensions

L27/38

Fig 1 AMG28EV gearbox – PTO - Starboard

PTO shaft

596

1051

1223

1693

2065

575

63365

8

Max

.ø11

8

394

1290

1420

1500

174718

0 t6

700

780

1008

60

MAN Diesel & Turbo

1696411-9.2Page 2 (3)332000

05.31

Main dimensions

L27/38

Fig 2 AMG28EV gearbox – PTO - Center

596

1051

1223

1693

2245

60

575

658

180

t6

Max

.ø11

8

874

PTO shaft

1290

1420

150078

070

0

120014

73

MAN Diesel & Turbo

1696411-9.2Page 3 (3) 332000

05.31

Main dimensions

L27/38

Fig 3 AMG55EV Gearbox - main dimensions

PTO

1878

2038 680

ø 1

80 t6

70

ø 5

75

409

2900

485

Max

ø 1

30

920

900

400

1620

142

810275355

2050

R900

1057

2731

MAN Diesel & Turbo

1696412-0.2Page 1 (2) 332000

04.51

Weight and centre of gravity

L27/38

Weight and centre of gravity of gearbox

The gearbox is delivered with a flexible coupling. Type of coupling depends on engine power. The approximately weight without coupling and without oil is 8500 kg.

Fig 1 Reduction gearbox AMG28EV – weight and centre of gravity

Lifting gearbox

The gearbox is lifted by three wire straps connected to the four lugs.

One strap is to be connected to lugs aft and the other two straps to the two forward lugs.

915

215

2065

780

1500

MAN Diesel & Turbo

1330

2900

360

45

2685

1878

920

1696412-0.2Page 2 (2)332000

04.51

Weight and centre of gravity

L27/38

Weight and centre of gravity of gearbox

The gearbox is delivered with a flexible coupling. Type of coupling depends on engine power. The approximately weight without coupling and without oil is 15000 kg.

Fig 1 Reduction gearbox AMG55EV – weight and centre of gravity

Lifting gearbox

The gearbox is lifted by three wire straps connected to the four lugs.

One strap is to be connected to lugs aft and the other two straps to the two forward lugs.

MAN Diesel & Turbo

1696413-2.0Page 1 (2) 332000

04.04

Foundation

Installation of gearbox

The foundation must be as stiff as possible in all directions to absorb the dynamic forces caused by the engine and the propeller thrust.

The propeller thrust is transferred to the foundation through fitted holding down bolts when the gearbox is seated on steel chocks.

L27/38

Fig 1 Gearbox foundation – top view

When using epoxy chocks, side and end chocks are to be fitted at both forward and aft end, fitted bolts can then be omitted.

Noise and vibration levels

Noise and vibrations from the gearbox are mini-mised by using cast iron. Precision ground helical gear wheels with optimum correction and forced lubricated slide bearings, also reduce the noise and vibration levels.

3G

07-A

MG

28E

Gea

rfla

nge

Fly

whe

el

6

7

Aft-

end

box

See detail C

00

523

748

973

1198

1423

1648

1280

710

710

720

720

750

750

2267

2x6xø26 Holding down bolts

2x2xM24 Adjusting screws

Cyl.8

470

605

1535

1698

Detail CFlywheel

5

0

MAN Diesel & Turbo

1696413-2.0Page 2 (2)332000

04.04

Foundation

L27/38

Fig 2 Gearbox foundation – aft view

3G

08-A

MG

28E

X

S

Input shaft

Output shaftSee detail B

170

234

579

1280

1300 15 *

400 *

1420

1500

700

100

68078

0 40 *

40 *

* Guidance only

Detail B, GEAR

1

7

3

4

10

55

040

H2

To check for possible creep inthe epoxy material, measuring pinsare to be welded on the top plate ateach side of the engine/reduction gearat both ends and midlenght beforecasting the epoxy chocks.

Spotfacing ø60

40*

X: Height of chocks between 25 and 50 mm.S: Min 1 mm.

22°

MAN Diesel & Turbo

1696414-4.1Page 1 (2) 332000

09.28

PTO on gearbox

Whenever the gearbox is supplied with a PTO, (fig 1) the arrangements must be planned in co-operation with us and all necessary information made available to enable us to calculate the complete propulsion system torsional vibration characteristic.

The most frequent requirements for PTO’s are to drive alternators, hydraulic pumps, etc.

Generally, a flexible coupling between the PTO and the generator will be necessary and this coupling must be selected to transmit the power and give suitable torsional vibration characteristics. A toothed coupling will normally not be acceptable.

L27/38

Fig 1 PTO on reduction gearbox

When the generator is not in use, we recommend that it should be free wheeling as vibrations during standstill might damage the ball bearings in the generator.

PTO’s are installed on the aft end of the gearbox and can provide 1500/1800 rpm as standard for synchronous drives.

The PTO’s are supplied as an integrated part of the gearbox. Output power is max 1500 kW.

D

kWelCB

A

1008

394

MAN Diesel & Turbo

1696414-4.1Page 2 (2)332000

09.28

PTO on gearbox

PTO data sheet – 1500 rpm alternator PTO data sheet – 1800 rpm alternator

PTO placement

L27/38

394

1008

0

1008

0

394

1190

Generator A B C D kWel mm mm mm mm

356 881 355 523 628

432 1078 400 658 792

492 1178 400 658 792

540 1178 400 658 792

576 1278 400 658 792

620 1427 450 820 1083

700 1427 450 820 1083

836 1425 450 820 1083

904 1425 450 820 1083

972 1660 450 820 1083

1080 1755 500 820 1050

1144 1900 500 870 1050

1244 2005 500 870 1050

1352 2105 500 870 1050

1444 2105 500 870 1050

Generator A B C D kWel mm mm mm mm

372 880 355 523 628

408 880 355 523 925

432 880 355 523 628

508 1078 400 658 792

584 1178 400 658 792

656 1178 400 658 792

712 1278 400 658 792

768 1380 450 820 1083

788 1425 450 820 1083

940 1515 450 820 1083

1096 1610 450 820 1083

1216 1705 450 820 1083

1296 1900 500 870 1050

1372 1900 500 870 1050

1492 2000 500 870 1050

MAN Diesel & Turbo

1696410-7.2Page 1 (3) 340000

12.06

Servo oil system

Servo oil system

L27/38

Engine

Wat

er

Gearbox lubrication

Lube oiltemperature control

Oil sump

Oil

fillin

g

Leve

l dip

stic

k

Oil drain

Air

vent

Pitch IndicationServopistonAsternAhead

Valve block

Safety block

Pitch command

Cluth out Clutch in

Propeller

Clutch engaged indicationPressure control low control

Output shaft main bearings temperature

Hydraulic outletfor shaft breakInput shaft

main bearingstemperature

Multiple discclutch

Thrust bearingtemperature

48

13

20 21

484848

M

10

14

25

24

13

22

48

Y1717

Y2

9

8

12

19

15

18

29

24

48

11

8b

8a

11

48

25

26

49

44

44

29

44

49

44

27

44

49 49 49

49

49

P2

P1

E6

E7

IS

IS

PT

3253

LSL

2206

TE

2244

TE

2231

PT

2221

PSH

22222231B

PT

2231A

PT

2231

PSL

ZC

4720

ZC

3721A

ZC

3721B

2711B

ZCZC

2711A

PT

3252

TE

2245

TE

2240

2243

TE

2242

TE

TE

2241

3725B

ZT

3725A

ZT

3725B

ZI

Fig 1 Oil diagram

MAN Diesel & Turbo

1696410-7.2Page 2 (3)

12.06

Servo oil system

L27/38

340000

The oil system (see fig 1) consists of three systemsintegrated in one: clutch, servo for pitch control and lub oil system. The oil system is protected by a dou-ble full flow filter, which cartridge can be exchanged while the gear is in service.

The propeller pitch is adjusted by an electrically controlled proportional valve. The exact position of the propeller pitch is detected by a non-contacting magnetostrictive sensor which gives a precise and safe feed-back signal and will allow no unintended movement of the propeller pitch once the chosen pitch has been set.

Oil for pitch control is supplied to the propeller through an oil distributor ring placed in the forward end of the lower shaft.

Pressure controlled non-return valves built on to the side of the oil sleeve ensure that the actual pitch set-ting will be kept also in case of failure in power supply.

The hydraulic system is designed for a max pres-sure of 60 bar during manoeuvres, but the actual pressure required is normally considerably lower. The oil pressure is automatically reduced by approx 50% to maintain pitch once the desired setting has been attained.

Prefilter, item 25

To protect the gear oil stand–by pump (item 21), a prefilter (item 29) has to be installed before the pump.

Design data:Capacity: See gear oil stand–by pump, item 21Mesh size: 0.8 – 1.0 mm

Gear oil stand-by pump, item 21

To ensure good suction conditions for the gear oil stand-by pump (item 21), the pump should be placed as low as possible. The suction pipe should be as short and with as few bends as possible in order to prevent cavitation of the pump.

PSL2231

PT2221

PSH2222

During the engaging process of the multi disc clutch the following controlling devices have to be delayed for 15 sec.

Clutch pressure low, stand by pump start

Clutch pressure low, alarm

Clutch engaged indication

Item Description

7 Proportional valve 8 Servo valve 8a Control pressure max setting 8b Control pressure min setting 9 Clutch oil valve 10 Max system pressure 11 Non-return valve 12 HP double filter 13 Non-return valve 14 Lub oil back pressure valve 15 Cooler 17 4/2 way valve clutch 18 Accumulator 19 Difference pressure safety valve 20 El-motor 21 HP oil pump 22 HP flange pump 24 Excess flow check valve 25 Magnetic prefilter 26 Flow reduction valve 27 Hydraulic outlet for shaft brake 29 For oil filling 35 By-pass 44 Measuring connection 48 Isolating valve 49 Testing connection

Connections: E6 Cooling water inlet E7 Cooling water outlet P1 Stand-by pump inlet P2 Stand-by pump outlet

Parts and piping to be supplied and mounted by yard

All pipes installed by the yard must be free of all foreign parts and forging scales.

MAN Diesel & Turbo

1696410-7.2Page 3 (3) 340000Servo oil system

The gear pump also acts as a priming pump for the gearbox prior to start.

Design data:Capacity: See planning dataPressure: Max 60 bar Start-up 30 barTemperature: Max 70°CViscosity: Normal 40 – 60 cSt Start-up 1000 cSt

Non-return valves, item 13To facilitate automatic start-up of stand-by pumps, a non-return valve after the built-on pump and after the stand-by pump is standard.

Pressure control valves, items 8, 8a, 8b, 9 and 14

A valve block is mounted on the gearbox. The valve block consists of a pressure control valve for clutch

oil (item 9), a pressure control valve for lubricating oil (item 14) and a special pressure control valve (item 8) for servo oil.

Gear oil cooler, item 15

The gearbox is supplied with a built-on oil cooler. The cooler has only one element made of extruded material. This results in a very compact cooler. By use of correct cooling liquid no cleaning or mainte-nance is needed.

Oil quality

Lubricating oil SAE30 with FZG–class of minimum 12 can be used.

12.06

L27/38

MAN Diesel & Turbo

1696415-6.0Page 1 (1) 382000

04.04

Shaft brake

L27/38

As an option, the gearbox can be supplied with a shaft brake.

The shaft brake is mainly used in connection with fishing vessels to prevent the propeller from causing damage to the fishing-tackle and consequently avoid rope or wire to be caught by the propeller. No specific requirements in design of the propeller shafting are necessary when installing shaft brakes.

When a shaft brake is required, the disc can be accommodated between any convenient inboard coupling flange in the propeller shafting and the gear thrust shaft.

Fig 1 Shaft brake arrangement

Fig 1 shows the shaft brake arrangement. Brake linings are non-asbestos – environmentally safe with longer service life.

Oil pressure from the clutch-out side of the oil dis-tributor box is led to the shaft brake, which means that the brake is activated as soon as the propeller shaft is clutched out.

The static brake power is about 5-10% of the nomi-nal torque.

The brake power can be increased by using several pairs of callipers.

3 G

03-A

MG

28E

Seen from above

Shaft brake

Discfor brakes

Thrust shaft

Packing and preservation

9000

MAN Diesel & Turbo

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

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

Storage of engine and reduction gear at customers

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

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

Maintenance intervals

Protection maintenance must be carried out at the following intervals:

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

If the above conditions are not met every 1 month

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

Turning of engine and reduction gear

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

Dispatch condition of engine and reduction gear from MAN Diesel

1699261-3.0Page 1 (1)

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

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

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

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

Protection maintenance

- Remove the crankcase, camshaft and rocker arm covers.

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

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

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

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

sary. - Remove the outlet pipe from the turbocharger

exhaust and turn the rotor of the turbocharg-er.

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

and cover with tarpaulins.

09.22

General

912000

MAN Diesel & Turbo 91200

Pack

ing

and

pres

erva

tion

Desc

riptio

nAl

pha

Prop

elle

r Mk.

5

2010

-12-

12

Doc-ID: 1699910-8.1 1 (1)

Dispatch conditions of propeller equipment from MAN Diesel & TurboThe propeller equipment is treated by MAN Diesel & Turbo with conserva-tion grease. Furthermore the propeller equipment is covered with foil, shock absorbing material and a wooden layer. The propeller hub is furthermore sealed by a tarpaulin.

Storage of propeller equipment at customerUpon arrival of equipment it is yard responsibility to visually inspect that there are no damages to the protection cover.

Minimum protection during storage must be by covering with tarpaulins to keep dry. The propeller equipment should be keept in the wooden founda-tion as delivered.

MAN Diesel & Turbo do however recommend indoor storage and maintaining min 5˚C above outdoor temperature to avoid condensation and sweating.

Maintenance intervalsProtection maintenance must be carried out at the following intervals prior to installation:

Good storage conditions

(dry and indoor) .................... every 12 months

Poor storage conditions

(outdoor) ............................... every 3 months

Immediately after installation in the ship, the propeller shaft must be treated with preservation oil/grease in order to avoid corrosion and damages to the shaft.

Please note: Propeller parts with build-on electronics are to be stored and handled as electronic equipment

MAN Diesel & Turbo

Pack

ing

and

pres

erva

tion

Desc

riptio

nAl

pha

Prop

elle

r Mk.

5

Dispatch conditions of electronic equipment from MAN Diesel & TurboPanels and control unit are packed in well-sealed boxes and to protect the components from corrosion they are supplied with a Cor-trol VCI Vapour

Corrosion Inhibitor giving an invisible protective ionic layer.

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

Storage of electronic equipment at customersThe equipment should always be stored in a dry environment. Under normal warehouse conditions the Cor-trol VCI will give long term protection pro-vided they remain sealed and maintained in such a condition that prevents any air circulation within.

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

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

Installation worksDuring the installation period the yard has to protect the cabinets and elec-trical equipments against water, dust and fire.

It is not allowed to do any welding works near the cabinets. The cabinets have to be fixed to the floor or to the walls by means of screws.

If it is necessary to do welding works near the cabinet the cabinets and panels have to be protected against heat, electric current and electro-magnetic influences. For protection against current, all cabling has to be disconnected from affected components.

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

Doc-ID: 1699912-1.1 1 (1)

2010

-12-

12

912000

Engine

14000

MAN Diesel & Turbo

1696416-8.2Page 1 (2) 1400000

10.40

Design features

Design criteria for L27/38

Decisive parameters for a propulsion engine are the requirements for a compact engine design and long term reliability in operation.

However, other requirements as mentioned below, have been given high priority:

• Longtime between overhauls (TBO)

• Nounscheduled maintenance and repair work

• Unrestrictedheavyfueloiloperation

• Lowfuelandluboilconsumptionrates,fulfilling

legal emission limit values

• Highmaintenanceandoperationfriendliness

• Goodpartloadbehaviour

• Easyinstallation, rigidly or resiliently seated

Engine frame and crankshaft

The monobloc nodular cast iron engine frame forms the most vital part of the engine. Through-going main bearing tie rods and the deeply positioned cylinder head tie rods maintain a static preloading of the casting, thereby absorbing dynamic loads attained from gas and mass forces, with a high safety margin.

All tie rods are tightened hydraulically.

Well supported main bearings carry the crankshaft with generously dimensioned journals. The com bi na-tion of a stiff box design and the carefully balanced crankshaft ensure that the engine is running smoothly and free of vibrations.

Front-end box

A unique feature is the introduction of the front-end box, arranged at the free end of the engine. It con-tains connecting ducts for cooling water and lubri-cating oil systems as well as pumps (plug-in units), thermostatic valve elements, lub oil cooler and the automaticback-flushingluboilfilter.

L27/38

Fig 1 Sectional view of engine

In order to reduce the engine length, external pipe connections are arranged on the sides of the front-end box

The small optional PTO is located on the forward side.

MAN Diesel & Turbo

1696416-8.2Page 2 (2)1400000

10.40

Design features

Cylinder unit

The cylinder unit incorporating cylinder head, water jacket, piston and connecting rod can either be with-drawn/installed as a complete unit or as individual components, depending on the available space conditions.The cylinder liner features a flame ring in the top. The purpose is to scrape away coke deposits on the piston top land and thereby avoid bore polish-ing of the cylinder liner. This will ensure optimal ring performance and low lub oil consumption.

The piston is a composite piston with steel crown and a nodular cast iron body. A wear resistant chrome layer on the piston rings ensures long TBOs.

The robust connecting rod is of the marine head typewiththe jointabovethemarineheadandfit-ted with hy draulically tightened units. During piston withdrawal, the marine head remains on the journal, saving dismantling space and at the same time pro-tecting the journal.

The “cross-flow” cylinder head in nodular cast iron ha s 2 inlet and 2 exhaust valves – all rotating to minimize wear and equalize temperatures. Together with the direct cooled exhaust valve seat rings, a reliable operation is ensured.

Turbocharging, charge air cooler

The turbocharging system is based on the constant pressure principle, using the newly developed radial-flowtypeMANDiesel&Turboturbochargers.

Starting air system

The engine is started by means of a built-on air starter, controlled from the instrument panel on the engine or from the remote control system.

In case of electric power failure, an emergency start-ing facility can be activated.

Acrankingdeviceisfittedontheengine.

L27/38

Lubricating oil system

The engine features an entirely closed lub oil system which ensures easy installation on board and no risk of dirt entering the lub oil circuit.

The helical gear type lub oil pump is mounted in the front-end box and draws the oil from the wet sump.

Via a pressure regulator, the oil flows through the lub oil plate cooler and the full-flow automatic back-flushing luboilfilter.Thissolutioneliminatesexchangeoffiltercartridgesaswellas thewastedisposal problem.

Theback-flushoilisdrainedtothesump.Apurifieris to be connected to maintain proper condition of the lub oil.

An integrated thermostatic valve ensures a constant lub oil temperature to the engine.

Cooling water system

The cooling water system is based on separate low and high temperature systems.

Both circuits are cooled by fresh water.

HT system

The water is circulated by the HT pump through the firststageofthechargeaircooler,thejacketwatercollar, cylinder heads and thermostatic valve, through the high temperature cooler, back to the HT pump.

Nearly 100% of the heat removed from the hightemperature system can be utilized for heat recovery.

LT system

ThewateriscirculatedbytheLTpumpthroughthesecond stage of the charge air cooler, the lub oil coolers for engine and gearbox, the high tempera-ture cooler, through the central cooler and back to theLTpump.

MAN Diesel & Turbo

3700083-1.0Page 1 (2) 1400000

11.06 - Tier II

Main dimensions

L27/38

TCR lader5070

888 1053 445 445 904

3220

3962

454 1370

2225

530

800

762

2108

099-

7.0

Fig 1 Engine type 6L27/38

822

Fig 2 Engine type 7L27/38

5515

888 1053 445 445 904

3665

4407

454 1370

2357

530

800

MAN Diesel & Turbo

3700083-1.0Page 2 (2)1400000

11.06 - Tier II

Main dimensions

L27/38

2108

115-

4.0

Fig 3 Engine type 8L27/38

5955

888 1053 445 445 904

4110

4852

454 1370

2357

530

800

822

2108

116-

6.0

Fig 4 Engine type 9L27/38

6405

888 1053 445 445 904

4555

5263

454 1370

2357

530

800

822

MAN Diesel & Turbo

1696451-4.2Page 1 (1) 1400000Foundation for engine

The details given in this chapter are important for dimensioning the engine foundation and the aft structure of the vessel.

The forces and torques, arising due to weight, and operation of the engine must be taken into consid-eration when designing the engine foundation. For information on forces and torques, see fig 1.

08.45

L27/38

We recommend the clearance between the tanktop and oil pan of the engine to be min 15 mm, when the engine/reduction gear is placed on the top plates without chocks.

External forces and moments 1 order moment 2 order moment Free forces Guide pressure

Engine Horisontal Vertical Horisontal Vertical Horisontal Vertical moment Type rpm kNm kNm kNm kNm kN kN kNm Hz

6L27/38 800 0 0 0 0 0 0 22.52 40 14.65 80

7L27/38 800 0.174 19.381 0 16.495 0 0 51.71 46.7 9.88 93.3

8L27/38 800 0 0 0 0 0 0 45.3 53.3 6.42 106.7

9L27/38 800 0.128 14.043 0 8.983 0 0 43.59 60 3.74 120

Fig 1

4

6

12

3

5

AFT

1. Order moment, vertical2. Order moment, vertical

1. Order moment, horizontal2. Order moment, horizontal

Guide pressure moment, horizontal

MAN Diesel & Turbo

1696422-7.3Page 1 (5) 1482000

10.47

Foundation for Engine - Rigid Mounting

L27/38

Fron

t Fou

ndat

ion

Bol

t

Fly

whe

el

Fron

t-en

d bo

x

Aft-

end

box

2x15x26 Holding down Bolts

2x3xM30x2 Adjusting screws2

5

Cyl.1Cyl.2Cyl.3Cyl.4Cyl.5CYL.7

The wedges are to be lightly driveninto place, re-checked and tack-weldedat service temperature.

8 710

Cyl.6

640

640

685

685

00 53

568

5

1425

1575

1870

2020

2315

2465

2760

2910

3205

3355

3650

3783

355

3783

4222

1060

3502

.5

832.

598

011

30

2167

.5

1270

Detail C

DETAIL CFLYWHEELScale 1:2.5

6 cyl

5

0

Engine seating - 6L27/38

Engine seating - 7L27/38

Cyl.1Cyl.2Cyl.3Cyl.4Cyl.5Cyl.6

Fron

t Fou

ndat

ion

Bol

t

The wedges are to be lightly driveninto place, re-checked and tack-weldedat service temperature.

Fly

whe

el

Fron

t-en

d bo

x

2

5

8 7

Aft-

end

box

10

2x13x26 Holding down Bolts

2x2xM30 Adjusting screws 640

640

685

685

0

535

685

980

1130

1425

1575

1870

2020

2315

2465

2760

2910

3205

3338

355

3338

3777

1060

3057

.5

832.

5Detail C

0

DETAIL CFLYWHEELScale 1:2.5

7 cyl

5

0

MAN Diesel & Turbo

1696422-7.3Page 2 (5)1482000

10.47

Foundation for Engine - Rigid Mounting

L27/38

Fly

whe

el

Fron

t Fou

ndat

ion

Bol

t

Fron

t-en

d bo

x

Aft-

end

box

2x17x26 Holding down Bolts

2x3xM30 Adjusting screws

Fron

t Fou

ndat

ion

Bol

t

Fly

whe

el

Fron

t-en

d bo

x

Aft-

end

box

2x19x26 Holding down Bolts

2x3xM30 Adjusting screws

Cyl.1Cyl.5Cyl.6Cyl.7Cyl.8Cyl.9

25

8 7

Cyl.4 Cyl.3 Cyl.2

The wedges item 8 are to be lightlydriven into place, re-checked andtack-welded at service temperature.

10

640

640

00

1060

321

798

2578

4358

4639

1986

2431

2726

2876

3171

3321

3616

3766

4211

4061

651

946

1096

1391

1541

1836

4506

4639

Detail C

501

2281

Cyl.1Cyl.2Cyl.3Cyl.4Cyl.5Cyl.6Cyl.7Cyl.8

The wedges are to be lightly driveninto place, re-checked and tack-weldedat service temperature.

25

8 71110

640

640

685

685

00 53

568

5

980

1130

1425

1575

1870

2020

2315

2465

2760

2910

3205

3355

3650

3800

4095

4228

355

2612

.5

3947

.5

4228

4667

1060

832.

5

Detail C

DETAIL C

FLYWHEELScale 1:2.5

8 cyl

5

0

Detail CFlywheelScale 1:2.5

9 cyl

0

21.7

Engine seating - 8L27/38

Engine seating - 9L27/38

MAN Diesel & Turbo

1696422-7.3Page 3 (5) 1482000

10.47

Foundation for Engine - Rigid Mounting

L27/38

DETAIL A, ENGINE Scale 1:2.51

2

3

4Spotfacing ø60

40 *Y

165

4540

H1

S

* GUIDANCE ONLY

CL Crankshaft SEE DETAIL A

870

15°

980

1060

1100

1280

1370

R106

40 *

365

165

40 *

800

530

1330

ø1232

15 *400 *

To check for possible creep inthe epoxy material, measuringpins are to be welded on the topplate at each side of the engineat both ends and midlenght beforecasting the epoxy chocks.

MAN Diesel & Turbo

1696422-7.3Page 4 (5)1482000

10.47

Foundation for Engine - Rigid Mounting

L27/38

HOLDING-DOWN BOLT, ITEM 2

SIDE CHOCKS, ITEM 7

WEDGE, ITEM 8

MATERIAL SPECIFICATION:- Holding-down bolts item 2, nuts item 1 and 4 and endchock bolts item 12:

ISO property class 8.8 or similar.

Tensile strenght min 700 N/mm .

EPOXY CHOCKS:- Epoxy plan, see guiding "Calculation for epoxy chocks"- Height of chocks "Y" for engine: 25 - 50 mm

TIGHTENING TORQUE FOR HOLDING-DOWNBOLT ITEM 2:Tightening torque according to epoxy chock calculation

Yield point min 640 N/mm .

Tightening torque for end chock bolts, item 12: 830 Nm

M24

L=H1+85ø

24

M24

3x45° 3x45°

50 50

35

10 80

45

6 29 10

100

135

2525

150

23.9

100

175

24

30

35

Ra 1.6

Ra 3.2

Ra 3.2

MAN Diesel & Turbo

1696422-7.3Page 5 (5) 1482000

10.47

Foundation for Engine - Rigid Mounting

L27/38

Adjustabel spherical washer

M24 nut with locking devicePlain washer. Min hardness 200HBM24 holding-down boltM24 nut

11108

1234

ITEM DESCRIPTION

75 Adjusting screw (MAN Diesel & Turbo supply)

Side chocksWedgeEngine end chocks

M30 bolt for engine end chocks121314

Spherical washerM30 nut with locking device

Adjustablespherical washer Item 11

Bolt for end chock Item 12

Min

hei

ght

40

mm

Max

hei

ght

50

mm

303x45°

330

3x45°

55 55ø30

Ra 3.2R

a 3.2Ra 1.6

14 13 11

10

12338011

015

Scale 2:1

.8x4

5°

5635

49

R 41

11.2

3.6

12

3156

Spherical washer for end shock, Item 13

19.2

4010

**60

R 2530°

10

Ra 3.2

The supporting plates of the end chock,item 10, must be adapted to thefoundation top plate, and full weldedboth inside and outside.

** Height of epoxy chock "Y" + 50 mm

Tightening torque forendchock bolts,item 12:830 Nm

MAN Diesel 6 Turbo

1699866-5.0Page 1 (3) 1482000

08.09

Foundation for Engine - Resilient Mounting

L27/38

ø8080

170

800

700

870

1370

1630

View A-A

CL - Crankshaft 123456789

10111213141516

Hexagon screwWasherHexagon screwSupport plate for bracketBracket for resilient mountingResilient mounting elementHexagon screwShimCylindrical distance pieceFastening plateAlignment screwHexagon screwGuideMounting templateHexagon screwDistance ring

16

A

A

(The engine shown is 8L27/38)

11

Section B Section C Section D

10

9

8

7

6

5

4

3

21

12

13

14

15

Mounting template (item 14) is to beused for installation of the cylindricaldistance pieces (item 9) and thefastening plates (item 10).

Brackets (item 5) and rubber mountings(item 6) etc are supplied as loose partsand have to be installed according tothe description "Installation of rubbermountings".

Bricks for adjustingscrews Yard supply.

The engine is supplied withoutbrackets and rubber mountings.

The engine is to be landed onthe adjusting screws (item 11),and aligned in proportion to thegearbox according to thealignment instructions.

MAN Diesel & Turbo

1699866-5.0Page 2 (3)1482000

08.09

Foundation for Engine - Resilient Mounting

L27/38

6L27/38

7L27/38

8L27/38

9L27/38

twin-bracket single-bracket

Position of rubber mountings

Position of adjusting screws

35088330

3508

2168

1430755

30588330

2765

3503

2015

2168

1335755

2613

39488330

3058

3948

1430755

2578

43587980

2578

4358

3468

1396721

MAN Diesel 6 Turbo

1699866-5.0Page 3 (3) 1482000

08.09

Foundation for Engine - Resilient Mounting

L27/38

20

30

28

27

26

25

24

23

22

21

29

21222324252627282930

Base castingCentral bufferSynthetic bushRubber elementTop castingAdjusting nutWasherNutTapped hole M12 for jacking boltsProtecting cap

The rubber mountings should now be attached tothe brackets.

Before attaching, the rubber mounting is to bepre-adjustedas follows:

Attach the mountings to the brackets by means offixing the central buffer (item 22), washer (item 27)and nut (item 28), handtight.

Remove nut (item 28) and washer (item 27) fromthe mounting.

Twin bracket Single bracket

Twin bracket for starboard side as shown- mirror imaged for port side.

Location of the rubber mountings changeswith no of cylinders.

MAN Diesel & Turbo

12.17 - Tier II

L27/38

1400000List of Capacities3700009-1.6Page 1 (2)

1) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat.

2) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechani-cal thermostat.

3) Tolerance: + 10% for rating coolers, - 15% for heat recovery. 4) Basic values for layout of the coolers. 5) Under above mentioned reference conditions. 6) Tolerance: quantity +/- 5%, temperature +/- 20°C. 7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.

6-9L27/38: 365 kW/cyl., 800 rpm, MGOReference Condition : TropicAir temperatureLT-water temperature inlet engine (from system)Air pressureRelative humidity

°C°Cbar%

4538150

Temperature basisSetpoint HT cooling water engine outlet 1)

Setpoint LT cooling water engine outlet 2)

Setpoint Lube oil inlet engine

°C

°C

°C

79°C nominal (Range of mechanical thermostatic element 79°C to 85°C)

35°C nominal (Range of mechanical thermostatic element 29°C to 41°C)

66°C nominal (Range of mechanical thermostatic element 63°C to 72°C)

Number of Cylinders - 6 7 8 9Engine outputSpeed

kWrpm

2190 2555 2920 3285 800

Heat to be dissipated 3)

Cooling water (C.W.) CylinderCharge air cooler; cooling water HTCharge air cooler; cooling water LTLube oil (L.O.) coolerHeat radiation engine

kWkWkWkWkW

326 380 434 489 716 810 897 979 249 282 317 353 292 341 390 438 54 63 72 81

Flow rates 4)

Internal (inside engine) HT circuit (cylinder + charge air cooler HT stage)LT circuit (lube oil + charge air cooler LT stage)Lube oil External (from engine to system)HT water flow (at 40°C inlet)LT water flow (at 38°C inlet)

m3/hm3/hm3/h

m3/hm3/h

70 70 70 70 70 70 70 70 80 115 115 115 22.9 26 28.8 31.5 70 70 70 70

Air dataTemperature of charge air at charge air cooler outletAir flow rate

Charge air pressureAir required to dissipate heat radiation (engine) (t2-t1= 10°C)

°Cm3/h 5)

kg/kWhbarm3/h

54 56 57 58 13580 15844 18107 20371 6.79 6.79 6.79 6.79

4.07 17498 20414 23330 26247

Exhaust gas data 6)

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

m3/h 7)

t/h°CkW

mbar

28921 33741 38562 43382 15.3 17.9 20.4 23.0 385 385 385 385 896 1045 1194 1343

< 30

MAN Diesel & Turbo

Number of Cylinders - 6 7 8 9PumpsExternal pumps 8)

For MGO/MDO-operation Diesel oil pump (3.5 bar at fuel oil inlet B3) For HFO-operation Fuel oil supply pump (4 bar discharge pressure) Fuel oil circulating pump (8 bar at fuel oil inlet B3) Lube oil pump (4.5 bar) LT cooling water pump (2.5 bar) HT cooling water pump (2.5 bar)

m3/h

m3/hm3/hm3/hm3/hm3/h

1.55 1.81 2.06 2.32 0.74 0.87 0.99 1.12 1.55 1.81 2.06 2.32 60 60 60 75 62 62 62 62 62 62 62 62

Starting air dataAir consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.9 3.3 3.8 4.3

8) Tolerance of the pumps delivery capacities must be considered by the manufactures.

12.17 - Tier II

L27/38

1400000 List of Capacities 3700009-1.6Page 2 (2)

MAN Diesel & Turbo

12.17 - Tier II

L27/38

1400000List of Capacities3700010-1.6Page 1 (2)

6-9L27/38: 340 kW/cyl., 800 rpmReference Condition : TropicAir temperatureLT-water temperature inlet engine (from system)Air pressureRelative humidity

°C°Cbar%

4538150

Temperature basisSetpoint HT cooling water engine outlet 1)

Setpoint LT cooling water engine outlet 2)

Setpoint Lube oil inlet engine

°C

°C

°C

79°C nominal (Range of mechanical thermostatic element 77°C to 85°C)

35°C nominal (Range of mechanical thermostatic element 29°C to 41°C)

66°C nominal (Range of mechanical thermostatic element 63°C to 72°C)

Number of Cylinders - 6 7 8 9Engine outputSpeed

kWrpm

2040 2380 2720 3060 800

Heat to be dissipated 3)

Cooling water (C.W.) CylinderCharge air cooler; cooling water HTCharge air cooler; cooling water LTLube oil (L.O.) coolerHeat radiation engine

kWkWkWkWkW

311 363 415 467 640 725 804 878 238 268 298 330 276 322 368 413 50 59 67 75

Flow rates 4)

Internal (inside engine) HT circuit (cylinder + charge air cooler HT stage)LT circuit (lube oil + charge air cooler LT stage)Lube oil External (from engine to system)HT water flow (at 40°C inlet)LT water flow (at 38°C inlet)

m3/hm3/hm3/h

m3/hm3/h

70 70 70 70 70 70 70 70 80 115 115 115 21 23.8 26.5 29 70 70 70 70

Air dataTemperature of charge air at charge air cooler outletAir flow rate

Charge air pressureAir required to dissipate heat radiation (engine) (t2-t1= 10°C)

°Cm3/h 5)

kg/kWhbarm3/h

54 55 57 58 13023 15193 17364 19534 6.99 6.99 6.99 6.99

4.04 16202 19118 21710 24302

Exhaust gas data 6)

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

m3/h 7)

t/h°CkW

mbar

26658 31102 35545 39988 14.7 17.1 19.6 22.0 360 360 360 360 748 873 997 1122

< 30

1) HT cooling water flow first through HT stage charge air cooler, then through water jacket and cylinder head, water temperature outlet engine regulated by mechanical thermostat.

2) LT cooling water flow first through LT stage charge air cooler, then through lube oil cooler, water temperature outlet engine regulated by mechani-cal thermostat.

3) Tolerance: + 10% for rating coolers, - 15% for heat recovery. 4) Basic values for layout of the coolers. 5) Under above mentioned reference conditions. 6) Tolerance: quantity +/- 5%, temperature +/- 20°C. 7) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.

MAN Diesel & Turbo

Number of Cylinders - 6 7 8 9PumpsExternal pumps 8)

For MGO/MDO-operation Diesel oil pump (3.5 bar at fuel oil inlet B3) For HFO-operation Fuel oil supply pump (4 bar discharge pressure) Fuel oil circulating pump (8 bar at fuel oil inlet B3) Lube oil pump (4.5 bar) LT cooling water pump (2.5 bar) HT cooling water pump (2.5 bar)

m3/h

m3/hm3/hm3/hm3/hm3/h

1.44 1.68 1.92 2.16

0.69 0.81 0.92 1.04 1.44 1.68 1.92 2.16 60 60 75 75 62 62 62 62 62 62 62 62

Starting air dataAir consumption per start, incl. air for jet assist (IR/TDI) Nm3 2.9 3.3 3.8 4.3

12.17 - Tier II

L27/38

1400000 List of Capacities 3700010-1.6Page 2 (2)

8) Tolerance of the pumps delivery capacities must be considered by the manufactures.

MAN Diesel & Turbo20

4794

8-0.

1/20

1571

6-6

1696424-0.1Page 1 (4) List of Symbols

L21/31L27/38

04.27

1400000

Pipe dimensions and piping signature

Pipe dimenesions

A : Welded or seamless steel pipes.

Normal Outside Wall Diameter Diameter Thickness DN mm mm

15 21.3 20 26.9 25 33.7 32 42.4 40 48.3 50 60.3 65 76.1 80 88.9 90 101.6 100 114.3 125 139.7 150 168.3 175 193.7 200 219.1

In a

ccor

danc

e w

ith c

lass

ifica

tion

or o

ther

rul

es

B : Seamless precision steel pipes or Cu- pipes. Stated: Outside diameter and wall thickness

i.e. 18 x 2

Piping

: Built-on engine/Gearbox

: Yard supply

Items connected by thick lines are built-on engine/gearbox.

MAN Diesel & Turbo

2047

948-

0.1/

2015

716-

6

1696424-0.1Page 2 (4)List of Symbols

L21/31L27/38

04.27

1400000

Pump, general

Centrifugal pump

Centrifugal pump with electric motor

Gear pump

Screw pump

Screw pump with electric motor

Compressor

Heat exchanger

Electric pre-heater

Heating coil

Non-return valve

Butterfly valve

Gate valve

Relief valve

Quick-closing valve

Self-closing valve

Back pressure valve

Shut off valve

Thermostatic valve

Pneumatic operated valve

Ballcock

Cock, three-way, L-port

Double-non-return valve

Spectacle flange

Spectacle flange, open

Spectacle flange, closed

Orifice

Flexible pipe

Centrifuge

Suction bell

Air vent

Sight glass

Mudbox

Filter

Filter with water trap

Typhon

Pressure reducing valve (air)

Oil trap

Accumulator

Pressure reducing valve with pressure gauge

DIN 2481

DIN 2481

DIN 2481

DIN 2481

DIN 2481

DIN 2481

ISO 1219

DIN 2481

DIN 2481

DIN 8972

DIN 74.253

DIN 2481

DIN 2481

DIN 2481

DIN 28.004

DIN 28.004

ISO 1219

DIN 74.253

ISO 1219

DIN 28.004

MAN Diesel & Turbo20

4794

8-0.

1/20

1571

6-6

1696424-0.1Page 3 (4) List of Symbols

L21/31L27/38

04.27

1400000

Measuring deviceLocal readingPressure Indicationno 1.2 (refer to list of instruments)

Measuring deviceRemote readingPressure TransmitterID-no 2231 (refer to list of alarms)

PI1.2

PT2231

Shut off cockwith test flange

Before unit - pressure high

Measuring pressure difference

After unit - pressure low

Plugged connectionfor additional device

Specification of letter code for measuring devices

1st letter

D : Density E : Electric F : Flow L : Level M ; Moisture P : Pressure S : Speed T : Temperature V : Viscosity Z : Position

(ISO 3511/I-1977(E))

Following letters

A : Alarm D : Difference E : Transducer H : High I : Indicating L : Low N : Closed O : Open S : Switching, shut down T : Transmitter X : Failure C : Controlling Z : Emergency/safety acting

The presence of a measuring device on a schematic diagram does not necessarily indicate that the device is included in our scope of supply.

For each plant. The total extent of our supply will be stated formally.

MAN Diesel & Turbo

2047

948-

0.1/

2015

716-

6

1696424-0.1Page 4 (4)List of Symbols

L21/31L27/38

04.27

1400000

Specification of ID-no code for measuring signals/devices

1st digit

Refers to the main system to which the signal is related.

1xxx : Engine

2xxx : Gearbox

3xxx : Propeller equipment

4xxx : Automation equipment

5xxx : Other equipment, not related to the propulsion plant

The last two digits are numeric ID for devices referring to the same main and aux. system.

Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same pa-rameter, the ID specification is followed by a letter (A, B, ...etc.), in order to be able to separate the signals from each other.

2nd digit

Refers to the auxillary system to which the signal is related.

x0xx : LT cooling water

x1xx : HT cooling water

x2xx : Oil systems (lub. oil, cooling oil, clutch oil, servo oil)

x3xx : Air systems (starting air, control air, charging air)

x4xx : Fuel systems (fuel injection, fuel oil)

x5xx :

x6xx : Exhaust gas system

x7xx : Power control systems (start, stop, clutch, speed, pitch)

x8xx : Sea water

x9xx : Miscellaneous (shaft, stern tube, sealing)

MAN Diesel & Turbo

General

12.09

1400000Exhaust gas components1655210-7.3Page 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.All engines produced currently fulfil IMO Tier II.

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 – 0.10 8.0 – 10.0

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. [g/kWh]

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.

D 10 28 0

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

12.09

1400000 Exhaust Gas Components 1655210-7.3Page 2 (2)D 10 28 0

MAN Diesel & Turbo

1696425-2.1Page 1 (3) 1400000

L27/38

Space Requirements

Dismantling Space

Sufficient space for pulling the pistons, cylinder lin-ers, cylinder heads, and charging air cooler must be available.

04.46

530

2540

C CrankshaftL

Fig 4.22 Lifting height for cylinder

liners

4 E

08

530

2255

C CrankshaftL

530

2275

C CrankshaftL

Fig 4.20 Lifting height for

pistons

Fig 4.21 Lifting height for cylinder

heads

4 E

08

MAN Diesel & Turbo

Space Requirements 1696425-2.1Page 2 (3)1400000

L27/38

Fig 4.23 Dismantling lub oil filter Fig 4.24 Dismantling lub oil pump

Fig 4.25 Dismantling charging air cooler Fig 4.26 Dismantling complete cylinder unit

04.46

530

955

1757

530

3040

(w

ithou

t stu

ds)

3482

(w

ith s

tuds

)

C CrankshaftL

C CrankshaftL

530

1186

1670

1114

966

C o

f cyl

iner

no

1L Fr

ont f

ound

atio

n bo

lt

C CrankshaftL

MAN Diesel & Turbo

1696425-2.1Page 3 (3) 1400000

04.46

Space Requirements

L27/38

Fig 1 Centre distance for twin engine installation

4E

02-A

MG

28E

Min 2500

MAN Diesel & Turbo

Fig 6.4 Cooling water diagram

1694925-0.3Page 1 (9) 1400000

L27/38

Cooling Water System

11.07

12349

101112131415161718293031323334353637383949

Seachest lowSeachest highSea water filterSea water pumpOverboard discharge valveLT pumpLT stand-by pumpRegulating valve (optional)Charging air cooler, LT sectionOrifice for cooling water to gearboxGear oil coolerEngine lubricating oil cooler LT thermostatic valveCentral coolerLT expansion tankHT pumpHT stand-by pumpCharging air cooler HT sectionAdjustment valve for heat recoveryThermostatic valve for heat recoveryHeat recoveryHT thermostatic valveHT fresh water coolerCirculating pump for preheaterPreheaterHT expansion tank

Item Description

Connections:

Sea water filters (item 3):

Thermostatic valves (items 17, 34 and 36):

Expansion tank (items 29 and 49):

E1 LT cooling water - inletE2 LT cooling water - outletE3 LT cooling water stand-by pump - pressureE6 LT cooling water to gear cooler (on gear/engine)E7 LT cooling water from gear cooler (on gear/engine)F1 HT cooling water - inletF4 HT cooling water stand-by pump - pressureF5 HT cooling water to heat recovery systemF6 HT cooling water from heat recovery systemF7 HT cooling water to expansion tank (venting)F10 Engine preheating - inletF12 Engine preheating - outletF13 HT cooling water - outlet (to cooler)

We recommend a filter with max 3 mm meshsize toprevent clogging of the central cooler.

A, B and C refer to port position (diverting mode)

The lowest water level in the expansion tanks should be min 6 meters above centerline of crankshaft.Inlet to expansion tank to be beneeth the lowest water level.20

4791

4-3.

2

9

1

23

34

4

18

37

4929

10

11

12

1415

35

16

30

31

36

33

38

39

32

13

17

34

TE

TE1102

TE1002

TE1004

TE1005

PSL1002

PT1002

TE1104B

TE1003

1104A

TE1103

PSL1102

PT1102A

PT1102B

E2

DN 100

DN 100

Gearbox

E6

E7

E6

E7

DN

100

DN 32

DN 100

DN

100

DN

100

DN

100

DN

100

DN

100

DN 32

DN 32

F7

F12 F10 F5 F6 F4 F1

E1

F13

E3

E8

B

CAB

C

B

CA

A

M

M

M

MM

MAN Diesel & Turbo

Cooling Water System 1694925-0.3Page 2 (9)1400000

L27/38

11.07

Fig 6.4a Cooling water diagram

12349

101112131415161718293031323334353637383949

Seachest lowSeachest highSea water filterSea water pumpOverboard discharge valveLT pumpLT stand-by pumpRegulating valve (optional)Charging air cooler, LT sectionOrifice for cooling water to gearboxGear oil coolerEngine lubricating oil cooler LT thermostatic valveCentral coolerLT expansion tankHT pumpHT stand-by pumpCharging air cooler HT sectionAdjustment valve for heat recoveryThermostatic valve for heat recoveryHeat recoveryHT thermostatic valveHT fresh water coolerCirculating pump for preheaterPreheaterHT expansion tank

Item Description

Connections:E1 LT cooling water - inletE2 LT cooling water - outletE3 LT cooling water stand-by pump - pressureE6 LT cooling water to gear cooler (on gear/engine)E7 LT cooling water from gear cooler (on gear/engine)

F1 HT cooling water - inletF4 HT cooling water stand-by pump - pressureF5 HT cooling water to heat recovery systemF6 HT cooling water from heat recovery systemF7 HT cooling water to expansion tank (venting)

F10 Engine preheating - inletF12 Engine preheating - outletF13 HT cooling water - outlet (to cooler)

Sea water filters (item 3):We recommend a filter with max 3 mm meshsize toprevent clogging of the central cooler.

Thermostatic valves (items 17, 34 and 36):A, B and C refer to port position (diverting mode)

Expansion tank (items 29 and 49):The lowest water level in the expansion tanks should be min 6 meters above centerline of crankshaft.Inlet to expansion tank to be beneeth the lowest water level.20

5513

1-1.

2

E8 LT cooling water to expansion tank (venting)

F8 HT cooling water from expansion tank (venting)

TE1103

TE1104A

TE1104B

1002 1002

1005

1002

PT PSL

TE

TE

PT1102B

1102APT

1102PSL

1102TE

M

M

M

MM

Gearbox

DN32

DN100DN32

DN

100

DN100

DN32

DN

100

DN

100

DN

100

DN

100

DN

100

DN

100

BC

A

1

23

34

4

9

18

11

1214

15

13

32

34

35

38

39

16CA

B

30

31

CAB

29 49

17

36

33

E6

E7

E3 E1

E2

F13

F12 F10 F5 F6 F4 F1

F7

E6

E7E8

10

37

F8

MAN Diesel & Turbo

Cooling Water System

The engine is designed for freshwater cooling only. Therefore the cooling water system has to be ar-ranged as a centralised or closed cooling water system. All recommendable types are described in the following.

The engine design is almost pipeless, i.e. the water flows through internal cavities inside the front-end box and the cylinder units. The front-end box contains all large pipe connections. On the aft-end, the water to the gear oil cooler has to be connected by the yard.

The engine is equipped with built-on freshwater pumps for both the high and low temperature cool-ing water systems. To facilitate automatic start-up of stand-by pumps, non-return valves are standard.

Thermostatic valve elements, which control the high and low temperature cooling water system, are also integrated parts of the front-end box.

In case the HT cooler as alternative is a part of the LT cooling water system the LT thermostatic valves are to be replaced by “dummies” inside the front-end box and an external thermostatic valve housing is required to be placed in the LT circuit just after the HT freshwater cooler.

The engine is equipped with a two stage charge air cooler. The first stage is placed in the high temperature cooling water system. The charging air temperature after the turbocharger is at its maximum, making a higher degree of heat recovery possible, when the heat is dissipated to the high temperature cooling water.

The second stage of the charge air cooler is placed in the low temperature system.

It will cool the charging air further down before enter-ing the combustion chamber.

For special applications i.e. sailing in arctic waters with low air temperatures and direct air intake from deck, a regulating system can be applied to control the water flow to the second stage of the charge air cooler in order to increase the charging air tempera-ture, at low load.

Water Quality

The fresh water used as coolant, should be as clean as possible.

The pH value should be between 6.5 and 8 at 20°C.

The total hardness of the water must be max 10°dH (German hardness degrees). If the hardness is higher, the water should be diluted with some soft water.

The contents of chlorine, chloride, silicate and sulphate must be as low as possible and must not exceed the following values:

Chlorine: 10 PPM

Chloride: 50 PPM

Silicate: 150PPM

Sulphate: 100PPM

The fresh water must be treated with additives in or-der to reduce the risk of corrosion in the engine. Anti corrosive agents are not included in our usual scope of supply. The freshwater cooling system should be treated prior to carrying out sea trials.

There are two basic types of chemical additives:

· Chromate base

· Nitrite base or similar

Additives of chromate base are often considered to be more effective, but we advise against using them due to their extreme poisonousness and they are not permitted if a freshwater generator is incorporated in the plant.

For information on additives recommended by us, please refer to “Cooling water inhibitors”, which can be forwarded on request.

New engines, supplied by us are cleaned and ni-trated. Providing the freshwater inhibiting is correctly maintained then future cleaning of the system should hardly be necessary. However if it should be required, we would be pleased to assist with recommendations for degreasing, de-scaling with acid and inhibiting.

Cooling Water System1694925-0.3Page 3 (9) 1400000

L27/38

11.07

MAN Diesel & Turbo

Velocity recommendations for freshwater and sea water pipes:

Freshwater: Suction pipe: 2.0 - 2.5 m/s Delivery pipe: 2.0 - 2.5 m/s

Sea water: Suction pipe: 1.0 - 1.5 m/s Delivery pipe: 1.5 - 2.5 m/s

Central Cooling Water System

Sea Water Filter, Item 3

Design data:Capacity: See sea water pump Pressure drop across clean filter: Max 0.05 bar Pressure drop across dirty filter: Max 0.1 bar Mesh size: ##-5 mm Free filter hole area:

Min two times the normal pipe area.

Sea Water Pumps, Item 4

The pumps should always be installed below sea water level when the ship is unloaded.

1694925-0.3Page 4 (9)Cooling Water System1400000

L27/38

11.07

Fig 6.5 Pump characteristic

Fig 6.6 Necessary water flow

The pumps in parallel, layout point 2 see fig 6.5, are as standard designed to fulfil:

Capacity: Determined by the cooler manufacturer. Approx 100 - 175% of fresh water flow

in the cooler, depending on the central cooler.

Pressure: 1.8 - 2.0 bar Sea water temperature: Max 32°C

The volume of sea water required to circulate through a known sized cooler to remove a known amount of heat, is very sensitive and dependent on the sea water temperature.

The relation between sea water temperature and the necessary water flow in the central cooler is shown in fig 6.6.

Depending on the actual characteristic of the system resistance curve and the pump characteristic curve, the sea water flow with only one pump in service will be approx 75%. This means that the cooling capacity can be obtained with only one pump until reaching a sea water temperature of approx 30°C.

System resistance curve

Lay-out point 2~325C SW pump

Two pumpsin paralleloperation

Layout point 1~305C SW pump

75% 100%

Single pumpoperation

V(m3/h)

H(m)

2031

309-

2.0

0

10

20

30

40

50

60

70

80

90

100

15 20 25 30 32 5C

Sea water temperature

%Flow

2032

534-

8.0

MAN Diesel & Turbo

1400000

L27/38

Cooling Water System1694925-0.3Page 5 (9)

11.07

The back pressure in single pump operation must be observed as a low back pressure may lead to unfavourable operation and cavitation of impeller. We are pleased to advise on more specific ques-tions concerning the layout of pumps and location of orifices, etc.

Central Cooler(s), Item 18

If we are to supply the central cooler(s), it will be a plate cooler with titanium plates.

Design data:Heat transfer: See planning data Pressure drop LT: Max 0.5 barPressure drop SW: Max 0.5 bar standard Max 1.0 bar if HT cooler is in LT system

Two Central Coolers in Parallel

For an extra investment of 20-25% for the central cooler a much greater safety margin can be achieved by installing two central coolers each of 50% required capacity, operating in parallel instead of one cooler at 100% capacity.

With such flexibility it is possible to carry out repair and maintenance during a voyage especially in tem-perate climates where the sea water temperature is below the design temperature.

LT Freshwater Pump, Item 10

The built-on low temperature pump is of the cen-trifugal type. The maximum back pressure in the low temperature section with clean cooler must not exceed 2.5 bar.

For multi engine installations with a common cen-tralised cooling water system the built-on pumps should be replaced with common electrically driven pumps for full flow.

Design data: See planning data

LT Stand-by Pump, Item 11

The stand-by pumps should be of the centrifugal type.

Design data:Capacity: See planning data, for the built-on freshwater pump Pressure: See planning data, for the built-on freshwater pump

HT Sea Water Cooler, Item 37

The HT sea water cooler will be a plate cooler in titanium as standard.

Design data:Heat transfer: See planning data Pressure drop HT: Max 0.5 bar Pressure drop SW: Max 0.5 bar

HT Fresh Water Cooler (Option)

The HT cooler can as an alternative be installed as a part of the LT cooling water system. This will require a separate thermostatic valve for the LT cooling water system.

The HT freshwater cooler will be a plate cooler in stainless steel.

Design data:Heat transfer: See planning data Pressure drop HT: Max 0.5 bar Pressure drop LT: Max 0.5 bar

LT Thermostatic Valve, Item 17

The temperature of the LT cooling water to the charge air cooler is normally controlled by thermostatic valve elements of the expanding agent type.

The function of the thermostatic valve is to maintain the outlet temperature of the low temperature water within 29°C to 41°C depending on operating condi-tions, by re-circulating the water to the suction of the pump or let it in through the central cooler (item 18).

MAN Diesel & Turbo

1694925-0.3Page 6 (9)Cooling Water System1400000

L27/38

11.07

Engine type Heating power 6L27/38 9 kW 7L27/38 10.5 kW 8L27/38 12 kW 9L27/38 13.5 kW

The re-circulated water is led directly to the suction side of the built-on pumps.

Expansion Tanks, Items 29 and 49

Separate expansion tanks for the LT and HT system should be installed to accommodate for changes of volume due to varying temperatures and possible leakage in the LT and HT systems. The separated HT and LT systems facilitates trouble shooting.

The minimum water level in the expansion tank should be no less than 6 m above the centre line of the crankshaft. This will ensure sufficient suction head to the freshwater pump and reduce the possibility of cavitation, as well as local “hot spots” in the engine.

The expansion tank should be equipped with a vent pipe and flange for filling the tank with water and inhibitors.

The vent pipe should be installed below the minimum water level to reduce oxidation of the cooling water due to splashing from the vent pipe.

Volume: Min 10% of water volume, however, min 100 litres.

HT Stand-by Pump, Item 31

The stand-by pumps should be of the centrifugal type.

Design data:Capacity: See planning data, for the built-on freshwater pump Pressure: See planning data, for the built-on freshwater pump Temperature: Max 95°C

Circulating Pump for Preheater, Item 38

For preheating the engine a pump should be installed to circulate high temperature cooling water trough the preheater.

Design data:Capacity: m = m3/h

Q: Heat radiation from engine in kW, see below Cp: Specific heat for water 4.187 kJ/kg°C t: The desired temperature drop across engine = 5°CPressure: Max 2 barTemperature: Max 85°C

Preheater, Item 39

The engine must be fitted with preheating facilities. Preheating is required to avoid producing unneces-sary shock loads that may arise as a result of tem-perature differences if the engine is started from cold.

Design data:Preheating temperature MDO engine: Min 40°C Preheating temperature HFO engine: 60-70°C

The heating power required for electrical preheating is stated below:

The figures are based on raising the engine tempera-ture to 40°C (20-60°C) for a period of 10 hours includ-ing the cooling water contained within the engine.

We will be pleased to make calculations for other conditions on request.

MAN Diesel & Turbo

1400000

L27/38

Cooling Water System1694925-0.3Page 7 (9)

11.07

The preheater can be of the electrical type. If suf-ficient central heating capacity is available, a plate type heat exchanger can be installed. It is important that the inhibited fresh water, used in the main en-gine cooling system, is not mixed with water from the central heating system.

Thermostatic Valve for Heat Recovery, Item 34

If the heat recovery is below 25% of the heat rejection from engine jacket water the heat recovery equip-ment (item 35) can be connected in series with the HT freshwater cooler.

By utilisation of more than 25% of the heat in the HT cooling water section, an additional thermostatic valve, item 34, should be installed for bypassing of the HT fresh water cooler thus avoiding unnecessary cooling after the heat recovery equipment (item 35).

Connection of Heat Recovery or Freshwater Generator

By layout of the freshwater generator we recommend that no more than 90% of the heat available at MCR is utilised due to safety margins, part load operation and deviations in ambient conditions.

The expected obtainable freshwater production using a normal generator of the single vacuum evaporator type can be estimated.

Design data:Capacity: m= 0.03 x Q m3/24hQ: Utilised heat in kWPressure: Max 2.5 bar Pressure drop: Max 0.5 bar Temperature: 80°C

Different Arrangements of Central Cooling Systems

There are many variations of centralised cooling systems and we are available to discuss various changes to suit an owner’s or builder’s specific wishes.

For each plant, special consideration should be given to the following design criteria: Sea water temperatures, pressure loss in coolers, valves and pipes, pump capacities etc, for which reason these components have not been specified in this guide.

Closed Cooling Systems

Several systems have been developed to avoid sea water. The benefits are: · Minimising the use of expensive corrosion

resistant pipes, valves and pumps · Sea water pumps at reasonable costs · No cleaning of plate type central heat exchang-

ers

Such systems are advantageous in the following conditions: · Sailing in shallow waters · Sailing in very cold waters · Sailing in corrosive waters (e.g. some harbours) · Sailing in water with high contents of solids

(dredging and some rivers)

A disadvantage of most closed cooling water systems is the poor heat transfer coefficient.

LT coolers with very small temperature differences between the cooling water and the sea or raw water, require a relatively large heat exchanger to enable sufficient heat transfer.

The 27/38 engine is a high efficient main engine calling for high efficient coolers. Therefore some designs cannot be recommended.

We are available to offer advice for specific cooler types, but the final responsibility for design, pressure losses, strength and system maintenance remains with the yard and the ship owner. We reserve the right not to accept proposed coolers, which seems to be insufficient for its purpose.

Also when using other types of closed cooling water systems the HT and LT cooling water systems have to be separated.

MAN Diesel & Turbo

1694925-0.3Page 8 (9)Cooling Water System1400000

L27/38

11.07

Fig 6.7 Box cooling diagram

Box Cooler

The box cooling system has through many years proven to be a reliable closed cooling water system. The box cooler is a pre-manufactured tube bundle for mounting in a sea chest.

The movement of the sea water across the heat ex-changer is initiated by the movement of the heated sea water upwards because of the lower density compared with that of the surrounding water. This means that the heat transfer is less dependant on the ship’s speed, compared to coolers mounted on the shell of the vessel. However the speed of the vessel does have some influence on the cooling area. For vessels sailing at below 3 knots at MCR, i.e. tugs, dredgers etc, the speed has to be considered when designing the cooler.

The temperature of the sea water has influence on the heat exchanger efficiency as well. We recom-mend that a temperature of 25°C or 32°C is used, depending on the vessel’s operating area.

The tube bundle is normally of corrosion resistant material with a non-metallic coating. The coating protects the vessel from galvanic corrosion between the sea chest and the box cooler. Uncoated coolers may be used, but special consideration has to be given to the galvanic separation of the box cooler and the hull. In waters with mussels and shell fish these might want to live on the tube bundle, which the different box cooler manufacturers have different solutions to avoid.

Gear oil cooler

Charg.aircoolerstage 2

tL1=385C

Engine lub oilcooler

HTcooler

Charg.aircoolerstage 1

Mainengine

Heat-recoveryoption

Pre-heater

Y Y

tH3=805C

MAN Diesel & Turbo

1400000

L27/38

Cooling Water System1694925-0.3Page 9 (9)

11.07

If the box cooler is supplied by us, it consists of a steel frame for welding to the hull, a tube bundle and a topbox, delivered complete with counter flanges, gaskets and bolts.

Design data:Heat transfer: See planning data Pressure dropthrough all coolers: Max 0.5 bar Min vesselspeed at MCR: Normally more than 3 knots

Other cooler types

Some traditional, low efficient coolers fitted to the hull and often referred to as keel cooling, skin cooling or tank cooling is not recommended for the L27/38 engine. The layout of such coolers is difficult and changes due to lack of efficiency is very complicated and expensive. The low temperature difference be-tween the sea water and the LT cooling water results in a very big cooling water surface. Depending on the design of the cooler, the waterflow around the hull and to the propeller will be disturbed, causing increased hull resistance and lower speed for the same power.

Cooling water systemCleaning

SummaryRemove contamination/residue from operating fluid systems, ensure/re-establish operating reliability.

Cooling water systems containing deposits or contamination prevent effec-tive cooling of parts. Contamination and deposits must be regularly elimina-ted.This comprises the following:Cleaning the system and, if required,removal of limescale deposits,flushing the system.

CleaningThe cooling water system must be checked for contamination at regularintervals. Cleaning is required if the degree of contamination is high. Thiswork should ideally be carried out by a specialist who can provide the rightcleaning 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 cannotbe done by a specialist.

Oil sludge from lubricating oil that has entered the cooling system or a highconcentration of anticorrosive agents can be removed by flushing the systemwith fresh water to which some cleaning agent has been added. Suitablecleaning agents are listed alphabetically in the table entitled "Cleaning agentsfor removing oil sludge". Products by other manufacturers can be used pro-viding they have similar properties. The manufacturer's instructions for usemust be strictly observed.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C

Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C

Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature

Vecom Ultrasonic Multi Cleaner

4% 12 h at 50 – 60 °C

Table 1: Cleaning agents for removing oil sludge

Lime and rust deposits can form if the water is especially hard or if the con-centration of the anticorrosive agent is too low. A thin lime scale layer can beleft on the surface as experience has shown that this protects against corro-sion. However, limescale deposits with a thickness of more than 0.5 mmobstruct the transfer of heat and cause thermal overloading of the compo-nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts ofthe system, such as the sealing elements of the water pumps. Together withthe elements that are responsible for water hardness, this forms what isknown as ferrous sludge which tends to gather in areas where the flowvelocity is low.

Products that remove limescale deposits are generally suitable for removingrust. Suitable cleaning agents are listed alphabetically in the table entitled"Cleaning agents for removing lime scale and rust deposits". Products by

Oil sludge

Lime and rust deposits

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other manufacturers can be used providing they have similar properties. Themanufacturer's instructions for use must be strictly observed. Prior to clean-ing, check whether the cleaning agent is suitable for the materials to becleaned. The products listed in the table entitled "Cleaning agents for remov-ing lime scale and rust deposits" are also suitable for stainless steel.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew SAF-AcidDescale-ITFerroclean

5 - 10%5 - 10%10%

4 h at 60 - 70 °C4 h at 60 - 70 °C4 - 24 h at 60 - 70 °C

Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃

Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C

Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C

Table 2: Cleaning agents for removing limescale and rust deposits

Hydrochloric acid diluted in water or aminosulphonic acid may only be usedin exceptional cases if a special cleaning agent that removes limescaledeposits without causing problems is not available. Observe the followingduring application:

▪ Stainless steel heat exchangers must never be treated using dilutedhydrochloric acid.

▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,brass, etc.) must be treated with deactivated aminosulphonic acid. Thisacid should be added to water in a concentration of 3 - 5 %. The tem-perature of the solution should be 40 - 50 °C.

▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-chloric acid is used as the cleaning agent, there is always a danger thatacid will remain in the system, even when the system has been neutral-ised and flushed. This residual acid promotes pitting. We therefore rec-ommend you have the cleaning carried out by a specialist.

The carbon dioxide bubbles that form when limescale deposits are dissolvedcan prevent the cleaning agent from reaching boiler scale. It is thereforeabsolutely necessary to circulate the water with the cleaning agent to flushaway the gas bubbles and allow them to escape. The length of the cleaningprocess depends on the thickness and composition of the deposits. Valuesare provided for orientation in the table entitled "Detergents for removing limescale and rust deposits“.

The cooling system must be flushed several times once it has been cleanedusing cleaning agents. Replace the water during this process. If acids areused to carry out the cleaning, neutralise the cooling system afterwards withsuitable chemicals then flush. The system can then be refilled with water thathas been prepared accordingly.

Only carry out the cleaning operation once the engine hascooled downStart the cleaning operation only when the engine has cooled down.Hot engine components must not come into contact with cold water.Open the venting pipes before refilling the cooling water system.Blocked venting pipes prevent air from escaping which can lead tothermal overloading of the engine.

In emergencies only

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Cleaning products can cause damageThe products to be used can endanger health and may be harmful tothe environment.Follow the manufacturer's handling instructions without fail.

The applicable regulations governing the disposal of cleaning agents or acidsmust be observed.

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Cooling waterinspecting

SummaryAcquire and check typical values of the operating media to prevent or limitdamage.

The fresh water used to fill the cooling water circuits must satisfy the specifi-cations. The cooling water in the system must be checked regularly inaccordance 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 anti-corrosive agent.

Tools/equipment requiredThe following equipment can be used:

▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with allnecessary instruments and chemicals that determine the water hardness,pH value and chloride content (obtainable from MAN Diesel & Turbo orMar-Tec Marine, Hamburg)

When using chemical additives:

▪ Testing equipment in accordance with the supplier's recommendations.Testing kits from the supplier also include equipment that can be used todetermine the fresh water quality.

Testing the typical values of water

Typical value/property Water 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/L

2) 1mg/l = 1 ppm

Equipment for checking thefresh water quality

Equipment for testing theconcentration of additives

Short specification

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Testing the concentration of anticorrosive agents

Anticorrosive agent Concentration

Chemical additives according to the quality specification in Volume 010.005 Engine - Operating Instructions,Chapter 3, Sheet 3.3.7

Anti-freeze agents according to the quality specification in Volume 010.005 Engine - Operating Instructions,Chapter 3, Sheet 3.3.7

Table 2: Concentration of the cooling water additive

The concentration should be tested every week, and/or according to themaintenance schedule, using the testing instruments, reagents and instruc-tions of the relevant supplier.

Chemical slushing oils can only provide effective protection if the right con-centration is precisely maintained. This is why the concentrations recommen-ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine– Operating Instructions, Chapter 3, Page 3.3.7) must be complied with in allcases. These recommended concentrations may be other than those speci-fied by the manufacturer.

The concentration must be checked in accordance with the manufacturer'sinstructions or the test can be outsourced to a suitable laboratory. If indoubt, consult MAN Diesel & Turbo.

Small quantities of lubricating oil in cooling water can be found by visualcheck during regular water sampling from the expansion tank.

We test cooling water for customers in our laboratory. To carry out the test,we will need a representative sample of abt. 0.5 l.

Short specification

Testing the concentration ofchemical additives

Testing the concentration ofanti-freeze agents

Regular water samplings

Testing

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Engine cooling water specifications

Preliminary remarksAs is also the case with the fuel and lubricating oil, the engine cooling watermust be carefully selected, handled and checked. If this is not the case, cor-rosion, erosion and cavitation may occur at the walls of the cooling system incontact with water and deposits may form. Deposits obstruct the transfer ofheat and can cause thermal overloading of the cooled parts. The systemmust be treated with an anticorrosive agent before bringing it into operationfor the first time. The concentrations prescribed by the engine manufacturermust always be observed during subsequent operation. The above especiallyapplies if a chemical additive is added.

RequirementsThe properties of untreated cooling water must correspond to the followinglimit values:

Properties/Characteristic Properties Unit

Water type Distillate or fresh water, free of foreign matter. The following are prohibited: Seawater, brack-ish water, river water, brines, industrial wastewater 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 hard-ness)

≙ 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

The MAN Diesel water testing equipment incorporates devices that deter-mine the water properties referred to above in a straightforward manner. Themanufacturers of anticorrosive agents also supply user-friendly testing equip-ment. For information on monitoring cooling water, refer to Work Card000.07.

Additional informationIf distilled water (from a fresh water generator, for example) or fully desalina-ted water (from ion exchange or reverse osmosis) is available, this shouldideally be used as the engine cooling water. These waters are free of limeand salts which means that deposits that could interfere with the transfer ofheat to the cooling water, and therefore also reduce the cooling effect, can-not form. However, these waters are more corrosive than normal hard wateras the thin film of lime scale that would otherwise provide temporary corro-sion protection does not form on the walls. This is why distilled water mustbe handled particularly carefully and the concentration of the additive mustbe regularly checked.

Limit values

Testing equipment

Distillate

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The total hardness of the water is the combined effect of the temporary andpermanent hardness. The proportion of calcium and magnesium salts is ofoverriding importance. The temporary hardness is determined by the carbo-nate content of the calcium and magnesium salts. The permanent hardnessis determined by the amount of remaining calcium and magnesium salts (sul-phates). The temporary (carbonate) hardness is the critical factor that deter-mines the extent of limescale deposit in the cooling system.

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

Damage to the cooling water systemCorrosion is an electrochemical process that can widely be avoided byselecting the correct water quality and by carefully handling the water in theengine cooling system.

Flow cavitation can occur in areas in which high flow velocities and high tur-bulence is present. If the steam pressure is reached, steam bubbles formand subsequently collapse in high pressure zones which causes the destruc-tion of materials in constricted areas.

Erosion is a mechanical process accompanied by material abrasion and thedestruction of protective films by solids that have been drawn in, particularlyin areas with high flow velocities or strong turbulence.

Stress corrosion cracking is a failure mechanism that occurs as a result ofsimultaneous dynamic and corrosive stress. This may lead to cracking andrapid crack propagation in water-cooled, mechanically-loaded components ifthe cooling water has not been treated correctly.

Processing of engine cooling waterThe purpose of treating the engine cooling water using anticorrosive agentsis to produce a continuous protective film on the walls of cooling surfacesand therefore prevent the damage referred to above. In order for an anticor-rosive agent to be 100 % effective, it is extremely important that untreatedwater satisfies the requirements in the Section Requirements.

Protective films can be formed by treating the cooling water with an anticor-rosive chemical or an emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use hasbeen considerably restricted by environmental protection regulations, andbecause they are rarely available from suppliers for this and other reasons.

Treatment with an anticorrosive agent should be carried out before theengine is brought into operation for the first time to prevent irreparable initialdamage.

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

Hardness

Corrosion

Flow cavitation

Erosion

Stress corrosion cracking

Formation of a protectivefilm

Treatment prior to initialcommissioning of engine

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Additives for cooling waterOnly the additives approved by MAN Diesel and listed in the tables under thesection entitled "Approved cooling water additives“ may be used.

A cooling water additive may only be permitted for use if tested andapproved as per the latest directives of the ICE Research Association (FVV)"Suitability test of internal combustion engine cooling fluid additives.” The testreport must be obtainable on request. The relevant tests can be carried outon request in Germany at the staatliche Materialprüfanstalt (Federal Institutefor Materials Research and Testing), Abteilung Oberflächentechnik (SurfaceTechnology Division), Grafenstraße 2 in D-64283 Darmstadt.

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

Additives may only be used in closed circuits where no significant consump-tion occurs, apart from leaks or evaporation losses.

Chemical additivesSodium nitrite and sodium borate based additives etc. have a proven trackrecord. Galvanised iron pipes or zinc sacrificial anodes must not be used incooling systems. This corrosion protection is not required due to the prescri-bed cooling water treatment and electrochemical potential reversal can occurdue to the cooling water temperatures which are normally present in enginesnowadays. If necessary, the pipes must be deplated.

Slushing oilThis additive is an emulsifiable mineral oil with added slushing ingredients. Athin film of oil forms on the walls of the cooling system. This prevents corro-sion without interfering with the transfer of heat and also prevents limescaledeposits on the walls of the cooling system.

The significance of emulsifiable corrosion-slushing oils is fading. Oil-basedemulsions are rarely used nowadays for environmental protection reasonsand also because stability problems are known to occur in emulsions.

Anti-freeze agentsIf temperatures below the freezing point of water in the engine cannot beexcluded, an anti-freeze solution that also prevents corrosion must be addedto the cooling system or corresponding parts. Otherwise, the entire systemmust be heated. (Military specification: Sy-7025).

Sufficient corrosion protection can be provided by adding the products listedin the table entitled "Anti-freeze solutions with slushing properties" whileobserving the prescribed concentration. This concentration prevents freezingat temperatures down to -22 °C. However, the quantity of anti-freeze solu-tion actually required always depends on the lowest temperatures that are tobe expected at the place of use.

Anti- freezes are generally based on ethylene glycol. A suitable chemical anti-corrosive agent must be added if the concentration of the anti-freeze solutionprescribed by the user for a specific application does not provide an appro-priate level of corrosion protection, or if the concentration of anti-freeze solu-tion used is lower due to less stringent frost protection requirements anddoes not provide an appropriate level of corrosion protection. For informationon the compatibility of the anti-freeze solution with the anticorrosive agent

Required approval

Only in closed circuits

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and the required concentrations, contact the manufacturer. As regards thechemical additives indicated in the table „Nitrite-Containing Chemical Addi-tives“, their compatibility with ethylene glycol-based antifreezes has beenproved. Anti-freeze solutions may only be mixed with one another with theconsent of the manufacturer, even if these solutions have the same composi-tion.

Before an anti-freeze solution is used, the cooling system must be thoroughlycleaned.

If the cooling water contains an emulsifiable slushing oil, anti-freeze solutionmust not be added as otherwise the emulsion would break up and oil sludgewould form in the cooling system.

Observe the applicable environmental protection regulations when disposingof cooling water containing additives. For more information, consult the addi-tive supplier.

BiocidesIf you cannot avoid using a biocide because the cooling water has been con-taminated by bacteria, observe the following steps:

▪ You must ensure that the biocide to be used is suitable for the specificapplication.

▪ The biocide must be compatible with the sealing materials used in thecooling water system and must not react with these.

▪ The biocide and its decomposition products must not contain corrosion-promoting components. Biocides whose decomposition products con-tain chloride or sulphate ions are not permitted.

▪ Biocides that cause foaming of cooling water are not permitted.

Prerequisite for effective use of an anticorrosive agent

Clean cooling systemAs contamination significantly reduces the effectiveness of the additive, thetanks, pipes, coolers and other parts outside the engine must be free of rustand other deposits before the engine is started up for the first time and afterrepairs are carried out on the pipe system. The entire system must thereforebe cleaned with the engine switched off using a suitable cleaning agent (seeWork Cards 000.03 and 000.08 by MAN Diesel).

Loose solid matter in particular must be removed by flushing the systemthoroughly as otherwise erosion may occur in locations where the flow veloc-ity is high.

The cleaning agents must not corrode the seals and materials of the coolingsystem. In most cases, the supplier of the cooling water additive will be ableto carry out this work and, if this is not possible, will at least be able to pro-vide suitable products to do this. If this work is carried out by the engineoperator, he should use the services of a specialist supplier of cleaningagents. The cooling system must be flushed thoroughly following cleaning.Once this has been done, the engine cooling water must be treated immedi-ately with anticorrosive agent. Once the engine has been brought back intooperation, the cleaned system must be checked for leaks.

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Regular checks of the cooling water condition and cooling watersystemTreated cooling water may become contaminated when the engine is inoperation, which causes the additive to loose some of its effectiveness. It istherefore advisable to regularly check the cooling system and the coolingwater condition. To determine leakages in the lube oil system, it is advisableto carry out regular checks of water in the compensating tank. Indications ofoil content in water are, e.g. discoloration or a visible oil film on the surface ofthe water sample.

The additive concentration must be checked at least once a week using thetest kits specified by the manufacturer. The results must be documented.

Concentrations of chemical additivesThe chemical additive concentrations shall not be less than theminimum concentrations indicated in the table „Nitrite-containingchemical additives“.

Excessively low concentrations can promote corrosion and must be avoided.If the concentration is slightly above the recommended concentration this willnot result in damage. Concentrations that are more than twice the recom-mended concentration should be avoided.

Every 2 to 6 months send a cooling water sample to an independent labora-tory or to the engine manufacturer for integrated analysis.

Emulsifiable anticorrosive agents must generally be replaced after abt. 12months according to the supplier's instructions. When carrying this out, theentire cooling system must be flushed and, if necessary, cleaned. Once filledinto the system, fresh water must be treated immediately.

If chemical additives or anti-freeze solutions are used, cooling water shouldbe replaced after 3 years at the latest.

If there is a high concentration of solids (rust) in the system, the water mustbe completely replaced and entire system carefully cleaned.

Deposits in the cooling system may be caused by fluids that enter the cool-ing water, or the break up of emulsion, corrosion in the system and limescaledeposits if the water is very hard. If the concentration of chloride ions hasincreased, this generally indicates that seawater has entered the system. Themaximum specified concentration of 50 mg chloride ions per kg must not beexceeded as otherwise the risk of corrosion is too high. If exhaust gas entersthe cooling water, this may lead to a sudden drop in the pH value or to anincrease in the sulphate content.

Water losses must be compensated for by filling with untreated water thatmeets the quality requirements specified in the section Requirements. Theconcentration of the anticorrosive agent must subsequently be checked andadjusted if necessary.

Subsequent checks of cooling water are especially required if the coolingwater had to be drained off in order to carry out repairs or maintenance.

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Protective measuresAnticorrosive agents contain chemical compounds that can pose a risk tohealth or the environment if incorrectly used. Comply with the directions inthe manufacturer's material safety data sheets.

Avoid prolonged direct contact with the skin. Wash hands thoroughly afteruse. If larger quantities spray and/or soak into clothing, remove and washclothing before wearing it again.

If chemicals come into contact with your eyes, rinse them immediately withplenty of water and seek medical advice.

Anticorrosive agents are generally harmful to the water cycle. Observe therelevant statutory requirements for disposal.

Auxiliary enginesIf the same cooling water system used in a MAN Diesel & Turbo two-strokemain engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38or 28/32H, the cooling water recommendations for the main engine must beobserved.

AnalysisWe analyse cooling water for our customers in our chemical laboratory. A 0.5l sample is required for the test.

Permissible cooling water additives

Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Drew MarineOne Drew PlazaBoontonNew Jersey 07005USA

LiquidewtMaxigard

15 l40 l

15,00040,000

7001,330

1,0502,000

Wilhelmsen (Unitor)KJEMI-Service A.S.P.O.Box 49/Norway3140 Borgheim

Rocor NB LiquidDieselguard

21.5 l4.8 kg

21,5004,800

2,4002,400

3,6003,600

Nalfleet MarineChemicalsP.O.Box 11NorthwichCheshire CW8DX, U.K.

Nalfleet EWT Liq(9-108)Nalfleet EWT 9-111Nalcool 2000

3 l

10 l30 l

3,000

10,00030,000

1,000

1,0001,000

1,500

1,5001,500

Nalco Nalcool 2000

TRAC 102

30 l

30 l

30,000

30,000

1,000

1,000

1,500

1,500

Maritech ABP.O.Box 143S-29122 Kristianstad

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

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Manufacturer Product designation Initial dosing for1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

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

N.C.L.T.

Colorcooling

12 l

24 l

12,000

24,000

2,000

2,000

3,000

3,000

Marichem – Marigases64 Sfaktirias Street18545 Piraeus, Griechen-land

D.C.W.T. - Non-Chromate

48 l 48,000 2,400 -

Marine Care3144 NA MaasluisThe Netherlands

Caretreat 2 16 l 16,000 4,000 6,000

VecomSchlenzigstraße 721107 HamburgDeutschland

Cool Treat NCLT 16 l 16,000 4,000 6,000

Table 2: Nitrite-containing chemical additives

Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosingfor 1 000 litres

Minimum concentration

ArtecoTechnologieparkZwijnaarde 2B-9052 Gent, Belgium

Havoline XLI 75 l 7.5 %

Total LubricantsParis, France

WT Supra 75 l 7.5 %

Q8 Oils Q8 Corrosion InhibitorLong-Life

75 l 7.5 %

Table 3: Chemical additives - nitrite free

Emulsifiable slushing oils

Manufacturer Product(designation)

BP Marine, Breakspear Way, Hemel Hempstead,Herts HP2 4UL

Diatsol MFedaro M

Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3

Deutsche Shell AG, Überseering 35,22284 Hamburg, Germany

Oil 9156

Table 4: Emulsifiable slushing oils

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Anti-freeze solutions with slushing properties

Manufacturer Product designation Minimum concentration

BASFCarl-Bosch-Str.67063 Ludwigshafen,RheinDeutschland

Glysantin G 48Glysantin 9313Glysantin G 05

35%

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Antifreeze NF, SF

BP, Britannic TowerMoor Lane,London EC2Y 9B, UK

Anti-frost X2270A

Deutsche Shell AGÜberseering 3522284 HamburgDeutschland

Glycoshell

Mobil Oil AGSteinstraße 520095 HamburgDeutschalnd

Frostschutz 500

Arteco, TechnologieparkZwijnaarde 2B-9052 Gent, Belgium

Havoline XLC

Total LubricantsParis, France

Glacelf Auto SupraTotal Organifreeze

Table 5: Anti-freeze solutions with slushing properties

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MAN Diesel & Turbo

1690751-3.0Page 1 (1) 1400000Engine ventilation

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

We recommend the ventilation capacity should be min 50% more than required air consumption (in tropical conditions more than 100% should be considered) for main engine, auxiliaries, boilers etc.

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

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

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

A small airflow should be evenly distributed around the engine and reduction gear in order to dissipate radiated heat.

With closed engine room and all air consuming equip-ment operating, there should always be positive air pressure in the engine room.

Surplus air should be led up through the casing via special exhaust openings. Alternatively extraction fans should be installed.

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

L21/31L27/38

03.43

MAN Diesel & Turbo

Power, Outputs, Speed

L27/38

10.46 - Tier II

3700005-4.0Page 1 (3)

Engine Ratings

1402150

Engine typeNo of cylinders

800 rpm 800 rpm (MGO)

800 rpmAvailable turning

direction800 rpm

Available turning direction

kW CW 1) / CCW 2) kW CW 1) / CCW 2)

6L27/38 2040 Yes / Yes 2190 Yes / Yes

7L27/38 2380 Yes / Yes 2555 Yes / Yes

8L27/38 2720 Yes / Yes 2920 Yes / Yes

9L27/38 3060 Yes / Yes 3285 Yes / Yes1) CW clockwise2) CCW counter 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 (acccording to ISO 15550: 2002; ISO 3046-1: 2002)

0802

8-0D

/H52

50/9

4.08

.12

MAN Diesel & Turbo

Power, Outputs, Speed

L27/38

10.46 - Tier II

3700005-4.0Page 2 (3)1402150

Available Outputs

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.

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

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

Marine main engines (with mechanical or diesel electric drive)

Main drive with controllable pitch propeller

100 100 - 45/38 2)

Main drive with fixed-pitch propeller 100 100 10 45/38 2)

1) Maximum torque given by available output and nominal speed.2) According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines listed in the

column PApplication

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

Engine Fuel: according to ISO 8217 DMA/DMB/DMC-grade fuel or RM-grade fuel, fulfilling the stated quality requirements

Table 3 Available outputs / related reference conditions.

MAN Diesel & Turbo

Power, Outputs, Speed

L27/38

10.46 - Tier II

3700005-4.0Page 3 (3) 1402150

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.

318Tx + U + O

311Tcx

[ ]( () )

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:

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

Main Particulars

L27/38

11.36 - Tier II - Propulsion

3700158-7.0Page 1 (1) 1402150

Cycle : 4-stroke

Configuration : In-line

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

Power range : 2040-3060 kW (HFO/MDO) 2190-3285 kW (MGO)

Speed : 800 rpm

Bore : 270 mm

Stroke : 380 mm

Stroke/bore ratio : 1.4:1

Piston area per cyl. : 572.6 cm2

Swept volume per cyl. : 21.8 ltr.

Compression ratio : 15.9:1

Turbocharging principle : Constant pressure system and inter cool ing

Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700) MDO (DMB) - MGO (DMA, DMZ) according ISO8217-2010

Power lay-out

Speed

Mean piston speed

Mean effective pressure:6, 7, 8, 9 cylinder engine (HFO/MDO)6, 7, 8, 9 cyl engine (MGO)

Max. combustion pressure:6, 7, 8, 9 cylinder engine (HFO/MDO)6, 7, 8, 9 cyl engine (MGO)

Power per cylinder:6, 7, 8, 9 cylinder engine (HFO/MDO)6, 7, 8, 9 cyl engine (MGO)

rpm

m/sec.

barbar

barbar

kW/cyl.kW/cyl.

800

10.1

23.525.2

200200

340365

MCR version

MAN Diesel & Turbo

Operating Data and Set Points

L27/38

11.32 - Tier II

3700147-9.0Page 1 (1) 1402150

Normal value at full load at ISO conditions

Alarm set points Reduced load of engine

Shutdown of engine

Low High

Lubricating oil system

Temp. after cooler (inlet engine) 68 - 73° C 70° C 85° C

Pressure after filter (inlet engine)< 600 rpm> 600 rpm

4.0 - 4.8 bar2.0 bar2.8 bar

1.9 bar2.6 bar

1.8 bar2.5 bar

Pressure before filter 4.2 - 5.0 bar

Pressure drop across filter 0.1 - 0.3 bar 1.0 bar 1.3 bar

Pressure inlet turbocharger 1.4 - 1.8 bar 1.1 bar

Lub oil level low level

Temperature main bearing 80 - 95° C 103° C 105° C

Fuel oil system

Pressure after filter - MDO 3.0 - 3.5 bar 1 bar

Pressure after filter - HFO 4 - 10 bar 3 bar

Leaking oilhigh leakage

level

Temperature inlet engine - MDO 20 - 40° C 50° C

Temperature inlet engine - HFO 80 - 140° C

Fuel oil viscosity - HFO 11 - 13 cSt 10 cSt 14 cSt

Cooling water system

Press. LT system, inlet engine 2.0 - 3.0 bar 1.3 bar

Press. HT system, inlet engine< 600 rpm> 600 rpm

2.0 - 3.0 bar1.9 bar2.6 bar

1.3 bar1.5 bar

1.2 bar1.5 bar

Temp. HT system, outlet engine 75 - 85° C 95° C 97° C 98° C

Temp. HT system, inlet engine 65 - 70° C

Temp. LT system, inlet engine 25 - 40° C

Temp. LT system, outlet engine 35 - 45° C

Exhaust gas and charge air

Exh. gas temp. inlet TC 480 - 530° C 570° C 590° C

Exh. gas temp. outlet cyl 370 - 450° C average-50° C

510° Caverage+50° C

530° Caverage±70° C

Exh. gas temp. outlet TC 300 - 350° C 500° C

Ch. air press. after cooler 2.9 - 3.1 bar

Ch. air temp. after cooler 40 - 55° C 35° C 65° C 70° C

Starting air system

Press. inlet engine 30 bar 15 bar

Speed control system

Engine speed 800 rpm 880 rpm 920 rpm

Safety control air pressure 8 bar 6 bar

MAN Diesel & Turbo

Spare parts for unrestricted service, according to the classification societies requirements/recommendations. For multi-engine installations spares are only necessary for one engine.

L27/38

3700019-8.0Page 1 (3)

10.40. Tier II

Spare Parts for Unrestricted Service 1487000

Description Qty.Plate Item

Cylinder Head Cylinder head with valves 11616 1 1Valve, inlet 11616 2 2Valve rotation device 11616 3 6Valve cone 11616 4 3O-ring 11616 5 6Valve spindle, exhaust 11616 7 4Pressure spring 11616 11 6O-ring 11616 A3 1Gasket 11616 A5 1O-ring 11616 A6 1O-ring 11616 A7 1Valve seat ring, exhaust 11616 F9 4O-ring 11616 F10 4Valve seat ring, inlet 11616 F11 2Indicator valve 11618 1 1Connecting socket 11618 2 1Union nut 11618 3 1Threaded socket 11618 4 1Molykote 11618 5 1Insulation glove 11618 6 1Safety valve 11618 A1 1Gasket 11618 A2 1Pipe, safety valve 11618 A3 1 Piston and piston rings Ring Package 11614 1-2 1Piston 11614 13 1 Cylinder liner Cylinder liner 11610 1 1Flame ring 11610 5 1Sealing ring 11610 7 1O-ring 11610 9 1Sealing ring 11610 10 1 Connecting rod Connecting rod stem 11612 10 1 Cylinder head, top cover O-ring 11620 4 1

MAN Diesel & Turbo

L27/38

3700019-8.0Page 2 (3)

10.40, Tier II

Spare Parts for Unrestricted Service1487000

Description Qty.Plate Item

Cylinder head, top cover O-ring 11620 4 1 Frame with main bearings O-ring 11012 45 2Tie rod 11012 46 2Nut 11012 47 2Nut 11012 48 2Tie rod, cylinder head 11012 63 2O-ring 11012 64 2Ring 11012 65 2Nut 11012 66 2Protection cap 11012 66A 2Main bearing shell, 2/2 11012 A1 1Thrust bearing ring 11012 A2 2 Connecting rod accessories Piston pin bush 11612 20 1Connecting rod bearing, 2/2 11612 9 1Connecting rod bolt 11612 2 4Nut 11612 1 4Connecting rod bolt 11612 5 2Nut 11612 6 2Cylindrical pin 11612 7 2 Charging air reciever O-ring 11814 7 2 Fuel injecting pump Fuel injecting pump, complete 12016 0 1 Fuel injection valve Fuel injection valve, complete 12018 1 1/cylO-ring 12018 8 1/cylO-ring 12018 9 1/cyl Fuel injection pipe Connection pipe 12020 1 1O-ring 12020 3 1O-ring 12020 4 1O-ring 12020 5 1Fuel injection pipe, complete 12020 14 1

MAN Diesel & Turbo

L27/38

3700019-8.0Page 3 (3)

10.40, Tier II

Spare Parts for Unrestricted Service 1487000

Description Qty.Plate Item

Plate No. and Item No. refer to the spare parts plates in the instruction book.

Cooling water connectionsIntermediate pipe 13016 8 4Intermediate pipe 13016 9 4O-ring 13016 11 12

MAN Diesel & Turbo

Spare parts for restricted service, according to the classification societies requirements/recommendations.

L27/38

3700020-8.0Page 1 (1)

10.40, Tier II

Spare Parts for Restricted Service 1487000

Description Qty.Plate Item

Cylinder head accessories Valve, inlet 11616 2 2Valve rotation device 11616 3 4Valve spindle, exhaust 11616 7 2Pressure spring 11616 11 4Valve seat ring, exhaust 11616 F9 2Valve seat ring, inlet 11616 F11 2 Valves on cylinder head Safety valve 11618 A1 1Packing ring 11618 A2 1 Fuel injection valve Fuel injection valve, complete 12018 1 3O-ring 12018 8 3O-ring 12018 9 3 Gasket kit for cylinder unit Gasket kit for cylinder unit 51704 021 1

Plate No. and Item No. refer to the spare parts plates in the instruction book.

Standard Tools (Unrestricted service)

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & turbo

11.21-TierII

L27/38

14880103700125-2.0Page1(9)

1 19000 014

1 19000 038

1 19000 021

1 19000 045

Valvespringtighteningdevice

Liftingtoolforcylinderunit

Removingdeviceforflamering

Guidebushforpiston

11.49028-0481

11.49023-0317

11.49021-0562

11.49044-1761

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools (Unrestricted service)

MAN Diesel & Turbo

11.21-TierII

L27/38

1488010 3700125-2.0Page2(9)

Fitandremovaldeviceforconn.rodbearing,incl.eyescrews(2pcs)

Liftingdeviceforcylin-derliner

Liftingdeviceforpistonandconnectingrod

Pistonringopener

1 19000 069

1 19000 082

1 19000 104

1 19000 190

11.49021-0573

11.49023-0288

11.49023-0289

11.49002-0043

Standard Tools (Unrestricted service)

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & turbo

11.21-TierII

L27/38

14880103700125-2.0Page3(9)

Supportingdeviceforconnectingrodandpistoninthecylinderliner,inclfork

Feelergauge

Socketwrench

Socketwrenchandtorquespanner

Dismantlingtoolformainbearinguppershell

1 19000 212

1 19000 221

1 19000 010

1 19000 652

1 19000 664 1 19000 676

1 19000 035

11.49032-0239

1671396-3

11.49001-0530

11.49001-0532

11.49058-0557

311

218

482.5

221

ø316

153

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools (Unrestricted service)

MAN Diesel & Turbo

11.21-TierII

L27/38

1488010 3700125-2.0Page4(9)

Toolforfixingofmarineheadforcounterweight

Eyescrewforlifting

Containercompleteforwaterwashingofcompressorside

Blowgunfordryclea-ningofturbocharger

1 19000 060

1 19000 036

1 19000 318

1 19000 136

11.49041-0790

06.05110-0103

1651568-1

1612860-3

444.5

83.5

Standard Tools (Unrestricted service)

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & turbo

11.21-TierII

L27/38

14880103700125-2.0Page5(9)

Broadchissel

Cleaningtoolforfuelinjector

Pressuretestingtool

Clampingbracketforfuelinjector

Clampingbracketforfuelinjectionpump

Fuelpipe

Fuelpipe

Grindingdevicefornozzleseat

Grindingpaper

Plier

Loctite

1 19000 473

1 19000 013

1 19000 050

1 19000 051

1 19000 052

1 19000 053

1 19000 054

1 19000 074

1 19000 747

1 19000 759

1 19000 760

11.49003-0066

1678233-6

1683538-2

11.49008-0316

Loct

ite

747

759

760

200

637

050

053

054

051052

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools (Unrestricted service)

MAN Diesel & Turbo

11.21-TierII

L27/38

1488010 3700125-2.0Page6(9)

Extractordeviceforinjectorvalve

Eyescrewforlifting

Combinationspanner,36mm

Crowfoot,36mm

Pressurepump,com-plete

1 19000 407

1 19000 032

1 19000 772

1 19000 784

1 19000 011

11.49021-0624

06.05110-0105

R554K36

08.06411-0601

11.49015-0084

Standard Tools (Unrestricted service)

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & turbo

11.21-TierII

L27/38

14880103700125-2.0Page7(9)

Hydraulictoolscom-pleteconsistingofthefollowing3boxes:

Hydraulictoolsbox1+2consistingof:

Pressurepart,longM39x2

Pressurepart,shortM39x2

TensionscrewM39x2

HydraulictighteningcylinderM39x2

19000 806

19000 633

4 19000 059

2 19000 072

4 19000 118

4 19000 263

1684988-0

1686823-7(draw)059 118 633

263 072

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools (Unrestricted service)

MAN Diesel & Turbo

11.21-TierII

L27/38

1488010 3700125-2.0Page8(9)

Hydraulictoolsbox3consistingof:

PressurepartM24/27x2

TensionscrewM24/27x2

Distributionpiece,cylin-derhead

Distributionpiece,mainbearing

Hosewithunionsforcylinderhead

Hosewithunionsforconnectingofoilpumpanddistributingblock

Sparepartsforhydrau-lictoolM39x2

Sparepartsforhydrau-lictoolM36x2

Sparepartsforhydrau-lictoolM30x2

Sparepartsforhydrau-lictoolM24x2

HydraulictighteningcylinderM24/27x2

HydraulictighteningcylinderM36x2

HydraulictighteningcylinderM30x2

19000 581

2 19000 096

2 19000 131

1 19000 143

1 19000 167

4 19000 180

1 19000 202

1 19000 226

1 19000 238

1 19000 251

1 19000 322

2 19000 246

2 19000 275

2 19000 287

1686824-9(draw) 143 383 167 358 180/202

581

096

371

131

246

275 287 556 334 226238251322

Standard Tools (Unrestricted service)

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & turbo

11.21-TierII

L27/38

14880103700125-2.0Page9(9)

AnglepieceTommybar

Tommybar

PressurepartM36x2

PressurepartM30x2

2 19000 358

1 19000 334

1 19000 556

2 19000 371

2 19000 383

Standard Tools (Restricted service)

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & turbo

11.21-TierII

L27/38

14880103700127-6.0Page1(7)

1 19000 014

1 19000 038

1 19000 021

1 19000 045

Valvespringtighteningdevice

Liftingtoolforcylinderunit

Removingdeviceforflamering

Guidebushforpiston

11.49028-0481

11.49023-0317

11.49021-0562

11.49044-1761

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools (Restricted service)

MAN Diesel & Turbo

11.21-TierII

L27/38

1488010 3700127-6.0Page2(7)

Feelergauge

Socketwrench

Socketwrenchandtorquespanner

Eyescrewforlifting

Containercompleteforwaterwashingofcom-pressorside

1 19000 010

1 19000 652

1 19000 664 1 19000 676

1 19000 036

1 19000 318

1671396-3

11.49001-0530

11.49001-0532

06.05110-0103

1651568-1

311

218

482.5

Standard Tools (Restricted service)

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & turbo

11.21-TierII

L27/38

14880103700127-6.0Page3(7)

Blowgunfordryclea-ningofturbocharger

Broadchissel

Cleaningtoolforfuelinjector

Pressuretestingtool

Clampingbracketforfuelinjector

Clampingbracketforfuelinjectionpump

Fuelpipe

Fuelpipe

1 19000 136

1 19000 473

1 19000 013

1 19000 050

1 19000 051

1 19000 052

1 19000 053

1 19000 054

1612860-3

11.49003-0066

1678233-6

1683538-2050

053

054

051052

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools (Restricted service)

MAN Diesel & Turbo

11.21-TierII

L27/38

1488010 3700127-6.0Page4(7)

Grindingdevicefornozzleseat

Grindingpaper

Plier

Loctite

Extractordeviceforinjectorvalve

Eyescrewforlifting

Combinationspanner,36mm

Crowfoot,36mm

1 19000 074

1 19000 747

1 19000 759

1 19000 760

1 19000 407

1 19000 032

1 19000 772

1 19000 784

11.49008-0316

11.49021-0624

06.05110-0105

R554K36

08.06411-0601

Loct

ite

747

759

760

200

637

Standard Tools (Restricted service)

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & turbo

11.21-TierII

L27/38

14880103700127-6.0Page5(7)

Pressurepump,com-plete

Hydraulictoolscom-pleteconsistingofthefollowing3boxes:

Hydraulictoolsbox1+2consistingof:

Pressurepart,longM39x2

Pressurepart,shortM39x2

TensionscrewM39x2

HydraulictighteningcylinderM39x2

1 19000 011

19000 806

19000 633

4 19000 059

2 19000 072

4 19000 118

4 19000 263

11.49015-0084

1684988-0

1686823-7(draw)

059 118 633

263 072

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Standard Tools (Restricted service)

MAN Diesel & Turbo

11.21-TierII

L27/38

1488010 3700127-6.0Page6(7)

Hydraulictoolsbox3consistingof:

PressurepartM24/27x2

TensionscrewM24/27x2

Distributionpiece,cylin-derhead

Distributionpiece,mainbearing

Hosewithunionsforcylinderhead

Hosewithunionsforconnectingofoilpumpanddistributingblock

Sparepartsforhydrau-lictoolM39x2

Sparepartsforhydrau-lictoolM36x2

Sparepartsforhydrau-lictoolM30x2

Sparepartsforhydrau-lictoolM24x2

HydraulictighteningcylinderM24/27x2

HydraulictighteningcylinderM36x2

HydraulictighteningcylinderM30x2

19000 581

2 19000 096

2 19000 131

1 19000 143

1 19000 167

4 19000 180

1 19000 202

1 19000 226

1 19000 238

1 19000 251

1 19000 322

2 19000 246

2 19000 275

2 19000 287

1686824-9(draw) 143 383 167 358 180/202

581

096

371

131

246

275 287 556 334 226238251322

Standard Tools (Restricted service)

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & turbo

11.21-TierII

L27/38

14880103700127-6.0Page7(7)

AnglepieceTommybar

Tommybar

PressurepartM36x2

PressurepartM30x2

2 19000 358

1 19000 334

1 19000 556

2 19000 371

2 19000 383

Additional tools

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & Turbo

11.33-TierII

L27/38

14880503700126-4.1Page1(10)

1 52000 069

1 52000 082

1 52000 104

1 52000 759

Fitandremovaldeviceforconn.rodbearing,incl.eyescrews(2pcs)

Liftingdeviceforcylin-derliner

Liftingdeviceforpistonandconnectingrod

Plierforpistonpinlockring

11.49021-0573

11.49023-0288

11.49023-0289

EN515J85

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Additional tools

MAN Diesel & Turbo

11.33-TierII

L27/38

1488050 3700126-4.1Page2(10)

Pistonringopener

Supportingdeviceforconnectingrodandpistoninthecylinderliner,incl.fork

Dismantlingtoolformainbearinguppershell

Toolforfixingofmarineheadforcounterweight

Eyescrewforliftingofchargeaircooler

1 52000 190

1 52000 212

1 52000 221

1 52000 035

1 52000 060

1 52000 036

11.49002-0043

11.49032-0239

11.49058-0557

11.49041-0790

11.05110-0103

221

ø316

153

Additional tools

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & Turbo

11.33-TierII

L27/38

14880503700126-4.1Page3(10)

Eyescrewforliftinglub-ricatingoilcooler

Grindingtoolforcylin-derhead/liner

Max.pressureindicator

Handleforindicatorvalve

Testingmandrelforpistonringgrooves,6.43mm

Testingmandrelforpistonringgrooves,8.43mm

1 52000 032

1 52002 126

1 52002 138

1 52002 498

1 52002 151

1 52002 163

06.05110-0105

11.49008-0318

11.49011-0154

11.49001-0503

1635609-1

1635613-7

appr. 87

appr

. 230

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Additional tools

MAN Diesel & Turbo

11.33-TierII

L27/38

1488050 3700126-4.1Page4(10)

Crankshaftalignment,gauge(autolog)

Mandrelforlubricatingoilcooler

Fittingdeviceforlubri-catingoilcooler

Resettingdeviceforhydrauliccylinder

1 52002 067

1 52002 508

1 52002 521

1 52002 092

???

11.32094-0003

11.49021-0619

11.49025-0220

Additional tools

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & Turbo

11.33-TierII

L27/38

14880503700126-4.1Page5(10)

Measuringdevice

Liftingstrapsformainbearingcap

Liftinghandleformainbearingcap

Fitandremovingde-viceforconnectingrodbearing

2 52002 533

1 52002 545

1 52002 557

1 52002 569

11.49022-0185

11.49021-0571

11.49017-0026

11.49021-0559

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Additional tools

MAN Diesel & Turbo

11.33-TierII

L27/38

1488050 3700126-4.1Page6(10)

Supportforconnectingrod

Turningdeviceforcylin-derunit

Grindingmachineforvalveseatrings

Mandrel

Cuttingtool

1 52002 570

1 52002 114

1 52002 199

1 52002 209

1 52002 210

11.49043-0910

11.49032-0186

1685103-1

Wooden boxL x B x H = 450 x 380 x 190 mm

209

210

Additional tools

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & Turbo

11.33-TierII

L27/38

14880503700126-4.1Page7(10)

Grindingmachineforvalveseatrings

Stone

Guide

Fitandremovingdeviceforvalveguides

Touchingbowforinletvalve

Touchingbowforexhaustvalve

1 52002 222

1 52002 234

1 52002 246

1 52002 258

1 52002 582

1 52002 594

1682619-2

11.49047-0059

11.49008-0312

11.49008-0314

234

246

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Additional tools

MAN Diesel & Turbo

11.33-TierII

L27/38

1488050 3700126-4.1Page8(10)

Fittingdeviceforvalveseatrings

Plate(usedwithitem329)

Extractorforvalveseatrings

Fitandremovingdeviceforfuelinjectionpump

1 52002 295

1 52002 317

1 52002 329

1 52002 342

11.49021-0606

11.49062-1670

11.49025-0185

11.49021-0576

Additional tools

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

MAN Diesel & Turbo

11.33-TierII

L27/38

14880503700126-4.1Page9(10)

Settingdeviceforfuelinjectionpump

Cleaningneedlesforfuelinjector(5pcs)

Fitandremovingde-viceforcoolerinsert

Micrometerscrew

Closingcover(TCR20)(standardwithonlyonepropulsionengine)

1 52002 366

1 52002 378

1 52002 401

1 52002 425

1 52002 486

11.49022-0213

??

11.49021-0567

08.71251-0521

11.59661-1053

SupplyperShip

Working Spare Name Sketch Plate Itemno Remarks

Additional tools

MAN Diesel & Turbo

11.33-TierII

L27/38

1488050 3700126-4.1Page10(10)

Closingcover(TCR18)(standardwithonlyonepropulsionengine)

Liftingtoolforcylinderunit(lowdismantlingheight)

Assemblydeviceforsealingring,complete

Assemblycone

Expandingsleeve

Assemblycone

Sizingsleeve

1 52002 450

1 52002 474

1 52002 689

1 52002 690

1 52002 700

1 52002 712

1 52002 724

11.59661-0901

11.49023-0315

11.49032-0185

11.49065-0652

11.49065-0653

11.49044-1702

11.49044-1703

690 700

712 724

MAN Diesel & Turbo

3700067-6.0Page 1 (2)

11.01

Hand Tools 1488070

L21/31L27/38

12 mm10 mm8 mm

164 176 188 247 259 260

30 mm 36 mm24 mm

Size [mm]331343355367379380392

272284296

152

139

Size [mm]Item

Item

019

Socket spanner setDesignation Size [mm]

Combination spannerHexagon key

140

RachetExtension 125Extension 250UniversalSocket - double hexagon 10Socket - double hexagon 13Socket - double hexagon 17Socket - double hexagon 19Socket - double hexagon 22Socket for internal hexagon 5Socket for internal hexagon 6Socket for internal hexagon 7Socket for internal hexagon 8Socket for internal hexagon 10Socket for internal hexagon 12Socket - screwdriver 1.6 x 10Socket - cross head screw 2Socket - cross head screw 3Socket - cross head screw 4

781012141719

1012131416171819222430

032044056068223081235093103115127

MAN Diesel & Turbo

Hand Tools 3700067-6.0Page 2 (2)1488070

11.01

L21/31L27/38

019

032

044

056

068

081

093

103

115

127

139

140

152

164

176

188

223

235

247

259

Item no Benævnelse

Topnøglesæt

Ring-gaffelnøgle,10 mm

Ring-gaffelnøgle,12 mm

Ring-gaffelnøgle,13 mm

Ring-gaffelnøgle,14 mm

Ring-gaffelnøgle,17 mm

Ring-gaffelnøgle,19 mm

Ring-gaffelnøgle,22 mm

Ring-gaffelnøgle,24 mm

Ring-gaffelnøgle,30 mm

T-greb 1/2"

Skralde, 20 mm

Forlænger

Top, str 24

Top, str 30

Top str 36

Ring-gaffelnøgle,16 mm

Ring-gaffelnøgle,18 mm

Unbrakotop, str 8

Unbrakotop, str 10

Designation

Set of tools

Combination spanner, 10 mm

Combination spanner, 12 mm

Combination spanner, 13 mm

Combination spanner, 14 mm

Combination spanner, 17 mm

Combination spanner, 19 mm

Combination spanner, 22 mm

Combination spanner, 24 mm

Combination spanner, 30 mm

Tee handle 1/2" square drive

Ratchet, 20 mm

Extension bar

Socket spanner, squa-re drive, size 24

Socket spanner, squa-re drive, size 30

Socket spanner, squa-re drive, size 36

Combination spanner,16 mm

Combination spanner,18 mm

Bit, hexagon socket screw, square drive

Bit, hexagon socket screw, square drive

Qty

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

Ved bestilling af reservedele, se også side 500.50.

* = Kun tilgængelig som en del af et reservedelssæt / ikke tilgængelig aleneQty/C = Qty/Cylinder

When ordering spare parts, see also page 500.50.

* = Only available as part of a spare parts kit / not avail separately Qty/C = Qty/Cylinder

Item no BenævnelseDesignationQty

EN563H1

08.06073-0014

08.06073-0016

08.06073-0017

08.06073-0018

08.06073-0021

08.06073-0023

08.06073-0326

08.06073-0328

08.06073-0334

08.06631-0400

08.06631-3600

08.06139-1358

08.06140-6100

08.06140-6300

08.06140-6500

08.06073-0020

08.06073-0022

08.06556-3040

08.06556-3060

08.06556-3080

08.06411-0010

08.06411-0011

08.06411-0013

08.06125-1100

08.06125-1200

08.06125-1400

08.06125-1600

08.06125-1800

08.06125-2100

08.06125-2300

260

272

284

296

331

343

355

367

379

380

392

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

Bit, hexagon socket screw, square drive

Torque spanner,20-120 Nm - 1/2"

Torque spanner,40-200 Nm - 1/2"

Torque spanner,30-320 Nm - 1/2"

Hexagon key 7 mm

Hexagon key 8 mm

Hexagon key 10 mm

Hexagon key 12 mm

Hexagon key 14 mm

Hexagon key 17 mm

Hexagon key 19 mm

Unbrakotop, str 12

Momentnøgle,20-120 Nm - 1/2"

Momentnøgle,40-200 Nm - 1/2"

Momentnøgle,30-320 Nm - 1/2"

Unbrakonøgle 7 mm

Unbrakonøgle 8 mm

Unbrakonøgle 10 mm

Unbrakonøgle 12 mm

Unbrakonøgle 14 mm

Unbrakonøgle 17 mm

Unbrakonøgle 19 mm

MAN Diesel & Turbo

1699862-8.1Page 1 (2) 1402000

10.02

Weight and centre of gravity

Weight and centre of gravity of engine

L27/38

* Incl. lubricating oil and water** Excl. lubricating oil and water

A

B

1103

“Aft” - CrankshaftCL

CL

“Fore”

1330

615*

645*

*

20

Seen from aft

4 E

05

Engine A approx. B approx. Engine weight Engine weight

type mm mm tons* tons**

6L27/38 1855 5070 31.4 31.0

7L27/38 2077 5515 35.1 34.0

8L27/38 2300 5960 38.7 37.0

9L27/38 2523 6405 42.7 40.5

MAN Diesel & Turbo

1699862-8.1Page 2 (2)1402000

10.02

Weight and centre of gravity

Lifting engine on board

Before taking an engine on board, it must be ensured that the vessel’s deck casing or hatchway provides adequate space for this purpose. The engine should be lifted by the special tools mounted by the factory. The lifting tool has to be removed after the installation, and the protective caps should be fitted.

L27/38

The lifting tool is to be returned to us after finishing lifting.

The complete lifting tool consists of the following parts:

•1liftingtool •8extensionstuds •8nutsforsame

240

4 E

07

B

C

800

530

A

Lifting tool for engine - 280 kg

1300 410

Engine A approx. B approx. C Max engine width Dry weight type mm mm mm mm tons

6L27/38 4450 2815 5070 1370 31.0

7L27/38 4450 3360 5515 1370 34.0

8L27/38 4450 3455 5960 1370 37.0

9L27/38 4450 3806 6405 1370 40.5

MAN Diesel & Turbo

14020001689476-6.2Page 1 (6) Weight and Dimensions of Principal Parts

L27/38

11.26 - Tier II, WB II

Please note: 5 cyl. only for GenSet

Cylinder liner approx. 140 kg

Piston approx. 66 kgCylinder head incl. rocker arms approx. 400 kg

458

882

775

Charge air cooler approx. 490 kg

MAN Diesel & Turbo

1402000 1689476-6.2Page 2 (6)Weight and Dimensions of Principal Parts

L27/38

11.26 - Tier II, WB II

Front end box for GenSet approx. 2420 kg

Please note: 5 cyl. only for GenSet

Cylinder unit approx. 700 kg Connecting rod with marine head approx. 120 kg

860

2045

Front end box for Propulsionapprox. 1345 kg

Ø26275

5

1209

1435

751

1435

882

458

MAN Diesel & Turbo

1402000

* Depending on Alternator type

Base Frame for GenSet

Length (L)*mm

One bearing Weight, kg

Two bearingWeight, kg

5 cyl. 5245 5121 -

6 cyl. 6168 5500 6300

7 cyl. 6800 5687 6583

8 cyl. 7970 - 6920

9 cyl. 8470 - 7585

1689476-6.2Page 3 (6) Weight and Dimensions of Principal Parts

L27/38

11.26 - Tier II, WB II

L

790

Oil Pan for Propulsion

Length (L), mm Weight, kg

6 cyl. 3367 1186

7 cyl. 3812 1320

8 cyl. 4251 1587

9 cyl. 4702 1720

L

1770

Please note: 5 cyl. only for GenSet

MAN Diesel & Turbo

1402000

L

Valve Camshaft

Length (L), mm Weight, kg

5 cyl. 2378 376

6 cyl. 2823 427

7 cyl. 3268 477

8 cyl. 3713 528

9 cyl. 4158 528

Injection Camshaft

Length (L), mm

5 cyl. 2570

6 cyl. 3015

7 cyl. 3460

8 cyl. 3905

9 cyl. 4350

L

1689476-6.2Page 4 (6)Weight and Dimensions of Principal Parts

L27/38

11.26 - Tier II, WB IIp

Please note: 5 cyl. only for GenSet

MAN Diesel & Turbo

14020001689476-6.2Page 5 (6) Weight and Dimensions of Principal Parts

L27/38

11.26 - Tier II, WB II

Frame

Length (L), mm Weight, kg

5 cyl. 2658 8503

6 cyl. 3103 9886

7 cyl. 3548 11268

8 cyl. 3993 12652

9 cyl. 4438 14053

Flywheel with gear rimFor GenSet

Small 1451 kg

Medium 1927 kg

Large 2671 kg

1630

1370L

ø1480

L

H

Ø1232

Flywheel with gear rimfor Propulsion

1196 kg

Please note: 5 cyl. only for GenSet

L, mm H, mm Weight, kg

TCR18 1328 772 460

TCR20 1661 953 780

MAN Diesel & Turbo

1402000

L

Crankshaft with Counter Weights

Length (L), mm

5 cyl. 2920

6 cyl. 3365

7 cyl. 3810

8 cyl. 4255

9 cyl. 4700

1689476-6.2Page 6 (6)Weight and Dimensions of Principal Parts

L27/38

11.26 - Tier II, WB IIp

Please note: 5 cyl. only for GenSet

MAN Diesel & Turbo

1690730-9.1Page 1 (1) 1435000

08.45

Fuel oil system

General

The engine can be equipped with different equipment depending on fuel oil quality.The standard engine, for operation on MDO (Marine Diesel Oil), is equipped with built-on:

Fuel oil primary pump Double filter with paper inserts Lubrication of fuel oil pumps Fuel oil pumps with leak oil seal Uncooled fuel injection valves

The MDO built-on equipment is designed for single engine installation. For multi engine installations it is recommended to have either two separate fuel supplies or the built-on pumps have to be replaced by electrical pumps.

The standard engine, for operation on HFO (Heavy Fuel Oil), is equipped with built-on:

Fuel oil duplex filter Fuel oil back pressure valve Lubrication of fuel oil pumps Fuel oil pumps without leak oil seal Uncooled fuel injection valves Equipment for cleaning of turbocharger turbine side during operation

The built-on equipment is designed for use of fuel oil modules, normally referred to as booster modules. For multi engine installations a common fuel oil feed system should cover all engines.

Fuel oil quality

We recommend to use heavy fuel up to 380 cSt/50oC,

even though the engine is designed for operation on HFO up to 700 cSt/50

o C, depending on the actual

fuel quality.

For fuel oil quality, see Quality Requirements 1435000.

The maximum injection viscosity is 12-14 cSt.

Velocity recommendations for fuel oil pipes:

Marine Diesel Oil: Suction pipe: 0.5 - 1.0m/s Delivery pipe: 1.5 - 2.0 m/s

Heavy Fuel Oil: Suction pipe: 0.3 - 0.8 m/s Delivery pipe: 0.8 - 1.2 m/s

L21/31L27/38

MAN Diesel & Turbo

1402000Recalculation of fuel consumption dependent on

ambient conditions

General

12.12

1624473-6.2Page 1 (1)

All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depend-ing 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.

In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Per-formance, Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods – Additional requirements for engines for general use” MAN Diesel & Turbo specifies the method for recalculation of fuel consumption dependent on ambient conditions for 1-stage turbocharged en-gines as follows:

The formula is valid within the following limits:

+ Ambient air temperature 5° C – 55° C

+ Charge air temperature before cylinder 25° C – 75° C

+ Ambient air pressure 0.885 bar – 1.030 bar

ß Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylinder see »Reference conditions« in »Fuel oil consumption for emissions standard«.

Legend Reference At test run or at site

Specific fuel consumption [g/kWh] br bx

Ambient air temperature [°C] tr tx

Charge air temperature before cylinder [°C] tbar tbax

Ambient air pressure [bar] pr px

Example

Reference values:

br = 200 g/kWh, tr = 25° C, tbar = 40° C, pr = 1.0 bar

At Site:

tx = 45° C, tbax = 50° C, px = 0.9 bar

ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023

bx = ß x br = 1.023 x 200 = 204.6 g/kWh

ß = 1+ 0.0006 x (tx – tr) + 0.0004 x (tbax – tbar) + 0.07 x (pr – px)

bx = br x ß br =bx

ß

MAN Diesel & Turbo

Fuel Oil Consumption for Emissions Standard

L27/38

12.15 - Tier II

3700004-2.2Page 1 (2)

6-9L27/38: 340 kW/cyl. at 800 rpm, Controllable-Pitch Propeller (CPP)

6-9L27/38: 365 kW/cyl. at 800 rpm, Controllable-Pitch Propeller (CPP)

1402090

% Load 100 851) 75 50 25

Spec. fuel consumption (g/kWh) with HFO/MDO without attached pumps 2) 3)

188 1851) 185 191 210

1) Warranted fuel consumption at 85% MCR2) Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for warranty is taken into account.3) Based on reference conditions, see "Reference conditions"

Table 1 Fuel oil consumption

% Load 100 851) 75 50 25

Spec. fuel consumption (g/kWh) with MDO/MGO 4) without attached pumps 2) 3)

191 1861) 184 186 206

1) Warranted fuel consumption at 85% MCR2) Tolerance for warranty +5%. Please note that the additions to fuel comsumption must be considered before the tolerance for warranty is taken into account.3) Based on reference conditions, see "Reference conditions"4) MDO viscosity must not exceed 6 mm2/s = cSt @ 40 °C.

Table 2 Fuel oil consumption

All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depend-ing 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.

No of cylindersFuel oil consumption at idle running (kg/h)

6L 7L 8L 9L

Speed / 800 rpm 44 48 52 56

Table 3 Fuel oil consumption at idle running

IMO Tier II requirements:

IMO: International Maritime Organization MARPOL 73/78; Revised Annex VI-2008, Regulation 13.

Tier II: NOx technical code on control of emission of nitrogen oxides from diesel engines.

Note!Operating pressure data without further specification are given below/above atmospheric pressure.

For calculation of fuel consumption, see "1402000 Recalculation of fuel oil consumption dependent on ambient conditions"

MAN Diesel & Turbo

Fuel Oil Consumption for Emissions Standard

L27/38

12.15 - Tier II

3700004-2.2Page 2 (2)1402090

All data provided in the attached document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depend-ing 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.

Reference conditions (according to ISO 3046-1: 2002; ISO 1550: 2002)

Air temperature before turbocharger tr °C 25

Ambient pressure pr bar 1

Relative humidity Φr % 30

Engine type specific reference charge air temperature before cylinder tbar 1) °C 40

Net calorific value NCV kJ/kg 42,700

1) Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be achieved with 25° C LT cooling water temperature before charge air cooler (according to ISO)

Table 4 Reference conditions

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

With built-on pumps, the SFOC will be increased in [%] by:

Lubricating oil main pump 1.5 x %

LT Cooling water pump 0.7 x %

HT Cooling water pump 0.7 x %

Fuel oil feed pump* 0.1 x %*only for MDO/MGO operation

For different net calorific value, the SFOC will be corrected in [%] by:Net calorific value NCV rise 427 kJ/kg - 1.0 %

Increased negative intake pressure before compressor leads to increased fuel oil consumption, calculated as increased air temperature before turbocharger:

U = ( -20 [mbar] – pAir before compressor [mbar] ) x 0.25 [K/mbar] with U ≥ 0

Increased exhaust gas back pressure after turbine leads to increased fuel oil consumption, calculated as increased air temperature before turbocharger:

O = ( pExhaust after turbine [mbar] – 30 [mbar] ) x 0.25 [K/mbar] with O ≥ 0

Charge air blow-off for exhaust gas temperature control (plants with catalyst) leads to increased fuel oil consumption:For every increase of the exhaust gas temperature by 1° C, due to activation of charge air blow-off device, an addition of 0.05 g/kWh to be considered.

110load % + 10

110load % + 10

110load % + 10

110load % + 10

MAN Diesel & Turbo

1696437-2.3Page 1 (3) 1435000

09.35

Fuel oil system – MDO

Fuel oil system for operation on gas/diesel oil

L27/38

Fig 6.1 Fuel oil system – MDO

2049

080-

0.1

Connections:B1 Fuel oil primary pump - suctionB3 Fuel oil primary stand-by pump - pressureB4 Fuel oil circulation to service tankB7A Leak oil to drain tank

123456789

Prefilter for purifierTransfer pumpPurifierMDO service tankSightglass for MDO overflowDuplex filter (magnetic insert)Primary stand-by pumpPrimary pumpDuplex filter (paper insert)

Item Description Shut-off valve at B4 is to be placed as close to theconnections as possible

Service tank (item 4):Min capacity in m# for 8 hours operation:

CYL.

6L27/387L27/388L27/389L27/38

WITH PURIFIER OR SETTLING TANK

3.94.65.25.9

The lowest oil level of the service tank must be min500 mm above centerline of crankshaft.

45

6

9

1

2

3

8 7

LAL

LSH1425

PT1423

PT1424

DN

32

B7A

B4

20 x

2

28 x 2

To sludge

To fu

el o

il dr

ain

tank

Ret

urn

tobu

nker

/set

tling

tank

From

bun

ker/

settl

ing

tank

To s

ludg

e

M

B1

B3

28 x

2

28 x

2

20 x

2

28 x 2

8 x

1

MAN Diesel & Turbo

1696437-2.3Page 2 (3)1435000

09.35

Fuel oil system – MDO

Fuel oil storage

The storage and handling system comprises of bunker tanks, pipe systems and transfer systems.

Cleaning systems

The cleaning system normally comprises of a settling tank, pipe system and equipment for cleaning of the MDO prior to use in the engine.

The settling tank should be designed to provide the most efficient sludge and water separation. The tank should be provided with baffles to reduce mixing of sludge with the fuel. The bottom of the tank should have a slope toward the sludge drain valve(s), and the pump suction must not be in the vicinity of the sludge space.

We recommend that the capacity of a single set-tling tank is sufficient to ensure minimum 24 hours operation.

Prefilter, item 1

To protect the purifier pump (item 2), a prefilter should be inserted before the pump.

Design data:

Capacity: See oil pump, item 2Mesh size: 0.8 – 1.0 mm

Oil pump to purifier, item 2

The pump can be driven directly by the purifier or by an independent motor.

Design data:

Capacity: According to purifierPressure: Max 2.5 barTemperature: Max 40°C

L27/38

Purifier, item 3

For engines operating on MDO we recommend cleaning of the oil by a purifier to remove water. For the blended fuel oil (M3 in accordance to BS MA100 fuel oil specification) which can be ex-pected in some bunker places, the purifier is also an important cleaning device. We recommend the automatic self-cleaning type.

As a guideline for the selection of purifier, the fol-lowing formula can be used:

Design data:

Capacity: V = C × (24/T)

V: The nominal capacity of the purifier in litres/hourC: Consumption at MCR in litres/hourT: Daily separating time, depending on purifier (20-22 hours)

Guidance given by the manufacturer of the purifier must be observed.

If aux engines are fed from the same fuel oil sys-tem, the fuel oil consumption has to include all engines.

Pre-heating is normally not necessary, but a purify-ing temperature of approx 40°C is recommendedfor better separation. Some Marine Diesel Oils have a high content of “paraffin” which clogs up filters and can cause unintended engine stopping. To avoid this, preheating can be necessary.

A heat exchanger and a thermostatic valve using the main engine HT cooling water as heating media can be installed, if necessary.

Service tank, item 4

The service tank shall be dimensioned to contain purified MDO for operating minimum 4 hours at MCR.

MAN Diesel & Turbo

Attention must be paid that the fuel oil inlet pipe is connected to the side of the tank in a position to avoid sludge and water contamination of the MDO.

A vent pipe from the tank should be led up to the deck level minimum 500 mm above the tank. Precaution should be taken that water does not enter the tank through the vent pipe.

To ensure satisfactory suction when starting up the main engine, the lowest oil level in the service tank should be at least 500 mm above the suction to the primary pump (item 8 in fig 6.1) and the stand-by primary pump.

Duplex suction filter, item 6

A duplex suction filter with magnetic inserts should be installed in the suction line of the fuel oil primary pump to protect the pump. The filter should be de-signed for the capacity of the built-on primary pump with a mesh size of 0.5-0.8 mm.

Stand-by primary pump, item 7

Design data:

Capacity: 4 × MCR consumptionPressure: 2.5 bar

Fuel oil consumption

For calculating the necessary tank size, purifier, stand-by pumps, etc, the consumption stated in the planning data, based on engine MCR, should be used.

These values include an addition for engine driven pumps plus 3% tolerance in accordance with ISO requirements.

Cooler requirements

Fuel oil temperatures before engine / fuel oil injec-tion pumps (MDO/MGO):

If the fuel oil temperature before engine / fuel injec-tion pumps exceeds 40° C or the viscosity is below 2.2 cSt a cooler must be built-in, in order to ensure the lub ricating properties for the injection pumps.

Notes

We recommend that the total pressure drop in the piping system is calculated in order to ensure that the pump capacity is sufficient and the flow velocity is as recommended by us.

We should be pleased to review your piping diagrams and give our comments and recommendations. The shipyard is responsible for the choice of method, design and execution.

1696437-2.3Page 3 (3) 1435000Fuel oil system – MDO

09.35

L27/38

MAN Diesel & Turbo

1696438-4.1Page 1 (6) 1435000

06.18

Fuel oil system – HFO

Fuel oil system for operation on heavy fuel oil

L27/38

Fig 1 Fuel oil diagram – HFO

2047

918-

0.5

20 x 2

22 x 2

DN 32

DN 32

DN 3212 x 1.5

8 x 1

28 x 228 x 2

To sludge 28 x

2

28 x

2

To sludge

Ret

urn

to b

unke

r ta

nk (

HF

O)

To sludge

From

bun

ker

tank

(H

FO

)

DN 32 DN 32

Ret

urn

to b

unke

r ta

nk (

MD

O)

From

bun

ker

tank

(M

DO

)28

x 2

20 x

2

DN

32

20 x

2

20 x

2

To sludge To sludge

28 x

2

DN

32

To sludge

DN 32

DN 32

To fu

el o

il dr

ain

tank

To fu

el o

il dr

ain

tank

To sludge

To sludge

Heavy fuel oilMarine diesel

oil

FI

B7A

B2 B4

20

30

B11

6 5

4A

3A

2A

4

3

2

89

8A9A

10 12

1116AM

M

1413

16

734

17

18

32

31

33

35

19

15

PT1424

PT1423 TE

1424

DPAH

PSL

TAL

VAL/H TAH TI

PSL

LSH1428

PSL

PSL

LAL LAL

M

M M

MAN Diesel & Turbo

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Item Description

1 HFO settling tank 2 Prefilter for purifier/clarifier 3 Transfer pump for purifier/clarifier 4 Preheater for purifier/clarifier 5 HFO purifier 6 HFO clarifier 7 HFO day tank 8 Prefilter for HFO supply pump 9 Fuel oil supply pump 10 Automatic filter 11 Flow indicator 12 Mixing tank 13 Automatic deaeration valve 14 Supply pressure control valve 15 Duplex filter (magnetic insert) 16 Fuel oil booster pump 17 Final preheater 18 Viscosity control equipment 19 Duplex silt filter 20 Booster pressure regulating valve 30 Sight galss, HFO day tank overflow 31 Prefilter for MDO transfer pump 32 MDO transfer pump 33 MDO purifier 34 MDO purifier 35 Sight glass, MDO day tank overflow

L27/38

Shut-off valve at B4 is to be placed as close to the con-nection as possible

Note:All tanks and pipes for heated oil must be insulated.

Final preheater (item 17):Standard: Steam heated final preheaterOptional: Electrical, Thermal oil heated final preheater

MDO-tank (item 34):Min oil level in MDO-tank is to be approx 500 mm above inlet pipe (item 10).

Pressure regulating valve (item 20):The pressure regulating valve is to be adjusted to a pres-sure of 4 bar. The relief valve for booster pumps (items 16 and 16A) are adjusted to a pressure somewhat higher.

Fuel oil storage

The storage and handling system consists of bunker tanks, pipe systems and transfer systems.

Cleaning systems

The cleaning system normally comprises of a settling tank, pipe system and equipment for cleaning of the HFO prior to use in the engine.

Settling tank, item 1

The settling tanks should be designed to provide the most efficient sludge and water separation. Each tank should be provided with baffles to reduce mixing of sludge with the fuel. The bottom of the tank should be with a slope toward the sludge drain valve(s), and the pump suction must not be in the vicinity of the sludge space.

We recommend that the capacity of each settling tank should be sufficient to ensure minimum 24 hours operation.

The temperature of the oil settling tanks should be as high as possible to help the dirt to settle. The temperature should be below 5°C in order to avoid the formation of asphaltenes, and min 7°C above the pour point of the oil to ensure pumpability.

Prefilter, items 2 and 2A

To protect the separator pumps, items 3 and 3A, a prefilter should be inserted before the pumps.

Design data:

Capacity: See oil pump, items 3 and 3AMesh size: 0.8-1.0 mm

Oil pump to purifier and clarifier, items 3 and 3A

The pumps can be driven directly by the purifier or by an independent motor.

Connections:B1 Fuel oil inlet engineB2 Drain oil from fuel valvesB4 Fuel oil circulation to service tankB7A Leak oil to drain tank (with alarm)

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Design data:

Capacity: According to separatorPressure: Max 2.5 barTemperature: Max 70°C

Preheater before purifier and clarifier, items 4 and 4A

The preheater must be able to raise the temperature of the oil from approx 60°C to approx 98°C, which is the temperature of the oil for purifying.

Design data:

Capacity: P = v × t/1710

P: Capacity of the preheater in kWv: Flow through preheater in litres/hourt: Temperature difference approx 40°C (engine operating)

Max pressure: 4 barMax pressure loss: 0.5 bar

The specific load on heating surface for an electric preheater is recommended not to exceed 1.2 W/cm2.

Purifier/clarifier, items 5 and 6

For engines operating on HFO we recommend clean-ing of the fuel oil by a purifier and a clarifier to remove water and solids. For applications with separators acting as a clarifier and purifier at the same time, we recommend to have one separator as stand-by. We recommend the automatic self-cleaning type.

As a guideline for the selection of separators, the following formula can be used:

Design data:

Capacity: V = C × (24/T)

V: The nominal capacity of the separators in litres/hourC: Consumption at MCR in litres/hourT: Daily separating time, depending on purifier (20-22 hours)

Guidance given by the manufacturer of the sepera-tors must be observed.

If aux engines are supplied from the same fuel oil system, the fuel oil consumption has to include all engines.

HFO service tank, item 7

The service tank should be dimensioned to contain purified HFO for operating for at least 12 hours.

The tank must be insulated and the oil temperature in the tank should be kept at minimum 60 °C. Depend-ing on separating temperature and tank insulation the temperature may rise to above 90°C.

Attention must be paid that the fuel oil inlet pipe is connected to the side of the tank in a position to avoid sludge and water contamination of the HFO.

The feed from the service tank to the mixing pipe is to be connected in a suitable distance above the bottom of the service tank to avoid sludge and water contamination in the pipe.

A vent pipe from the tank should be led up to the deck level minimum 500 mm above the tank. Precaution should be taken that water does not enter the tank through the vent pipe.

Prefilters, items 8 and 8A

The pressure pumps (items 9 and 9A) must be pro-tected by prefilters.

Design data:

Capacity: See capacity for pressure pumpTemperature: Max 90°CMesh size: 0.8-1.0 mm

Pressure pumps, items 9 and 9A

The HFO system must be pressurised to avoid gas separation in the fuel oil piping. Pressurising is maintained by the pumps installed between the HFO service tank and the automatic filter.

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Fuel oil system – HFO

L27/38

Design data:

Type: Screw or gear pump with relief valveCapacity: MCR consumption + flushing oilPressure: Max 4 barTemperature: Max 90°CViscosity at normal operation: Max 140 cSt (corresponding to 70°C)Viscosity for dimensioning of el–motor: 1000 cSt

Pressure regulating valve, item 14

The pressure regulating valve is to be adjusted to a pressure of approx 4 bar and the relief valve setting for supply pumps, items 9 and 9A, is adjusted to a higher pressure.

If the capacity of the pressure pumps (items 9 and 9A) exceeds the fuel oil consumption too much, or if the plant often operates at low load, the surplus oil by-passed by the pressure regulating valve has to be cooled down by a by-pass oil radiator, to avoid unintended heating of the fuel supply.

Automatic filter, item 10

An automatic filter should be installed between the supply pumps and the mixing pipe.

As the flow is limited to the consumption of the engine, a filter with 10 µm mesh size should be used in order to achieve optimal filtration. In case of malfunction of the filter, a manually cleaned by-pass filter has to be installed in parallel to the automatic filter.

Design data:

Capacity : MCR consumptionPressure : Normally 4 bar Max 8 barTemperature : Max 90°CMesh size : 10 µm absolute (main supply) 35 µm absolute (by-pass supply)

Fuel oil consumption measuring, item 11

For engines with pressurised HFO system a fuel consumption meter can be fitted between the auto-matic filter (item 10) and the mixing tank (item 12). A spring loaded valve has to be installed in parallel. In case of the measuring device, the valve will open and ensure fuel supply to the engine.

Mixing pipe, item 12

The main purpose of the mixing pipe is to ensure good ventilation of gas from the hot fuel oil.

Furthermore, the mixing pipe ensures a gradual temperature balance by mixing the hot returned oil from the engine with the oil from the daily service tank thereby reducing the heat requirements from the final preheater.

The mixing pipe should be dimensioned to contain fuel oil for 10-15 minutes operation at MCR load, and in any case not less than 50 litres.

Minimum diameter of mixing pipe: 200 mm.

Because the capacity of the fuel oil primary pump is higher than the consumption of the engine, the surplus oil from engine flange connection B4 must be returned to the mixing pipe and must be adequately insulated.

The flange connection B2 must be connected to a drain tank and not to the mixing pipe.

Prefilter, item 15

To protect the fuel oil circulation pumps a duplex prefilter is recommended between the mixing pipe (item 12) and the circulating pumps (items 16 and 16A).

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Design data (depending on fuel type):

Capacity: See the planning dataOperating temperature: Max 150°CPressure: Max 10 barPressure drop by clean filter: Max 0.05 barPressure drop by dirty filter: Max 0.1 barMesh size: 0.5 – 0.8 mm

HFO circulating pump, items 16 and 16A

The pressurised HFO system has a high degree of recirculation.

Design data (depending on fuel type):

Capacity: 4 × MCR consumptionPressure: Max 8 barOperating temperature: Max 150°CViscosity at normal operation: 25 cSt (corresponding to 110°C)Viscosity for dimensioning of el-motor: 250 cSt (corresponding to 60°C)

Preheater, item 17

In order to heat the HFO to the proper viscosity before the injection valves (12±2 cSt), the oil is led through a preheater.

The temperature of the HFO is regulated by an auto-matic viscosity control unit to 85-150 °C (depending on the viscosity).

The specific load on heating surface for an electric preheater is recommended not to exceed 1.2 W/cm2.

Based on the minimum temperature of the oil from the HFO service tank to be 60 °C and because the fuel must be heated to temperatures indicated in the table below (corresponding to a viscosity of 12±2 cSt plus an addition of 5°C to compensate for heat loss before injection) the capacity of the preheater in kW should be minimum:

The above capacities include a safety margin of 15% but the necessary capacity depends on the actual fuel and condition. We will be pleased to carry out calculations for a specific condition on request.

Viscosity control equipment, item 18

This equipment is required for all types of fuel to ensure the optimum viscosity of approx 12±2 cSt at the inlet to the fuel injection pump. The viscosimetershould be of a design which is not affected by pres-sure peaks produced by the injection pumps. For efficient operation, the pipe length between the HFO preheater and the viscosity control equipment should be as short as possible (or in accordance with the manufacturer’s instruction).

The viscosity control equipment should be able to switch over to thermostatic control in case of mal-functioning.

General piping

Settling tank, service tank, and mixing pipe must be insulated. All pipes for heated oil must be insulated as well.

Fuel type IF 80 IF 180 IF 380 final temp t= 110 °C t=131 °C t=147 °C kW kW kW

6L27/38 18 25 30

7L27/38 21 29 35

8L27/38 25 33 40

9L27/38 28 38 45

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Fuel oil system – HFO

L27/38The fuel oil pipe system must be made of seamless precision steel tubes which can be assembled by means of either cutting ring or clamp ring fittings.

Fuel oil consumption

For calculating the necessary size of tank, separa-tors, stand-by pumps, etc, the consumption stated in the planning data, based on engine MCR, should be used.

The consumption includes an addition for engine driven pumps plus 5% tolerance in accordance with ISO requirements.

The conversion from kg/hour to litres/hour is based on a fuel with density of 950 kg/m3 for IF 80 and 980 kg/m3 for IF 380.

The low calorific heat value of the heavy fuel oil cor-responds to 40,225 kJ/kg.

The MDO treatment and feed system

The engine is designed for pier to pier operation on HFO. However, change-over to MDO might become necessary. For instance during:

Repair of engine and fuel oil system Docking More than 5 days stop Environmental legislation requiring use of low-sulphur fuels

The layout of MDO treatment and feed system should be in accordance with the recommendations for MDO.

Heavy fuel oil (HFO) specification

PrerequisitesMAN four-stroke diesel engines can be operated with any heavy fuel oilobtained from crude oil that also satisfies the requirements in Table 1, pro-viding the engine and fuel processing system have been designed accord-ingly. To ensure that the relationship between the fuel, spare parts andrepair / maintenance costs remains favorable at all times, the following pointsshould be observed.

Heavy fuel oil (HFO)The quality of the heavy fuel oil largely depends on the quality of crude oiland on the refining process used. This is why the properties of heavy fuel oilswith the same viscosity may vary considerably depending on the bunkerpositions. Heavy fuel oil is normally a mixture of residual oil and distillates.The components of the mixture are normally obtained from modern refineryprocesses, such as Catcracker or Visbreaker. These processes canadversely affect the stability of the fuel as well as its ignition and combustionproperties. The processing of the heavy fuel oil and the operating result ofthe engine also depend heavily on these factors.

Bunker positions with standardised heavy fuel oil qualities should preferablybe used. If oils need to be purchased from independent dealers, also ensurethat these also comply with the international specifications. The engine oper-ator is responsible for ensuring that suitable heavy fuel oils are chosen.

Fuels intended for use in an engine must satisfy the specifications to ensuresufficient quality. The limit values for heavy fuel oils are specified in Table 1.The entries in the last column of Table 1 provide important background infor-mation and must therefore be observed.

Different international specifications exist for heavy fuel oils. The most impor-tant specifications are ISO 8217-2010 and CIMAC-2003, which are more orless identical. The ISO 8217 specification is shown in Fig. 1. All qualities inthese specifications up to K700 can be used, providing the fuel preparationsystem has been designed accordingly. To use any fuels, which do not com-ply with these specifications (e.g. crude oil), consultation with Technical Serv-ice of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with amaximum density of 1,010 kg/m3 may only be used if up-to-date separatorsare installed.

Even though the fuel properties specified in the table entitled "The fuel speci-fication and corresponding properties for heavy fuel oil" satisfy the aboverequirements, they probably do not adequately define the ignition and com-bustion properties and the stability of the fuel. This means that the operatingbehaviour of the engine can depend on properties that are not defined in thespecification. This particularly applies to the oil property that causes forma-tion of deposits in the combustion chamber, injection system, gas ducts andexhaust gas system. A number of fuels have a tendency towards incompati-bility with lubricating oil which leads to deposits being formed in the fueldelivery pump that can block the pumps. It may therefore be necessary toexclude specific fuels that could cause problems.

The addition of engine oils (old lubricating oil, ULO –used lubricating oil) andadditives that are not manufactured from mineral oils, (coal-tar oil, for exam-ple), and residual products of chemical or other processes such as solvents

Origin/Refinery process

Specifications

Important

Blends

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(polymers or chemical waste) is not permitted. Some of the reasons for thisare as follows: abrasive and corrosive effects, unfavourable combustioncharacteristics, poor compatibility with mineral oils and, last but not least,adverse effects on the environment. The order for the fuel must expresslystate what is not permitted as the fuel specifications that generally apply donot include this limitation.

If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,this poses a particular danger as the additives in the lubricating oil act asemulsifiers that cause dirt, water and catfines to be transported as fine sus-pension. They therefore prevent the necessary cleaning of the fuel. In ourexperience (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 isprohibited for environmental protection reasons according to the resolutionof the IMO Marine Environment Protection Committee passed on 1st January1992.

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

Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity

Viscosity (at 100 ℃) 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. 30 Low-temperature behaviour (ASTM D 97)

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

Coke residue (Conrad-son)

Weight % max. 20 Combustion properties

Sulphur content 5 orlegal requirements

Sulphuric 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 siliciumcontent (total)

mg/kg max. 60 Heavy fuel oil processing

Acid number mg KOH/g 2.5

Hydrogen sulphide mg/kg 2

Used lubricating oil(ULO)

mg/kg The fuel must be free of lubri-cating oil (ULO = used lubricat-ing oil, old oil). Fuel is consid-ered as contaminated withlubricating oil when the follow-ing concentrations occur:

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

Leak oil collector

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Asphaltene content Weight % 2/3 of coke residue(according to Conradson)

Combustion properties

Sodium content mg/kg Sodium < 1/3 Vanadium,Sodium<100

Heavy fuel oil processing

The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. Itmust 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

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Figure 1: ISO 8217-2010 specification for heavy fuel oil

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Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)

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Additional informationThe purpose of the following information is to show the relationship betweenthe quality of heavy fuel oil, heavy fuel oil processing, the engine operationand operating results more clearly.

Economic operation with heavy fuel oil within the limit values specified in thetable entitled "The fuel specification and corresponding properties for heavyfuel oil" is possible under normal operating conditions, provided the system isworking properly and regular maintenance is carried out. If these require-ments are not satisfied, shorter maintenance intervals, higher wear and agreater need for spare parts is to be expected. The required maintenanceintervals and operating results determine, which quality of heavy fuel oilshould be used.

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

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

The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 23/30H and28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of theengine must be observed. This is the only way to ensure efficient atomisationand mixture formation and therefore low-residue combustion. This also pre-vents mechanical overloading of the injection system. For the prescribedinjection viscosity and/or the required fuel oil temperature upstream of theengine, refer to the viscosity temperature diagram.

Whether or not problems occur with the engine in operation depends on howcarefully the heavy fuel oil has been processed. Particular care should betaken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-cles, rust, sand) are effectively removed. It has been shown in practice thatwear as a result of abrasion in the engine increases considerably if the alumi-num and silicium content is higher than 15 mg/kg.

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

Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains inthe tank and the lower the viscosity of heavy fuel oil is, the more effective theprecleaning process will be (maximum preheating temperature of 75 °C toprevent the formation of asphalt in heavy fuel oil). A settling tank is sufficientfor heavy fuel oils with a viscosity of less than 3802/s at 50 °C. If the heavyfuel oil has a high concentration of foreign matter, or if fuels in accordancewith ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks willbe required one of which must be sized for 24-hour operation. Before thecontent is moved to the service tank, water and sludge must be drained fromthe settling tank.

A separator is particularly suitable for separating material with a higher spe-cific density – water, foreign matter and sludge, for example. The separatorsmust be self-cleaning (i.e. the cleaning intervals must be triggered automati-cally).

Only new generation separators should be used. They are extremely effectivethroughout a wide density range with no changeover required, and can sep-arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.

Selection of heavy fuel oil

Viscosity/injection viscosity

Heavy fuel oil processing

Settling tank

Separators

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Table "Achievable proportion of foreign matter and water (following separa-tion)" shows the prerequisites that must be met by the separator. These limitvalues are used by manufacturers as the basis for dimensioning the separa-tor and ensure compliance.

The manufacturer's specifications must be complied with to maximize thecleaning effect.

Application in ships and stationary use: parallel installation1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow

rate

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

The separators must be arranged according to the manufacturers' currentrecommendations (Alpha Laval and Westfalia). The density and viscosity ofthe heavy fuel oil in particular must be taken into account. If separators byother manufacturers are used, MAN Diesel should be consulted.

If processing is carried out in accordance with the MAN Diesel specificationsand the correct separators are chosen, it may be assumed that the resultsstated in the table entitled "Achievable proportion of foreign matter andwater" for inorganic foreign matter and water in the heavy fuel oil will be ach-ieved at the engine inlet.

Results obtained during operation in practiсe show that the wear occurs as aresult of abrasion in the injection system and the engine will remain withinacceptable limits if these values are complied with. In addition, an optimumlubricating oil treatment process must be ensured.

Definition Particle size Quantity

Inorganic foreign matterincluding 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 (after separation)

It is particularly important to ensure that the water separation process is asthorough as possible as the water takes the form of large droplets, and not afinely distributed emulsion. In this form, water also promotes corrosion andsludge formation in the fuel system and therefore impairs the supply, atomi-sation and combustion of the heavy fuel oil. If the water absorbed in the fuelis seawater, harmful sodium chloride and other salts dissolved in this waterwill enter the engine.

Water

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Water-containing sludge must be removed from the settling tank before theseparation process starts, and must also be removed from the service tankat regular intervals. The tank's ventilation system must be designed in such away that condensate cannot flow back into the tank.

If the vanadium/sodium ratio is unfavorable, the melting point of the heavyfuel oil ash may fall in the operating area of the exhaust-gas valve which canlead to high-temperature corrosion. Most of the water and water-solublesodium compounds it contains can be removed by pretreating the heavy fueloil in the settling tank and in the separators.

The risk of high-temperature corrosion is low if the sodium content is onethird of the vanadium content or less. It must also be ensured that sodiumdoes 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 ahigher quantity of salt deposits in the combustion chamber and exhaust-gassystem. This will impair the function of the engine (including the suction func-tion of the turbocharger).

Under certain conditions, high-temperature corrosion 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”).

Fuel ash consists for the greater part of vanadium oxide and nickel sulphate(see above chapter for more information). Heavy fuel oils containing a highproportion of ash in the form of foreign matter, e.g. sand, corrosion com-pounds and catalyst particles, accelerate the mechanical wear in the engine.Catalyst particles produced as a result of the catalytic cracking process maybe present in the heavy fuel oils. In most cases, these are aluminium silicateparticles that cause a high degree of wear in the injection system and theengine. The aluminium content determined, multiplied by a factor of between5 and 8 (depending on the catalytic bond), is roughly the same as the pro-portion of catalyst remnants in the heavy fuel oil.

If a homogeniser is used, it must never be installed between the settling tankand separator as otherwise it will not be possible to ensure satisfactory sepa-ration of harmful contaminants, particularly seawater.

National and international transportation and storage regulations governingthe 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.

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 higherthan 0 °C, the bunker facility must be preheated, unless fuel in accordancewith RMA or RMB is used. The entire bunker facility must be designed insuch a way that the heavy fuel oil can be preheated to around 10 °C abovethe pour point.

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

If the proportion of asphalt is more than two thirds of the coke residue (Con-radson), combustion may be delayed which in turn may increase the forma-tion of combustion residues, leading to such as deposits on and in the injec-tion nozzles, large amounts of smoke, low output, increased fuel consump-tion and a rapid rise in ignition pressure as well as combustion close to thecylinder wall (thermal overloading of lubricating oil film). If the ratio of asphaltto coke residues reaches the limit 0.66, and if the asphalt content exceeds8%, the risk of deposits forming in the combustion chamber and injection

Vanadium/Sodium

Ash

Homogeniser

Flash point (ASTM D 93)

Low-temperature behaviour(ASTM D 97)

Pump characteristics

Combustion properties

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system is higher. These problems can also occur when using unstable heavyfuel oils, or if incompatible heavy fuel oils are mixed. This would lead to anincreased deposition of asphalt (see "Compatibility”).

Nowadays, to achieve the prescribed reference viscosity, cracking-processproducts are used as the low viscosity ingredients of heavy fuel oils althoughthe ignition characteristics of these oils may also be poor. The cetane num-ber of these compounds should be < 35. If the proportion of aromatic hydro-carbons is high (more than 35 %), this also adversely affects the ignitionquality.

The ignition delay in heavy fuel oils with poor ignition characteristics is longer;the combustion is also delayed which can lead to thermal overloading of theoil film at the cylinder liner and also high cylinder pressures. The ignition delayand accompanying increase in pressure in the cylinder are also influenced bythe end temperature and compression pressure, i.e. by the compressionratio, the charge-air pressure and charge-air temperature.

The disadvantages of using fuels with poor ignition characteristics can belimited by preheating the charge air in partial load operation and reducing theoutput for a limited period. However, a more effective solution is a high com-pression ratio and operational adjustment of the injection system to the igni-tion characteristics of the fuel used, as is the case with MAN Diesel pistonengines.

The ignition quality is one of the most important properties of the fuel. Thisvalue does not appear in the international specifications because a standar-dised testing method has only recently become available and not enoughexperience has been gathered at this point in order to determine limit values.The parameters, such as the calculated carbon aromaticity index (CCAI), aretherefore aids that are derived from quantifiable fuel properties. We haveestablished that this method is suitable for determining the approximate igni-tion quality of the heavy fuel oil used.

A testing instrument has been developed based on the constant volumecombustion method (fuel combustion analyser FCA) and is currently beingtested by a series of testing laboratories.The instrument measures the ignition delay to determine the ignition qualityof a fuel and this measurement is converted into a an instrument-specificcetane number (FIA-CN or EC). It has been established that in some cases,heavy fuel oils with a low FIA cetane number or ECN number can causeoperating problems.

As the liquid components of the heavy fuel oil decisively influence the ignitionquality, flow properties and combustion quality, the bunker operator isresponsible for ensuring that the quality of heavy fuel oil delivered is suitablefor the diesel engine. (Also see illustration entitled "Nomogram for determin-ing the CCAI – assigning the CCAI ranges to engine types").

Ignition quality

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MAN Diesel & Turbo 3.3.3

6680 3.3.3-01 EN 9 (12)

V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditionsD Density [in kg/m3] at 15° C B The ignition characteristics can

be poor and require adapting theengine or the operating condi-tions.

CCAI Calculated Carbon AromaticityIndex

C Problems identified may lead toengine damage, even after ashort period of operation.

1 Engine type 2 The CCAI is obtained from thestraight line through the densityand viscosity of the heavy fueloils.

Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to enginetypes

The CCAI can be calculated using the following formula:

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

The engine should be operated at the cooling water temperatures prescribedin the operating handbook for the relevant load. If the temperature of thecomponents that are exposed to acidic combustion products is below theacid dew point, acid corrosion can no longer be effectively prevented, even ifalkaline lubricating oil is used.

The BN values specified in Section 3.3.6 are sufficient, providing the qualityof lubricating oil and the engine's cooling system satisfy the requirements.

Sulphuric acid corrosion

Heav

y fu

el o

il (H

FO) s

peci

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3.3.3 MAN Diesel & Turbo

10 (12) 6680 3.3.3-01 EN

The supplier must guarantee that the heavy fuel oil is homogeneous andremains stable, even after the standard storage period. If different bunker oilsare mixed, this can lead to separation and the associated sludge formation inthe fuel system during which large quantities of sludge accumulate in theseparator that block filters, prevent atomisation and a large amount of resi-due as a result of combustion.

This is due to incompatibility or instability of the oils. Therefore heavy fuel oilas much as possible should be removed in the storage tank before bunker-ing again to prevent incompatibility.

If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtainthe required quality or viscosity of heavy fuel oil, it is extremely important thatthe components are compatible (see "Compatibility").

MAN Diesel & Turbo SE engines can be operated economically without addi-tives. It is up to the customer to decide whether or not the use of additives isbeneficial. The supplier of the additive must guarantee that the engine opera-tion will not be impaired by using the product.

The use of heavy fuel oil additives during the warranty period must be avoi-ded as a basic principle.

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

Precombustion additives ▪ Dispersing agents/stabil-isers

▪ Emulsion breakers

▪ Biocides

Combustion additives ▪ Combustion catalysts(fuel savings, emissions)

Post-combustion additives ▪ Ash modifiers (hot corro-sion)

▪ Soot removers (exhaust-gas system)

Table 3: Additives for heavy fuel oils – Classification/effects

From the point of view of an engine manufacturer, a lower limit for the sul-phur content of heavy fuel oils does not exist. We have not identified anyproblems with the low-sulphur heavy fuel oils currently available on the mar-ket that can be traced back to their sulphur content. This situation maychange in future if new methods are used for the production of low-sulphurheavy fuel oil (desulphurisation, new blending components). MAN Diesel &Turbo will monitor developments and inform its customers if required.

If the engine is not always operated with low-sulphur heavy fuel oil, corre-sponding lubricating oil for the fuel with the highest sulphur content must beselected.

Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.

Compatibility

Blending the heavy fuel oil

Additives for heavy fuel oils

Heavy fuel oils with lowsulphur content

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FO) s

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6680

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MAN Diesel & Turbo 3.3.3

6680 3.3.3-01 EN 11 (12)

TestsTo check whether the specification provided and/or the necessary deliveryconditions are complied with, we recommend you retain at least one sampleof every bunker oil (at least for the duration of the engine's warranty period).To ensure that the samples taken are representative of the bunker oil, a sam-ple should be taken from the transfer line when starting up, halfway throughthe operating period and at the end of the bunker period. “Sample Tec" byMar-Tec in Hamburg is a suitable testing instrument which can be used totake samples on a regular basis during bunkering.

Our department for fuels and lubricating oils (Augsburg factory, departmentEQC) will be pleased to provide further information on request.

We can analyse fuel for customers at our laboratory. A 0.5 l sample isrequired for the test.

Sampling

Analysis of samples

Heav

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FO) s

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3.3.3 MAN Diesel & Turbo

12 (12) 6680 3.3.3-01 EN

Diesel oil (MDO) specification

Marine diesel oilMarine diesel oil, marine diesel fuel.

Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-DMB) exclusively for marine applications. MDO is manufactured from crudeoil and must be free of organic acids and non-mineral oil products.

SpecificationThe suitability of fuel depends on the design of the engine and the availablecleaning options, as well as compliance with the properties in the followingtable that refer to the as-delivered condition of the fuel.

The properties are essentially defined using the ISO 8217-2010 standard asthe basis. The properties have been specified using the stated test proce-dures.

Properties Unit Testing method 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 content % by weight ISO CD 10307 0.10

Water content % by vol. ISO 3733 < 0.3

Sulphur content % by weight ISO 8754 < 2.0

Ash content % by weight ISO 6245 < 0.01

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

Cetane number or cetane index - ISO 5165 > 35

Hydrogen sulphide mg/kg IP 570 < 2

Acid value mg KOH/g ASTM D664 < 0.5

Oxidation resistance 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 Nr. 2

Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to

* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.

Other designations

Origin

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DO) s

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6680

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.2-0

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MAN Diesel & Turbo 3.3.2

6680 3.3.2-01 EN 1 (2)

Additional informationDuring transshipment and transfer, MDO is handled in the same manner asresidual oil. This means that it is possible for the oil to be mixed with high-viscosity fuel or heavy fuel oil – with the remnants of these types of fuels inthe bunker ship, for example – that could significantly impair the properties ofthe oil.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe 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 contaminated with lubricating oil when the followingconcentrations 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. Thelowest temperature of the fuel in the system should be roughly 10 °C abovethe pour point to ensure that the required pumping characteristics are main-tained.

A minimum viscosity must be observed to ensure sufficient lubrication in thefuel injection pumps. The temperature of the fuel must therefore not exceed45 °C.

Seawater causes the fuel system to corrode and also leads to hot corrosionof the exhaust valves and turbocharger. Seawater also causes insufficientatomisation and therefore poor mixture formation accompanied by a highproportion of combustion residues.

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

We recommend the installation of a separator upstream of the fuel filter. Sep-aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalystparticles) and water can be removed, and the cleaning intervals of the filterelements can be extended considerably.

Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.

AnalysesWe can analyse fuel for customers at our laboratory. A 0.5 l sample isrequired for the test.

Lubricity

Dies

el o

il (M

DO) s

peci

ficat

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6680

3.3

.2-0

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2012

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3.3.2 MAN Diesel & Turbo

2 (2) 6680 3.3.2-01 EN

Gas oil / diesel oil (MGO) specification

Diesel oilGas oil, marine gas oil (MGO), diesel oil

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

Military specificationDiesel oils that satisfy specification F-75 or F-76 may be used.

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

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

Properties Unit Test procedure Typical value

Density at 15 °Ckg/m3 ISO 3675

≥ 820.0≤ 890.0

Kinematic viscosity at 40 °Cmm2/s (cSt) ISO 3104

≥ 2≤ 6.0

Filterability*

in summer andin winter

°C°C

DIN EN 116DIN EN 116

≤ 0≤ -12

Flash point in closed cup °C ISO 2719 ≥ 60

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

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 100-1987 M1

ASTM D 975 1D/2D

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

Other designations

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oil /

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GO) s

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.1-0

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MAN Diesel & Turbo 3.3.1

6680 3.3.1-01 EN 1 (2)

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

Additional informationIf distillate intended for use as heating oil is used with stationary enginesinstead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 orno. 2 according to ASTM D 396), the ignition behaviour, stability and behav-iour at low temperatures must be ensured; in other words the requirementsfor the filterability and cetane number must be satisfied.

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

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe 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 die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.

Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.

AnalysesWe can analyse fuel for customers at our laboratory. A 0.5 l sample isrequired for the test.

Use of diesel oil

Viscosity

Lubricity

Gas

oil /

die

sel o

il (M

GO) s

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3.3

.1-0

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2011

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3.3.1 MAN Diesel & Turbo

2 (2) 6680 3.3.1-01 EN

Bio fuel specification

BiofuelBiodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat

Biofuel is derived from oil plants or old cooking oil.

ProvisionTransesterified and non-transesterified vegetable oils can be used.

Transesterified biofuels (biodiesel, FAME) must comply with the standard EN14214.

Non-transesterified biofuels must comply with the specifications listed inTable 1.

These specifications are based on experience to d/ate. As this experience islimited, these must be regarded as recommended specifications that can beadapted if necessary. If future experience shows that these specifications aretoo strict, or not strict enough, they can be modified accordingly to ensuresafe and reliable operation.

When operating with bio-fuels, lubricating oil that would also be suitable foroperation with diesel oil (see Sheet 3.3.5) must be used.

Properties/Characteristics Unit Test method

Density at 15 °C 900 - 930 kg/m3 DIN EN ISO 3675,EN ISO 12185

Flash point > 60 °C DIN EN 22719

lower calorific value > 35 MJ/kg(typical: 37 MJ/kg)

DIN 51900-3

Viscosity/50 °C < 40 cSt (corresponds to a viscos-ity/40 °C of < 60 cSt)

DIN EN ISO 3104

Cetane number > 40 FIA

Coke residue < 0.4% DIN EN ISO 10370

Sediment content < 200 ppm DIN EN 12662

Oxidation stability (110 °C) > 5 h ISO 6886

Phosphorous content < 15 ppm ASTM D3231

Na and K content < 15 ppm DIN 51797-3

Ash content < 0.01% DIN EN ISO 6245

Water content < 0.5% EN ISO 12537

Iodine number < 125g/100g DIN EN 14111

TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660

Filterability < 10 °C below the lowest temper-ature in the fuel system

EN 116

Table 1: Non-transesterified bio-fuel - Specifications

Other designations

Origin

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Bio

fuel

spe

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n66

80 3

.3.1

-02

Gene

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MAN Diesel & Turbo 3.3.1

6680 3.3.1-02 EN 1 (2)

Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.

AnalysesWe can analyse fuel for customers at our laboratory. A 0.5 l sample isrequired for the test.

Bio

fuel

spe

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n66

80 3

.3.1

-02

Gene

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2011

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3.3.1 MAN Diesel & Turbo

2 (2) 6680 3.3.1-02 EN

MAN Diesel & Turbo

Explanatory notes for biofuel

L21/31L27/38

1435000

11.01

3700063-9.0Page 1 (2)

Operation with biofuel

Please contact MAN Diesel & Turbo at an early stage of project.

Requirements on plant side

Biofuel has to be divided into 3 categories.

Categori 1 - transesterified biofuel

For example:

• Biodiesel (FAME)

Esterified biofuel is comparable to MDO (ISO-F-DMB/ISO-F-DMC), therefore standard layout of fuel oil system for MDO-operation to be used.

Categori 2 - not transesterified biofuel and pour point below 20° C

For example:

• Vegetable oil• Rape-seed oil

Not transesterified biofuel with pour point below 20° C is comparable to HFO (ISO-F-RM), therefore standard layout of fuel oil system for HFO-operation to be used.

Categori 3 - not transesterified biofuel and pour point above 20° C

For example:

• Palm oil• Stearin• Animal fat• Frying fat

Caution:Not transesterified biofuel with a pour point above 20° C carries a risk of flocculation and may clog up pipes and filters unless special precautions are taken.

Therefore the standard layout of fuel oil system for HFO-operation has to be modified concerning fol-lowing aspects:

• In general no part of the fuel oil system must be cooled down below pour pont of the used biofuel.

• Fuel cooler for circulation fuel oil feeding part => to be modified.In this circuit a temperature above pour point of the biofuel is needed without overheating of the supply pumps.

• Sensor pipes to be isolated or heated and located near to main pipes.

• To prevent injection nozzles from clogging indi-cator filter size 0.010 mm has to be used instead of 0.034 mm.

Additionally:

• Fuel oil module to be located inside plant (to be protected against rain and cold wind).

• A second fuel type has to be provided of cate-gory 1 or 2.Due to the risk of clogging it is needed before each stop of the engine, to change over to a second fuel type of category 1 or 2 and to operate the engine until the danger of clogging of the fuel oil system no longer exists.

MAN Diesel & Turbo

Explanatory notes for biofuel

L21/31L27/38

1435000

11.01

3700063-9.0Page 2 (2)

Requirements on engine

• Injection pumps with special coating and with sealing oil system.

• Fuel pipes and leak fuel pipes must be equipped with heattracing (not to be applied for biofuel category 1). Heattracing to be applied for biofuel category 2 outside covers of injection pump area and for biofuel category 3 also inside injection pump area.

• Inlet valve lubrication (L32/40)

• Nozzle cooling to be appied for biofuel category 2 and 3. (L32/40)

• Charge air temperature before cylinder 55° C to minimize ignition delay.

Please be aware

• Depending on the quality of the biofuel, it may be necessary to carry out one oil change per year (this is not taken into account in the details concerning lubricating oil consumption).

• An addition to the fuel oil consumption is ne-cessary:

2 g/kWh addition to fuel oil consumption (see chapter fuel oil consumption)

• Engine operation with fuels of low calorific value like biofuel, requires an output reduction:

• LCV ≥ 38 MJ/kg Power reduction 0%

• LCV ≥ 36 MJ/kg Power reduction 5%

• LCV ≥ 35 MJ/kg Power reduction 10%

Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

Figure 1: Viscosity-temperature diagram (VT diagram)

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

The diagonal lines correspond to viscosity-temperature curves of fuels withdifferent reference viscosities. The vertical viscosity axis in mm2/s (cSt)applies for 40, 50 or 100 °C.

Determining the viscosity-temperature curve and the required preheating temperaturePrescribed injection viscosityin mm²/s

Required temperature of heavy fuel oilat engine inlet* in °C

≥ 12 126 (line c)

≤ 14 119 (line d)

Table 1: Determining the viscosity-temperature curve and the required preheatingtemperature

Example: Heavy fuel oil with180 mm²/s at 50 °C

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MAN Diesel & Turbo 3.3.4

6680 3.3.4-01 EN 1 (2)

* With these figures, the temperature drop between the last preheatingdevice 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 viscosityof 1000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity offuel that the pump can deliver.

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

The heavy fuel oil lines between the outlet of the last preheating system andthe injection valve must be suitably insulated to limit the maximum drop intemperature to 4 °C. This is the only way to achieve the necessary injectionviscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-cations such as ISO CIMAC or British Standard). If heavy fuel oil with a lowreference viscosity is used, the injection viscosity should ideally be 12 mm2/sin order to achieve more effective atomisation to reduce the combustion resi-due.

The delivery pump must be designed for heavy fuel oil with a viscosity of upto 1 000 mm2/s. The pour point also determines whether the pump is capa-ble of transporting the heavy fuel oil. The bunker facility must be designed soas to allow the heavy fuel oil to be heated to roughly 10 C above the pourpoint.

ViscosityThe viscosity of gas oil or diesel oil (marine diesel oil) upstream of theengine must be at least 1.9 mm2/s. If the viscosity is too low, this maycause seizing of the pump plunger or nozzle needle valves as a resultof insufficient lubrication.

This can be avoided by monitoring the temperature of the fuel. Although themaximum permissible temperature depends on the viscosity of the fuel, itmust 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.

If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service ofMAN Diesel & Turbo SE in Augsburg.

Visc

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3.3.4 MAN Diesel & Turbo

2 (2) 6680 3.3.4-01 EN

MAN Diesel & Turbo

1694924-9.2Page 1 (4) 1440000

L27/38

Lubricating Oil System

General

The engine features an entirely closed wet sump lub oil system, ensuring easy installation and no risk of dirt entering the lub oil circuit.

The helical gear type lub oil pump is installed in the front-end box and draws the oil from the sump.

Via a double check valve with connection for stand-by pump, the oil flows to the pressure regulator, through the built-on lub oil plate cooler and the integrated automatic lub oil filter to the engine.

The back-flush oil from the filter is drained to the sump. A purifier must be connected to maintain proper condition of the lub oil.

Integrated thermostatic elements ensure a constant lub oil temperature to the engine.

Lub Oil Consumption

The lub oil consumption is 0.5-0.8 g/kWh (always referring to MCR).

It should, however, be observed that during the running-in period the lub oil consumption may exceed the values stated:

Engine type Lub oil consumption [litres/hour]

6L27/38 1.1 - 1.8

7L27/38 1.3 - 2.1

8L27/38 1.5 - 2.4

9L27/38 1.7 - 2.7

Lub Oil Requirements

Only lub oils meeting the requirements in the “List of Lubricating Oils” may be used.

Within the guarantee period, only lub oils approved by us should be used, unless a written statement has been given.

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1694924-9.2Page 2 (4)1440000

09.28

Lubricating oil system

Lub oil system

The lub oil system is the same for both MDO and HFO operation.

L27/38

Fig 1 Lub oil diagram

Item Description

1 Lub oil pump, attached 2 Lub oil pump, stand-by 3 Lub oil cooler 4 Thermostatic valve 5 Automatic backflush filter 6 Lub oil presure control valve 7 Strainer (magnetic insert) 20 Prefilter for lub. oil purifier 21 Lub oil purifier pump 22 Preheater for lub. oil purifier 23 Lub oil purifier

Connections:D4 Lub oil stand-by pump, suctionD5 Lub oil stand-by pump, pressureD7 Lub oil to purifierD8 Lub oil fillerD12 Filling of lub oilH Venting of crankcase

Automatic backflush filter (item 5):

5A Backflush filter unit, 25 µm5B Pressure controlled by-pass valve5C Back-up filter in line, 50 µm

Pipe dimension for DN**

6 cyl. 7 cyl. 8 cyl. 9 cyl.DN65 DN65 DN80 DN80

2047

045-

5.3

PT1225

DN 32

Flushing outlet

20DN 32

2122

23

Cent. water outlet

D7

3

4

D8D12

D4

D5

6

1 2

5

DN

32

Filling from lub. oil storage tank

DN x

DN xx

H

7

C

A B

DN

**

TE1224

LSH1231

TE1223

PT1224A

PT1224B

TE1222

PSL1221

Flushing outletto sump

5A

5B

5CFilteroutlet

Filterinlet

MAN Diesel & Turbo

Lub oil stand–by pump, item 2

To ensure good suction conditions for the lub oil pump, the pump should be placed as low as possible.

The suction pipe should be as short and with as few bends as possible in order to prevent cavitation of the pump.

The lub oil stand-by pump also acts as a priming pump for the engine prior to start.

Design data:

Capacity: See planning dataPressure: Min 5 barTemperature: Max 85 °CViscosity at normal operation: 40 cSt (corresponding to 70 °C)Max viscosity for dimensioning of el-motor: 1000 cSt (corresponding to 12 °C for SAE 40 oil)

The turbocharger is connected into the same pip-ing system and must not be primed for more than 5 minutes. The motor starter for the stand-by pump must be fitted with time and auxiliary relays limiting the stand-by pump to run for 5 minutes only.

When we are to supply the motor starter, the function described is built-in. When the motor starter is not included in our scope of supply, a drawing showing the components and connections required will be forwarded.

Lub oil cooler, item 3

The lub oil cooler with stainless steel plates is built-on to the engine. All connections are integrated in cooler/front-end box.

The heat dissipation appears from the planning data.

Lub oil thermostatic valve, item 4

The integrated thermostatic valve has 4 elements and controls the inlet temperature to the engine. The nominal set-point is 66 °C. Manual override is featured when required by the classification society concerned.

Automatic lub oil, back-flushing filter, item 5

The built-on automatic lub oil filter has 2 filtering stages:

The primary filter contains several filter candles with a filter mesh of 25 µm corresponding to a nominal filtration degree of 20 µm.

The back-flushing facility operates continuously by means of the oil pressure. The back flushing oil is led to the oil sump.

The pressure drop across the filter candles is approx 0.2 bar with clean filter.

In case the pressure drop exceeds 2 bar, by-pass valves in the filter will open.

The filtered oil is always passing the secondary filter with a filter mesh of 50 µm.

This filter also acts as a safety filter in case the by-pass valves are open.

Lub oil pressure control valve, item 6

The control valve ensures a correct lub oil pressure also in case of operation with the lub oil stand-by pump.

Strainer with magnetic insert, item 7

The strainer is part of the suction pipe in the oil sump.

1694924-9.2Page 3 (4) 1440000

L27/38

Lubricating Oil System

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1694924-9.2Page 4 (4)1440000

09.28

Lubricating oil system

L27/38

Prefilter, item 20

To protect the purifier pump, item 21, a prefilter should be inserted before the pump.

Design data:

Capacity: See oil pump, item 21Mesh size: 0.8-1.0 mm

Lub oil pump to purifier, item 21

The pump can be driven directly by the purifier or by an independent motor.

Design data:

Capacity: V = F x P

V: Pump capacity in litres/hour F: MDO - 0.32 HFO - 0.38 P: Power of the engine in kW at MCR

Pressure: Max 2.5 bar

Temperature: Max 95°C

Preheater before lub oil purifier, item 22

The preheater must be able to raise the temperature of the oil from approx 65°C to approx 95°C, which is the temperature of the oil for purifying.

Capacity: C = V x t/1800

C: Capacity of the preheater in kW V: Flow through preheater in litres/hour - de-

fined from the capacity of the purifier. t: Temperature difference 35°C (engine op-

erating)

Max pressure 4 bar

Max pressure loss 0.5 bar

Specific load on heating surface for an electric pre-heater must not exceed 0.8 W/cm2 .

Lub oil preheating

In case engine stopped for a larger period it can be required to install a preheater which can maintain at least 40 °C in case engine has a longer stand still period.

Preheating the lub oil to 40 °C is effected by the preheater of the seperator via the free-standing pump.

The preheater must be enlarged in size if necessary, so that it can heat the content of the service tank to 40 °C within 4 hours.

Lub oil purifier, item 23

The circulating oil will gradually be contaminated by products of combustion, water and/or acid. In some instances cat_fines may also be present.

In order to prolong the interval between the exchange of oil it is necessary to install an automatic self_clean-ing lub oil purifier dimensioned to handle a flow of approx 0.32-0.38 l/kWh.

As a guideline for the selection of purifier, the follow-ing formula can be used:

V = F x P x (24/T)

V: The nominal capacity of the purifier in litres/hour

F: MDO - 0.32 HFO - 0.38 P: Power of the engine in kW at MCR T: Daily separating time, depending on purifier

(22_24 hours)

Guidance given by the manufacturer of the purifier must be observed.

Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)

GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.

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

International specifications do not exist for medium alkalinity lubricating oils.A test operation is therefore necessary for a corresponding long period inaccordance with the manufacturer's instructions.

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

SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation 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 resistance to ageing:

Properties/Characteristics Unit Test method Limit value

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 heatingup to 135 °C

- MAN ageing oven * -

Insoluble n-heptane Weight % ASTM D 4055or DIN 51592

< 0.2

Evaporation loss Weight % - < 2

Spot test (filter paper) - MAN Diesel test Precipitation of resins orasphalt-like ageing products

must not be identifiable.

Table 1: Base oils - target values

* Works' own method

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

Base oil

Medium alkalinity lubricatingoil

2012

-02-

23 -

de

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

MAN Diesel & Turbo 3.3.6

6680 3.3.6-01 EN 1 (5)

The additives must be dissolved in the oil and their composition must ensurethat after combustion as little ash as possible is left over, even if the engine isprovisionally operated with distillate oil.

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.

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

The washing ability must be high enough to prevent the accumulation of tarand coke residue as a result of fuel combustion. The lubricating oil must notabsorb the deposits produced by the fuel.

The selected dispersibility must be such that commercially-available lubricat-ing oil cleaning systems can remove harmful contaminants from the oil used,i.e. the oil must possess good filtering properties and separability.

The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.

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

The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.

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

Lubricating oil selection

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

Lubricating oils with medium alkalinity and a range of neutralisation capabili-ties (BN) are available on the market. According to current knowledge, a rela-tionship can be established between the anticipated operating conditionsand the BN number as shown in the table entitled "Base number to be usedfor various operating conditions". However, the operating results are still theoverriding factor in determining which BN number produces the most effi-cient engine operation.

Approx. BNof fresh oil

(mg KOH/g oil)

Engines/Operating conditions

20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphurcontent of less than 0.5 %

30 generally 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 51/60DFfor exclusively HFO operation only with a sulphur content < 1.5 %.

Additives

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Neutralisation properties(BN)

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

2012

-02-

23 -

de

3.3.6 MAN Diesel & Turbo

2 (5) 6680 3.3.6-01 EN

Approx. BNof fresh oil

(mg KOH/g oil)

Engines/Operating conditions

40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-sponding requirements for 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 forexclusively HFO operation providing the sulphur content is over 1.5 %.

50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficientwith 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

To comply with the emissions regulations, the sulphur content of fuels usednowadays varies. Fuels with a low-sulphur content must be used in environ-mentally-sensitive areas (SECA). Fuels with a higher sulphur content may beused outside SECA zones. In this case, the BN number of the lubricating oilselected must satisfy the requirements for operation using fuel with a high-sulphur content. A lubricating oil with low BN number may only be selected iffuel with a low-sulphur content is used exclusively during operation.However, the results obtained in practiсe that demonstrate the most efficientengine operation are the factor that ultimately determines, which additivefraction is permitted.

In engines with separate cylinder lubrication systems, the pistons and cylin-der liners are supplied with lubricating oil via a separate lubricating oil pump.The quantity of lubricating oil is set at the factory according to the quality ofthe fuel to be used and the anticipated operating conditions.

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

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump. If this oil is not available when filling, 15W40 oilcan be used instead in exceptional cases. In this case, it makes no differencewhether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.

Experience with the drive engine L27/38 has shown that the operating tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150. Enginessupplied after March 2005 are already filled with this oil.

The use of other additives with the lubricating oil, or the mixing of differentbrands (oils by different manufacturers), is not permitted as this may impairthe performance of the existing additives which have been carefully harmon-ised with each another, and also specially tailored to the base oil.

Most of the mineral oil companies are in close regular contact with enginemanufacturers, and can therefore provide information on which oil in theirspecific product range has been approved by the engine manufacturer forthe particular application. Irrespective of the above, the lubricating oil manu-facturers are in any case responsible for the quality and characteristics oftheir products. If you have any questions, we will be happy to provide youwith further information.

There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. The oil can beused 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

Operation with low-sulphurfuel

Cylinder lubricating oil

Speed governor

Lubricating oil additives

Selection of lubricating oils/warranty

Oil during operation

2012

-02-

23 -

de

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

MAN Diesel & Turbo 3.3.6

6680 3.3.6-01 EN 3 (5)

be analysed every 1-3 months (see maintenance schedule). The quality of theoil can only be maintained if it is cleaned using suitable equipment (e.g. aseparator or filter).

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

If the engine is operated with low-sulphur diesel fuel for less than 1000 h, alubricating 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-sulphur diesel fuel for morethan 1000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation withhigher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.

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

Limit value Procedure

Viscosity at 40 ℃ 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 ℃ ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief peri-ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-ing conditions

Guide value only

FeCrCuPbSnAl

.

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

Table 4: Limit values for used lubricating oil

TestsWe can analyse lubricating oil for customers at our laboratory. A 0.5 l sampleis required for the test.

ManufacturerBase Number (mgKOH/g)

20 30 40 50

AEGEAN — — Alfamar 430 Alfamar 440 Alfamar 450

AGIP — — Cladium 300 Cladium 400 — —

Temporary operation withgas oil

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

2012

-02-

23 -

de

3.3.6 MAN Diesel & Turbo

4 (5) 6680 3.3.6-01 EN

ManufacturerBase Number (mgKOH/g)

20 30 40 50

BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 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

LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40Navigo TPEO 55/40

PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 — —

REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 — —

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

TOTAL LUBMAR-INE

— — Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055

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

No liability assumed if these oils are usedMAN Diesel & Turbo SE does not assume liability for problems thatoccur when using these oils.

2012

-02-

23 -

de

Lubr

icat

ing

oil (

SAE

40) -

Spe

cific

atio

n fo

r hea

vy fu

elop

erat

ion

(HFO

)Lu

bric

atin

g oi

l (SA

E 40

) - S

peci

ficat

ion

for h

eavy

fuel

ope

ratio

n (H

FO)

Gene

ral

MAN Diesel & Turbo 3.3.6

6680 3.3.6-01 EN 5 (5)

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil(MGO/MDO) and biofuels

GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.

Doped lubricating oils (HD oils) have a proven track record as lubricants forthe drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-cating oils contain additives that, amongst other things, ensure dirt absorp-tion capability, cleaning of the engine and the neutralisation of acidic com-bustion products.

Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. These are listed in the tables below.

SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation 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 following limit values, particularly in termsof its resistance to ageing.

Properties/Characteristics Unit Test method Limit value

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 heatingup to 135 °C

- MAN ageing oven * -

Insoluble n-heptane Weight % ASTM D 4055or DIN 51592

< 0.2

Evaporation loss Weight % - < 2

Spot test (filter paper) - MAN Diesel test Precipitation of resins orasphalt-like ageing products

must not be identifiable.

Table 1: Base oils - target values

* Works' own method

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

The additives must be dissolved in the oil, and their composition must ensurethat as little ash as possible remains after combustion.

Base oil

Compounded lubricating oils(HD oils)Additives

2012

-02-

23 -

de

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

MAN Diesel & Turbo 3.3.5

6680 3.3.5-01 EN 1 (5)

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.

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

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

The selected dispersibility must be such that commercially-available lubricat-ing oil cleaning systems can remove harmful contaminants from the oil used,i.e. the oil must possess good filtering properties and separability.

The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.

The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.

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

Lubricating oil selection

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

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

The operating conditions of the engine and the quality of the fuel determinethe additive fractions the lubricating oil should contain. If marine diesel oil isused, which has a high sulphur content of 1.5 up to 2.0 weight %, a basenumber of appr. 20 should be selected. However, the operating results thatensure the most efficient engine operation ultimately determine the additivecontent.

In engines with separate cylinder lubrication systems, the pistons and cylin-der liners are supplied with lubricating oil via a separate lubricating oil pump.The quantity of lubricating oil is set at the factory according to the quality ofthe fuel to be used and the anticipated operating conditions.

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

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump. If this oil is not available when filling, 15W40 oilcan be used instead in exceptional cases. In this case, it makes no differencewhether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.

Experience with the drive engine L27/38 has shown that the operating tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150. Enginessupplied after March 2005 are already filled with this oil.

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Doped oil quality

Cylinder lubricating oil

Speed governor

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

2012

-02-

23 -

de

3.3.5 MAN Diesel & Turbo

2 (5) 6680 3.3.5-01 EN

The use of other additives with the lubricating oil, or the mixing of differentbrands (oils by different manufacturers), is not permitted as this may impairthe performance of the existing additives which have been carefully harmon-ised with each another, and also specially tailored to the base oil.

Most of the mineral oil companies are in close regular contact with enginemanufacturers, and can therefore provide information on which oil in theirspecific product range has been approved by the engine manufacturer forthe particular application. Irrespective of the above, the lubricating oil manu-facturers are in any case responsible for the quality and characteristics oftheir products. If you have any questions, we will be happy to provide youwith further information.

There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be regularly analysed. The oil can beused 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 mustbe analysed every 1-3 months (see maintenance schedule). The quality of theoil can only be maintained if it is cleaned using suitable equipment (e.g. aseparator or filter).

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

If the engine is operated with low-sulphur diesel fuel for less than 1000 h, alubricating 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-sulphur diesel fuel for morethan 1000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation withhigher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.

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

TestsWe can analyse lubricating oil for customers at our laboratory. A 0.5 l sampleis required for the test.

Improper handling of operating fluidsIf operating fluids are improperly handled, this can pose a danger tohealth, safety and the environment. The relevant safety information bythe supplier of operating fluids must be observed.

Lubricating oil additives

Selection of lubricating oils/warranty

Oil during operation

Temporary operation withgas oil

2012

-02-

23 -

de

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

MAN Diesel & Turbo 3.3.5

6680 3.3.5-01 EN 3 (5)

Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)

AGIP Cladium 120 - SAE 40

Sigma S SAE 40 2)

BP Energol DS 3-154

CASTROL Castrol MLC 40

Castrol MHP 154

Seamax Extra 40

CHEVRON Texaco(Texaco, Caltex)

Taro 12 XD 40

Delo 1000 Marine SAE 40

Delo SHP40

EXXON MOBIL Exxmar 12 TP 40

Mobilgard 412/MG 1SHC

Mobilgard ADL 40

Delvac 1640

PETROBRAS Marbrax CCD-410

Q8 Mozart DP40

REPSOL Neptuno NT 1540

SHELL Gadinia 40

Gadinia AL40

Sirius X40 2)

Rimula R3+40 2)

STATOIL MarWay 1540

MarWay 1040 2)

TOTAL LUBMARINE Disola M4015

Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil anddiesel fuel

1)If marine diesel oil is used, which has a very high sulphur content of 1.5 upto 2.0 weight %, a base number of appr. 20 should be selected.2) With a sulphur content of less than 1 %

No liability assumed if these oils are usedMAN Diesel & Turbo SE does not assume liability for problems thatoccur when using these oils.

Limit value Procedure

Viscosity at 40 ℃ 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 ℃ ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief peri-ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

ing

oil (

SAE

40) f

or o

pera

tion

with

gas

oil,

die

sel o

il(M

GO/M

DO) a

nd b

iofu

els

Gene

ral

2012

-02-

23 -

de

3.3.5 MAN Diesel & Turbo

4 (5) 6680 3.3.5-01 EN

Limit value Procedure

Metal content depends on engine type and operat-ing conditions

Guide value only

FeCrCuPbSnAl

.

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

2012

-02-

23 -

de

Spec

ifica

tion

of lu

bric

atin

g oi

l (SA

E 40

) for

ope

ratio

n w

ithga

s oi

l, di

esel

oil

(MGO

/MDO

) and

bio

fuel

sSp

ecifi

catio

n of

lubr

icat

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MAN Diesel & Turbo 3.3.5

6680 3.3.5-01 EN 5 (5)

MAN Diesel & Turbo

3700212-6.1Page 1 (4) 1450000

12.15

Starting air system

L21/31L27/38

General

The compressed air system on the engine consists of a starting system, starting control system and safety system. Further, the system supplies air to the jet system and the stop cylinders on each fuel injection pump.

The compressed air is supplied from the starting air receivers (30 bar) through a reduction station, where from compressed air at max. 10 bar is supplied to the engine. The reduction station should be located as near the starting air receiver as possible.To avoid dirt particles in the internal system, a strainer equipped with a drain valve is mounted in the inlet line to the engine.

Starting System

The engine is started by means of a built-on air starter, which is a turbine motor with gear box, safety clutch and drive shaft with pinion. Further, there is a main starting valve.

Control System

The air starter is activated electrically with a pneu-matic 3/2-way solenoid valve. The valve can be acti-vated manually from the starting box on the engine, and it can be arranged for remote control, manual or automatic.

For remote activation the starting coil is connected so that every starting signal to the starting coil goes

through the safe start function which is connected to the safety system mounted on the engine.

Further, the starting valve also acts as an emergency starting valve which makes it possible to activate the air starter manually in case of power failure.

Safety System

As standard the engine is equipped with an emer-gency stop. It consists of one on-off valve, see diagram, which activates one stop cylinder on each fuel injection pump.

Air supply must not be interrupted when the engine is running.

Pneumatic Start Sequence

When the starting valve is opened, air will be sup plied to the drive shaft housing of the air starter.

The air supply will - by activating a piston - bring the drive pinion into engagement with the gear rim on the engine flywheel.

When the pinion is fully engaged, the pilot air will flow to, and open the main starting valve, whereby air will be led to the air starter, which will start to turn the engine.

When the RPM exceeds approx. 158, at which firing has taken place, the starting valve is closed whereby the air starter is disengaged.

MAN Diesel & Turbo

3700212-6.1Page 2 (4)1450000

12.15

Starting air system

L21/31L27/38

22 x

230 bar10 bar

Drain mounted atlowest point to drain

to drain

M M1A1

2

3

4

5

DN 50

DN 6

***

to c

onsu

mer

s

DN32**

DN32**

10 x 1

12 x 1.5

A

B

CG

F

E

FG

C

A

B

E

22 x

2

PSL

3A

6

7

PI

PIPT

1322

PT1312

A1 A2

2161

560-

9.1

Starting air receiver (items 3 and 3A):'A', 'B', 'C', 'E', 'F' and 'G' refer to correspondingconnections on the starting air receiver, if supplied by MAN Diesel & Turbo, Frederikshavn.

The pressure switch for aut. START/STOP of the compressor (items 1 and 1 A) should be connected to the charging air pipe as close as possible to thestarting air receiver (items 3 and 3A) to compensatefor pressure peaks from the compressor.

Connections:A1 Starting air - inletA2 Starting air - before pressure reducing valve

Vertical installation of the starting air receiver is recommended. For horizontal installation, the slope must be min 5 degrees as shown.

To drain

min 5° 3, 3A

E

11A233A456

CompressorCompressorFilter with water trapStarting air receiverStarting air receiverFilterPressure reducing valveSelf closing safety valve

7 Typhon

Item Description

**The pipe length between receiver and main engine starting air pipe is to be as short as possible***max 10 m from air receiver to engine

Fig 1 Starting air diagram

MAN Diesel & Turbo

3700212-6.1Page 3 (4) 1450000

12.15

Starting air system

Compressor, items 1 and 1A

The pressure switch (PSL) for aut start/stop of the compressors 1 and 1A is to be connected to the charging air pipe as close as possible to the starting air receiver, to compensate for pressure peaks from the compressor. If the pipe is short, a buffer tank or damper is recommended.

All of the starting air receivers, items 3 and 3A, should be pressurized to 30 bar for approx 60 minutes.

Artic conditions 30 minutes.

Compressors are to be installed with total capacity sufficient for charging air receivers of capacities specified from atmospheric to full pressure in the course of one hour.

Two or more compressors of total capacity as speci-fied are to be installed’.

Calculation (example):

30 * VP = (m3/h) 1000

P = Total capacity of the compressors (m3/h)V = Total volume of the starting air reciever (dm3) at service pressure of 30 bar)

Example: 1 x 250 ltr + 1 x 500 ltr

30 * 750P = = 22.5 (m3/h) 1000

Filter with water trap, item 2

A filter with water trap should be installed in the charging air pipe between the compressors and the starting air receivers.

L21/31L27/38

Starting air receiver, items 3 and 3A

The starting air receiver should, preferably, be vertically installed and secured to a bulkhead, thus ensuring easy acess to the water drain valve. If space conditions do not permit vertical mounting, the receiver may be minimum 5° off the horizontal, with the drain valve at the lowest position.

Two starting air receivers are standard equipment for each plant. Table on next page descripe minimum values of starting air capacity.

Pressure reducing valve, item 5

As standard the engines are fitted with a 10 bar air starter. Therefore the air supply needs to be reduced from 30 bar to 10 bar before inlet engine.

If the engine is fitted with a 30 bar air starter (option), there will be a pressure reducing valve for stop air pressure installed.

If a pressure drop should occur, it is alarmed by the pressure switch (PT 1322) on the engine control system. To have this indication there need to be a pipe from before the pressure reducing station to location of pressure switch (PT 1322).

Starting air and charging air pipe

The starting and charging air pipes are to be installed with a slope towards the starting air receiver, pre-venting possible condensed water from running into the air starting motor or the compressors. A drain valve has to be installed at the lowest position of the starting air pipe, as shown in fig 1.

MAN Diesel & Turbo

Engine type / No of cylinders Single engine arrangement Twin engine arrangement

L27/38 / 6 - 7 cylinder 2 x 500 ltr 2 x 1,000 ltr

L27/38 / 8 - 9 cylinder 2 x 750 ltr 3 x 750 ltr

L21/31 / 6 - 7 cylinder 2 x 250 ltr1 x 250 ltr

1 x 500 ltr

L21/31 / 8 - 9 cylinder 2 x 250 ltr 2 x 500 ltr

3700212-6.1Page 4 (4)1450000

12.15

Starting air system

L21/31L27/38

Specifications for intake air (combustion air)

GeneralThe quality and condition of intake air (combustion air) have a significanteffect on the power output, wear and emissions of the engine. In this regard,not only are the atmospheric conditions extremely important, but also con-tamination by solid and gaseous foreign matter.

Mineral dust in the intake air increases wear. Chemicals and gases promotecorrosion.

This is why effective cleaning of intake air (combustion air) and regular main-tenance/cleaning of the air filter are required.

When designing the intake air system, the maximum permissible overall pres-sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-tion.

RequirementsGas engines or dual-fuel engines may only be equipped with a dry filter. Anoil filter should not be installed, because they enrich air with oil mist, which isnot permissible for gas operated engines. Filters of efficiency class G4according to EN 779 must be used. The concentrations downstream of theair filter and/or upstream of the turbocharger inlet must not exceed the fol-lowing limit values:

Properties Typical value Unit *

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3

Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25

Hydrogen sulphide (H2S) max. 5

Salt (NaCl) max. 1

* One Nm3 corresponds to one cubic meter ofgas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed

Intake air shall not contain any flammable gasesIntake air shall not contain any flammable gases. Make sure that thecombustion air is not explosive.

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Gene

ral

MAN Diesel & Turbo 3.3.11

6680 3.3.11-01 EN 1 (1)

MAN Diesel & Turbo

11.42 - Tier II

General

Description

The engines are as standard equipped with a tur bo-charger of the radial type MAN NR/R, NR/S and TCR.

The rotor, comprising compressor, turbine wheel and shaft, is supported in floating plain bearing bushes.

The turbine wheel is an integrated part of the shaft.

Gas admission casing with gas outlet diffusor mat-ch ed to the exhaust pipe arrangement and a tur bine

nozzle ring made of a speci al wear resistant mate rial.

Air intake silencer with filter, and compressor casing with one outlet.

Lubrication of the two plain bushes is an integrated part of the engine lub. oil system.

The turbocharger has no water cooling.

3700196-9.0Page 1 (1) Turbocharger - make MAN 1459000

L21/31

215 kW/cyl.1000 rpm

6 cyl. TCR16

7 cyl. TCR18

8 cyl. TCR18

9 cyl. TCR18

L27/38340 kW/cyl.

800 rpm6 cyl. TCR18

7 cyl. TCR20

8 cyl. TCR20

9 cyl. TCR20

365 kW/cyl.800 rpm

6 cyl. TCR18

7 cyl. TCR20

8 cyl. TCR20

9 cyl. TCR20

L28/32A245 kW/cyl.

775 rpm6 cyl. NR24/R

7 cyl. NR24/R

8 cyl. NR24/R

9 cyl. NR26/R L23/30A

160 kW/cyl.900 rpm

6 cyl. NR20/R

8 cyl. NR20/R

MAN Diesel & Turbo

Exhaust Gas Velocity3700195-7.0Page 1 (2) 1459000

L21/31L27/38

11.42 - Tier II

DNNominal diameter

mm

Exhaust gas velocity

m/sec.

Exhaust gas temp.

°C

Exhaust gas flow

kg/h

Engine type

Density of exhaust gases ρA~ 0.6 kg/m³

6L21/31, 1000 rpm (215 kW) 10200 319 450 32.1

7L21/31, 1000 rpm (215 kW) 11900 319 500 30.3

8L21/31, 1000 rpm (215 kW) 13600 319 500 34.6

9L21/31, 1000 rpm (215 kW) 15200 319 550 32.0

6L27/38, 800 rpm (340 kW) 14700 360 550 33.1

7L27/38, 800 rpm (340 kW) 17100 360 600 32.2

8L27/38, 800 rpm (340 kW) 19600 360 650 29.8

9L27/38, 800 rpm (340 kW) 22000 360 650 33.5

6L27/38, 800 rpm (365 kW) 15300 385 550 35.9

7L27/38, 800 rpm (365 kW) 17900 385 600 34.9

8L27/38, 800 rpm (365 kW) 20400 385 650 32.3

9L27/38, 800 rpm (365 kW) 23000 385 650 36.3

MAN Diesel & Turbo

Exhaust Gas Velocity3700195-7.0Page 2 (2)1459000

L21/31L27/38

11.42 - Tier II

DNNorminel diameter

D1mm

D2mm

Tmm

Flow areaA

10-3 m2

300 323.9 309.7 7.1 75.331

350 355.6 339.6 8.0 90.579

400 406.4 388.8 8.8 118.725

450 457.0 437.0 10.0 149.987

500 508.0 486.0 11.0 185.508

550 559.0 534.0 12.5 223.961

600 610.0 585.0 12.5 268.783

The exhaust gas velocities are based on the pipe dimensions in the table below.

T D2

D1

MAN Diesel & Turbo

3700199-4.0Page 1 (1) 1459000

11.42 - Tier II

Exhaust gas system

Position of gas outlet on turbocharger

The turbocharger outlet is fitted with a round flange, adapted for direct installation of an expansion bellow.

L27/38

Fig 1 shows alternative positions for the exhaust gas outlet and if requested the outlet can be turned to a desired position prior to dispatch.

Fig 1 Position of exhaust gas outlet

* Exhaust pipe dimension

445B

20

F

CD

E

A

G*

- CrankshaftCL

Inte

rmed

ian

flang

e

From 0o to 45o continuously adjustable

From 270o to 359o continuously adjustable

0o

45o

270o

Engine A B C D E F G* type mm mm mm mm mm mm mm

6L27/38 (TCR 18) 703 1053 1798 427 315 762 550

7L27/38 (TCR 20) 754 1053 1844 514 315 822 600

8L27/38 (TCR 20) 754 1053 1844 514 315 822 650

9L27/38 (TCR 20) 805 1053 1844 514 315 822 650

MAN Diesel & Turbo

3700200-6.0Page 1 (1) 1459000

11.42 - Tier II

Exhaust gas system

L27/38

Fig 1 Exhaust gas compensator

DN 500DN 550DN 600

Movement diagram

0 10 20 30 40 50 60 70 80 90 100 110

30

20

10

mm

mm

Axial

LateralA

BC

DN

LN

N øD×

6 S

02

Exhaust pipe dimension in mm ø550 ø600 ø650

Number of cylinder 6 7 8 & 9

Outer flange diameter A 703 754 805

Pitch circle diameter BC 650 700 750

Exhaust pipe dimension DN 550 600 650

Free length in mm LN 315 315 315

Number of holes N × øD 20 × ø22 20 × ø22 20 x ø22

MAN Diesel & Turbo

3700071-1.0Page 1 (11) 1475000

11.04 - rev 1.1 (26-01-2011)

System Description - SaCoSone

L21/31L27/38

System overviewGeneral information

SaCoSone PROPULSION is the safety, control and monitoring system for MAN small bore diesel engines, types L21/31 and L27/38. All engine mounted sensors and actuators are connected to the system and controlled by the engine attached SaCoSone PROPULSION. Optional, the system also monitors and supervises the gearbox. Additionally, there is the possibility of monitoring propeller sensors like shaft bearing temperatures. SaCoSone PROPULSION controls and monitors all engine functions including clutch control and the visualisation of engine-related pre-alarms, system-alarms, safety actions, operating values and operation status.In this context, safety actions means shutdown of the engine, as well as request for load reductions and if required, auto disengaging.

Schematics

Cabling diagram

Ship alarm system

Control UnitLocal Operating Panel Spashoil Unit*

Power supply Exernal Systems:- Ship Alarm System- Remote Control- PCS/PMS- Generator Control

MAN Diesel & Turbo

3700071-1.0Page 2 (11)

rev 1.1 - (26-01-2011) - 11.04

System Description - SaCoSone1475000

L21/31L27/38

System bus diagram

Components

The table shows the required components for the system:

Foreign gearbox

Control Unit •

Local Operating Panel •

Splash-Oil Unit «

Gateway Cabinet «

Gearbox & Propeller Unit -

Safety Extension Unit -

Gearbox & Propeller Ext. Unit -

• = Standard « = Optional - = Not available

Control Unit

The Control Unit contains two Control Modules S (CMS), the CMS/alarm and the CMS/safety and is directly attached to the engine.

control bus

one

2Control Module

Small/AlarmControl Module

Small/SafetyControl Module Small /Splashoil

Gateway Module

Safety Extension Unit

Display Module/ LOP

Control Module Small/Gearbox

Gearbox & Propeller

Extension Unit

Display Module/ROP

Display Module/LOP1

RS

422

Eth

erne

t

Eth

erne

t

RS

422

Eth

erne

t

Eth

erne

t

CA

N3

CA

N3

optional

optional

optionaloptional

optional

optional

Standard OptionalOptional

Propulsion ControlSystem

Vessel Alarm System

SaCoSEXPERT EDS /

Online Service

with Alpha gear

MAN Diesel & Turbo

3700071-1.0Page 3 (11) 1475000

11.04 - rev 1.1 (26-01-2011)

System Description - SaCoSone

L21/31L27/38

Control Module S/alarm (CMS/alarm)

The Control Module S/alarm contains all engine related control functions, pre-alarming and redundant shut-downs. In addition system alarms like monitoring of all connected sensors and actuators are part of the CMS/alarm functionality.

The CMS/alarm also offers a MODbus RS422 interface to the vessel alarm system.Control functions:

• Remote start and stop of engine• Local start and stop of engine• Waste gate flap control• Charge air blow by flap control• ...

Control Module S/safety (CMS/safety)

The Control Module S/safety contains all engine, propeller and gearbox related shutdowns and load reduc-tions. In addition system alarms like monitoring of all connected sensors and actuators are part of the CMS/safety functionality.The CMS/safety also offers a MODbus RS422 interface to the Propulsion Control System, in case an Alpha Propeller is applied.Slow downs, shut downs and pre alarms can be found in the engine serial no. related list of measuring and control devices, or in the application specific list of alarms and safeties.

Local Operating Panel

On the Local Operating Panel (abbr. LOP), all operating values available in the system, as well as alarms, shutdowns and system alarms, and engine operation status indications are displayed. Furthermore, some basic operator actions are handled from the LOP:

• Start of engine• Stop of engine• Acknowledge and reset of alarms, shutdowns, etc.• Manual emergency stop• Engine speed lower/raise• Clutching/Declutching (optional)• Pitch setting (optional)

The LOP consists, due to classification requirements for single propulsion plants, of two Display Modules (DM), where one DM is the backup for the other DM. Even though, when both DM are working properly, it is possible to have two different views on the DMs.

Splash-oil Unit (opt.)

The Splash-oil Unit is optional in case that splash-oil monitoring is applied. The unit contains one Control Module S/Splashoil which includes the whole splash-oil monitoring functionalities, such as pre-alarm, shut-down, sensor monitoring, etc.

MAN Diesel & Turbo

3700071-1.0Page 4 (11)

rev 1.1 - (26-01-2011) - 11.04

System Description - SaCoSone1475000

L21/31L27/38

Gateway Cabinet (opt.)

The Gateway Cabinet (GC) is optional and is required in case EDS will be applied. The Gateway Cabinet will also be supplied if the ship alarm system must be connected via MODBUS TCP. In case of applied Gateway Module (GM), there are only data handling functions realized within it, no control functions alarming a safety function are implemented.

Remote Operating Panel (opt.)

The optional Remote Operating Panel can be mounted within engine control room or wheelhouse. It consists of one Display Module on which operating values and status are indicated. The ROP is only used for indica-tion of operating values and status and provides no control authority.

Safety Extension Unit (opt.)

Depending on specific requirements by some classification societies, it is necessary to connect additional sensors of the gearbox. In this case, the Safety Extension Unit (SEU) is applied. It is mainly used for some additional temperature sensors in case of RINA classification. The unit provides additional I/O-modules and is connected to the Control Unit via CAN.

Optional gearbox monitoring units

Gearbox & Propeller Unit (opt.)

The Gearbox & Propeller Unit (GPU) contains a Control Module S/Gearbox, which receives measuring data from sensors located on gearbox or propeller or on the shaft. The collected data are transmitted to the differ-ent modules in order to create alarms, realise control functions or submitting them to PCS or alarm system. The GPU is only applied, in case of an AMG gearbox from Alpha Propeller.

Gearbox & Propeller Extension Unit (opt.)

In case there are more sensors on gearbox and propeller and shaft, the Gearbox & Propeller Extension Unit (GPEU) provides several additional I/Os and a CANopen coupler for the connection to the GPU.

Technical data

Dimensions

Width Height Depth Weight

Control Unit 800 mm 560 mm 155 mm tba.

Local Operating Panel 700 mm 400mm ca.140 mm tba.

Splash-Oil Unit 310 mm 400 mm 100 mm tba.

Gearbox & Propeller Unit tba. tba. tba. tba.

Safety Extension Unit tba. tba. tba. tba.

MAN Diesel & Turbo

3700071-1.0Page 5 (11) 1475000

11.04 - rev 1.1 (26-01-2011)

System Description - SaCoSone

L21/31L27/38

System descriptionSafety system

Safety functions

The 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 in the CMS/safety. The safety system directly actuates the emergency shut-down device and the stop facility of the speed governor.

Emergency stop

Emergency stop is an engine shutdown initiated by an operator manual action like pressing an emergency stop button. An emergency stop button is placed at the LOP on engine. For connection of an external emer-gency stop button there is one input channel at the Control Unit.

Automatic shutdown

Auto shutdown is an engine shutdown initiated by any automatic supervision of engine internal parameters. If an engine shutdown is triggered by the safety system, the emergency stop signal has an immediate 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 disengaging the clutch. The following list of criteria leading to an auto-matic shutdown and might be incomplete. For more details see the “List of measuring and control devices”.

• Engine overspeed • HT cooling water pressure inlet too low• HT cooling water temperature outlet too high• Lube oil pressure at engine inlet low• Gear lube oil pressure too low• Gear pinion bearing fore temp. too high• Gear pinion bearing after temp. too high• Gear wheel bearing fore temp. too high• Gear wheel bearing after temp. too high• Gear clutch bearing temp. too high• Gear clutch support bearing temp. too high• Splash oil temperature rod bearing too high (optional)• Main bearing temperature too high (optional)• High oil mist concentration in crankcase (optional)• Remote Shutdown (optional)

Load reductions

After the exceeding of certain parameters, a load reduction to 60% is necessary. The safety system super-vises these parameters and requests a load reduction, if necessary. The load reduction has to be carried out by an external system (PCS, PMS). For safety reasons, SaCoSone PROPULSION will not reduce the load by itself. The following list of criteria leading to a load reduction request and might be incomplete. For more details see the “List of measuring and control devices”.

• Turbocharger speed high• Exhaust gas temperature at cylinder too low/high

MAN Diesel & Turbo

3700071-1.0Page 6 (11)

rev 1.1 - (26-01-2011) - 11.04

System Description - SaCoSone1475000

L21/31L27/38

• Exhaust gas temperature at turbocharger inlet too high• HTCW pressure too low• HTCW temperature cylinder row outlet too high• Lube oil temperature engine inlet too high• Charge air temperature too high• Lube oil filter differential pressure too high• Gear lube oil temperature too high• Gear thrust bearing temperature too high

Auto disengagements

If SaCoSone PROPULSION is used for clutch monitoring, it will carry out automatic disengagements of the clutch to protect gearbox, propeller or engine against destruction. In this case, the clutch will be opened as fast as possible. The following list of criteria leading to an automatic disengagement and might be incomplete. For more details see the “List of measuring and control devices”.Clutch medium pressure lowAutomatic shutdown of the engineManual emergency stop of the engine

Alarm/monitoring system

Alarming

The alarm function of SaCoSone PROPULSION 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-monitoring

SaCoSone PROPULSION carries out independent self-monitoring functions. Thus, for example the connect-ed sensors are checked constantly for function and wire break. In case of a fault SaCoSone PROPULSION reports the occurred malfunctions in single system components via system alarms.

Control

SaCoSone PROPULSION controls all engine-internal functions as well as external components, for example:

• Start/stop sequences:• Local and remote start/stop sequence.• 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, compressed air is lead to the turbocharger at start and at load

steps.

MAN Diesel & Turbo

3700071-1.0Page 7 (11)

rev 1.1 - (26-01-2011) - 11.04

System Description - SaCoSone1475000

L21/31L27/38

• Control signals for external functions:• HT cooling water preheating unit• Prelubrication oil pump control

• Redundant shutdown functions:• Engine overspeed• Low lubrication. oil pressure inlet engine• High cooling water temperature outlet engine

Speed Control System

Governor

Single propulsion enginesSingle propulsion engines are equipped with mechanical governors in combination with electric speed setting device for remote speed setting by the Propulsion Control System.

Multi propulsion enginesFor multi propulsion engines the electronic speed control is realised by the Control Module. The engine is equipped with an electro-hydraulic actuator. Engine speed indication is carried out by means of redundant pick-ups at the camshaft.The electronic speed governor is a part of the software in the CMS/alarm module and controls with its output the on the engine attached mechanically/hydraulically actuator.

Speed adjustment

Remote speed setting is either possible via analogue 4-20 mA signal or by using binary lower/raise contacts.

Load sharing

For load sharing purposes (several engines on one shaft) or other applications droop will be required. The speed droop is adjustable from 0-10% as the application requires.Load sharing for two propellers on one shaft requires electronic speed governing and will be realized by master/slave load sharing.

Engine stop

Engine stop can be initiated local at the LOP and remote via a hardware channel or the bus interface.

Clutch, Gearbox and propeller control

SaCoSone PROPULSION monitors the relevant temperatures and pressures of the gearbox and propeller. The system also provides hardwired interfaces for the control of the clutch.

MAN Diesel & Turbo

3700071-1.0Page 8 (11)

rev 1.1 - (26-01-2011) - 11.04

System Description - SaCoSone1475000

L21/31L27/38

Interfaces to external systems

Interface to PCS

Control Unit Propulsion Control System

CA

N1

CA

N 2

term

inal

blo

ck

Control Module /alarm-3D1

Control Module /safety-1D1

term

inal

blo

ck

Powered OutputDigital I /O Analog I /O MODbus RTU

Prop. pitch not in zero position

Engine fuel injection index / load

Engine stop order

Engine start order

Engine jet assist . clutch engage

Engine jet assist . clutch engage astern

CPP clutch engaged

Request CPP clutch engage speed

Engine jet assistance load increased

Acknowledge remote starting failure

Request ext . control authority

Engine speed setpoint

Engage speed OK

Engine unloaded

Engine rot . speed (engine running )

Start blocked /Start failure

Ext. control active

CPP clutch disengaged

Override external

Override crankcase monitoring external

Engine overload (near limit )

Engine overload (Index >102%)

Load reduction request

Request zero pitch /shutdown

CPP clutch auto /emergency disengage comm .

Gear thrust clutch disengage command (safety )

R422 *

Engine rot . speed (indication )

Engine governor failure (MCR speed)

Engine jet assistance clutch engage astern

Engage speed OK /Engage valve command

MAN Diesel & Turbo

3700071-1.0Page 9 (11)

rev 1.1 - (26-01-2011) - 11.04

System Description - SaCoSone1475000

L21/31L27/38

Interface to ship alarm system

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 transferred. All measuring values and alarms acquired by SaCoSone are available for transfer.SaCoSone uses the MODbus RTU protocol.

Overview

Control Unit Ship Alarm System

CA

N1

CA

N 2

term

ina

l blo

ck

Control Module /alarm-3D1

Control Module /safety-1D1 te

rmin

al

bloc

k

Additional shutdown signal

R422

Common monitoring system failure

Engine alarm cut off

Additional load reduction signal

Additional shutdown signal

Common safety failure

Powered OutputDigital I /O Analog I /O MODbus RTU

MAN Diesel & Turbo

3700071-1.0Page 10 (11)

rev 1.1 - (26-01-2011) - 11.04

System Description - SaCoSone1475000

L21/31L27/38

Interface to the plant

Interface to the gear & PMS

Control Module /alarm-3D1

Plant

CA

N1

CA

N 2

term

inal

blo

ck

Control Module /safety-1D1

term

ina

l blo

ck

Powered OutputDigital I /O Analog I /O MODbus RTU

Fuel viscosity failure

Gear eng . disc clutch disengaged

Propeller shaft locking engaged

Engine speed (indication )

Lube oil temperature cooler inlet

Engine lub . oil filter bypass valve open

Lube oil pressure filter inlet

Engine ambient pressure (absolute press .)

Fuel oil pressure filter inlet

Engine LT water start standby pump

Engine HT water start standby pump

Engine start preheating

Engine lub . oil start standby pump

Engine fuel start standby pump

Engine charge air pressure indication

Control Unit

Gear

CA

N1

CA

N 2

Control Module /alarm-3D1

Control Module /safety-1D1

term

inal

b

lock

term

ina

l b

lock

PMS

Powered OutputDigital I /O Analog I /O MODbus RTU

Clutch medium press . low (autodisengage )

Gear lubrication oil pressurePT2231 B

Gear lubrication oil pressurePT223 A

Ext. load signal (geno load for load sharing )

Gearbox common load reduction

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System Description - SaCoSone1475000

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SaCoSone EXPERT

The Ethernet interface at the Display Module can be used for the connection of SaCoSone EXPERT.

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.

CoCoS-EDS (optional)

The Ethernet connection to CoCoS-EDS is realised by means of the Gateway Cabinet (GC), which is con-nected to the Control Unit via the system bus.

Splash-oil Monitoring (optional)

If the Splash-oil Monitoring is applied, the engine will be equipped with a Splash-oil Unit, which is connected to the Control Unit via the system bus.

Abbreviations

Abbreviation Meaning

CMS Control Module S

CU Control Unit

DM Display Module

GM Gateway Module

GPU Gearbox & Propeller Unit

GPEU Gearbox & Propeller Extension Unit

GC Gateway Cabinet

LOP Local Operating Panel

ROP Remote Operating Panel

SEU Safety Extension Unit

SU Splashoil Unit

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11.04 - rev 1.0 (26-01-2011)

Modbus interface - SaCoSone

L21/31L27/38

Data Bus Interface (Machinery Alarm System)

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 transferred. All measuring values and alarms acquired by SaCoSone PROPULSION are available for transfer.The Modbus RTU protocol is the standard protocol used for the communication with ship alarm system.

Modbus RTU protocol

The bus interface provides a serial connection. The protocol is implemented according to the following defini-tions:

• Modbus application protocol specification, Modbus over serial line specification and implementation guide,

Available interface:• RS422 – Standard, 4 + 2 wire (cable length <= 100m), cable type as specified by the circuit diagram,

line termination: 150 Ohms

Settings

The communication parameters are set as follows:

Modbus Slave SaCoSModbus Master Machinery alarm systemSlave ID (default) 1Data rate (default) 57600 baud

Data rate (optionally available)

4800 baud9600 baud19200 baud38400 baud115200 baud

Data bits 8Stop bits 1Parity NoneTransmission mode Modbus RTU

Function Codes

The following function codes are available to gather data from the SaCoSone controllers:

FunctionCode

Function Code(hexadecimal)

Description

1 0x01 read coils3 0x03 read holding registers5 0x05 write coil6 0x06 write single register15 0x0F write multiple coils16 0x10 write multiple registers22 0x16 mask write register23 0x17 read write multiple registers

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Modbus Interface - SaCoSone1475000

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Message Frame Separation

Message frames shall be separated by a silent interval of at least 4 character times.

Provided Data

Provided data includes measured values and alarm or state information of the engine.

Measured values are digitized analogue values of sensors, which are stored in a fixed register of the Con-trol Module Small. Measured values include media values (pressures, temperatures) where, according 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.

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 docu-mentation set. This list contains the following information:

Field Description

Address The address (e.g.: MW15488) is the software address used in the Control Module Small.

HEXThe hexadecimal value (e.g.: 3C80) of the software address that has to be used by theModbus master when collecting the specific data.

BitInformation of alarms, reduce load, shutdown, etc. are available as single bits.Bits in each register are counted 0 to 15.

Meas. PointThe 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.

UnitInformation 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.

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.

MAN Diesel & Turbo

1696426-4.3Page 1 (2) 1485000

11.10

PTO on engine front

PTO on forward end of engine

The engine can be supplied with a PTO on the forward end, as an extension to the crankshaft, see fig 1.

The PTO can be dimensioned to transmit the full engine power. If a plant is to be supplied with PTO it must be planned in co–operation with us. For carrying out the torsional vibration analysis of the complete

L27/38

propulsion system, all necessary information con-cerning the PTO is needed.

Generally, a flexible coupling between the PTO and the generator and/or driven machinery will be neces-sary and this coupling must be selected to transmit the PTO requirements, accommodate and absorb any vibrations which may be present. Usually a toothed coupling will not be allowed.

Fig 1 PTO arrangement

Cyl

no

1

1060

2040 to 3060 kW (340 kW/cyl.)2190 to 3285 kW (365 kW/cyl.)

To be adapted to coupling

MAN Diesel & Turbo

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11.10

PTO on engine front

Max axial force

In principle the PTO must not induce any extra axial forces on the guide bearing of the crankshaft. How-ever, a constant force of max 9000 N can be accepted. This includes a contribution from the crankshaft, if the engine has an inclination in relation to horizontal.

For a 5° inclination to aft end the contribution willbe as stated below.

Engine Axial force Extension oftype crankshaft 5° inclination ∆t = 65° C

6L27/38 4160 N 2.0 mm

7L27/38 4820 N 2.4 mm

8L27/38 5200 N 2.7 mm

9L27/38 5540 N 3.0 mm

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Furthermore it should be observed that the crank-shaft position is fixed by the guide bearing at the aft end of the engine. Crankshaft extension measured at the forward end with a temperature rise of 65 °C corresponds to the values in the shown table.

This extension may cause the flexible coupling be-tween the PTO shaft and the driven part to create an additional axial force on the crankshaft guide bearing and this must be taken into consideration.

An additional PTO of max 50 kW is available on the engine forward end. It can either be used for a sea water pump, or for a hydraulic pump for the steering gear.

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Weights of Main Components

Description Approx. weight (kg)

Cover for crankcase (max) 22

Cylinder head, incl. rocker arms 300

Piston 43

Cylinder liner 150

Connection rod (excl. marine head) 52

Cylinder unit, complete 700

Marine head bearing 20

Turbocharger NR24/S 665

Turbocharger NR26/R 790

Turbocharger NR29/S 990

Turbocharger TCR16 290

Turbocharger TCR18 440

Turbocharger TCR20 740

Charging air cooler 487

Fuel injection pump 57

Lubricating oil pump 59

Lubricating oil filter 40

Lubricating oil cooler 280

Lubricating oil thermostatic valve housing 70

Cooling water thermostatic valve housing 242

Cooling water pump 65

Engine operator panel 25