MAN L28/32DF GenSet Dual-fuel for a flexible future
3 MAN L28/32DF GenSet2 MAN L28/32DF GenSet
The L28/32DF engine is based on the proven 28/32H workhorse, recognised world-
wide as an ultra-reliable and robust GenSet with long TBOs. The engine is available
in two versions: as a new build capable of running from a 10% MDO/90% LNG
ratio to 100% MDO, and a retrofit version capable of running from a 70% LNG/30%
HFO ratio to 100% HFO. Designed to complement the two-stroke dual-fuel ME-GI
engine as part of a complete power package, both engines’ ability to run on gas
offers unprecedented possibilities.
Introducing the 28/32DF GenSetCompleting the package
In a fast-moving marine market where oil prices are rising and emission legislation is becoming ever more strin-
gent, dual-fuel power technology is becoming increasingly important as the global gas infrastructure continues
its expansion. MAN Diesel & Turbo's new L28/32DF generating set offers the ultimate in fuel flexibility and ef-
ficiency and forms part of a complete marine solution with the low-speed ME-GI main engine.
1. Gas control valve, 2. Gas block, 3. Cooling water, 4. Double-walled gas pipe with gas leak detection.
5 MAN L28/32DF GenSet4 MAN L28/32DF GenSet
MAN Diesel & Turbo’s product portfolio includes se-
ries of generating sets that ensure reliable and eco-
nomical power generation and distribution.
Modern auxiliary engines run on the same fuel as the
main engines to maximise economy, a scenario that
is no less true in the case of pairing the L28/32DF
and ME-GI engines under gas operation. Additionally,
overall installation costs can be minimised by using
compact modular fuel treatment systems, available in
standard sizes.
Dual-fuel: an attractive option
Dual-fuel engines using clean-burning liquefied natu-
ral gas (LNG) represent an excellent, operational op-
tion. Not only do these satisfy all emission requirements
when running on gas, they also offer low operational
and maintenance costs. Dual-fuel engines also have
several advantages over engines that run on gas
alone. Most importantly, should there be any prob-
lems with gas operation, or a shortage of fuel, the ship
can simply switch to liquid fuel.
The right dual-fuel engine
Every ship has different requirements in terms of its
design, shipping route and operations. As such, this
demands careful consideration of the LNG systems
available in order to find the most beneficial solution
for your particular needs.
Engine programme entryMAN L28/32DF GenSet
MAN L28/32DF GenSet engine
Cylinder No. 5, 6, 7, 8, 9
Bore (mm) 280
Stroke (mm) 320
BMEP (bar) 15
Engine speed (r/min) 720
Power (kW) on flywheel 1,000-1,800
Power (kW) on alternator 950-1,710
Generator efficiency (%) 95
P Free passage between the engines, width 600 mm and height 2,000 mm Q ~Min. distance between centre of engines: 2,655 mm (without gallery) ~2,850 mm (with gallery)
A
C
B
H
1,490
Q 1,126
1,800
1. Gas injection valve, 2. Gas block, 3. Double-walled gas pipe with gas leak detection, 4. Gas pipe/gas connection.
Dimensions
Cyl. No. 5 6 7 8 9
r/min 720/750 720/750 720/750 720/750 720/750
A mm 4,321 4,801 5,281 5,761 6,241
B mm 2,400 2,510 2,680 2,770 2,690
C mm 6,721 7,311 7,961 8,531 8,931
H mm 2,835 3,009 3,009 3,009 3,009
Dry Mass t 32.6 36.3 39.4 40.7 47.1* Basedonnominalgeneratorefficienciesof95%Gas / fuel ratio: � atload:30-90% 90/10 � at full load 80 / 20Gasmethanenumber≥80
6 MAN L28/32DF GenSet
MAN B&W Diesel7 MAN L28/32DF GenSet
Depending on developments in fuel availability and
pricing in the future, the situation may well arise where
bulk carriers, tankers, ferries and container ships are
powered by dual-fuel gas-powered main and auxiliary
engines. However, an obvious market for such en-
gines that already exists is aboard LPG carriers where
the LPG cargo itself, featuring gases such as propane
and butane, can be exploited. As such, this means
that the concept applied to ME-GI engines aboard
LNG carriers can, similarly, be employed aboard LPG
carriers. Powering engines by gas – with its little to no
sulphur content – instead of HFO leads to a cleaner
system as traces of the SOx sulphur oxides are ac-
cordingly found in only negligible amounts in the ex-
haust gas. Particulate amounts are also reduced con-
siderably, as are NOx and CO2 totals.
The L28/32DF and ME-GI engines, respectively
fuelled in gas mode by low- and high-pressure sys-
tems, therefore possess inherent advantages in terms
of reducing emissions in these environmentally con-
scious times, and offer full fuel flexibility and high ef-
ficiency regardless of fluctuations in the fuel market.
EmissionsMAN L28/32DF GenSet
Having a gas-burning auxiliary engine on board is a market breakthrough. This
new development opens up a number of possibilities for future applications, not
just for LNG carriers, but also for many other vessel types.
MAN Diesel & TurboSales, Promotion & Customer SupportTeglholmsgade 412450 Copenhagen SV, DenmarkPhone +45 33 85 11 00Fax +45 33 85 10 [email protected]
MAN Diesel & TurboHoleby GenSetØstervej 24960 Holeby, DenmarkPhone +45 54 69 31 00Fax +45 54 69 30 [email protected]
MAN Diesel & Turbo – a member of the MAN Group
All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions. Copyright © MAN Diesel & Turbo. 1510-0206-01ppr Nov 2013 Printed in Denmark